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FOR OFFICIAL USE ONLY

MINISTRY OF RAILWAYS
RAU,.WAY BOARD
NEW DELHI

:.:>- DESIGN MANUAL

FOR
ELECTRIC TRACTION

VOLUME 1

RAILWAY ELECTRIFICATION SURVEYS

JULY 1994

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,- ) ENERGYMANAGEMENTGROUr

0 '·

(A GOVERNMENT OF. INDIA ENTERPRISE)

BAJAJ HOUSE, 97·NEHFlU PLACE
NEW DELHI
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, All rights res,a rved . No part of this publlcafl6n may be reproduced or transmit led
In any fOrniH!Il': by any means Including photocopying and recording without )
the wrlllen{~r.mlssion of Secretary (Electrical). Railway Board. Rail Bhav(Jn. New
)
Deihl 110 OJill.Such written permission must also be oblalned before any part
'<?,t, this pub'ncrn'km Is stored In a retrieval system of any-na-ture , )

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 PREFACE

1. Railway Board. vide I_heir leHer No. 90/Elec.(G)/113/3 doted 7.12.90 assigned
work of Preparation of Electric Traction Design Manual. This Manual Is In
four Volumes.

'2. volume I of this Manual covers various aspects of r~ailway Electrificalion

Surveys.

Volume II covers design aspects of Traction Power Supply Inslallotions.

Volume III and IV cover design aspects of layouT of Overhead Equiprnml

structures. foundations etc.

3. ·Thls Manual Is Intended to be a guide only and Is not to supersede an,,'

of RDSO's InstructlOlns or Standards. In case there Is any disagreement
between the stipulations mode In this Manual and RDSO's latest GuLde-
lines on a subject. the RDSO's Guidelines shall prevail

4. RITES ale grateful to Shri i'-loel Lobo Prabhu. formerly Director (Traction
Installations), RDSO and other officers In the Traction Instaltalions Dlmc-
torate for scrliflnlzlng the Drafts submitted by RITES and making useful
suggesHons. All these have been made use of In preparing this Manuu.

"S. SUQ;;Jesi'!ons for Hnprovement In the subseauent edilions of this Manual

may be made t.o Director Genera! (TIL RDSO Lucknow and Group
General Manager (Electrical). Domestic Project Division RITES. NeVI Oelhi.
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.cONH:NTS
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Preface Page No

. Chapter 1: Introduction 1
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Chapter 2: The Survey T~dm and Its Work 9

Chapter 3: Principles for WlrlQg Plans. Sectioning Diagrams

ahd General Power SUpply Diagrams 1.5

Chapter <1: Foot-by-Foot Survey 27 )

Chapter 5: Preparation of Pre· Pegging and Pegging Plans <11 I

Chapter 6: Abstract Estimate and Cost Analysis 67

Chapter 7: Reconnaissance Survey 101

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Chapter 8: Format of the Project Report 111
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Chapter 9: Estimdtion of Quantities 117

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 CHAPTER l'

INTRODUCTION

. L 1.1 Purpose 01 Railway Electrification

Electric Power Contact lines are provided as overhead conductors over running
Railway lines to provide energy to electrically driven Railway 10cQmotives or to
train sets. As compared to diesel locomotives. whose power Is Umlted by the
permissible axle load and the moving dimensions for accommodation of the
diesel engine. the contact lines permll almost unlimited power at the 'disposal
of the electrically driven vehicle. Higher power permlls heavier trains to achlevfl
• higher speeds. Electric Multiple Units provide last commuter services wllh qulcl~
reVersal at terminals, ensuring high frequency'.of service. On routes where the
commuter services share tracks with main line trains. Ihe Electric Multiple Units'
offer least Interference to the latter due to the EMU's high acceleration rates.
The major advantages of electric traction are, economy In operation ano
maintenance, saving In consumption of scarce diesel all and Increased througti- '
put of trattic. The capitol cost for provision of fixed Instailatlon required lor electric
trac !lon Is found adequately remunerative for routes having high levels of traffic.

I. 1.2 Railway EleclrWcalion Works

1.1.2.1 Main Works

These consist of:

ProvisioCi of most economic reliable electric contact system 10 continu-

ously supply power 10 the moving eleelrlc roiling stock.

Power Supply' Arrangemenls ..

Provision of switches to regula Ie the flow of power along wllh the eleclrlc
J:!,oteclive gear,

Monitoring and remote·conirol of power supply.

ImmunilOlion of signalling and Ihe trackslde lelecommunlcallon circuits

against electromagnetic and electroslallc Induction effects 01 25 kV. 50
Hz, single phose traction power supply
modernization of signalling and telecommunications

Provision of maintenance and opera lion facilities for. electric trac tlon.

1.1.2.2 Discipline wise Division 01 Works

Dlflerenl Engineering disciplines take up Ihelr portion 01 th!Lwork which form
'components, of Electrlficallon works. These are given below:
a) Electrical:
1) Provblon of Ovolhcad Equlpm(mL bOClder Iransformers and relurn con·
ductor.
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Ii) Provision of Power Supply Equipment, transmission lines. traclion subsla-
lions. and Instal/alion of PO" '1er Supply Conlrol Posls.

III) Remote Conlrol of the Power supply.. ,'.Equipment,

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Iv) Electric Locomofive Maintenance Facilities,

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v) Ancillary Works of modification to the eXlsling power supply arrangements
on Ihe route to Immunize the syslem against Induced voltagps due to
ihe traelion' currents and provision of power supply 01 new points.
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vi)' liaison with Electricity Authorities to modify their power line crossings to
sui! 25 kV ac Iraetlon.
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vII) Consequentlal electrical works for electrIfication and air-conditioning of
service bultdlngs and stoff quarters,

b) Signal and Telecommunications:

I)' Provision of colour light signals and Immunl:!atlon 01 the signaillng instal-
tatlon against Induction effects 01 25 kV ac traction power supply, system.

II) Provlslon.ol underground cables for the Railway's felecommunlcallon lines

and prOVision 01 additional Iracllon control clrc;ulls. )

III) liaising with the Deportment 01 Telecommunlcallons lor modillcalion 01 )

their clrculls 10 Immunize Ihem against Induced vO"ages due to traction
curren!. .

c) ClvH Engineering:

1) Yard remodelling. slewing of Iracks. sidings and all truck works,

II) construction of loco sheds, service buildings. and stoff quarters.

iii) Modification to overline structures such as overbrldges. lIyovers, through

girder bridges elc. as well as to tunnels, platform shellers and waler
columns Ir, suit 25 kV ac clearances. ;.

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Sefore de5Ignl.1_ IhePower Supply arrangemenls and "!he type 01 Overhead
equipment ."lor a.- se":lI~ri; a I
choice
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Is re(:julred to be made whether conventional
25· kV system Is to ')c f'ldopted or 2)(25 kV Aula Transformer system Is to be·
adopted" This cholcedL. ends upon a number of lactors ViZ. the secllons to
be' proVided with boosler t~"'nstormers and return conductor as deman.:zled by
the Deportment 01 Tel.ecomn,u!1lcatlons. Ihe demand of power for the volume
and type at the traffic and sUllable loco lions available for Iracllon substallons.

1.1.2.4 Coordlnollon of Works

l'Iollwa'l Electrlficatton.belng a mull1-dlsclpllnary, project work. needs close

coordination amongst electrical. signalling & telecommunicallons and civil
engineering disciplines. It further needs coordination wllh outside agencies such

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 as Power Supply Authorities, the Department of telecommunications. the Rev-
enue officials as weil as with Open line organization on whose section thework
Is to be taken, up. Accordingly the organization lor Railway Electrification
r.oordlnates wcrks of all the disciplines and the agencies from Inception to
completion Including support serlllces to the open line In early stages of electric
tracllon; alief Ihe secllon:
1.1.3 . Selecllon of a Route for Electrilication'
1.1.3.1 Main Consideration
Railway Electrlflcallon, being In the nature of molar Improvement to the Infra-
structure of a section. Is token u!1l)aslcally on routes having high density of traffle.
Short spurs of, or those lines which Interconnect the electrified lines, whleh Improve
the mobility of the roiling stock are also taken up for electrification.
1.1.3.2 Financial Evaluation
As Railway Electrification entails capitol expenditure, the sanction to the project
Is subject t? Cost Benefit Analysis (CBM through .Dlscounteo Cosh Flow lDCF)
technique, Two scenarios are considered: one. under dle$el traction. and the
other under electric tracllon:lor the given volume of traffic lorecast on the section
over a long enough period of time such as 30 years atter the energlzotlon 01
the section for electric traction. The cosh outflows under the two scenarios are
discounted at the approved rate (101.1111 1.991 and 12% thereafter) over the life
01 the project (tak.en as 35 years, about 5 years for construction and 30 years
thereafter. of operatlon).. 11 the total of ·the stream of the 'onnual discounted
cosh flows for ereclrlc traction is found to be lower than that for diesel troctlon.
the prolect Is conSidered as remunerative and desirable for approval. Somellmes
on Economic analysis Is also called for such as when funding by an International
old agency viz. the World Bonk or Asian Development Bonk Is proposed. Although
Ihe Economic analysis Is also carried out on the same DCF technique. the Inputs
and the outputs reflect the Social costs and benefits. and Ihe discount factors
chosen may 01,0 be different. being dependent upon funds available for
Investment I )r future benefit against those required for Immediate consumption
and as d!'clr;;led by. say. the Planning Commission. The Investment In electric
traction Is 10l:lnd remunerative on account of: .
I. lower luel.costs.
II. IPOs number of locomotives,
III. lowl,.r 0"n~8t!pg costs.
Iv. lowe~ lo::umotlve maintenance costs.
as com; .... red to diesel Ira 'lion for the given traffic. The ltattlc level In Gross MIllion
tonne ,per roule kUomel!\" per aflnum 01 which the minimum acceptablp. rale
of return Is obtained Is coiled the 'Break Even level" of traffic dpnslty. This IS
covered In detail In Chapter 6.
1.1.3.3 Post policy on Electrification
0) Early Years
AI the end of the 19]h century electrlclly was In widespread use for running trams
In Norlh America and Europe, being found more economic Ihan their haulage
by horses. By 19305 on the Railway systems electric trocllon was In use In different
POlts of tho world over short high density main line or SUburban sections. The
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system of supply was usually 1500 V dc u;!!,ough some sections at 600 V dc or

750 V dc with third ratl system were also. adepted. The Copper Catenary was
heavy and cemplex recllfler substatlens were required to be located a.t close-
Intervals, The, cost of ,electrJllcoilon was high. In India, also. by 1930 Ihe suburban
sections of Bombay, and Madras Were electrified at 1500 Vdc There were only
two main IIn,e ,sections "or. ,.."lecfrlctracllon. being Bombay to Pune and Irom
Kalyan 10 Igatpurl. ti,1gelectrUlcatlorq~elng beneficial In drasllcally Increasing
the throughput ,01 .traffic over,theselwo sections. bolh having 1 In 37 gradient
over Iha Western Ghats. The'steam traction reqUired reversing slatlons to ,
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negoliate . such steep'lnclines. There befng no ExIra High voiiage grid system.
In tl1e country or adequate generating capacity. the ehllre power tof these
electrified sec lions were generoted and transmItted by the IhenGreat Indian,'
Peninsular Railway to II's traction SUbstations. .

b) Posl World War· II Scenario

Aller India's Independence electrification of Ho~rah- Burdwan section on 3000

V dc wa.s token up and was completed In 1958. In the meanwhile In 1955 Ihe
French National Railway (SNCF) who had perlected the system ofElectrlricatlon
. on 25 kV ac.demoniJtrciled'lt's advonfog~sOt the International conferen¢e of
the International Union of RailWays (UIC) at lIlIe In France. The major adval)tages
of 25 I<V pc 50 Hz slnQle phciseSystemwclS a HghfOverheod Equipment. simple
0P9,1!
transformer 5Ubst(;1!1ons loca!ed for feeding power to rectifier locomotives
having fap changer contrp! giving greatly Improved adhesion chorocterlsllc~.
But the adjacent slgnaiUng and telecommunications circuits needed Immunf:.
lofion ·from the electro-mpgnelically Induced voltages due to traction currents, '.
This called for modtncatlon to these circuits and to !helr termInal 'equipment.
but In !he process gave an opportunlty"lo.lmprove and upgrade these equip-
ment. ThIs system was more' reilable and 'on the whole cheaper to' construct
and to maintain; Ihe ac locomollves could haul heavier loads and gave beller
acceleration than, dc locomollves, However. such a system was dependent
upon power supply Irom ExIra High Voltage (1321<\1) grid system havll1g adequate~
short circuit capacity required for' supplying the extent of single phase .!ractlon
loads. Weighing the advantages of this system and Ihe focl'lhol 132 kVgrld
system was also-In 'the ,process.of being set up In the country; Indian Rallway~
In the y€'..ar 1957 decided to adopt 25 kV ac 50 Hz single phose system l.oroll )
luture'Rvllway Electrification schemes. as well as to conver! Ihe system of 3000 .
V de tracllon recently establlsheq In Howrah Burdwan section of Easlern Railway
and the one exlsllng at 1500 V dc on the suburban metre gauge sec lion 01 Madras \,
on Southern RaHway. to this system for unlformlly. For Ihe Initial stages the technical
collabvatlon. of SNCF wastak~n, Choice. of 25 kV ac single phose system at
Industrial frequency (50 Hz) gave a large drive towards main line electrlficatton
of Indian Railways. DUring the second and thlr,d five year plans; electrlflcallon
of the cool and Iron ore roules serving the steel plonts located on the Eastern
and Soulh Eastern Railways was carried out. To caler for the suburbon-commuler
lrafflc of Sedldah Division of Eoslero Railway so for on steam traction. Ihese roules
on the Division were Eleptrlfled. ·Electrlflcatl.::>n of Igalpurl-Bhusaval section of
Cenlral Railway and Tambaram-Vlllupuram'(Metre gouge} section of Southern
Railway was also token up,
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c) Corpora Ie Plan of Indian Railways'

Indian Railways-. In their firsl Corporale Plan for the period 1974~89.ldenllfled !he
Broad Gouge trunk roules interconnecting the four major metropolitan cities viz.
 Calculla. Madras, Bombay and Deihl which should uHlmalely be eleclrlfied.,
having high potential lor growlh 01 .trafflc. along with olhel high density cool
and Ole calfylng, routes.

d) Accelerated Electrification

The 'Arab-Israel wars of the 19705 highlighted the slrategic nature 01 Petroleum
arid their scorcl1y. value. Further the sharp Increase In Ihe cost of oil in the period
, ,- Irom 197310 1980 and Increasing ouillow of Indla's foreign exchange for Importing
petroleum and It's products 'spurred the Government of India In 1980., to lake ,
a policy decision 10 accelerate the pace of Railway tleclrllication. The 10 :;fet f

was to achieve an electrification programme of energIzing 1000 route kilometre

,per year, Though Ihls was not achieved. a rate of hliherto 150 10 200 km of
energlzallon was Increased to a rate 01500 to 600km per year from 19850nwa105,
Electrilication 01 complete route rather Ihan section has been, therealler,
planned. By 1992 Electrilicalion 01 Deihl-Calcutta. Calcullo-80mbay. Delhl-
Bombay. and Deihl· Madras have been completed; and Important cllies of
Secunderobad and Bangalore are being connected to Ihe eleclrified nelwork.
The Overhead Equlpmenl and the Power Supply on somr;) of the electrified routes
are being strenglhm ed 10 caler 10 goods train load., ~;.- 9000 lonne. By March
.
1993 a lotal at .11,2118 Route km are eleclrlfled.
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1.1.3.4 Present Policy In Electrlflcallon

The successive Corporate Plans 01 Indian Railways generally Idenilly the roules
mosl sullable for eleclrllicallon, FollOWing considerations dictate the priority for
electrillcallcn of a route:

a) high Irafflc density.

b) exlenslon of an eleclrlfled route on shari spur or interconneclion of IVlo

eleclrlf' J routes toJmprove rolllnrr sloCI, mobility. ond

C) passenger commuler sections.

Availability of requisite power supply at reasonable rates Is a basiC condilion

combIned wllh av liability of adequate short circuit power 01 Ihe poInt 01 lop
tor Ihe single phase tracllon power needs. The zonal Railways and Ihe Railway
Board maIntain section wise trotrlc density figures as a parI of ihe!r statistics,
With Ihls as Ihe base and the onflclpallons of fulure Iraffic Ih e hlghesl traffic
density routes Which are not electrlfled are shorl lisled. oller making a list of
such roules and sh(Jrt IIsling them In order 01 their operallng beneflls, priori lies
lor electrlflcat]bn are finalized by the Ministry 01 Railways In consullallon wilh
Ih" Planning CommiSSion,

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.1,4 Survey lor Electrillcatlon

1.1.4.1 General

Arter having narrowed down the choice of roules Which may be considered
for electrification. " Is essential 10 further examine the chosen route in detail tor
It's sullablll!y for eleclrlflcollon In following aspects;-

5
 0) The feasibility of eleclrlllcation viz. avallablilly ot power supply. sullabilily
01 the terrain and of the overllne structure (or their amenability to modi-
fications) to suit the electrical clearances. and of terminal yards to be
able to provide lines for change at traction.

b) A realisllc assessment of the cost 01 the project.

c) The flnanctal, viability of the Inveslmjinl. )

To ascertain the above details a roule is surveved for Railway Elec1!tflcatlon.

The survey may ellhe r be a 'Reconnaissance Survey' or a del ailed fool by 1001
'Cost-cum-Feaslblilly Survey' as the circumstances call for. )

1.1.4.2 Reconnaissance Survey

Thls.ls a rapid survey examining the salient and vllal points. leaving the details
to be worked out In the extemlVe Fool by Fool SUfVey. The survey covers the
followIng Items:

0) Assessment 01 existing hafflc and realistic lorecast at

pralected Iroffic.
both for goods and passenger, Including speclal requirements such as
ptans for running superfast passenger trains or/and ot heavy haul goods
Iralns. \

b) Avallabilily. of Eleclrlc Power.

c) Defallso! the sec Han covering the lerraln. Ihe terminal yards. lhe signal
and !el~'cornmunicatlon installation and the volume of work invo'vej in
modificaliol) 10 overline structures end the overbridges 10 suit ac Iracllon
This Is normally done by a Join! Inspecllon by the ollicels of the concerned
disciplines 'lIz. eleclrlcal. civil engineering, and signal and lelecornmu-
nlcallons using molor Irolley or an OHE Inspection car.

dl An Ideo 01 Ihe lengths of the roule 10 be equipped with booster IrQI>5'

tormers and reluro conductor. InvolVing a preliminary discussion v,ilh
Deparlment ot Telecommunlcallom.

el The Information coll<tcted by this rapid survey yields a fairly accurale 10"'(;
01 the volume of EleCtrlflcallon work content. For obtaining an e,limnl<,
withIn to 10 20 % olil's cost. Unit cosls derived Irom a recently compleTed
proJecl on cost per unit of work. or per roule or !rock km. as most
applicable, are applied to the quanlllies at the component works as·
!lmaled, and the Project cosl Is worked out. Based on the 10 lest cost
of !npu!s: of fuel.elec!ilc energy. speCific fuel or energy consumption and
olher operallng and maintenance norms derrved Irom statlsrlcai data.
a role 01 relurn is worked out.

The reaslbllily for eleclriticalion. it's cost and It's remunerativeness so worked
out giveih::ldequate Inlcrmollon based oli which the proJecl can be sanctioned.
However. if the comi:Yeienl authority desires 10 examine the projecl, more closs>!y.
then a del ailed Cost-cum-Feaslbillty Sun;e'l has to be tOken up. This Survey has
10 be Includorj WI Ihe programme for SUf'leys and soncll0r'Gd ;,) th,~ '.:::--r.uol Works
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Programme by the Railway Board and a separate organization set up;o conducl
II. Such a slluation may arise. for example. when Ihe cost all )"Uls have allered
r
radically and the traftlc density forecast an the roule is nat 31y much above
Ihe 'break even' level.

1,1.4.3 Cost-cum-Feasibility Survey

A multidisciplinary Survey Team is tormed expressly ta; carrying oul tne detailed
survey. This survey organization finalizes Ihe wiring plan, conducts foot by focI
survey at the route and prepares the survey plalls tollowed by Ihe prepegging
and pegging plan, The team examInes the clearances an Ihe roule 10 suit 25 kV
ac 50 Hz single phose system and suggests modifications wherever required.
By liaising with the power supply authorilies and Ihe Deportment oi Telecom-
munications_ it also examines In datall the availabUlty at !;lower and the quantum
of prolectlon required by the Deportment 01 Tel",communicalJons respectively.
These studies permit the amount of work involved and Ihe cosr ImOlicatlons 10
be worked ouL Based an Ihese the finanCial viability at Ihe work js examln~'J.
Finally alilhese details ore incorporated in Ihe Project Report and the Absllaci
Estimate which Is placed betore Ihe competent authorily lor sanction at Ihu
Railway Eleclrificallon project. On sanction 01 the pro;eclll)e dlowi,)gs pIl3pared
and the estimates mode or~ used for calling at tenders and finalization of
schedule of quantities. Accurale foot by loot survey, and carefully finalized
designs prepared by a sUlvey organization is Ihe cornerstone at a successful
Electrillcatlon Project.

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 CHAPTER 2

THE SURVEY TEAM AND ITS WORK

:I The Survey Team

Having narrowe,d the field to a few roules which can be beneficially electrified: "
an accurate estimate of the costs and benefits likely to accrue are required
to take the decision to Invest in electrlflcalio~ of a particular route. To obtain
Ihese a cost cum feasibility survey Is sanctioned by the Railway Board. The survey
team consists of officers and subordinates of Electrical. Slg'nal and Telecommu'
nications. and Civil Engineering disciplines along with. those of Operating and
Finance. II is their lull time responsibility to conduct the survey and flnaUze the
Project Report and Abstract Estimate, as well as prepare the drawings and
designs on which the tenders con be called and long lead materials collected.
The Ie am being multidisciplinary, Individual members work in close coordination.
fholizing their portion of survey and design work thoroughly. The officer belonging
to electrical diSCipline generally coordinates afl the activity, Individual members'
dlsclpline,wlse responsibilities are Itemized In the following paragraphs.
I
!.2 EI~clrical Engineering

I 1,2.2.1 Item of Surveyl

Data collection Remarks

aJ Traction Power Supply:

Based on discussions
i) Availability of power at and finalization of
reaso[1able tariff. details with the
Ii) SuitaDle locations of pOints concerned Power
at pOWer supply. Supply Aulhorltles
iii) Cost and lime schedule to -c:iJ.-
obtain Supply.
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b) Foot by Foot Survey of the Close coordination
Route" of Civil Engineer
. ~\i (Survey) essenllal.
~7.
c) Route Survey of Rallway's
transmission line from Supply
Authority's grid substation.

1,2.2.2 Items of work and drawings

to be finalized

. 0) The 'Wiring Plan'indlcating Finalized with Open-

the tracks to be wired line; the Operalipg
Officer (Survey)
coordinates.

b) Ti1e Sectioning Diagram tor ,do,

Traction Overhead Equipment

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c) The General Supply Diagram Finalized In consul- ,

Indicating local ion of tation wilh the Opel)- )

Power Supply and Conl'ol Line.

Points,

d) The Pegging Plans for Prepared as a result

TracHon Over Head at loot by too!
)
Equipment Survey,

eJ The Plans for modification Finalized wilh Open-

at power distribution IIrlas line ,
at stations and yards to I

Immunize them against Electro-

Magnellc Induction effecTs of
traction power supply,

!) Modlficaliot1S 10 Power Line Finalized wilh the

Crossings of Electricity Electricity Supply
Supply Authorllies to sull Authority,
Electric Traction

g) The'locatlon of Electric -do-

locoshed and Trip Inspection
sheds,

h) Locations of OHE and PSI

maintenance depols-: their
510(1 slrenglh, 10015 ond
planl, road and roll vel1lclcs,

i) Co;1 ESllmates for items of

work including paymenl\ to
ll1e Power Suppl r' Aulhorliles,
for 'tracHon Power SUpply.

j) OVGraif coordlnallon d Norms rr;:'.l\.med for

survey, preparation of Financiul appraisal )
Project Report and AbEiract to be ,:c,lIecled from
Eslirnale and Financial Open Lin!! ,";, veri/led.
appra/:;ai 01 the ProJoct.
1.2.3 Operollng
Ilerns of Survey and finolizallon

0) Traffic density, existing Assessme''l1 o(lsed on

and forecast. both gOODS 0'1<) dolo o\)lolf1od from tile
passenger; Irain loads cnd Op(~n Une 1:, l<uII :;cry
speeds, Boord; torocosts should
be accepted by them,

b) Location ot i<emore Control Finalized wllh open

Centre line in coordrnarlon
\4\111 Electrical officef
01 Ihe SUf'JS>V·

if)
 0) Remodelling and wiring to -do-
be done in Yards and at
change of Iraction poims
d) Movement of Over dimensional -do-
consignments.
el Assesslnen! of locomotives -do-
required.
f) location of Electric loco -do·
sl1ed ond trip inspec1ion shed (see also para 1.2.2.g
above)

1.2 4 Signol and Telecommunications

1.2A. Survey

0) E;dsling sillnallinG insto .. Data coUection during

Iiolions field Survey

b) Existing telecommunications -do-

inslalialiol1S

c) Department of Telecommunlc- -do-

otions overhead track crossings,
and a general Idea of their
Installations along the rcule,

1.2.4.2 liems of dmlgns and drawings 10 be 1II101l7.Od

a) Design of colour Ughl signals In accordance with

01 large and way side $1aiions approved policies of
Ihe I<allwoy !loard.
b) Design of leiecomrnunicotion
system Incorporaling the
additional circulis requlled
for electric trOClion. -do-

c) Topping Diagram for

In coorainatlon with
I,e, n':'le Control Electrical officer of
Ii Traction Power COnTrol SUlvey leam and with
iii Troclion loco Contrci appru\lo! of Opel I Line

(d) telecommunication facili

116S wllh Remote Controi
Cenlres and Supply -do~

Ault,orillris' load dispalch

centres.

e) The sections on rhe roure- As fincllzed wittl

'/,II'·0re Booster trans(ofrr:-srs DOT
und relurn conaucler Ie
{JO pH)vidud,
 )
(f) Cos! estimales of Signalling &
telecommunications works and of )
payments 10 DOT for taking up
protective works on their system )
against Induction from tracllon
currents.

1.1.2.5 Civil Engineering

1.2.5.1 Survey
-.-
a) For preparation of Roll Dia- To update the exlsl)ng.
gram Roll Diagram Incorpor-
ating the exisllng
ground conditions and
also remodelling and
doubling works in hand
and Imminent.

b) Of overllne structures: Drawings of Open line

io be verilled and
I. Through Girder bridges updated during the
II Long deck type bridges detailed survey.
III Flyovers and Rood Over-Bridges
Iv. Tunnels.

c) Remodelling and track works During field survey

In hand and under progress.

d) Soli conditions over the -do-

route.

1.2.5.2 f.lnolizollon at Designs With approval of Open

line.
a) Plans for Modlflcallons to
overllne slruclures 10 suit ac \
traction clearances.

b) Designs of supports for OHE

on bridges and in tunnels

c) DetailS ot P";ms to oller the Details are required to \

track geometry through be Incorporated In the \
realignment, resleeperlng or Survey Sheets.
remodelling etc. )

d) Site Plan~ for Service With approval of Open

Buildings, loco sl1eds, Staft Une
quarters and Remote
Control Cenlre.

e) Land Acqulsllion Plans To be coordinated with )

Civil District Revenue official. \

12

I ;
LJ
 t) flighl at way Including Land
ocquisilion far Railway's
transmission line.

g) Estimate at costs tor civil

Engineering works.
1.2.6 finance

The finonce oltlcer examines the cost estimates. the financial appraisal at Ihe
Project Report and all other financial matters essenllal to finalize Ih.e Project'
Report and the Abstract Estimate.

1.2.7 Approval of Drawings

To ensure the validity of Ihe drawings and the designs finalized. these ore required
to be accepted by the'Heads of Ihe Dupartments of'lhe Open line organization,
Accordingly. they should bear the signature of the conc erned authorities. being
given In token 01 approval. On the Open line. generally. the Chief Electrical
Engineer functions as the coordinating olllcsr. Hr.:lwever. tor technical moilers.
the offiCers at the concerned disciplines ot Ihe s'..lfvey team discuss and finalize
the details wllh th.e Heads of the Department,s at the open line.

1.2.8 Inclusion of Ancillary Works

Quite otlen works tor Inlrpstructure Improvemfmts such an Yard Remodelling.

Roule Relay Interlocking or olher works not directly linked wllh Railway Eleclri-
Ilcalion ore required to be token up concurrenlly by Ihe Electrification team.
being a sullableagency 10 execute such a \Nork. II Is ess€,nlial that the survey
team clearly Identifies such work to ensure their allocallo'n 10 the appropriate
Head of Account. Isolallng them Irom the cosl tor Electrlli callan works. This will
ensure that the financial vlabliity of the Electrltlco.tion Pr'oject remains tactual
and Ihe cost esllmates remain within tlietr legltlmale Pl<::m Heads.

,I
- .

13
 ;
!

,
.I

)
 CHAPTER 3

PRINCIPLES FOR WIRING PLANS, SECTIONING DIAGRAMS AND

GENERAL SUPPL V DIAGRAMS

3, I General

OHE and Power Supply installations form a major portion of the cost at Railway
Electrltlcallon. To obtain their accurate cost estimates. route survey. finalization
of the Pegging Plans and of the General SUpply Diagram Is required. This entails
following steps of survey and drawing work:

a) Finalization of the Wiring Plan showing the tracks required to be wired.

b) Finalization of the Sectioning Diagram which Indicates the electrical

sections' In which the OHE Is to be divided.

c) Finalization of the General Supply Diagram which gives schematic ar-

rangement of equipment and remote controlled SWitches at the 10calirJns
of Ihe traction substations. the Fesdlng PosIs(FPs). theSubsectlonlng Clnd
Paralleling Posts(SSPs}. and the Sectioning and Paralleling Posls(SPs) (wtllch
are all covered under the general term the SUPply GontroI.Posts)".

d) Preporollon of the Survey Plans based on the field survey,

e) Preparation of the Prep egging Plan on the Survey Sheet and bas€id on
the Information contained In lIems (b) and (c) above,

f) Preparation of the finol Pegging Plan after 51teverlflcatlon of the Prep(lgging

Pion.

The first step In the above sequence of the plans Is to tlrst obtain and update
the Roll Diagram. finalize the Wiring Plan In advance of the field survey 50 that
the tracks proposeri to bE' wired are surveyed In detoll. The Generol Supply
Diagram ond ths Sectioning Diagram may be finalized concurrently with the fleid
survey, but prior te. commencement 0(. work" on the OHE Prepeggin'g Plans,

For de(lnltlon of different electrlcol sections of OHE denoted by Ellementary

secllon. sub-seclor and sector see 'Principles for layout Plan.s and Sec-
,,
tioning DlaglOms for 25 kV ac Traction. Document No, ETi/OHE/53 Issued
by RDSO.

The sections over the route where booster transformers and return con-
ductor are required to be provided have to be finalized prior to the
prepmatlon of Ihe General Supply Diagram, Also If Ills decided la provide
the 2x25 kV AT system. a prior decision on this account Is called for,

15
 ,-
SPECIMEN ROLL DIAGRAM
(lIN~S SHOWN DOTTED: REMOOEU.1NG WORXS TO
8E POI'" ",En!

-~
'i
IN HAND

R.900{SiiW]
SHUN fHiv m:cx

CLASSJflCA'tiON YA;:;O

'"
","'""" -------------- "' """'"' ,,\
CO'tVN D! 'PARWAE

------
-------

I
---------;
STAT!ON
"
:CWN RECEPTION ?,,11"\';::
$i,);:,:;
THIS IS 8~SI(ALLY A CIVIL UlaG uRAI;!!,G
:.=---

,
,--,' ,-,,- -,../' ~.

,-,' "-'
j ~,

'~
'-
 1.3 .2 The Roll Diagram

The Rail Diagram forms Ihe basis 01 Ihe wiring Plan. This Is a schematic diagrorn
which indicates Ihe tracks exisllng on Ihe ground. bolh on Ihe open roule and
01 slalions and In yards. The basic plan Is obtained from Ihe Open line and
Is updaled by ~corporatlng therein all Ihe remodelling works laken ·up sinco.
The lake olf paints 01 privale sidings (which may need to be wired) and Ihose
which run alongside the Iracks 10 be wired are also shown. Ills also vital to Indicate
under a sullable legend the Remodelling and Doubling Works In progress or in
hand on this plan. Such works aflecllhe design of traction overhead equipment.
and those works which have to be taken Into accounl In the designs have 10
be accurately and formally finalized wilh the Open Line olflclals. A specimen
of a Roll Diagram Is shown In Fig. 1.3. I

1.3.3 The Wiring Plan

The wiring plan .indicates the tracks which are to be provided with traction
overhead equipment for movement 01 eleclrlc slack. Yard lines such as sorling.
classification. humping as well as sidings where movemenl are performed by
diesel engines should not be wired. In the past due 10 shorlage of dleseol engines
some yards Includln\] humping yards were wired so Ihal Ihe older low powered
eleclrlc locomollves ·could be used lor shunting and humping dulles. These
locomotives nol having been designed lor such duties. Ihe policy was a'-
aberration 01 the planning lor Ihe motive power usage for Ihe brief period of
lime thai it lasled. For ensuring optimum economy. therefore . need for wiring
a particular line needs to be critically examined jointly with the Operating branch
Ottlcer right from the level of the Area Otticer. Since containing the Cost 01
electrification is the primary responsibility of the survey team. it Is of greor
Importance to the survey officers of the team to critically sludy yard moverncmls
so as to finalize Ihe most economic yard wiring plans wllh the open line officials.
Generally. In the yards. reception lines receiving electrically hauled trains are
wired in full. but only Ihe tap ends of the departure lines are wired. Medicol
van sidings and loops are wired fully so that the van can be moved by first
available electric engina in either direction. In some yards crossovers exist
betvJeen twe. wired lines. but for movement of non-electric engines only. These
should be Invariably wired to prevent OHE and locomotive pantograph damano .
In the event an electric engine Is routed over 1!lnadvertenlly. Genera!ly the prlvCJ lc
sidings are required 10 be wired In accordance wllh lI)e current policy of lI)e
Indian Railways. Ihe cosl sharing being dependent upon the Agreemenl with
., Ihe siding owner. In addition 10 achieving economy. there Is need 10 op timize
on Ihe reliability and coot of repairs and maintenance of ")0 OI-iE.

Yard derailmenls. nol being Infrequent. bring down Ihe OHE resulling in power
having 10 be swllched ott no! only from Ihe damaged porlian. bul also the
adjacent lrC1ck. During track resiorallon work. OHE of adjacenl track needs 10
. be switched ott and ste\'Jed for crane working. This increases time and cost of
such tcp<Jlr~. J\ccordinoly. only rnlnlrrllJIO o~~nnllol w[rln~f 5holtld hn (I]Illf}(1 r ll .
A specimen of a Wiring Plan for a Yard is shown in Fig. 1.3.2.

17

,.
 '--

FIGURE 1.3.2

5101;,
SPECIMEN WIRING PLAN
'1 I. LINES NOT TO B€ WIRED SHOWN OOTlED
2. RE MODELL EO TRACi<S TO BE WIRED COLOURED (;REEN

t S /\
-
DOUBLING IN HAND
\
'-----------'
; 7
ON

J
£---------
E'OO15SSH€ ti I I - ------
/;-..-- ----
-----
TO DIESEL { _ _ _ __ ___
"" ____ ----rA
'
;::.--=----=--::==:-
r - - -------
-- .....s~.::.TING
---
N

co TO -------, \\
'--------
::=-:-----, -----~
_=:.:_-_---:r -,
I I DOWN-DEPARTURE \

UP

--ON ,----------------------7
\- 1
.-----------1
0:1--

STATION ... ----~

DOWN RECEPTION PRIVATE
.... ~ SlOlNG

-
j

'.
1.3,4 Tho Socllonlng 1)logram
1.3.4, I Ol1CO Ihe wiring plan is Iinolized, Ihe next step is to make tbe sectioning
diagram which indicales Ihe division of the OHE. electrically in convenient porls
so as 10 limit Ihe portion. which can be isolaled and te.. ,en out of service for
either maintenance or due to breakdown. 10 a minimum por)lon leaving Ihe
reS I tOi movement of electric slack. minimizing Ihe dlslocallon 10 Iraln movement,
However sectioning at OHE should be kept to minimum commensurate with traffic
requiremenls so as 10 keep down Ihe cosl and improve reliability at the Instal-
lallon. •

1.3,4,2 Main Principles of Seclionlng

a) Main running lines and loops should be electrlcallY'separale flam sec-

ondalY line and yard lines.

b) On a double Irack section, OHEs of Up and Down lracks should be

electrically separale. A~ for os possible Ihe OHEs should be supporled
on separale struelures,

c) lines lor dillerenl activities should 'be eleclrlcally separale. In yards.

· reception. dispatch. common exit and entry lines. engine run around lines.
loco shed lines and sidings should be separated from each olher.

d) Ele<;;trlc locomoiive pit lines used for locomotive roof eXJmln.alion. and
'Idings where openwagonsCi'!e 10adooOrUnI;;aded:;;;;-uld'b;;peClaIlY
· isola led 01 boltl ends through stlort ~e.':'-tr.9L~~<;;11.':;lJ}S:ond3!!lh ear!hi'29
· arrangement of lh'edeaa secHcin cii both ends. for safely of personnel
·COnilng-closefo 'OHE. ",,,,,~ ... -"'-

el OpposilO leedlng post ellher on insulated overlap or a neulral sec lion

is inse,t8d In the OHE,

I) AI Sectioning Posls a neulrol seclion is Inserted In the OHE,

g) On main running lines every block seelion should be separale from

Ihe adjacent block seclion.

hl Running lines Immediately in rear of crossovers should be 'aleclrically

separale, 10 enable Use 01 crossover 10 divert a Irain. should the OHE
1n foor of 1110 crossover uo nol ()v(lll(Jbro for Iroln movornonl.

i) On main running lines Ille sectioning should be such thaI the electrical
., insulated overlap is pwtected by a slop signal. Ihis will permit direct
reception of a Irain up 10 the stop signal eVen when Ihere Is a povJer
block behind Ihe stop signal.

j) AI a wayside slc,lion. If a loop line has seporale slruclures for OHE, having
mechanical independence, Ihe electrical Isolalion on the loop and the
main may tJe staggered by haVIng the loop section insulator taco led

19
 behind the loop slorter and the insulated overlap lor the main lust beyond
the turnout well In advance of -Ihe main line slarler. This will have the
liexlblilly of receiving a Ira In on Ihe loop If Ihere Is a pOVJer block In the
frafflc block sec lion In rear of the slarler signal. and 01 being able to
dispatch a train from the main when Ihere Is a power block in Ihe Iraffic
block secllon In advance of Ihe '51 allan,

k) Sectioning In Yards: In addition to the provisions contained In Section

1,3.4.2.{c'f above. the reception and dispatch lines may also be segre-
gated In groups 01 3 or '4liries to form separate electrical SeCI19n5. so
that fault on one group does nol.allect this activity In the resl of tlie yard.
Gathering lines. 10co'TIotive run around lines. common entry and exit lines
have special Importance, hence power supply to these I1nes should be
either from allernale feed arrangemenls or from a Gantry wllh bus-bar
arrangements to ensure their grealer availability.

1.3.4,3 Rellabll!ly of Sectioning Arrangernents

Exce~slve sectioning, resulting In having a large number of isolating switches.

feeder Wires and section Ins:Jlators can reduce rellability while Increasing the
need for maintenance. it should be appreciated 1hal any equipment Installed
needs m<.llntenance and Is also liable to fall. Sec lion Insulalors, overlaps. and
Isolallng switches need regular maintenance, ""hlch requires power blocks on
BOTH SIDES of ,such eqUipment, Power block taken on' one side of a section
Insulalor which has nol been cleaned of soot Is likely 10 fall at the very moment
the . power block Is taken, leading to an unwarranted failure. Minimum
sec!loning.lhe'refore. should be the aim while preparing Ihe Sectioning diagram: )

Examples of secllonlng are shovJn In Fig, 1,3,3.

1,3,4,4 Remote Control

Having decided upon Ihe 'seCtioning of the OHE ills to be decided which sections
should have remote controlled switches and which should be provided with
10C"lly operated manual I,olallng switches. The sectioning diagram Is now
ct.mblned with the general supply diagram which shows Ihe locations of the
remote controlled switches at the feeding, the Sectioning and Paralleling. and
the Subsectloning and Parulleting posts. Tile physical localions of Ihese Posts
as shown In the prepegging plans are finalized oller site inspection, The final
Pegging plan contains the actuallocolion 01 lhe overlap. Ihe> sec lion Insula lor.
as well as the location selected for the supply control pos!.

1.3.5 The General Supply Diagram

1.3.5.1 The General Supply Diagram fixes the locations of the Iraction substallons
and the supply control posts. Remote conlrol and lelesignolllng of Ihe stalus
of Ihe 'vJllches is effected at the Remote Control Centre on Ihe console of Ihe
Traction Power Controller, Olher remote controlled switches such a~ ya,d'and'
loco s'led circuli breakers ahld Interruptors are alsolncorporaied in the general
supply diagram, This diagram also forms Ihe basis tor "emole Control Equipment
tor the Centre and Ihe Controlled Posts,

20

,
\
 ::"HEE.l-1
fiGURE \·3·3

PRINCIPLES Of SECTIONING

SINGLE LINE WAY SIDE

--------.------ STAnON
.-
15 KV f E EO€R

NOTE~-lOCATE S5P SUCH THAT 2SKV rEEDER LENG1H IS SHORT

FEED ENO
COMMON lOOP

Dove LE LINE WITH COMMON LOOP ARRAHGEMEN T

LONGEST TRAIN LENGl\,

"I
.......J •
LONG n T T R A IN lE",N Ti.1c_ _..j
1CG,,",
ON

Se:CTlQNlN(.. FOR TRAILING CROSSOVER

e--51 lOCAHON fOA INSULAH:-:D OVERLAP PROTECTED

BV STOP SIGNAL

,GfND:-
AS AOVANCE S iARTER
rfiAC}{ WI1H OH£ MANUALLY QPERt.TEO iSOLATOR

UNWiRED Utili MANUALLY OP£RATEO ISOLATOR

WITH EARHHNG HE£L
REMOTE CDNTflOllED INIERRUPiO~
SHORT NEUTRAL SECTiON ASS£MBl Y

NEUTRAL SEC HOt( (OVeRLAP 'TVPE)

SECTION INSULATOR

5HOfH~ NEUTRAL SEcr:DN(WlTH

WSULATED OVERLAP SECTION INSULAfORl

~ C0Loun UGHT SIGNAL

PURPO'SE OF SECTIONiNG;- TO OIVIOE Oil E IN SMALL flEe TlHCAL POR nONS

WHICI'i C AN BE CQNViNIENH,Y ISOLAiED FOR UAIHT;';f!HCZ:

21
 FI(j .
PRINCIPLES OF SHTlllNlNG {(I"ITD)

UP LOOP

UP HAIN

DN LOOP
)

SEC 1!ONING:- WITH UP lOOP AVAILABLE FOR DESPATCH OF TRAlll WHEN

POWER BLOCK TAKEN IN REAR UP MAIN AVAILABLE FOR
TRAIN RECEPTION WHEN POWER BLOCK TAKEN IN SECTION
AfIEAD.

*
IIIlE.RlO(KEO ONll
ONE ClOSED

ON

(OMt10N LOOP BE TWEEN 11AIN WITH ALTERNATE

fEED SWITCH

(OMMON

lSKV FEEDER

SSP

SeCTIONING AT 3 UHE STAIIOt,

I UP. 0 ()vlll & (01-1110 Iii
22
 j

SHOEl

FIGURE 1·)·3
TYPICAL SECTIONING

REMODELLED WIRED TRAC.S SHOWN GREEN

UP 1
- ,
DOUB LING IN 5 SP

J
POWER FEED
END ------"\
-- -----~
----------\ \ !.

/
;----- ---------;'
r,---------
' - _ _ _ _ _ _ _ _ _ _ _ _\

\
5HUNTlNG_,,"~o.

TO OIESEL S----- /-- -- -- ClASSIFICATlON-:ARD \

SHED L~::~__ /" ;C_-::':: :...::--::.-:::..: -- ~
N
W
{
TO PROPOSED
- - -- - -- - - -- -
I ,'---------- --- Ln
--";/L-;O;";C:;;O:-;L-;17;WC;:~"'Jr.:U;::~-'D:CE;:"P::-~:-:R:CTOC~"'R:-:E'-..J+--- ,

----------..:..
UP RECEPTION n 1-,----t-tJ=l--~L..L.---------T':!.--\
- - - - _ _ _ _ _ _1 \
DOWN DEPAR TURE ,
\ ,
\ SHUN TlNG NEe

t:
\

ON
---~----..,
-
I '-MAIN I \ STATION
DOWN LINES UP LOCO SHED
. DOWN RECEPTION YARD YARD YARD ~ ~- PA1VATE
sm[t~G

1. TilAC/IS WinEd
2, Tf1ACI{S UNWli.ED------
1,3.5,2 LocaUon of Traclion Substations and Feeding Posts (FP)
\,
,
The basic consideration In tocaling the traction substation is to ensure satisfactory
voltage condition on the OHE. While the maximum voltage at the substalion
should nol normally exceed 27,5 kV, Ihe voltage at 'he farthest end, bosed on
the tracllon load condilions laking Into account the traffic denslly. the loads
and'speeds 01 Ihe trains and the lerraln, with one SUbstation laken out of
commission, should not foli below 19 ki(. The distance between traction sub-
stations decrease If the section has booster transformers and return conductor.
due to Increase In Imped';:mce offered by !hem. If. however, the system chosen
Is 2 x 25 kY AT system. the distance between subslal[ons Increase considerably,
While designing the system, the spacing between substations Is calculated f.ir
different scenorlosnof traction loads an'd systems of supply and opllmized, The
m'ethod,of calculallon
" Is , v~tained In Volume II of
~ ._M. the manual.
~_... The locatfon of
the traction substation Is (,I.v dependent upon the proximity of Supply authority'S
substations. ~As a first approximation the distance between adjacent traction
substations may be tentatively token as under:

System Distance (km)

25 kV with Boosler Transformers

and relurn conductors 40 - 50
25 kV without Booster Transformers 50 - 80
2 x 25 kV AT system 80 - 100

In arriving 01 the locatlons and the number of traction sUbstalions, apart from )
the above considerations, the practical need 10 hove them approachable by
all weather roads, 'as well as, hove minimum longlh of Ilollway's Hlvlransml5Sior'
line from Ihe Supply Authority's svbstallon, has 10 be considered, Also Ihe site
selected for the SUbstation shOUld be Iree from danger of flooding and, waler
logging, be level. alld Ilead minimum amount of acqulsilion of tand, Accordingly
the locallons selected are Ihe mo~1 sullable comproml5o and os economic os
possible, It may somellme be necessary 10 add one more traction subslallon·
)
Ihan the minimum number dictaled by vOllage drop calculalions. II is, however,
preferable 10 locate Ihe Iractlon SUbstations as far aport as possible 10 meet
the requlremenl of traffic as cc;m be foreseen for a reasonabte period, in future,
when the traffic Increases luriher Ihe sectiontng posts between traction sub-
stations may be converied 10 feeding posts, An exercise in such an advance
planning has Ihe merit of .postponing a pari of 111(: Inveslrmml for a few years,
while indicating the practlcabllily of future power feeding arrangements, It may
be noted Ihat the interval between substations being dependent upon the
seclions to be provided with booster transformers ond return conduclor, final-
ization of this delall Is ,a prerequi~ile to prepora!lon of General Supply Diagram,
I '
1.3,5,3 The Sectioning Posls (SP)

The conventional neutral sec lion in the OHE 01 Ihe Seclionlng and Paralleling
post is 41 m long and overlap type, The electric locomolive, coasts through Ihis
dead section, In case it comes 10 a hall under this portion of OHE, there being
no power in Ihe OHE, the electric locomotive' bEcomes immobile, In such ()'

)
 F IGUREB-I,
/<;:
A SAMPLE Of GENERAL SUPPLY OlAGRAH
<.~

FROM TRACTION SUB STATION

t
ca Q BS
I
@
8M
TO LOCO
'"
(.n
~ I I ~i I j / ± 1 , I-----':
- DELHI 0ll" I I - AI1BALA
--- -":""-__l--, /~ " ;;,
~
j
u~
I
NE;UTRA:l '!;ECnONIlNSUlATED
OVERLAP '--'1-.,---'-- TO YA R0
.W MAIN INTERRUPTE.R
.S: YARD INTERRUPTER SUB SECTOR I sua SECTOR sua SECTOR
Ie ® U.V.R

3: CIRCUIT BREAKER 'I

UNDER VOLTAGE RELAY 5 E C TO R
INTERRUPTER

CIRCUIT
¢ fEEDING
POST
sus S ECnONING
l!. PARALLELING POST
SUB SECTIONING
II. PARALLELING POST
SECT ION ING
i!. PARA LLELING POST
If.P.) , ISSP)' 1 S 5 Pl ( SP)

~
 slluation if needs 10 be pushed or pulled by anolher locomoliv8 10 bring it under
a live OHE The site (or locallon 01 Ihe neulral section, therelore, needs to be )
selected with care, so thai the lerrain assists Ihe Iroin in maintaining the
momentum and fI,e signals do nol impme an impedimClt\1 10 coaslingwhlle
negotiating under II. Accordingly Ihe neutral section for Ihe Seclionlng'Posl should
be located on a slraight track sulficienlly distant from (; stop signal eltheU:le6lnd
arOheod of iL Io..undulallng telrOinfhe';;~;';i;~1 secii;;;:;-sF'Ouid<
be localed In
a valley. l.ocaling lIon a riSing gradient Of on crest 01 a hill is nat desirable. In )
cases when a satisfactory location cannot be found. a short neutral section
)
(about 5 m long) may be provided instead. Since such a neutral section requlrel
Irequent Inspection and maintenance and stili needs to be Impprled. 11'1
unrestricted use is not recommended. Chief Electrical Engineers of bpen line
often desire locallon or a neutral section at Ihe terrllorlal Ilmlls 01 their Railway, )
1ho Survoy r"orn <IIOUleJ cornlllily oXfJlnlno Ihl5 roquooL IF /I 15 0r.lal'llr.hed thai
by acceding to Ihls desire there Is no need to Increase Ihe 10101 numbO! at Iraclion )
substallons. the voltages on both sides of such a neulral section ore sallslactorv
and suitable arrangements lor extended power supply between the two RaliwaYl
are pOSsible. Ihls may be agreed 10. Accounllng lor supply of power 10 the section
)
on the adjoining Railway can be reckoned simpty through calculating Ihe
overage cosl or energy used during the accounting period for the gross lonne )
km moved over the section fed by the subslalion.

1.3.5.4 The Subseclionlng and Paralleling Posl (SSP)

Between the Feeding post and the Sectioning post a number of intermediate )
,
Subsectloning and Paralleling posls are inserted in the OHE. so as to provide
)
remote controlled switches 10 isolate sections of OHE. Stations having large yards
need 10 have on individual SSP so thaI the yards. \:
loco
. shed. and olher running
' )
lines ore fed through individual remote controiled Interruptors or circuit breakers,
In on effort to reduce costs by ke>'!plng eqUIpment 10 minimum. Ihe SSPs may
be located a$ lar aport as Is commensurate with operational necessllles. The
block sections .In belween Ihe SSPs ore Isolated through manually operated )
isolating switches.

Figure 1.3.11. shows a specimen of a General Supply diagram. )

1.3.6 The Final Sectioning Diagram )

)
The final sectioning diagram Indicates the entire secllonlng. showing also the
remote controlled switches as shown in the General Supply Diagram, It also shaWl
the slruciure number of the OHE structures on both the sides of the Insulated
overlap. the n'eutral section or the section Insulator. across which the swltchel )
are located. These details are token from the t1nallzed pegging plan.
- . .. ')

)
 CHAPTER 4

FOOT BY FOOT SURVEY

1.4.1 General

In order to prepare the designs of Overhead [:qulpmenl Layout forming the basis
of the Project ~Q.nstruction work a detailed foot by loot ',;Ufvey of the lOuIe
proposed for Eiectriflcatlon is taken-up. This surveyJorms the basis of Survey Sheets.
These sheets are prepared to scale. the longitudinal scale being I : 1000 in open
louie and I : 500 within station limits and In yards. The sub-scale chosen tor
cross-sections Is I : 200. On these sheets the OHE structures and anchor foun-
dations dre marked according to the PrinCiples for OHE Layout 'Plans and
Sectioning Diagrams for 25 kV ac Traction. Document No. ETi/OHEJ53. issued by
RDSO. These plans. called prepegglng plans are then verified at site and modified
to site conditions and finalized. The tina I plan thus issued is called th Pegging
Plan, and forms the basis for estimation of quantilles. the cost estir, ....Ies and
lor schedule of quantilles to tenders for OHE construction Contracts. 'landing
and Eallhlng plans and plans for modlf!callons of power d!slrlbullon lines at
stations and yards are also prepared based on these survey plans. Preparation
of accurate detailed survey plan. therefore. cannot .be overemphasized.

1.4.2 Field Book

A Surveyor's field book is required to be maintained In which all the details

obtained during the survey should be entered. n;ese details are transferred 10
field sketches. Such sketches are then sent 10 Ihe Drawing Office to enable
preporoti09 of Survey plans. The entries in the field book shoul.d be dated and
progress in accordance with Increasing chainage. Details entered should Include
Important (eatura; along the track and their offset from the centre line of the
nearest track. The choinage of locallon where embankment changes to le'lel
ground. at ieve! ground 10 culling or vice versa should be recorded as the so
ore essentiol In ascertaining the soil bearing pressure. required tor design ot
foundollon:s for OHE structures. Continuous features. such as. Track centres. width
of cess. offsets to continuous running drains. fences or plpes.cobles: either on
surface or buried underground. should be recorded at 50 m Intervals on open
route and at 25 m interVals In yards and within slollon limits, Cross sec lion 01
Ihe route at intervals of 250 m shOUld be measured and recorded,

1,4,3 Importanl Features to be noted

These are:

a) Track centres between all tracks.

: I
,f
b) Track structure I.e. type of sleeper. rJeplh of ballast. width of cess.
embankment. level or culling. The pI()gramme of Irack works such os
re-sleepering with prestressed concrete sleepers. deep screening of
boliast or roil renewal works, which affect the track levels and/or
alignment. silould also be ascertained .and noled.

c) Deloils <if .cross section every 250 [n,

27
 d) Iype _Gnd condllion of sOIi.every 25(J m and 01 geologic disconilnuilies.
)
e) Burled w ater mains. and cables and 1I1eir runs alongside and ·across
trac ks. )

f) Signal cabins and location boxes . signal wires. point rods . cranks . and )
signal cables .
g) Signals: Main. Routing . Shunt; Ihelr Iype and trac k fOi which IIleanl. )

h) . Buildings . huts. platforms.other structures such as columns for overbrldges. ")

..
abutments of road overbrldges.
.. J
I) Platform shelters. their profile across tracks. height and distance'! of
columns. and edges of shelters from adjacent track. )

)) Turnouls. crossovers. and diamond crossings . their de'liallon n lJlnbUl, '117..

J
I In 8.5. 1 In 12. or I In 16; chalnage of the fouling boards! marks;track
centres at toes of turnouts and at the fouling boards! marks. )

k) Water columns . ash pits and steam blowdown pits. )

I) Fuelling points for Diesel locomotives. )

m) Metallic circuits (electric. low or high tension; Signal; or telecommunica - )

tions) running parallel to tracks and their distance trom adjacent track
centres. \,
n) Fencing: Metallic or otherwise. running along tracks. chalnages of their
beginning and end. and their distance to adjacent track at regular
inter vals; their type of construction . )
0) Ov erhead wire crossings of :racks: Telecommunlcatlqns.(Raliway 01 belonging )
to Department of Telecommunications.); signalling; and power (Including
their ownership), their voltage and clearances from each track crossed; )
if the voltage of the power line Is 33 kV 01 above the angle of crossing
and also Ihe location of two adjacent SUppOits on either side of the tracks.

p) Overllne structures such as Road overbrldges. Flyovers . foot overbridges )

and signal gantries: their vertical clearances from each track spanned .
and horizontal d istances of their support columns or abutmenls from the
.1
adjacent tracks; If the overllne stru'c ture has smoke baffle plates. the
clearance to the lowest ·member of the structure should b e recorded, )
/I ,ke lch of 1110 cross-snellon ocross tho hacks OlvhlrJ IIH) loodlnq dim e n-
sions Is requhed to b e prepared.

Q) Curves : Whelher 'right hand or left hand as seen . in the direcllon of

)
increasing chainage; the degree of curvature. and the chainage of
tangent points both at the beginning of transition and of main curv es;
Verslnes in mm are token every 50 m with nylon COld for the entire curve.
The super -elevation as found at site should be r.ecorded . Table 4.1.(at
Ihe en d 01 the text) gives tile value o f v erslnes of differ e nt degree of unifo rm
circular curv es over spans of 25 m and 50 m for !lG track. /lcluCJI v ersines
measured at site may be d ifferent depending upon the disturbance the
trac k has suffered sinc e it's lost realignment.

28

J
 r) level Crossings: Ihelr chainages.ond location of gale 10d\Jes. whether
manned or unmanned and localion of gale signals. if any. Special nole
should be made of level crossings on important roods or those giving
access to main roads( Ihis is useful during construction ar1d subsequenlly
(or maintenance)

s) locations of gradient posls and signal location marker posts.

I) Culverts and bridges; Chalnage of Ihelr abutments, piers. !tolley and mon
refuges: whether culverts or long bridges. It so whether deck Iype or
through glrder type. For through girder 'types the head room at entry
portals. Sketch showing plan and elevation of the pier!. and the entry
portals are also required, location of alignment of water maim. cables
and open wires running on the brldgo structures shaul, I also be noled.

u) Tunnels: Ih'elr chalnages and profile, whether lined or unlined, locollon

of trolley and man refuges. areas with extensive water f,eepage. arrange-
ments of water drainage. and location of drains

V) Identification and extent at Exposed locations: AreCls where full wind

affects are likely to be encountered by OHE structures and termed
'Exposed locallons' should be noted down. These ore generally encoun-
teH9d on approach embankments to long bridges a.nd ,:::;0 them. high bare
Qrounds and In valleys subject to tunnel etfect clI wi nd.

w) Identltlcation of polluted locallons: Areas adj':lcent to factories and.

power statiOns having high ambient pollution particles $,'1ould be identified
and recorded. .

1.4,4 Field survey

To ensure accuracy only steel tape or fibre glass/plastic co,:Jted tape should.
be l'~ed tor measurements. YellOW paint or crayon marks should be marked on
the ·".'·c?b o( the roll along which measurements have bee n mode every 25 m,
On curves the chainage should be taken along the outer ra:iI of the middle track
,,,hen there are odd number of tracks. It there are even r lumber of tracks the
chainage should be taken along the Inner rali of the first Ira, :k outside the centre
line 01 the group 01 tracks. At Ihe point 01 star! 'Zero' cha'inage Is taken. While
proceeding along the tracks the leatures detailed in paral; Iraphs 1.4.2 cnd 1.4.3
are recorded indicating their chainages and offset dlslOl lces. When the next
kllomGlre post is reached, the closing chalnage distance to the km post is
r8e;,jded. Chainage distance with respect to the new krr I post Is commenced
afresh. Thus chainages are taken from one km post to t he next.

1.4/5 Overllne Siructures

The headroom available under an overline structure Is an Important parameter.

the design of OHE under It being governed by this pore lmet, H. It is necessary
to mark tHe track 'level on the adjacent support column wilh ,fellow point and
use this reference r nark to measure the headroom. This reff lrence point is essential
to be made permanent. s!-Ace alteration to the level by permo,',ent way gang
subsequent to slHvey may radically offect the solulion'S to prO\ tide adequate
electrical clearan.~e whiCI) are found atter a detailed 51 udy sul')s( ,quent 10 lJeld

29
 survey. A.liiiI2!dlngly. alliocalions under overline slruclures where change In Ihe
hack lev~y more Ihan 50 mm may cause reduction In clearance or OHE rrom
,ucll structure or of the height 01 conlael wire above Ihe roil. need a special
investigallon by the field survey leam. )

1.4.6 Soil Characteristics

The survey of soli characferlsllcs every 250 m should also Inctude lis Iype and
a bearing pressure capacity. Samples 01 Ihe soil should be collecled and sent
.10 a soil mechanics lest labQfalory 10 obtain IIle Iype of soil and its bearing
pressure. This Information Is required 10 be rec.1Jrded on Ihe survey sheet.
1.<'1.7 Curve Realignment /
I
While measuring verslnes on curves If II Is found Ihal Ihe ligures are no! uniform
as should be found for a circular curve of Ihal degree II may be necessary 10 )

have II examined by Ihe open line permanenl way engineers and gellhe curves
realigned prior 10 IInallzation of designs of OHE. Similarly. the super-elevations
may also be adjusted to the designed values. ThIs will ensure that the OHE designs
have been appropriately made for the designed track layout minimizing sub·
sequent adjustments during operallon of Ihe services_
1.4.8' Proposal 10. oller the track g~omelry .
[Juring the surVey It Is essenllal 10 oblatn from the open line details of work on
the track Which may altellhe track geometry and which may be taken up earlier
thdn the antiCipated programme of electrification such os :

0) .Provision of prestressed concrete steepers. resullfng In raising of track level.

b) Realignment of curves for higher speeds. resulting in longer transition curves

and higher super-elevation ..

c) Easing of gradients.

d) Remodelling of yards. and doubling work$.•

e) Repiacement of lower speed turn-ouls 10 higher speed lurn-ouls.

1.4.9 Programme 01 Improvemenl 10 frock slructur ..
As OHE Is erected to. suI! the track. allerallon to the erected OHE to follow the
changed track geometry subsequenlly becomes dilflcull and expensive. II l.s.
)
therefore. necessary tor the open line 10 complete the works for Improvemenl
to track slructure prior to taking up ttle OHE work. The Survey Plans should.
)
wherever possible. Indicate the existing track layout as well as the allered
location with respect to the existing track oller Improvement. Details of such
Improvements should be Invariably oblalned through Joinl InspectIon wllh open
line oHiclals during tool by tool survey.

1.4.10 field Sketches

The dolo recorded In Ihe field books by Ihe surveyor should be promplly
transferred to field sketches as the survey proceeds so as 10 ensure full details )
are recorded and another visit 10 the site for items left out is obviated. In the
basic form the field skelch sheel may con lain pre-lined vertical and horizontal
lines (see Fig. 1.4.1 and 1.4.2). .
.I

30
 The vertical lines may each denote distances of 50 m on open route and 25·
m in yards and sla lion limits, The horizontal lines may represent centre tine 01
Iracks, Major yards having more than fIve to six lines may need special sketches
10 be made as required 10 sull the geographical condl1I0[lS, Each sheet may
contain details for 250 m of track and have 01 leasl one cross-section of the
route, All details should be neatly recorded,as this forms the basic document
for preparation 01 the survey sheet. Ali distances should be in melre and the
versinos In mlllh,melro, ,_

1.4.11 Survey Sheets

The preparation of survey sheets in the drawing office proceeds serially as the
field sketches are received there, These should be prepared in sheets of standard
metric sizes wllh lop sheet having lhe standard proforma. legend. and letter
sizes, These are'contained In ROSO's 5pecilication No, ETI/OHE/25 pi Annexure
1.4.1. The drawings should be on traCing and In inl< tn permit reproduction. A
specimen Survey Plan Is shown In , Fl".
, 1.4.3,

1.4.12 Table of Verslnes on Brood Gouge

Table 1.4.1. With values of verslnes on spans of 50 m and 25 m on curves. along

with the formula for obtaining Ihese values Is given below:

Table 1.4, I: Versine In mm on spans of 25 m & 50 m on curves

Formula: S '" Span. m

5'/4" (VjlOOO) x 2 x R R '" Radius of curve, m
Hence, V " (125 x 5' ) I R V = Verslne in mm

S.N. Degree of Radius of Versine (mm) for a span

Curve Curve (m)
25 m 50 m

(1) 10 175 447 1789

(2) 6 292 268 1074
(3) 5 350 224 895
(4) 4 ~38 179 717
(5) 3 583 134 537
(6) 2 875 89 358
(7) 1'1, 11M 67 268
(8) 1 1747 .1\5 179
(9) 'I. 2328 33 134
(10) 1/ , 3492 22 89
,I

Nole 1: Thes~ tigUles

apply to uniform curves. The verslnes at transillon curves
01 the two ends of the curves are lovler.

Nole 2: 1° curve is defined as rhot which In 10011 (30.48 m) turns through II

360lh 01 a complete circle,

31
 ,

"lElD SKETCH SPE~lf­

DOUBLE TRACK OPEN ROUTE SECT ION
---- o ~m
I !!l
~ TA rlGENT, 6-ITMNSITIONI _ _ '·CURVE-c....,. SHEET NO.
41010

Km
1,0 180 100=
0
TP
~
T 150
I
I iP 200 4101250

CUR 1£ LHV RHI" : : I ; I

VEns INE, Q 0 I 50: i I HQ JS() (mm)

UP_
(0 .. jOm)

----"
\ \ \ \ ,(
.
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'- SUPER ElEVAjJON
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.
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ON
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5·10 /OllAIN 1m)

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,

BliNK

GO
CU'''"(; A! KM 4101200
\:
't- JJ !IV CROSSING
CUTTING

L-p
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I\ Km 4101250
!
TRACK UP ON
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I
SLoE PER TYPe I eEN n~",'"
BALLAST OePTH ~
SUPER-
ELEVA nON
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,( SOIL TYPE
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SURVEYED BY
OIMEtlSIONS TO BE FILLED IN
SIGNA TUAE
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~~ '/ '~"-' ~ "-- ""-' -~ ,...-r ........ '._"-
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F 1(;1'4-2
FIELD SKETCH
SPECIMEN
(STATION SECTION)
(SKETCHED '"
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5· 40
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BALLAST GEPTH /~ \ 0.25

0·35
DN LOOP DN UP MA IN

X-SEC C S T'9 SURVEY ED BY

,~-=----=--.
DATE
SIG NA T UR£
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SllllHEIl
·.. ,
Annexure 1.4.1

standards lor Drawings lor OHE layout Plans

(Basis: RDSO Specification No, ETltOHE/25)

J. Scope:

All drawings of OHE Surveys. Prepegglng, Pegging anciqljE layout Plans. as well
as Sectioning Diagrams shall comply with the Standards' laid down in Ihls
specification.

2. Size of Drawings.

The standard size shall be A4 i.e, 21Ox297 mm or OIW Integral muillple of this size.
ellher In length or height or both, such as:

Trimmed Size of Corresponding size of,

Print Tracing
, ,
lenglh (mm) 210. 420, 630, 840 240, 450, 660, 870
or 1050 or 1080

Height (mm) 297,594 01891 330. 630 or 930

, A border line should be provided wilhln the trimmed print 15 mm below the edge
of the drawing. '

3. Folds In Ihe Drawing:

All drawings shall be prepared and Irimmed such that they can be neatly folded
allernalely
.
up and down and ,finally presenled In 210 mm x297 mm size without
any paris of the folds being short or overtopping and ensuring Ihal the title of
the drawing Is exposed In the top fold so thai II Is identified withoul opening.
Ihe folds, Shari (old marks may be made on the border line at appropriate
Intervals so as to facllilaie their foldll)g accurately and neally.

,'1. 011 entation at the Drawings:

All plans of tracks shall be prepared in such a manner Ihot the distance from
the reference terminal increases from let! 10 right.

5. Scale:
I

, Following scale shall be adopted for the survey plans :

Across the trocks

\)pen roule 1:1000 1:500

Stallons & yards 1;500 1;250

35
 )

)
The scale adopled sholl be clearly indicaled on Ihe top sheet at the appropriate
)
place on th& lille sheef.

6. lellming:

Slandard square upright lettering of the following dimensions sholl be used os )

necessary: .
)
Main litles: 5. 8. 10. or 12 mm

Sub titles: 4 Of 6 mm I •

Notes. legends Of d imensions: 2 or 3 mm

7. layout of the leg e nds Panel and TItle Sheet:

)
An uniform standard panel sholl ~e adopted . A specimen Is at Fig. 1.4. IA. L

8. Symbols:
\
p

Tho symbols adopled for different Ite ms sholl be uniform and in accordance
w ilh Ihe drawings In Fig. L4.1A,2. )

,\

)
~

I
36
I
)
 NAME OF TH ORGANISA liON DRG. NO.

DATE - - - - - - - - - - . - ._.......
PCGGIUG Pl tdJ

h-;.;~;::-; ...- - !~::~K_S~~EV_PlAN _"_E!,EGG'NG PtAN

111.
flACI{ 11m ..-'------.1.-------1

iI
,

". "1
!,
, /
.
I

;URVEY /O.H.E. PEGGING/O.H.E. APPROVED IN PRINCIPLE MOD SIG. OAT

PRE-PEGGING PLAN

FROM km.
I
:TO km.
51G. OF THE
APPROVING AUTHORITY
SECTION
NAHE OF tHE S'G. Or rUE
onGANI5ATlON ClI'Ee Eu:cr.
. M'_"
t;:f.,GIIHrtrn

,I
~.
-
PDATE NATUHE
OF MOD 51G. RAILWAY ELECTRIFICA TION
I DR.

I I Te. .-
I CK. SCALE
LOGO OF THE.

I SUR.
_.
SUB SCALE
ORGANISATiON

37

-- i
 • . .. )
J '.
• I.... . I'"'' 1""\ "-

)
STANDARD SYMBOLS TO BE ADOPTEr FO R .
- -
OHE SECTIONING ANQ LAYOUT DRAVINGS \
.'

i.NO. OEseRI P TlON

\. WIRED TRACK
2. UNWIRED TRACK '.-
3. ' 25kV FEEDER _F_ )

4. RE1URN {ONDUCTOR -R-

5. EARTH WIRE -E- )

6.

1.
SEC T ION INSULA TOil

CUT -IN-INSULATOR
.)
'---->.
8. ANTICREEP CENTRAL MAST (X,Y, DISTANCE IN m. TO BW ANCHOR) x-L.. ';
I 9. BALANCE "'EIGHi ANCHOR ,' .']
10. FIXED TERMINATION ANCHOR
,I )
.1\. INSULATED OVERLAP (REGuLATED) _J
112. INSULATED OVERLAP (UNREGULATED)
----.-Y •(
)

113 . UNINSULA TED OVERLAP IREGULATED) )

L:J
114 . ,
UNINSULATED OVERLAP IUNREGULATED)
15. NEUTRAL SECTION (PTFE TYPE)
= ~
)

)
16. NEUTRAL SECTION ISECTION INSULATOR TYPE) .¢--
11. NEUTRAL SECTION 10VERLAP TYPE)
l' )

~
18. SECTIONING AND PARALLELING POST
19. SUB SECTIONING AND PARALLELING POS'T \

20 . FEE DING POST

E I

, 21 . POvlER TRANSFORMER
C )

n. CIRCUIT BRE AKER

----co )
--l8
23 . INTERRUPTOR
--C
24 . INTERRUPTOR WITH UNDER VOLT AGE RELAY -CJ
UVR
25 , MANUALLY OPERA lEO SINGLE POLE ISOLATOR
26, REMOTE CONTROLLED SINGLE POLE ISOLATOR (
(

.I )

21 , MANUALLY
I
OPERATED SINGLE POLE ISOLATOR WITH EARTH HEEL. (
--f--¥.-.<
. \

)
28. "1ANUALLY OPtRATfD DOUBLE POLE IsOlATOR
--+-li-
29~ MANUALLY DPERA'IED DOU'BLE PGLE 'iSOLATOR WITH EARTH HEEL -\--!'-l )
lO . POTENTIAL TRANSFORI1ER
-\-l,.
---(
31, CURRENT iRANSFORI1ER . QD
n BOOSTER TRANSFORI1ER . ~
33 . LIGHTNING ARRESTER
--«~
~. POSITION OF INSU~ATED OVcRLA? ~tl LAYOUT PLt.N
X
I ?OSITION Of UNlNSIJLAHD OVEllLAP c)f.J LAYOUT PLt.N .. X
/. .. .
 PREPARATION OF PREPEGGING AND PEGGING PLAIIIS

1.5.1 General

Prcpegoin(l pions ore prepared on Ihe survay sheets In accordance with the
'Principlas for OHE Layout Plans and Sectioning Diagrams for 25 kV ac Traction'
issued by RDSO The aim is to provide the most economical support arrangement
for the catenary system, being technically sound lor Ihe'maxlmum trocllon
current expected, the maximum speed envisaged, and the maximum number
01 pantographs expected In a span. The prep egging plan Is superimposed In
soft pencil on a print 01 the survey sheel. After. a number of trials. the best ptan ,
providing tor leasl number at structures, called the 'Prepeg,glng Plan', Is got
raady for check at site lor II's feasibility. This pion Is sent 10 slle lor marking oul
the locallon of struclures and anchors on the adjacent rqlL A Joint Inspecllon
of II)e site Is then conducted. by Electrical (OHEdeslgns): Civil. and Signal &
Telecommunications engineers. Durin" the Inspection the plan Is verilled. and
If required, modi lied to suI! the field conditions. AI this time the Civil and the
Signal and Telecommunications engineers also make out their plans for track
slewing, shiltlng of drains, pipes, or signal point rods. cranks ek. to make way
lor the !oundatlons lor the OHE strudures and their anchors. The site verWed
1 '
plan is then linalized as 'Pegging Plan' and ,Is avatlable for use for tende1lng
tor Ihe contract tor field work and tor eslimallon at quantifies. On award at the
contract tor field work. the pegging plan is once verified by the contractor jolnlly
with prolect electrical (OI-lE) engineer pilar 10 loklnd up Ihe field work. The plan
acluolly fOllciwed for field worK, incorporollng further details ot type ot structures
used, the style of the cantilevers used. the stagger of the OHE conductors. the
run 01 wires. portal spans as well as the setting distances 01 the structure legs
becomes Ihe 'Olir: layout plan', This , plan Is Ihe record 10 be kepi lor proper
malnlenance 01 Ihe eqUipment oller commisSidoting. The rr<"pegging and Ihe
pegging plans are finalized In seties In Increasing chalnages wllhoutleavlng any
gap in between. There may be exceptions over sections where yard remodelling.
doubling or any olher work Involving Insertion 01 turnouts and crossovers are
conter;nplaled but not taken up or not marked at site., The -.fIeld party of Ihe
survey organization takes up site marking and assisls In Ihe verification of the
plan.

1.5.2 Porllcular Specification

Prior to commencement of work on pr"lpegglng plan. 'the site condillons and

Ihe specific deSign Of the eqUipment to be adopted needs to be finalized, Based
on Ihose parameters known as parllcular specificatiOns the various details of
the designs are adopted,

1.5,2, I Meleorologlcal conditions

a) The maximum. the minimum and the mean ambient temperatures:

The mean temperature adopled over the enllre Indian subconllnont Is

35°C, A range 01 15"C to 650 C as Ihe minimum and tho maximum Is
oeJoplod lor Indio except Ihe northern plains having colder winters lor

41
 which the range adopted Is AoC to 65"C, For unregulated OHE a contact )
wire height at supports of 5.65 m is adopted for the former range of
temperatures and of 5.75 m lor the laller range of temperatures. The )
contact wife height Of regulated OHE Is uniformly kept at 5.60 mot
supports. The extreme temperature variations dictate the Umll of the )
length of theOHE condUctors from the anllcreep central most to Ihe
balance weight anchor most. the movement of the balance weights on
the masts due to thermal expansion and contraction of conductors being
Ilmlled os 0150 to limit the swing of the bracket ass!9'mblles nearer the
balance weights. For both the temperature ranges 0 maximum distance

, . of 7.50 m from anllcreep to the balance weight anchor mast Is prescribed.

Inside long tunnels the temperature ranges are much lower and. therefQre.
advantage may be taken 01 this fact for specially designing Ihe passage
)

of OHE through them by minimizing the number 01 anticreeps and balance

weight anchors.
I
Wind speed zone

II Is to be ascertained from IS 875 as 10 In which Wind zone area the sec lion
to be electrified tolls. This dictates the maximum permissible span to be
adopted and Ihe relevant employment schedule to be adopted lor the
deSign of structures and foundations.

c) Identlflcallon of 'Exposed locations'

As ascertained during foot by fool survey (refer paragraph l.A.:! (v)) the )
exposed locations which are likely to ha'le maximum severity of wino ,
velocity. Which are Identified on the survey ,"eels. shoulM have maximum )
spans reduced by <1.5 m below the maximum permissible lor Ihe section ,
., as determined for Ilem (b) above. j

1.5.2.2 Ddlgn rorometers

The deslg" paramelers and the .type of" equipment 10 be adopted Is required
to be specified In regard to the following:

Choice of Porlals or Individual masts at slalions and on mull!trcck (more

than two tracks) sections: Whether porlals spanning all the wired tracks .i
are to be provided or Individual masts should be provided. If fhe track
centres, permit. Whethe~ headspans are to be used for yard lines. and
if so. w h e r e ? " .
)
b) Sections of open roule and yard lines where regulatedl unregulated OHE
Is 10 be Used, . .
"'
c) Choice of the type 01 OHE for:

I) Main Lines· Whether conventional copper conductors or any olher

I". terlol Is 10 be taken Into conslderallon.

II) Sidings and" yards • whether convenllonal OHE with catenary and
conlacl wires Is to be used or tramway type, of equipment is to be
used. For tramway type. whether the equipment is 10 be reguloted
or not.

11
 dl Booster transformers and return conddctors: The decision jolnlly arrived
at wilh the Department 01 Telecommunications, 01 the sections over which
Ihese are to be provided.

<:) lJ"ci~i()ll
I" U,C 2 x 2:; kV ;\1 systorn: A (Ioclslon Jointly orrlvod at with Iho
open line I<airway whether !hls system Is 10 be adopted: If Ihe Departmenl
at Telecommunications require Booster transformers and relurn conductor
over the concerned section, their consent 10 Ihe use ollhls system In lieu
01 the provision 0/ boosler Irans/ormers and relum conductors Is also
r1ece?sory.

I) FinoliiaHon of track slewtng plans lor yard or sec?ndary lines 10 locate

OHE structures In the Identified lanes.,
-
1.5,2.3 Movement of Overdlmenslonal consignments (ODes)

The minimum height 01 the contacl wire under heavy overllne structures Is normally
kepI such that class 'C' overdlmenslonal consignments of height 4.80 m can
be moved at unrestricted speed wllh electric locomollves. At heavy over line
structUies such as through girder bridges. road overbridges or runnels having
low clearances. and where modifications may not be feaSible or the cost
excessive. a deciSion may have 10 be token In regard 10 their passage such as:

a) Whether adequate clearonce may be provid"d to ,nove with electric

locomotive ot restricted speed.

b) Whether Ihe ODe can be dlverled Ihrougl, another line not spanned by
Ihe overline struclure,

c) Whether onty one line on a mutlllrock section under'the overline structuro

can be nominated 10 move the ODe with electric locomotive,

dJ WhclhOlthe ODe can be moved wllh 'povJer oft' on OHE by a non electric
engine, ensuring only adequale physical clearance.

e)
-
Or. whelher Ihe ODe should nol be permilled under the overllne slruclure.
nomlnotlng an altemallve route through which the ODes should be
diverted,

A suila.ble solution may need a careful examination at the extent of modiflcallons,

the cost; feasibility and the lime Irame ,tor carrying out the modifications.

1.5,3 PrinCiples of Prepegglng Pions

It 'is essentlol to be conversant wllh 'PrinCiples for Layout Plans and Sectioning
Diagrams for 25 kV ac Tracllon'. Documenl No, ETi/OHE/53 Issued by RDSO before
attempting preparation of a prepegglng plan. Some Important principles,
however. are broughl oul In the following paragraphs lor ready reference .
.' f
"1.5.3,1 Span lengths

Span lengths are chosen in multiples of 4,5 m. The shortest span adopted Is 22.::
m and Iho longest. depending upon the partlculor speCification of the wine
speed ~one and the type of equlpiTieril. being a maximum 01 72 m, The dllference

43
 ....: . . '. '.:

. between two consecutive spans should not exceed Hi m to ensure compatible

flexibility over ·t he adjacent spans. Non standard span lengths are permllted
onty If specIal conditions do not permit choice 01 standard span sizes. such as
while !ocallng on. bridge. piers. or If required to be located at a given localion /

on a bridge structure. The maximum span lengths as permitted by the taco lion
)
. shauld be aimed at. On tangent Irack Ihls Is Ihe maximum permissible depending
upon Ihe particular specification or Ihe section . On curves. lurnouls and cross-
overs. Ihe span lenglhs ore lower .. being ·governed by the maximum permissible
slagger of the conlact wire 01 the slruclure and In Ihe middle of Ihe sfJan: Ihls
limitation being guided by the design consideration of panlograph conlacl
surface. its sway and blow-off of OHE conductors In wind. As a general rule Ihe
maximum stagger at a struclure should nol exceed 300 mm on curves and 200 )
mm on tangent Irack. Mid span slaggers should also nol exceed Ihe figures,..
prescribed by RDSO. )

1.5.3.2 The Seiling Dls·l ance (Implanlallon) 01 struclures

The seiling dlslance to be provided are:

a) For Individual masls carrying one OHE:

I) On tangent track

Standard 2.50 m

Minimum' 2.36 m
)
(Note:' In special clrcumslances with prior ap:-:~oval 01 Ihe Chief Eleclrlcal
Engineer of Ihe Railway.)

II) On curves
)
Degree of curve Radius of Setting
)
curve In m Dislance in m

Inside Curve )

,
zero to 'I, ¢> to 3500 2.90 I.
rI, to 'I, 3500 10 2350 3.05 ,./
I
'I, to 1'1, 2351 10 llSO 3.25 ! )

1'/, to 6 1151 to 300 3.30 )

Outside curve )

2.50 )
zero to 2 ~ 10 875

2.65 )
above 2 less Ihan 875

b) For a Porlal upright or a headspan leg or a masl carryillg more Ihan one )
OHE Ihe seiling dislance adopted should not be lesser Ihan 3.00 m.
)

44
)

•.. )
 II the sllpulaled standard seHing dislances menuanea .n .UUIJ'-"'.JIJ"""''''
(0) and (b) above cannot be obtained, lower seWng distances up 10
a minimum may be adopted as found out from following reckoning: To
the minimum selling distance as permitted In the schedule 01 fixed
structure as provided In the 'Schedule 01 Dimensions, 1676 mm Gauge',
a slewing allowance of 150mm should be added; j,:J'ihls a curve allowance
lor the degree of curve should be added, The curve allowance tor different
degrees of curves and tor dlflerent speed pOlenllals are given In the
'Schedule of Dimensions, 1676 mm Gauge' and In tables I, II and III 01
RDSO's Document No. ETI/OHE/53 :Prlnclples for layout plans and Sec-
tioning Diagrams tor 25 XV ac Tracllon, Table 1.5.1 gives the curve
allowances for dlfterent,.speed potenllals by combining In one lobla. the
tables I and III of the ROSO's Oocumen~ No. ETI/OHEf53. •

Table 1.5. r Curve Allowance tor Broad Gauge

Extra cieorances to be ..... ' ., ..... to OHE structures

Degree Maximum Super- Extra

of curve Speed elevation Clearance (mm)
permitted (mm) Inside Outside
km/h curve curvE:'
(l) (2) (3) (<1) (5)

1/ , 200 71 191 0
160 40 89 0
'I, 200 133 400 0
160 60 159 0
1 190 185 575 0
160 100 295 0
lOS 50 130 0
1'I, 155 185 see, 0
105 75 220 0
:> 135 185 59D 10
105 100 31'0 10
3 110 185 605 30
96 120 390 30
4 95 185 020 40
80 125 420 40
5 85 185 MO 60
72 120 4;m 60
6 80 185 6()5 80

7 56 125 470 90

.8 48 140 540 110

48 140 550 130

40 120 500 l~O

-~ ..-

45
 )
" 1\ . ..... ". ~ ~ .. ' ~ . ! O !~:..:~ . ~·. ;! t )1
.,.i \; . )
\ .5.3.3 Location of obligatory slructure
, )
There are cerlaln features along the track. wltl1ln a few metre ot'which an OHE
structure should be provided. These are, for example, at turnouts and crossovers
or adjacent to overllne structures. These OHE slructures are 'called 'Obllgatory
)
slructures'. WI1i1e .commenclng a prep egging plan it Is most convenient to'
commence from an obligatory slructure 01 a turnout or a ·crossover. An OHE )
structure sl10uld be located wltl1ln 2 m of the tl1eoreltcal cenlre of a turnout.
It this Is found not leaslble, as an exception Ihe structure may be located farther
away. The maximum distance from a centre of a turnout that a slructure can
be located Is Indicated In Table \.5.2. tn off. cases the contact wire slaggers
at struc;tures and <;It mid spans shoutd be verified during slle verltlcallon of the ,
prep egging plan •. During the verification the loCation of the section tnsulator,'
.It required to .be provided in the span should also be fixed. The span under on )
overllne structure should not e xceed 54 m to IImii tile amount of push up of
catenary by the upward thrust of the pantograph: also the s!ructures supporltng
the OHE should be more or less equidistant from the centre line of the overllne
structure to ensure maximum clearance belween the overline slructure and the )
OHE conductors. Passage of OHE under heavy overllne structures having reo.
. strlcled clearance has to be designed specially Ihrough a 'proflle study- .. Such
a Siudy fixes the location of OHE structures. the span lenglhs to be adopted
under and · adjacent to the .l verllne structure. along with the contact wire
gradient and the encumbrances at the supports.

Table 1.5.2 \
.. ~

' Maximum pe.misslble distance

fro(Tl OHE support to Centre of Turnout

No. of Dlsla,'ice from Maxlmun, dislance permissible

Turn-out centre of from centr, of lurnout to
torn-oul to: the OHE · St ~ ucture. towards

Toe Nose TOe Nose )

(m) (m) (m) (m)
trock Irack )
sepa- se pa-
rallon rallon )
= 150 mm = 700 mm
'.
1 In 8'1, 11.15 14.30 . 5.70 4.20
I In 12 15"'5 20. 15 7.00 6 . 10
\ 'In 16 ::W.W 26.85 9.60 7.50 )
1 In 20 23 .75 33.50 10.70 10.50
This Is based on Ihe f.:JeI that on a turn out. although Ihe conloct wire for Ihe
main Irack IS,appropiaiely plac ed for Ihe panlograph of a locomolive runnin g
at speed, It Is the conlact wire for the turn out that shOUld always be within I
appropriate. stagger <'
~ 300 mm ot support and the appropriate mid-span
)
stagger for the lurn out span). The curvalure on the turn out requires slaggers
of 300 mm.ln all cases towards the main IrackcFurlhe.Ullilre should be a minimum
horizontal separation. belween the tW9 conlact wires. of 50 mm and a maximum
of 200 mm at s· Jpporf to ensure non-Interference belween two OREs and smooth
changeover of contact VIlle for the pantograph of the locomotive negotiating
iheTurn--6uL - .. -- ............ -..

This Is possible It the obligalory structure at a turn out Is located at any ' point
belween the track separation 01150 mm and 700 mm. lrrespectlve 01 the number )
of Ille lurn out. as would be clear fr o m the Figure 1.5. 1.
\

~6
)

.)
 · ,
! CONT ACT WIRE
FOR TURN QU,,-1'---I1

WO I:: OF TURN OUT

30~
CON l,Ab WIRE fOR

PANTOGRAPH ON~--"'d
TURN OUT
MAIN TRACK

100

lDG
TO,
NOT£:- All DIMENSIONS ARE IN mm

.~

f.. jl FIG,l ·5 ,1 (0)

STRUCTURE LOCA liON TOWARDS NOSE AT MAXIMUM PERMISSIBLE
TRACK SEPARA liON OF 700mm

CONT ACT WIAE FOil

TURN OUT

$0-1
300 ..
{-re
OF TURN OUT

,
"reOF MAI~ TRACK

~--
PANTOGRAPH 011-'4',
TURN our
--- ·--CONTACT WIRE FOR MAIN TRACK

TOS
1111 ,00
LIsa
NOi.~- All OH-iENS!ONS AnE. IN mm

FIG,1.5,1(b),
STRUC TURE LOCA liON TOWARDS TOE AT MIHIMUM PERMISSIBLE
TRACK SEPARATION OF ISO mm

1,7
----...- -...---~ ---_._------'
 '·5·2
FORBIDDEN ZONt ~Ul{ LOCATiON OF OHE STRUCTURES
IN ADVANCE OF COLOUR LIGHT SIGNALS
FIGURES ARE IN METRES)

\FOR8100~N ZONES SHOWN HATCHED)

(A) WITli NO, APPROACH SIGNALS

, ,
(Ol) WiTH APPROACH SIGNALS

140 160 115 10 SO 30 o 10

\
!>
CD
(C) SIGNALS WITH HORIZON TAL ROUTE )NDICATORS

NO STRUCTURE WITHIN _

600 ~ 01' iRACK llO 250 21S 110 115

, 60 30 o 10

't

(0) SIGNALS WITH ROUTE INOICATORS OTHER THAN HORIZONTAL

NO STRUCTURE WITHIN - _

21t(\ 115 170 130 :;0 30 o 10

",'
~.
- ~ ~ ~.
~ ~. ~ , .. ~
 · ". ;./, .;: I ;. ~ ~ .
OHE structure sho'!k! not be located nearer than 10 m
behind and 30 m in
advance of a sig.,al, For proper visibility of a signal. a larger setting dislance
is given to a fe\'l OHE slruclures in advance of a slgn"l, For Semaphore signals
a larger seiling dislance is required for 5 OHE slructures, with the one immedialely
in advance 110ving a minimum setting distance of 3,05 m, followed by the next.
- one at 2.9 m an'" the nexl three consecutive slruclures havIng a minimum sotting
di51onc0 o( ~.15 rn, For colour II~Jhl ;ii!Jnc.If~. Iho rnlnhrulfn seiling distance!> orc
ruuululed up 10 60() In In <;:ldvanco of lI)e slop signals and up 10 3QO m in advance
of a signal will) roule indicolors. The forbidden zones for localion of OHE struclures
are diagrammatically shown In Fig. 1.'5.2 as roady reference . On curved ·track.
depending upon Ihe lopography and curvalure •. lhe structures. should be so
localed as to ensure Ihe besl continued ' visibility of signals. In such cases the
selling distances and the lanes for location of OHE struclures should be fixed
by-a joint field inspection of Electrical (OHE designs) engineer with the Signal
Engineer.

1.5.3.5 The localion of overlaps

The insulated overlaps are loco led at the approprlale sites selected for the
subseclioning and paralleling posts (Neutral sections are required to be provided
01 Ihe sectioning and at feeding posts). the locations for the manually operated
isolaling switches, and lor the booster Iransformers stations; all of these having
been finalized in Ihe sectioning -diagram earlier. Having loca·t ed the Insulated
overlaps Ihe uninsulated overlaps are Inserted ensuring longesl tension lengths.
Ihe effarl being to havE! minimum number of overlaps In th~ction, There is
a limil of 750 m belwec:n Ihe anticreep conllol mast to Ihe corrmpom)ing
bulono::e weigl'll oncll,)r mosl 01 Ihe overlap for regulaled OHE. This limits the
Ic:nslon Ic:ngths to 1500 m maximum. For unregulated OHE no onticreeps are
required and the maximum tension length of conductors is increased to 2000
m. In case the insuloted overlap is on a curve having a radius of 5000 m or sharper
( 0.35 denree s) 0 'I 'POll overlap becomes necessary Vlili) (I central overlap
OIlE slruclure 'having "'10 brackels 01 cliffercnl elementary sections. To ensure
satisfactory clearance between th",-brg.<;<~'?t~ the distance fro!JLO,oiiC;['?!m....!£.
the c o rUreaf the 'I s[1on Implafed ovmlop Is iiiniic,cJ'to' 600 rn, In view of Iho
··PrOG·I~; j1;··· O( ·IrHlil'I(Ji'·~ii'\J· (jr)I'>I(11 )lkji(J c: !uur(Jllcu~; ut Iho overtop canlrol Inusl
und need 10 loke pOVler block on IVlo elemenlary seclions for maintenance
of such overlaps. location of Imulaled overlaps on curves should be avoided
05 for 05 possihle. Tilo ICl"l!.li on lunqlh5 nl ~;()nv8/llionol ovorlap 1ype of neutral
sec li o n and 01 short neulral sectio,) or", limiled to 6QO nr or less. ·The overlaps
should be 0150 so adju ~ led Ihal fileir locqlion ata sto"ilon 'does"nol resull in use
of Ihree brockei slructures. If. odjuslmf:1.1 of Ihe uninsulnted overlaps bel"ln:""
the predel cnnine d 10c(J lion of imuloled ov •.:rlops re stJlI , in having a tension lel.g Itl
750 m or lo wer ( 600 :n if odjocent to ~ span insulaled overlop or adjac e nt to
a ~ I m neutral sec lion). a half tension "'mgth of OHE , having one end as fixed
termination may be adopted. omitting Ihe antlcreep.
,,
1.5 .;3 .6 Local ion of Sec lion ImulolOi

The Iblal weight of Ihe sec lion In""lulor i"cluelin\) Ihe w e lnht of the 1\'10 insulators
on th e OIIF (lncl 01 IIw COppUf Illllllt." r~ is !)!i k.~J. 10 ocr..:ornfno dole 1110 tVJO
inslIluh) J:; 'or bo\l\ 1110 COf) i".itH : I0.J5 1.llIti lel pel/Hit Ihf~ 1t1cOll1olivn pr.lnlo~.II(J:)h
10 u1i<.Je nvc', Ille IVJO rum)!..)!!> 01 Ille ~o f;lioll i!l!iululors IIu) r,-; io; a reQuirernonl cf
 a minimum dropper length 01 d50 mm. and a maximum permissible slagger 01
•
100 mm 01 the location 01 the section in5ulutor. Since the maximum encumbrance /

at the OHI: slructure Is limlled to I.d m. Ih'5 imposes a limit 10 the sag and therefore .
. the distance 01 the sedion Insulator Irom Ihe nearest OHE suppor!. This limit is
given in Table 1.5.3. below. In view 01 ,Ihe limil 01 100 mm 01 stagger.this should
be achieved by adjusting Ihe slagg",rs at the adjacent OHE slruclures during
sHe verificallon 01 the prepegglng plan.

Trble 1.5.3
)
Maximum permissible distance of sec lion Insulator from nearest OHE .Iruelure,
hovTn-g 1.4 m encumbrances of the span, applicable for regulated OHE wllh
107 mm' contact wire and 65 mm' catenary at 1000 kg temlon in each.

Weight 01 section Insulator ~ 55 kg

All dimensions In m

Span 72.0 67.5 63.0 58.5 54.0 49.5 45.0 < 45.0 )
Distance 7.7 8.1 9.d 12.3 13.5 15.0 18.2 nollmH

At a turnout the secHon Insulator assembly should be localed beyond the Nose
01 Crosslnu with runnors lacing away Irom the cenlm '01 lurn out. II Is a good ,
;
design pradlce to locate the OHE mast towmds Ihe NOSe! so as 10 make tho
span over the turnout short permltllng wider lalltude hi localion of the seellon
Insulator and having adequate .Ialltude In selection of suitable slaggers at Ihe
. struclures In order to achieve the stagger of contael wire below 100 mm under
the section Insulator.
)
, 1.5.3.7 OHE at a lurnout
\
J
On main running lines the OHE 01 the turnout should have overlap type 01
equipment. On .secondary lines Ihis may be crossed type 10 reduce the c':.lst. <
The turnout OHE taking oft from the main line should be regulaled and h; va
both, the contact wire and the catenary. The OHE lor a secondary line taRing )
off from a loop line may be either unregulated or tramway type. Three braCK§?,L
assemblies al a turnoul slruc'ur~ sholl)<;LbJLO,yglged as adjustments 10 thE' OHE
:areaifrrcDil:7\S menlioried In paragraph 1.5.3.5 above. lri-niis eHor'f0\i9fiapmullI-
cantilever OHE supports should be sul!ably located away Irom turnout structures.

1.5.3.8 OHE at $peclal locallohs

<

a) Adjacent 10 averllne· slruclures:

Prior to' preparallon 01 OHE prepegging plan in viclnily 01 a heavy overline

structure' the clearance study should be completed. In case 01 restricfed
clearances the profile drawing should be prepared In advance for
Incorporallon in Ihe OHE prepegging plan.

b) On long bridges:

The spans an long bridges are dielaled by the locotlon 01 Ihe piers on
which the OHE s!ruelures are located. therelore. these are usually non
standard, On through girder bridges the OHE may have to be supported
on specific members 01 !he trusses. as such the design 01 OHE on such

50

\
 .J
:
•
a bridge may be finalized subsequenlly. wilhout deloying the finalization
ot jlle prepegging over the resl 01 the roule. Howeve/, the feasibility of
loco lion of the OHE support must be established in advance during the
survey.

c) In tunnels:

._ The design 01 OHE in ·tunnels require careful study. The spans aro requlrod
10 bo kepi sh(j~l-(Js II bucemos dltncull 10 obtain adequale hoadroom
for large encumbrances. Unless Ihe tunnel Is long. antlcreeps and overlaps
.
should not be located Inside Ihe tunnel. For tong·, lunnels one method 10
ovoid the anllcreep Is 10 erect unregulaled OHE. the diurnal and seasonal
temperature variations Inside the tunnel being limited. provided there are
permanent speed reslrictlons inside Ihe tunnel Imposed due 10 civil
engineering considerations; the effort being 10 avoid imposition of speed'
reslrlctlon on account of OHE only. In sum a detailed examination olthe
local condllions Is required before finalizing the design at OHE Inside a
\ lunnel.

;J 1.5.4 Provision lor Remodelling

Yard remodelling works may be In ~rogreS!l or proposed on the Joote. Doubling

works may also be In progress. II the electrification work Is expected 10 be taken
up either oller the remodeillng or has to toke In account such remodelling. so
as 10 conveniently modify the OHE when such remodellll1j;l Is takenlllp.lhe design
for OHE should take into account such works in Ihe prepegglng pi am.. Accordingly
the-proposed locations of toes 01 turnouts and the alignment ol!llle new track
should be jolnlly examined by the civil engineer In charge of the lrodl<:construction
works and Ihe OHEdesign eleclrlcal engineer. so as 10 obtain the rw:lst economic
plan involving least amount of !raWc block lor carrying out Ihe remodelling work
bolh for the Irack and for the OHE When the plan I,linalized. t~ toes 01 Ihe
tlJrnouts and the alignment of the proposed lrocks are morked outZllfl the ground
with permanent ben"h marks. Thesf' ore incorporated in the sm~y 'sheet. The
special arrangements 10 be provided for In Ihe prepegging and !!Ubsequently
In the pegging plans Including In the phose plans. If any. should be noted in
the finalized plans.

\.5.5 Preparation of prepegging pions

The drawings should be' of standard size and follow Ihe slandaml' orienta lion
of the lop sheel and Ihe dlrecllon of progress. For Ihls purpse provision
contained In RDSO's Specification No. ETI{OHEf25 may be followedfhe exercise
for preparation of the prep egging plan should commence as ansmrcise In sot!
pencil on a print of the survey sheet. it may begin from on obllgdb"ry structure
at a turnout on one main line and structures marlied accordlngrtr.· Ihe guide
,I lines. Adjusting the loco lion of slructures. 10 minimize their numbe" and Ihose
Of the locolion of the overlaps. anlicreeps and anchors to the 1mst suitable.
locations may need a number of exercises, AI stations where pa;!als are not
to be used. main and loop line conlilevers may be located In _, 'umbrella'
fashion on (, common most. provided Ihey are on the some elemertbry s.;.cllon.
Number of brackets on a mas!. Ihe·onchors. relurn conductors. sam· wires. and
25 kV feeders should .be clearly marked. Atler the trials. when the plan is

51
 (
I

considered satisfacl ,ry. Ihe slruclure numbers and 'iheirchai,nages are marked )
oul. This ,plan is now t'ansferred 10 Ihe Inked Iracing ,of Ihe 'survey sheet. but
in son PENCIL. 50 as 10 erme and Incori)oralc Ihe cl1ongos. 'If requiled. oller )
,sile verificalion of Ihe plan. To confirm the feasibilily of Ihe plan during oile
verification the prepegging plan should include the_ following details: )

a) AncllOrs - Balance weigh I. IIxed termlnalion. and anlicreep for OI-fE: 25

kV feeders. relurn conduc-Iors .and earlh wire.
)
b) Antlcreep central mash - indicating thereon Ihe number of spans and
distance In metre to the balance welghl al'lchors. .,-
I
. J
c) Multiple c~nlilovers - for overlaps. lurriouts 'and out of run wires. )
d) Overlaps -Insula led. unlnsulated. or neutral sec lion:, the Insulated overlaps
being at the location seleCted for the supply conlrol post. manually
operaled Isolating swllch or for booster lronsformer.

e) Conductors - OHE. relurn conductors. 25 kV feeders and earth wires. The

)
length of Ihe OHE sjJa,1 15 to be recorded In the middle of Ihe span.

f) Section Insulators - for sectioning or for neulral sections: Ihe dislance 10 )

Ihe nearesl most should be recorded.
)
g) Siynals - existing as well as Ihose' to be Installed.
)
h) Auxiliary Iransformer (25/0.230 kV) stallons - for stallons . signal cabins.
inlermediate block signal huls and level crossings. AI least two prinls of )
the prepegging plan. thus mode ready. are furnished fa the site subor-
dinate conducting Ihe survey, Caples are also furnished 10 Ih'e survey civil )
and S&T engineers who are required fa offend Ihe sife Inspection for
verification of the plan .

1.5.6 Marking at sile

l
)

On receipt of Ihe print of Ihe prepegging plan 01 sile. the field subordinate mark s
the localions the slruclures and anchors tn yellow painl on the web of thE?
roil adjacent I Ihe shown localion of the OHE structure or anchor 7.5 m away
J
from Ihe OI-tE Iructure alonpoldo. Sirucluro numbers and Ihelr <:IIulllol]05 <Jr"
also marked. 0 ring marking oullhe locations on \'Jeb of the roll . simultaneously.
obstructions. if any to Ihe location of slructures or anchors. found at sile shoulci
be recorded on Ihe prinr. Furlher at Ihe loco lion of slruclure Ihe follovling
)
measuremenls ore token and lecOTded on Ihe print for :

0) Irack cenllCs.

b) wldlh 'of Ihe cess: if In a cutllng .distance 10 Ihe drain and II's widlh ond
to Ihe edge of the slope .

c) Turnouts: dislance of th" structure location from the toe of the swilch .
and track separaliQn at the location.
I
d) drains. polnl rodding. underground pipeline or cables running along 1110
roule: dislance from Ihe adjacent track to be checked 'If located in the ..\
some lane In w hich Ihe structure locations are proposed ,

52 )
 e) vcr sines in mm of spon for the tracks on curves and at turnout} and
crOSSOVGfS.

I) sion"ls: dislance 10 Ihe nearesl OIlE slruclurG localion.·

g) power line, signal or telecommunicalion crossings: dislonce along tho

1I0ck from Ihe nearest Slfuclure location.

h) obstructions, If any. lor localion 01 structures as shown In the prep egging

plan.

Marking au! Ihe prepegging plan at sile gives one more opportunHy to
the survey
team to verily ground conditions.and incorporate changes. it ony. since the
original survey. Atter marking out the locations of structures on rolls and Incorpo·
raUnn olher delails as required. 0100 copy 01 'as marked' plan Is returned to'
, I the OHE design oHice. One copy is retoined by the field subordinate as his copy.

1.5.7 Joint field Inspection

,
I

,I
In IIle OHE design ottice the 'as marked' plan is carefully examined and the
;- 1 plan Is modified. laking inlo consideration lIle ground condilions viz, obstructions
or excessive versines on curves or 01 turnouls. or inadequate track centres for
location 01 a struelure, lhis revised prepegging plan is now ready for Joint Field.
Inspection. Copies of Illis plan is distributed 10 the civil and Signal and lelecom
engineers of Ihe SUlVey organizalion. A programme olloint inspecllon 01 Ihe sile
is /1m</ made by 1I1e Electrical (OHE designs) engineer with Itfe concerned civil
and Sal engineers. The olliclals musl be 01 adequate level so as 10 toke decisions
0/1 the spot durino Ihe inspoction in regard to modilicolions. if any. required 10
be dono 10 1110 civil ol1\Jineoril1g or S&1 installallons 01 silo. The S&T official should
hove ,villl him the linalized plan lor Ihe proposed colour light signals. Modifi-
cations. such as. diversions 01 drains. pipe lines, trolley or man relu;;:;'es. or slewing
01 frocks 10 oblain adequale lrack centres. or shilling 01 paint rod ding alignments
or 01 cranks lor loco ling OHE structures are recorded for their compliance. All
overhead crossings of Signol and Jelecomm\.lnicaiions circuits including those
belonging 10 1I,e 001 are specifically taken note 01. so as to either divert them
or cable them well beiore commencement 01 OHE construction work. /'.. oy power
line crossing should conform to the Regulations for Power line Crossings 01 Railway
Track. If it does nol. the owner oflhe crOSSing will have to be advised 10 modify
1he crOSSing to conforrn 10 the f?onuldttons. Annexuro 1,5.1. conJoins some of
the Imporlonl provisions of Il1e Ilegulollons for Power line Crossings of Railway
TraCKS for ready reference. Based on the decisions taken during the jOint

,,
insPection the OHE layout is finalized. This plan is now termed the 'Pegging PIon',

1:5.8 The Pegging Plan

The locoHon of OIIE s!nlc!"ucs oncf of (mChof5. hninq fino'!. ore now illi(od OV<Jt
In the !racing of tile original SUllie,! Sheel. Vilal details at lhe location of structures.
such as the trdckcentres and measured ceSs 'widths; spons of porlals; versines

53

•
 of spans on. curves. at lum ouls and 01 crossovers are recorded on Ihe plan. )
This pegging plan forms Ihe basis for esllmallon of quontilies of work and of
materials. based on which Ihe lender schedules are finalized. A specimen )
pegging plan Is given in FIg. 1.5.3.

1.5.9 The OBE layout Plan

)
This pegging pion Is. further completed In stages as the construcllon work
proceeds. Finally. , ..hen the construcllon work Is over. Ihe flnal plan. called the
OHE layout Plan contaIns the delalls of run of conductors. showing both 'In run'
and 'out of run' contacl wires. the setting dIstance of each structure and Ws/ )
Iype, the tYPD of portal and span of II's boom, the staggers of the contact
'wlre and any other special features which 'may,.be required 10 be given such
as referenCe to (J profile drawIng for passage of OHE below an overllne structure.
There is usually a III ne gap between preparation of pegging plan which indicates
the milestone of conclusion of Ihe survey. and the OHE layout plan. prepared
during construction by the contractor. who commences the work after furlher
verifying the pegging plan. On complellon of the work the contractor fInishes
)
the OHE layout plan as •As completed' plan for handing over to the maintenance
organization. \

1.5.10 Mod'" !oi' )Os to Railways' electrical overhead dlstrlbullon lines

~

The overhead distribution lines running on platforms or in yards need to be

checked tor the quantum ot eleclromagnellc and eleclroslollc Induction from
the 25 kV ac' 50 Hz single phose t[acHon currenls. During the survey, drowings )
should be also made of the power distribution lines Indicating their separation
distance from the centre line of the !rack 10 be electrified and Ihe arrangement
of feed. whelher In the mld.dle or at the end to ascertain the extenl of parallelism.
On receipt of the survey sheets In Ihe eleclrlcal design office the voltage rise )
due to eleclromagnellc Induction and the discharge current due to el'ectrostalic ,
Induction In the dlstrlbullon lines ore checked In accordance wllh the formula )

obtained from SNCF If the Inducllon effects are found to be beyond permiSsible
limits. the distribution lines would need to be modified to bring down the effect
to be within safe limits, and plans ore accordingly made. Annexure 1.5.2. glv05 ,
the formula and tables to enable calculation 91 electro-magnetically Induced ,
voltage rise ond of electro-statically induced discharge current.

1.5. i I Bonding and Earthing plans )

All melal work adjacent to electrified lines have electro-magnellcally Induced )

voltages. which Increase In proporllon to their length. such as metallic .',mces
or plalform shellers runnlpg parallei'to frocks. Olher melalwork open to r:ubllc: )
such as the foot over bridges and platform columns moy also pick up hawrdous
voltages either Induced 01 by accidental contact with Ihe live OHE. Rails of the )
. track corry heavy tracllon currents In vicinity of feeding posts or at other locallons
whore some ralls are laken up for Irack circuits; Ihese lac allons may pose ha7.ord :.
10 the permanent way gang. Accordingly plans for sullably earfhlf)g and bonding
of the metalwork adjacent to track, breaking the long fencing In smaller electrical ')
sections, and providing safe passage of .tractlon currents through rolls by

5/l
J
 ·1:

! l ' '" providinglongiludinol and tronsverse ;bonds for .running rails at .electrilied trackS
I t ' " . " I ' . .
are made. All OHE slructures are bond.e d to Ihe (lon Irack circuited rail through
'

structure bonds. or it such a rail Is not available to an earth wire run on the OHE
structures. Ihe earth wire being broken up electrically In parts and each part
individually earthed . Accordingly bonding and eorthlng plans are made for the
entire route to be electrified In accordance wilh the Code for Bonding and
Earlhlng. Document No. ETIIOHE{71 Issued by RDSO. This plan . howeve r. needs
(
i to be made only at Ihe slage ot construe lion acllvlly.

I 1.5.12 Progress Chart

)
I
I I j To mOI~lIor Ihe progre" of survey. prepaiallon and IInaliwtlqn of the plans .
I
conduct soli tests and do the clearance studies under overline structures . a
,, ""
!
progress chart is essential. A suggested progress "chart is given in Fig. 1.5.4.
l
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55

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; C .~':' : ' ; AGE eno 118 · 90 1sa- 40 104' 4: 235· 90
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 Annexule 1.5.1

Some Important Provisions of the Regulalions lor Power Une Crossing of Railway
Tracks, 1987,

1. Power Uno crossings up to and Including 11 kV require to be cabled and

clossed undelground,

., 2. Power Une crossings up 10 and Including 33 kV Is recommended 10 be

crossed,ftlfough underground cables.

3, For overhE'ad crossings ot Power lines. the minimum height abOVe roll level
to tht> lowest conductor including the guard \vire shall be as given below:

Voltage (kV) Minimum height

above Rail level (m)

11 to 66 14.10
abov'e 66 to 132 14.60
above 132 to 220 15.40
above 220 to 400 17.90
above 400 10 500 19,30
above 500 to 800 23,40 ,
4, The angle of overhead crossing shall be perpendicular to the tracks, In
ex ~e,)lIanal cases it may be permitted with a skew, the angle 01 devlallon
I UT exreedlng 30 degrees, In case II Is likely to be more than this value
the cm", should be leleIled to the Elec!llcallnspectol to the Government
(Chief Electrical Engineer 01 the Open Une Railway),

,5, In view of high cost of modilications 10 Power Une Crossings and also
dllflcully In getting shut down .01 Important transmission line crossings of
tracks contemplated to be eleclrlfled, Electrical Inspectors to Govern-
ment may approve crossings with lower heights provided the clearance
between lowes! conductor of the power line to the highest traction'
conductor under most adverse ambient temperature condillons Is as
Indicated below,

Voltage (kV) 'Minimum clearance (m)

o to 66 ,L44
above 66 to 110 4,75
above '\10 to 132 5.05
220 6,58
,I 400 9.71
500 11.45
80f1 16,('7

It the power line crossing has guard wire a minimum clearance from the
g\Jard wire to'the highest fraction conductor should be 2 m,
For other provisions the Regulations Sliould be IOlerred to.

59
 FIG . \·5·;'
SP£crM~ N -, RAILWAY oLECTRIFICATIO/I SURVEY AND PEGGING PL ANS
PROGRESS R,PORT CHhRT
SECilON - SG:~:~:AG A R - ? AiRA TU
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I" i. K .0-I ;; I DTO : II CN'r II
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s.no . PART DESCRIPTION WEIGHTA Gt: ~ I ~I ~ ,
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TKM 1 4.09 i !-QO 1 c-061 9·55 I I I I I i
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I 1 I ROLL I 45 I 46 I 47 I 48 I 49 I 50 I 51 i, i 1I '
,
-,. ; I. SURV,Y DETAILS RECEIVED ! ! 'MAY ~, I I
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JUN E 9'

;·2 I SUR V,':' PLANS R-EADY I 1

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AUG 91 I I I I
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z.z i I PRE",GGING SITE MAR KED I
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3· 3 I, LONG ,RIDGE J TUNNEL DETAILS
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3 5 I I, BRIDG, I TUNNEL 'DWGS DETAILS
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I SOI L iEST DATA COLLECTED
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~,
E. - ESTIM ATION OF o.U ANTITIES

~ ,- ~ "',/ '.."./ ,_ / _ .' ,-,,' ~ -' ~ ...1., '_ / "--' ,,-,' .... '../ '- ~ ..... '
,,-- .....'" ........ '\........-. .~-" ~
 Modiflcallons to Electrical Overhead Distribution S\,stem at Stations · ana ,0'0'
where 25 kV. ac 50 Hz single phase traction Is to be Introduced;

I . II Is essenlial for an electrical overhead distribution system that :

a) There is adequate physical clearance. to the 25 ~V system so that

maint e nance personnel do not ::orne wilhln 2 m of lhe nearest point at
a polenllal of 25 kV.

b) Electra-magnetically Induced (EMI) voltage In the distribution system from

adjacent 25 kV traction currents remains within safe limits. and
'.-
c) Electra-statically induced discharge current due to Capacllive Coupling '
b .e tween 25 kV system and the power distribution system is within ' safe
limits.

2. If the above safely conditions are not met with. the overhead distribution system .
shall be modified to bring the values within safe ·Iimits. .

3. The safe limils for:

·0) Electro-magnetically Induced voltages am:

i) For installations to which only trained'
and aUlho rized personnel have access 60 V

ii) For installations to which public or

untrained staff have access 25 V

b) Elr;r:lr("'.J"~I(JiiC'JJI ·,/ inrJucr;'"J rJi:.-:hn(~v.: Glm r.:flt

sholl not GZC6C<:: G mI--.

4. 1\lculrol o f a 3 pl)Qse. 11 VIlle eorlhed 5ystcrn 5hauld be earthed at only one poinl.
Ihal is 01 Ihe sub stCltlon .

5 . In long melallic slruclures such as fencing or an overbridge. the electro-mag

nelically induced vall age shall not exceed 25 V.

6. Formula adopted 'for Electro-magnetically induced voltage.

Electro-magneticolly Induced . voltage 'E' b given by the expression:

E = 2 .... f.k,.k c .M.I.L

,
." .
I

where .

E is in volls
f I, frequency <.)f pO\'JI~ r supply = 50 Hz
k, is coeificient dapend"nt upon l','pe ol'elurn circuit. and hos been empi,'colly esta-
t'::;:-.: j t, ·~· :J"~C~ . 'it":; '''~I!,:S: :::s ·:;j ":::n tE:IQ·.·...

61

.:..... '" ,\."'. ";

.... :
: ::~ :. .
 Value of k,
)
f,ails per frock Section having
available ror Double Single
traction current track track
)
2 0.39 0.56
1 0.53 0.69

kc . Is coble screening factor and It Is 1 for bare conductor and 0.8 far lead
sheathed underground cable ( figures adopted from SNCF)

M Is mutual In(luclance In Henry. and Is a lunctlon 01 average distance

between "Ii ,;:, conductors and the earth resisllvlly.
)
Is curref\t In (·mpereln.OHE·

l Is length 01 parallelism In melre.

\
7. The length of pOiolielism of an overhead Gonductor Is measured as projected
on the alignment of the OHE. The separation distance. Which determines the )
value of M tor a glv..,n value 01 earth reslsllvlly Is Ihe average of the length of
otfsels from Ihe allgner'ent 01 OHE to the overhead conductor.

6. Tobie 1.S.2A.1 gives the voltage rise on an overhead dlslrlbutlon line due 10
Inducllon from traction curren!. The table. obtained empirically by SNCF Is
adopted lor use on Indian Railways. This table Is applicable for loll owing
condilions: .

a) The secllon Is double track and alilhe four ralls are available for Iracllon
current.

b) The current In OHE Is 600 A.

c) The earth conductivity Is 8 x 10" S/m. The value 01 earth' conductivity

generally encountered Is expected 10 be higher thon this value. as such
the values In the lable should be sale lor rna/orlly 01 1110 condilions.

9. 10 obtain Ihe vollage rise on an overhead conductor having different environ-

men!. the values given in 110" Table 1.5.2A 1 requires 10 be modified. For example,
\0 oblain Ihe vollage rise a' an overhead dlslrlbullon IIn8 from on OHE on Single
track •.wllh only one rail available fOf'iraclion relum curren!. Ihe value obtained
for Ihe corresponding length 01 pa"~lIelism has 10 be modified to allow for:

aJ Single track section. This will have a maximum currenl of 300 A.. The figure
obtained should be divided by 2. I,e. 300/600.

b) Only one roll Is avoloble for tracllon relum current. hence the value 01
k, adopted far dautle track. double foil mellon. I)einq 0.39 is no longer
appllcoble. The value of k. applicable lor Single Irack. single roll sec lion
Is 0.69. The result obtained oller modification as given in (0) above should
be further modified by mU~lplying II wl!h a laclor 01 0.69/0.39.
 ~_~~~~ ,u,,""' .. 1-\$ a rough opproxlmallon the value
qbtained from the table in pdragraph 6 above should be (,rivlded by 2.3·

. spacing of 4 km.
.
for a booster transformer spacing of 2.66 .km and 1.7 lor <J transformer
.

In three or four track section the value of k, chosen should bE! the same as for
double track (that Is 0.39) 10 be on the safe side. olfhough actually II may be
some what lower. If nGar sectioning posts the OtiE currents <e!m likely to be lower
than 600 A the maximum lower value of current may be ac opted reducing the
voltage rise In Ihe some proportion from 600 A as obtalnecl tram the table. The
value of voltage rise so calculated Is the final. voltage rls e anllclpaled In Ihe
metallic circulI due 10 EMI. A worked example Is given I >el'.:>w.

10. A Worked EXLlmple: See Fig. 1.5.A2.1 below giving the pICl'.' of on overhead line
running along a double track seellon proposed to be E,lectrlfled 01 25 kV.

'--~~-l
rO¥I,i'lifAD LINE
A

r--~.
I. 1 ____
...-:rD_ _..:;/_-:-·--'if .

1
,1 ,
, C I
I CENTRE UNE Of
I I I DOUBLE TRACK
I I I SECTION TO BE
I I (
WIRED
I
I I
b c d e

FIG. !·S·A2·1

The considerations are:

oj In the above diagram. tne projected length of the 0"0" lead line A.B.C.D.E
on the electrified route Is a.b.c.d.e. a to e tolals. 50'1 0.8 km. Then this
Is the length 01 parallelism.

b) From the diagram average of the offsets ala. tl. c .. d and e are loken.
·Thls Is found to be. say 16 m. This Is the mean dln/ance between the two
lines.

I c) Although there are four rails. If the section Is ne or a station, there may
•
be II~elrilood of track circuits being Introduced In future. To be on the
safe side only two ralls are taken for relurr.,,:::r;c .. lfl; . .

. On the above basis Interpolating the readings of th'3 lable. I he Induced voltage
comes to 50 V. If all four ralls were available for trocllon currents the voltage
rise expected would bo 36 V. !lolh the values ore willilf'. safe IImlls.
 is
II. lIlt Is found Ihal the Induced voltage due 10 eleclromagnellc induction higher
thon the perrnissi",le' limit: one Of several of Ihe meam listed below may be
adopted to bring the vollage down to safe Iim;I,: )

a) Shift the point of feed from the end to Ihe centre ollhe line so as to reduce . )
the parallelism.
\,
b) Secllonatize the dislrlbullon line and feed short lenglhs separalely.

c) Prc.vlde separatEr2SkV1240 V auxiliary transformers lor different areqs wilh

short. distribution lines. ,
. . ,
d) Sectlonallze the line through 1:1 Isolallng translormers.
I
e} Shift Ihe dlslrlbuflon line farlher away lrom the eleclrlfled track.

f} Cobl e the overhead line In lead sheathed or aluminium sheathed cables. )

12. To assess Ine electro-statically Induced current Table 1.S:2A.2 may be made )
use of. Thls.table has also been obtained from SNCF. In case the discharge current
Is fOUnd Ie. be above sale limits, the separation distance may be increas.ed so
as 10 bring thevalue down to a sale limit, Ills generally found lhallhe eleC'ln?stalic
Induction presents little problem.

-,-",

- .. .-

64
 ___,
'-_.

LENGTH OF PARALLEUSM IN Km
Chorocterlxllc::s. Nature of the
of the track Condl.Jclor

Ovarl10ad 0.100 0.200 O.JOO l\ .joe 0.500 D.600 0.700 o.soo 0.900 1.000 1.100 1.200 1.300 1.400. 1.500 2.600 ..
Relurn Circuit Conductor
i Consisllng of ,
0.666 1.000 . UJJ 1.666 2.000 2.333 2.666 3.000 3.333 3.666 •. 000 4.333 4.66& 5.000 5.333
all the ~r rails Conductor in 0.333
Cable

(..147 O.221.l l.l.~94 0.368 0 .• 41 0.515 0.586 0.662 . 0.136 0.610 0.663 0.957 1.030 1.104 1.173
Overhead 0.013
Relum Circuit Conductor
Consfsllng of
OA90 0)33 O.~gO 1.236 1.480 1.716 1.960 2.206 2AS3 2.093 2.9~3 3.169 3AJ< 3.060 3.925
'2 rails Conducior In 0.2~3
.
Cable

Mean distonCE! of the conc.:Jctor

Tofal Electromagnoiically induced vollage (voBs)
from Ihe axis of the
Iwo hack system In moltos

11.03 16.53 ~:.OO 27.50 33.01 38.50 44.10 49.00 55.10 60.60 66.00 72.00 77.00 83.00 88.00
8 5.51
16.00 :1.30 26.6() 32.00 37.30 42.60 47.90 53.20 56.50 64.00 69.00 74.00 60.00 85.00
10 5.32 10.M
'10.28 IS.ll~ :;~l60 25.70 30.60 36.00 41.00 46.30 51.40 56.50 62.00 67.00 72.00 77.00 82.00
1.;2 5.14
9.54 1.01 1"'.00 23.30 28.60 33.40 38.00 43.00 47.70 52.50 57.00 62.00 67.00 72.00 76.00
I' •. 77

9.11 13.65 \8".20 22.70 27.30 31.90 36.40 41.00 45.50 50.00 54.50 59.00 64.00 68.00 73.00
16 •. 55
8.22 13.33 17.60 22.00 26.50 30.90 35.30 39.70 44.10 .8.50 53.00 57.30 62.00 66.00 70.00
18 4.41
12.6(1 15.90 21.15 25.80 29.50 33.90 35.00 42.20 40.• 0 50.50 55.00 59.00 63.00 -67.00
, 20
25
4.23
4.04
8.44
B.06 12.12 M,lD 20.20 24.10 29.30 33.30 33.40 .40040 44.40 A8.60 52.50 55.60 61.00 65.00

1.34 11.00 1..L70 18.'0 22.00 25.70 29.40 33.00 36.70 40.40 44.40 47.70 51.40 55.00 59.00
30 3.67
6.60 9.00 1.\30 16.50 19.10 23.10 26.40 29.70 33.00 36.30 39.60 43.00. 46.00 49.50 53.00
40 3.30
8.62 11.$0 14.70 17.60 20.50 23.50 26.50 29.40 32.30 35.30 JS.2ci~ 41.00 4'.00 47.00
50 2.94 5.8S
-1.011 7.2.:. 1,\ 70 12.10 14.60 17.00 19.40 21.80 24.20 26.60 29.00 31.50 53.90 36.30 38.70
7;; 3.·13

6.15 :,l20 10.30 12.30 14.40 16.40 18.50 20.50 22.50 24.60 26.60 23.70 31.00 32.60
100 2.05 4.11
4.SJ ~.J~ 8.00 9.70 11.30 12.90 14.50 16.10 17.70 19.30 2D.VO--> 22.50 24.00 '25.80
150 1.61 3.22
3,0;\'> .s.~$ 6.66 7.90 9.20 10.50 11.90 13.20 14.50 15.90 17.20 18.50 19.80 21.10
200 1.33 2.64
2.20 3.JO .1 .~O 5.50 6.60 7.70 UO 9.90 11.00 12.10 13.20 M.30 15 .• 0 16.S0 17.60
250 1.10

2.6.1 3.52 •.40 5.30 6.20 7.00 8.00 8.S0 9.70 10.60 11.40 12.30 13.20 14.00
0.66 1.75
300
400 0.59 1.18 1.77 :.35 3.00 3.50 4.10 4.70 5.30 5.90 . 6.50 7.10 7.1,0 8.30 9.00 9.50
1.;0 2.00 2.40 2.BO 3.20 3.60 4.00. 4.40 4.80 . S.20 5.60 6.00 6.40
500 0.40 0.80 1.20
1.16 1.45 1.74 2.00 3.30 2.60 2.90 3.20 3.50 3.80 4.00 •. 30 4.60
600 0.29 0.58 0.81

0.3d 1.10 1.32 1.54 1.78 2.00 2.20 2.40 2.64 2.86 3.10 3.30 3.50
700 0.22 0.44 D.M
0,$.1 0.72 0.90 1.06 1.26 1.44 1.62 1.60 2.00 2.16 2.34 2.50 2.70 2.90
800 0.12 0.36
l\,S2 0.65 0.78 0.91 IN 1.17 1.30 1.43 1.56 1.70 1.82 1.95 2.10
0.26 O.J~l
900 0.13 1.32 1.43 1.54 1.65 1.80
0.33 l1 .\~ 0.55 0.66 0.77 0.88 0.99 1.10 1.20
1000 0.11 0.22
"7
 \
)

Table 1.5.2A.2

Eleclro·slallc Induclion due 10 25 kV ac Traclion

(The charged conduclor Is assumed 10 be 01 a heigh! of 6 m above roll love!.)

)

length of parallelism )
o( aerial conductor
.In km 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000 1.500 i.ooo ')
Dls!ace o( the )
conductor (rom the Discharge current In milli-ampere
cole nary (m)
)
0 0.95 1.89 2.84 3.79 4.74 5.69 6.M 7.58 8.53 9.40 14.5 16.9
10 0.72 1.43 2.14 2.86 ;l.58 4.28 _ 5.01 '5.73 6.44 7.16 11.0 14.5 )
12 0.56 1.11 1.66 2.22 2.78 3.33 3.89 4.44 5.00 5.56 8.5 11.0
14 0.,14 0.88 1.32 1.76 2.20 2.M ' 3.08 3.52 3.96 4.40 6.5 9.0 )
16 0:06 0.72 1.00 1.<14 1.80 2.16 2.52 2.88 3.24 3.66 5.5 7.5
18 . 0.,:0 0.59 0.89 1.18 1.48 1.77 2.07 2.37 2.66 2.96 4.5 6.0 )
20 0.'15 0.50 0.74 0.99 1.24 1.49 1.74 1.98 2.23 2.40 3.5 5.0
)

Leflglh o( parallelism \
)
a( aerial conductor
in km 2.500 3.000 3.500 4.000 4.500 5.000 5.500 6.000 6.500 7.000 7.500

Dislance o( the
conductar (rom the Discharge currenl In milli-ampere )
colenory (m)
)
0 23.7 20.5 330 30.0 117..5 117.!) S?.O 57.0 62.0 66.5 71.0
10 10.0 2 1.525.0 20.0 32.0 36.0 ~f).0 "3.0 116.5 50.0 53.5
12 14.0 16.5 19.5 22.0 25.0 28.0' 30.5 33.5 36.0 39.0 41.5 )
14 11.0 13.5 15.5 17.5 20.0 22.0 24.0 265 28.5 31.0 33.0
16 9 .0 11.0 12.5 14.5 16.0 18.0 20.0 . 21.6 23.5 2S.0 27.0
10 7.5 9.0 10.5 12.0 13.5 15.0 16.5 18.0 19.0 21.0 22.0
20 6.5 7.5 8.5 10.0 11.0 12.5 13.5 15.0 16.0 17.5 18.5 )

\
\
..'
-
\
.'

l
 CHAPTER 6

:1,
ABSTRA'~i ESTIMATE AND COST BENEFIT ANALYSIS
1.6.1 General

As a result of the survey and tlnaliza!lon of the extent of work jointly agreed upon
wllh the open line Railway. power supply Aulilo/llies and the Deparlmonl 01
Telecommunications. the speclflcallons and quantum 01 th~ \/ork are finalized.
Different disciplines. I.e. electrIcal. civil engineering and S&T engineering make
realistic assessments at their portions of work and \'Jork out the,lr respeclive cost
estimates. The cost at the ProJect Is then obtaIned after adding General Charges.
The financial (and. It required, also the economIc) vIability at the project is then
found oul based on !rartlc torecasts: Further. a sensitivity analysis. Involving
percentage chanQeslncost at Important Inputs and theIr effect on remunerativeness
of the project Is 01", taken up to ensure the project remalns'vlpble. even when
the cost of Importanllnputs change subsequenlly. A further measure of confidence
Is obtained tram carrying oul ProductIvity Test on an earlier completed project.
., by asseSSing the be,letits accruing vis-a-vis those envisaged 01 Ihe tIme ot
sanction at the prujecl.

1.6.2 Cost Esllmates

The 1151 at works to be taken up tor Railway t,ectrlticallon are given bolow
engineering discIpline wise. Both the Iype of work and their quantum depend
upon the peculiarity at the section chosen. .

1.6.2. I Civil engineering

a) To Increase clearances 10 suit 2Q kV ac traclion. wherever required:

i) under fool over bridges.

Ii) under rood overbrldges •.
iii) under fly overbridges.
Iv) Inside lunnels;
v) 01 enlry portals of through girder bridges. "-
vi) 10 platform shellers
vii) 10 water columns.

b) [0 remove obslrucllons 10 loco lion of OIIE ,Iruelures. v/herever .required

by:

. J
I)
ii)
slewing 01 tracks tor adequale Irack centres.
diversion 01 dfOins. and I or waler mains running alongside the tracks .
iii) Shilliilg of buildings, block cabins. trolley and man refuges.
and I or any other civil

c) 10 comlrllcl
. noV!, civil anglneerlf1Cl

i) Erection of heighl gauges at .croislrigs. and solety screens at

the road and 1001 ovmbrlejges.
Ii) Sldlfl\js lor C()fllroclor, dopnl;.,

I 67

.,
 iii) laying of trock and lis connections lor eleclrlc locomollve sheds. OHE
inspection cars. hot axle sidings. common loops. yard remodelling for
I thanqc of Iracllon 01 lor allY olhm W()I~ r,ll!m::llv mlQlcd 10 ry10c::1r1 )
I flcallon.
I Iv) OHEand PSI workshop and malnlenance depols. garages and sheds

I
'1
for OHE Inspection cars and training schools.
v) Repealer staHons. ballcry and rolay room". cabins lor Slqnal and
Telecommunications InstallatIons.
II
~~ vi) Buildings lor traction subslatlons. remote control cenlre. and remole
II control cublclofr'
vii) locomollve sheds. main and IIIV Inspeclion: , i
I I
viii) SlolI quarlers ond associated amenilies such os roarJs, water supply
etc ..
, Ix) Acquisition 01 land and It's development.

1.6.2.2 Electricol

a) CO~Slruclion 01 OHE (including boosterlranslormers apd relurn conduclors).

)
b) Erection 01 132/220 kV power transmission lines.

c) ~rocllon 01 Irar::llon subslallom.

d) . Eroction of supply' control posts.

e) r:mellon or rClnole conlrOI eqUipment.

Ereclion of machines,and provision of lools and plant lor electric locomollve

sheds. OHE and power supply Inslallallon depols ond supply of road (1nd
rail vehicles for maintenance organization. ."

g) Erection of auxiliary Iransformers for low vollage power supply to slotions.

i signal cabins. and level crossings. )

,,j'.
h) Eiectrification of slall quarters. service buildings and their air condilioning.
\
1) Modification 10 railwoy's power dislribuliol1 Iwlwnrk. J

j)
. ,
Monitoring of modH.icollons to power line crossirigs of oulslde al1CI1CiGS
10 conform. to Regulalions for Pov/er Une Crossings of Railway Iracks .

1.6.2.3 51gr lolling works

0) Modificallons to exisllng block. signal and inlerlocl<inp inslallollons 10 suil

25 IN ac Iractlon. and provision of now track circulls. and inlcriocklllg
Wherever required, ,,

b) Erecllon of COlour Jlgl11 signals.

c) Olher approved signalling wOIks,such as panel inlerlocklng or louie rolov )

Inlerlocxing etc.
1.6.2.4 Telecommunlcalions wOlks
I:
I',

68
 a) toying and instnlling telecommunications cables InclUding repeaters
and lorrnjl)ol c:;c\uiprnent,

b) i'rovioion ol,ne'j} Iraclion power conlroLremole conlrol. loco 'conlrol.

emergency con\rol circuits and connections.
0) Provision 01 nov} telephone exchanges and, telephones onadmlnislralive
Irunk 'lines (Of hac lion mainlenancepersonnel,

d) Moclllk:olions to lalklng and parlo back facililles In yards and to public

(
address ~yslems at slallons.

ej Provision 01 emergency telephones to locomolives andmainlenance

pClSannal; f.lrovision or wireless faciUlias 10 breakdown gongs,

f) Moniloring of prolecllveworKs token upbyDeporlmenl ofTelecommunica!ions.

t .6,2.5 Cost csHln(llcs

The assessment of works are done in de toil. Based on these cost estimates are
prepared engineering discipline wise duly allocating the cost to Ihe appropriat!B.
major. minor alld detailed head of accounl occordlng to Indlon Poilways'
Accounts Code, The cost estimates include eslimollon of poymenllo the outside
ogencles suc" as; .

0) tlavenue depur:ment of slale government for acquisition of tand,

b) Owners of overhead power line crossings of tracKS 10 modify Iheir crossings

10 corne in conlormily with Ihe l(egulollons.

c) Power Supply I\ulhorities to provide 'rac;'lon power supply.

1.6,;>,6 t,nClllary works

A number of improvemenls ore undeltaKen at Hle lime ot electrification of a

section ond 0150 Ihe responsibility for lI.eir execution rests ,-;ilh roilway electri-
fica lion project orgo;1izotion, Such works include roule relay interlocking. in-
creosEd comlnunicalions channels in lI,e coble, common loops or olher yard
ren.oaelling not required lor change 01 troclion. If/hich would be equally ben-
ellciol with diesel traction; sucl, works should be juslitled individuolly ond gol
sonctioned os separate works so Ihat the remunerativeness of the eteclrificotlan
project does nol gel affecled by sud, works ond funds are oplimolly utilized.

1.6,2.7 Componenl costs of Ilailwoy Eleclriliootlon octivlfy

The cosl alloooOon I,eads In Ihe Indian i(ailways Accounls Code indicole
! distribution of works cosls according 10 Ihe octivlly of different engineering
disciplines: Civil engineering. Electricol ond Signol and Telecommunications. For
exomple conslruc lion 01 0 loco st,ed would Involve civil enginoGring works of
. developmenl of fond.buildings. hock work ond tUfnisl,ings; electrical engineering
works would include works for power supply and electrllicollon of the buildings.
indocr ond outdoor illumination, olr conditioning. provision of OHE and mochines
ond jaols ond plant tor Ihe shed; the signoiling works would Include the enlry

69
 ,)

and exit signals 101 Ihe loco shed and Ihe telecommunication works woutd include )
provision 01 telephones and conlrol phones, II would be good placlJce 10
compute Ihe 10101 cosl of each such activily of Inslallallon by adding Ihe cosl ",
of component works discipline wise an a spreadsheet, 10 obtain the entire cosl
incidenlal to ,selling up of the loco shed, A sample lor such'a spreodsheel lor
Tughlokabad elecltlc loco shed giving Ihe tolal 'module cosl' for 'one unW 01
, ,
loco shed Is given in Annexure 1,6, I, Such an unil cost derived from similar exercise I
for all olher major oellvltles such 05 for SUbstations. OHE, lelecommunicalions
cable work, slgnaUing work, etc, reduced 10 per uni!. per route or track km as
most suitable, permits comparison 01 costs wllh olher electriflcallon projects,
SUCl1 a study also indicates the trend of cosls, and provides means for scruliny
and cost control. A proforma lor arriving at unit cosls for meiJor railway elec:
trWcolian activities Is given In Annexure 1.6.2. " )

1.6,3 Financial appraisal of the Railway Eieclriflcallon Project 1

1.6.3. I Appralsat on dlscounled cosh flow (DCF) technique

Based on the lotal cost of the project and the traffic forecast over the Ille of )
the projed (Iaken as 5 years of construclion acllvlty fallowed by 30 years o(
maintenance and operation. lotal 35 years). a cost benefit analysis Is worked
oul on the discounted cash flow (DCF) technique. The basis of cast benefit
analySis on DCF technique Is given In Annexure 1.6.3. This analysis compares cash
ouillows on capilal. repolrs and maintenance alld operallon on two sconurios
(a) and (b) Indicated below. Common cosls are eXCluded from the analysis,

a) The seclion Is taken up for lull dieselimllon, with new diesel locomollves
assumed 10 have been Inlroduced from Ihe expecled dale of energlzallon
of the OHE.'(See Annexure 1.6.4: Cost benefit analysiS lor Railway Etec-
trll/calion prOjects: In regard 10 considering cosl of new diesel locomollves
In Diesel scenOilo Instead of a mix 01 old and new as a'iiually used on
the roule)

b) The seclion Is elecllilled as envisaged in Ihe project report and all traffic
o:-;:;urned to rnove on elechlc trrJcllon hQrn the dot;; of (:'n0fqi7.oHon of
OHE.

The present worth 01 the cash !low over the 35 yeOis 01 projecl lile discounted
01 Ihe minimum acceptable role of dlscounl I.e. the minimum rate of discount
01 which a projecl Is considered viable is obtained, complele with due credils
to the present worth wllh Ihe depreciated relum value 01 assets 01 Ihe end 01
the project life for bolh the scenarios. II the presenl worlh lor bolh Ihe forms
of traction are equal, the Iraffic level Is called the 'break even' level 01 traffic,
Diesel Itaction is more economical 01 a IroHic densily lower than this tevel and
electric tracllon at Ihls and above this level. To ascertain the aclual Inlemal
Rate 01 Relurn (IRR) 01 the prolecl at Ihe envisaged tralflc tevel tho discounting
laclor Is varied. The dlscounHng lac tor 01 which Ihe present worth of electric
tracHon equals that 01 the diesel Iractlan is Ihe II~R 01 the Railway Electrlficallon
Project. All values ollRR above Ihe prescribed minimum value (which VOiles from
lime to time and had been 10% till 1991) are considered acceplable lor approval
of the projec!. The basis lor DCr. technique for Cosl Benelll Analysis Is given in
Annexure 1,6.3,

70

,
)
r""X ~~~~~~~-' "''''""'-'+~,,~,~',''''
9 , ,.;
,.. 'C'iT:
,:', '':"}
' '', - .- ' ·~:r;·:~~~~;;·,:;·~~·: -.:-'·:':·: : .:;.,~'.'.' ,,. ~:~~ .;"~~ ,: .
':~s~~, >~~,:(~~~~'~~~~ifl'i~t::~7~r~T?;~~
}
1,6,3,2 Assessment of Coaching and Goods Traffic '

The most Important criterion for selection of a route for' Electrlficalion Is th~ traffic
d ensity, Traffic survey, therefore . requires traffic forecasts being mode on basis
o.l,JS detail e d a st.udy as possible of traffic data, the trends and forecasts mode
by the open line Railway as well as by the Railway Boord , An Independent analysis
of any further Information, In regard to ma/or developments in the economy of
Ihe country or Ihe region which may affe c I Ihe forecasts of the Railway should
also be mode . The assessments and the fore c asts arrived at should be done
In consultation with the', Chief Operating Manager of. the Railway and should
have his acceptance. The level of traffic expected In the flrsl year of electri-
fication and the growth expected In the foreseeable future' soy up to about
, 15 years may be worked , out. A relevant point to be considered is the likely
diversions of tratt/c from other non electrified routes to the one being electrified
due to greater mobility being altered by on electrified rout,e having a better
Infrastructure. This synergy effect should be also careiully assessed and quantified ,
In suc h a survey.

1.6.3 ..° Norms and costs require d for Projec t Appraisal

In additior, to the capitol cost of Railway Electrification. the annual cost of

operation one maintenance for the two types traction. number and cost of new
.':: diesel and electric locomotives ore required. The costs required to be token
In account ore:

0) ' Capitol Cost

Electric traction Diesel traction

I) locomotives locomotives & Power pocks

(number x cost per 10cofT)C'tlve for both types of traction)

II) locomotive sheds locomotive sheds

(main and outstation) (main and outstation)

iii) Fixed Installations:

Tract/on OHE. sub- locomotive fuelling points ,

stations. supply con-
trol posts. Remote
control and ancillary
, e lectrical work;
Signalling.
telecommunications.
yard remodelling and
olher civil engineering
works.
,I b) Cost of operation and maintenance

Electric traction Diesel traction , .

i) ElecLe energy Dlesei fuel

71
 )

)
ii) Lubricanls Lubriconls
)
Iii) Tlaction dislribution
COHE. PSI. tIC) )

iv) locomoliv0 opera lion LOCOltl()"Vf: 0p(;rnlifH) -4 )

and inaintononc·e and !fH.llnfenoflcc
)
To obtain Ihe above cosls, use is made of put)lished stalistics of open line Railway.
Costs of locomotives are obtained from Indian I<ail\"ays' locomotive production
,
unIts, ,
I

1.6.3.4 Assessment of number 01 locomotives )

A preliminary sludy may be done by sim(Jipting on a computer movement of )

different type of trains (express, stopping p03senger and goods Irains) over the
section. Based on the train charls worked oul oller such a study. tum round
lime for locamollves may be walked out. the number of locomallves lor each
type 01 traction for the tevels of traffic envisaged year wise can be now worked )
out. Since the Indian Railways have standardized lor i)rood gauge Ihe WDM2
)
type of diesel engines and varlotions of WAM-1lype 01 010cllie engines. adequale
stallsllcs ore available of the norm of netlonne Krn hauled per day per locomotive )
In use to be able to assess Ihe number of locomotives required for goods traffic,
For passenger traffic Ihe slaiisllcs of km run per locomotive In use on passenger \
services per day is available. Bolh the statistics are convenienlly used to obtain
the totol number of locomolives in use tor the envisaged levels "f traHic yeor )
wise for goods and passenger services. Another allemollve tor arriving at the
number of locomotives for passenger services is to drow the locomollve links
and work oul the requirements. 10 OIrlve ul Ihe number of bore requirement
of locomotives. addilional ones required for multiple heading should also be
added. To this bore necessity. Ineffective percenlaqe of locomollves (also luken
trom the Roilway's statisllcs) Is odded to euler for repolrs ond malnlenance,
.,The production unils of Diesel locomollve Works. Voranmi and Chilloran/an
locomotive Works. Chilloran/an. main loin Ihe c051 of manufaclure 01 the WDM2 )
and WAM4 types 01 locomotives respectively. "lOSt) locomotives beln" tinder
regular producllon by Ihem. The lalesl bolel) cosls are obtained from II lese )
Producllon units lor the purposes of appraisal, If new types of locomotives are
to be used; II would be a good practice 10 examine Ihe cosl benefit analysis
ol'the new types vis-a-vis Ihe above exlsllnO Iwo typns of a locornollv()s In a )
separate exercise. limiting Ihe cosl benetil sludy lor eleclrlllcaHon of a sec lion
to the use of the WDM2 and WAM~ types of diesel and electric locomotives.
their stotlstlcs 01 operation being adequately available on Indian Railways, while
Ihose lor Ihe new types would be only subject to assessment based on Ihelr )
specifications 01 maintenance and operation.

1.6.3.5 Norms requITed Cor projncl flf)tHfll:;(ll 11I)ll 111('11 ~i)!IH~/~;;

)
Table 1.6.1 below lists oulthe norms required lor ':lorklng out Ihe cost benefit )
anolysis and the sources Irom which Ihey ore 0xirocied.

)
72
 Norm Source Remarks
I 11
I i) Gross lonne km per
route krn per annum
Railway's
stalislics
For qolh types
of tracllon
I
Ii) Net tonne km per
locomotive in use per
day on goods traffic -do- ,
-GO-

III) locomotive km per

loco In use per day on
passenger trattlc -do- -610-
•
:l Iv) Ineffective percent of
locomotives on repairs &

t 0 v)
maintenance

Engine km to train
-do- -do-

~ U engine km -do- -do-

I
n
. vi) Fuel/electric energy
i consumption per 1000
gross tonne km
separately for goods.
express and slopping
passenger services -do- -do-

vii) Consumption of lubri-

cant per engine km -do- -do-

Viii) Cost at luel. energy, From latest costs as

and lubricants applicable 01 the point 01
supply obtained from the
Railway. inClusive of laxes.
duty and cost of transport
for each type

Ix) Cost of locomotives latest batch costs obtained

hom Diesel locomolive
production units
,I
x) Cost of Diesel Power lalest balch cost from
Diesel locomotive production
unUs

xl) Cost of Shed repairs Ilallway's For bott, types

per engine km statistics of Iraction

73
 ..... ...... ... ....... . ......... t-' .... ,
.. .
locomotive per annum -do- -do- )

xiii) Cost of repairs & maln- )

. tenance of:
)
a) Traction For electrical
distribution assets -do- traction only )
per tkm basis
b) Telecommunications abstracted )
for electric
traction on )
per route km -do- I
•
)
c) Other electrical at 3% of cost
assets of works -do- )

d) Civil engineering At 2'/,% of )

assets · cost 6f works -do-
)
xlv) Cost of locomotive Railway's For diesel &
operation statistics electric traction )

1,6,3.6 Construction time schedule )

A realisticlime schedule of cash outflow Is required to be taken Into account )

for calculation of the 'Present Worth' of the proJect, Experience has shown that
4 yeors are required to complele a proJect from commencement and cash )
outflOW period Is five years. Following percenlage of cash outflow per year may
be assumed for an electrification proJect:

First year )
5%

Second year 20%

)
Third year 40%
)
Fourlh year 30%
)
Firth year 5%
)
Total toO%

Accordingly the dlscounllng of Ihe cash oulflow commences from Ihe second
year of the project. )

)
1.6,3.7 Terminal Value of 'Assets

The discounted terminal value of Ihe assels at Ihe end of 30 years of operation
Is credited to the project as cash Inflow In Ihe calculation of the DCF . In .1
calculollng Ihe terminal value Ihe role of depreclallon Is taken on 'straight line '

74

)
 719 of Indian Railways General code. The lite given In the Code touome Important
1 assets Is given In Table 1.6,2.

Table 1.6.2

lite 01 Assets

Assel life In years

Diesel locomotives 36

Power pack lor diesel locomotives 18

Electric Locomotive 35

r "1 Electrical Iltllngs, oltlce

U furniture 20 "

Cables, 5&T works, Preliminary

[] works, Plan\, equipment and loco-
shed machinery 30

Overhead Power lines, Permanent

Way, ballast. Sialion Machinery,
,, ,,
and OHE conlact wire 40
. I
d
Buildings 50
, ,
j
, ) OHE (excluding conlacl wire).
Bridgework. and fencing 60

land Indetlnlte

1,6,3.8 Stalement 01 Cash flows and Internal Rate 01 Relurn 01 the Project

The cash flows lor Ihe Iwo Iypes of tracllon are now worked out. The statements
of cash flows which should be worked out year wise are given in Ihe Table 1.6.3.
below:

75
 )

Table 1.6.3 )

Siotements 01 Cosh nows )

lIem Type of TrocHon [lemarks

Diesel Electric
)
a) Cost of Works Loco sheds and Elecllificotion Basis: Cost
)
.~

.-
Fuelling pOints inclur!lnq toco
sheds
nstllnolcs Pi.
lime schedule
b) Cost of new Locomollves & Locomolives Basis: year wiSE!'
Locomotives Power pocks traffic Projections

c) Cos! of diesel yes yes

)
fuel & eleclrlc
energy
)
d} Cost of lubric- yes yes -do-
ants

e) \
Cos! of operation yes yes -do-
(stoff)
)
f) Cost of funning yes yes -do-
repaIrs and POH
of locomotives
)
g) Cost of repairs !'< None yes As per norms
maintenance of: mentioned in lable
1.6.! above.
- Traction distribution
- Signa! & Telecom,
- Civil Engineering
- Electrical fitilngs

h) Residual value 01 assets

Locomotives & yes yes as per csfobHshed

Power pocks nOrtns,

Fixed assets. l10ne yes

Electrical. and
saT.
Hoving worked out the year wise cash flows (or each type of tracflon on a
spreC'dsheet. two exercises may be done as ronows:

0) Ihe present value of each or the cosh flows is worked out by multiplying
Ihe tolal cosh flow In a year by Ihe appropriate discounting lactor relevant
to that year at the ,mJnlmum acceptable rate of discount (1;>1'0). lho 10101
of all Ihe discounled cash Hows for each type of lracllol) Is found ouL
From·this totol of Ihe cosh outflows the present worth at the terminal value
of Ihe assels Is deducted giving one volve of present worlh for F.lectric

16 )
 n l
value of prescpt worlh ,Of casn OUIiIOW lUI t:::1t:\..;IH\.... . 11"--1 ...... ,,,...... .... . ...... _ • • _ , _
be less Ihan or equal ta thai of diesel traellon Ihe electrifical/an
is cansidered viable.
. .
project

b) The Internal Rate of Return (lRR) of the electrification project is found out
as per the method indicated In Annexure 1.6.5. If the IRR is found to be
equal or more than the minimum acceptable rate of discount. the
electrlficallon project . Is considered vlabte.

1.6.4 Break Even Level of Traffic Density

•.-
, In Ihe prevloJs paragraph the method to obtain the IRR of a project at a given
.!
level of traffic density has been .d escrlbed. To obtain the level of traffiC at which
on Eleclrlfication project just becomes viable. (lhat Is the present worths of the
two types of tractions equalize) foliowlng eXercise Is done:

The tables of cash flows discounled at the minimum acceplable rate of discour.lt(
t2%) for.. the two types of tractions are bifurcated In two parts. In the first part.
called LINE COSTS. the preSel)t worlhs of all the fixed assets viz capital. repairs.
maintenance and opera lion of traction distribution. signalling and ·telecommu·
nicatlol1s. are totalled. These costs remain tndependent of traffic level. The
second port called HAULAGE COSTS contains the Present worth for capitol costs
of locomotives and power packs and the cost of locomotive operation (fuel,
lUbricant and slaff).and their shed 'repalrs and POH costs. this cost Is for the
el1visaued lovol of Irottic. I-iouloge costs are assurned to vory linearly with the
volume of Iraffic. b e ing zero for no traffic. This gives two value!; of 1I1e cost of
trac lion und er each type of traction viz.:

At traffic level present worth of cost

of traction

i) Zero Line costs

Ii) As envisaged for Line costs + haulage costs
the project

I able 1 6.4 qives 11'10 components of lino and haulage. costs.

'Iable 1.6.4

Componenls of line and haulage costs

,I Costs Present worth at minimum acceptable

rate of discount for type o( tractton

Electric · Diesel
a) Line COSIS

I) Costs of works A fv\

77

," .. ,. . - ·Ji:,"
' ," ,:
 II) Cost 01 maintenance 01
)
!rocllon ,dlslrlbullon.
Signal & lelecom &
)
civil and elecfrical
assets B N )
III) Residual value 01 assets (-) C (-) 0
,.,
Toiol of (0) A+B-C=D M+N-O = P •
b) Haulage cosls

I) Cost of locomollves &

Power pocks E Q )
Ii) Cost of loco operation
tuel/energy F R
III) Lubricants G S
Iv) stolt H T
v) loco repairs & Maintenance I U
;.
vi) Residual value of
locomotiveS (-) J (-) V
)

Total of (b) E+F+G+H+I-J Q+R+S+T+U-V ,

I
nt{ =W

A graph can now be drown with ordinate as ,the present worth of t(aclion and
traffic denslly os the abscissa. One stralgh! line for each type 01 tracUon Is drawn
connecting Ihe value of present worths 01 zero and the envisaged levels 01 traffiC.
,
The traffiC denslfy level at Ihe point of Interseellon 01 the two curves. at which !
the two present worths for diesel traellon and the electric Iraclion ore equal.
Is the break even level of Irafflc. The graph shown In Fig. 1.6.1. dlogrammollcally ,
Indlcales how to work oul the break even level 01 tralflc.

The above exercise Is for a traffic denslly I,. TI1I3 bmak oven level of Iratllc density
10 Is now found Irom a graph represenllng Ihe poInts on 51ralgl11 lines ollha fwo
types of fraction lound from Ihe lollowlng:

Traffic Density Cos I 01 Iracllon for

ElectriC Diesel
None (0) D p
Ir D+K P + W

The to Is Ihe level of Iralllc of which the two s1<alghl lines InterseCt.

78
)

)
 FIGURE 1-6.\
BREAK EVEN LEVEL Of TRAffiC BETWEEN

ELECTRIC AND DIESEL TRACTION

BREAK EVEN LEVEl POINT

. J

ELECTRIC TRACTION
I
, J I

~ -"1
I
I
U ;0
:x:
I
I
...'"<t I
I
'1
-'~
.;
0: I
I I
"I :x: ' I
.... I
I p~W
j '"~ I I
I
J
n ....
%
DIESEL TRACTION I
I I
I 0+1<-

'"a:
VI I I
1 ,
, 1
, '" 0 I __
__________________ J.. I
Ll "" I
.I
I
I
' I I I
1 P I I
.I I I
I I

0
tb tf
, J TRAffIC OENSITV
IG T Km I RKml ANNUM)

1.6.5 Senslllvily Analysis

In preparing the cosl estimates and In working out the cosh lIows lor each type
01 traction a number at assumptions os to the cost of Inputs Is mode. For exomple
the capitol cost 01 the prolect Of that 01 the locomotives or the cost o( norm
adopted for fuel or electric energy consumption may alter. A change In the
(. value of an Input may substantially affect the lRR of the prolect. On the other
,I
hand large changes In another Input. may not materially allecl' the IRR. II Is
essential to Identify the Inputs changes which materially affect 'h·e .IRR and the
viability. Such a lest Is called sensitivity analysis. In Ihls analysis valu·a of one Input
Is changed by a given percentage. koSeplng other Inputs Ilxecl and the IRR
calculated. or the break even found. The corresponding chango In the remu·
nerativeness or of break even level 01 the prolect yields the se nsltlvily of the
input. The most sensitive inputs should be carefully ascertained ond constanll\
monitored. Based on past studi12ls Table 1.6.5 below lists out the most sensitiVE
Inputs lor Railway Electrification.

79
 j

Table 1.6.5 )

Senslllvily of Inpul cosls )

Input cost Sensilivity 10 type of Iraclion )

Eleclric Diesel
)
a) Capllal cosl of works high low
b) .Fuel/Energy cosls high high
c) high )
locomotives high
d) Repair & malnlenance of

I) ' locomollves
',-
.- moderate
,.
moderate
ii) Fixed assets low not appli·
cable

A worked example appears at Annexure 1.6.6.

)
1.6.6 Economic Cost benelll Analysis
)
Railway electrlflcallon Is an lIem 01 major Inveslmenl on Indian Railways. Each
Railway eleclrillcation proJecl Is appraised by the Planning Commission prior 10
II's sanction. AI periodic Intervals and parllculmly at the time when a Roilway
elcclrlflcalfon project Is proposed lor IInallclol supporl IroHl h,lnlll(JII""ol olel
agencles ' such as the World Bank"lIls ' appralsed lor It's , ellecl on Nallon's
economy through ci Social Cost 'Benefit analysis. Allhough the appraisal is similar
to the financial analysis discussed In Ihe provlolJs parafjrophs.ln the oct)llomlc )
analysis Ihe costs are modified to rellect the casl 10 economy 01 Ihe counlry
and the benefits relleel the benefits derived by Ihe society. The Inpul Cosis )
adopled are nel 01 dulies and taxes and shadow priced as considered
appropriate to slress Ihe Importance 01 a parllcular area or seclor or policy

I (such as Ihe need to conserve energy). The minimum acceplable IIlR may also
be diflerenl Ihan that adopted for IInancial analysis. The parameters to be )

I applied are discussed with ' the economists allached to the Mlnlslry of Railways
and to Ihe Planning Commission. Indian Railways. being part 01 Nallon's Infra-
struclure have 10 sallsly the economic crilerion Ihrough Iheir projects being
)

SOCially viable. by social costs giving adequale social benefits. In addilion as \

Indian Railways have their own balance sheel showing a reiurn on Ihe capital. •

I 1.6.7
each proJec I rnust al50 bo fhlollclally vlol)h~ . I\ccofejhlc ,Iy 1111~y
on bolh Ihe analyses. Annexure 1.6.7 gives the specific Issues Invotved III the
economic cost benefit onColysis of a projecl lor a grealer underslanding 01 Ihe
Issues Involved.

Producllvlly lesl
1111 '~I l)n vic 11 llfJ

)
.0.. lurther, measure 01 confidence in taking up a major projeclis to subjecl similar
projects taken in Ihe pasl to productlvlly test. This is done Ihrough exam ina lion
Of the aclual capilal'expendlture on such projecls and the benelils which have
accrued ever since. comparing these to Ihe costs and benefiis as was envisaged
for the project. As for as Railway Eleclrillcallon prajecis are concerned . pro-
ducllvlly lesls done lor Ihe pas I projects have shown Ihal Ihey hove ar:hieved
greater ' bene Ills through savings in the cosl 01 opera lion and luel and Ihrough
grecler mobility of rolling slack Ihan was anticlpaled in the proJecl reporls. Such
producllvlty lests reinforce the robuslness of the policy of the Indian Railways
to coniinue to lake up eleclrillcaiion projects on Iheir high Irallic density roules. )

80 )

)
 I !I
Module Cosl 01 Tughlakabad Eleclric locoshed

)!
I
! ' 1
(All ligures i ~ lal<l1s of rupAes)

S.N . Descrip I ion Cosl 01 works by different

I
I . ',
Engineering disciplines

1 I
Total
Civil Electrical S&T
,
1. Earthwork 20.01 - - 20.01

2. Permanent way 146.08 - - 146,08

1 3. Buildings 541.34 - - 541.34

4. Residenlial Qlrs. 160.21 - - 160.21

fl
I J
5. General Ele ct. - 113.26 - 113.26

6. OHE - 132 .32 - 113.26

,
1 : f
r 1 7. IvI&P -, 464.80 - 464.80
L.1
- -
f ., 8. Telecom 76.85 76.85

Tolal 867 .64 710.38 76.85 1654 .87

,,

" .

81
)

)
 t<Ollway Eleclr.i!ication

t, •
\ Proforma
, to
Abstract Unit Cosis of Activities

C Cost In lakhs 01 rupees)

S.N. Module Unit Quan- Gene- Cost discipline wise Total
tity ral • civil Elect. S& T Per
char- unit
"
, 1. EiectricClI ges

a) OHE :
i) Regulated km
iI) unregulated km
Iii) tramway . regulated km
iv) -do-. unregulated km
Total km
b) Return conductor km
c) Booster Transformer
Stations unit

d) Traction substations

e) Supply control posts

I) Transmi ssion line s

g) Remote Control:
i) C entr e
ii) Controlled post s

h) Paym e nts to Power

Supply Authorities

I) Modifications to Rail-
way's Power Supply
System

j) Modifications to Power
line Crossings

k) Auxiliary Tran sform e r

Stations
I) New Power Supply
arrang emen t
2.' (;Ivil Engineering
a ) Loco shed
b) Loc o out staii o n shed
c) Staff quart ers

83
IId d) Maintenance Depots:
I) Traction
Distribution unl!
I' ii) Telecommunications unit }
I e) Modirlcallons to
)
struelures 10 suil
ac troclion:
I) Heavy overline unl!.
iI) Tunnels m
Iii) light. including )
.- screens. height
gOl/ges €ltG,. LS,
I) Vard Remodelling. new
sidings. X'overs km
3. Signglling WOID
0) New Colour light
Signals:
I) Way side Stations unit
Ii) large Stollons uni!.
,
b) Tro.ck circuits:
I) On new Concrete
;Ioepers km
II) On e)(lslIl)g wooden
sleepers km
c) Modifications to ;
interlocking and
",
slalion equipment:
i) Way side slotlons unit
ii) AI large stations.
cabins unit
Panel
Inlerlocklng unl!
Route Relay
InterlOCKS unit
. any olher system unit
4, Tiille,;;gmmyni>:;Q!IQns \I\IQrks
a) Telecom coble km
b) Microwave patching unll
c) Emergency Telephone &
wireless unit

d) Payment to DOT for

their protecllve works LS,
,
5. Miscellaneous WOrkS
Temporary
sheds, sidings etc. l.S.
'>

6. Tgigl ';;Q~t floute km I

Trock km
j

, .....
i
 Annexure 1.6.3

Discounted Cosh Flow Technique

for
Cost Benefit Analysis of a Project

The discounted cosh flow technique (OCF) gives a figure, known as Ws

'Presenl Worlh' which Is a measure of prolilabilily. By comparing this figure
of Present Worth between two projects. their relative profitability can be
assessed. To obtain Ihls value, a 'life' tOI the~ project is asslJrQ~d.. For
Railway Electrification Projects this 15 taken as 35 years, comprising of 5
years of construction and 30 years of it's operation. During this life. annual
cash flows are estimated: both; outflows, on account of capital invest-
ment of the project Initially, and subsequently on account of It's operation
and maintenance and replacement of depreciated assets; and Inflow
on account of the benefits accruing due to the project. The sum of the
annual cash flows are discounted at appropriate rate of disc0unt applicable
for the year In which the cosh flow occurs. These values are found from
the table 01 present value of one unit (one Rupee) at different rates of
discount lor future years (Table 1.6.3A.1). The residual value of the assets
Is calCUlated at the end of the project life. This Is multiplied with the
[1 discount factor for the terminal year of the project and Is considered os
the last cosh Inflow at the end of the project life. The stream of annuql
discounted cash flows ore now added together. This lotal of Ihe annual
discounted values of cash flows Is the Present Worth of fhe project. Taking
oulflow as negallve cosh flow and Inflow os posilive. lorger Ihe value of
fhe Present Worth. belter is the relurn of Ihe project. The Present Worth.
therefore. assists In choosing bet\,/een two' competing projects. The
discount factor chosen is the minimum acceptable rate at which on
Investment can be found profitable. The basis tor adopting discount
foctors for future cosh flow Is the consideration that the future value of
money today is less than it's worlh. It on amount of Rs. 100 Is required to
be spent one year from now and the banI< gives an interest of 12%. then
one has to find only Rs.89.30 today; if required after two years only Rs. 79. 70
need to be found today. The value of the Rupee in the nth year would
be 1<5. 100 x <0.893)".

2. The algebraic expression for the Present Worth 'PW' of cash flow '5' In
the year 'n° 01 a discount rate of T is : PW = s/ (1 + 1/100)".

3. Effect of inflation In discounting faclor: Allhough Inllollon has not been

considered In estimation of fulure cosh flows an Indian Railways. It con-
sidered appropriate this may be taken Into accounl. The effect of Inflallon
Is to diminish .Ihe future value of Ihe Rupee further. It the cosf Inflation
rate published by the government os 'c 'Yo' is token into occounl. the
value of the Present Worth Is depressed by the same (actor. The Real
,I Value (RV) of money realized n years In future due to inflation Is given
by the expression:
RV ~ 5/(1 + cll 00)"
The real role of discount 'r' Is a combination of both Ihe faclors I.e. rate
of discount and inflation. This Is given by the expression:

(l + r) = (1 + c)(l + I)

d5
 For example the rate of Interest prevailing Is 6% and the role of In!lollon
Is 7% then the dlscounl role 'r' chosen Is given by the expressirm:

(1+ r) ~ (1 + 8/100)(1 + 7/l00) ~ 1.156

Of. • r' should be 15.6%.

4. Table A.l.6. 1 gives values of discount factors of !<upee 1 from 5% to 25%

lor a period covering from one year to 20 years. To obtain Ihe 'Internal
Role of Return' (IRR) of a proJecl. the annual cash flows are multiplied
by Irlal discount foelors and In each case Ihe Present Worlh found put.
The discount factor 01 which the Present Worth becomes zero Is the IRR
of the prole ct. However. In public spendIng or Inlrastructural develop-
ment. ",there pure protl! Is not the main moflve. all prolecls which hOlle
poSllive Present Worth at the mInimum acceptable discount rate are
considered worthy 01 being taken up for execution.

s. For Railway Eleclrilication Prolects. as Ihe cost of diesel traellon Is com-

pared wllh that for electric fraction. only cosh outflows for both Ihe types
of Iroctlon are considered, the common costs beIng omllled from Ihe
assessment. This greally slmpllfles!he cost benefit analysis, and Identilles
the Incrementol benefit for the type at traction for the traffic anllclpaled.

( Source for Ihe malhemollcal expressions given above: EnCI~lY Efficiency for
Engineers and Technologlsls, T. D. Eostop ond D. R. Croft: Longman Scienllflc
ond Technical. 1990)

.\

66
 1ABLE A.6,1
", Present Value of Re.l

Year , 5~ 6% 8% 10% :2% IA% 15% 16% 18% 20%. 22% 24% 25%

0,952 0,943 0,926 0,909 0,893 0,577 0,870 0.862 Q,M7 0.833 0,820 0.806 Q,ea:) I
2 0,907 0,B57 0,797 0,)69 0.640
I
J 0.864
0.690

O.8~O 0.794
0,826

0.751 C,) 12 0.675

0.756

0,658
0.743

O.MI
0.718

0,609
0.694

0.579
0,672

0,551
0.050

0,524 0.512
i
4

5
0.B23

0.78,1
0.792

0.747
0,735

0,681
0,683

0,621
0,636

0,567
0,592

0,519
0,572

0.497
0,552

OA76
0.516

0.'137
0,482

~.402
0.451

0,370
0.423

0..341
0.410

0.328
I,
6 0,746. 0.705 0.630 0.56;! 0.507 0,456 0,432 0,410 0.370 0.335 0,3ro 0.275 0.262

7 0,7"1 0,665 0.583 0,5l3 0,,152 0,";00 0,376 0,354 O,Jl~: 0,279 0.249 0.222 0,210

e 0.677 0.627 0.540 0.:167 0.,10. 0.351 0.327 0,305 0.266 0.233 0.204' 0,179 0,118

9 u.MS 0,592 0,500 0,42.4 0.0; 1 0.308 0,28<1 0,263 0.225 0.194 0.167 0.144 O.IJ.~

10 0.614 0.558 0,463 0.386 0,022 0.270 0,241 0.227 0.191 0.162 0.137 0.116 0.107
• >
II 0,585 0.527 0.,129 O,~50 0.287 0,237 0.215 0.195 0.162 0.135 0.1l2 0.094 0.087
12 0,557 0.497 0,397 0.319 0,257 0.208· 0, I 87 0.16B 0.137 0.112 0.092 0.076 0,069
I
13 O.5:l0 0,469 0.368 0.290 0,229 0,182 0.163 0.145 0.116 0.093 0.075 01161 0.055
1,1 0.505 0,~42 0,3<10 0.263 0.105 0,160 0.141 0,125 0.099 0.078 0.062 0.().j9 0,0,14
,
15 DASI 0,':17 0.015 0,239 0.13: O.I~O 0.123 0,108 0.084 0.005 O.OSI 0,040 0.035

16 0.4!J8 ~.19fl 0,292 0.216 O. '162. 0,123 0,107 0.093 0.071 0.054 0.042 0.032 0.02S

17 0.436 O.lll 0.270 0.198 0, 1~6 0, IDS 0.093 0.080 0.060 0,045 0.034 0.026 0.023

10 0..1 h, 0.J50 0,250 0,180 a I~O 0.095 '0.081 0,069 O,OSI 0.038 0.028 0.021 0.018

19 0,396 0,331 0.232 0,164 0,116 0,033 0.070 0.060 0,043 0.031 0.023 0,017 0,014

20 0.377 0.312 0.215 0,149 0.104 0,073 0.061 0.051 0.037 0.026 0.019 0.014 0.012

,.,.... '"
87
)

)
 Al'lnexure 1.6.4

Cost Benelil Analysis lor Railway Eleclrilicolian Proiecls

In working oul Ihe cosl benelll'analysis (CSA) for Railway Electrlflccilion there
have been occasionally suggestions to retine the methodology through adopting
more 'realistic' data. The reasons why such retlnements are not aClopted are
discussed here.

1. Cost of Electric and Diesel locomotives:

:1
. ,,
It has been suggested thai in working oul the CBA, cost of n,gw electric,
locomotives. but of old diesel locomotives, wtllch actually run over the secllon
should be·taken against the eXisting practice of laking cost of new locomotives
for bolh Ihe scenarios in CSA. Prima facie the arqument appear;; logical but
In the present state Is fallaCious. Inqlan Railways with various levels of traffic on
'I
, their network, continue to add to their fleet Of diesel and el.!,!ctrlc locomotives
,I on addltlonal traffic and on replacement a ccount. As long as routes exist with
level of traHic which lie above the break e',ren level. l! can be argued that tor

n the study on an Incremental basis, new 10cClmotives would be run on the section
for both the scenarios, However, when 0 stage ,Is reached as routes get
electrified. that on energizaflon of a section there would be premature surrender

'n
.. ,
of diesel locomotives. the extra capital cost of premature ordering-of electriC
locomotive may have to be considered In the CBA. In other words 01 the stage
of orderIng new locomotives 0 study of the traffic density of the routes should
be made to assess whether the highest Irafflc denSity routes will be more
, 1
I profltably run wilh new diesel or wIth new eleclrlc locomotives and ttle mix
of diesel and electric .Iocomollves on adc Itional or on replae ement ac count
ordered Qn suell an bverall consideration .• "'ccordlngly. in the current situation
when ihere Is a contInued production or n€ ,w diesel 10comotivE)S. It Is logl cal to
consider new locomotives In the CBA tOi b olh the scenarios while considering
electrillcallon 01 a section.

2. Norms lor luel ond electric energy consumption:

II Is suggested that the norms adopted I.,r speCific fuel/energy consumption

(litre or kWh per 1000 gross tonne km), beh '-'g a sensitive norm. sllould be liaken
as applicable for lile seciion under consld matien. averages as ovalloble I n the
Railway's statlsllcs should not be taken, The suggestion Is va,lld. but for It's
Impracticability. cost In conducting actual Ir lois, and It's limitations nullifying the
etforls towards greater accuracy. E!ectrltir;al'lon having geen 10k en up aVE" the

89
 )
be considered reliable: For eleclrlc lo·comollves . one will h00 e t9 be conlent
wllh triols with locomollves titled with energy melers only 'on o 'slmllaf electrified )
sec lion. This IIself Is likely 10 bring 10 Ihe.sludy on elemenl of doubt In the norm
so estobllshed . Such a pro/ecl. losllng months. w0uld be worth while If it could
give a greater accurocy affecllng the slgnificonlly Ihe study. A speclol study
may. however. be called for If electrlflcallon Is proposed for an unusual sec lion
having. heavy gradlenls. when Incurrence of cost (or exlended Irlals for fuel
cansumpllon norm may be Jusllfled. Over the roules which are IIkery to be taken
up for electrlilcallon In ' foreseeable future such 0 slluallon Is not IIkety to arise.
In view of a number of vorl abies computer studies are also not likely to be )
~
adequate:
.'
,
4. Loss of line capaclly during Electrlflcallon:
\

II has been sUQqested that the loss of I!ne capaclly during electrlflcallon should
be quanllfled as cash outflow In the CSA to~ e.lectrlflcallon. However. In such )
a slluatlon II has to be ossumed that the line capac)t.y would have boen aclually .
J
used. Further.llis also to be considered that Improved Infrastructure assoclaled
with electrltlcallon would obviate need tor some line capacity works. which )
WOUld then logically go towards credit towards eleclrlflcallon. Delaying line
capacity work~ Including eleclrlflcallon 1111 the route gels satuialed should be J
. avoided as Ihe \ ery work expecled to ameliorate Ihe condillon of salurallon
would hinder Its Iml ,.ementallon. Such a quesllon complicates Ihe Issues by )
ralsln.g hidden cos:s 'and .,Iakes II difficult to quantify the benefits objecllvely.
'.
, ,

,.

,~ .. . )

90

._ .. -, .~ .. , .
 ,Annexure 1.6.5

Method 01 Determining Inlemol Role 01 R'3lurn (lRR) ,

First step tor determIning the IRR Is to calculate present worlh of two options
viz. Dlosel Traction and ElectrIc Traction tor two trial discount fales, the trial rates
beIng so chosen that In one case the value 01 dltferences of present worth of
electric tracllon (say E,l and present worth of diesel ,mcllon (D) Is positive and
In other case, negative.

Wllh reference to Fig. 1.6.5A.1 below.

I j at trial role of discount I" E'I > Dr' and

fl al Irlol rate of discount I., E" <: D"

\!
l I
.
the IRR 15 the rate at which E, = D ,

, ,,

\
(E. :> D.)

~~--O~l- ~ - - ------

(i 0) +

(E.<D,.)

,
{

FIG. 1· 6·5A·1

91
)

.1
I
I .'1I Worked Example

Break Even Level 01 Tralfle II< Sensilivily Analysis

(Source: Project Report of Electrillcatlon of Wordha-Balharshah section of Central.

Railway: Railway Electrification, Nagpur, ,(964)

The cosh Haws at a discount lactor of 10% tor Wardha Balharshah RaHway
Eleclriflcatlon Project Is taken Irom the Project Report In Table j,6,6A.1. Cash
flows ore aggregated under 7 Items as shown therein:
. ,-
Table 1.6,6A.1

Present worth at 10% discount faclor(os acceptable in 1964)

(all figures In lakhs of rupees)

S.N, Item Diesel Electric
Traction Tracllon
1. Cost of Works 146 231'0

.,\
IJ
l.
2.
3,
Cost of Roiling Stock
Cost at Power Packs
1062
49
819

4, Maintenance of Fixed
In ! S.
Assels
Operallon & Maintenance
31 290

of locomotives 3646 IS64

6. Residual value of fixed
assets (,)3 (,)57
7. Residual Value of
locomollves (-)22 ('J 13

Tolal cosl of Traclion 4909 4913

'(Nole: (-) sign denotes cash Inflow)

The above ligures ore now divided between line Gnd Haulage cosis, line costs
are represented by serial nos. I , 4 and 6. and haulage costs by serIal nos. 2.
3, 5 and 7, While the Line Costs remains constant, haulage cosls Gre assumed
to vary IineOlly with Iralfic, The Irafflc for Ihe above haulage cosl being 35.44
gross million tonnes per route km per annum (GTkm/Rkm/o), '

To assess j'he effect of variation In the break even level of traffic on changes
in Ihe capilol cost of Works. exercises are done with Ihe Present Worth of cosl
of works for ElectrWcations being Increased bV 10% in one exercise and reduced
by 10",1, In the other. Table L6.6A,2 below gives the costs divided in line cosls
ond Haulage costs, The table gives under electric traclion three ligures of three
scenarios under columns I. II and III having cost of works at 110%, 100% and 90%.

93

1
 )

. " .<:'f : . ',-:

,
Cost cif Traclion divided in UIlC alld I10ll10(1c co~l~ !

(For level Of Irafflc 01 35.4,1 Glkm/rl<m/a)

S.N. Item Cost of Traction
Diesel Eleclric
\I 1\1
LINE COSTS (all figures In lakhs of Rupees) )

1.. Cost of Works 146 2541 2310 2079 .)

2. Maintenance of

. 3.
fixed assets
Residual Value of
31 290 .- 290 290
. -
)

fixed assefs (·)3 (-)63 (-)57 (-)51 )

TOTAL 174 2766 2543 2318

. HAULAGE COSTS )

4. Cost of Roiling 1062 619 819 819 ')

Stock
5. Cost of Power Pock 49 )
6. Opera lion & Malntnn-
once of locomotives 3646 1564 1564 1564 )
7. Residual value of
locomollves (-)22 (-) 13 (-) 13 (-)13 )
...
TOTAL 4 to 7 4735 2370 2370 2370 ,,
TOTAL Cost of tracllon 4909 5136 4913 4688

Similarly another exercise is done with cosl of Works remaining constant but It/ ilh
cost of operation. of which fuel/electric energy conslilutes lhe major componenl .
varied In two scenarios as follows:

0) Cost of Diesel Locomotive Operalion Increased by 10%. and

b) Cost of Electric LocomolivA operations Increased by 10%.

These are now shown In Table 1.6.6A.3 .

)

.. Table 1.6.6A.3
(aU ligures In lakhs of rupees)
)
S.N . Item Cost of Traction
Diesel . Electric
1. I.INE COSTS 174 25.43
2. HAULAGE COSTS

a .) Cost of Diesel
locomollve operation
Increased by 10% 5100 2370

94

.. ~ ,. .' .
 "J COS! or .t:1qc,lrlS;: ",i",
locomotive operall6ri
Increased by 10% 4735 2526

Toto! Tracllon Costs

i) with haulage costs

as per 2(0) above 5274 4913
II) willi haulage cosls
as per 2(b) above 4909 5069

A graph Is now drawn wilh lraffic denslly as absCissa and Present worlh of tracllon
costs as ordinate, each type of Iracllon for each scenario being represented
by a straight line calculated In the Iwo tables A.6.6,2 and A.6,6.3. above. The
points of Intersecllon of Ihe lines representing Ihe Diesel and Electric traction
yield the different break even levels, These levels as found from Ihe graph are
summarized In Table 1.6.61\,4 below:

Table 1.6.6A..<1

S.N. Scenario 'Break Even level Percent

of traffic density' change
(GMT /Rkm/annum)

i1 1. As per Project Report

2. When cosl of works Is '
35.49 0

increased by 10% 38.86 + 9.5

3. When cost of works is
reduced by 10% 32.12 9,5
.<1 When cost of operation
01 electric 10comollves
increase by 10% 37.96 + 6.96
5, When cost of operation of
diesel locomotives increase
by 10% 30,76 . 13.3
\
The above exercise shows that the capital cost of electrlficallon Is a sensitive
Input followed by the cos! of operation 01 diesellocomollves. and cost 01 eieclrlc'
locomotive operation being the least sensitive amongst those considered above.
Similar exercises should be done with other Inputs,

Figure 1,6,6A, I contolning the graph for determining the break Aven level and
111e sensitivity 01 the ir.puts Is given on the next page,

95
 ,"u.;:.·',-'.:..'..:.',,-_
~" __ "* _ _ _ "_~"_=-,,.-:,,:-:-,,-,._..':'.:.'

BETWEEN OIESEl TRACTION· AND ELECTRIC TRACTION

WITH SENSI TI VI TV OF SOME INPUTS.
~~'~-.
DlESH -
)
! STU DY :- PROJEC T REPORT F:'C( ElECT RIFICAlION
OF WARDH/~c BAlHARSHAF SECTlON,19841

)
GOOO'
/
,,
I

v
,;./
5000· . /
;./
I ,,/
y"/ nEe' ,,'c,
~
./'
, 'R/lC!10N

,
I

f
.000
I
,I )
,I,
,
I.

/
I )
3000

)
2000

_._.- COST or OPE:f'lAllON IHCHEASEU

)
BY '0·'.
-- - ------ CflPIi At. COS1 INCn€ASE BY to °1.

'000·

'7.
TRAFFIC' DENSity IN GROSS I1ILUON TONNES

FIG. l-G·6Al

96
!I I. A'I proposed capital Investments are subject test tor profitability, While for a
commercial organlzalton the main aim Is to maximize proms, investments on
national level is subject to tesl for benefllto the,soclety, The economic analysis
locuses on welfare 01 the public as opposed 10 purely financial profit, Analysis
on DCF is adopted tor both Ihe analyses, For economic onolysis, the cost figures
employed a're slighlly different. being net of dulles and taxes,and oltered to
lake in accountlhe economic faclors; and the discount faclors are also different
being dependent upon the availability of capital lor public spending,

2, For tndion Rollways. which Is subJecl to scrutiny by Ihe Porliament 01 11"5 can'
Iribution 10 It>l~ Glmeral Reve'!u!i1s_ of the Government of Indio, finanCiat remu,
neratlveness of it's copllol expendllure is essential. But since Ihe Indion Railways
constiluta a major Infrastructure for the Nation, It's major prolects also need to
be examined lor SoCIal Costs and SenelHs on Economic Analysis, Such projects
ore New Lines, Gouge Conversions, Electrifications, or Major Investments In
Workshops or Production Units, II a project, on economic analYSis also. is found
adequately remunerallve, II Is considered fit lor approval,
. j
3,. In the economic aralys!s follOwing censtltute the basic consideration for accept-
ability 010 project, The proJect should;

a) Help Increase In aggregate consumption of the public,

b.) Help redistribute weallh through Increase In consumption by the poorest

classes.

c) Help provide training In skills and vocations and Increase employment.

d) Aid ecology and balance of nature,

e) Help conserve scarce resources such os fossil fuels,

fl, Help In achieving self reliance 10 Ihe Notion,

g) Help Improve economy of 0 lavoured group or an area or be in Une with

the ayowed policy of the Government',

hl Use a technology which can be sustained and maintained.

i) Provide Consumer's surplus,
4, Externalities: There are some considerations which are pervasive but cannot be
imported an appropriate value for Inclusion' ih the cost benefit analysis, Such
considerations are called externalilles and 01 limes may favour taking up a
/ project. For exomplo. provision of eleclrlcally operoled commuler roil services
may. by reducing rood traffic through the city, result In reduced pollution and
congestion yielding Improved health and reduced accidents In the city in
addition to the quantified benefits, These advantages ore externalities, There
may also be negative exiernalilies. through risk of thefts of OHE which may result
In traHic dislocations or need to police them, While carrying oul the economic
analysis the externalities also need to be examined In a narrative form,
 5. Inputs for Economic . Analysis: )
The algebraic . equ~lIon ..f~r ec~nornlc onalysis can be expressed os:-
)
Social gains = Social bemellts - Social costs

In other words the p;esent day 6~nsumptlon sacrlliced by the public by choosing
a project ' for future benefit Is In the real sense the soclalcDst of the project.
Accordingly the economic study for Railway Electrification L!~es costs which are
adjusted. from the . marke! costs as follows:-
. . . '
.
I
.
a) Prices adopted are net.•of taxes and duties which are In the nature of .
~
. tremsfer payments. Market prices do not represent true costs.
. /
b) Tradeable c'ommodilles In whIch the coul1lry Is a 1101 Importer are valued
at their C.I.F. prIces. : '

c) ElectrIc energy and dIesel all are valued at cosfJncludl;lg delivery costs )
at the nominated poInt on the Railway Network. The cost of electrtclty
Is. the cast of production and nat the cost charged by the Power Supply
Authorities •.
)
d) . Cast af resIdential ' quarters, being In Ihe nalure af a soclC'1 obligation Is
not taken In to account. )
e) 'Shadow Pricing' Is resortod 10 In ardor 10 givo duo importance to tho )
most desirable fealures of fI,e proloct. such as .
)
I) Foreign tXChange may be given a premium of say '15% to 20,),. to denote
II's scarcity value. )

II) Fossil liquid fuels and, metals such as c"pper which are considered
to be exhaustible In not too distant future may bo given a further
premium of. say, 10 to 15 'Yo.

iii) Creation of employment opporlunllies in a counlry having chronic )

unemplayment being most desirable . labour cost of tho project may
b e tak~" ct a lower value. soy of (,0')(, of tho pr 0vollll1(] market ralo" . ,
.' .

c. ~'h~
comparison between economic and financial cost benefit analysis Is given
below: . )

Table 1.6.7A. I
Comparison of cost bon e flt onalysls o n Iho bosl,. of
financial ano economic evaluallon

lIem Cost Benefit Analysis

Financial Economic
)
0) Method of DCF DCF
appraisal
)
b) Gain Commercial Social

.,. 98

. ,
)
 On market costs On modified costs

d) Rate of Discount .On market cost high when capital

of capital. Is scarce I.e:
10% till 199 \, postponement of
12% at present. consumption to
the public causes
severe hardship.

e) Choice of project That which gives That wl)lch gives

maximum profit. maximum benefll-~
to public.

f) Shadow Pricing Not applicable Adopted to high-

light desirable
features to
national economy.

For example. the government policy may consider favouring the rural
sector. Similarly. the preference may be to projects In a particular backward
area; or a project saving In fossIl liquid fuel. being In line with government' s
policy. Such projects may have to be given greater emphasis. A value
ludgment has to be Introduced In the economic analysis. One means
to Introduce this Judgment through the use of ' Shadaw' pricing of the
Inputs.

The discussion In Ihe text Is In accordance with the economic analysis

carried oulln 'Sludy of Relative Economics between Diesel and Electric
Traction . -

I
!

99
 )
".

,
!

;'

I. .. ..
 'l
! I
RECONNAISSANCE SURVEY

1.7. I IntrodUcllon

A regular Railway Electrification survey takes months tc prepare the Projecl

Report. It requIres a Survey Organlzallon to be set up. the Survey being a pari
of the Surveys sanctioned by the Ministry of Railways and taken up on Ihe zonal
. Railways. Such a survey Is subject to adml[llstrallve delays,'Frequenlly for routes .
Idrmlilled for Railway ElettrUicalion. It Is desired to make a rapid assessmel,t
o( It's feasibility ar:ld. cost. At this stage It Is not necessary to go Int0 detailS of
preparallon oi plans. but merely to ensure feasibility and to obtain an approxl-
"mate Idea of cost. say within 10 TO 15 % of It's likely cost and ascer.tain the
likely rate ' of return on the capital. A Reconnaissance Survey carried oul rapidly
withIn about Six weeks at this stage. with Ihe exlsllng Project Organlzallon and
where no project organlzallon exists. with the open li,ne organlzallon. can provide
In the Reconnaissance Survey Report all the ' basic data within a degree C'f
accuracy necessary for the admlnlstrallve decision to take up the project. Resvlt
of such .a survey may be 'used either to sancllon a Project for Electrlficallon of
a route .·partlcularly (or routes wllh high density of traffic, or to sancllon a detailed
survey; The Reconnaissance- Survey bases II's study on overages of volume of
work .carrled out In the earlier projecls and on unit costs derived from one or
r I, tw o projects completed recently or nearing co·m plellan. A quick Inspecllon of
, the route Is carried out and discussions wllh the open line officials . the pov/er
supply outhorilles 'concerned. and the Department of Telecommunications are
held. These normally yield adequate data to prepare the Reconnaissance Survey
Report. The methodology whlc;:h may be adupted is described In this chapt er.
The officer belonging to the Electrical discipline coordinates.

1.7 .2 Traffic Survey .

The traffic survey Is based on the open line Railway ' s statistics of existing and
. forecast traffic data. As these forecast r:'fer generally to more immediale future .
. for electrific'ation study. these data have' 10 be extended to longer perspectiv e
of say 15 to 20 years. Assistance from .Ii1e pe15p ecll ve planning figures of Ih e
Railway and of the Railway Board should also be obtained to arrive 01 the traffic
forecast figures for the survey. As electrlfic'ation Is token up on high trattic density
Important route s ad e quate forecast data is generally available which can be
collated and presented. The operallng ollicm e nlru ste d wllh Ihe survey pre senl,
the forecast data year wise In lerms of nett tonne km per km per day for goods
and p''Ossenger km per 'day per km for passenger traHic fo r the route. In the
forecast he h'Os also to cover Ihe following is sues:
.' .1 :
'0) Whether heavy haul goods trains are expected to run on the route .

b) Will change of tracllon points need yard remodelling.

c) Will spur linos for tho Indu,lrl'Ol ,Idlngs or 10 mining oroos noo d 10 b e w if8cJ.
if w. the route lengths which will have to be 'Odded to Ihe ele ctrified sec llol)
and the trattlc expected on these lines. .

101

.. I
1.7.3 'Slgnal and Telecommunlcallons Survey

This survey Includes:

a) TYPEr and condilion of Ihe exlsllng signafllng Inslallallons on the route.

b) Major signalling works proposed or In hand on Ihe fOule. eilher as pure

signalling works Of as pari of other remodelling Of doubling ·/Jorks.

Delalli.obtalned from the DOT of sections lengths where they require BT

and .RC to be provided on the OHE. Their consent to the use pI 2 x 25
kV AT system should also be obtained. . , ,
I
1.7.4 Civil Engineering Survey

This survey InCludes the general description of the route. the delalls which are
Imporlant Irom the aspect of adequacy of electrical clearances tor passage
of OHE and the cqnstructlon works being taken up. Following Ilems need 10 be
examined:

a) The terrain. It's meleorological condlllons and the type of soli encountered
along the route ..

b) Heavy overllne slructures such as road overbrldges. flyover bridges and

. head room avallaple. \ .
)
c) Long deck type and through girder bridges.
(. )
d) Tunnels.

e) Remodelling and doubling works and Ihelr largels which may affect
Electrification works.

1.7.5 Electrical Engineering Survey

The orticer belonging to this diScipline works as the coordinating ofricer for the
survey In obtaining data. and deCisions iiwolvlng moro Ihon one doporfment.
Electrical Survey Inler 0110 Includes:

a) Information and commitment in regard to Tracllon power Supply from

Siale electrlcltyl allier power suppty authorllles;

Availability of power. It's tariff. and locations of points of supply.

II Tentallve location 01 tracllon substallons.
iii ("')sl to be borne by Ihe Railway for the capllal works of power supply
oUlhorlty 10 effecf supply. .

b) In/ormaHon from open line autt)orilies In regard 10;

I An Idea of approXlmallon Irack km 10 be wired In major yards.

II Whelher a new electric loco shed Is required for Ihe roule. If so. It's
'.
likely location.

Iii Whelher a new Remote Control Cenlre Is required. or the existing one
-may be extended.

102
 Mcps. plans and drawlng.s and \i/olklng .lIme lable are lequlied 10 be oblolnod
from the open line and Ihe power supply oulhorilles .. These Ole:

0)' Fror'n the Open line:

Roll diagram of the secllon.

II Roule maps 01 the contiguous clet:lrlllcd sections. showing thereon

Ihe locallons or Imcllon sllbslullons. ~owcr su~ply hUIISI1llssl01l 1111<15.
Ihe eleelrlc loco sheds and Ihe flemole Conlrol Centres.

11/ Sadlon Working IIlno loblo.

b) from lhe Eleclrlcily Supply AulhUflllcs:

II Plans ior new subslalio!1S and EHV Irunsmlsr.lon lines cx~ecleci 10 be

canslrucled ill Ihe area In near lulule: plans oi Ihe Siole Eieclrlclly
auillorily as well as Ihose 01 Cen"u! Elechlclly Auillorliy should be
collected.

1.7.7 Molor Trolley Inspecllon

The delalls collected and discussions ·held wllh Iho epen liMO 0lliclol5 ylvos 10
a large exlenl the quantum of Ihe. Walk Involved pe'lolninglo Ihe Ihlec;
engineering disciplines, Armed wlll1 Ihls Inlormollon. Ihe olllce,s 01 all Ihe dl,,·
clpllnes viz. civil. el<:;)clrlcol. operallng. and signal and Idl'Jcornmu..lculiollr.
conducllng Ihe recono(Jlssance. COflY oul (1 10lniinspecBon olilie louie by 111(.101
Irolley or OHE Inspecllon car. Apart hom the Installallon pe,lolnlng k' Ihelr own
discipline Ihe team should nole Ihe lollowlng polnls:

a) AI Major yards: Ihelr svllobllily fa. change of lIucllon. If .. ow linus <He'

required Ihen availability 01 land lor the exienslon: lIpplCxllnOIO kin of
YOld lines to be wired.

b) At Slations; Iype of Signalling and block Il1sl".mo,,15, odcll!iollul huck

clrcvlls 10 be provided requiring resleepering on c,"lclOle sloop"!>.

c) CleOlance uncler he'NY O\'OIllne sl,uelures. lh.ouq/) plre'", I "I(l\l"$ un<l

lunnels. A genorol idoa of IlTlpro' Ing Ihe c!colUnces ',IS le':llll! h.K",lllle
1rom site condllions,

d) Avallablllly 01 sullol)le sile lor loco lion of on C'leclllc loco shod 01 rile
proferred polnl.

e) Avolloblllly of suitable slles tor Iracllon subsiolions. maloienollco Oopols.

staff quarters and for conslluellon depols and their sidings.

o General Ideo of lerroin, flood levels. lenglh of .oule likely 10 be lerme"

as being 'exposed' loco lion. curves, g,odlenls. or,d overhead·powC', 11110
crossings.
g) All W()rtl!'sr .oad opproClches to Iho fOule.

11J3
 1. 7.8 Assumption 01 Norms

;0 estimate the volume of If/ark some ossumptlons may be made as good

approximalion< for working out the quantum of work and Ws cost. These ore
based on averages over a number 01 projects completed in the pas!. These
are:

Item Range

a) Ratio 01 track km 10 roule km 2.4 10 2,6

,
b) Gls\once between Irocllon I

substallons:

i) With ST &, RC 40 to 50 km
II) Without ST ", RC 50 10 80 km
iii) With 2 x 25 kV AT system 60 \0 100 km
c) Interval belween Supply Control one or ~vo
Posts block sections )
,

d) NUmber of 25 10.240 kV Auxinory

Irons formers for power supply to 20 10 25 per
cabins. level crossings 100 roule km
and slallons
1.7,9 Establishmenl of 'Module' unl! cosls and 10101 cosl of Work )

A break up of the entire Project work In component 'Module' octlvilles caverifjg

all the engineering disciplines Is shown In the spread sheet at Ann'3xure 1,6, I, .
Module cosls cQnverled to per unit basis lor a lew recenlly c(lmpleled projects
ore worked oul. Percenlage changes in the cosls which may havo occurred
since Iheir completion should be assessed and applied to update these unit
cosls. For the project under survey. hailing ol)loined the work contont on
completion 01 lhe reconnaissance. unl! cosls thus obtained may be opplled
to obtain the cost of the ProJec!. Fram the 10101 cost so calculated the overqll
cost per track km and cost per roule km should be deriv€1d. This gives a general
\ , .. comparison 01 the cost and the Irend of costs 01 lho Electrification projects.
I
f If. hovJever, Ihere are signirlconl p"ct/liarilles In the plojocl undor examinallon,
Ihese need to be examined on their own closely, For examplE' so lor Indian
I:i: Railways halle rio experience in execution 01 work for 2 X 25 kV AT system, os
such quick assessment 01 cost through previously determined 'Module' unit cosls
will not be possible for eleclrillcalion 01 this system and a del oiled estimation
i may be called lor. A worksheet shown In Annexure 1.7. I. gives the proforma
10 be adopted lor working out the Project cost from Module Unit em!s 01
component works. Furlher brook up of cosl" dnp(lI!m0.1l1 vJ;,n, lor prnll",llI f uy
expnnscs Qf rot qCf1(){(I1 choro(;s ote. f'noy (II:.£) 120 dOlle 10 onulyzD (",;,0:;3 frel1cJ;. O{)(J
exercise scrullny, Ar.; exomplr) of SUCll cosl brook up I, [Jivcn 'n
AnnexufC \'/,2,
" 1.7,10 Remunerativeness 01 Ihe Electrification Prolee!
On obtaining 'the 10101 cosl of the project. cost benefit on DCF iechnique is
possible. using the anticipated trollic densities and the Railwoy's stalisiical dolo
tor operation and maintenance as explained in Chopler 6, As dn alternative,
pending detailed study. a quick assessment of fhe expected 11m Is also possil)le.
using a previousiy preDared Nomogram, This is based on Ihe aS~iJmpllDn that
ior a given cosl per roule km for eleclrification tne IRf: is depenac,1f or- I'oftlc
densiiy, To construct lhe Nomogram, one or two rect::nlly compleled projects.
(also seleeled lor colculollon 01 unl! cos Is) are taken. the dlscounled cash flows
are dMded belween Une and Haulage cosls. in

IO~
 flGUllE 1.7·1

USE Of A NOliOGRAri FOR DETERMINING filE APPROXIMATE

I.II.R. ANTICIPATED FOR AN ELECTRIFICATION PROJECT

UNOER A RECONNAISSANCE SURVEY

"
I'

'I.

I ,I
I iJ

In
AT HIE COST/ROUTE l\m
Qf H'E PROJ~SLUNQ!,R
j::XAf.lINATION

iO lO 30 lS

.' TRAFfiC DENSItV ,.-tllt/ON G(f<mifWUiE l{mfAbJNUM

1(1.5 •
 (/

accordance wllh Ihe example shown In Chapter 6 for calculation of the Break
Even level of traffic; Tables of cash flows for Haulage cosls are made out for )
different traffic densilies and discount figures selecled such Ihal for Ihe given
'cost of electrifications and 'dlfferent traffic densities IRR values of 10% to 24')'0
is obtained. This exercise Is repeated for a 10% Increase Ih cost of work. Two
series of points are obtained for the actual cost and for the 10% Increased cost )
for each project. Two projects. when chosen give a measure·of the likely scalier
In the assessed value of Inspected IRR on the nomogram. Curves' are now drawn
for each project wllh absclss.Q giving traffic density In gross million tonnes per
route km per annum and the ordinate giving ttle value of IRR. Two Lines. one )
cit cost and the other at 110% of the cost are drawn for ~ach completed project.
)
Each curve Is labelled giving II's cost per route km. This graph having 4 lines
pertaining fa two project serves as a Nomogram to ascertain the IRR. expected ,
I
for the project under examination; the point being found by Inspection. cor·
responding to the expected traffic denslly and InterpOlated amongst the curves
on an Imaginary line representing the cost per route km as calculated from the
prepared estimate. the two sets of curves of the completed projects yietd a )
range. In which the IRR' 'of the project under examination Is expecled to lie. Fig.
L7.1 Illustrates this exercise. Such ci study of remunerativeness Is not possible
for extension of electrification on short spurs or those intercannecllng two
etectrlfled routes. as the 'synergy effect on tho electrified network due to this
being predominant. can be Jusltfied at much lower traffic densities. but needs
a more detailed study of Improved traffic mobility. '

)
,
".I

)
:.

)
106
 1. To enable monitoring of costs of Railway Electrltlcotloro',aOlil(ll e\ .50 0:)
to effect their control. an analysis of the cost :0; theprojcc:r 'i.:'6mPQr'u,int
acllvlly If/lse Is required. This helps comparison cit 1110 .costs \vllt{othei
Railway Electrification Projects. For a typlc91 project the distribution of
costs discipline wise In per cents Is as bel"w approximately: .

Electrical Engineering 54.3 %

Civil Engineering 14.5 %
S.& T. Engineering 31.2 %

(In the above percentages the administrative and general charges are
Included prorata.)

2. Table 1.7.2A.l gives an analysis of costs per route km and cost per track
km of two Railway Electrltlcatlon Projects.completed In 1980s. It Is expected
that although Individual costs may change' with time the relallve percentages
should remain about the some. The prolects considered are :

0) Jhansl - Itarsl Railway Electrltlcatlon Project

b) Gangapur City - Rat/am Railway Electrification ProjElct

Table 1.7 .2A. 1

S.N. Item Project (a) Project (b)

Cost In % % Cost In % %
Rs.lakhs/ (I) (iI) Rs.lakhs/ . (I) (ii)
Route km Route km

1. OHE. PSI.
& Remote' Control 15.3 41.5 45.86 11.67 36.2 39.1
2. Tro<:lIon Suo slallons
& Transmission lines. 1.5 4.06 4.46 1.56 4.66 5.25
3. Loco Shed 0.96 2.60 2.88 1.36 4.23 4:56 .
4. Telecom. Works 4.27 11.57 12.78 3.56 11.08 11.95
5. Signalling Works 4.28 11.60 12.82 5.0 . 15.57 16.81
6. Civil Engg . Works 5.36 14.07 16.10 4.92 15.32 16.55
7. Payments to DOT &
Power ·Supply
Aulhorllies 1.70 4.60 G.08 1.72 5.35 5.78
8. Miscellaneous &
General·. 'Charges 3.50 9.50 2.34 7.30

/ TOTAL COST PER:

(I) \lOUTE km 36.89 100 100 32.12 100 100
(II) TRACK km 13.64 13.18

Note: In the columns giving percentages above:. f!

i) refers to cost excluding miscellaneous and general charges.
Ii) refers to cost Including miscellaneous and general chcrges .

109
,"', " ", ~, ~. r, .- ; i-. /'0 ~. ,..-\
~OS.
(,"',

SMl
,--...,
r t R.l .CT
:""", ,., r' " , ,',

TAS!.!
j-;" /" '" .~.

BASED ON 'MODULE COSTS'

o.UAN~1TY IUN IT COST ElECTRICAllclVll ENG

MATRIX OF COMPONENT COSTS
PAYMENTS
SIGNAL,iTEl£COMisEB'OOT
SPL. i
MISC. IFEATURES lOTAl

" ,.,' ,. I J ! I ! .I1

t • ~

-.... ..... "... I I II ! I

Jt~:':'! 1 J
" 'JI:i7 I !
_~_

. I I 1
eOOSHR TRANSFORf~£R STATIONS

-l
.-- i i1
i I
:
- , .- .....
'NTERLCCKINCi M.i: ix;'~i( ClRWjr~
-..
•"1 TEUCOM CABLt ItiSTt.:.LAiIONS !(:=r.,

r . .
.c
~USC£!..lANElJUS: ?J."fM!:ns TO SEth HC l.S. ?EK Ke. I
I
, ,-'"--
GENEaAI. AOHIi~. t.,NO c-:. .. sr oRlU; , 5 Zl~R r.~
 , i CHAPTER 8

FORMAT OF THE PROJECT REPORT ,.

1.8.1 Summary

The Prajec! Report for Rallway Electrification should be uniform In chapters and
content~ ... lhls ensures clarity and assists comparisons with other Railway Elec-
trification ,project reports. It also ensures that neither any Important Item 'is lett
out nor Is It bulked with matter not relevant to the sublect. The report should
consist 01 two Volumes .coverlng detailS' as below: .

Volume I:

The details of the Project: the construction works proposed, Ihe operation and
maintenance tacillties being set up, the cost estimates and the cos! benefit
analysis. It shoUld Include the detall~af constructlon organization. the construc~
tlon machinery and transport vehicles and the construction depots to be set
j , up. II shOUld Indicate the assets being created. the operatlon and maintenance
I
1, I I organization required on commissioning. the major maintenance and emer-
i I J
,,$
gency equipment and vehicles to be provided tor maintenance.
1, : ;
Volume II:
.. ,}
Drawings covering the sectioning' diagrams of siatlons and yards. the General
Supply Diagram. Ihe EftV transmission system of Ihe Stale Electricity Authorilles
relevanl to the supply of power from normal and emergency sources: Facilities
to be provided for or:.eratlon and maintenance of electric traellon services, the
organization charts 'for conslructlon and lor maintenance. Annexures may
contain records of Important decisIons taken with different authorilies. such as
finalization of location of electric loco Shed. the Iractlon power supply points,
and the sections to ba provlde0 with booster Iransformers and return conduclors,
Os well Os the decisions to Include nominated remodelling works In the elec-
trllicatlon designs or 10 execute them. The reference and authority 10 Ihe norms
and costs taken tor the cosl benefit analysis should be Included In the annexure.

1.8.2 Contents 01 Volume I

The chaplers of volume I shOUld be organized as below;

1.8.2.1 Chapter I: Highlights at the Project

II should contain general highlights of the prolect along with the rouls mop.
special features if any; the Imparlance of the raute to Indian Railways. and the
advantage the ,pa
electrification Is expected to give to the Railway. Thechapler should Include
briefly the highlights of the conlents at the different chaplers at Ihe report as.'
an executive summary. It shol.'d. Inter alia. Include:

Traffic. existing and tarecost through. about next 15 years.

The forecasl at locomotives required and :helr basis.

<!
111

,
". The extent of wiring 10 be done I.n yards. at slallons and for the pri\late
sidings.

Description of Ihe lerroln. exl,;,nl of stretches wUhln 'exposed' and 'pol-

luled' zones. gradIents., and type of soli.
)
Power supply arrangements finalized with Supply aulhor!l1es.
)
Remole conlrol and emergency conlrol arrangements.

Pro\llslon of eleclrlc lacomatl\le sheds and oulstatlon maintenance fa-

Cilities •.
, )
I
Routing 01 ODCs. special restriction to their mO\lement. If bny;
)
Remodelling and doubling works under progress. or sanctioned and the
extent to which to be token In account In designs of OHE.

Sections to be pra\llded with booster transformers and return conductors.

," )
Section to be provldeq with 2 x 26 IN AT system.
)
Exlsllng signalling system and works to be done.

Telecommunications. size and' specUlcalloru 01 coble to be provided. )

additional circuits to be Introduced.

" Total cosl of the Project. molar ad\lantages accruing to the Railways as
a result of the proJect and the IRR. expected.

"
The time schedul~ lor completion' 01 the Project.

Important technological ad\lancements and/or economy measures In-

troduced.

1.8.2.2 Chapler II: Traffic SUf\ley

It should contain the details of traffic forecast figures and Ihe basis for arrl\llng )
ot Ihe figures. The assumptions mode 'should be recorded. II should. Inler 0110.
contain the faliawlng: )

Existing goods and passeng(jr Irafllc.

Forecast of traffic lor noxt 15 years and Ii's basis.

Forecast of special type 01 trains such os long haul goods or superfast

passenger trains.

Assessment of tocor;notl\les required for goods and passenger services

and their basis •

. 1.8.2.3 'Chapler III: Civil Engineering. containing:

)
Topography of the terrain. rivers. bridges and tunnels. and the ruling
gradient. )

112
{/

)
 ""tJUI~U'" CIVil englneellng worKs 10 be laken up for;

a) ' Locomotive shed.

b) Remote control Centre.

c) Service buildings;

d) Staff quarters.

e) Yard remodelling and slewIng of track.

,"
f) , Qp~n line civil engineering construction works and their coordination
with electrlflcallon works.
g) Works of Improvements to clearances to overllne structures. through
girder bildges. tunnels. water 'columns and platform shelters to suit
25 !N r c tracllon clearances.

h) Important technological advances and economy measures pro

, posAd to be adopted,

1.8.2.4 Chapter IV: Electrical Engineering. containing:'

Designs of the'system adopted. whether conventional 25 kV. or with ST

and RC. or 2 x 25 kV AT system.

Design of OHE adopted and It's basis.

Design of Power Supply equlp!'lent.

Design of Remote Control sy~tem adopted.

Arrangement made for tracllon power supply. lI's reliability and arrange-
ments for emergency power supply from electricity autho'llies and from
, the adjacent eleclrlfled sections. '

Tariff negolloled for power supply. means 10 be provided to overcome

the penal provisions. .

maintenance facllilles for electric locomotives.

maintenaoce facilities for OHE, PSI and Remote Control. theirlocctlons

and provision of road ,and roll emergency and maintenance vehicles,

.
/
'1echnologlc.al Improvements and economy measures Intrc>duced,

, '1.8,2,5 Chapter V: Signal Engineering. containing:

Exlsllng Signals. and the proposed colour light signals.

Signalling works, proposed

.
at major stations and yards.

113

. .i -.c., .-.
 "

U i

Modlrlcalions proposed for train passing block Ins!rumenls.

Exlsllng Interlocking and Ihelr proposed modillcallons.

n )

Existing Irack circuits. their proposed modilicallons and new track circuits
proposed (giving hack km 10 be resleepered \vllh concrele sleepers lor
!he. purpose),
n )

The programme of work Indicating the programme 01 non-Interlocked I) /

)

working at stallons.
\
Maintenance facilities to be provided for the new Installallons. [1 /

)
Imporlant technological Improvements and' economy measures pro-
posed. ~ )
U
1.8.2.6 Chapter VI: Telecommunications Engineering. containing: )

System 01 telecommunlcallons 'proposed, size of the coble. location of

the repeater stations,
!]
)
Additional tracrlon conlrol clrculls 10 be Introduced. 11
, . ,
}
Emergency Conlrol Telephones
)
New admlnlstrallve telephones. additional local exchanges. and trunk •
lines 10 be added.for Ihe electric traction services.

Maintenance facilities for the new telecommunications Installations.

)
Technological Improvements and economy measures proposed.
)

1.8.2.7 thapler VII: The Construction Organlzolion. containing:

)
The administrative set up. )

The scheme of work, lime schedule as worked oul through CrItIcal path
Methodl Programme Evaluallon and Review Technique (CPM/PERT).

The field organlzallon. department' wise. and programme of work of each

discipline> coverIng. !n oddltlon:-

Electrical: location of contractor's depots, requl'ement of construction

eqUipment. and programme of traffic blocks for work.

Civil. Engineering: piogromme of work on bridges and funnels Involving

traffic blocks.

Signalling: Programme of non-Interlocked working.

TelecommunlC',9lions: Monitoring fhe programme of modifications of the

DOT's circuits and removal of their overhead crossings.

11~
 ;JCllljiilt;; VI \"'V<.,.ItVIIIUIIVlj h l l l . ; " I ....... ' 1'-' .... ,,"-" "'''''-''''t-'

wllon Clnd of periodic review 01 progress 01 Works.

1.8.2.8 Chapter VIII: The Maintenance Organization

It Sl10uld conlain lI,e recommended maintenance and operating organlzalion

for Ihe elec Irical and signal 'and telecommunications disciplines tor the assets
created based on approved yardsticks and current usage on open lin,
organizations.
,
1.8.2.9 Chapter IX: financial Appraisal
',"

II should contain details 'of cost estimates. the norms and the sources and
authority for Ihe norms adopted. Following delails should be Included:

Basis of the cost estimates,

Norms adopled tor CBA. their source und authority.

Cost Estimates for the work.

Cash outflow year-wise tor:

a) Construction phase. and

b} Operalion and malntehance phase.

DCF Tables.

lRR of Ihe Project and break even level of lrafflc.

Sensltlvlly Analysis,

Unit and 'Module' cosls, cost per roule and track km. cost discipline wise
and clctivily wise, .

Comparison of the cosls and cost break up with those of recenlly

completed projects or those nearing completion.

1.8.3 Conl-nfs of Volume II

The volume II should conlaln tho

, following drawings and charts:
The sectioning diagram.

TI10 Gener<J1 Supply O;agram,

Grid Subslollofl In',erconnectlon diagram of Power Supply Authorily. , ..

Telecommun:catlons Cable tapping diagram,

,J Location of OHE. PSI and Remote Control maintenance depots

location of TelecommUnications maintenance depots,

Maintenance organization charts for:

a) OHE.
b) PSI & Remole conlroL

115
c) Electric !ocomollves,
d) Signalling.
0) Tolecomn1unlcollons.

r'
Operating organization cheri for: )
0) Remole Conlrol.
b) Troclion locomollve Conlrol. )

CPM/PERT chart for the programme of work )

ANNEXURES )
,
I
Caples of polley decisions affecllng Electrlflcallon. works. and of letters
or minutes of the meetings containing Imporlan! decisions should be
annexed. notably:.pa

a) locallon of Power SUpply Points. Financial commUmen!s made 10 Ihe

Supply aulhorlly for effecting Ihe Power supply. . )

b) Decisions reg9rdlng freezing yard. remodelling works and/or luture

works !o be laken In design of Electrlflcotion works,

c) Source I aulhorlly for the norms and costs adopted lor esllmales and
lor working out Ihe CSA, . )

d) Decisions in regard·to modifications of heavy overline structures agreed

10 by Ihe open line,
)
e) any olher policy issues vllol to Ihe project.

11&
 ESTIMA TlOtif OF QUANTITIES-

1.9. I General

As soon as a prOject Is sanctioned. some Items of supply. which are either

controlled or need a long lead time are required 10 be ordered, In pdditlon
Items of work to be Included In Ihe schedule of the lenders have to':'Je'quantllled.
qulle frequenBy even before the drawings are finalized. The method Of estimation
•
and the formula used lor such estimation Is furnished In this pari. These are based
on experkmce of past projects. Estimation of Items which can be counted off
or directly measured from finalized drawings are not given 05 their estimation .
requires no further eXPlanation, .

l. 9.2 Crillcal Malerlals

Ralhvay Electrificallon requires large quantities of steel sections. galvanized or

painted, cement. and copper. Their availability In the country has passed through
periods of shortages, Steel sections of required sizes cut to required lengths have
10 be included In the manufacturing programme of the steel plants.· After·
manufacture Ihey have to be jabrlcated'and therrgalvanlzed. In view of their
bulk the transportation and the processes are cumbersome and take time.
Cement has till recenlly been controlled. reqUiring advance planning to be done.
The country is a net import'ef of cOFlper and of zinc (required for galvanizing);
al limes special imports may need to be arranged. Olher Items solely reqUired
for Railway Electrification such C}f"t25 kV solid core Insulators. section insulator
msemblies or reguloling "'qlJipment also need advance planning. since the
- opproved rnanuloclurors will only produce them If a demand In economiC tots
e~lsls from such projects, Ihere being no other customers. These materials ore
considered crillcal as their timely availability Is essential. The list. however. is
dynUl11lC oncl VOl los from time 10 lime. /I is 0 prudent practice to draw up a
lisl or such crilical molerlals on sanc;lion of a projecl and commence aclion
for their procurement. In addillon, at limes ills desirable to draw up II-.e schedule
of quonlilies lor Ihe lenders to be Invlled for OHE erection work even prior 10
tinolizaiion of Ihe entire sel of pegging plans. These quanlilles may br3 esllmated
within.20 to 25 per cenl of Ihe actuo! requlremen,t. For estimation of suc h quantllies
within the above percentage. empirical formula' have been evolved by the
f<ailway Electriticalion project aulhorflies. These are given below In Tobie 1.9.1.

I
•

117
 loble 1.9.1, Formula lor appro)(itnolo oslilnullOI1 of
)
quanillies lor selGcled lIerns
)

S.N, Ilem Unil I?equl,amont par )

Irnck km 01
)
Opon yolt'
route
1. Cemenl lor OHE IOnne lO.l lilA
?. , ,Copper lor conduciors lonne 1.1~1 1.7.18 )
and dlOppers uxcr. colcl1<lrY ,,
3, Calenary, cadmium copper lonne 0.780 0.765
'1- Catenary. aluminium alloy kg 384.3 1110
5. Aluminium conductors kg 521.6
... Sleel, Galvanized 93 mm' kg 63,32 53.05
anllcreep wire
7. Structurol sleel tonne 7.3 9.5
)
8. Zinc lor galvanizing kg 438 510
9. Brockel tube 29,9/38 mm dla m 30 35 )
10, -do- <l0,9/d9 mm dla m <10 115
II, 0111' Brockel (lssm,,1 )Iy ')')
,
I \f). 7/ ;
12, Secllonlnsulalors no. U.35 U.35
13. Regulating equipment. no. 1.6 2.7
14. Mild sleelslruclure bond no. 18 20
15. Register and slay lube m 85 95
28.tI,/33.7 mm dla
16, Insulator, bracket no. 22 21
17, ,do- slay no. 22 22 )
18, -do, 9 tonne no. 7 10
19, -do- secllon no. O.~ 1.0
20. -do· post no ),H ?)I
21. 25/0.24 kV AT no. 0.3

1.9.3 CondUctors reqUired for OHE

For the dlfferenllype of conductors used In lIie OHE exlrolenglhs ave' Ihe lonpills
measured hom Ihe pemllng piOns Ole ,nqulrod 10 1>0 pf(}vlded (fC, ","cllon )
allowance. Amounl 01 row copper '0'1ul",,<.1 In prod!",o IIIln 1"",,111 01 11111'iled
copper conductor requires furlher manufaclur ng allowance 10 be plovided.
The allowances to be provided for andlhe weight per melre of Ihe conductors
are given In Tabie 1.9.2 for use In Ihelr eslimailon 01 lonnago.

1HI

,
J

L
 Erecllon and manufacturing allowance (lor copper only) for conductors required
tor OHE

S.N. lIem weight ExIra allowance

In % tor
kg/m erecllon manufacture

at .. 'topper conductors

l) 65 IT,Irn' cadmium coppor (1.5973 2.5, _ 7.5

catenary wire
2) 150 mm' cadmium copper l,1692 2.5 7.5
span wire
3) 107 mm' hard drawn 0.9512 2.0 4.5
contact wire
4) 105 mm' annealed jumper
. wire 0.982 2.5 5.p
5) 50 mm' ~do- 0.452 2.5 5.0
6) 7 mm dla dropper 0.3~2 2.5 5.0
7) 5 mm dla -do- 0.17~6 2.5 5.0

b) Olher wires and conductors

8) 93 mm' galvanized steel 0.7314 5.0

anllcreep wire
9) SPIDER all aluminium 0.652 5.0
return conductor
10) RACOON ACSR earlh wire 0.318 5.0
11) Aluminium alloy calenary
wire 0.3203 5,0

1.9.4 Esllmatlon 01 lengths of the conductors

The lenglhs ot the conductors are esllmated Irom the flnallzed lengths Indicated
In the pegging plans. Some conductors are used at more than one locallon.
For copper conductors, aluminium alloy catenary and for the 93 mm' anlicreep
. wires Ihe lormula adopted 10 calculate Ihelr bare lengths are given below:

As measured from Ihe pegging plan length required In km

0) 65 mm' cadmium copper catonary

wire:
For OHE, 'a' track km a
,I
for 'b' no. 01 headspans:
@ 01 0,065 rn per span 0.065b
10101 (a + 0.065b)
.( Nolo: The anlicreep Is now
93 mm' galv(Jnized sleel wire)

119
b) 107 mm' copper conlocl wire:

For normal OHE, a track km a

I' )
For Tramway type OHE.
' b' track km

For section Insulator sliffen e rs )

@ ~ m per Insulator, For 'c' no. ,
I
of section insula lors (0,004 x c)

I 0101 lenr~lh of conduclor (0 + lJ ,. U.rJOllxc) -'

c) 105 mm' annealed copper jumper wire :
[' )
I.J
,
)
(4) 5 m per :

Overlap, soy. a nos.

turn -outs soy, b nos,
[1 )
Isolollng swllches. soy, c nos .
25 kV feeder lermlnollons. say d nos,

Total conductor lenglh In km 0 .005x(0+b+c+d)

d) 50 min' annealed copper jumper wire : }

3 m per Irock km of OI·IE: ,>

for 'a' Irock km of OHE· 0.008xo
)
7 m per Insulated overlap,
for ' }) ' nos of overlaps O.OOlxb ')

Toiol conductor lengll) 0.00 I x(80+ 7b) .\

c) 7 frun annealed copper droPPC'1 wIre : )

1.7 m per brocket. )

opprox. n brockel 'I ""' . In",,11)
for ' a' km o f 0111.' U.U314xo

)
5 mm dlo, copper dropper wire:

.'
\
130 m per track km of OHE,
lenglh for 'a ' km of OHE 0. 18xo

g) . 93 mm' galv anized sleel o"lIcreep )

wire:
)
IliA m per onticreep,
lenglh for 'r' no. of onllc reeps 0.1411 x n

120

)
"
'.

.
U
'~" .',".-r--~'"'-'~'7:_,; ,,~a~Ijt4$i*,~ }
,,' '

h) SP IDF.I~ <.III oillminillnl c:nn(Juclor :

lenglh of 25 kV feeder wire: '0' km

lenglh of r e tur~ conduc t or: ' I)' km
lennth of cross feede rs at supply
conhol posls: 15 111 x 4 nos pe r pas!.
for 'c' no, of posts ~ 0,06 x c km
Length of feeders from trac tion
'substation,s to fee dtng posts: , 'd' km,

Total tength of the cQ nduc tor (a+b+O,06c+d)

I) Aluminium alloy ca tenary :

Total length of composit e OHE:

'a' km

10tol conduc to r leng th a

j) f~ACOON ACSR Earth wire :

Length 6f double ro ll track

circuits:'a' km '
Length o f track in tunnels:
'b ' km
Length of tra ck w ith prestreS'sed
concrete masts: ,'c' km ,

10101 conduc to r lengll1 (a+b+c)

1.9 .5 Ordering of materials for new projects

Bet()lc orcicrinu materlols to r now p roJects as pc:r assessmen ts modo, surp luses
available from compl e ted projects should be accounted for. to reduce the
inventory tevel. Apart tram th e materials req u ired for cqmpleti o n of the project.
on co mpte lion. some slack o f materials has also t o be ha nde d ove r to the o p e n
line., provision for these shoutd also be made,
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