INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL
VOLUME 2
Antenna Track data RBC Position reports ETCS computer, Interlocking driver’s console and receiver Balise Track release reports position reporting
JULY 2020
भारत सरकार GOVERNMENT OF INDIA रेल मं ालय MINISTRY OF RAILWAYS
भारतीय रेल सगनल इंजी नयर नयमावल भाग – 2
INDIAN RAILWAYS SIGNAL ENGINEERING MANUAL
VOLUME 2
VERSION 0.2 (Draft)
जुलई 2020 JULY 2020 Digitally Signed
Director / IRISET Signal Engineering Manual Issue History
S No Signal Engineering Manual Year
1 First Printed 1955
2 Second Printed – Part I 1988
3 Third Printed - Part II 2001
4 Fourth Printed Volume - 1 2020 Volume - 2 2020
FOREWARD
PREFACE
CONTENTS
Chapter Section / Chapter Name Page No. No. Annexure
13 Dataloggers & Predictive Maintenance system Section 1 Dataloggers 1 Section 2 Applications of Datalogger 3 Section 3 Remote condition monitoring and Predictive maintenance 3 System Annexures Annexure 13/1 Datalogger Fault Logics 10 Annexure 13/2 Maintenance Schedule for Datalogger 20 14 LC Gates Section 1 LC general 22 Section 2 Installation of LC gates 27 Section 3 Maintenance of LC gates 30 Annexures Annexure 14/1 Safety measures to be provided at Level Crossings 33 Annexure 14/2 Maintenance schedule of Level Crossing & Sliding Boom 36 15 Cables Section 1 General 38 Section 2 Installation of Cables 41 Section 3 Cables and Cables Laying in RE Area 43 Section 4 Insulation Testing 44 Section 5 Maintenance of Cables 45 Annexures Annexure 15/1 Maintenance schedule of Cables 47 Annexure 15/2 Maintenance schedule of Earth Leakage Detector (ELD) 52 16 Power Supply systems for Signalling Installations Section 1 Power Supply General 54 Section 2 Sources of Power Supply 54 Section 3 Distribution of Power Supply 56 Section 4 Power Supply Equipment 56 Section 5 Installation of Secondary Cells 57 Section 6 Installation of Power Supply 58 Section 7 Installation of DG Set 59 Chapter Section / Chapter Name Page No. No. Annexure Section 8 Maintenance of Secondary Cells 58 Section 9 Maintenance of Power Supply 60 Section 10 Maintenance of DG Set 60 Annexures Annexure 16/1 Maintenance of Integrated Power Supply System with 63 Battery bank Annexure 16/2 Battery Bank Readings for IPS 65 Annexure 16/3 Maintenance instructions for conventional power equipment 67 Annexure 16/4 Battery bank Readings for Conventional Power Equipment 69 (Stabilizer, Charger & Inverter) Annexure 16/5 IPS for upto 4 lines without AFTC Non-RE Area 71 Annexure 16/6 IPS for upto 4 lines without AFTC RE Area 72 Annexure 16/7 IPS for upto 6 lines without AFTC Non-RE Area 73 Annexure 16/8 IPS for upto 6 lines without AFTC RE Area 74 Annexure 16/9 Power Distribution Scheme (110V DC Supply)- E I System 75 Annexure 16/10 EI Power Distribution (110V DC Supply) Medha EI System 76 Scheme Annexure 16/11 Power Supply arrangement with IPS for interlocked LC gate 77 in RE/Non RE Area Annexure 16/12 IPS Configuration for IBS in RE/Non RE Area 78 17 Train Detection Track Circuits & Axle Counters Section 1 Track circuits 79 Section 2 Installation of track circuits 80 Section 3 Precautions for Track circuits & AFTC in RE area 86 Section 4 Maintenance of Track circuits 92 Section 5 Axle counters-General 96 Section 6 Installation of axle counters 97 Section 7 Maintenance of axle counters 100 Drawing 103 Annexures Annexure 17/1 Track Circuit Test Record Card 104 Annexure 17/2 Maintenance of DC track Ckt 105 Annexure 17/3 Maintenance of AFTC/AC Track Ckt 107 Annexure 17/4 Maintenance of Analog Axle Counter 112 Annexure 17/5 Maintenance Instructions for Digital Axle Counters 113 (SSDAC/HASSDAC) Annexure 17/6 Maintenance Instructions for Digital Axle Counters (MSDAC) 118 Annexure 17/7 Measurement of Stray Current and Voltage 124 Chapter Section / Chapter Name Page No. No. Annexure
18 Block Instruments, BPAC & IB’s working Section 1 Block instruments General Requirements 126 Section 2 Special Requirements of Block Working in RE area 130 Section 3 Block Instruments –Installation General 132 Section 4 Installation of Single Line Token Instruments 134 Section 5 Installation of Single Line Tokenless Block Instrument 134 Section 6 Installation of SGE/IRS type Double Line Block Instruments 135 Section 7 Maintenance of token instruments - general 136 Section 8 Maintenance of block instruments & their ancillary apparatus 138 general instructions Section 9 Maintenance - detailed instructions 139 Section 10 Maintenance schedule 140 Section 11 Maintenance of block proving by axle counter using 140 ufsbi/ssbpac(d) block panel Section 12 Solid state block system 141 Section 13 Intermediate block signalling (IBS) 141 Drawings 144 Filter Unit for Block Circuits, Protective devices for AC Electrified area of Neale’s ‘A’ type Token Instrument, Circuit Diagram of IRS Block working with protective device for AC Electrified area. Annexures Annexure 18/1 Painting Scheme-Block Signalling Equipment 148 Annexure 18/2 Recording particulars of lost token 149 Annexure 18/3 Record of Token Balance 150 Annexure 18/4 Method of finding out the resistance of an earth 151 Annexure 18/5 Maintenance schedule for Block Instruments 152 19 Installation ,Testing, Commissioning & Maintenance Section 1 General Instruction on Tools 156 Section 2 Installation of Outdoor Equipments 157 Section 3 Installation of IRS Electric Point Machines 158 Section 4 Thick web Points-general 161 Section 5 Installation of Electrical Detector 164 Section 6 Installation & Testing of Relays 164 Section 7 Fuses 168 Section 8 Painting of Electrical Signalling Equipment 168 Section 9 Testing of Signalling Circuits 169 Section 10 Maintenance of Interlocking 176 Chapter Section / Chapter Name Page No. No. Annexure Section 11 Lightning & Surge Protection 181 Section 12 Earthing 182 Section 13 Maintenance of Earthing 188 Annexures Annexure 19/1 Maintenance schedule of Color Light Signal 189 Annexure 19/2 Maintenance schedule of Electrically Operated Point 191 Annexure 19/3 Maintenance schedule of Electrical Detector 193 Annexure 19/4 Maintenance schedule of Key locked checking Relay/Electric 194 Key Transmitter (KLCR) Annexure 19/5 Maintenance schedule of Fuses and Fuse Alarm system 195 Annexure 19/6 Maintenance schedule of Earthing and Lightning protection 196
Annexure 19/7 Installation of maintenance free Earth 197
20 Automatic Block Signalling Section 1 Automatic Signalling - General 198 Section 2 Installation of Auto Signalling 201 Section 3 Maintenance of Auto Signalling section 202 Section 4 Modified Semi-Automatic Signalling Working 203 21 Relay & Electronic Interlocking Section 1 General Requirements of Relay Interlocking 204 Section 2 Installation of Relay Interlocking 218 Section 3 Electronic Interlocking(EI) 221 Section 4 Installation & Testing of E.I 224 Section 5 Maintenance of E.I 228 Annexures Annexure 21/1 Relays for Railway Signalling 230 Annexure 21/2 Maintenance schedule of Operating & Indication Panel 236 Annexure 21/3 Maintenance schedule of Relays & Relay Room 237 Annexure 21/4 Maintenance schedule of Electronic Interlocking 238 Annexure 21/5 Maintenance schedule of Fire Alarm system 241 Annexure 21/6 Typical Bonding & Earthing Connections for Signalling 243 Equipments (RDSO Drg) 22 Requirements of Signalling in 25KV AC Electrified Area Section 1 General 244 Section 2 Signal structures 245 Chapter Section / Chapter Name Page No. No. Annexure Section 3 Visibility of signals 247 Section 4 Signalling and Interlocking Circuits 249 Section 5 Line circuits 250 Section 6 Signal feed Circuitry 251 Section 7 Point operation & Detection 252 Section 8 Rules for Protection of Staff working on Signal & 254 Telecommunication Installation Drawings 258 Signal Clearance Diagram to suit 25 KV AC Traction for curved tracks , Signalling Feed Arrangement with Cut – in relays. Annexures Annexure 22/1 Visibility of Signals in RE area 269 ( Extract of Appendix 1 of ACTM Volume II, Part II) Annexure 22/2 Maintenance in Electrified area 270 (Part 'J' of Permanent Way Manual) 23 Maintenance Schedule of Train Protection& Warning System(TPWS) Section 1 General Requirements 275 Section 2 European Train Control Systems 279 Section 3 Indian Railways Automatic Train Protection 285 Section 4 Auxiliary Warning System (AWS) 287 Section 5 Centralized Traffic Control 287 Section 6 Train Management System (TMS) 290 Annexures Annexure 23/1 Maintenance Schedule of Train Protection & Warning 293 System (TPWS) Annexure 23/2 Maintenance Schedule of Train Collision Avoidance 294 System (TCAS) Annexure 23/3 Maintenance Schedule of Auxillary Warning System 296 (AWS) Annexure 23/4 Maintenance Schedule of Centralized Traffic Control 297 (CTC)
Annexure 23/5 Communication Based Train Control (CBTC) 299
CHAPTER - 13 : DATALOGGERS AND PREDICTIVE MAINTENANCE SYSTEMS
Section 1: Dataloggers
13.1.1.0 Purpose: Remote monitoring of indoor equipments
(a) To monitor the signalling gears at stations.
(b) To aid the maintenance staff by providing health data at central location.
13.1.2.0 Assets for status monitoring
The following equipments shall be monitored (not limited to)
(a) Indoor Relays - potential free contacts
(b) Power supplies - voltages
(c) IPS - Potential free contacts.
(d) Electronic Interlocking - Signalling elements data, Diagnostic data of EI
(e) Earth leakage detectors for Signal & Power Cables
(f) Wherever Potential free contacts are available for any signalling equipment like SPD, fire detection system, etc the same can also be monitored through Data logger.
(g)Fire detection system alarms, Relay room door opening, SPDs health indication potential free contacts etc.
13.1.3.0 General Requirements
(a)The Data Logger system shall perform the following 4 functions; (i) Monitoring the equipment and data (ii) remote monitoring at central place (iii) generation of alarms (iv) Generation of sms
(b)The system shall be protected from viruses and access by unauthorised persons
(c) The system shall chronologically monitor and record the status of various field functions like track circuits, points & signals through their indoor repeater relays, operator’s push buttons/switches (digital Inputs) and level of various analog signals like DC and AC supply voltages.
(d) It shall be capable of receiving both Digital Inputs & Analog Inputs at regular intervals by scanning them for change of state/Values
(e) For Digital inputs, potential free contacts shall be used.
(f) The system shall be suitable for working on non-electrified, AC electrified areas
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 1 of 301 (g) The system shall be capable of working in any type of signalling installations on Indian Railways.
(h)The system shall be re-configurable to any changes required by user, whenever modifications are carried out in the yard
(i) The monitoring of signalling installation may also be done at LC gates, auto signal goomties and IB Signal Huts using Remote terminal unit which shall be connected to Datalogger system through suitable communication media.
(j) Validation of Datalogger for accurate correspondence of Inputs , Outputs , Alerts & yard layout display both at the time of Initial Installation & after every yard /signalling alterations shall be done.
(k) RDSO`s Latest Specifications shall be followed.
13.1.4.0 Technical requirements
(a) For monitoring digital inputs, potential free contacts shall be used. Analog signals shall be connected directly to Datalogger which in turn will convert to digital data for further processing.
(b) The data logger shall have built in Real Time Clock for time stamping the receipt of a particular information.
(c) Synchronisation with IRNSS Clock or any Satellite Based approved clock is required for clock synchronisation with the network
(d) Existing telecom services shall be used to send alerts to required staff.
(e) Interoperability among various makes shall be ensured
13.1.5.0 Network Requirements
(a) Data Logger shall be capable of working with different transmission media like underground telecom cable, microwave (Digital or Analog) & OFC. The modem can be either in-built or external. The external modem will be housed within the data logger cabinet.
(b) It shall be possible for networking and remote monitoring of several data loggers from the central location. All features like on-line Simulation, Off-line simulation, failure management, exception logics and Synchronization should be feasible from the central location.
(c) It shall be feasible to provide IP based networking.
(d) Path Redundancy for the networks shall be provided
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 2 of 301 Section 2: Applications of Datalogger
13.2.2.0 Fault Management
(a) Exception Reports: Output report consists of events detected by change of status of relays to satisfy a combinational and sequential logic. These reports are called exception reports.
(b) Exceptional reports are to be generated by a computer connected to data logger at the station (and at a central location also in case of networked data loggers). Special software loaded in the computer, shall implement defined logics and generate exceptional alarms. As per their category, they are messaged to required Officials for prompt action. Please see Annexure 13/01 for guidance.
13.2.7.0 Analysis of Incidents
(a) Off Line playback of an event shall be feasible.
(b) It shall be feasible to store the data in an external device.
Section 3: Remote Condition Monitoring and Predictive Maintenance System (RMPMS)
13.3.8.0 Types of Asset Maintenance Practices and Future there of:
a) Corrective: In corrective maintenance, when the Signalling asset fails, it is attended and restored to normalcy. Every failure causes train detention. Time taken to restore the failure is crucial. In the absence of diagnostic data, it becomes very difficult to restore a failure for a normal technician. Highly skilled personnel with complete understanding of internal sub- systems are called to restore the failure.
b) Preventive or systematic: In preventive maintenance, certain periodical activities as recommended by OEM or mentioned in Signal Engineering Manuals are carried out. Generally a system or schedule is prepared and the Maintainer, JE or SSE carries out maintenance with signature on the schedule register. Sometimes railways, based on experience, prepare details of these activities. Preventive maintenance is carried out in two ways: (i) Routine Maintenance: Here the maintenance is planned in the form of scheduled activities carried out as a calendar program. eg. Signalling technicians goes for visual inspection and physical checking of critical equipment like point machine, ..cables, Relays etc on daily, weekly, fortnightly, monthly, quarterly, Half-yearly and yearly basis. (ii) Condition Based: In this approach maintenance work is carried out on signaling gears on a periodic cycle. eg. Point Machine lubrication oils are changed on Monthly basis as per schedule.
c) Remote Condition Monitoring & Predictive Maintenance System: Railway signaling and interlocking are critical components, directly related to throughput enhancement. Hence, their availability and Reliability
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 3 of 301 directly enhances safety in train operations. World over, Artificial Intelligence (AI) / Machine Learning (ML) based technologies are being adopted for providing predictive maintenance systems replacing legacy system of preventive or corrective maintenance systems to improve productivity of maintenance system. This is a new paradigm in maintenance activity is now being adopted on various railway systems called Predictive Maintenance System. In predictive maintenance, equipment parameters are monitored in real time by measuring it using standard and duly calibrated sensors. By suitable data analytic based system, alerts get generated, before a function/ equipment reaches failure state and it is brought to normal value by attending the equipment. Parameters of the equipments are monitored on real time. Based on data received of the signaling assets it can either send SMS alert or it can open a trouble ticket for maintenance staff to visit the identified asset on immediate basis. Alternately the routine maintenance work can be scheduled just in time to optimize manpower, inventory, and contractor engagement as per requirement to minimize wastage of resources and optimize maintenance cost. This uses Internet of Things (IoT) to facilitate integration of data acquired of railway signalling assets being monitored. This data is also subjected to advanced Artificial Intelligence (AI) algorithm and using advanced data analysis to generate predictive alerts. Advanced Machine Learning techniques are adopted to make systems more knowledgeable & learned and the algorithm self upgrades/ corrects it to provide better and better accuracy as system learns eliminating any chance of reaching failure stage.
d) Maintenance of signalling assets by using advanced remote condition monitoring and Predictive Maintenance techniques is the key to meet current challenges, which may lead to (i) Reduced Mean Time to Repair (MTTR). (ii) Mean time between failures increases (Reduction of number of failures) as the equipment is attended before it fails. (iii) Maintenance cost is reduced as less skilled staff in the field can be guided easily by high skilled staff from central location and the maintenance time is reduced based on the state of equipment. (iv) Maintenance Inventory can be customized on need basis reducing the cost of unused inventory. Cost of AMC goes down. (v) The trends of failure of items can be analyzed to determine any material quality issue or workmanship issue. This can be rectified such that the overall failure incidents will come down and unexpected failures are minimized. (vi) The performance of signaling gears – brand wise or OEM wise can be measured for future project procurements.
13.3.9.0 Data Acquisition from Field & Indoor equipments
a) Data acquisition shall be done by providing suitable sensors either embedded in the functions or placed in the nearest location box as the case may be. System Integrators/ OEMs shall provide the standard signature/ value of all these parameters for data analytics and predictive alerts. Based on real time monitoring of asset, system shall be able to clearly identify change in values due to train movement, on time failure, change in asset property. Based on class of identification system shall
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 4 of 301 ignore, trigger, forecast failures, respectively. Data acquisition for parameters of Signalling equipments shall be done using calibrated sensors and/or inbuilt diagnostic ports of the equipment. The sensory data is then transferred through FDATU in the field from site using IoT devices to local server of main unit at station. The Edge Server/ Local server shall be doing primary data analytics and shall also generate first level fault and diagnostic information based on the real time data. The data from local servers at every station will be sent to centralized cloud. This data complemented by historical data and trends will be processed using advance computing through data analytics (Artificial Intelligence / Machine Learning) for predictive and prescriptive alerts and messages. The parameters and Signalling assets to be monitored should include -
(i) Point Machines - Current, Voltage, Vibration, Detection Spring Pressure, Dust, Timer, Humidity
(ii) Track Circuits - TF chargers voltage/current, Voltage, Current at feed and relay end
(iii) Axle Counters - Track Sensing Device - Voltage, Current, and Vibration at the Rail end, EM field, Moisture / Humidity. The maintenance data as made available by the MSDAC/ SSDAC should also be acquired by the system.
(iv) Signals -Voltage, Current, vibration, humidity, wind in the signal unit/ location box
(v) SPDs - EM Fields, Health of each of them using digital inputs from it,
(vi) IPS - Indoor Potential fee contacts, Diagnostic data given in soft form
(vii) MSDAC/SSDAC-Indoor Diagnostic data is given in soft form
(viii) Relays - Same as being done with present system of Data Loggers
(ix) Power supply change over units
(x) Electronic Interlocking-Signalling elements data, Diagnostic data of EI
(xi) Signal & Power Cables : Current and Voltage sensors, Earth Leakage sensors, Seismic/ OFC based Acoustic for preventing damage to cables etc.
(xii) LC gates - Voltage, Current, Contact pressure of limiting switch, Vibration b) The remote Analog signals shall be scaled to a suitable limit using signal conditioner before converting to digital signal. Each analog input shall be isolated (at least 2KV isolation voltage) from the system and one another. While tapping analog input, it shall not load the analog channel/ field gear by more than 5ma. DC & AC analog currents shall be measured with suitable calibrated sensors which provide galvanic isolation to the source being monitored. c) The system shall be suitable for working on non-electrified, AC electrified and DC electrified areas. The system shall be capable of working in an
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 5 of 301 ambient temperature range of -20 deg C to +70 deg C without any change in performance. The system shall be modular and easily re-configurable to any changes required by user, whenever modifications are carried out in the yard.
d) RDSO`s Latest Specifications on RMPMS shall be followed for Installation, Testing, Maintenance.
13.3.10.0 IoT System
a) The data repository of diagnostic events related information is the foundation of predictive analytics. The more granular data is made available the better the analytics algorithms are able to find trends based on which the predictions can be accurate. The algorithms are able to crunch massive volumes of data to find relations and trends between diverse elements like a relation between vibration and mechanical wear and tear of moving parts of a point machine. Thus to have a truly intelligent and autonomous system many sensors needs to be provided to monitor multiple parameters of the signalling assets. For this it is required to connect up as many variety of calibrated sensors as possible to collect multitudes of data streams on real time basis. With multiplying volumes of data having 3V’s (Volume, Variety & Velocity), the local server should have FOG computing, synchronized with cloud. By implementing FOG computing for data processing and analytics the pressure on the cloud reduces as the computing becomes distributed.
b) IoT Architecture: In order to achieve purpose of Data Analytics, the system software must consist of following component. Interoperability among various makes is a must. It shall comprise of 5 major components – i. Local Server based Main Unit ii. Edge Device based Field Data Acquisition & Transmission Unit iii. Wireless Network for yard - RF/ LoRa/ WLAN, iv. IoT Systems v. Cloud based AI/ ML based analytics and predictive alerts and messaging system
c) Collect: The Main unit of RMPMS must have MQTT (Message Queuing Telemetry Transport) protocol installed to stream in data over cloud
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 6 of 301 through local server for the purpose of using Analytics. Standard practice of MQTT protocol like channels, topic filters in various formats and frequencies can be used. d) Process: Traditional analytics and business intelligence tools are designed to process structured data. IoT data often comes from devices that record noisy processes (such as temperature, motion, or voltage or current). As a result the data from these devices can have significant gaps, corrupted messages, and false readings that must be cleaned up before analysis can occur. This is done at local server/Edge server. e) Cleanse and filter – Tools to define functions may be used and triggered when IoT Analytics detects missing data, so that it can run code to estimate and fill gaps. It can also define max/min filters and percentile thresholds to remove outliers in streaming data. Shall be implemented to discard data arising due to train movement or any other hardware malfunction. f) Transform IoT Analytics may transform messages using mathematical or conditional logic already defined, so that can perform common calculations like Ampere into miliampere ampere conversion etc. Enrich – IoT Analytics can enrich data with external data sources such as a length of track, point machine or gate associated with track to mark higher leakage as compared to other tracks. Similarly for other field functions. g) Store - Time-Series Data Store - IoT Analytics may stores the device data in an optimized time-series data store for faster retrieval and analysis. It can also manage access permissions, implement data retention policies and export data to external access points. Store - Processed and Raw Data - IoT Analytics may store the processed data and also automatically stores the raw ingested data so that it can be processed at a later time. h) Analyze to Run Ad-Hoc SQL Queries - IoT Analytics may provide a SQL query engine so that can run adhoc queries and get results quickly. For example, might run a quick query to find the number of fail prone gears for each station. i. Time-Series Analysis - IoT Analytics may supports time-series analysis so that can analyze the performance of devices over time and understand how and where they are being used, continuously monitor device data to predict maintenance issues, and monitor sensors to predict and react to environmental conditions. ii. Hosted Notebooks for Sophisticated Analytics and Machine Learning - IoT Analytics may include support for hosted notebooks like Jupyter Notebooks etc for statistical analysis and machine learning. The service may includes a set of notebook templates that contain authored machine learning models and visualizations to help you get started with IoT use cases related to device failure profiling, forecasting events such as low remaining life that might signal the maintainer to replace the gear, or segmenting devices by rest remaining life levels or gear health. i) Prediction - statistical classification through a method called logistic regression may be implemented. May also use Long-Short-Term Memory
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 7 of 301 (LSTM), which is a powerful neural network technique for predicting the output or state of a process that varies over time. May use pre-built notebook templates also to support the K-means clustering algorithm for device segmentation, which clusters gears into cohorts of like devices. These templates are typically used to profile gear health and gear state such as write to itself for tracks, bubbling effects after loose packed point machines etc. Build/Visualize - IoT Analytics may provide dashboard to visualize data sets. Provision may be made to visualize the results or ad- hoc analysis in the embedded third party Notebooks like jupyter etc
13.3.11.0 Network Requirements
IOT shall support SNPM or OPC-UA via HTTPS/ SOAP. The following shall be the media between various devices.
a) For communication from IoT device (in station yard near point, signals and other equipments) to Gateway at station (i) Wireless media on LoRA (or Zigbee or any open source technology) in free band of wireless spectrum. (ii) WLAN
b) For communication from outdoor type IoT devices (for field gears like signal, point, track circuits, etc) to Gateway at station, the wireless connectivity is mandatory along with optional Fiber connectivity (Type LC connector).
c) For communication from indoor type IoT device (for IPS, Axle counter evaluator, Data logger, etc) to Gateway at station – RJ45 (copper) and/or LC port (Fiber) shall be provided.
d) For IoT’s in Block Section - OFC or GSM/LTE connectivity can be used.
e) For communication from Station to Cloud – on OFC or GSM/ LTE
13.3.12.0 Cloud Based AI/ ML based Predictive Maintenance algorithms
13.3.12.1 The AI/ ML algorithms should be as per ISO/IEC JTC 1/SC 42 standards. The system shall provide predictive maintenance and optimization with the help of advanced analytics, Machine Learning and Data visualization. Prediction of Equipment / Asset Failure, SMS alerts to the concerned SSE’s mobile number and ticketing application for event failure attending. Application should be backed by intelligent health monitoring algorithms for gears using machine learning algorithms to predict the equipment failure or errors. It is expected that accuracy of predictive alerts should be better than defined levels after one year.
(a) Machine Learning algorithm should be able to suggest and predict defects, device failure and remaining useful life (RUL). Alert generation in case of variation in parameter readings based on Threshold set.
(b) It is desirable that Cloud and AI shall be based on open source platforms and AI algorithms developed shall have IPR of Indian Railways. There shall be no propriety of industry partners on the intellectual property so emerged
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 8 of 301 during trials and development of the system.
(c) The AI techniques shall have two versions, one edge device/local server version and second cloud based. During initial development of system, the supervised machine learning will be required and slowly it will switch to unsupervised machine learning using Artificial Intelligence.
(d) Artificial Intelligence (AI) techniques and machine learning algorithm: By monitoring patterns in real time and looking at historical data, the machine learning can identify repeat scenarios which it can then create rules for moving forward. For example, after machine learning, the axle counter parameter limit will be fine-tuned together with information from other parameters like ambient temperature, level of induced voltage in cable etc. This process is an adaptive learning process, meaning that the system will use AI techniques to find pattern in data. The more data and scenarios it collect and encounter, the more it will learn. As our machine learning processes identify these patterns, we integrate them as new rules into the proactive workflows to provide the customized rules for each equipment.
(e) Local Server Based Analytics: Following types of analysis may be made available
(i) Generate alerts about device failure and remaining useful life (RUL). Alert generation in case of variation in parameter readings based on Threshold set. Using advanced analytics algorithms and machine learning techniques the system should be able to suggest and predict defects with specified accuracy, improving upon it with passage of time as per learning tools within time period as specified in RDSO specification.
(ii) Should be able to simulate train movements by integrating with Data Logger system/ COA.
(iii) Should be able to assess and record all unusual events like signal passed at danger, Point burst, etc as specified by Railway authorities.
(iv) It shall be possible to predict unusual behaviour of various Signalling equipment with suitable interfaces
Note :- This Chapter has under mentioned Annexures for further study
S.no Annexure no Description 1 13/1 Datalogger Fault Logics – An Example
2 13/2 Maintenance schedules of Datalogger
Chapter - 13 : Dataloggers And Predictive Maintenance Systems Page 9 of 301
Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message 1 Signal Bobbing RDSO The time difference between ECR (UP to DN to UP) is in M S1 HECR Signal between 500 msec. to 2 sec which should be taken as 1 Bobbing count and for satisfying the fault logic 2 to 3 counts should happen within 10 sec 2 Track Bobbing RDSO The time difference between TPR (UP to DN to UP) is in M 61 TPR Track between 50 msec to 1 sec which should be taken as1 count Bobbing and for satisfying the fault logic 2 to 3 counts should happen within 10 seconds
3 Point bobbing RDSO The time difference of (NWKR/RWKR) (UP to DN to UP) is in M 59 NWKR Point between 500 msec. to 2 sec which should be taken as 1 Bobbing count and for satisfying the fault logic 2 to 3 counts should happen within 10 sec. At that time TPR is UP
4 Point Failure RDSO 1. If NWKR, RWKR both are down for more than time interval M C (120 59 Point Failure then it is point failure. Sec) 2. In case of siemens-WKR1 is Down for more than the given time interval
5 Sluggish Operation of RDSO 1. In case of siemens --- The time difference between WKR1 M 51 NWKR Point Point Down to Up is in between the set time interval. Sluggish 2. Other than siemens --- time interval of NWKR down to Operation RWKR up OR RWKR down to NWKR up is more than set time. 6 Track Circuit Failure RDSO T1,T2,T3 are sequential tracks, M C (120 51 TPR Track a) When T2 is DN. Sec) Circuit Failure b) T1 and T3 UP. c) The time difference between T1 UP and T2 DN is more
Datalogger Fault Logics – An Example Annexure 13/1
Page 10 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message than 5 sec d) The time difference between T3 UP and T2 DN is more than 5 sec. e) T2 is not bobbing and is DN for more than 10 sec 7 Fusing of Signal lamp RDSO When 110 v supply to signals has not failed (i.e. analog M C (120 S1 HHG Fusing voltage value is used in fault logic) Sec) of Signal lamp a) Yellow (three aspect):- After HR picks UP and DR is DOWN, if HECR is not picked UP within 10 seconds. HR is triggering signal b) Green (three aspect):- After HR and DR pickup if DECR has not picked UP within 10 seconds.HR and DR is triggering signal. c) Red:- After HR/DR is DN, if RECR has not picked UP within 10 seconds .HR/DR is triggering signal d) Yellow/green (two aspect):- After HR/DR picks UP, if HECR/DECR has not picked UP within 10 seconds.HR/DR is triggering signal.
8 Signal Blanking RDSO When 110 v supply to signals has not failed and all ECRs are M C (120 S1 Signal down ( i.e. analog voltage value is used in fault logic) Sec) Blanking
9 Signal Flying back to RDSO When RECR is up continuously for more than 2 seconds - in M C (120 S1 Signal Flying danger that condition if UCR/LR/U(R)S is up and HR/GR2 is down Sec) back to Danger and signal replacement track(TPR) is up and EGGNR down, then it is Signal Flying back to danger. 10 Timer setting more RDSO The TIME difference between JSLR UP and NJPR UP is M S1 Timer setting greater by more than 10% (more than 132 seconds for 120 More seconds timer) of the prescribed time
Datalogger Fault Logics – An Example Annexure 13/1
Page 11 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message 11 Button stuck up Button relay is up for more than specified time 20 sec C 101 WNR Button Relay Stuck Up 12 Point Loose packing RDSO In Between two sequential TPRs Down to Up (To ensure it is C 59 Point Loose train movement) if the status of NWKR or RWKR Changes Packing more than 2 times and status of EWNR not changed (Point emergency operation not done) then it is Loose Packing.
13 Signal bobbing without If HR/DR is up and HECR/DECR changes its status from Up M S1 HECR Signal design problem (i.e signal to Dn to Up is in between 500 msec to 2 Secs and Bobbing without control relay not dropped) HECR/DECR is not operated along with HR/DR then it is Sig Design Problem Not Applicable Bobbing without design problem. ECR is triggering sig Not Applicable
14 Signal bobbing with If HR/DR is up, HECR/DECR changes its staus from Up to M S1 HECR Signal design problem (i.e signal Dn to Up is in between 500m sec to 2 Secs and Bobbing with control relay dropped) HECR/DECR is operated along with HR/DR then it is Sig Design Problem Not Applicable Bobbing with design problem.ECR is triggering sig Not Applicable
15 Signal not lowered even same as Logic no.19 C operation is valid 16 Power supply failure RDSO Use analog voltage monitoring where LVR is not provided M C (120 Power Supply alarm Sec) Failure & Power Supply Restored
17 Fuse blown off (additional RDSO Additional hardware to be used to detect Fuse Failure C hardware to be used to detect fuse failure)
Datalogger Fault Logics – An Example Annexure 13/1
Page 12 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message 18 ELD detected low RDSO Potential free contact of ELD C Earth Leakage insulation of supply appeared in 110V (potential free contact of AC Supply, Earth ELD to be wired as input Leakage to data logger) disappeared in 110V AC Supply 19 Route not set when RDSO GNR, UNR are Up, EGGNR is dn then after given time C Route Failure operation is valid giving interval if HR is in down then check the Route. the sequence of relay operations (1.Possible in case of panels where button/switch relays pick up with operation of button/switch even-though the operating conditions are not favourable 2.Sequence of relays shall be provided by railways 3.Not possible for switch type non route setting type panels) 20 Point Burst RDSO If the train arrives on the track2 proving the sequence of M C (120 101 Point Burst track1 DN and ahead track to point zone track is down, the Sec) point setting in the unfavourable position and then the NWKR/RWKR both are DN for 2min.
21 Clearing of signal without RDSO At the time of HR/DR/ HECR/DECR up, signal lock relays i.e C S1 Signal Route Locking all G(R)LR's/G(R)R/ASR/ALSR in the possible Routes from Cleared without
Datalogger Fault Logics – An Example Annexure 13/1
Page 13 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message signal are in down state then it is Failure. Route Locking 22 Timer setting Less RDSO The TIME difference between JSLR UP and NJPR UP is C S1 Timer setting less by more than 10% (less than 108 seconds for 120 Less seconds timer) of the prescribed time
23 Check for Passing of RDSO a) When track 2 is DN after track 1 is DN and RECR is UP C S1 Check for danger signal b) The time difference between T2 DN and T3 UP is more Passing of than 5 sec Danger Signal c) The time difference between T2 DN and RECR UP is more than 5 sec d) T2 is not bobbing and is DN for more than 1.2 sec
SPAD CASES
1. Multiple signals (stop, shunt and calling on) on the same post (When RECR is Up, SH/HECR, COECR are Down, Corresponding Point indication and TPR1, TPR2 are Down, TPR3 is Up and time difference between TPR2 Down (triggering) and TPR3 Up is more than time T1,and the time difference between TPR2 Down and RECR Up is more than the given time interval T1, TPR2 is continuously Down for T2.T2 is triggering 2. Two signals on different lines ex.starters) with first controlling track common and point selection. Point selection to be used for each signal apart from the above logic 3. Two signals on the same line reading to the same line on different posts( home and shunt) home signal ASR/ALSR/G(R)LR to be used in shunt signal SPAD logic
Datalogger Fault Logics – An Example Annexure 13/1
Page 14 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message 4. Two opposite signals (ex. starter and opposite shunt from siding) with one track circuit in between and no approach track circuit for shunt signal -- in starter signal SPAD logic use shunt GNR/UNR not operated condition or Conflicting HR Down 24 Route released without RDSO a) ASR UP / G(N)LR Up and C S1 Route sequential route relays in b) Concerned route TSSLR DN or TPZR DN or TLSR DN or released without route picking up TRSR DN or UYRs Down or U(R)Ss Up sequential route c) Emergency route cancellation, NJPR DN, AJTR3 /JR Dn relays in route picking up 25 Signal assuming green RDSO At the time of DR/DECR is picked up, RWKR in the C S1 Signal with points in the route corresponding Route are picked up then it is Fault. assuming Green reverse with 31 Point Reverse 26 Home/Main line starter RDSO When DR/DECR Of Home/Main Line starter Signal is up and C S1 Home Signal signal assuming green if the Advance Starter RECR is up the it is Fault assuming Green with adv starter danger with S2 Adv Starter Danger 27 Advance starter off HR/DR UP and concerned Line clear relay DN C S2 Advance without Line Clear starter Off without Line Clear 28 Over speeding RDSO T1,T2 and T3 are track circuits in M Over Speeding at sequence. Length of T2 is fed in the 1TPR On Main logic option line/Loop line a) Counter starts when T2 goes DN with T1 already DN b) Counter stops when T3 goes DN with T2 already DN c) Time interval between (a) and (b) is less than length of T2 divided by maximum permissible speed by more than 10% 29 Failure to set point against RDSO After complete arrival of the train,if the point is not set against C Rear end Point
Datalogger Fault Logics – An Example Annexure 13/1
Page 15 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message occupied line the line on which the train is received within a pre determined not set against time.On Double line rear end points and on single line both 01T Occupied front and rear end points are to be line from S1-S4 consideredNote:1.Implementation of this logic on big yards is not possible as the options are too many.2. There can be a case where it is not possible to set the point as all lines are occupied 30 Relay room opening RDSO If Relay Room Door Relay is Down then it is Relay room C Relay Room Door (75,76) opened Opened, Closed
31 Emergency route RDSO Operation of required buttons/switches C S1-S2 cancellation Emergency Route Cancellation 32 Point emergency RDSO Operation of required buttons/switches C 101 Emergency operation when point Point Operation controlling track(s) fails 33 Axle counter resetting RDSO Operation of required buttons/switches C Axle Counter Reset 34 Train passing blank signal RDSO Approach track drop,1st controlling track drop,2nd controlling C Train Passed at track pick up & RECR,HECR,DECR,CO ECR,SH ECR drop S1 Blank Signal for specific time 35 Late start of Train RDSO a) Berthing track DN and M Late start of Train b) HECR/DECR UP and at S1 Signal c) Signal replacement track DN and d) Time difference between time of occurence of b and c is more than time defined by user 36 Late Lowering of Home RDSO The time difference between signal approach track circuit M Late Operation of signal down and signal HECR/DECR/HHECR/COECR Up time is S1 Home Signal more than set time. Time difference to be displayed in case
Datalogger Fault Logics – An Example Annexure 13/1
Page 16 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message signal is cleared late compared to set time 37 Premature Operation of RDSO If LCPR Dn before DR/DECR Dn and SR is Up. C Premature Double line block to TOL Operation of Block Instrument 38 Late Closure of LC Gate RDSO Possible in case the design of circuit is such that route gets M Late Closing of locked after operation of the signal before gate closing and LC-131 Gate in the signal clears as soon as the gate is closed the Route S1-S3
39 CALLING ON At the time of COECR(input1) (triggering) Up, if MM S1A Calling on OPERATION COJSLR(input2) is in up state then it is Calling On Operation operation
40 EMERGENCY ROUTE In between ASR(input1) Down to Up if JSLR(input2) OM S1-S2 RELEASED Operated then it is Emergency Route Release. ASR Up is Emergency Route triggering (or) GNR(input1) Up, UNR(input2) Up Released EUUYNR(input3) Up after given time interval if ASR(input4) Up then it is Emergency Route Released.GNR, UNR, EUUYNR are triggerings.
41 EMERGENCY SUB If EUYNR(input1) Up and WNR(input2) Up OM S1-S2 ROUTE RELEASED then it is Emergency Sub Route Released. Both are Emergency Sub triggerings Route Released
42 EMERGENCY OVERLAP If UNR(input1) is Up and if OVYNR(input2) Up OM S1-S2 CANCELLATION then it is Emergency overlap cancellation. both are triggering Emergency signals Overlap Cancellation
Datalogger Fault Logics – An Example Annexure 13/1
Page 17 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message 43 EMERGENCY SIGNAL If GNR(Input1) is Up & EGGNR(input2) is Up then it is OM S1 Emergency CANCELLATION Emergency Signal Cancellation. GNR, EGGNR are Signal triggerings Cancellation 44 POINT REPEATED In Between WNR(input1) Up to Up, if NWKR(input2), OM 13 NWKR Point OPERATION RWKR(input3) are not Up then it is Point Repeated Repeated Operation. WNR is triggering (or) In between NCR/RCR up Operation to Down if Point(NWKR/RWKR) is not set then it is Point repeated operation, NCR/RCR (Down) triggering 45 PANEL FAILURE DUE All RECR's(Confilcting signals) are down then it is Panel MM Panel Failure Due TO AC POWER FAILURE failure due to AC Power Failure. All are triggering inputs to AC Power Failure 46 PANEL FAILURE DUE All ASR's(Conflicting signals) are down then it is Panel failure MM Panel Failure Due TO DC POWER FAILURE due to DC Power Failure. All are triggering inputs to DC Power Failure 47 Shunting with permission When RECR(input1) is Up and TPR1(input2), TPR2(input3) MM S1 Shunting with are Down, TPR3(input4) is Up and time difference between Permission TPR2 Down (triggering) and TPR3 Up is more than time T1,and the time difference between TPR2 Down and RECR Up is more than the given time interval T1, TPR2 is continuously Down for T2.,SHKR Down status considered in extra variable. 48 SPAD at adv str without When RECR(input1) is Up and TPR1(input2), TPR2(input3) SC S1 SPAD at adv shunt permission are Down, TPR3(input4) is Up and time difference between str without shunt TPR2 Down (triggering) and TPR3 Up is more than time permission T1,and the time difference between TPR2 Down and RECR Up is more than the given time interval T1, TPR2 is continuously Down for T2.,SHKR Up status considered in extra variable 49 IPS Failure RDSO DC-DC Converter, Inverter-1,2,3....,SMPS, CALL S& T, 50% MC (120s IPS Failure
Datalogger Fault Logics – An Example Annexure 13/1
Page 18 of 301 Datalogger Fault Logics – An Example Annexure 13/1 Moment Confir Example of Fault Fault name Ref: Fault Information ary med message DOD, MAINS FAIL, FRFC FAIL ec) 50 IPS Restored RDSO DC-DC Converter, Inverter-1,2,3....,SMPS, CALL S& T, 50% MM (120s IPS Restored DOD, MAINS FAIL, FRFC FAIL ec) 51 TFR Relay Stuckup IF TFR IS PICKED UP THEN IT IS TFR RELAY STUCKUP MM 52 Wrong operation If Buttons (GNR,UNR) are pressed in wrong combination MM S1-S2 Wrong Then it is WRONG OPERATION. both are triggering signals Operation 53 Route not Released RDSO At the time of Point zone track(input1) Up, if Platform MM S1-S2 Route not track(input2) Down, Before Point zone track(input3) Up and Released after time interval if G(R)LR(input4) is Up then Check the following. Backlock tracks are in Up state and G(R)LR is Up. If any of above relays are not in required state then it is Fault. Point zone track is triggering
Note : (i) RDSO Latest guidelines to be followed (ii) User may Configure some Logics as per Specific needs
Datalogger Fault Logics – An Example Annexure 13/1
Page 19 of 301 Maintenance Schedule of Datalogger Annexure : 13/2 Schedule Code : DL1 Periodicity : Signal Technician : Monthly Sectional JE/SSE : Quarterly Incharge SSE : Half Yearly S.No. Check the following 1. Data logger free from rust, dirt & all the connectors & PCBs (Cards) in the main Euro rack inserted properly & all screws of cards tightened.
2. All cable terminations (Analog, digital input) are tightened & properly connected.
3. The Earthing wire & its connectivity tightness.
4. FAS (Fault Analysis System) free from dust & ensure proper connectivity with data logger. 5. Check LED position of both side of modems. a) CD, CTS-LED should continue glow & -In normal condition. b) TD & RD LED should blink (flickering)- In normal condition . i.e. data is getting transferred. If LED status is different then reset modem by pressing reset button or supply switching. c) If LED status is different then reset modem by pressing reset button or supply switching.
6. Reading of all cells of data logger battery bank voltage when charger is in on position. Switch off charger & Data logger load takes on battery bank about 30 minutes then measure all cells voltage.
7. Measure all analog & Digital supply input voltage in Datalogger with true RMS meter then compare all this voltage with FAS (Computer) voltage reading. The variation of both reading is under +/- 5% for accuracy. 8. Measure working voltage of data logger unit. It should be in permissible limit as given below. a) Between 11.4 V to 12.6 V if Datalogger model was 90/98. b) Between 22.8 V to 25.2 V if Datalogger model was 99/01 and 99/06. Schedule Code : DL2 Periodicity : Sectional JE/SSE : Half Yearly, Incharge SSE : Yearly 1. Measure the communication channel (OFC) loss with Telecom staff & it should not be more than 25 dB between two modems of data logger. 2. Ensure that latest NMDL software (i.e. software used for network management in Datalogger) & test room yard layout, fault updated in FAS (Computer) at site & all NMDL utility programs (Reports, Simulation, track off etc.) running smoothly. 3. Check Induced voltages: a) Voltage between the communication cable conductor and earth shall not be more than 5V AC. b) Voltage between the two conductors of communication cable shall not be more than 1V AC. Schedule Code : DL3
Datalogger Fault Logics – An Example Annexure 13/1
Page 20 of 301 Maintenance Schedule of Datalogger Annexure : 13/2 Periodicity : Sectional JE/SSE : Yearly, Incharge SSE : Yearly 1. Measure the earthing resistance & it should be less than 1 ohm. 2. Check & ensure that data Logger validation register is kept at each station and details of potential free contacts of digital & analog inputs must be tallied with NMDL at DLMC office. Schedule Code : DL4 (only for SSE/DLMC) Periodicity : Incharge SSE : Yearly 1. Checking of all type of exceptions reports (As per RDSO) generated by data logger & analysis of the reports for reliability of Data logger. 2. To check & ensure that temperature of relay room & Datalogger is shown in NMDL. 3. Ensure that DL-1 & DL-2 shall be followed for FEP, CMU & Server unit at DLMC office.
Datalogger Fault Logics – An Example Annexure 13/1
Page 21 of 301 CHAPTER 14 : LC GATES
Section-1 : LC General
14.1.1.0 Gate Signals : This chapter shall be read in conjunction with chapter III and Chapter XVI of General Rules.
14.1.2.0 A Gate Stop Signal shall be fixed at an adequate distance from the gate, this adequate distance not being less than the value stipulated in Para. 14.1.4.1 and 14.1.4.2.
14.1.3.0 The Gate Stop Signal shall be provided with ' G ' marker except where prohibited under special instructions. The ' G ' marker shall consist of letter ' G ' in black on yellow circular disc. The instructions in Chapter 20, section 1 shall apply to signals protecting level crossing gates in automatic block territory.
14.1.4.0 Interlocked Level crossing gates outside station limits
14.1.4.1 On sections provided with two aspect Signaling, a Stop Signal at 400 metres from the gate shall be provided. Where the section is otherwise provided with separate Warner signal, such a signal shall be provided at a distance of not less than 1.2 km. from the Gate Stop Signal.
14.1.4.2 On Sections provided with multiple aspect signalling, a Stop Signal at not less than 180 meters (120 m in case of automatic signalling Or suburban sections) from the gate and a Distant/Inner Distant signal shall be provided at not less than 1 km in rear of the Stop Signal shall be provided.
14.1.5.0 Interlocked Level crossing gates inside station limits or in the vicinity :-
14.1.5.1 On sections provided with two aspect Signalling:
(a) The Outer Signal shall be located at a minimum distance of 400 meters from the gate
(b) Where the Outer Signal cannot be so located and the Outer Signal falls in between Home Signal and Gate, a separate Gate signal may be located at a distance of 400 meter in rear of the gate
(c) Where there is adequate visibility of the Outer Signal (1.2 km if sectional speed is 100 kmph above and 0.8 km if sectional speed is less than 100 kmph) the Gate Signal shall work independent of the Outer Signal
(d) Where the visibility of Outer Signal is not adequate, the Outer Signal shall be shifted and combined with the Gate Signal where feasible or inter-slotting arrangement shall be provided between the Outer Signal and the Gate Signal.
14.1.5.2 On sections provided with Multiple Aspect Signaling when the interlocked
Chapter – 14 : LC GATES Page 22 of 301 gates are situated between distant and Home Signal:
(a) The Gate Signal shall be located at not less than 180 meter (120 mts in case of automatic signalling or Suburban sections) in rear of the gate.
(b) The Distant Signal shall be located at not less than one kilometer in rear of the Gate Signal which shall function as Gate Distant as well and where the sectional speed is more than 110 kmph, another Distant signal shall be located at not less than 2 km in rear of the gate signal in second distant territory.
14.1.6.0 LC gates in Automatic Block Signalling/ Suburban sections : (Approach Locking & Back locking of LC gate)
14.1.6.1 Level Crossing gates in automatic sections shall be worked by lifting barrier gates operated mechanically or electrically and shall be interlocked with signals. The gates shall be both approach locked and back-locked by track circuits/Axle Counters. They shall also be provided with audible warning on both sides of the road, actuated by approaching trains. In addition, road- warning lights shall be provided on both sides of the road, which will be lit when there is any train on the approach or whenever the gate is not in the open condition.
14.1.6.2 (a) The approach locking shall be effective from the moment the train occupies the track circuit in rear of the signal, which assumes clear aspect when the Gate Signal is taken 'OFF' and the back locking shall be effective until the train clears the level crossing. The audible warning (For Road Users) shall stop as soon as gate is closed and locked but the Red warning light (for road users, where provided) shall be displayed till the gates are re-opened for traffic.
(b) Approach locking should be effective from a distance not less than braking distance required for maximum permissible speed on that section.
14.1.6.3 The audible and visual train approach annunciation shall be such that the Gateman gets adequate warning time, which shall be a minimum of 60 seconds for the train with maximum permissible speed, for closing the level crossing gates before the train approaches within the sighting distance of the relevant gate signals.
14.1.7.0 Approach Locking & Back Locking at other than Automatic/ Suburban sections
14.1.7.1 Approach locking should be effective from a distance not less than the Maximum Emergency braking distance of the trains running on the section at the maximum permissible speed on the ruling gradient. Where there are no track circuits in the rear of the Gate stop signal or the total length of such track circuits in rear of the Gate stop signal is less than the braking distance, then Dead approach locking of 60 seconds shall be provided
14.1.7.2 Back locking of LC gate: If Gate is located beyond stipulated distances (i.e if a gate situated of more than 180 m in Multiple Aspect Signalling and 400 m in
Chapter – 14 : LC GATES Page 23 of 301 Two Aspect Signalling in advance of the controlling Gate Signal), and continuous Back lock Track Ciruits/Axle Counters are not provided , then an arrangement for back locking of Gate to keep it in closed condition till Passage of train, proved either through two sequential track circuits /Axle counters or through a time delay of 30 seconds in automatic sections/suburban area and 60 seconds in other sections (Time reckoned from Replacing Gate signal to most Restrictive aspect, after passage of train) or any other approved means shall be provided
14.1.8.0 LEVEL CROSSING - GENERAL
14.1.8.1 Classification of Level Crossings
The classification of road-rail surface level crossings shall be decided by the Engineering Department as per para 902 (refer to IRPWM) of Indian Railways Permanent Way Manual (IRPWM). Level crossings have been classified as under:
(a) Special class... for roads having TVU greater than 50,000
(b) A Class... for roads having TVU between 50,000 and 30,000 or Line capacity utilisation 80% (on single line section) and number of road vehicle more than 1000.
(c) B Class - B1, B2 having TVUs between 30000 and 20000 and road vehicle greater than 750
(d) C Class All other Level crossings for road not covered in above classes
(e) D Class - for cattle crossings
Note :- Please refer to IRPWM & other Engg. Dept`s notifications on latest norms.
14.1.8.2 Categories of level crossing gates :
Gates can be broadly divided into the following categories : (a) Non-Interlocked Gates and Interlocked Gates (b) Engineering Gates and Traffic Gates
14.1.9.1 NON- INTERLOCKED GATES : These gates may be in the form of lifting barriers or swing /movable gates of approved design . These gates are installed and maintained by engineering department. Communication equipments of approved type are provided at such manned gates by S&T department.
14.1.9.2 INTERLOCKED GATES : At interlocked gates, interlocking and communication equipment are provided and maintained by S&T department. These gates are interlocked and protected with signals
Chapter – 14 : LC GATES Page 24 of 301 14.1.9.3 ENGINEERING GATES : Gates beyond the outermost stop signals are called Engineering gates and are manned and operated by Engineering staff. These gates may be non- interlocked or interlocked with signals
14.1.9.4 TRAFFIC GATES : Gates located between the outermost stop signals are called Traffic Gates and are manned and operated by Traffic staff. These gates shall be interlocked with station signals.
14.1.10.0 NORMAL POSITION OF GATES : Normal position of Interlocked gates shall be as per para 904 and 907 of IRPWM.
14.1.11.0 EQUIPMENT AT LEVEL CROSSING : The Level crossings shall be provided with equipment as per para 910 of IRPWM. These equipments are provided and maintained by Engineering or Traffic department.
14.1.12.0 The working instruction in the form of Gate Working Rules, including the gate working diagram at Interlocked Engineering Level Crossing gates equipped with gate signals, shall be provided at the gate lodge. A copy of the working instruction shall also be kept at the controlling station and shall form Appendix of the Station working rules (Appendix A) of the station controlling the Level Crossing gate. These instructions shall be provided in English and Local language.
14.1.13.0 The Working Instruction of Traffic level Crossings shall be incorporated as an appendix to Station Working Rule of the station and shall also kept at the gate lodge.
14.1.14.0 Safety measures for different classes of level crossings such as interlocking with signals, provision of telephone communication and approach warning arrangement shall be as per Annexure-14/1
14.1.15.0 INTERLOCKING of LC Gates
14.1.15.1 Norms as notified from time to time by Rly Bd shall be followed for Interlocking of Gates and Essentials of Interlocking given in chapter 7 shall be followed.
14.1.15.2 Where interlocked level crossings within station limits are operated from a place other than the place of operation of the signal protecting the gate, arrangements of interlocking should be such that the last operation before taking off the signal should be the closing of the gate and the first operation after the train has cleared the level crossing and the signal has been put back to 'ON' position, should be the opening of the gate by the Gateman
14.1.15.3 Approach locking and back-locking shall be provided on the control lever of the interlocked level crossings situated on sections provided with automatic signalling. The approach locking shall be effective from the moment the train occupies the track circuit provided at braking distance in rear of the gate signal and the back-locking shall be effective until the train clears the level crossing.
Chapter – 14 : LC GATES Page 25 of 301 14.1.16.0 Communication between the Gate-lodge and the Station Master's Office/ cabin man
14.1.16.1 Communication of approved type shall be provided between the Gate-lodge and the Station Master's office/cabin man in accordance with para 2 of Annexure-14/1. Such communication may be provided to the authorized operating official instead of Station Master's Office/cabin man to suit the local operating condition. No two gates shall be in parallel for communication and one to one communication is ensured.
14.1.16.2 The communication of Gateman should be directly with local ASM and also with CTC where ever provided.
14.1.17.0 Approach warning to Gateman : Audible warning by a bell/buzzer of approved type operated by the approach of a train shall be provided at interlocked gates in accordance with para 3 and para 6 of Annexure-14/1.
14.1.18.0 Emergency Provisions & Sliding Booms
14.1.18.1 When level crossing gate has failed in open condition:
14.1.18.2 Emergency Sliding Booms shall be provided at all interlocked gates to work trains on signals in case of failure of lifting barrier. In case of Sliding Boom, normal aspect of signals as per interlocking may be provided during use of Sliding Boom Barrier with following arrangements.
14.1.18.3 Fixing of Emergency Sliding Boom shall be outside lifting barrier to ensure safety of road users & trains. Painting scheme of sliding boom shall be same as lifting barrier.
14.1.18.4 Sliding Boom should be directly locked by ‘E’ type lock or by any suitable means.
14.1.18.5 Stop indicator Board (Retro reflective type) shall also be provided on Emergency Sliding Booms. Also road signal if provided shall display ON aspect to avoid confusion to road traffic.
14.1.18.6 E-type locks of same ward (matching with working lifting barrier) should not be used in sliding boom type.
14.1.18.7 When level crossing gate has failed in closed condition: An Emergency key shall be provided at the gate lodge at all interlocked gates and shall be kept in "EKT sealed box with pad lock", to enable Gate man to open the gate and allow road traffic in case of failure of lifting barrier to open. EKT contact shall be proved in Data logger/RTU and SMS alert to be sent to concern staff/officer.
14.1.18.8 Counter should be provided for logging gate man extraction of emergency key to open LC gate.
Chapter – 14 : LC GATES Page 26 of 301 14.1.18.9 Record of use of emergency key shall be maintained in a register with reason.
14.1.18.10 Emergency key IN and OUT contact must be proved in relevant interlocking circuit so that; Signal shall be taken off only when Emergency key is proved "IN" and signal Taken OFF must be put to Most Restrictive aspect if emergency key is taken OUT from EKT.
14.1.18.11 There shall be a facility provided for Gateman to put back Gate Signal to danger in case of emergency
Section - 2 : Installation of LC Gates
14.2.19.0 Instructions for both Mechanical & Electrical Lifting Barriers
14.2.19.1 At stations, it is desirable that level crossings should not be located at fouling reception, stabling lines and signal overlaps. Berthing track and signal overlaps. As far as possible, level crossings should be provided at a place, which gives an uninterrupted view not only to drivers of approaching trains but also to the road users. 14.2.19.2 Lifting barrier of approved design and drawing shall be installed.
14.2.19.3 Interlocking arrangement at the interlocked gate shall be as per approved plan and wiring diagram.
14.2.19.4 The minimum distance of lifting barrier from the centre line of nearest track shall be minimum 3.5 m.
14.2.19.5 Foundation for pedestal shall be of adequate strength.
14.2.19.6 Lifting barrier shall have two booms, one each on either side of the track. The boom of the barrier shall extend across the full width of the road. It shall be installed perpendicular to the road. In case of wider roads provided with road divider, provision of two half barriers, each set operated diagonally by a separate winch in mechanical lifting barrier or operating panel in electric lifting barrier may be provided. Pedestals should be outside the road.
14.2.19.7 The boom of the barrier shall extend across the full width of the road. It shall be installed perpendicular to the road
14.2.19.8 The boom rest (stop post) shall be in alignment with the boom. The open position of the lifting barrier shall be within 80 to 90 deg. from the horizontal and the closed position shall be within 0 to 10 deg. from the horizontal. Road user signal shall be provided to indicate whether the gate is closed or open.
14.2.19.9 When the gate is closed to road traffic, clearance between the road surface level and the boom shall be 0.8 to 1 metre. The road surface level shall be maintained as per concerned para of IRPWM.
14.2.19.10 The open position of the lifting barrier are specified at para. Above For Electric
Chapter – 14 : LC GATES Page 27 of 301 Lifting Barrier it should be as specified in the relevant specification.
14.2.19.11 Lifting barrier shall be so installed that it shall be possible to stop or reverse its movement at any point during operation without damage.
14.2.19.12 At the centre of the boom, the lifting barrier shall be provided with a 600mm dia red disc having red reflector/ luminous strip facing the road traffic.
14.2.19.13 The boom shall be either painted with 300mm bands of alternate black and yellow colour or provided with approved type of retro-reflective strips. Fluorescent or any other approved type of paint shall be used yellow color
14.2.19.14 Signals and Warning boards shall be provided as mentioned in Chapter 7.
14.2.19.15 Markers on signals in automatic Signaling territory shall be provided as mentioned in Chapter 20.
14.2.19.16 Gate Signaling shall match sectional Signaling.
14.2.19.17 In semaphore Signaling territory, where distant/separate warner signal is worked with electric signal machine, indication locking shall be provided on gate signal lever.
14.2.19.18 Wherever required in accordance with Para -3 of Annexure – 14/1 approved type of train detection device shall be provided for initiating approach warning to Gateman. The device shall be so located as to provide the approach warning at least 60 seconds before arrival of the trains running in the section at the maximum permissible speed. The warning shall continue till the train reaches the level crossing.
14.2.19.19 A gate Working diagram shall be provided at the place of operation for all interlocked engineering level crossing gates. At all interlocked LC gate having independent operations of signals, indication panel shall be provided.
14.2.19.20 All relays, batteries, etc. for operation of gate and gate signals shall be housed in signalling gooty/ masonary structure.
14.2.19.21 Equipment for communication of approved type shall be fixed inside gate lodge on a wooden or on any other approved type shelf/box at appropriate height from ground level as space available. The wiring for communication equipment shall properly secured by adopting best practices.
14.2.19.22 Rumble strip, speed breakers and warning signs to road user shall be provided by Engineering department as per extant instruction.
14.2.20.0 Installation of LC Gates in RE area
14.2.20.1 Power supply for level crossing shall be made available from both UP and DN AT supply in accordance with para 20713.2 (iii) of ACTM Vol. II (Part I) in addition to local supply.
Chapter – 14 : LC GATES Page 28 of 301 14.2.20.2 For interlocking a level crossing in RE area neutral section shall be relocated wherever minimum distance between gate signals and neutral section is not available as per para 16.4 and 16.5 of AC Traction Manual (Volume II, Part II)
14.2.20.3 Proper precautions as stipulated in SEM chapter - 22 Should be taken
14.2.21.0 Installation of Mechanical lifting barriers
14.2.21.1 A separate fracture segment shall connect the boom with the mechanism near the pivot. Fracture segment mounting shall be of such a design that it can be transported, replaced easily and quickly and in case of a mighty hit shall allow for the break of the segment without endangering the mechanism itself.
14.2.21.2 Winch for the operation of the lifting barrier shall be located at a place (including cabin) not exceeding 150 metres from the gate and having clear visibility of the road.
14.2.21.3 It shall be ensured that while closing the gate, warning bell rings and lamp bracket also gets turned to give required indication to road users. Alternatively standard audio and visual signals for road users as required for electric lifting barriers shall be provided.
14.2.21.4 It shall be ensured that the roller fitted to the rope drum enters the trunnion bracket and activates the boom for closure/opening.
14.2.21.5 It shall be ensured that Boom locking is effective and it is not possible to lift the boom by more than 10 degree from closed position.
14.2.21.6 The wire rope shall not be overlap at the winch and rope drums.
14.2.21.7 The guy rod shall be given sufficient tension for smooth operation of the boom.
14.2.21.8 Oil holes, grease nipples, etc. shall be provided with spring loaded covers.
14.2.21.9 It shall be possible to extract the key from the winch only when the gate is fully closed.
14.2.21.10 At mechanical interlocked gates, interlocking shall be achieved through 'E' type locks or by approved means.
14.2.22.0 Installation of Electric lifting barrier
14.2.22.1 Where reliable power supply is available at any interlocked level crossing gates (of special class, A, B1, B2 class & C class) in any section , electrically operated lifting barrier of approved design shall be provided
14.2.22.2 The boom shall be approved type. The metallic type boom shall be segmented for easy transport, installation and replacement.
14.2.22.3 Operation of the lifting barrier may be provided from a gate control panel or by
Chapter – 14 : LC GATES Page 29 of 301 any other approved equipment.
14.2.22.4 At the centre of the boom, a red reflectors shall be provided.
14.2.22.5 Emergency operation by hand crank shall be provided.
14.2.22.6 The boom must be so balanced that in case of failure of power supply, the barrier shall remain in the position last assumed.
14.2.22.7 Power supply equipment shall be installed in a signaling goomty.
14.2.22.8 Road user signal shall be provided to indicate whether the gate is closed or open. While closing/opening the Electric lifting barrier, a hooter shall sound and road user signal shall exhibit flashing red. In closed condition of ELB, the hooter shall stop and road user signal shall display steady red. In open condition of ELB, the road user signal shall display steady yellow.
14.2.22.9 At least two types of operations should be provided i.e. Power operation and Manual Cranking operation. Hand Generator operation type may also be provided if feasible.
Section - 3 : Maintenance of LC Gates
14.3.23.0 Maintenance of Mechanical lifting barrier
14.3.23.1 All moving parts shall be properly lubricated
14.3.23.2 Gears, rope drums and wire rope shall be doused with soft grease.
14.3.23.3 Cleaning of rodding and wire transmission should be done properly. Cleaning of all pipes and ducts to prevent obstruction by accumulation of dirt shall be ensured.
14.3.23.4 All bolts and nuts shall be tightened and split pins shall be split properly.
14.3.23.5 Worn out pins, if any, in the crank shall be replaced
14.3.23.6 It shall be ensured that both the booms are parallel in open condition.
14.3.23.7 Proper adjustment of wire sag and tension shall be made.
14.3.23.8 Integrity of interlocking and boom locking shall be checked.
14.3.23.9 Rusty wires and rodding shall be replaced.
14.3.23.10 It shall be ensured that 'E' type lock which locks the winch should also lock winch handle in closed position of barrier.
14.3.23.11 All gate locking apparatus must be examined regularly and working parts kept oiled. Gate locks must be kept in good working order.
Chapter – 14 : LC GATES Page 30 of 301 14.3.23.12 Proper working of audio/visual warning shall be ensured.
14.3.24.0 Maintenance of Electric lifting barrier:
14.3.24.1 Machines must be kept in good condition, free from rust, dust and dirt.
14.3.24.2 The bearing surface and moving parts of the electric lifting barrier shall be lubricated properly
14.3.24.3 Contacts must be kept clean and in proper adjustment. If contact surfaces are pitted, they must be replaced.
14.3.24.4 Commutator and Brushes.
14.3.24.4 (a) Commutator must be clean, smooth and have a bright appearance.
(b) Brushes must be kept clean and properly bedded on the commutator. Brushes should have proper pressure and should be free in brush holders.
14.3.24.5 Friction clutch must be so adjusted that the same should get de-clutched when the boom is raised or lowered fully and the power supply is not cut off.
14.3.24.6 The shock absorber at the boom rest (stop post) must be kept properly adjusted.
14.3.24.7 The time of operation of electric lifting barrier shall not exceed stipulated time. Measured value of current should not exceed rated values.
14.3.24.8 The satisfactory functioning of the lifting barrier by a hand crank shall be checked
14.3.24.9 All gate locking apparatus must be examined regularly and working parts kept oiled. Gate locks must be kept in good working order
14.3.24.10 Proper working of audio/visual warning shall be ensured
14.3.25.0 Approach warning arrangement where provided, is working satisfactorily and effectiveness of Approach and Back locking provided shall be ensured
14.3.26.0 For Maintenance Schedules of LC Gates , Please Refer to Annexure 14/2
14.3.27.0 Track circuits/Axle counters, if provided, shall be maintained in accordance with instructions laid down in Chapter 17.
14.3.28.0 Communication of approved type, provided between Level Crossing gates and the adjoining stations shall be checked in regard to their satisfactory functioning.
14.3.29.0 Heavy repairs, renewals or alterations to gate interlocking must not be carried out until Jr. Engineer/Sr. Section Engineer (Signal) concerned has arranged for the protection of the road traffic by the concerned department and the work
Chapter – 14 : LC GATES Page 31 of 301 shall be carried out under proper disconnection.
14.3.30.0 Sr. Section Engineer(Signal) shall maintain a register indicating details of each class of level crossing gate in regard to its location, number, type of gate provided, provision of communication, interlocking arrangement, provision of approach warning and flash lights etc., pertaining to his section. A statement in regard to the above should be submitted on first January and first July every year, to the Sr. Divisional Signal and Telecommunication Engineer/Divisional Signal and Telecommunication Engineer.
14.3.31.0 Maintenance Schedules as given in Annexures shall be followed. This may be modified by PCSTE of the Railway to suit local needs.
Note :- This Chapter has undermentioned Annexures for further study
S.No. Annexure No. Description 1. 14/1 Safety measures to be provided at Level Crossings 2. 14/2 Maintenance Schedule of LC Gate & Sliding Boom, Maintenance Schedule of Power Operated Lifting Barrier 3. 14/2 (contd) Maintenance Schedule of Mechanical Lifting Barrier 4. 14/2 (contd) Maintenance Schedule of Sliding Boom
Chapter – 14 : LC GATES Page 32 of 301
SAFETY MEASURES TO BE PROVIDED AT LEVEL CROSSINGS : Annexure 14/1
Spl. A Class B1 Claass B2 Class C Class (Manned) Other Stipulations Class
TVU-> >50000 >30000 and >25000 and >20000 >3000 Cat I & >2500 Cat II <50000 <30000 and <25000
1.Interlocking of Gates with Signals. a) Within Should be Should be Should be Should be Should be Interlocked with To minimize the Mean Waiting Time for road Station Interlocked Interlocked Interlocked Interlocked Station Signals in Suburban users, the arrangement of Interlocking should be Limits with Station with Station with Station with section, in Automatic Block such that the last operation before taking ‘OFF’ Signals Signals Signals Station signalling. In Non-Suburban of Signal should be the closing of the Gate and Signals section, all traffic gates should the first operation after the train has cleared the be interlocked with station signal Level Crossing and the Signal is put back to or if it has to be interlocked for ‘ON’ position, should be opening of the Gate by any other reason. the Gateman. b) Outside Should be Should be Should be Should be Should be Interlocked with Gate i) In case of Level Crossing protected by signal, Station Interlocked Interlocked Interlocked Interlocked Signals, in Automatic Block where the sighting of the signal by an engine Limits with Gate with Gate with Gate with Gate Signalling sections. driver is in adequate and the Gate signal is not pre – warned through other means (Distant Signals Signals Signals Signals Signal / Independent Warner Signal / Repeater Signal etc.), a Warning Board should be placed at not less than the emergency braking distance in the rear of the Gate Stop Signal. The board should be vertical 2000 mm by 450 mm with alternate black and yellow strips 125 mm width painted on it at an angle of 45 degree. The top of the board should be 4 M above rail level. The board need not be lit at night but should as for as possible be provided with scotchlite or other effective light reflectors or retro- reflective tape.
Safety Measures to be provided at Level Crossings Annexure 14/1
Page 33 of 301 ii) Where level crossing is situated outside station limits but in close proximity thereof, the clear distance between the level crossing and an outer signal should not be less than the full train length. Note: All manned level crossing gates both within and outside station limits falling on suburban sections and Automatic Block Signalling section shall be interlocked irrespective of the classification / TVUs of the gates
Spl. Class A Class B1 Claass B2 Class C Class (Manned) Other Stipulations
>50000 >30000 and > 25000 and > 20000 and >3000 Cat I and >2500 Cat II <50000 < 30000 < 25000 c) Normal Shall be normally kept open to Road Traffic If Interlocked, shall be normally Position kept open to Road Traffic of Gate 2. Telephonic or any other approved type Communication from the Gate Lodge.
Within or Telephone or any other approved type be provided with ASM’s office with all Manned Level In Block Sections having large number of outside Crossing Gates. Level Crossing Gates, the connections Station should be uniformly distributed between the Limits Block Stations.
Ref. Railway Board letter no. 2010/Tele/11(11)/1 Pt. dated 31.10.17
3. Warning Bells or Hooters Operated by Approaching Train at Interlocked LC Gate
Within or Provision of Warning bell or hooter operated by Approach Train at Interlocked LC Gates in suburban section and non-suburban sections be Outside provided on sections having Automatic Signalling. (Ref. RB’s letter No. 2011/SIG/WP/LC/IR/1 dated 20.02.2013) Station Limits
4. Type of Lifting barrier. a) Within or Electrically Electrically Electrically Electrically Electrically Operated Lifting In Non-Suburban Section, Electrically Outside Operated Operated Operated Operated barrier in Sub-urban Section. Operated Lifting barrier be provided, where Station Lifting barrier Lifting Lifting barrier Lifting Power supply is Reliable. Limits barrier barrier
Safety Measures to be provided at Level Crossings Annexure 14/1
Page 34 of 301 5. Approach Locking.
(i) To be provided in Sub-urban Section.
(ii) Dead Approach Locking with Timing of 60 secs in other sections.
Ref. Addendum & Corrigendum Slip No. 9 of SEM II
6. Warning Bell or Hooter for Road User
Provision of Warning Bell or Hooter may be provided at all interlocked LC gates for road users which will sound during closing of gate.
Safety Measures to be provided at Level Crossings Annexure 14/1
Page 35 of 301
Maintenance Schedule of LC Gate & Sliding Boom : Annexure 14/2 Maintenance Schedule of Power Operated Lifting Barrier
Schedule Code : LC1 Periodicity : Signal Technician : Fort Nightly, Sectional JE/SSE : Monthly Incharge SSE : Quarterly S.No. Check the following : 1. Ensure the smooth operation of gate barrier and check for auto stop of barrier in fully open (within 85°-90°) & closed (within 0°- 5°) position. Adjust circuit controllers, if required. 2. Cleaning the inside & outside of mechanism, booms, channels & hand Generator. Checking & cleaning of contacts, proper adjustment & condition of Limit switch/Circuit controller/contactors. 3. Check tightness of all fixing nuts & bolts of the mechanism counterbalance channels & adjust screws of base, gear box, clutch assembly, motor, pulleys, boom, machine foundation & the circuit controllers. Along with this any cracks in boom should also be checked. 4. Check all the indication on gate panel, Button & Emergency key. 5. Checking and cleaning of operating panel, Road signals and retro reflective STOP board on both LB & hooter. 6. Checking of Audio- Visual alarm/hooter for approach warning/approach locking. Wherever provided. 7. Check the proper working of telephone. 8. Availability of lubrication to its level in the gear box. 9. Locking Checking-> Solenoid Locking - Clean inside the solenoid device and ensure that a) The lever falls to the lock position by gravity. b) Making of Magnet Switch contacts (check with continuity meter) when boom hook is inside lock unit & lock lever is in locked Position. c) Contact does not break even when boom is moved up & down or sideways within allowable play in lock. d) Contact of boom lock proving switch, Replace if required. v Motorized Locking 10. Ensure that the boom hook falls properly into the Boom Lock Post. Adjust position of Boom Hook/ lock unit if required. Schedule Code : LC2 Periodicity :Signal Technician : Monthly, Sectional JE/SSE :Quarterly Incharge SSE : Half yearly 1. Apply a little grease to the cam surface which operates the limit switch. 2. Check Timing Belt tension for both barriers & Hand Generator. Adjust if required. 3. Check Gear Box for any leakage of oil. 4. Check clutch slippage torque and slippage of friction clutch. Adjust if required. 5. Parallel operation/& Individual operation and opening of gate. 6. Gate operation to be tested with Crank handle.CH should be kept sealed in the box. 7. Check emergency switch for turning signal to danger. In case of approach lowered signal, emergency switch to be kept in break position and to be rotated
Safety Measures to be provided at Level Crossings Annexure 14/1
Page 36 of 301
Maintenance Schedule of LC Gate & Sliding Boom : Annexure 14/2 Maintenance Schedule of Power Operated Lifting Barrier
to make position once gate is closed and panel push button is pressed. 8. All cable terminations are tight and properly connected. Schedule Code : LC3 Periodicity : Signal Technician :Quarterly, Sectional JE/SSE : Half yearly, Incharge SSE : Yearly 1. Measure the time of operation, working voltage of ELB and operating current. These records shall be kept in record book. Also ensure all parameter under permissible limit. 2. The input voltage/Current range of ELB are For barriers without hand generator Type Rated Normal (Max.) operating Maximum rated current for voltage Current/barrier for boom each barrier for boom length length up to 9.76m up to 9.76m (=10m.) (=10m.) AC 110V 2.5 Amps 4.0 Amps DC 24 V 4 .0 Amps 7.0 Amps DC 110 V 1.0 Amps 1.8 Amps b. For barriers with hand generator – Type Rated Normal (Max.) operating Maximum rated current for voltage Current/barrier for boom each barrier for boom length length up to up to 9.76m(=10m.) 9.76m(=10m.) DC 24 V 3 .0Amps 5.0Amps DC 110 V 0.7Amps 1.2Amps 3. Checking of NX switch / Crank handle. 4. Balancing of weight & booms 5. Tightening of Screws of ebonite cams of contacts. Schedule Code : LC4 Periodicity : Incharge SSE : Yearly 1. Proper functioning and interlocking of Sliding Boom. 2. Approach/dead approach locking. 3. Boom is perpendicular to road. 4. Check the resistance of all Limit switch/Circuit controller. 5. Clearance of boom from road (0.8-1m). 6. Boom opening (85-90 degree). 7. Yellow reflector strips on all booms on both sides. Schedule Code : LC5 Periodicity : Incharge SSE : Yearly 1. Annual testing of tail cable insulation & motor insulation with 100V megger.
Safety Measures to be provided at Level Crossings Annexure 14/1
Page 37 of 301 CHAPTER 15: CABLES Section 1: General
15.1.1.0 Railway signalling circuits should normally be carried on cables. For new works, signalling circuits shall only be carried on cables. In the 25 KV AC electrified areas, overhead lines shall not be used.
15.1.2.0 Cables used for carrying signalling circuits shall conform to relevant approved specification. The conductors used shall be of annealed copper and of approved size.
15.1.3.0 For detailed guidelines, refer Guidelines on signaling cable laying issued by research, Design & standards organization (document no. RDSO/SI/G/2010)
15.1.3.0 Planning for Cabling
15.1.3.1 While planning for cabling on a route, the number of conductors required, depending upon the circuits should be first determined. Recommended core sizes as per specifications shall be used.
15.1.3.2 Adequate spare conductors to a minimum of 20% of the total conductors used shall be provided for in each main cable up to the farthest point zone, beyond this there should be a minimum of 10% spare conductors of the total conductors used. No spare conductors are required if the total number of conductors used is 3 or less. The spare conductors shall be provided on the outermost layer.
15.1.3.3 Where a number of cables have been laid along a route, the circuits shall be so distributed that cables can be disconnected for maintenance purpose with the least possible dislocation to traffic. Line wise and, if necessary; function wise cable shall be provided. Auxiliary signals shall be taken in different cables.
15.1.3.4 After deciding the size and the number of conductors in the different types of cables to be used on a route, a foot survey along the track should be done to determine the best route for the cable.
15.1.3.5 The route so planned, shall be shown clearly on a cable route plan showing the actual alignment of track, giving offsets from permanent way or permanent structures. The diagram should indicate the various road and track crossings, crossing with power cables, water and sewage mains and other points of importance. It is preferable to chart the route on a route plan on which the existing routes of power cables, etc. are shown. In case Horizontal Directional Drilling method is used, depth should be such that to avoid damage to existing cables. Changes if any should be incorporated in the chart/plan.
15.1.3.6 Cable route plan shall also be approved by Engineering, Electrical departments and S&T open line where ever it is prepared by other than open line. In case of Construction works cable route plan shall be signed by Engineering and Electrical departments of executing agencies as well.
Chapter 15 : Cables Page 38 of 301 15.1.3.7 As far as possible low lying areas, platform copings, drainages, hutments, rocky terrains, points and crossings, shall be avoided. Proximity to Electrical Sub Stns / Switching stns shall be avoided.
15.1.3.8 Separate cables of suitable size shall be laid for point operation. It is desirable to have separate detection for each end of the point.
15.1.4.0 Signalling cables for outdoor circuits should not normally be laid above ground. In exceptional cases where it becomes unavoidable, the following precautions should be taken. (a) The cable should be suspended in wooden cleats, from cable hangers or in any other approved manner so that no mechanical damage occurs to the cable even under exposed condition. (b) The cable supports shall be so spaced as to avoid sag. (c) In station yards, cable shall be laid in ducts suitably protected. (d) Indoor signalling cable should normally be laid on ladders, channels or in any other approved manner. The cables should be neatly tied/laced. Note: In AC electrified areas cables shall be laid underground only. For laying cables in RE area, instructions as laid down in section 3 of this Chapter shall also be followed.
15.1.5.0 Cables may be laid underground, either in the trench, in ducts, in cement troughs, in pipes or in any other approved manner.
15.1.6.1 RCC, masonary, DWC-HDPE pipe or any other approved type of ducts/pipes shall be used for laying the cable.
15.1.6.2 The ducts shall have suitable covers.
15.1.6.3 The ducts shall be of such design as to prevent water collecting in the duct.
15.1.6.4 When cables are laid in rocky area, it is desirable to protect them with split RCC ducts of suitable design.
15.1.6.5 Where it is necessary to take the cable between the tracks, it shall be carried in trunking/Duct/pipe kept sufficiently below the ballast level.
15.1.6.6 In block section horizontal directional drilling method may also be used based on site conditions for the laying of Quad and OFC cables across the track at sufficient depth to avoid damage due to future work of doubling etc.
15.1.7.0 Where several cables of different categories have to be laid in the same trench, they shall be placed as far as possible in the following order starting from the main track side, so that in the event of failures, the maintenance staff may easily recognise the damaged cables. (a) Telecommunication cable (b) Signalling cable (c) Power cable
Chapter 15 : Cables Page 39 of 301 15.1.7.1 At RRI & important Jn. stations, all the main cables shall be laid in Concrete Ducts from end to end. At other stations, it is recommended to adopt this scheme between Home signals on either side, to minimise cable damages due to digging activities by other depts.
15.1.7.2 Where it is not feasible to provide concrete ducts, half Cut DWC-HDPE pipes of approved type shall be used for Protection of cables.
15.1.7.3 Where it is not feasible to achieve required depth due to rocky soil/other obstructions, Concreting to be done for protection.
15.1.7.4 Bottom of Trench shall be filled with available River sand or any other soft material.
15.1.7.5 Each cable shall be distinguished by a identity RFID tags (made of lead or any other non perishable material) at about 50m spacing with its numbering embossed to facilitate locating in case of failure. Cable Termination Drgs. shall show details of cable numbers at each termination.
15.1.7.6 PCSTEs may issue further detailed procedures for Cable laying.
15.1.8.0 Cables belonging to other department must not be laid in the same trench along with Signal & Telecommunication cables. A distance of approximately 10 cm must be maintained between cables of other department and signalling cables. The signalling cables must be separated from power cables by a row of bricks or any other suitable means between them. To avoid nonstandard practice during laying approval from Sr.DSTE / Dy.CSTE must be taken.
15.1.9.0 STORING AND TRANSPORTATION OF CABLE
15.1.9.1 Cable drums shall not be stacked on flat side. Suitable stoppers shall be placed for stability.
15.1.9.2 Cable drums shall have access for lifting and moving.
15.1.9.3 When rolling the cable drum either for unloading or transportation, the drum shall always be rotated in the direction of the ‘arrow’ which is marked on the drum.
15.1.9.4 The drums shall not be rolled over objects that could cause damage to the protective battens of the cable.
15.1.9.5 When unloading is carried out from the vehicle, the drum shall not be dropped on the ground directly to avoid damage due to impact. Fork lifter or ramp shall be used.
15.1.9.6 During all stages of storage, it is essential that the ends of the cable are effectively sealed by end cap or in any other approved manner to avoid water entry into the cable.
15.1.9.7 It is desirable that cable drums are stored in covered shed to protect against direct exposure to sun.
Chapter 15 : Cables Page 40 of 301 Section 2 : Installation of Cables
15.2.10.0 PAYING OUT AND TESTING OF CABLE
15.2.10.1 For paying out cables, the cable drums shall be mounted on cable wheels. It should be ensured that no kink is formed while paying out the cable.
15.2.10.2 The drum on the wheel shall be brought to one end of the trench, the end of the cable freed and the cable shall be laid along the trench.
15.2.10.3 A party of labourers shall move along the trench carrying cable at suitable intervals so that cable is not damaged due to dragging along the ground or bent unduly.
15.2.10.4 Before the cable is laid in the trench, a visual inspection of cable shall be made to see that there is no damage to the cable. It shall be tested for insulation and continuity of the cores. Thereafter the cable shall be laid into the trench. Record of Measurements (insulation and loop resistance) to be maintained. Note: - It is recommended that at Test Check spots, Video recording of Trench showing Depth, Nearby Fixed Structures & cable route be done where ever feasible & such Digital Data shall be preserved in Divisional Office with appropriate Labelling.
15.2.10.5 In cases where the wheels are not available, the drum shall be mounted on an axle at one end of the trench and cable paid out and carried by labourers.
15.2.10.6 In no case, shall the drum be rolled off on to the road for laying the cable and the cable dragged on the ground for laying purposes.
15.2.10.7 Whenever mechanized equipment is used, the work shall be carried out by a trained operator under the supervision of SSE/JE(Signal), in charge of the work.
15.2.10.8 In case of Tunnel, provision of cable duct should form part of the Tunnel design.
15.2.10.9 Provision of suitable duct/pipe/other arrangements shall be incorporated in the bridge design itself for laying of cables on bridges.
15.2.10.10 Where the cable drum is in damaged condition the cable may be placed on a horizontal revolving platform and the cable paid out in the same manner as given in paras above.
15.2.10.11 Paying out of cable should be done by rotating the cable drum and not by pulling the cable with excessive force.
15.2.11.0 Laying Of Cables
15.2.11.1 Cables shall be laid generally as per instructions given in this chapter. However, special precautions to be taken in the station yards etc where a
Chapter 15 : Cables Page 41 of 301 number of other utilities may be existing, may be detailed in a joint circular issued by the Civil Engineering, Signalling and Electrical Department(where applicable) of the Railway.
15.2.12.0 The Main cable laid parallel to the track shall be such that top of the cable is not less than 0.8 m from ground level. While those laid across the track shall not be less than 1.0 metre below the rail flanges. However, in case of rocky soil, the depth may be reduced but protection measures by means of Concreting / Ducting /Pipe shall be provided. Tail cable shall be laid such that top of the cable at a depth of not less than 0.5 m. In theft prone areas the cables may be laid at a depth of 1.2 m with anchoring at every 10 m.
15.2.13.0 The width of manually made cable trenches should commensurate with number of cables. The minimum width shall be kept as 0.3 metres. The bottom of the cable trench should be levelled and got rid of any sharp materials. In the soft ground, the cable should be laid at the bottom of the trench previously levelled. In the rocky ground, the cable should be laid on a layer of sand or sifted earth of 0.05 meter thickness previously deposited at the bottom of the trench. In both the above cases, the cable should be covered with a layer of sand or sifted earth of 0.10 meter thickness and thereafter a protective cover of trough or a layer of bricks or split DWC pipe of approved design should be placed.
15.2.14.0 CROSSING OF CABLES
15.2.14.1 When a cable has to cross the track, is should be ensured that-
(a) The cable crosses the track at right angles.
(b) The cable does not cross the track under points and crossings
(c) The cable is laid in concrete/GI/CI/DWC/HDPE pipes of approved type and specifications, suitable ducts or in any other approved manner while crossing the track.
(d) Wherever feasible horizontal directional drilling method may be used to avoid unnecessary imposition of caution order.
15.2.14.2 Wherever practical, the cable may be taken underground across the drain bed at a suitable depth for crossing small culverts with low flood level, horizontal directional drilling method may be used where ever feasible.
15.2.14.3 When cables have to be laid on a bridge, required arrangement of duct shall be advised to Engg dept. or they shall be placed inside a metallic trough which may be filled with sealing compound (as an anti-theft measure). The cable should be supported across the bridge in a manner which would involve minimum vibrations to the cable and which will facilitate maintenance work. Adequate cable length to the extent of 5 to 10 meters shall be made available at the approaches of bridge.
15.2.15.0 Cable markers wherever provided should be placed at suitable interval and at diversion points to mark the route.
Chapter 15 : Cables Page 42 of 301 15.2.16.5 While laying the cables in accordance with the above instructions, the following instructions should be adhered to for the safety of the track.
(a) Outside the station section, the cables should generally be laid at not less than 5.5m from the centre of the nearest track.
(b) Within the station section, the trenches shall preferably be dug at a distance of not less than 3m from the centre of the track, width of the trench being outside the 3m distance.
(c) At each end of the main cable an extra loop length of 6 to 8 m should be kept
(d) Cable is to be laid parallel to the track in the block section with minimum deviations and on one side of the track.
15.2.17.0 It is desirable that the excavation of the trenches is not done in long lengths and does not remain uncovered for long period. It is preferable that cables are laid and refilling done on the same day.
15.2.18.0 Back filling of the trenches should be done properly. The soil excavated shall be put back on the trench, rammed and consolidated.
15.2.19.0 During excavation, the soil of the trenches should not be thrown on the ballast. The soil should be thrown by the side of the trenches away from the track.
15.2.20.0 In places where cables to be laid within 1 metre from sleeper end, digging beyond 0.50 meter shall be done in the presence of an official from Engineering Department, and the laying of the cable and refilling of trench should be done with least delay.
15.2.21.0 Cable joints of approved type shall be used.
15.2.22.0 The work shall be supervised at site personally by an official of the Signal and Telecommunication Department not below the rank of a JE/SSE (Signal).
Section 3 : Cables and Cables laying in RE area
15.3.23.1 Only unscreened cable shall be used.
15.3.23.2 Screened signalling cable may be used on signalling installations where screened cable is already in use and site condition demand its further use.
15.3.23.3 PVC insulated PVC sheathed and armoured unscreened cable to an approved specification (IRS-63), 6 Quad cable (TC-30) and OFC (TC-55) shall be used for carrying signalling circuits as per the approved scheme.
15.3.23.4 The screened cable, if used, shall be PVC insulated, armored and to an approved specification IRS S-35.
Chapter 15 : Cables Page 43 of 301 15.3.23.5 The cable shall be so laid that it is not less than one meter from the nearest edge of the mast supporting the catenary or any other live conductor, provided the depth of the cable does not exceed 0.5 meters. When the cable is laid at a depth greater than 0.5 meters, a minimum distance of 3 meters between the cable and the nearest edge of the O.H.E structure shall be maintained. If it is difficult to maintain these distances, the cable shall be laid in concrete / heavy duty HDPE/Ducts or any other approved means for a distance of 3 meters on either side of the Mast. When so laid, the distance between the cable and the mast may be reduced to 0.5 meters. These precautions are necessary to avoid damage to the cable in the event of the failure of an overhead insulator.
15.3.23.6 In the vicinity of traction sub stations and feeding posts, the cable shall be at least one metre away from any metallic part of the O.H.E and other equipment at the sub station, which is fixed on the ground, and at least one metre away from the sub station earthing. In addition, the cable shall be laid in concrete or heavy-duty HDPE/DWC pipes/ Split RCC pipes or other approved means for a length of 300 meters on either side of the feeding point. As far as possible, the cable shall be laid on the side of the track opposite to the feeding post.
15.3.23.7 In the vicinity of the switching stations, the cable shall be laid at least one metre away from any metallic body of the station, which is fixed in the ground, and at least 5 meters away from the station Earthing. The distance of 5 meters can be reduced to one metre provided the cables are laid in concrete pipes/ heavy-duty HDPE-DWC pipes /ducts or any other approved means.
15.3.23.8 Where an independent Earth is provided for an OHE structure, i.e. where the mast is connected to a separate Earth instead of being connected to the rail, the cables shall be laid at least one metre away from the Earth.
15.3.23.9 Where there are O.H.E structures along the cable route, the cable trenches shall as far as possible, be dug not less than 5.5 meters away from the centre of the nearest Track.
Section 4: Insulation Resistance Testing of Signal Cables
15.4.24.0 These instructions apply only to the cables used for Railway Signalling and do not cover open line wires and internal wiring.
15.4.24.1 The insulation resistance tests should be made when conductors, cables and insulated parts are clean and dry.
15.4.24.2 A 500 V insulation tester should be used for insulation testing. The fact that the cable has capacitance means that it has to be discharged before a measurement of the insulation resistance can be made. The insulation resistance should therefore be recorded after the test voltage has been applied for one minute or so when the insulation tester shows a steady reading.
15.4.24.3 Any metallic sheath or metal work of any rack or apparatus case should be bonded to earth during test.
Chapter 15 : Cables Page 44 of 301 15.4.24.4 Disconnect all cores of a cable at both ends. The disconnection may be made through links of ARA /Modular terminals, if provided.
15.4.24.5 Connect one terminal of the insulation tester to the conductor under test and other terminal to all the other conductors being bunched together and connected to earth.
15.4.24.6 Similarly test remaining conductors of the cable one by one as in above Paras
15.4.24.7 Insulation Resistance so measured should not be less than 5 mega ohms per kilometer at buried temperature, if the insulation resistance is found to be lower than 5 mega ohms, the cause should be investigated and immediate steps taken to repair or replace it.
15.4.24.8 Insulation Resistance tests should be made in such a manner that safe operation of trains is not affected. It should be ensured that no unsafe conditions are set up by the application of test equipment.
15.4.24.9 All conductors in signalling cables must be tested for their insulation before commissioning
15.4.24.10 The conductors of the cables possess appreciable electrostatic capacity and may accumulate electrostatic charge. The cable conductors should be shorted or earthed to completely discharge any accumulated charge (i) before connecting the insulation tester while commencing the test (ii) before the insulation tester is disconnected when the test is completed. This is in the interest of safety of personnel and protection of equipment.
15.4.24.11 The results of the insulation resistance tests should be recorded in approved proforma. A comparison of test results between successive tests carried out on a cable under similar conditions will give an indication of the trend towards deterioration of the cable.
Section 5 : Maintenance of Cables
15.5.25.0 Periodical Testing of Cables
15.5.25.1 All conductors in signalling cables must be tested for their insulation in dry weather once in three years provided cables are monitored through ELD else annually preferably before monsoon as per instructions specified in section 4. Reading shall be recorded as per the format mentioned in Annexure ‘15’. Tail cables should be tested for insulation once a year. A comparison of the test results between successive tests carried on a cable under similar conditions will give an indication of the trend towards deterioration of the insulating material over a period of time. If a sudden fall in insulation is observed, the cause should be investigated and immediate steps taken up to repair or replace the cable. Note :- For Maintenance Schedules of Cables , please refer to Annexure 15/1
Chapter 15 : Cables Page 45 of 301 15.5.25.2 In addition to the regular testing of cables in dry weather, random tests in wet weather may also be carried out, where considered necessary, to localise any sudden deterioration in insulation of cables.
15.5.26.0 Earth Leakage Detector (ELD) : The use of this device is desirable in all electrical signalling installations, such as Route Relay Interlocking, Panel Interlocking, Centralized traffic control and EI. Note :- For Maintenance Schedules of ELD, please refer to Annexure 15/2
15.5.27.0 All cables termination devices, pillar boxes, cable heads and glands shall be kept clean and dry. These parts shall be frequently inspected and any tendency for moisture or water leak shall be immediately attended to.
15.5.28.0 No excavation in the vicinity of underground signal cables shall be undertaken without a representative of the signal & telecommunication department present and without taking suitable precautions for the safety of the staff. Suitable instructions in this regard shall be issued by the Railway in the form of a joint circular as stated in para no. 15.2.11.1
15.5.29.0 The protective works provided for the cables at places like track crossings, culverts, bridges etc shall be regularly inspected by the maintenance staff, special attention being paid to these protective works soon after the monsoon.
Note:- This Chapter has undermentioned Annexures for further study S.no Annexure no Description 1 15/1 Maintenance Schedule of Cable 2 15/2 Maintenance Schedule of Earth Leakage Detector (ELD)
Chapter 15 : Cables Page 46 of 301 Annexure : 15/1 Chapter 15 : Maintenance Schedule of Cable
Schedule Code : C1 Periodicity : Signal Technician : Monthly, Sectional JE/SSE: Quarterly, Incharge SSE : Half yearly S.No. Check the following : 1. All termination at CTR, Location Box, Junction Box and relay room should be checked for sulphation. Entries of cables in relay room, cable pit, location box etc. to be checked and should be sealed properly 2. Check for possible rat bite, vulnerability to bush fire / likely damage due to ongoing works nearby. 3. Visual check of connections, cable armour earthing arrangement in location boxes. Schedule Code : C2 Periodicity : Signal Technician : Quarterly, Sectional JE/SSE: Half yearly, Incharge SSE : yearly 1. Visual check of protective arrangement provided at track crossing, culverts, bridges, construction site and cable route marker in complete section. Special attention should be paid to these protective works soon after the monsoon 2. Checking of exposed cable in earth, bridges, duct, Platform, pipe etc. Exposed cable shall be buried or protected by concreting. Ends of the pipe must be concreted. 3. Condition of cable pipe to be checked. Cables pipe on bridges to be fastened properly, bracket to be tightened & fixed. Entries of cables in pipes should be sealed properly. Schedule Code : C3 Periodicity : Sectional JE/SSE: Yearly, Incharge SSE : Yearly 1. Verification of cable route plan and ensuring availability of cable route markers. All missing/damaged cable markers shall be identified and provided Yearly. Schedule Code : C4 Periodicity : As given in following pages 1. Periodical Meggering of main and tail cables to be done. Periodicity and procedure described in Annexure B. The results of the insulation resistance tests should be recorded in performa given in Annexure A.
NOTE: Ensure remedial measure in case of any deficiency in schedule mentioned above.
Page 47 of 301 Annexure 15/1 (Contd.)