signal - indian railway

SIGNAL

No.69/W3/SG/SM/1 New Delhi, dt.20-2-69................................................................... 3

No.62/W3/SGA/1 dt.25.7.63 ........................................................................................... 4

No. 78/Safety((A&R)2/49 Dated. 15.2.1979................................................................... 5

GOVERNMENT OF INDIA........................................................................................... 6

No: 78/Safety(A&R)2/14New Delhi, dt.15.12.1979....................................................... 6

No:77/W3/SG/G/9, New Delhi, dt.23.5.1978. ................................................................ 9

No.77/W3/SG/G/9 dt.29.6.79 ........................................................................................ 11

No: 86/RE/141/7. New Delhi, dated: 10.1986. ............................................................ 12

No: 95/SIG/G/5 New Delhi, dt.14th August 1988. ....................................................... 13

No: 68/W3/SG/5/4. New Delhi, dated: 1.6.1976........................................................... 14

No: 87/W3/SG/G/31, New Delhi, dated: 14.1.1988...................................................... 15

No: 77/Safety/(A&R)/1/26, New Delhi, the 20th Jan’78. ............................................. 16

No: 64/1740, Dt: 6.4.1983. ............................................................................................ 18

No: 81/W3/SG/G/3New Delhi, dated: 14.6.81.............................................................. 19

No.82/W3/SG/G/, New Delhi, dt.11,January’1982....................................................... 22

No: 82/W3/SG/G/1, New Delhi, dated: 4.6.1982.......................................................... 23

No.77/W3/SG/16 , New Delhi, dt. 19.5.1982................................................................ 24

No.69/Safety/29/7, New Delhi, dt. the 22nd Sept,1970. ............................................... 25

No.74/Safety(A&R)/1/2, New Delhi, dt.23.10.1975..................................................... 26

No: 77/W3/SG/A/16, New Delhi, dated: 7.10.1980...................................................... 27

No: 77/W3/SG/A/16, New Delhi, dated: 1.3.1980........................................................ 30

No: 78/Safety(A&R)2/14, New Delhi, dt.15.12.1979................................................... 32

No: 95/SIG/G/5, New Delhi, dt.14th August 1988. ...................................................... 33

No: 96/Sig/G/6(Drawings), New Delhi, dt.28.5............................................................ 34

No. 78/Safety((A&R)2/49, Dated. 15.2.1979................................................................ 35

No: 68/W3/SG/G/2, New Delhi, dt. 13.3.68. ................................................................ 36

No: 87/W3/SG/GL S/2. New Delhi, dtd. 2.11.1988..................................................... 37

NO: 82/W3/SG/PLN/4 New Delhi, dated: 3.1.1983. ................................................. 39

No.82/W3/SG/G/1 New Delhi, dt.11,January’1982.................................................... 40

No.78/W3/SG/G/5 dated: 12.10.78 ............................................................................... 41

No: 77/Safety/(A&R)/1/26 New Delhi, the 20th Jan’78. .............................................. 42

No: 86/W3/SG/H/1New Delhi, dated: 3.2..1988........................................................... 44

No: 68/w3/sg/g/5/2/Vol.II New Delhi, dated: 11.2.1983. .......................................... 45

No: F(X)II-74/ALC/1.New Delhi,dated: 24.8.1979. ..................................................... 46

No: 68/W3/SG/5/4. Vo;.II New Delhi, dated: 12.7.78 ................................................. 47

No: 68/W3/SG/5/4. New Delhi, dated: 1.6.1976........................................................... 48

No: 88/Sig/G/1. New Delhi, 6/3/1989........................................................................... 49

No: 88/SIG/G/1 New Delhi, dated: 15.6.1988 ............................................................ 50

No: 86/RE/141/7. New Delhi, dated: 10.1986. ............................................................ 52

No:85/W3/SG/CLS/1 New Delhi, dated: 26.6.1985 .................................................... 53

Minutes of the 50th signal standards committee(1975)............................................ 54

No.74/Safety(A&R)/1/2 New Delhi, dt.23.10.1975...................................................... 55

No.69/Safety/29/7 New Delhi, dt. the 22nd Sept,1970. ................................................ 56

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS(RAILWAY BOARD

No.69/W3/SG/SM/1 New Delhi, dt.20-2-69

The General Managers,All Indian Railways.

Re: Providing SM’s Control over Home Signals.

In para 5 of Board’s letter No.62/W3/SGA/11 dt.25.7.63, instructions were issued that SM’scontrol over Home Signals should also be provided on those stations on double line where blockinstruments are located in cabins.

The object of providing SM’s control is to ensure that signals are not taken”off for an occupiedline through lack of knowledge on the part of cabinman. As it will not be possible for thecabinman to take”off signals for signals for an occupies line at stations where all reception linesare track circuited,S.M.’s control over Home Signals need not be provided at such stations.

Sd/-(J.N.Sikka )Dy.Director SignalsRailway Board.

Copy with a copy of above letter forwarded for information to :-

1. The D.G.RDSO Lucknow.2. The Principal,IRISET,secunderabad.3. The Principal,Staff college,Baroda.

Extract of the Rly.Board’s Order as circulated in their letter

No.62/W3/SGA/1 dt.25.7.63

is reproduced below :-

“ At single line interlocked stations and at double line, stations where BlockInstruments are located in the SM’s Office. SM’s control is normally provided. However,at some of the double line interlocked stations where Block Instruments are located in thecabin, the S.M. is not provided with any control over the home signal. It is desired thatSM’s control over the home signals should also be provided at such stations. The workshould be expeditiously carried out and its progress included in the Railway’s quarterlyProgress Report(S&T for Board’s information.”

• Instructions modified• Vide Board’s letter• No.69/W3/SG/SM/1 dt.20.2.69

Government of India, Bharat SarkarMinistry of Railways, Rail Mantralaya Railway Board, New Delhi.

No. 78/Safety((A&R)2/49 Dated. 15.2.1979


Sub.: Provision of Station Master’s Control over the Last Stop Signal.

In accordance with para 158 of Signal Engineering Manual the Station Master is requiredto have a control over the Last Stop Signals of the stations except at those stations where qualifiedCabinmen are employed.

2. This stipulation of the Signal Engineering Manual has been re-considered by the Board inthe light of the recommendation made by the Commissioner of Railway Safety following the collisionbetween Dn SFC Special Goods Train and V/30 Up Goods Train between Nagri and Chikni Road onWardha-Balharshah Section. As a result of the review the Ministry of Railways has decided that theStation Master shall have a control over the Last stop signal at all the stations irrespective of the location ofthe Block Instruments in order that the Assistant station Master who directs the train movements in the yardhas an effective control over the taking off of the Last Stop Signal.

3. Receipt of this letter may please be acknowledged.

DA. Nil. Sd/-(R.Krishnaswamy)Dy.Director(Signals)Railway Board.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS(RAIL MANTRALAY)

(RAILWAY BOARD)

No: 78/Safety(A&R)2/14New Delhi, dt.15.12.1979.


Sub: Provision of Station Master's Control over the last stop signal.

In accordance with para 158 of Signal Engineering Manual the Station Master is required to have acontrol over the last Stop Signals of the stations except at those stations where qualified cabin men areemployed.

2. This stipulation of the Signal Engineering Manual has been re-considered by the Board in the lightof the recommendation made by the Commissioner of Railway Safety following the collision between DnSFC Special Goods Train and V/80 Up Goods Train between Nagri and Chikni Road or Vardha-BalharshahSection. As a result of there view the Ministry of Railways has decided that the Station Master shall have acontrol over the Last Stop Signal at all the stations irrespective of the location of the Block Instruments inorder that the Assistant Station Master who directs the train movements in the yard has an effective controlover the taking off of the last stop signal.


DA: Nil.

Sd/-( R.Krishnaswamy)Dy.Director (Signals)Railway Board.

No. 78/Safety/(A&R)2/14 New Delhi, Dated. -12-1979

Copy for information to :1. The General Managers (S&T)/Const., Central, Eastern, Northern. Southern, South Central,South Eastern and Western Railways.2. The C.A.O.(R)/S&T, M.T.P. (Railways) C/O General Manager, Western Railway,Churchgate, Bombay.3. The C.A.O(R) (S&T), M.T.P, 35/36, Rani Jhansi Road Motiakhan, New Delhi.4. The General Manager (S&T), MTP (Railways), 14-Strand Road (5th Floor),

Calcutta-700001.5. The C.A.O (R), M.T.P, Poonamallee High Road, Madras-8.6. The Principal, Railway Staff College, Baroda.7. The Principal, I.R.I.S.E.T, Secunderabad.8. The Director General, R.D.S.O, Lucknow.

Sd/-(R.Krishnaswamy)

DA: Nil. Deputy Director, Signals,Railway Board.

No:78/Safety/(A&R)2/14 New Delhi, dated: 15.2.1979.

Copy for information to:1.The General Managers(S&T)/Const.Central,Eastern,Northern,Southern,South Central,South EasternRailway and Western Railways.2.The C.A.O.®/S&T,M.T.P.(Railways) C/o General Manager,Western Railway,Churchgate,Bombay.3.The C.A.O.®(S&T),M.T.P.,35/36,Rani Jhansi Road,Motia Khan,New Delhi.4.TheGeneral Manager,(S&T),MTP(Railways),14-Strand Road(5th Floor),Calcutta-700001.5.The C.A.O.®,M.T.P.,Poonamallee High Road,Madras-8.6.The Principal,I.R.I.S.E.T.,Secunderabad.7.The Director General,R.D.S.O.,Lucknow.

DA:Nil.

Sd/-( R.Krishnaswamy)Deputy Director,Signals,Railway Board.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS (RAILWAY BOARD)

The General Manager (S&T),Northern Railway, New Delhi,Western Railway, Bombay.

Sub.: Modification of home signal slot circuit: recommendations of CRS,North Circle in connection with Firozabad train accident.

Ref.: I) GM (S&T),N.Rly’s letter Nos. 256-SIG/O/SG/Pt.VI dated. 8.12.95 &23.1.96ii) GM(S&T), W.Rly’s letter No. SG.180/2/19/Vol.VII dated. 20.12.95.

On the above subject, instructions were issued to the Railways vide Railways vide RailwayBoard’s letter No. 93/SIG/W3/11 Pt. dated. 28.11.95 (Item IV) for providing interlocking so that homesignal slot can be released only after starter and advance starter are put back to ‘ON’.

In this connection, following clarifications have been sought by Northern and Western Railwaysvide their letters quoted above :-

a) Whether such facilities have to be provided at all stations on this railway irrespective ofthe section being single or double line and the type of block working.

b) It is presumed that such facilities are not required at stations where there is completetrack circuiting between the starter and the advance starter.

c) At junction stations in modifications of home signal slot circuit instead of all departuresignals only line starter signals may be proved to have been put back to ‘ON’.

3. These issues have been studied and following is the item-wise clarification of the above:-

a) Irrespective of single/double line and type of block working this is to beprovided.

b) It is confirmed that the modification is not required at stations provided withcomplete track circuiting from starter to advance starter.

c) All relevant departure signals have to be proved and not only the line starter signal.

Sd/- (S.B.Bhamu)Joint Director (Signal),

Railway Board.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS(RAILWAY BOARD)

No:77/W3/SG/G/9 , New Delhi, dt.23.5.1978.

The General Managers(S&T),All Indian Railways.

Sub: (i) “One-Slot-Train” and Replacement of Advance starters on Single linesections with Token Working(Board’s letter No.69/W3/SG/A/2 dt.6.9.70 &77/W3/SG/G/7 Dt.26.11.77.(ii)Provision of reversers of starter signals in single like sections provided withTokenless Working (Board’s letter No.72/W3/SG/A/1 dt.7/8.8.1972).(iii) Provision for Reversers on Starter Signals of Run Through Lines at Stationon Double line sections-Board’s letter No.74/W3/SG/A/1 dt.7/8/8/1974).(iv) Provision of circuits to ensure “One –Slot-One-Starter” Principle-(Para 3 ofBoard’s letter No.77/W3/SG/25/3 dt.26.11.1977).

The instructions issued in Railway Board’s letters referred to above on the variousissue have been re-examined in detail in the Board’s office in the context of theaccelerated pace of providing track circuiting of Run Through Lines, reception lines.

2. In partial modification of the earlier instructions issued on the subject, thefollowing fresh instructions are issued.

2.1 The provision of the facility of “One-Slot-One-Train” shall only be provided forthose Home Signals which lead to non-track circuited reception lines. As such this workneed not be done for those Home signals which lead to reception lines which areprogrammed to be track circuited.

Workload in this regard should be programmed in the next three years i.e. 1979-80, 1980-81 and 1981-82. For the present this work may be confined to stations on TrunkRoutes and Important Main Lines as defined in this office letters mentioned at the foot ofthe letter.

2.2 The provision of reversers on Starter Signals in Single Line Tokenless sectionprovided with Tokenless Working is compulsory and the workload in this regard shouldbe completed by programming the works in the next two years i.e. 1979-80 and 1980-81.

2.3 The workload arising out of need for the provision reversers on Starter Signals ofRun Through Lines at stations on Double Line Sections shall be programmed in the nextthree years i.e. 1979-80, 1980-81 and 1981-82.

2.1 The principle of “One-Slot-One-Starter” is compulsory at all these stations

2.2 where the portion between the starter and Advance Starter is not Track Circuited.The workload arising in this regard at those stations, where track circuiting betweenthe Starter and the Advance Starter is not programmed, shall be programmed overthe three years i.e. 1979-80, 1980-81 and 1981-82 confining the work to stations onTrunk Routes and Important main lines as defined in Board’s letters referred to Para2.1 above.

2.5 Automatic replacement of Starter Signals shall be achieved by means of a TrackCircuit ahead of the Starter Signal wherever wooden sleepers exist for this purpose andby means of treadles at other places.

2.6 The work of automatic replacement of Advanced Starter in Single line sectionprovided with Token Working shall for the present be programmed only for TrunkRoutes as defined in Board’s letter mentioned in para 2.1. The work in this regard shallbe programmed in the next three years i.e. 1979-80, 1980-81 and 1981-82.

*(1) 77/W3/SG/W/5/2 dt.31.1.78 (2) 77/W3/SG/W/5/2 dt.13/14.2.78 (3) 77/W3/SG/W/5/2 dt.27.4.78 Sd/- (K. Subrahmanyan) Addl. Director/Signal Railway Board

No.77/W3/SG/G/9 New Delhi, Dt.23.5.78

Copy forwarded for information to : General Managers(S&T/CON), S.E.R & others.

Copy of Sri R.Krishnaswamy,Dy.Director(Signals),Railway Board, New Delhi’s letter

No.77/W3/SG/G/9 dt.29.6.79 forwarded to GM(S&T)/S.E.Railway/Madras and copy to GM(S&T)/Con/All IndianRailways and others.

Sub: “One-Slot-One-Train” and “One-Slot-One-Starter” features.

1. The feature of “One-Slot-One-Starter” has to be provided even where a commonHome Signal reads over a number of lines whether coaching or goods, in all such caseswhere for each of the lines an independent slot lever is provided. Thus it is to be ensuredthat slot for a second train cannot be given for particular line unless the starter lever forthe same line has been pulled, and put back, after the first slot.

2. However, where a common slot lever is used for those lines having a commonHome signal the feature of “One-Slot-Starter” need not be provided.

1. Receipt of this letter may please be acknowledged

GOVERNMENT OF INDIAMINISTRY OF TRANSPORTDEPTT. OF RAILWAYS(RAILWAY BOARD)

No: 86/RE/141/7. New Delhi, dated: 10.1986.

ToChief Signal & Telecom.Engineer,Railway Electrification,Allahabad.

Sub: Provision of cascading of Colour Light Signalling aspects.

Instructions have been issued by the Board regarding provision of cascading of colour light signalsin the Automatic block signalling area and in other territories with MACL,RRI etc.

2. The cascading is to be done only for main line running signals and certainly not in goods yard.Within the signal litself,cascading is to be done so that the signal desplays next restrictive aspect. Forcascading of signals in rear,the following is to be incorporated:

I) In the event of fusing of the red lamp of a signal,it is not necessary to throw the aspect ofsignal next in rear to”red”.

ii) In the event of using of the yellow lamp,the signal next in rear shall not display green ordouble yellow.

iii) Where the conditions require that a signal can show green only when the signal aheadshows greener double yellow(as the case may be),the same should be achieved by proving the concernedlamp proving relay contracts.

3. For future planning of RE/CLS,the RE Organisation may provide cascading of colour light signalsparticularly on those Railways which have already adopted this practive for their MACL signallingterritories. Where the CLS works are in progress,the cascading may be provided alongwith CLS or later,asfeasible,without postponing the target dates. Accordingly CRS’s a sanction may be taken.

Sd/- ( R.K.Jain)Adl.Executive Director/RE(S&T) Railway Board

copy to :

General Managers(S&T),Central,Western,Southern & South-Eastern Railways for information.

GOVERNMENT OF INDIA(BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALAYA)

(RAILWAY BOARD)

No: 95/SIG/G/5 New Delhi, dt.14th August 1988.

The General Manager,All Indian Railways,Railway Electrification.

Sub: Provision of Colour Light signalling on Single Line section in RE area..

Ref: Board’s letter No.92/RE/161/9 dt.19.5.93.

The subject of provision of Colour Light Signalling alongwith Railway Electrificationhas been reconsidered by Railway Board.

2. Considering the problems associated with the visibility of semaphore signals inelectrified territory. Board have decided the Colour Light Signalling will invariably be provided onsections taken up for electrification. This is in modification of the earlier decision communicated videRailway Board’s letter No.92/RE/161/9 dt.19.5.93 starting that existing Semphore Signalling may beretained in Branch lines and Single line sections unless the Signalling system is due for renewal onage/condition basis.

3. It has also been decided that the cost of Colour Light Signalling will not be added to thecost of electrification and the benefits arising out of CLS will also not be taken into account for calculationof ROR for the electrfication projects.

4. This issues with the concurrence of Railway Board Finance.SD/-

(Chandrika Prasad)Additional Member(Signal)

Copy to:1. Chief Administrative Officer(Const.),All Indian Railways.2. Chief Signal & Telecom.Engg.All Indian Railways.3. Chief Electrical Engg. All Indian Railways.4. Chief Signal & Telecom.Engg.(Const.),All Indian Railways.5. FA & CAO, All Indian Railways and FA & CAO(Const.), All Indian Railways.6.Chief Electrical Engg./Chief Signal & Telecom.Engg. and FA & CAO,RailwayElectrification,Allahabad.7.Chief Project Manager,Railway Electrification,Ambala/Danapur/Vijaywada/Madras and Ranchi.8. EDFX(LR)/EDRE/EDRE(S&T),Railway Board.

GOVERNMENT OF INDIA (BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALAYA)(RAILWAY BOARD)

No: 68/W3/SG/5/4. New Delhi, dated: 1.6.1976.


Sub: Provision of second approach signals.

Ref: Board’s letter of even number dated: 28.2.1972.

In supersession of para 2 of Board’s letter quoted above, Ministry of Railways have decided thatthe work should be processed with and the second approach signals provided,in the following sections:-

a) Howrah - Delhib) Bombay- Delhi:c) Bombay Central - Ahmedabad : andd) Electrified sections of Bombay - Calcutta route.


DA: Nil. Sd/-(K.N.Jain)Joint Director,SignalsRailway Board.

No:68/W3/SG/G/5/4 New Delhi, dated: 1.6.76.

Copy for information and necessary action forwarded to :-

1. The Chief Signal l& Telecom.Engineer,All Indian Rlys.2. The Chief Signal & Telecom Engineers(Constn.)

Central, Northern,South Eastern and Western Railways.3. The Principal,IRISET,Secunderabad,4. The Principal,Railway Staff College Baroda,5. The Director General,RDSO,Lucknow.6. Safety & (M) Branches of Board’s Office.7. Commissioner of Railway Safety,Lucknow.8. Director,Railway Planning,Railway Board.9. JDRE(S&T),Railway Board.

Sd/-( K. N Jain )Joint Director,SignalsRailway Board.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS, RAILWAY BOARD

No: 87/W3/SG/G/31, New Delhi, dated: 14.1.1988

The General Manager(S&T)S.E.Railway,Calcutta.

Sub: Provision of second distant signal on Durg-Nagpur section.

Ref: Your letter No.SIG/4/1496/RE/NGP/9860 dt.11.12.87.

Please refer to your letter mentioned above. Second distant signals are not being provided onCentral and Western Railways. The same procedure may be followed on your railway for the time-beingCables, however,should be laid so that the second approach signals can be provided at later date withadditional cables between distant and the second approach signal.

(Sd/- K.N.Jain)Exec.Director/S&T-RRailway Board.No: 87/W3/SG/G/31New Delhi, dtd: 14.1.1988

Copy to the Chief Signal and Telecommunication Engineer,Railway Electrification,Allahabad forinformation w.e.f. letter no.RE/S&T/NGP-DUG/W/2 dt;14.12.1987.

(Sd/- K.N.Jain)Exec.Director(S&T)/RRailway Board.


No: 77/Safety/(A&R)/1/26, New Delhi, the 20th Jan’78.


Sub:- Reduction of Distance between Starter and Advanced Starter signals.

On 10.10.77,at about 00.15 hous,train No.103 Up Deluxe Express collided with the rear of CPCSpecial Goods between the Up Starter and Advanced Starter signals of Naini station of Northern Railway.

Naini station is provided with multiple aspect colour light signals,interlocked to standardIII,Signals are operated from the two cabins-East and West-each manned by a Switchman. While trainsbetween stations on the main line at Chheoki end are worked under the Absolute Block System, the sectionbetween Naini and Allahabad is provided with Automatic Signalling. The Up starter signal is a 4 aspectsignal, whose normal aspect is manually operated-cum-Automatic 4-aspect signal. The distance betweenthe Up Starter and Advanced Starter signals is 1150 metres. The Up Advanced Starter signal is located at adistance of 867 metres from West cabin,from where it is operated.

The Additional Commissioner of Railway Safety, Lucknow, who held his statutory inquiry intothis accident, has inter-alia observed that under day-to-day normal working conditions in the West Cabin, itwas not possible to comply with the provisions of G.R.36(a) and (c), reproduced as Annexure. In thisconnection he has made the following observations:-

“ Facilities available at the vast majority of stations on the Indian Railways in this regard were nogreater than at Naini. It is understood that there are as many as 115 stations on the Northern Railway itselfwhich fall in this category. Obviously the purpose of locating an Advanced Starter signal far away from thestarter signal on double line is to derive some operational facilities and the Railway Administrtation doesnot appear to be inclined to forego this facility. In his inquiry report on the cause of a collision betwenVyansnagar and Mughalsarai on 18.1.77 the Additional Commissioner of Railway Safety,EasternCircle,recommended that Advanced Starter signals should be sited as close as possible to the outer mostpoints but the Northern Railway Administration has not accepted this recommendation. The Commissionerof Railway Safety has, however supported the recommendation of the Addl.Commissioner and the issue isnow before the Ministry of Railways. In view of the fact that this issue concerns a large number of stationson other Railways as well, the Ministry of Railways which is the Safety Controlling Authority, mayexamine and arrive at a decision balancing the requirements of safety with the requirements of operation.From the Safety point of view, I recommend the following measures for adoption :-

(i) It is possible that this facility may not be essential for operation purposes at all thestations where it exists at present. A review fo the requirements at each such station may be

undetaken and, where feasible,the Advanced Starter signals may be resited keeping inview the requirements for compliance of General Rule 36.(ii) At stations where the present arrangements are considered essential for operationalpurposes, track circuiting the territory betwen the Starter and Advanced Starter may be

undetaken.(iii) While undertaking track circuiting works, boundary zones between Absolute Blocksystem and Automatic Block system of train working should receive top most 191priority. (iv) Stations worked under the Absolute Block System of train working but where problemsof visibility of the last vehicle of a train passing the signal are encountered even during day lighthours on account of obstructions, curves etc. between the Cabin and the signal, should receivepriority next only to those falling under (iii).(v) Work at other stations may be undertaken gradually as resources permit but a method ofensuring the passage of the complete train beyond the Advanced Starter signal may be devised and

provided in the interim period. One such device could be a bell arrangement whereby theSwitchman is informed of the passage of the last vehicle beyond the Advanced Starter. If sucharrangement is linked with the Block Instrument, its failure for any reason would render admissionof the next train into the Block Section impossible under the normal methods of working.”

Board desire that the views of your railway administration in the matter may please becommunicated to this office urgently.

DA: As above.

Sd/-( V.K.Thapar )Joint Director(Safety)Railway Board.

SOUTH EASTERN RAILWAY

No: 64/1740, Dt: 6.4.1983.

D.R.M./ADA/CKP/NGP/BSP/KGP/KUR/WAT.

Reg:- Movement of passenger train in 1 in 8 1/2 turnouts.

It has since been decided but the Board that locations at which 1 in 8 1/2 turnouts cannot bereplaced by 1 in 12 or cannot be provided with curved switches,direct reception of Passenger Goods Trainsmegotiating such turnouts may be permitted subject the following condidtions:-

1) Running through of a train over the turnouts should be prohibited and the interlockingarrangements should be such that the departure signals of such line should not be in a position to the takenoff unless the reception signals are put back to the ‘on’ position.

2) A speed restriction of 10 KMPH should observed over the turnputs and a speed limit board of10KMPH is to be provided on the Home Signal with the following legends.

3) Suitable provision be made in the station Working Rules as well as in the Working Time Table.

To comply with the above decision, you are requested to identify such pasenger running linesconnected by a crossover of 1 in 8 1/2 turnouts not provided with curved switches and initiate action toamend the station working rules of such station provided the conditions stipulated above are complies with.Your attention is also invited to CSTE/GRC’s letter No.SIG/8/15/Accdt./0/459 dt. 15.1.1983 andenclosures sent therewith.

You are also requested to link this office letter of even number dt.24.1.83 and to expedite the replythereto so that CE may undetake the job of replacement of 1 in 8 1/2 turnouts which are frequentlynegotiated by passenger train.

Sd/- Sd/-C . S. T. E. Chief Traffic Safety.Supdt.

GOVERNMENT OF INDIA(BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALAYA)(RAILWAY BOARD)

No: 81/W3/SG/G/3New Delhi, dated: 14.6.81.The General Managers,All Indian Railways.

Sub: Slow progress of S&T works and taking over of assets after commissioningby open line organisation.

The subject of slow progress of S&T works was discussed both during the Production Schedulemeeting in December, 1980 as also during 14th CSTE’s conference in February, 1981. In order to improvethe progress of works it is essential that the assets commissioned by the Construction Organisation shouldbe taken over by the Maintenance Organisation very early. While this point has been clearly brought out inpara 1611 of the Engineering Code that newly opened lines should normally be made over to Open Line formaintenance within 6 months of their opening,no mention has been made in respect of S&T works forwhich it is seen that the practice varies from Railway to Railway and the period before which the assets arehanded over to Maintenance varies from one month to 6 months and in some cases even as much as 2years.

2. The matter has been considered and the Railways should normally try to make over assets to theOpen Line organisation for maintenance within the period as prescribed in the Annexure for most of theS&T works. However,it should be ensured that before handing over is done not only the completion plansetc.are handed over but also Maintenance representatives are associated well before the commencement ofthe commissioning so that deficiencies,if any,can be made good before the assets are handed over to theMaintenance Organisation.

3. While quarterly progress report for works is sent to the Board it may be indicated as to what worksare being maintained by the Construction Organisation beyond the period suggested in Annexure withspecific reason,if any,for informatiuon of the Board.

Receipt of this letter may please be acknowledged.

DA: One.

Sd/-( R.Krishnaswamy )

Jointrector(S&T)I,RailwayBoard/New Delhi.

Enclosure to letter No.81/W3/SG/G/3 dated: 14.6.1981.

Annexure.

Item S&T Works Period upto which constructionorganisation may maintain assets

After commissioning.

1. Interlocking/Safety side at Levelcrossing gates,Track circuiting,second approach signals,extension etc.in mechanical/electromechanical signalling,PA equipment at stations,yards etc, TrainIndicators. 1 Week

2. Axle counters,Alterations at JunctionStations with mechanical/electromechanicalsignalling,colour light signalling etc.upto 2 cabins, Tokenless Block working,upto 50-100 line exchanges-Additions and

Alterations, 1 or 2 hops of UHF/VHFcommunication. 2 Weeks

3. Wayside station pannel Interlocking,Alterations at Junction stations/Majoryards with mechanical/electromechanicalsignalling with more than 2 cabins;upto300 lines exchanges-Additions and alterations,ACSR alignments in stretchesof about 30 Kms. 4 Weeks

4. I.B.H. Automatic Signalling,upto 600 linesexchanges-Additions and alterationsRE cable repearter to repeater in stretches. 8 Weeks.

5. Route Relay Interlocking at major Junctions,Microwave main links,upto 1000 line exchanges- Additions and alterations. 12 Weeks.

* Construction organisation may loan the servicesof construction staff including casual artisans upto25% of the maintenance requirement for a period of 1 month beyond the period specified above for works at items 4 & 5.

No: 81/W3/SG/G/3 New Delhi, 14.6.1981

Copy to:

1. The General Managers(S&T)/Const., All Indian Railways(except North Eastern and Northeast Frontier Railways).

2. The Director General,R.D.S.O., Lucknow.

3. The C.A.O., M.T.P.(Railways), Poonamalle High Road,Madras-8.

4. The Chief Engineer, Railway Electrification,Allahabad.

5. The C.S.T.E., M.T.P., Metro Railways,14- Strand Road(5th Floor),Calcutta-700 001.

6. The C.A.O.(R)/S&T/M.T.P.Vikas Kuteer,Tilak Bridge,New Delhi.

7. The C.A.O.(R)/M.T.P.,/Railways,2nd Floor,Churchgate Station Building,Bombay-400 020.

8. The Principal, I.R.I.S.E.T., Secunderabad.

9. The Prof. Railway Staff College,Baroda.

Sd/-( R.Krishnaswamy )Joint Director(S&T)I,Railway Board.

GOVERNMENT OF INDIAN(BHARAT SARKAR) MINISTRY OF RAILWAY (RAIL MANATRALAYA)

(RAILWAY BOARD)

No.82/W3/SG/G/, New Delhi, dt.11,January’1982

The General Managers, All Indian Railways.

Sub: Signalling arrangements in connection with in troduction of doubling works.

Whenever doubling of existing single line sections is being progressively implemented , one of thephases of such doubling works is introduction of unidirectional working on the new line at low speeds.During such working initial bifurcation between the existing fast line and the new slow line is demarcatedby the provision of a bracketted starter. The practice on many of the Railways has been to treat thesebracketted satarters as per the starting signals of a station and not interlock the same with the last stopsignal applicable to the respectiveines.

It has been decided that hereafter wherever such bracketted signals are provided leading on to thelast stop signal there should be interlocking between the relevant signsals, namely,the last stopsignal/advance starter applicable to the fast or slow line to release the corresponding bracketted signal.

3. These instructions should be immediately implemented and the Board advised early of compliancewith the same.

Sd/- (K.Subrahmanyam)

Director, Signal and Telecom., Railway Board.

No.82/W3/SG/G/1. New Delhi, Dt.11.1.1982.

Copy to:- 1. The General Managers (S&T)/Construction, All Indian Railways. 2. The Principal, IRISET, Secunderabad. 3. The Director General (S&T), R.D.S.O., Lucknow . 4. The Professor General (S&T), Railway Staff College, Baroda. 5. The C.A.O.(R)/N.T.P., Railways ,Bombay , 2nd Floor,

Churchgate Station Building, Bombay - 400 020 . 6. The C.A.O. (R)/M.T.P., Railways, Madras, Poonamalle High Road, Madras - 8. 7. The C.A.O.(R) Metro Rail, Calcutta, 33-A, Jawaharlal Nehru Road, Calcutta - 7000001. 8. The C.A.O.(R)/M.T.P.,Railways,Delhi,Vikas Kuteer,Tilak Bridge,New Delhi.9. The Chief Engineer,Railway Electrification,Allakabad.

Sd/-( K.Subrahmanyam)Director,Signal and Telecom.,Railway Board.


(RAILWAY BOARD)No: 82/W3/SG/G/1, New Delhi, dated: 4.6.1982.

The General Managers,All Indian Raialways. (except Southern Railway)

Sub: Signalling arrangements in connection with introduction of doubling works.


Attention is invited to para 5 of Board’s letter referred to above,wherein it was desired that theinstructions contained therein should be immediately implemented and the Board advised early ofcompliance with the same.

Please confirm implementation of the directives issued in Board’s letter cited above.

Sd/-( R.Krishnaswamy )Joint Director(S&T) I.Railway Board.

No: 82/W3/SG/G/1.New Delhi, dated: 4.6.1982.

Copy to General Managers(S&T)/Construction,All Indian Railways.

Sd/-( R.Krishnaswamy)Joint Director(S&T)I,Railway Board.

Governrnent of India (Bharat Sarkar) Ministry of Railway (Rail Mantralaya)

(Railway Board) No.77/W3/SG/16 , New Delhi, dt. 19.5.1982

The General Manager(S&T), South Eastern Railway, Secunderabad.

Sub: Approval of S&T plans and drawings by the C.S.T.E.(M) for Railway Electrification Projects.

Ref: Your letter No.SG/155/2/1/A/Gaz.(Vol.2) dt.30.3.1982 .

The matter has been considered by the Board. The Railway Electrification plans will beprepared by C.S.T.E./Railway Electrifcation who shall have a full-fledged organisartion under him. TheC.S.T.E./RE should therefore maintain close liaison with C.S.T.E.(M). Therefore the checking of the plansand selection tables etc.at C.S.T.E.(M) level should be minimum and confined to conceptual planning levelto ensure maintenance convenience and uniformity rather then technical aspects. No additional staff istherefore considered necessaey under C.S.T.E.(M).

Receipt of this letter may be acknowledge.

Sd/- (R.Krishnaswamy) Joint Director (S&T)-I, `Railway Board.

No.77/W3/SG/16 New Delhi, dt.19.5.1982.

Copy forwarded for information and necessary action to :-

1. The CPM/Rly.Electrification, 3rd Floor, Jaika Automonile Building, Commercial Road, Civil Lines,Nagpur.

2. The CPM/Rly.Electrification,Railway Colony, Pratap Nagar, Vadodara. 3. The CPM/Rly.Electrification,Station Road,Mathura. 4. The CPM/Rly.Electrification,South Central Railway, Vijayawada. 5. The CPM/Rly.Electrification, Ball Mandir Road near Rubber Fctory,Bhim Ganji Mandi, Kota. 6. The CPM/Rly.Electrification,Chandrapira Complex, DEE/Doubling Compound, South Eastern

Railway,Ranchi. 7. The General Manager(S&T)m All Indian Railways.

(except South Central Railway).

Sd/- (R.Krishnaswamy) Joint Director (S&T)-I, `Railway Board.

Note- GR.214 - 15.08 revised. 97GOVERNMENT OF INDIAMINISTRY OF RAILWAYSRAILWAY BOARD.

No.69/Safety/29/7 , New Delhi, dt. the 22nd Sept,1970.

The General Managers,All Indian Government Railways.

Sub:- Taking ‘OFF’ the Warner/Distant signals.

Please refer to this office letter of even number dated 29th June’70 wherein instructions wereissued that in an emergency when any work is under-taken requiring cautions driving within station limitsand the driver cannot be informed through a caution order, the approach signals should be kept at ‘ON’ andthe train received only after it has come to a stop at the first stop signals,Doubts have been expressedwhether or not these instructions contravens the provisions of GR.214 and whether the ‘Warner’ and‘Distant’ signals can be taken ‘OFF’ as usual or not when the caution order has been served upon thedriver. It is, therefore, necessary to clarify the circumstances in which these instructions will apply.

During the execution of any work within station limits, which obstructs or may obstruct anyrunning line/lines and creater an unsafe condition dangerous to the running of trains, all necessary signalsmust be kept at ‘ON’ in terms of GR.214 whether or not the driver of a train has been served with a cautionorder at a previous station. When the work is over but the necessity for cautions driving continues to existwithin station limits and the Driver of an approaching train cannot be informed of such a restriction througha caution order at a previous station, the approach signals should continue to be kept at ‘ON’ and the trainreceived only after it has been brought to a stand at the first stop signal. However, once the necessarycaution order has been served on a driver at a previous station the necessity of keeping the approachsignals in the ‘ON’ position at the time of reception of the train shall cease to exist, if all other conditionsfor direct reception of a train are fulfilled and the taking “off” of distant/warner signals would also,likewise, depend upon the other usual conditions for taking then “off”.

Please acknowledge.

D.A:- NIL

Sd/-(V. K. Thapar ) Deputy Director(Safety).

Railway Board.

Note GR - 214 is GR - 15.08 (revised).

GOVERNMENT OF INDIA(BHARAT SARKAR )MINISTRY OF RAILWAYS(RAIL MANTRALAYA)

(RAILWAY BOARD )

No.74/Safety(A&R)/1/2, New Delhi, dt.23.10.1975.

ToThe General Managers,All Indian Government Railways.

Sub:- Taking 'OFF' the Warner/Distant signals.

In para 47 of his report on the head-on-collision of 66 Down Dehra Dun Varanasi Janata Expresswith Stationary M-5 Up goods train a Katghar Left Bank station on 21-2-1974, the A.C.R.S., NorthernCircle, Lucknow, observed as under.

“Para 47 : The Warner Signals of Katghar, in both directions were dummied over a year earlier,but there is no record to indicate as to exactly when this was done and whether all the concerned staff hadbeen informed of this fact. The Warners were dummied due to the 90 kmph restriction at the east end of theyard. It may also examined whether it is desirable to dummy the Warners in such a situation, as this gives awrong indication to the Drivers in as much as they do not know whether they are run-through the station ornot.

In this connection your attention is invited to Board’s instructions contained in their letter No.69/Safety/29/7 dt. 22.9.70 wherein it had been clarified that during the execution of any work within stationlimits, which obstructs or obstruct any running line/lines and creates an unsafe condition dangerous to therunning of train, all necessary signals must be kept at ‘ON’ in terms of G.R.214 whether or not the driver ofa train has been served with a caution order at a previous station. When the work is over but the necessityfor caution driving continues to exist within station limits and the driver of an approaching train cannot beinformed of such a restriction through a caution order at a previous station, the approach signals shouldcontinue to be kept at ‘ON’ and the train received only after it has been brought to a stand at the first StopSignal. However, once the necessary caution order has been served on a driver at a previous station thenecessity of keeping the approach signals in the ‘ON’ position at the time of reception of the train shallcease to exist, if all other conditions for direct reception of a train are fulfilled and the taking ‘OFF’ ofdistant/warner signals would also, likewise, depend upon the other usual condition for taking from‘OFF’(copy enclosed).

The Board, therefore, desire that the railways should ensure strict compliance with theseinstructions.

Please acknowledge receipt.

D.A:- One( V.K.Thapar.)

Jt.Director (Safety(-II Rly.Bd.)


(RAILWAY BOARD)

No: 77/W3/SG/A/16, New Delhi, dated: 7.10.1980.


Sub: Indicators for Track and Signals to be provided.Ref: Board’s letter No.77/W3/SG/A/16 dated: 1.3.80.

Railways were instructed to provide meansfor distingueshing between normal occuption of thetrack circuit beyond the Advanced starter,and in the case of power supply failure in the Automatic BlockSection where the power supply to the Automatic Signalling section and the semi-automatic Signal arefrom different sources.

The railways were also asked about the arrangement proposed to be provided by them.

The suggestions put by Western Railway,Southern Railway and IRISET,Secunderabad have beenconsidered.

The arangement proposed oby Southern Railway at item (ii) of their letter No.SG,192/P dated:12.5.80 is found acceptable and it may be adopted on your railway,to ensure a uniform pattern ofindication/working in such cases over all Railways.

In this arrangement the power feeding the Automatic Section may be monitored by a power supplyreplay(PR) and track indication circuits arranged as per Annexure I.

In this case’Red’ indication will appear only during track occupation,while white will indicate thatthe train has not passed the Automatic Signal and no indication during failure of power supply.

Sd/-DA: One. ( R. Krishnaswamy )

Joint Director(S&T)I,Railway Board.

No: 77/W3/SG/A/16. New Delhi,dated: 7.10.80.

Copy for information to:-1. The General Manager(S&T)/Const.,Central,Eastern,Northern,Southern,South Central,SouthEastern and Western Railways.2. The Chief Comissioner of Rly.Safety,16-A,Ashok Marg,Patiala House,Lucknow(with 10 sparecopies).

3. The General Manager(S&T)/MTP(Rlys.),14,Strand Road,5th Floor,Cal-700001.4. The CAO(R)/S&T/MTP(Rlys) C/o.General Manager,W.Railway,Bombay.5. The CAO(R)/S&T/MTP(Rlys.),Madras,Poonamalle oHigh Road,Madras-8.6. The CAO(R)/S&T/MTP(Rlys),35/36 Rani Jhansi Road,Motia Khan,New Delhi.7. The Principal,Railway Staff College,Baroda.8. The Principal,IRISET,Secunderabad.9. The Director General,RDSO,Lucknow.10. The Chief Engineer,Railway Electrification,Allahabad.

SD/-(R.Krishnaswamy)Joint Director(S&T)-I,Railway Board.

Copy to Safety(A&R) & SAFETY(IMP).

ANNEXURE - I.

ABSOLUTE BLOCK || AUTOMATIC / APB SYSTEM||

| | || | |

LAST MANUAL SIGNAL SEMI AUTOMATIC AUTOMATICSIGNAL SIGNAL

_____________________________________________________________

|LAST MANUAL SIGNAL

AUTO SECTION TRACKS

_________________________________________________________________PR |

| | TKE(W)||____________________________________________________

|| TKE(R)

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS

(RAILWAY BOARD)

No: 77/W3/SG/A/16, New Delhi, dated: 1.3.1980.


Sub: Indicators for Track and Signals to be provided.

At Naini station on Northern Railway, Automatic Signalling Section begins beyond the UPAdvanced Starter of Naini,upto the section is worked on Absolute Block System. The UP advanced Starteris a Semi-Automatic Signal. The power supply to the Automatic Signalling is from the OHE(UP orDOWN) where the power supply to the station signals is the local supply from the State Electricity Board.In the accident at Naini on 10-10-1977,when the supply from OHE to othe Automatic Signals gotointerrupted,the Automatic Signals blankand the aspect of the UP Advanced Starter Signal changed to‘RED’ since the same was working as an Automatic Signal at that point of time. Accordingly the repeaterof the UP Advanced Starter Signal in the West Cabin construed the above indication as though the train hadentered the Automatic section and put back the Signal Lever controlling the Semi-Automatic UP AdvancedStarter Signal.

2. The Ministry of Railways,therefore,desire that in order to avoid such confusion the repeaters ofsemi-Automatic signals,where provided in the Cabins,should be such that means must be provided fordistinguishing between normal occupation of othe track beyond the Advanced Starter, and in the case ofpower supply failure in the Automatic Block section where the power supply to the Automatic Signallingsection and the Semi Automatic Signal are from different cources. The arrangement proposed to beprovided by you may be intimated to this office so as to see whether a uniform pattern ofindication/working in such cases can be evolved.

3. Similarly,at Track Circuited stations where track indicators are provided,the followingarrangements shall be made.

(i) Stations not providedo with Panel Interlocking:Normally the indicator should show yellow/White light when the line is

unoccupied and Red when occupied. When there is a power failure,the trackindicator would get extinguished.

(ii) Panel Interlocked/Route Relay interlocked Stations:In such cases normally the track indicators would show no light when the line is

unoccupied. When action isinitiated to set the route for taking off a signal and the concerned route isset,the track indicator light for the route shows Yellow/White if unoccupied. However,if any portion ofothe Track Circuited yard is occupied,a ‘RED’ indication is shown on the panel diagram,irrespective of theroute being set or not. The track indicators would show White/Yellow when the track is cleared after theintended movement is completed till the route/signal button or switch is restored to normal unless the PanelInterlocking/Route Relay Interlocking is provided with Automatic Route release facility. For the pointzone,have, if the supply is from a battery,the same may shown even in normal circumstances white/Yellowlight when unoccupied.4. Receipt of this letter may please be acknowledged.

DA: Nil. Sd/-( R.Krishnaswamy)

Instructions modified Joint Director(S&T)I,Rly.Board.vide Board’s letter No.77/W3/SG/A/16 dt,7.10.80

No: 77/W3/SG/A/16 New Delhi, dt.28.2.1980.

Copy for information to:-

The General Managers(S&T)/Const.Central,Eastern,Northern,Southern,South Central,South Eastern andWestern Railways.2. The Chief Commissioner of Railway Safety,16-A,Ashok Marg,Patiala House,Lucknow(with 10spare copies).3. The General Manager(S&T)/MTP(Rlys.),14-Strand Road,5th Floor,Calcutta-700001.4. The CAO(R)/S&T/MTP(Rlys.)C/o General Manager,Western Railway Bombay.5. The CAO(R)/S&T/MTP(Rlys.),Madras,Poonamallee High Road,Madras-8.6. The C.A.O.(R)/S&T/MTP(Rlys.)35/36 Rani Jhansi Road,Motia Khan,New Delhi.7. The Principal,Railway Staff College,Baroda.8. The Principal,I.R.I.S.E.T.,Secunderabad.9. The Director General,R.D.S.O.,Lucknow.10. The Chief Engineer,Railway Electrification,Allahabad.

Sd/-( R.Krishnaswamy)

Jt.Director(S&T)I,Rly.Board.

Copy to: Safety(A&R) & Safety (IMP) with 10 spare copies.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS(RAIL MANTRALAY)

(RAILWAY BOARD)

No: 78/Safety(A&R)2/14, New Delhi, dt.15.12.1979.


Sub: Provision of Station Mastor's Control over the last stop signal.

In accordance with para 158 of Signal Engineering Manual the Station Master is required to have acontrol over the last Stop Signals of the stations except at those stations where qualified cabinmen areemployed.

2. This stipulation of the Signal Engineering Manual has been re-considered by the Board in the lightof the recommendation made by the Commissioner of Railway Safety following the collision between DnSFC Special Goods Train and V/80 Up Goods Train between Nagri and Chikni Road or Vardha-BalharshahSection. As a result of there view the Ministry of Railways has decided that the Station Master shall have acontrol over the Last Stop Signal at all the stations irrespective of the location of the Block Instruments inorder that the Assistant Station Master who directs the train movements in the yard has an effective controlover the taking off of the last stop signal.


DA: Nil.

Sd/-( R.Krishnaswamy)Dy.Director (Signals)Railway Board.

No:78/Safety/(A&R)2/14 New Delhi, dated: 15.2.1979.

Copy for information to:1.The General Managers(S&T)/Const.Central,Eastern,Northern,Southern,South Central,South EasternRailway and Western Railways.2.The C.A.O.®/S&T,M.T.P.(Railways) C/o General Manager,Western Railway,Churchgate,Bombay.3.The C.A.O.®(S&T),M.T.P.,35/36,Rani Jhansi Road,Motia Khan,New Delhi.4.TheGeneral Manager,(S&T),MTP(Railways),14-Strand Road(5th Floor),Calcutta-700001.5.The C.A.O.®,M.T.P.,Poonamallee High Road,Madras-8.6.The Principal,I.R.S.E.T.,Secunderabad.7.The Director General,R.D.S.O.,Lucknow.

DA:Nil.

Sd/-( R.Krishnaswamy)Deputy Director,Signals,Railway Board.

Copy to W-8(Signals)/Railway Board.


(RAILWAY BOARD)

No: 95/SIG/G/5, New Delhi, dt.14th August 1988.

The General Manager,All Indian Railways,Railway Electrification.

Sub: Provision of Colour Light signalling on Single Line section in RE area..

Ref: Board’s letter No.92/RE/161/9 dt.19.5.93.

The subject of provision of Colour Light Signalling alongwith Railway Electrificationhas been reconsidered by Railway Board.

2. Considering the problems associated with the visibility of semaphore signals inelectrified territory. Board have decided the Colour Light Signalling will invariably be provided onsections taken up for electrification. This is in modification of the earlier decision communicated videRailway Board’s letter No.92/RE/161/9 dt.19.5.93 starting that existing Semphore Signalling may beretained in Branch lines and Single line sections unless the Signalling system is due for renewal onage/condition basis.

3. It has also been decided that the cost of Colour Light Signalling will not be added to thecost of electrification and the benefits arising out of CLS will also not be taken into account for calculationof ROR for the electrfication projects.

4. This issues with the concurrence of Railway Board Finance.SD/-

(Chandrika Prasad)Additional Member(Signal)

Copy to:1. Chief Administrative Officer(Const.),All Indian Railways.2. Chief Signal & Telecom.Engg.All Indian Railways.3. Chief Electrical Engg. All Indian Railways.4. Chief Signal & Telecom.Engg.(Const.),All Indian Railways.5. FA & CAO, All Indian Railways and FA & CAO(Const.), All Indian Railways.6.Chief Electrical Engg./Chief Signal & Telecom.Engg. and FA & CAO,RailwayElectrification,Allahabad.7.Chief Project Manager,Railway Electrification,Ambala/Danapur/Vijaywada/Madras and Ranchi.8. EDFX(LR)/EDRE/EDRE(S&T),Railway Board.

` GOVERNMENT OF INDIAMINISTRY OF RAILWAYS (RAILWAY BOARD)

No: 96/Sig/G/6(Drawings), New Delhi, dt.28.5.

The General Manager(S&T)All Indian Railways.

Sub: Standardisation of sizes of drawings to be prepared on CAD.

Para 8.3 of SEM Para I, 1980 deals with general practice and sizes of drawings. However sizes ofall the signalling drawings is not specified. A proposal has been received fromG.M.(S&T),CORE,Allahabad for Board’s approval on standardisation of sizes of drawings to be preparedon CAD machine for adoption in all RE works.

2. It is proposed to standardise the size of all signalling drawings e.g.,wiring diagram,selectiontable,locking table and signalling plan,etc.,keeping in view the uniformity on all Indian Railways andadoption of CAD machine. For this you may advice the size of drawings. the type of tracing paper usedand the methodology followoed for maintaining these drawings on your Railway. This is very urgent andthe reply may be submitted before 10.6.1996 positively.

Sd/-( S.B.Bhamu )Jt.Dir.(Sig.)Railway Board.

Copy to: G,(S&T)/CORE,ALD for information.

Government of India, Bharat SarkarMinistry of Railways, Rail Mantralaya Railway Board, New Delhi.

No. 78/Safety((A&R)2/49, Dated. 15.2.1979


Sub.: Provision of Station Master’s Control over the Last Stop Signal.

In accordance with para 158 of Signal Engineering Manual the Station Master is requiredto have a control over the Last Stop Signals of the stations except at those stations where qualifiedCabinmen are employed.

2. This stipulation of the Signal Engineering Manual has been re-considered by the Board inthe light of the recommendation made by the Commissioner of Railway Safety following the collisionbetween Dn SFC Special Goods Train and V/30 Up Goods Train between Nagri and Chikni Road onWardha-Balharshah Section. As a result of the review the Ministry of Railways has decided that theStation Master shall have a control over the Last stop signal at all the stations irrespective of the location ofthe Block Instruments in order that the Assistant station Master who directs the train movements in the yardhas an effective control over the taking off of the Last Stop Signal.


DA. Nil. Sd/-(R.Krishnaswamy)Dy.Director(Signals)Railway Board.

No. 78/Safety/(A&R)2/14 New Delhi, Dated. -12-1979

Copy for information to :1. The General Managers (S&T)/Const., Central, Eastern, Northern. Southern, South Central,South Eastern and Western Railways.2. The C.A.O.(R)/S&T, M.T.P. (Railways) C/O General Manager, Western Railway,Churchgate, Bombay.3. The C.A.O(R) (S&T), M.T.P, 35/36, Rani Jhansi Road Motiakhan, New Delhi.4. The General Manager (S&T), MTP (Railways), 14-Strand Road (5th Floor),

Calcutta-700001.5. The C.A.O (R), M.T.P, Poonamallee High Road, Madras-8.6. The Principal, Railway Staff College, Baroda.7. The Principal, I.R.I.S.E.T, Secunderabad.8. The Director General, R.D.S.O, Lucknow.

Sd/-(R.Krishnaswamy)

DA: Nil. Deputy Director, Signals,Railway Board.

Copy to : W-3 (Signal)Railway Board.


No: 68/W3/SG/G/2, New Delhi, dt. 13.3.68.

The General Managers,All Indian railways.

Sub: Stage works leading to orthodox doubling.

It has been noticed that on some railways eleborate and yard arrangements are made at the slowline stage whereas on other railways such works are executed with very few alterations to the existinglayout, final remodelling being given effect to at time when orthodox doubling is introduced. The Boarddesire that stage works of engineering siding and slow line should be introduced with as little changes tothe existing layouts as possible and providing only for unidirectional traffic on the slow line, the emphasisbeing that works are carried out as economically as possible.

2. The attached note gives some details of the technique adopted by some railways which havecarried out these works economically. The practice may be adopted by all the railways.

DA: One.

Sd/-( V.N.Swamy )

Director, Signal & Telecom. Railway Board.


(RAILWAY BOARD)

No: 87/W3/SG/GL S/2. New Delhi, dtd. 2.11.1988.

The General Managers(S&T) andGenral Managers(S&T)/Const.All Indian Railways.

The General Manager,Railway Electrification,Allahabad.

The General Manager,Metro Railway,Calcutta.

The Director,IRISET,Secunderabad.

Sub: Provision of standby diesel Generating sets for colour Light Signalling.

In the conference of CSTEs(C) held on 26th and 27th May 1988 at IRISET,Secunderabad, board observed as under.

“Stand-by generator sets on way-stations should be provided that these can beeasily operated by the Operating staff. On larger station the feasibility of providingstand-by supply from the stand-by generators of electrical Department should beinvestigated to avoid duplication of diesel Generator sets”.

In this connection attention is invited to para 2.5 of this office letterNo.82/RE/250/1 dated: 19.10.83(copy enclosed)wherein instructions already exist forprovision of stand-by DG sets/Arno and transformer standy-by at large station byElectrical Department taking into account the essential requirement of colour Lightsignalling and other S&T loads and to provide adequate capacity in the arrangementswhile planning the power supply at such stations. This would obviate the need forproviding separate DG sets by the S&T Deptt. For colour light signalling installation.

The power supply arrangements for colour light signalling installations have beenfurther detailed in this office letter No.85/W3/SG/GLS/1 dated: 26.6.85 a copy of whichis enclosed for ready reference.

It is further desired that following additional points should be taken care of whileproviding power supply for colour light signalling installation from DG sets installed by

the Signal Department.

Stand-by DG sets should be conveniently located so that they can be operated bythe Operating staff. These should preferably have push button starters.

Frequent starting and stopping of DG sets should be avoided.

At stations where power supply is unreliable/erratic, the DG sets should be runduring peak period when there is bunching of trains/important trains are dealt withwithout waiting for failure of power supply. This would avoid interruption to theworking of signals during critical period.

Railways should draw up schedules for running of DG sets for each stationaccordingly.

Regular supply of fuel should be ensured at each station for uninterruptedoperation of DG sets.

At large stations, where the DG sets installed and maintained by ElectricalDepartment provide stand-by power for the signal supply, it should be ensured by theElectrical Department that in case of power failure the stand-by DG set is promptlystarted either by deputing staff round the clock or by having automatic starting of thesame.

Board desire that these instructions should be strictly followed.

Sd/-( K.N.Jain)

Exec.Director(S&T)(R)

Enclo: 2

No: 88/SIG/G/18 New Delhi, dtd:

Copy to GMs (Electrical), All Indian Railways, for information and necessary action.

Enclo: As above.

Sd/-Director Elec.Engineer, Railway Board.

GOVERNMENT OF INDIA(BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALATA)

(RAILWAY BOARD)NO: 82/W3/SG/PLN/4 New Delhi, dated: 3.1.1983.The General Managers,All Indian Railways.

Sub: Planning for Intermediate Block Signalling Works.

During the last S7T Production Schedule Meeting held at Bombay on 6.9.1982,some of theC.S.T.E./Constn.’s had brought out that considerable difficulty is being faced in executing intermediateblock signalling works on sections where LWR and CWR are existing or are planned.

2. As provision of IBS signalling requires a track circuit ahead of the IBS signal for 400 metres andwould require cutting of rails for provision of insulation block joints,in the case of LWR,CWR sections,it isnecessary that while planning for such works in the works Programme the same is done in consultationwith the Chief Track Engineer of your Railway,so that the location of the IBS,signal and insulated blockjoint for either direction may be suitable fixed to fit in with the track structure to the extent posible. Anymatching track renewal works will also have to be planmned simultaneously.

While the work of IBS is propose,specific mention of this fact has also to be brought out in thejustification that the work has been planned in consultation with the Chief Track Engineer to ensure that nodifficulty is faced subsequently when executing such works.

Receipt of this letter may be acknowledged.Sd/-

(R.Krishnaswamy)Joint Director(S&T)-IRailway Board.

No: 82/W3/SG/PLN/4.New Delhi,Dated: 3.1.1983Copy to:-1. The General Managers(S&T),All Indian Railways.2. The General Managers(S&T)/Con/All Indian Railways.3. The C.A.O.(R)/S&T/MTP(Rlys)Bombay,2nd Floor,Churchgate Station

Building,Bombay-100 020.4. The General Manager,Metro Railway,Metro Railway Bhawan,33-A,

Jawaharlal Nehru Road,Calcutta-700071.5. The C.A.O/M.T.P./Railways/Delhi,Vikas Kuteer,Tilak Bridge,New Delhi.6. The C.A.O(R)/S&T/MTP(Rlys)/Madras,Poonamalle High Road,Madras-8.7. The Principal,Railway Staff College,Baroda.8. The Principal,IRISET,Secunderabad.9. The Director General,R.D.S.O., Lucknow.

GOVERNMENT OF INDIAN(BHARAT SARKAR) MINISTRY OF RAILWAY (RAIL MANATRALAYA)

(RAILWAY BOARD)

No.82/W3/SG/G/1 New Delhi, dt.11,January’1982

The General Managers, All Indian Railways.

Sub: Signalling arrangements in connection with in troduction of doubling works.

Whenever doubling of existing single line sections is being progressively implemented , one of thephases of such doubling works is introduction of unidirectional working on the new line at low speeds.During such working initial bifurcation between the existing fast line and the new slow line is demarcatedby the provision of a bracketted starter. The practice on many of the Railways has been to treat thesebracketted satarters as per the starting signals of a station and not interlock the same with the last stopsignal applicable to the respectiveines.

It has been decided that hereafter wherever such bracketted signals are provided leading on to thelast stop signal there should be interlocking between the relevant signsals, namely,the last stopsignal/advance starter applicable to the fast or slow line to release the corresponding bracketted signal.

3. These instructions should be immediately implemented and the Board advised early of compliancewith the same.

Sd/- (K.Subrahmanyam)

Director, Signal and Telecom., Railway Board.

No.82/W3/SG/G/1. New Delhi, Dt.11.1.1982.

Copy to:- 1. The General Managers (S&T)/Construction, All Indian Railways. 2. The Principal, IRISET, Secunderabad. 3. The Director General (S&T), R.D.S.O., Lucknow . 4. The Professor General (S&T), Railway Staff College, Baroda. 5. The C.A.O.(R)/N.T.P., Railways ,Bombay , 2nd Floor,

Churchgate Station Building, Bombay - 400 020 . 6. The C.A.O. (R)/M.T.P., Railways, Madras, Poonamalle High Road, Madras - 8. 7. The C.A.O.(R) Metro Rail, Calcutta, 33-A, Jawaharlal Nehru Road, Calcutta - 7000001. 8. The C.A.O.(R)/M.T.P.,Railways,Delhi,Vikas Kuteer,Tilak Bridge,New Delhi.9. The Chief Engineer,Railway Electrification,Allakabad.

Sd/-( K.Subrahmanyam)Director,Signal and Telecom.,

Railway Board.

Copy of K.Subrahmanayan,Addl.Director(Signals) Rly.Board/New Delhi’s Lr.

No.78/W3/SG/G/5 dated: 12.10.78

forwarded to General Manager(S&T),S.E.Rly. Garden Reach.

Sub: Provision of spare cores in cables for Signalling Installations.

Ref: Your letter No.4/552/Tech/Con/78/2932of 21.4.78 & 4.552/Pt.V/4512 dt: 6/7.6.1978.

The number of spare cores to be provided in any cable shall be 10 percent of the core subject to aminimum of 2 cores.

2. Where the number of spare cores available in more than 2 they can be utilised for providing minorfacilities at the station without having to lay a new cable.

3. It may be ensured that the spare cores should be periodically tested any if utilised for maintenancepurposes the defective cores should be put right with the greatest possible despatch.

South Eastern Railway

No: Sig/4/552/9536 dated: 13.12.1978.

Copy forwarded to DS(S&T)/KGP,CKP,ADA,BSP,NGP,KUR,WAT for information andguidance (4 copies each).

Sd/-For Chief Sig. & Telecom.Engineer.


No: 77/Safety/(A&R)/1/26 New Delhi, the 20th Jan’78.


Sub:- Reduction of Distance between Starter and Advanced Starter signals.

On 10.10.77,at about 00.15 hous,train No.103 Up Deluxe Express collided with the rear of CPCSpecial Goods between the Up Starter and Advanced Starter signals of Naini station of Northern Railway.

Naini station is provided with multiple aspect colour light signals,interlocked to standardIII,Signals are operated from the two cabins-East and West-each manned by a Switchman. While trainsbetween stations on the main line at Chheoki end are worked under the Absolute Block System,the sectionbetween Naini and Allahabad is provided with Automatic Signalling. The Up starter signal is a 4 aspectsignal,whose normal aspect is manually operated-cum-Automatic 4-aspect signal. The distance betweenthe Up Starter and Advanced Starter signals is 1150 metres. The Up Advanced Starter signal is located at adistance of 867 metres from West cabin,from where it is operated.

The Additional Commissioner of Railway Safety,Lucknow,who held his statutory inquiry into thisaccident,has inter-alia observed that under day-to-day normal working conditions in the West Cabin,it wasnot possible to comply with the provisions of G.R.36(a) and (c),reproduced as Annexure. In thisconnection he has made the following observations:-

“ Facilities available at the vast majority of stations on the Indian Railways in thisregard were no greater than at Naini. It is understood that there are as many as 115stations on the Northern Railway itself which fall in this category. Obviously the purposeof locating an Advanced Starter signal far away from the starter signal on double line isto derive some operational facilities and the Railway Administrtation does not appear tobe inclined to forego this facility. In his inquiry report on the cause of a collision betwenVyansnagar and Mughalsarai on 18.1.77 the Additional Commissioner of RailwaySafety,Eastern Circle,recommended that Advanced Starter signals should be sited asclose as possible to the outer most points but the Northern Railway Administration hasnot accepted this recommendation. The Commissioner of Railway Safety has,howeversupported the recommendation of the Addl.Commissioner and the issue is now before theMinistry of Railways. In view of the fact that this issue concerns a large number ofstations on other Railways as well,the Ministry of Railways which is the SafetyControlling Authority,may examine and arrive at a decision balancing the requirementsof safety with the requirements of operation. From the Safety point of view, Irecommend the following measures for adoption :-

(i) It is possible that this facility may not be essential for operation purposes at all thestations where it exists at present. A review fo the requirements at each such station maybe undetaken and,where feasible,the Advanced Starter signals may be resitedkeeping in view the requirements for compliance of General Rule 36.

(ii) At stations where the present arrangements are considered essential foroperational purposes, track circuiting the territory betwen the Starter and AdvancedStarter may be undetaken.

(iii) While undertaking track circuiting works, boundary zones between AbsoluteBlock system and Automatic Block system of train working should receive top mostpriority.

(iv) Stations worked under the Absolute Block System of train working but whereproblems of visibility of the last vehicle of a train passing the signal are encountered evenduring day light hours on account of obstructions, curves etc. between the Cabin and thesignal, should receive priority next only to those falling under (iii).

(v) Work at other stations may be undertaken gradually as resources permit but a method of ensuringthe passage of the complete train beyond the Advanced Starter signal may be devised and provided inthe interim period. One such device could be a bell arrangement whereby the Switchman is informed of thepassage of the last vehicle beyond the Advanced Starter. If such arrangement is linked with the BlockInstrument, its failure for any reason would render admission of the next train into the Block Sectionimpossible under the normal methods of working.”

Board desire that the views of your railway administration in the matter may please becommunicated to this office urgently.

DA: As above.

Sd/-( V.K.Thapar )Joint Director(Safety)Railway Board.


(RAILWAY BOARD)

No: 86/W3/SG/H/1New Delhi, dated: 3.2..1988.

The General Managers(S&T)All Indian Railways.

Sub: Modifications to Signalling arrangements in connection with provision of High Speed Turnouts permitting speeds upto 50Kmph on the Turnouts.

Signalling arrangements have been finalised in connection with provision of high speed turnoutspermitting speeds on turnouts upto 50 Kmph. Sketches showing the necessary arrangements are enclosedherewith for two situations :

(i) Where one distant signal is provided;(ii) Where two distant signals are provided.

2. Board desire that this signalling scheme be adopted for sections identified for installation of highspeed turnouts in continuous stretches.


Sd/-( K.N.Jain)Exec.Director(S&T)(R)Railway Board.

Enclo: Sketches as ref’d to.

No:86/W3/SG/H/1 New Delhi, dtd: 3.2.1988.

Copy for information and necessary action to:-1. GMs(S&T)/Con., All Indian Railways;2. GM, Railway Electrification, Allahabad;3. GM,Metro Railway,Calcutta.4. DG(Sig.)/RDSO,Lucknow.Enclo; As above.

SD/-( K.N.Jain)Exec.Director(S&T)(R)Railway Board.


(RAILWAY BOARD)

No: 68/w3/sg/g/5/2/Vol.II New Delhi, dated: 11.2.1983.


Sub: Use of “CAREX’ REFLECTORS/SCOTCHLITE REFLECTING SHEETS for warning boards.

Instructions were issued to the Railways to provide “CAREX” REFLECTORS for warning boardson trial basis,vide Board’s letter of even number dated: 18.6.74.

2. On the basis of reports received from various Railways regarding trials carried out on the visibilityof ‘CAREX’ REFLECTORS, it was decided that either “SCOTCHLITE” REFLECTING SHEETS or“CAREX” REFLECTORS,should be provided on the warning boards. This was advised to the Railwaysvide this office letter of even number dated: 2.2.79. Mode of arrangement for providing these materialswas outlined in this office letter dated: 16.8.80.

3. It appears that Railways could not make much headway in the progress of this work due to non-availability of required material. One of the sources for supply of such materials,which has come to thenotice of this Ministry, is:

M/s. Sujatha,Manufacturers & Exporters,58, Pantheon Road,Egmore,Madras-600008.

who claim to have capability for bonding reflective materials on to the sign planks by the heat lampvacuum application method.

4. It is once again enjoined upon the Railways to make earnest efforts in implementing Board’sinstructions issued on the subject.

Sd/- Kalyan Singh,Jt.Director(S&T)/IIIRailway Board.

GOVERNMENT OF INDIA(BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALAYA)(RAILWAY BOARD)

No: F(X)II-74/ALC/1.New Delhi,dated: 24.8.1979.

The General Managers,In Duplicate,All Indian Railways,(including CLW,DLW & ICF).

Sub:- Revision of allocation of - (a) Provision of telephones and warning bells at level crossings: and (b) Provision of second approach signals on

trunk/high speed routes.

The question of revision of the allocation of the above two types of works taken up bythemselves,that is,not as a part of a major scheme like doublings or yard remodelling etc.has been underconsideration of the Ministry of Railways for sometime. It has now been decided that the above toAccident Compensation Safety and Passenger Amenities Fund - part (b). These orders will be applicable toall new works included in 1980-81 budget and on-wards and will not apply to any of the works that alreadyappear in the current year’s Pink Book of approved separately during the year 1979-80, irrespective ofwhether they have been commenced or not.

Sd/-( A.P.Chopra )Jt.Director,Finance(X),Railwlay Board.

No: F(X)II-74/ALC/1New Delhi, dated: 24.8.1979.

Copy forwarded (with 45 spare copies)to the ADAI(RAILWAYS),New Delhi with their UOInumber 1164-RAII/5-4/77 dated: 1.8.1979, and UOI number 1985-10-RAI-7-1/74 dated: 29.10.1975.

Sd/-( A.P.Chopra )Jt.Director,Finance(X)Railway Board.

Copy to TG-II, W-1,W-3 with 10 spares Accounts-III,Budget,(Code(Rev)RCC,Safety-I and F(X)IBranches of Railway Board.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYS,RAILWAY BOARD.

No: 68/W3/SG/5/4. Vo;.II New Delhi, dated: 12.7.78


Sub: Appropriate terminology of the Boards provided outside the first stop/Approach signals of the stations.

Ref: Railway Board’s letter NO. (I) 62/W3/SGA/1 dated: 13.2.63 (ii) 68/W3/SG/G/5/4 dated: 1.7.69. (iii) 67/Safety-I/26/2 dated: 14.5.71. (iv) 67/Safety-I/26/2 dated: 27.8.68. (v) 68/W3/SG/G/5/4 dated: 8.10.68 and others.

From the references quoted above it is noted that the nomenclatures “ Warning Boards” as well as“Sighting Board” are being used to designate the boards provided outside the first stop signal of thestations. On re-consideration of the case it has been decided that since the purpose of providing this boardis to give the driver adequate pre-warning related to breaking distances,it should be called “WarningBoard”.

(sd/- Chandrika Prasad)DA: Nil. Dy.Director(Signals)/Rly.Board.

No: 68/W3/SG/G/5/4 Vol. II New Delhi, dated: 12(14).7.78.

Copy to: (1) The GM/S&T/Const., C.,Eastern, Northern,Southern,South Eastern Railway and WesternRailways.(2) The Commissioner of Railway Safety,Lucknow.(3) The Director Genl.,RDSO,Manak Nagar,Lucknow.(4) The CAO/R-S&T,M.T.P./Railways(Madraw),Poonamallee High Road,Madras-8.(5) The GM/S&T,MTP(Rlys),14,Strand Road,Cal-1.(6) The CAO/P/S&T,MTP/Rlys.,35/46,Rani Jhansi Road,Motia Khan,NDLS.(7) The CAO(P)/S&T,MTP/Rlys,C/O CM,C,Rly.BB.(8) The Principal,Rly.Staff College,Baroda.(9) The Principal,IRISET,SC.

DA: Nil. SD/- Chandrika Prasad,Dy.Dir./Sig./Rly.Bd.

GOVERNMENT OF INDIA (BHARAT SARKAR)MINISTRY OF RAILWAYS(RAIL MANTRALAYA)(RAILWAY BOARD)

No: 68/W3/SG/5/4. New Delhi, dated: 1.6.1976.


Sub: Provision of second approach signals.


In supersession of para 2 of Board’s letter quoted above, Ministry of Railways have decided thatthe work should be processed with and the second approach signals provided,in the following sections:-

a) Howrah - Delhib) Bombay- Delhi:c) Bombay Central - Ahmedabad : andd) Electrified sections of Bombay - Calcutta route.


DA: Nil. Sd/-(K.N.Jain)Joint Director,SignalsRailway Board.

No:68/W3/SG/G/5/4 New Delhi, dated: 1.6.76.

Copy for information and necessary action forwarded to :-

1. The Chief Signal l& Telecom.Engineer,All Indian Rlys.2. The Chief Signal & Telecom Engineers(Constn.)

Central, Northern,South Eastern and Western Railways.3. The Principal,IRISET,Secunderabad,4. The Principal,Railway Staff College Baroda,5. The Director General,RDSO,Lucknow.6. Safety & (M) Branches of Board’s Office.7. Commissioner of Railway Safety,Lucknow.8. Director,Railway Planning,Railway Board.9. JDRE(S&T),Railway Board.

Sd/-( K. N Jain )Joint Director,SignalsRailway Board.

GOVERNMENT OF INDIA(BHARAT SARKAR) (MINISTRY OF RAILWAYS(RAILL MANTRALAYA)

(RAILWAY BOARD)

No: 88/Sig/G/1. New Delhi, 6/3/1989

The General Managers,Indian Railways.

The General Manager,Railway ElectrificationGORE, Allahabad.

The Chief Administrative Officer(Construction),South Eastern Railway,Vishakhapatnam.

Sub: Reliability Studies of RITES - Chapter 12.

RITES Under para 12.6 of the above referred Report have detailed a systemof Zero defect signallamp system. Prima facie this envisages the use of two filament 3 pole lamps in which only one filamentwill be burning at a time and in the event of the said filament getting fused,the next one will beautomatically switched over. It is necessary that Railways should plan to change over to this system in duecourse. However,this system reqauires additional inputs,.RDSO has already been advised to examine thedesigns for lamps and accessories for the new system. In the mean time, it is necessary that all newinstallations cater for adequate cable conductors to switch over to this system at a future date. Itis,therefore,desired that action may be taken as under :

a) All new installations should cater for adequate cable conductors to ensure switch over tothis system for all the signals.

b) In all existing installations,action should be initiated for intorducting this at least on homesignals,main line starters and advance starters.


Enclo: Nil.Sd/-( S.Rajagopalan )Adviser(S&T),Railway Board.


No: 88/SIG/G/1 New Delhi, dated: 15.6.1988

The General ManagersAll Indian Railways.

Sub: Improvement of reliability in working of signals.

In order to improve the reliability of working of colour light signals a study was undertaken byRITES regarding signal failures due to fusing of lamps. The study has recommended short term and longterm measures. The short term measures include the following :-

1. Introduction of overstress screening of all lamps. 2. Use of ferro-resonant voltage stabilisers for supplies feeding colour light signalling

lamps.3. Use of precision voltmeters for voltage adjustment and monitoring4. Improve maintenance of power supply system feeding colour light signals.5. Introduction of feed back and investigation system for lamp failures and also for stabiliser failures.These recommendations are detailed in the enclosed copy of the study report.

2. Action on short term measures should be taken immediately following targets are laid down forimplementation of these measures.

1. Arrangements for overstress screening of lamp have to be made with all signal inspectorswho are holding stocks of signal lamps so that the lampas can be tested at 13.2 volts for 3 hours. For thesetasts,power supply has to be provided along with voltage-cum-stabiliser to provide 13.2 volts supply andarrangements for burning the lamps for 30 hours. These arrangements should be completed owith the 50%of othe stock holders(SIs) in 6 months time and the balance completed in one year time. With theoverstress screening,premature failures of bulbs should decrease and frequency of replacement cantherefore,be reduced,as brought out in the report.

2. Save type voltage stabilisers are not able to respond quickly to the changes in voltages and theyare likely to fall in the lower side which will result in high voltages being to the signal lamps ounderadverse conditions. It is therefore,necessary that supply to signal lamps be controlled with ferro-resonantvoltages stabiliser for fast fast response and reliable work. In this connection,the following targets are laiddown:-

(1) Procurement of the first lot 25% of stabilisers 6 months | 25% - 9 months(2) Installation of 25% of stabilisers-one year | 50% - 18 months (3) Procurement of further 50% of stabilisers one year | 100% - 24 months(4) Installation of further 50% of stabilisers-18 months. | (5) Completion of the entire work-2 years. |

3. Use of precistion voltmeters.

The voltmeters used by the SIs are generally not precise and,therefore,the fine adjustment of thevoltages at signal lamps is not posible. In case of inaccuracy,it will be appreciated that the signal lamp willeither be under fed resulting in low visibility or over-fed resulting in pre-mature failures. Both thesedrawbacks are to be avoided, by using precision voltmeters. Good digitall volt meters are now avilablewhich may be supplied selectively to such Sisa who are responsible for adjusting the voltages at signals.The voltmeters should be arranged in 6/9 months-time.

4. Improvement to maintenance of power supply:

The maintenance of the power supply system will include maintenance of voltagestabiliser,proper adjustment of the voltages at the Signal Lamps and periodical check of the Servo typevoltage stabilisers and their ovoerhauling once in a year. In case any Servo type stabiliser is found to havegot stuck in the lower range and the out-put voltage is found to be excesive. Signal lamps ssfed by such astabiliser should be replaced to avoid there pre-mature failures. The maintenance and checking as well asoverhauling and its checking will form essential part of the maintenance of the power supply under thisitem. Suitable instructions should be issued for immediate implementation of this recommendation.

5. Analysis of signal failures and feed back should be in produced. The signal failures should becategoriesed under the various failure modes as indicated in Appendix 12 E of the Report. These failuremodes will generate necessary feed back to the manufacturers for corrective action. Detailed instructionsregarding the analysis of signal lamp failures are given in Appendix 12 F of the Report. This item ofrecommendation should be implemented within three months.

6. In order to ensure adequate supply of lamps,the process of indenting of bulbs should bestreamlined so as to ensure these replaocements at stipulated intervals before failures actually takes place.The signal lamps are now being procured by Railway Bopard once in a year on indents received from theRailways. If any,modification of this procedure is required to achieve better flow of supply,the same mayplease be advised.

7. The long term measures are

a) Modification of specifications for inclusion of torsion test and vibration test.b) Modification in the design of signal lamps and changes in circuitsc) Introduction of quality ratings and penalties to improve the quality of manufacture.

Regarding the long term measures,the action will be taken by RDSO who will submit a reportwithin 3 months along with target dates for their study and further action on the various items included inthe study report. During this period they will also have discussion with the manufacturers regardingchanges in the design of lamps and specifications.

8. Railways may kindly make out a detailed programme of implementation of various short termmeasures indicating the sections/stations on which these would be implemented in the overall timeschedule specified above. This information is required to be submitted to the board within one month. Aquarterly report should also be submitted on the progress of improvement achieved in the working ofsignals especially in respect of failures related to the signal lamps may please be included. It shouldindicate the number of actual signal failures on account if lamp failures after implementation as comparedto signal failures that in the corresponding period of last year on sections where these recommendations areimplemented.

Receipt of this letter may kindly be acknowledged.

SD/-(O.P.Jain)

Executive Director(S&T)Railway Board.

No:88/SIG/G/1 New Delhi,dated: 15.3.1988

Copy to the Director General,RDSO,Lucknow for information and necessary action.

Sd/-(O.P.Jain)

Executive Director(S&T)/Railway Board.

GOVERNMENT OF INDIAMINISTRY OF TRANSPORTDEPTT. OF RAILWAYS(RAILWAY BOARD)

No: 86/RE/141/7. New Delhi, dated: 10.1986.

ToChief Signal & Telecom.Engineer,Railway Electrification,Allahabad.

Sub: Provision of cascading of Colour Light Signalling aspects.

Instructions have been issued by the Board regarding provision of cascading of colour light signalsin the Automatic block signalling area and in other territories with MACL,RRI etc.

2. The cascading is to be done only for main line running signals and certainly not in goods yard.Within the signal litself,cascading is to be done so that the signal desplays next restrictive aspect. Forcascading of signals in rear,the following is to be incorporated:

I) In the event of fusing of the red lamp of a signal,it is not necessary to throw the aspect ofsignal next in rear to”red”.

ii) In the event of using of the yellow lamp,the signal next in rear shall not display green ordouble yellow.

iii) Where the conditions require that a signal can show green only when the signal aheadshows greener double yellow(as the case may be),the same should be achieved by proving the concernedlamp proving relay contracts.

3. For future planning of RE/CLS,the RE Organisation may provide cascading of colour light signalsparticularly on those Railways which have already adopted this practive for their MACL signallingterritories. Where the CLS works are in progress,the cascading may be provided alongwith CLS or later,asfeasible,without postponing the target dates. Accordingly CRS’s a sanction may be taken.

Sd/- ( R.K.Jain)Adl.Executive Director/RE(S&T) Railway Board

copy to :

General Managers(S&T),Central,Western,Southern & South-Eastern Railways for information.

(GOVERNMENT OF INDIA(BHARAT SARKAR)(MINISTRY OF RAILWAYS(RAIL MANTRALAYA)(RAILWAY BOARD)

No:85/W3/SG/CLS/1 New Delhi, dated: 26.6.1985


The A.G.M.,Railway Electrification,Allahabad.

Sub: Focussing of Colour Light Signalling.

Cases have been brought to the notice of the Board where colour light signals are reported to havenot been correctly focussed resulting in poor visibility to the driver.

It is a well known fact that the visibility of green Colour Light Signalling aspect is poorer than redand yellow aspects. Efforts are being made oby the indigenous manufacturer,namely,M/s. Paisa Funds,andthe R.D.S.O. to improve the quality and composition of the material used for the green lens so as to ahievebetter visibility. It is hopefully expected that the efforts owill yield results in the near future.

So far as adjustment for focussing is concerned,Railways should ensure that the focussing iscorrectly done. It should be impressed upon the maintenance staff that foucussing must be checked,andreadjusted if required, whenever the lamp is replaced or any other work is done in the Colour LightSignalling unit which can disturb the focussing.

Hitherto, the practice has been to do focussing by “hit-and-trial” manual method.

Some indegeneous manufacturers are reported to have developed scientific instrument whic h canbe used for achieving optimum focussing. A local Calcutta firm demonstrated such electronic instrumentduring C.S.T.Es’ Conference held in Calcutta in June, 1983. The address of the firm is given below forinformation benefit of the Railways:-

M/S. Micro DIGI SENS Corporation, 48/2/1, Dr.Suresh Sarkar Road, Calcutta-700014.

Railways are well advised to make use of such scientific instruments to full advantage to achievebetter focussing.

Sd/- Kalyan SinghJt.Directorate(S&T)III, Rly.Bd.

No.85/W3/SG/CLS/1 New Delhi, dt. 26.6.1985.

C.C. to CSTE/Con, All Indian Rlys.(except North Eastern & Northeast Frontier Rlys.).

2. The Director, Standards/S&T, RDSO, LKO., 3. The principal IRISET, SC, (4) The Principal, Rly.Staff College, Vadodara.

Sd/- Kalyan Singh Jt.Directorate./S&T/III, Rly. Bd.

Minutes of the 50th signal standards committee(1975)

COMMITTEE’S RECOMMENDATIONS

The Committee recommends that as far as the automatic territory is concerned, we shouldprogressively switch over to the use of double filament lamps with caseading arrangements. TheCommittee has noted that the design of suitable relays for light proving may present serious problems andthis has to be evelvedin relation to the redisigning of the colour light signalling transformer. TheCommittee has also noted that the financial implications for this proposal are far reaching. However, thisshould be done in stages keeping, in view of the availability of funds.

As regards the MACLS and RRI territory, it recommended that it is necessary to provide cutting inarrangements but this may be provided progressively. Double filament lamps with an arrangement to giveaudio-visual alarm when the main filament fuses as given in para 3.11.6.3 of IRS: S36-69 for RRI may befollowed.

RAILWAY BOARD’S ORDERS.

Para 1: In Automatic Block Signalling areas, double filament lamps with cascading arrangements shouldbe used progressively on all Railways. The cutting-in of the next restrictive aspect on the same signalshould be effective only when both main and auxiliary filaments fuse.

Para 2: In controlled signalled territories like MACL,RRI etc., double filament lamps without cutting,inarrangements should be used for all signals on all Railways progressively. An arrangement to giveaudio/visual alarms given in para 3.11.6.3 of IRS 836-69 of RRI should be provided.

GOVERNMENT OF INDIA(BHARAT SARKAR )MINISTRY OF RAILWAYS(RAIL MANTRALAYA)

(RAILWAY BOARD )

No.74/Safety(A&R)/1/2 New Delhi, dt.23.10.1975.

ToThe General Managers,All Indian Government Railways.

Sub:- Taking 'OFF' the Warner/Distant signals.

In para 47 of his report on the head-on-collision of 66 Down Dehra Dun Varanasi Janata Expresswith Stationary M-5 Up goods train a Katghar Left Bank station on 21-2-1974, the A.C.R.S., NorthernCircle, Lucknow, observed as under.

“Para 47 : The Warner Signals of Katghar, in both directions were dummied over a year earlier,but there is no record to indicate as to exactly when this was done and whether all the concerned staff hadbeen informed of this fact. The Warners were dummied due to the 90 kmph restriction at the east end of theyard. It may also examined whether it is desirable to dummy the Warners in such a situation, as this gives awrong indication to the Drivers in as much as they do not know whether they are run-through the station ornot.

In this connection your attention is invited to Board’s instructions contained in their letter No.69/Safety/29/7 dt. 22.9.70 wherein it had been clarified that during the execution of any work within stationlimits, which obstructs or obstruct any running line/lines and creates an unsafe condition dangerous to therunning of train, all necessary signals must be kept at ‘ON’ in terms of G.R.214 whether or not the driver ofa train has been served with a caution order at a previous station. When the work is over but the necessityfor caution driving continues to exist within station limits and the driver of an approaching train cannot beinformed of such a restriction through a caution order at a previous station, the approach signals shouldcontinue to be kept at ‘ON’ and the train received only after it has been brought to a stand at the first StopSignal. However, once the necessary caution order has been served on a driver at a previous station thenecessity of keeping the approach signals in the ‘ON’ position at the time of reception of the train shallcease to exist, if all other conditions for direct reception of a train are fulfilled and the taking ‘OFF’ ofdistant/warner signals would also, likewise, depend upon the other usual condition for taking from‘OFF’(copy enclosed).

The Board, therefore, desire that the railways should ensure strict compliance with theseinstructions.

Please acknowledge receipt.

D.A:- One( V.K.Thapar.)

Jt.Director (Safety(-II Rly.Bd.)

Note- GR.214 - 15.08 revised.

GOVERNMENT OF INDIAMINISTRY OF RAILWAYSRAILWAY BOARD.

No.69/Safety/29/7 New Delhi, dt. the 22nd Sept,1970.

The General Managers,All Indian Government Railways.

Sub:- Taking ‘OFF’ the Warner/Distant signals.

Please refer to this office letter of even number dated 29th June’70 wherein instructions wereissued that in an emergency when any work is under-taken requiring cautions driving within station limitsand the driver cannot be informed through a caution order, the approach signals should be kept at ‘ON’ andthe train received only after it has come to a stop at the first stop signals,Doubts have been expressedwhether or not these instructions contravens the provisions of GR.214 and whether the ‘Warner’ and‘Distant’ signals can be taken ‘OFF’ as usual or not when the caution order has been served upon thedriver. It is, therefore, necessary to clarify the circumstances in which these instructions will apply.

During the execution of any work within station limits, which obstructs or may obstruct anyrunning line/lines and creater an unsafe condition dangerous to the running of trains, all necessary signalsmust be kept at ‘ON’ in terms of GR.214 whether or not the driver of a train has been served with a cautionorder at a previous station. When the work is over but the necessity for cautions driving continues to existwithin station limits and the Driver of an approaching train cannot be informed of such a restriction througha caution order at a previous station, the approach signals should continue to be kept at ‘ON’ and the trainreceived only after it has been brought to a stand at the first stop signal. However, once the necessarycaution order has been served on a driver at a previous station the necessity of keeping the approachsignals in the ‘ON’ position at the time of reception of the train shall cease to exist, if all other conditionsfor direct reception of a train are fulfilled and the taking “off” of distant/warner signals would also,likewise, depend upon the other usual conditions for taking then “off”.

Please acknowledge.

D.A:- NIL

Sd/-(V. K. Thapar ) Deputy Director(Safety).

Railway Board.

Note GR - 214 is GR - 15.08 (revised).

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