g.275/wssr-611920/2019-20 work study to review the …

G.275/WSSR-611920/2019-20

WORK STUDY TO REVIEW

THE STAFF STRENGTH AT

SSE/SIGNAL/PLNI-

MDU - DIVISION.

SOUTHERN RAILWAY

PLANNING BRANCH

G.275 / WSSR-611920 / 2019-20

STUDIED BY

WORK STUDY TEAM

OF

PLANNING BRANCH

DECEMBER - 2019

WORK STUDY TO REVIEW

THE STAFF STRENGTH AT

SSE/SIGNAL/PLNI - MDU DIVISION

I N D E X

CHAPTER NUMBER

CONTENTS PAGE

NUMBER

(i) ACKNOWLEDGEMENT

1 (ii) AUTHORITY

(iii) TERMS OF REFERENCE

(iv) METHODOLOGY

(v) SUMMARY OF RECOMMENDATIONS 2

CHAPTERS

I INTRODUCTION 3 - 4

II PRESENT SCENARIO 5 - 39

III CRITICAL ANALYSIS 40 - 43

IV PLANNING BRANCH’S REMARKS ON CO-ORDINATING OFFICER’S VIEWS

44

V FINANCIAL SAVINGS 45

ANNEXURES

I S.A.V.E. STATEMENT 46

II DESU STATEMENT – SSE/SIG/PLNI 47

1

(i) ACKNOWLEDGEMENT

Southern Railway, Headquarters, Planning Branch Work Study team

sincerely acknowledges the valuable guidelines and co-operation rendered by the

DRM/MDU, ADRM/MDU, Sr.DSTE/MDU, ADSTE/MDU Co-ordinating

Officer, SSE/SIG/DG Co-ordinating Supervisor, SSE/SIG/PLNI and other

Supervisors and Staff of SSE/SIG/PLNI Unit for their immense help to conduct

this Work Study with excellence.

(ii) AUTHORITY

Annual Programme of work studies for the year 2019-20.

(iii) TERMS OF REFERENCE

To review the staff strength at SSE/SIGNAL/PLNI

(iv) METHODOLOGY

The following methodology has been adapted while conducting this Work

study:-

1) Collection of data.

2) Field Study to observe the present working system.

3) Discussion with Division Officers and Supervisors

4) Application of yardstick/bench mark

5) Arrived man power on need basis if required

2

(iv)

SUMMARY OF RECOMMENDATIONS

Recommendation:

3 posts of Technician Gr.I/Signal Maintainer in Level – 5 (GP Rs.2800) and 2

posts of Technician Gr.III/Signal Maintainer in Level – 2 (GP Rs.1900) are found

surplus to the requirement, the same may be surrendered and credited to the

Vacancy Bank.

(Total – 5 Posts)

3

CHAPTER – I

1.0 INTRODUCTION

1.1 Indian Railways is amongst the various possessions owned by our country

that makes India and people of India proud all over the Globe and it is in

news as a fast profit making Organization.

1.2 The great Indian Railways routed its path to the length and breadth of our

country.

1.3 The part of Staff cost in Total expenditure is about 33.5% and it is steadily

growing 12-15% in every year. To achieve the target Operation Ratio, the

Planning Branch/HQ Work study wing continuously strives to identify the

optimum Man Power to all the units of our Zone.

1.4 Madurai division is one of the state-of-art modern Railway station in

Southern Railway. Madurai is bounded on the North by the districts of

Dindigul and Tiruchchirappalli, Sivagangai on the east, Virudhunagar on

the south and Theni on the west. Madurai lies on the flat and fertile plains

of the river Vaigai. The city built around the famous Meenakshi Amman

Temple is also referred as Koodal in olden days which mean an assembly

of scholarly people, referring to the three Tamil Sangams held at Madurai.

1.5 Signaling system is essential for the safe and speedy movement of trains.

In Indian Railways, this system has made tremendous progress from old

Semaphore type to electrical signaling with Multiple Aspect Color Light

Signals (MACLS).

1.6 Some of the mile stones reached in Signaling system is as follows:

➢ MACLS – Better visibility, quick operation and less maintenance.

➢ BPAC – enhancement in the safety of train by proving the complete

arrival of train, elimination of the delay in granting line clear.

➢ Track circuiting – Detection of the presence of a train on the track

in order to prevent the arrival of the train on occupied line.

➢ AFTC – Replacement of conventional DC track circuit in the

electrified sections, avoidance of failures due to block joint shorting.

4

➢ TPWS – Information to the driver to regulate the speed of the train,

automatic actuation of the brakes without the intervention of the

driver.

➢ Datalogger – Detection of cases in respect to passing the signal at

danger by the driver and all other operations connected with signals,

points, track circuits etc with time and clues in case of accidents.

This can avoid manipulations and help to arrive at correct

conclusions.

➢ IPS - Continuous availability of power supply for modern electrical

signaling systems by enhancing the reliability of working of the

signaling system

➢ LED signals for CLS – Enhancement of life by reducing the

incidences of signal lamp fusing and consumption of less power.

The list is only indicative and not exhaustive.

1.7 An attempt has been made to study the present system of working at

SSE/Sig/PLNI unit of MDU division based from Benchmarking norms. With

the enhanced DESUs/manpower and further scope of growing technology

in terms of less maintenance involving financial implications, the workload

vs. requirement of the manpower is critically examined in the subsequent

chapters.

1.8 The salient features of most of the advanced technologies/equipments

involving less/free maintenance and the investments made in the

procurement of new assets etc. have been taken into account while

conducting the study.

This Study is confined to Signal & Telecom Department of MDU

Division/Southern Railway.

1.9 The Signal Department is controlled by CSE in Zonal level and Sr. DSTE in

Division level under the overall head of PCSTE who is the Principal HOD.

1.10 This Work study is circumscribed to assess the optimum Man Power

requirement of SSE/Signal/PLNI Unit.

5

CHAPTER – II

2.0 PRESENT SCENARIO:

2.1 Organization: The Signal Unit SSE/Signal/PLNI is headed by Sr.DSTE/MDU

and under the direct control of DSTE and ADSTE/MDU. There are 2

Supervisors and 16 staff working against the sanctioned strength of 25 and net

vacant is 7. The SAVE statement is given by Sr.DPO/MDU on 16.07.19 vide

Annexure-I. Palani town is having the pilgrimage temple of Palani Andavar

Murugan Temple which is known as one of the Arupadaiveedu Temple.

2.2 Organisational Structure:

The hierarchy is as:-

2.3 This SSE/Signal/PLNI office is located at PLNI station and responsible to

maintain signal assets from excluding DG Junction to GMGM and excluding

POY station. The above three sections jurisdiction and details are given

below:

API ODC CHPT PLNI PPTR MVRD UDT & GMGM

ADSTE/MDU

SSE/SIG/PLNI

Technician/ Sig. Maintainers

MNM

DSTE/MDU

Sr. DSTE/MDU

Helpers

6

2.4 The Stations in the jurisdiction of SSE/Signal/PLNI

Station No. of Lines

No. of Routes

Located at km Class Standard of Interlocking

API 3 30 10.698 B STD II R - RRI

ODC 3 30 32.840 B STD II R – RRI

CHPT 3 30 42.790 B STD II R – RRI

PLNI 4 58 58.262 B STD II R – RRI

PPTR 3 30 71.814 B STD II R - RRI

MVRD 3 30 82.582 B STD II R - RRI

UDT 3 30 91.986 B STD II R - RRI

GMGM 3 30 105.54 B STD II R - RRI

2.5 Details of Inter locked LC Gates / Block

Sl.No. Name of LC

Gates KM Class Block Instrument/

Method of working

1 LC No.8 17/600-700 B FM Diado

2 LC No.11 9/600-700 C FM Diado

3 LC No.12 12/500-600 C Push Button




7 LC No.37 35/700-800 Special Push Button




11 LC No.49 45/900-46/00 Special Push Button

12 LC No.56 52/500-600 Special Push Button



15 LC No.64 60/400-500 A FM Diado

16 LC No.65 63/600-700 C FM Diado

17 LC No.68 67/700-800 A FM Diado

18 LC No.77 76/00-100 B FM Diado

19 LC No.80 79/400-500 B FM Diado

7

20 LC No.90 89/500-600 C FM Diado

21 LC No.91 90/100-200 C FM Diado

2.6 Signal Details

Station Type of Signal

Total No. of

Signals 4 aspect 3 Aspect 2 Aspect

Type of Route

Remarks

API MACLS 12 - 6 2 Junction LED

ODC MACLS 12 - 6 6 Junction LED

CHPT MACLS 12 - 6 6 Junction LED

PLNI MACLS 13 - 5 8 Junction LED

PPTR MACLS 12 - 6 6 Junction LED

MVRD MACLS 12 - 6 6 Junction LED

UDT MACLS 12 - 6 6 Junction LED

GMGM MACLS 12 - 6 6 Junction LED

2.7 SSE / S&T /PLNI of Lever Statements / Units for 2018-19.

Sl. No. Station / LC No. Lever Units

1 LC 8 130

2 API 795

3 LC 18 79

4 LC 24 79

5 ODC 866

6 LC 37,38 & 40 185

7 CHPT 762

8 LC 49 79

9 LC 56 79

10 LC 58 & 59 150

11 PLNI 1080

12 LC 65 79

13 LC 68 79

14 LC 77 79

15 PPTR 707

8

16 LC 80 79

17 MVRD 743

18 UDT 797

19 GMGM 744

20 POY 3

Total 7594

2.8 TYPES OF SIGNALLING AND SYSTEM OF WORKING:

i. Absolute Block System

ii. Multiple Aspects Color Light Signaling (MACLS)

2.9 MAXIMUM PERMISSIBLE SPEED OF THE SECTION:

➢ DG-PLNI section: 75 Kmph for EY Goods & 60 Kmph for CC+6/8+2t

➢ PLNI-POY section: 70 Kmph for Goods and 60 Kmph for Goods loaded

CC+6/8+2 t.

2.10 LINE CAPACITY UTILIZATION:

✓ DG-PLNI section: 32 %

✓ PLNI-POY section: 28 %

2.11 Signaling Staff & Signal installations and their Functions:-

Strength and charges of SSE, JE, Technicians, section gangs and the strength

of the office staff shall be fixed by the Principle Chief Signal &

Telecommunication Engineer with consideration of nature of installation

density of work, size of installation & general importance of work.

2.12 STAFF DISTRIBUTION: The Book of sanction of the Unit SSE/Signal/PLNI is 25 and the actual is 17

and the net vacancy is 8. The Sanction, Actual, Vacant, Excess Statement is

furnished as Annexure -I

The actual staff strength of this Unit is 2 Supervisors, 8 Technicians and 7

Helpers together makes 17. The distribution is as below:

9

Sl. No.

Category Level Sanction Actual Vacancy

1 SSE/Signal 7 2 1 1

2 JE/Signal 6 1 1 0

3 Sr.Tech/Sig. Mtr. 6 2 2 0

4 Tech.Gr.I/Sig. Mtr. 5 9 2 7

5 Tech.Gr.II/Sig. Mtr. 4 1 1 0

6 Tech.Gr.III/Sig. Mtr. 2 5 3 2*

7 Helper/Signal 1 5 7 +2

Total 25 17 8

* One Re-engaged staff in Tech.Gr.III/Sig. Mtr.

2.13 Terminologies in installations and functions:-

In Indian Railways, this system has made tremendous progress from old

Semaphore type to electrical signaling with Multiple Aspect Color Light Signals

(MACLS). Mile stones reached in Signaling system are as follows:

➢ MACLS – Better visibility, quick operation and less maintenance.

➢ BPAC – enhancement in the safety of train by proving the complete

arrival of train, elimination of the delay in granting line clear.

➢ Track circuiting – Detection of the presence of a train on the track in order

to prevent the arrival of the train on occupied line.

➢ AFTC – Replacement of conventional DC track circuit in the electrified

sections, avoidance of failures due to block joint shorting.

➢ TPWS – Information to the driver to regulate the speed of the train,

automatic actuation of the brakes without the intervention of the driver.

➢ Data-logger – Detection of cases in respect to passing the signal at

danger by the driver and all other operations connected with signals,

points, track circuits etc. with time and clues in case of accidents. This

can avoid manipulations and help to arrive at correct conclusions.

➢ IPS:- Continuous availability of power supply for modern electrical

signaling systems by enhancing the reliability of working of signals.

➢ LED Signal Unit: – Enhancement of life with reduction in incidences of

signal lamp fusing maintenance cost is reduced, as they don't need

frequent replacement except occasional cleaning.

10

➢ Electronic Interlocking(EI) like Solid State Interlocking(SSI)

➢ Route Relay Interlocking (RRI) & Panel Interlocking(PI)

➢ Point Machines, Battery Charger, DG Sets, Inverters. LED lamps.

➢ SPD - Surge Protection Device, SSDAC-Single Section Digital Axle

Counter,

➢ ABS–Automatic Block Signaling, IBS-Intermediate Block Signaling

➢ PC–Personal Computer

➢ Auto Exchanges(AX), Trunk & Manual Exchanges(TX), Line Plant(LP)

➢ Telegraphy(TY), Traffic Train Control(TC), Sound Distribution

System(PA)

➢ Electric Clocks(E/C), , Yard Communication System(YARD)

➢ High Frequency Radio Communication System(HF)

➢ Line of Sight Systems(UHF/VHF/Microwave)(MW), Power Plant

System(PP)

➢ Carrier Communication(CC), Cable (CABLE), Optical Fiber Cable(OFC)

➢ Repeater Station Cable(RSQ), Cable Hut(CHQ), Computers(COMP)

➢ Token-less Block Instruments, Integrated surveillance system, Data

loggers, LED lamps, train display Boards, etc.

2.14 All enhances safety enhancement of safety levels in train operations on IR,

with vast improvement in signaling system, safety, & security of train

operations, and better customer interface in Railways.

2.15 Interlocking can be defined as an arrangement between points, signals and

other appliances interconnected electrically/mechanically/both to ensure

objectives viz.;

a) It shall not be possible to take ‘off’ signals for a route unless all the points

are correctly set and the facing points are locked for that route,

b) Once the signals are cleared, it shall not be possible to alter the points on the route unless the signals are put back to ‘on’,

11

c) Even though the signals are put back to ‘on’, it shall not be possible to alter the points unless the intended movement over such points is completed,

d) It shall not be possible to operate signals leading to conflicting

movements,

e) The points and signals can be operated only in a sequence to ensure safety, and

f) Where signals are connected to any devices, the signal shall not obey

until the conditions for working such devices are fulfilled.

2.16 The above objectives can be summarized as four essentials of interlocking:- i)

setting of route, ii) locking, iii) holding, iv) prevention of conflicting movements.

2.17 Standards of interlocking:- Depending upon the standards of safety devices

provided at the stations, in conformity to the speed factor, there are four

standards of interlocking, namely Std.I(R), Std.II(R), Std.III(R) and Std.IV(R).

The signal equipment, the manner of locking facing points and operation of

points and signals differ in the different standards of interlocking.

2.17.1 Panel interlocking is a modern signaling system provided at the stations

wherein both points and signals are operated from a centrally located panel by

means of push buttons or knobs. This system essentially provides for relay

interlocking and has augmented safety features with consolidating interlocking.

2.17.2 The status of the points, signals and the reception lines is readily available on

hand to the Station Master, which makes for smoother operation.

2.18 Track circuits:-

Track Relays: - Shelf type track relays shall normally be overhauled every 10 years subject to a maximum of 12 years. Plug in type track relays have to be replaced on completion of 12 years or earlier if warranted by the actual condition of the relay and / or its usage. The ballast used on track in the vicinity of glued joints shall be cleaned to ensure efficient packing and drainage. The clearance from the underside of rail below a glued joint must not be less than 50mm.

12

2.19 Track Circuits - Periodicity of testing

- The operating characteristics of the track relay should be checked once every two years.

- Track Relays of shelf type must be overhauled at intervals not exceeding 10 years. Plug-in type track relays are to be replaced after 12 years (or earlier if warranted).

- Main cable should be tested once a year, tail cables once in 6 months.

- Train shunt test must be taken every time a track circuit is adjusted. It should be taken at parallel portions of the track also with minimum 0.5 ohm resistance.

2.20 Electric Point Machine:-

• Testing of Electric Point Machine for the individual integrity of contacts of point machines and corresponding detection relay in the relay room.

• Once in three months check & clean the carbon brushes and commutator with chamois leather until carbon deposits are disappeared. Track locking should be tested for tightness and friction free.

• Obstruction test should be carried out fortnightly by Signal Technician, monthly by Sectional JE(Sig.) & Quarterly by SSE(Sig.) in-charge.

• Insulation tests on the point machine to be conducted Half-yearly by Sectional JE (Sig.) & yearly by SSE (Sig.) In-charge.

The Meggering should be carried out at initial stages, before and after cable

laying with periodical maintenance.

Electric Point Machine:– Maintenance of Electric point machine, Maintenance schedules are as laid down in SEM part II strictly.

Parameters of Electric Point Machine

Description Siemens

Point Machine IRS

Point Machine IRS Point Machine

(Clamp type)

GRS 5 E Point Machine

Inspection

Schedule

Maintainer – fortnightly, JE (Sig.)-monthly & SSE(Sig.) [in-Charge]

Quarterly

13

2.21 Axle Counters:-

Applications of Digital Axle counters:

• Digital Axle counters both Single section and Multi section have a variety of following applications:

• Berthing tracks in station areas and yards.

• Point zones in station areas and yard.

• Automatic Signaling sections.

• Block working thro’ axle counters.

• Level Crossing warning system using axle counter.

• Intermediate Block Signaling (IBS) in Double line sections.

2.22 Digital axle counter is the advanced form of track circuit which has its own

advantages and additional safety features. Failure of axle counters in a station

or block section paralyses the movement of trains thereby affecting their

punctuality.

FRAUSCHER ACS2000- Multi Section Digital Axle Counter

Track circuits play a vital role in train operation by detecting the presence of train vehicle, thereby ensuring safety in train operation.

As these cards are technically sophisticated, on getting the Cards Repaired at the LAB concerned it shall be put in the system again.

2.23 Periodic Overhauling of Block Instruments:

Periodical overhauling interval shall not exceed ten years for Single Line Token Block Instruments and seven years for Double Line Block Instruments and Handle type Single Line Token less Block Instruments. Push Button Token less Block Instruments do not require overhauling. The associated polarized relay shall also be overhauled along with the Block Instrument.

14

2.24 Maintenance of SGE Double Line Block Instrument :

➢ Needle indicators must be properly maintained so that they operate fully and

return to the normal position, when the commutator is brought to Line Closed

position.

➢ It should be ensured that the commutator movement is smooth while turning it

from one position to another position.

➢ It should be ensured that commutator gets locked, when it is turned from Line

Clear to Train On Line position, before Train On Line indication contacts are

made.

➢ See that all terminals screws, nuts, lock nuts and locking screws are tight and

all split pins are open.

➢ Inspect the contact surfaces on the butterfly assembly. If pitted, clean them

with chamois leather.

➢ Check the resistance of indicator coil, lock coil and their working currents, if :

➢ Considerable difference is noted between subsequent readings, locate the

fault and rectify the same.

➢ Check the full lock notch and half lock notch on the locking drum, for their

correct shape & squareness. Correct them if necessary.

➢ Check that no loose wires get trapped in the moving parts.

➢ Check that only correct springs make when commutator is in “Line Clear” &

“Train On Line” positions.

➢ Check that the desired springs make when bell plunger is pressed and that

bell beats are registered properly when bell plunger is pressed by the adjacent

station.

➢ Check the coil resistance of bell relay, bell coil and their working currents

during inspections. If considerable difference is noticed between subsequent

readings, locate the fault and rectify it.

➢ Check the telephone battery, replace if necessary.

➢ All batteries must be kept clean. Terminals must be free from dirt and

corrosion.

➢ Ensure that wire connections at the terminals are firm.

➢ Check and ensure that earth and earth connections are effective and in good

condition.

➢ Ensure that common earth is not used for indication circuit because in case of

leakage or breakage of one earth, both the instruments will come in series.

➢ In case of “Train on Line” position +ve will on line & -ve on earth from the line

battery.

15

➢ At that time for another line clear the -ve will be on line & +ve on earth, during

this period if earth breaks PR (Polarized relay) may attract to Train On Line

position & a PD (potential drop) is created. If the value of PD is more than 5

volts, PR will attract to line closed position when a train is in the section. This

enables the Last stop signal to be off for 2nd train which is unsafe hence

common earth should not be provided.

2.25 Single line Handle type Token less block instrument (FM coded)

Maintenance:-

▪ Always keep each part clean to ensure its proper working.

▪ Keep Terminals, bolts and plugs of Transmitter and Receiver always well

tightened to prevent any looseness of fixtures and consequent poor contact.

▪ All Contacts in. Block Handle, PB1, PB2 buttons S1, S2 switches are clean

and free from grease or dirt.

▪ All springs are in good condition and kept properly adjusted.

▪ Contact and switches are under appropriate pressure. The Contacting

Portion should be maintained smooth as they wear out at the time of sliding.

▪ All mechanical moving parts inside the tokenless Instrument work freely and

are well lubricated. Special Care to be taken during rainy weather to prevent

rusting and sticking of parts.

▪ Locking piece and locking segments inside the token-less instrument shall

be cleaned regularly specially during rainy weather.

▪ No oil or grease should be applied in the locking piece and locking segment.

▪ At respective handle stops, there shall not be more than 0.5 mm clearance

between locking piece and the projection of locking segment.

▪ Between locking piece and the upper edge of the locking segment when the

former is in locked condition and between the Locking piece and the lower

edge of locking segment when the former is in unlocked condition there shall

be a slight clearance and there shall be no possibility of the locking piece

being lifted up.

▪ The lock armature works freely and the locking portion is properly forced

down for each locking portion.

▪ There is no undue tendency for the Lock Magnet to be held when

electrically de-energized.

▪ The magnet coil does not retain any Magnetism.

▪ Switches S1 and S2 should be checked regularly. Number of counter

operates serially;

▪ Number in every case is clear and visible.

▪ Connecting rod with shunt key and Block Handle assembly shall be

checked frequently.

16

▪ The minimum line battery voltage should be maintained at 21.5V.D C.

▪ The minimum line battery voltage should be maintained and ensure

operating voltage at the other instrument at 21.5 V D.C.

▪ The output voltage of receiver for operating CR1 or CR2 shall be 19.2V min.

▪ Transmitter - Source voltage - 24 V.DC Output

▪ Receiver-Source voltage-24 V.DC, Input voltage-0.2 V to 1.0 V(with VTVM).

▪ TOLK armature should be checked for its placement in the center channel

putting the fingertip at the edge of the armature on both sides lightly to check

easy play and full operation of parabolic indicator.

▪ When the input voltage is in the range of 0.2 V to 1.0 V (by VTVM) the

output terminal voltage should be 19.2 volt min.

2.26 Push button token-less Block instrument (PTJ make)-Guidelines for

installation & maintenance :

▪ Line Circuit with EARTH RETURN shall not be used.

▪ Local Battery voltage at the Instrument terminals on load should not be

below 24 Volts.

▪ Secondary cells of sufficient capacity may be used, as the maximum

working current per Instrument is about 1.2 Amps.

▪ The Local battery voltage on load should not exceed a maximum of 29 V as

it may affect the zener diode working.

▪ The difference between the local battery voltages of the interconnected

instruments on load should be kept to a maximum of 4 volts i.e. between 24 V

& 29 V.

▪ The line battery shall be capable of supplying a minimum current of 60 mA

on line but not more than 70 mA.

▪ The Line current shall be measured both at the transmitting and receiving

ends. There shall not be appreciable variations.

▪ Separate line battery should be provided for each instrument. Whenever

the line battery is changed the line current should be checked.

▪ Wherever dual bank batteries are used for line circuit, the current should be

measured before and after every change over. This is to assess the level of

charging required for the discharged battery bank.

▪ While installing these instruments, care shall be taken to ensure that the

Relay plug boards and the Relay contact springs are not damaged. (Keep the

Relays parallel while plugging/removing the Relays).

▪ Maintain correct polarity while connecting HOOTER leads.

17

▪ HMT cord should be connected to the respective terminals to ensure that no

current is drawn from the telephone battery when the HMT button is not

pressed.

▪ Whenever the instrument fails, interchanging of Relays and units shall not

be resorted to, without ascertaining the actual cause and this change may be

effected only if it is warranted.

▪ Relays and timer units shall not be left without the Relay retaining clip.

▪ Whenever the resistance or condensers are replaced in the units correct

values have to be selected and soldered properly.

▪ Oiling of TLB switch contacts shall be avoided.

▪ During periodical maintenance/Inspection, the charger shall be switched

‘OFF’ and the working of the Relays has to be observed for few operations.

The terminal voltage should also be monitored during the working in order to

ensure the condition of the battery.

▪ All Instruments should be paired with similar type only.

▪ The entire latch Relays(QL1 Relays) should be in de-latched condition while

commissioning the equipment.

▪ Ensure all the removable connectors are locked perfectly in the plug board. 2.27 Electric Lifting Barrier:- Periodicity of Replacement of parts :

1) The spring loaded Carbon Brushes are meant for permanent usage. However the contacts made by the carbon brushes need to be closely watched so that the circuit controller operation is not affected. This should be watched every three months.

2) Check Gear Box for any leakage of oil every three months. Oil has to be replaced after 1 Lac operation or One year whichever is earlier.

3) For rest of the item periodic maintenance of 6 months is sufficient Quarterly maintenance-

Check clutch slippage torque. Adjust if required.

Check Timing Belt tension for both barriers & Hand Generator. Adjust if

required.

Check contacts of copper ring with carbon bushes of all circuit

controllers.

Annual maintenance:-

• Replace the oil in the barrier gear unit. Old oil is removed from the

bottom of the gear unit by opening the bottom plug. New oil is filled from the

top of the gear unit, by opening the top plug provided.

18

• Replace Timing Belts if worn out.

• Oil the clutch slippage bush.

Perform System changeover schedule in a hot standby EI system once in a month.

2.28 Electric Lifting Barrier :

▪ Fortnightly/Monthly maintenance

▪ Check for smooth operation of Barrier and auto stop of barrier in the fully open

and closed position. Adjust limit switches if required.

▪ Clean the inside and outside of mechanism.

▪ Tighten all fixing nuts and bolts of the mechanism base, gear box, motor,

boom and counterbalance channels.

▪ Operating current measurement.

▪ Quarterly maintenance

▪ Check clutch slippage torque. Adjust if required.

▪ Check Timing Belt tension, Adjust if required.

▪ Check and replace limit switches if contacts worn out.

▪ Check contact of Boom Lock Proving switch. Replace if required.

▪ Annual maintenance

▪ Replace the oil in the barrier and Hand Generator gear unit. Use gear oil

SAE 90 or equivalent.

▪ Replace Timing Belts if worn out.

▪ Replace Clutch plate if required.

▪ Oil the clutch slippage bush.

2.29 Effective or Maintenance-free earthing:-

This type of earthing is provided with earth electrode of a highly conductive,

corrosion-resistant material with low soil resistivity earth enhancement

compound around it. This arrangement eliminates the drawbacks of

conventional earthing such as corrosion of electrode and high and fluctuating

earth resistance.

Maintenance free earthing is provided for signaling and telecomm equipments

with solid state components requiring low earth resistance of the order of 1

Ohm such as Integrated Power Supply, Digital Axle Counter, Data Logger,

Electronic Interlocking etc. Earthing of signaling cables and equipments is

done to ensure reliable and safe operation of the equipments by limiting or

eliminating the induced voltages in signal and Block circuits.

19

2.30 Block Earths – Periodicity of testing:- Block earths and their connect ions

must be examined at intervals not exceeding one month and should be tested

for resistance once a year. Where the resistance exceeds 10 ohms, action

should be taken to reduce the resistance.

2.31 Loose wires for maintenance purposes:- The desired cable route should

be shown clearly on cable route plan showing the actual alignment of track,

giving offsets from permanent way or permanent structures.

2.32 Equipment – Disconnection Notice:- Before attending to the defect

involving interference with the interlocking gears, procedure laid down for

Disconnection Notice. While undertaking the items of work, it is essential that

the Station Master concerned be kept informed by the official of S&T

department undertaking the work so that Station Master on duty is aware that

the S&T staff is working on signaling gears at his station. Notice in the form

S&T (T/351) (Annexure – B of para1416 of Signal Engineering Manual) and his

permission obtained before the work is started.

1. The situations are grouped under three sets and the details under each group

are;

Group (A) – Situations not requiring the consent of on duty Station Master

Group (B) – Situations definitely requiring the consent of on duty SM.

Group(C) – Situations demand issue of Disconnection Notice is definitely.

2. Attending to signal and point failures:- As soon as the Station Master on duty

becomes aware of any failure of signaling equipment at his station governing

the movements of trains, he should immediately report such failures in writing

personally or through control phone to the MSM/ESM as the case may be and

to the Signal Inspector apart from advising all other officials in accordance

with S.R.3.68.3.

ESM/MSM who attends such failures shall record the failure in the proforma

as given on the reverse side of Annexure A of 1414 of SEM. These reports

shall be forwarded weekly to the Signal Inspector for further scrutiny. It is

reiterated that the Signal Maintainer must not permit any other artisan or

Group D staff to do any adjustment for cleaning or repairs of signal equipment

except under his personal supervision. After the failure is set right, the person-

20

in-charge shall test and certify in writing the rectification of the defect and if

necessary demonstrate to the traffic staff about the normal working.

2.33 Testing and Overhauling of Electrical Locking:- Power interlocking frames,

provided with electrical locking must be tested at least once a year and

overhauled at least once in 3 years.

2.34 Testing of locking:- Approach locking, indication locking, track locking, time

release, cross protection, route locking and back locking should be tested

once in three years.

2.35 Inspection & Maintenance of Surge arrestors:- In lightning arrestors of

Class B, aging phenomena may occur in rare cases, adversely affecting the

protective function of the devices, because of frequent overloading/lightning. It

is therefore advisable to check the arrestors every two to four years, and after

direct lightning strikes. Surge arrestors of Class C contain varistors having an

indicator, which shows whether the device is faulty. The indicators of these

should be checked, especially after a period of thunderstorms. If the indicator

changes from green to red, the device must be replaced, since it no longer

gives protection.

2.36 Integrated Power Supply system:- The function of Integrated Power Supply

system is to provide a stable and reliable AC and DC power supply to the

Railway signaling installations against all AC mains variations or even

interruptions. This is very essential for proper movement of trains. As the

name indicates, it is designed and developed with a view to provide complete

power solutions from single system to all signaling circuits. The IPS for

Railway Signaling circuits shall be manufactured as per Latest RDSO

specification No.RDSO/SPN/165/2012 Version3.0.

2.37 SMPS BASED INTEGRATED POWER SUPPLY:- For a robust Signaling

system installation, stable and reliable power supply system is vital. Power

supply arrangement is the heart of signaling system. For a reliable signaling

system installation, reliable power supply system is most important.

• Revised specification RDSO/SPN/165/2012 with reliability improvement feature

has been issued.

• To improve the reliability, auditing and modification of IPS is carried out.

21

1. IPS is covered under warranty and AMC to be arranged after warranty expires.

2. However, periodical maintenance & inspection is required to check the health

of system by recording voltage and current of sub systems.

3. Batteries shall be checked individually, top up electrolyte if require, white

petroleum jelly to be applied on the terminals and cell retentively test also to

be done time to time.

4. Potential contact shall be suitable proved in data logger for continuous

monitoring.

5. Once in a month, switch OFF main Converter in IPS and observe if the stand-

by is taking the load.

6. Once in a month, switch OFF Stand-by Converter in IPS and observe if the

main is taking the load. Cleaning of dust collected inside the IPS panels

(SMPS, DCDP & ACDP) should be done with the help of blower once in a

month.

7. Check the healthiness of SPD periodically and whenever you feel surge is

occurred.

8. Once in a month, check for Auto changeover operation between Inverters and

Bypass CVT as described in instruction manual.

2.37.1 Advantage of IPS using switch mode technology over thruster based

system:-

o Integration of various power supply equipments i.e. Battery charger,

Transformer, DC-DC Converter, Inverter and Voltage Regulator in one

equipment.

o Based on high efficiency 90% SMPS based latest technology with phase

correction. Hence power factor (PF) achieved is better than 0.9.

o Modular in design with modules working in n+1 hot standby mode to provide

redundancy and future expansion at any time later on even in working

installation by adding more modules.

o Provision of continuous battery health monitoring with indication and alarms on

Status monitoring panel with Station Master.

o Remote monitoring of failures of modules is possible through Data logger as

potential free contacts for such failures are provided in the equipment.

22

o Standard configurations adopted for small and medium size stations to

increase reliability, availability and maintainability.

o Reduce maintenance efforts due to centralized maintenance.

o Higher reliability due to in-built redundancy and integrated factory wiring.

2.37.2 Integrated Power Supply (IPS)

Power Supply (IPS) Is having

various chargers and batteries for

different supply. This has improved

efficiency because it is based on

SMPS technology with improved

reliability due to in-built redundancy

of modules. Comprehensive

guidelines for improving reliability of

IPS have been issued to Railways

vide Lr. No. STS/E/IPS Genl. dt.

21.11.2013.

In Southern Railway during Feb’2011 the reliability improvement works by

providing IPS, maintenance free earths, lightning dischargers and replacement

of batteries and improved maintenance of DG sets.

23

MAINTENANCE:

Weekly (by maintainer)

a) Check voltage (12v&24v DC) at IPS and MLK Rack

b) Check all fuses

Weekly by Signal Engineer

a) Back up schedule : User data log. Event log & error log back to be taken in

hand disk as well as floppy disk for remote storage

Monthly by Signal Engineer:

a) System Changeover. System changeover from A to B/B to a to be carried out

monthly

b) Measuring of earth readings

Annually

a) Replace the lithium battery

b) Check the converter cum isolator

c) Perform the inspection activities mentioned in section 8.3 of 6800C manual.

Five Years by Signal Engineer:

Inspect surge protection devices, replace if required.

24

2.38 LED Signal Maintenance

▪ Input Voltage range available to Signal Aspect on load at site >82.5V to <137.5

V AC.

▪ Ensure that terminations on CR and fuse terminal block are proper and tight.

▪ Ensure that interconnecting cable between CR and LED/Signal lighting Unit is

properly connected and tight.

▪ Ensure that mounting screws of LED Signal Lighting Unit, CR and fuse terminal

block are properly fixed.

▪ Ensure that protective Caps are placed on the supply terminals of CR.

▪ Tighten all terminals in CT rack, junction Box, LED Signal Lighting Unit, Current

Regulator, HMU, Route Signals, Shunt Signals and Calling-On Signal

periodically or as per instructions given by the railways.

▪ Ensure that mounting bolts/screws have been tightened for LED signal lighting

unit, current regulator and Health monitoring unit once in a six month or as

instructed by railways.

▪ Clean the LED signal lighting units, all terminals and current regulator

periodically with soft cloth.

▪ Ensure that LED signal does not vibrate during the running of trains.

▪ Ensure that the all LEDs of LED signal lighting unit are properly lit.

▪ LED signal lighting unit should be stored in suitable cover provided with

thermocol packing on the inner side surface.

▪ Ensure that the protection cover is provided on the current regulator terminals to

avoid external interference.

▪ The connections in the location boxes should be cleaned for removing

oxidation, rusting etc. regularly.

▪ After any check opening/refitting CRC spray should be provided.

▪ The LED signal lighting unit clear lens should be cleaned once in a six month to

remove the dust with anti-static soft cloth or as per instruction given by the

railways.

▪ Ensure that the AC supply used for lightening the LED Signal Lighting units is

pure sine wave (i.e.50Hz ± 2 Hz).

▪ Ensure that correct polarity is connected while connecting power supply in case

of DC lit signals.

▪ Check periodically and ensure that signal housing door is kept shut and locked

properly.

▪ Safety validation test as per the pre-commissioning check list may be conducted

once in a year.

25

2.39 (i) Preventive Maintenance

The following checks should be performed at least on an annual basis

▪ Clean the outside of the card file/enclosure using a soft clean cloth.

▪ Inspect the card file/enclosure for dents and scratches and internal damage.

▪ Ensure that the all card file modules are properly mounted and securely fastened.

▪ Remove all printed circuit boards from the card file. Inspect the card file back-

plane for loose or damaged connectors. Also, thoroughly inspect each printed

circuit board for physical damage, discolored or damaged components and

wiring insulation, cracked or broken component leads and copper traces.

Questionable circuit boards should be replaced from the spares inventory.

▪ If necessary, vacuum-clean the interior of the card file without disturbing any wiring.

▪ Use a non-metallic, insulated vacuum head.

▪ Re-install the circuit boards into the card file. Tighten the board retaining screws finger tight.

▪ Check all power input and signal supply leads for frayed or discolored insulation and loose connections. Also check all lightning arrestor/voltage suppressor devices for any signs of physical degradation.

▪ Visually examine all wire and cable harnesses for proper bundling and slack.

▪ Remove the VCOR relay from the installation and inspect it.

▪ Caution

(ii) Corrective maintenance

▪ Corrective maintenance on the MICROLOK II system is limited to the correction of basic wiring and hardware problems and the replacement of modular system components.

▪ If a component has been determined faulty, return it to M/s Ansaldo STS Transportation Systems Pvt. Ltd for repair or replacement.

2.40 SMR Maintenance:- SMRs are fully alarmed and operate in an active loop

sharing arrangement. However, some regular checks can be early warning of

problems waiting to happen. Check for failure signal by switching off one SMR

at a time one in a month.

2.41 Battery Maintenance:- The manufacturer’s maintenance manual and instructions

of Zonal Railways are to be followed and important points are;

26

2.42 VRLA battery:-

• Cleaning of all cells near its terminals.

• Reading of all cell’s voltage with Charger switched ON.

• Reading of all cell’s voltage with Charger switched OFF.

• Boosting of Sick cell using Sick cell Charger.

• Replacement of the faulty cell with new cell.

2.43 Low Maintenance Battery:-

• Cleaning of all cells around top cover and terminals periodically.

• Applying petroleum jelly over the terminals.

• Periodically recording of all cell voltages and their specific gravity.

• Periodically checking of electrolytic level of cells.

• Periodically recording of all cell voltages with Battery Charger switched OFF.

• Boosting of Sick cell using Sick cell Charger.

• Replacement of non-reparable cell in a bank by fresh charged cell.

2.44 Cleanliness:- Apart from these instructions regular cleaning of IPS and battery

room should be done Cleaning of dust collected inside the IPS panels (SMPS,

DCDP & ACDP) should be done through blower once in a month.

2.45 Checking of earth resistance:- Check earth resistance every 3 month with

earth resistance meter. It should be less than 3 Ohm.

2.46 Electronic Interlocking [MICROLOK II Electronic Interlocking system

Maintenance]:-

Weekly Maintenance:-

(a) Measuring Voltages, Fuse Checking, Back up Schedules–Performed by Signal Maintainers.

(b) Backup Schedules - Performed by Signal Engineer

[User Data Log, Event Log and Error Log backups are to be taken in Hard Disk

as well as Floppy Disk for remote storage.]

2.47 Monthly Maintenance:-

(a) System Changeover, Measuring Earth Resistance Value and Annual Maintenance Performed by Signal Engineer

27

[During Changeover, SGE block instrument must be kept in TOL condition.

Ensure Synchronization Microlock II clock time with Maintenance PC time after

changeover.]

(b) Replace the Lithium Battery, Check the Converter cum isolator, Remove the

VCOR relay from the installation and inspect it and perform the inspection

activities as Preventive Maintenance.

2.48 Five years Maintenance:- - Performed by Signal Engineer

▪ Inspect Surge Protection Devices(SPDs)

▪ Replace if found deteriorated.

▪ And System Failure Register to be maintained.

2.49 IPS Maintenance:-

Check Points for DC-DC Converters:-

Sl. No.

Check Point

Action required Frequency

1. Converter

O/P Voltage Check if the O/P Voltage are set as per

requirement. If not, correct them. Once in 15

days.

2.

Paralleling of

Converters

Switch OFF main Converter and observe if the stand-by is taking the load.

Once in a month.

Switch OFF Stand-by Converter and observe if the stand-by is taking the load.

Once in a month.

3. Converter

Mechanical Alignment

Check if all the converters are inserted properly.

Once in 3 months.

4. Converter Cleaning

Remove one by one and clean the converter using soft cloth. Gently blow some air from

top or Bottom to remove the dust inside.

Once in 3 months.

5. Converter

failure. Check for failure Signal.

Once in 3 months.

Check Points for ACDP:-

Sl.No. Check Point Action required Frequency

1. O/P Voltage of inverters, AVRs, Step-Down Transformers as per requirement.

Check if the O/P voltages are set as per requirement. If not, check for fuses contactors.

Once in 15 days.

2. O/P Voltage of inverters, AVRs, Step-Down Transformers

Check if the O/P voltages are set as per requirement. If not, check for fuses contactors.

Once in 15 days.

3. Inverter O/P current Check if the DPM is showing the signal current as per original settings.

Once in 15 days.

28

4. Auto changeover between inverters and Bypass CVT

Check for this changeover operation as described.

Once in a month.

5. Connector mechanical Alignment

Check if all the connectors of various sub systems are inserted properly.

Once in a month.

6. Sub-system Cleaning Remove one by one and clean them using a soft cloth. Gently blow some air to remove the dust inside.

Once in 3 months.

2.50 Railway Board Lr.No.2014/Sig/SF/Summer Precautions Dt.15-04-2015;

prescribes Summer and Pre-Monsoon Precautions apart from local

requirements, shall be taken to minimize effect of high temperatures on

Signaling systems in Track Circuits, Points, Signals, Power Supply and DG

sets, Relay Rooms, Electronic Signaling systems in general, Cable/Block and

Lightning and Surge protection.

2.51 Railway Bd. Lr.No.2015/Sig/SF/Monsoon Precautions Dt.18-05-2015;

Stipulates holding of a Joint Inspection by ADEN, ADSTE, AOM, ADEE and

ADMO with their supervisors of Signal and Engineering Departments in

accordance with JPO and for attending deficiencies before the onset of

monsoon.

2.52 Inspect and check Track Circuits, Points, Signals, Relay Rooms, Cabins and

Equipment Room, Power Supply arrangement, S&T Cables, locations Boxes,

Earthing & Lightning protection devices, operating cum indication panel, level

crossing gate, Electronic interlocking, general signal equipments like SSDAC,

MSDAC, EI, IPS, Data Logger, UFSBI, AFTC, DAC, emergency lights,

torches, petromax, all measuring instruments and readiness of transport

facilities etc.

2.53 PREVENTIVE MAINTENANCE

A) Daily

• Batteries voltage and charger output voltage.

• AC supply voltage and charger output voltage.

• Cleaning of equipment rooms with vacuum cleaner and wiping of the

floor for all rooms.

• Failure list of the subscribers.

• Testing of all the trunks (STD, OTD and other) circuits.

• Working of Lights, Air conditioners.

• System status listing

29

• Failure history list

• Alarm checking

• Room temperature recording

B) Weekly

• Specific gravity, voltage and load test of the batteries, sulphation of terminals.

C) Monthly:

• Wiring and connecting terminals of power supply arrangement.

• The different modes of operation of FCBC, the internal checking and cleaning of FCBC.

• Earthing connections of all equipment and earth electrodes.

• All cabinets of equipment, Man machine interaction, terminal printer, attendant consoles to be cleaned.

• Cable termination MDF and IDF to be cleaned and checked.

• Cable runs-inter rack, rack to IDF, MDF and Attendant consoles to be checked.

• Transmission loss test of all trunk circuits

• Office Data Back up to be updated.

• Checking of GD tubes

• Functional Testing of Attendant console

• Tone testing of MW circuits & realignments

• Traffic data listing & analysis

D) Quarterly:

• Contact points of Attendant console to be cleaned with contact cleaner.

• Testing of All Service features from the Test Telephones.

• Cleaning of terminations in CT boxes, Location boxes.

• Adjustment of SMPS modules

E) Yearly:

• Earth resistance value measurement

• Line loop resistance and insulation testing

• Checking of wiring of subscribers premises, CT boxes and location boxes.

• Testing of spare cards.

• Analysis of load distribution among operators console.

• System programme backup.

2.54 INTERLOCKED GATES:- At interlocked gates, interlocking and communication

equipment are provided and maintained by S&T department. Interlocking shall be

provided as per para7.82 of SEM, Part I.

30

2.55 The following points shall be followed during Maintenance & testing of Electric

Signal lamp:-

a) Lamps shall be operated in the vertical position cap up.

b) Lamps shall be tested for 6 hours.

c) Testing shall be under ON-OFF condition for one minute each continuously.

d) Testing voltage should be 10.5 V on lamp terminal

e) Separate signal transformer should be used for each lamp.

f) Single filament and double filament lamp shall be tested separately.

2.56 MAINTENANCE OF CABLE:- Signaling cable must be tested for continuity and

insulation. The tests should be carried out before and after cable lying. For

maintenance purposes these tests shall be performed after every one year for main

cable and after every six month for tail cable.

2.57 Replacement Schedule for Single/double Filament Lamp at 80/30days or as per

CSTE’s instruction. Maintenance schedule for SSDAC:-

2.58 Train Management System (TMS) /Centralized Train Control (CTC)

Train Management System (TMS) /Centralized Train Control (CTC) covers following

two categories of functions:

➢ Centralized operation of signaling systems for a large section encompassing

multiple interlocked stations

31

➢ Centralized real time monitoring of train traffic for enabling efficient decision

making for traffic control of large section.

The features like software

based interlocking logic,

less wiring, easy

alterations, self-diagnostic,

in-built data logger etc.

make it maintainer friendly.

2.59 LED Signals: - This signal provides better visibility over the conventional

incandescent lamp signals. LED signals also have longer life, consume less energy

and require low maintenance efforts. So far, more than 2,50,000 aspects have been

installed over Indian Railways. Integrated LED Signal Lamps have been developed

which have better reliability.

Poly Carbonate cover of LED Signal Lighting Unit may be cleaned with soft and

antistatic cloth periodically.

Check installation once a year by disconnecting the interconnecting Cable between

CR & LED Signal Lighting Unit of Main Signal to check audio-visual alarm and

correspondence of ECR.

Check health monitoring device on each visit.

33

2.60 Lithium Batteries:- WESTRACE Network Communications Module (NCDM) has

Lithium batteries installed. Replace Lithium batteries of WESTRACE NCDM module

every 5years. MICROLOK II CPU also consists of Lithium batteries. Replace these

once in a year.

2.61 Vital Cut -Off Relay (VCOR):- Each card file will have one Vital Cut-off relay (VCOR)

to ensure the healthiness of the system. Once in a year, remove the VCOR relay

from the installation and inspect it.

2.62 WESTRACE VLM6 EI:- Moviola works as the maintenance terminal and data logger

for the WESTRACE. It helps in easy identification of fault s and diagnosis of any

failure in WESTRACE. It also helps in monitoring the interlocking.

2.63 CENTRAL MONITORING UNIT OF DATA LOGGER: A remote centralized system for

monitoring the status of signaling gears and systems through data loggers located at

wayside stations.

A typical Electronic Interlocking installation shall consist of VDU Control Terminal

and/or CCIP, Central Processing Unit, Object Controller and/or relay driver circuit,

Maintenance Terminal & Data logger, etc.

Maintenance terminal(MT) with display, keyboard, printer and event logging facility for

minimum 10,00,000 events or one month data (whichever is larger) of its own.

2.64 Joint Inspection of Points and Crossings by the Divisional officials of Engineering

and S&T Department vide Joint Circular No.SG.85/1 dt.7.1.1986 and 27.10.1988, on

aspects that are Essential for ensuring correct and smooth operation of the points.

This would mainly focus on the portion between SRJ and the HEEL of the Switch.

The tolerances specified are only for working of connected signalling gear.

2.65 FREQUENCY and level of Inspection:- Every interlocked point in a yard shall be

jointly inspected by the PWI-in-charge and the S.I. in Grade I or above, once in six

months by rotation according to a pre-determined schedule. Where, an official of

Grade-I is not available, an official in next lower grade may be associated.

2.66 RECORDING of observations:- A bound register of Joint Inspection of Points and

Crossings be maintained at each Station.

34

2.67 Annual Maintenance Contract(AMC) with Original Equipment Manufacturers (OEMs),

give rise to follow up failures, etc. The installation of data loggers with proper

networking resulting in proving of relays, in maintenance and upkeep. Provision of

Block Proving by Axle Counter(BPAC) reduces dependence on human element in

train operation through a system of automatic counting of axles of a moving train over

a section and enhances safety.

2.68 Analysis of signal failures:- There is a significant correlation between safety and

reliability of assets. As reliability of asset improves, dependence on human judgment

decreases and safety is enhanced.

2.69 Single Section Digital Axle Counters (SSDACs) were used for train detection in yards

as well as block section. However, from 2005-06 and onwards, Multi Section Digital

Axle Counters (MSDAC) is increasingly used in the yards for train detection

purposes. The use of LED signals provided great respite to the signaling

maintenance management from the pre-mature fusing of conventional lamps and

frequent replacing of signal lamps. A specific example shows that 70 – 80% of block

and track circuit incidents are due to equipment failures pertaining to electronics

based digital axle counters.

2.70 CLASS `C' STATIONS or BLOCK HUTS: Where permission to approach may not be

given for a train, unless the whole of the last proceeding train has passed complete at

least 400 Mts. beyond the Home Signal (IBS/IBH) and is continuing its journey. This

will also include an Intermediate Block Post.

35

2.71 Data Logger:- Data logger stores status of relays in chronological order. This is useful

in analysis of failures and unusual events. It is also used for “predictive

maintenance”. The networking of data loggers provides remote monitoring of events.

2.72

Universal Fail Safe Block Interface (UFSBI) has been developed to interface conventional block instruments with OFC. With the help of this, conventional block instrument can be operated on OFC channel. Development completed in 2006. This equipment will be used in Block Proving by Axle Counters (BPAC) applications using block panel in lieu of conventional block instruments. Improvements in functioning of UFSBI are being carried out by introduction of media diversity auto switch & efficient power supply will also reduce operating time from 16s to 4s by eliminating DC pulse transmission.

2.72.1 The essential duties of SSE/SE/JE covers execution of all works involving

alterations to the existing installations, and installations of new equipment, its

adjustment and connections and Carrying out periodical tests on line wires

independently as well as jointly with the officials of the Posts & Telegraphs

department.

2.73 DUTIES OF SIGNALING SUPERVISORS & SIGNAL MAINTAINERS:-

GENERAL DUTIES:-

Knowledge of rules and instructions

❖ A Maintainer shall be conversant with rules, regulations and instructions

concerning his work contained in the following books of reference as well as other

instructions issued from time to time.

❖ General & subsidiary rules, Signal Engineering Manual[SEM]; Safety First Book

36

❖ A Maintainer shall not permit any artisan or Class IV staff to do any adjustment to

the gear in use except under his personal supervision and he shall ensure that the

staff under him clearly understands this rule.

2.74 Maintenance of muster sheets etc.

• A Maintainer shall mark his own attendance and that of his staff on the muster

sheets received from the SSE/JE (Signal) before starting his work. Erasing and

over-writing is not permitted. Loss of muster sheet shall be brought to the notice of

the SSE/JE(Signal) at the earliest. A Maintainer shall work to the duty rosters

provided and see that the staff under him also works according to the roster.

2.75 MATERIALS AND TOOLS AND PLANT

❖ A Maintainer shall, where necessary, get his requirements of materials for

maintenance and repair work from the SSE/JE (Signal), giving full particulars of

station, location and the gears to be replaced.

❖ Released materials shall be returned to the SSE/JE (Signal) immediately. There shall

absolutely be no wastage of any material.

❖ A Maintainer shall always take his tools with him when on duty. All tools shall be kept

in a condition fit for immediate use.

2.76 Co-operation between Electrical and Mechanical signal maintainers:

❖ Electrical and Mechanical Signal Maintainers shall co-operate in testing all signals

operated mechanically and controlled electrically.

❖ Electrical and Mechanical Signal Maintainers shall extend full co-operation to each

other in their day to day work.

2.77 TECHNICAL DUTIES OF SIGNAL MAINTAINERS

❖ Efficient maintenance and testing of all equipment under his charge such as

Mechanical Signaling equipment, Electrical and Electronic Signaling equipment,

Telecommunication equipment, etc.., so as to keep them properly adjusted and in

good working condition, in accordance with instructions contained in the Manual and

such Circulars or Instructions, as may be issued from time to time.

❖ The term electrical signaling equipment includes Block Instruments.

37

❖ Carrying out works and alterations to the existing installations under the instructions

of the SSE/SE/JE (Signal).

❖ Bringing to the notice of the SSE/JE (Signal) any emergency and situation that may

be beyond his competence or control by a message on control phone or by a

telegram or by a messenger or personally.

❖ Ensuring that the safety appliances like Safety Belts, lifting tackles and staging, etc..,

are in good condition and are always made use of in order to ensure his safety and

the safety of staff working under him.

2.78 Duties of Technicians:-

• Periodical maintenance of signals, block instruments, interlocking gears, panels,

RRIs, track circuits-both preventive and repairs attendance.

• Replacement of Spare parts, Equipments etc.

• Attendance of failures

• Restoration works during accidents, unusual occurrences

• Cleaning, Lubricating, Testing etc. of equipments.

• Assisting Engineering& Electrical staff wherever S&T items are involved

• Disconnection works

• Maintenance of records

• Collection of stores tools and plants etc.

2.79 Duties of Signal Maintainers during Signal Failures:-

A Maintainer shall attend to all failures in his section promptly proceeding by the first

available means on receipt of information. Before taking up work, he shall first obtain

failure report/message from SM/ASM in writing in accordance with provision of

G.R.3.68. He shall make every endeavor to rectify the failures expeditiously and take

all possible steps to prevent recurrence. If a gear has failed on the unsafe side and

the ASM has been unable to put the relevant signal to 'ON', the Signal Maintainer

shall take steps to disconnect/disable the relevant signal and bring it to 'ON'. Failures

beyond his competence or control must be brought to the notice of the SSE/SE/JE.

2.80 Duties of Signal Maintainers during accidents:- On receipt of advice about any

accident in his jurisdiction, the Maintainer shall proceed to the site of accident by first

available means. He shall not interfere with any equipment on his own but shall act

upon the orders given by the senior most officials at the site of accident.

38

2.81 Signal Sighting Committee:- All new signals/modified signals and warning boards

etc. shall be inspected and passed by “Signal Sighting Committee” consisting of

(i)SSE/SE/JE(Signal) (ii) Loco Inspector & (iii) Traffic Inspector as per standard

proforma. For existing signals the above inspection should be carried out quarterly.

Foot-plate Inspection:- In order to check visibility of signals from Driver`s view, Signal

Staff have to travel by Locomotive. This is known as Foot -plate

Inspection. All SSE/SE/JE(S) shall carry out Foot-Plate Inspection of all signals by

day and by night in both Up and Down directions once in a month or once in 3

months as applicable over their entire jurisdiction and submit record of observations

in the prescribed format. During the inspection they shall take special notice of the

following.

a) Signals should be correctly focused and should be burning brightly

b) All cabins should be provided with sufficient lighting arrangements

c) No fixed light should be interfering with the sighting of signals

d) The speed of the train should not exceed the maximum permissible speed

e) Examine the visibility of signals from the driver side. If a signal is seen

obstructed by tree branches or other obstructions the detail should be noted

for remedial action.

f) Note down the signals found drooping or improperly taken off or incorrectly

g) All signals should have adequate visibility as specified preferably from the

driver side of the foot -plate.

h) Anything that may endanger safety or may interfere with signaling gears shall

be brought to the notice of the concerned department. If immediate action is

necessary, the train may be stopped at the next stat ion for giving necessary

information to the SM.

i) All warning boards should be in proper fettle. Signal that are to be replaced to

“ON” by the passage of t rains are being so replaced.

j) Fireman/ Asst. Driver should be calling out signals clearly and loudly Speed

Restrictions & Caution Orders should be observed precisely by the crew.

k) Day Foot-Plate Inspect ion should be done during broad day light hours

preferably at noon and night foot-plate Inspection should be done between

odd hours(midnight ) to 0400 Hrs. (4AM).

39

2.82 General Safety Precautions to be taken during Maintenance:-

Do not touch the electric / electronic equipment unless sure that there is no

leakage current in the body of the equipment.

While working on the electrical/electronic equipment always use rubber shoes,

rubber mattress, rubber gloves or dry wooden platform to maintain the separation

from the earth.

Before switching on the equipment always ensure that the circuit is properly

connected and no person is working on the circuit.

Before doing any experiment always have full knowledge of experiment and all

required tools, equipment and circuits with you.

Before starting any maintenance, repair, always disconnect equipment from

mains. Never pull the plug from the socket by holding the lead wire of mains.

Whenever working on the mains your hands should be dry. Never touch the

mains, electrical equipment with wet hands.

If there is any high voltage capacitor in the circuit, always touch or disconnect the

capacitor after discharging it.

@@@

40

CHAPTER – III

3.0 CRITICAL ANALYSIS

3.1 The prime task of the work study is to right size the man power in the general

interest of productivity of the Indian Railways. Right sizing of Man power is a

continuous and comprehensive measure referring with the current work load

and the present processes methods. Also RITES recommended the concept

of zero based budgeting in man power planning on regular basis as in such to

justify the presence of every employee.

There are lot of tools available to measure the Man power requirement,

normally the activities are split up into small groups and analyzed into micro

level to arrive the required Man power. In Indian Railways, the work study

conducted to the unit basis level, hence Macro level study is only possible and

it is being carried out with the help of

i. Bench Mark

ii. Need basis

3.2 Calculation of DESU of MDU Division:

Divisional Equated Signal Units otherwise known as DESU is a derived unit

from Signal Assets after the addition of many other factors and constants like

Annual Train Kilometers, Route Km etc. The DESU of the whole of the MDU

division for the year 2018-19 is as follows;

A1 Total No of signal units - 77823.000

F Annual Train Kms (H+J+K+L) - 7776.788

H Passenger & proportion of mixed trains - 7375.042

J Goods & proportion of mixed trains - 363.052

K Department trains - 38.694

L EMU trains - 0.000

Calculation of A2

G = Total Route Kms - 1294.000

F/G-7.3 - -1.290

A2 = A1 x (F/G-7.3) x 3.42/100 - -3433.708

41

Calculation of A3

Signal units/Route Kms (A1/G) - 60.141

Value of Y - 0.000

A3 = A1 x Y/100 - 0.000

Calculation of A4

Z=F/G - 6.01

A4 = A1 x Z x 0.94/100 - 4396.532

Calculation of A5

A5 = 1.67 x G - 2160.980

DESU= A1+A2+A3+A4+A5 - 80946.804

DESU of MDU Division = 80947

3.3 DESU Calculation of Signal/PLNI:

Total Signal Units of MDU division - 77823

DESU value of MDU division - 80947

Conversion factor (80947/77823) - 1.04

DESU value given by the Division and PLNI section are tabulated below:

Sl. No.

Description DESU value at

Division DESU value at SSE/SIG/PLNI

1 LC 8 130 81

2 API 795 918 (Incl. of LC 11 & 12)

3 LC 18 79 81

4 LC 24 79 81

5 ODC 866 855

6 LC 37,38,40 185 212

7 CHPT 762 762

8 LC 49 79 81

9 LC 56 79 196

10 LC 58,59 150

11 PLNI 1,080 1,080

12 LC 65 79 81

13 LC 68 79 81

14 LC 77 79 81

42

15 PPTR 707 707

16 LC 80 79 91

17 MVRD 743 743

18 UDT 797 802

19 GMGM 744 853 (incl. of POY Block)

20 POY 3 0

21 LC 30 0 86

22 LC 64 0 86

23 LC 90, 91 0 125

Total 7,594 8,083

From the above, the man power calculation is based on the DESU value given

by the SSE/Sig/PLNI.

Total signal units of SSE/Sig/PLNI - 8083

DESU value of SSE/Sig/PLNI (1.04 x 8083) = 8406

3.4 MAN POWER REQUIREMENT AS PER BENCH MARKING:

Bench marking is a very important tool in IR for rightsizing man Power, Man

Power calculation is also calculated based on the current Bench marking. In

the Report of Efficiency and Research Directorate of Railway Board ED(E&R)

D.O No. 2004/E&R /2800/Rly/Imp/I Dt. 14.02.2005.

3.5 Calculation:

As per the current benchmark issued by RB in the Month of September 2019,

(Placed as Annexure – II), MDU division falls under the classification

‘Divisions less than 120 DISTUs ’. The best performing signal unit with less

than 120 DISTUs is SA division in Southern Railway which has the manpower

of 2.22 per 1000 DESUs.

If this bench mark is adopted, the man power required for SSE/Signal/PLNI

would be 18.66 Say 19 staff (8406/1000 x 2.22) leaving a surplus of 6 staff

from sanctioned strength of 25. Out of six posts one post is allotted for

Office/Store maintenance.

43

3.6 Actual requirement of Supervisor staff:

In view of the technical skill required for the inspection/maintenance of modern

equipments, 3 sanctioned posts of SSE/JE may allowed to continue for smooth

operation. Therefore, the 5 Technician vacant posts viz., 3 posts of Technician

Gr.I/Sig.Mtr. in Level 5 (GP Rs.2800) and 2 posts of Technician Gr.III/Sig.Mtr.

in level 2 (GP Rs.1900) are found surplus only.

Sanction Vs Requirement:

Sl. No.

Category San Act Requirement Surplus

1 SSE/Signal 2 1 2 0

2 JE/Signal 1 1 1 0

3 Sr.Tech/Sig. Mtr. 2 2 2 0

4 Tech.Gr.I/Sig. Mtr. 9 2 6 3

5 Tech.Gr.II/Sig. Mtr. 1 1 1 0

6 Tech.Gr.III/Sig. Mtr. 5 3 3 2

7 Helper/Signal 5 7 5 0

Total 25 17 20 5

* One Re-engaged staff in Tech.Gr.III/Sig. Mtr.

Recommendation:

3 posts of Technician Gr.I/Signal Maintainer in Level – 5 (GP Rs. 2800) and 2

posts of Technician Gr.III/Signal Maintainer in Level - 2 (GP Rs.1900) are

found surplus to the requirement, the same may be surrendered and credited

to the Vacancy Bank.

(Total – 5 Posts)

*****

44

CHAPTER - IV

4.0 PLANNING BRANCH’S REMARKS ON CO-ORDINATING OFFICER’S

VIEWS:

45

CHAPTER –V

5.0 FINANCIAL SAVINGS

If the recommendations made in the study report are implemented, the annual

recurring financial savings will be as under:

Sl. No.

Category Level / Grade

pay (Rs.)

No. of post

Mean Pay (Rs.)

Annual savings (Rs.)

1 Technician Gr.I/ Signal Maintainer

Level – 5 (2800)

3 68040 2449440

2 Technician Gr.III/ Signal Maintainer

Level – 2 (1900)

2 46536 1116864

Total 5 114576 3566304

46

G.275/WSSR-121718/2017-18

WORK STUDY TO REVIEW THE STAFF

STRENGTH AT SSE/SIGNAL/MNM-

MDU - DIVISION.

G.275/WSSR-121718/2017-18


STRENGTH AT SSE/SIGNAL/MNM

MDU - DIVISION.

G.275/WSSR-121718/201-18


STRENGTH AT SSE/SIGNAL/MNM-

MDU - DIVISION.

47

Since such a drastic reduction in the sanctioned strength would affect the

present working of the unit and therefore the same is not adopted for the study.

Madurai division’s Man Power Ratio is 3.87/1000 DESUs, but this peak value

is 1.7 times greater than the current bench mark value of 2.22 in Salem

division. If this bench mark could be adopted, the manpower required for

SSE/Signal/PLNI would be 0.72 times greater than the sanctioned strength.

Therefore, the study team has considered the average bench mark value of all

divisions (except MAS) in Southern Railway. The bench mark value of each

division is given and taken the average bench mark value as below.

MDU division = 3.87

TPJ division = 3.08

PGT division = 2.37

TVC division = 2.86

SA division = 2.22

Total = 14.4/5 = 2.88 say 3

Hence, the Southern railway average bench mark is taken as 3. Since the

current IR average is closely near to this bench mark it would be more

appropriate to adopt the average bench mark of southern railway for

SSE/Sig/PLNI as well. By applying this bench mark, the manpower required at

SSE/Sig/PLNI would be 23.7 say 24 (7898/1000x3) leaving a surplus of 1 post.

However, taking a lenient view and since the Sothern Railway average is more

than the current bench mark, and hence it is most suitable and adopted.

This is the most liberal calculation amongst the above current and current IR

average bench marks calculations and which is also very close to the present

utilization.

At present there is no ministerial staff in this unit, the unit operated a suitable

Group – D staff for office uses on need basis to cater to the works of

establishment and stores of this unit. The work study team recommend to

division may create one ministerial post for this unit.

48

3.6 Out sourced details:

Sl.No Description of work Amount in Rs

Name of the contractor (Shri)

1 Signaling arrangement at pamban viaduct Bridge No.346(44 Spans)

45,59,486 Mohamed Ekram Madurai

2

Proposed provision of series track circuit on D-Route in DG-MDU, TEN-TCN, VPT-TSI, MDU-MNM, TPJ-MNM, MNM-RMM

49,41,177 Meltronics Systemtech Pvt Ltd Bangalore

3 Proposed signaling reliability improvement works in VPT-MNM

31,31,598 Meltronics Systemtech Pvt Ltd Bangalore

Total 1,26,32,261

From the above table shown that the contract works amount Rs. 1,26,32,261/-

is raised in MDU division. Out of which MNM section is having the contract

value Rs. 76,91,084/- only. Generally, in any work study to take 35% of the

value in total amount of contract works and to convert manpower in terms of

daily labour cost or mean pay of the monthly Tech-III (Skilled) salary in which

most beneficiary of the division is to be taken as the manpower calculation.

Therefore, the total contract value Rs. 76,91,084/- is taken for manpower

calculation in MNM section as below;

35% of the total value of Rs. 76,91,084/- - Rs. 26,91,879/-

Mean pay of Tech.III/month - Rs. 43,628/-

Salary of Tech.III/year - Rs. 5,23,536

Required manpower calculation is - Rs. 26,91,879/Rs. 5,23,536

Manpower arrived as = 5.14 say 5 Staff

LR/RG = 1 staff

Total staff to reduced on contract account = 6 staff

As per work study Vs contract works, 6 staff must be reduced from

sanctioned account. But the work study team has decided for future

improvement works like Railway Electrification, doubling etc. it is

suggested that not taking any reduction on outsourcing/contract works.

g.275/wssr-611920/2019-20 work study to review the …

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