Railway Amenities Compilation As On 23 April 2023-Compressed

1990 Railways - Facilities for handicapped at the stations 2
1996 Railways -The Persons with disabilities Act 1995 Provision of

facilities at railway stations for disabled persons. 3
1998 RDSO Standards post PwD Act 1995 4
2005 Railways -Provision of Inter Transfer Platform facility for
physically handicapped persons at railway stations 13
2006 Railways - Implementation of the Access Audit Report of New
Delhi Railway Station 14
2006 Railways - Guidelines for development of world class stations 46
2007 Railways - Amendments to 2007 Comprehensive instructions
for provision of Passenger Amenities 53
2009 DEVELOPMENT OF WORLD CLASS STATIONS Vol 1 73
2011 Layouts_for_Disabled_friendly_coaches 793
2012 Handbook on Passenger amenities in station 794
2012 Railways - Comprehensive instructions for provision of
Passenger Amenities at Stations 827
2013 Railways - Flooring 850
2013 Railways - Implementation of 1995 Disability Act provisions 883
2013 Railways - Revised Instructions Adarsh Stations Amenities 894
2013 Ramped FOB Drawing_WKS-D-2 897
2014 Standing Committee Report 898
2016 Railway - Provision of Amenities at Stations for PwD 992
2018 Comprehensive instructions 994
2019 RPWD Act Accessibility Letter 1025
2022 Plan Accessibility Minimum Essential Amenities NR 1027
2022 Railways - Comprehensive Instructions Passenger Amenities 1035
2022 Corrigendum Comprehensive Instructions 1058
2022 AIC Railway Accessibility Guidelines 1064
~
. . ....
fIIIiIiIi8I _.~
1)
ft~'''J1 .. !'/5
GOVE_'ll\ii'tEl~T
OF IUDI A
RAIIM AYS
fvITnI~:.TnY OJ!"'
1"'1 (RAI:!}J AY BO AIID)
Ho SO/Ui(E)
0 /2 /2()5
Ne'~ DaJ.l1i-110001, dt. :2~.~..:90
To
The Ckl1eral Nanager, .

All Indian Rail\'J aya. ,;J
( Sub: Facilities fo~ hundicapped persona at the

at at ions.
.........
"
.,
I
Extract from a letter r2ueived from the Managing
Director Artificial Limbs Ha11Uf:I',~turing Corporation of
I
India ( A GoVEH"'llL1Gnt,,-:: {..Indel't aking) is reproduced below I
suggestinG provision of facilities ~or the handicapped by
slight l~difications/additionsf alterations;-. . \ ..J
J
j
. "1. Provision of ramps for easy entry of r!heel I

Chair at main entrcmce.
1
I
i
2.
Provision of at least one public telephone
at the Railway Station at suitable height for
a person on a Hheel Chair to be able to use it ;
.,I
conveniently. !
3. Provision of at lenst one Water tapjWash basi.n
on e8ch ple.tform at a suitable height for a
p8J.~son in vnleel Chair to be able to Use the same.
.
4.
Provision of Urinals/latrines in level with the
platform.
5.
Provioion of suit F.ble sign p08tS VIherever
these facilities hc:we been located. A
photocopy 0 f the c;(;;~n~)leis enclosed."
2. . T.bis 11ay pIe aoe be kept in vi my and provided \.,hile

carry~ng out repaLrs or addititJJ1s/alterations at the stations.
It may l'e mentioned hel'e that special facilities for the
! handicapped are pro~/ided by all d::!veloped countries at pUblic
premises such as Rly. Ste.~ionsr;'J.r-ports etc.
3. J...photo-cOi)~r of the :_nternat ionally adopted sic;n

"Iheresp(-)cisl
Dtt £\chGd. facility for the handicapped is provided is
;;- /'v{ U~ ~
(J ..lI. Sharma) 21/1-
DA: On8. ExecutivQ .DJ~"ecto r9 Land l'IanaGement
RiuHU..Y BOA11.D.
1990 Railways - Facilities for handicapped at the stations 2

- '2.1..
, '",,,
.,v
~ mcfiH GoVim~;\mNT OF INDIA
.t.r.
-.,.)' 'tB' &.i?l1~4 1\IINISTRY OF RAILWAYS
(t~ iTt RAILWAY
DOARD)
NO. 96/Lh( B) / 2/404

~ 'R \TWf, ";f'j fum 11 000 1 , fuf\::f- 1-3~ 19 96-
Rail lJhavan, New Delhl.UOOOl, dated
The General Managers,

All Indian Railways.
,"
"Sub: '1'he person3 with disabilitfes(~qualOpportunities,

Protection of'Hights and full Participation)Ac~,
1995 -
~roviBion of facilities to disabled at Rly.
. ,;j.tations
as onvisaged therein.
'fhe above Act has be en brought in to force with effect from 7 th

J.i'ebruary, 1996. i:xtracts from the relevant,portion of t,heAct are 'reproduced
below: ..,"
,;';
, .~
Glnuse 44 (b) '.'"
"adapt toilets in rail compnrLments, vessels aircrafts and waiting

rooms ,in such a way as to permit the wheel
\
chair users to use them
conveniently. "
Qlause 45 Cd)
"engraving on the edges of Railway plat. forms fol' the blind o-{..for
pe rSon3 wi th low vision."
Clause 4 6
"The appropriate Gove rrlTDent and tho local author! ties shall, wi thin
the limits of their economic capacity and dev9lopment, provide for:-
. .
, (a) rnrnf.~',in public bl1ildil\g~; "

(b) adap'1;ation. of toi;1.ets for ~heel chair users.;
, . ' ~ <.' .,.
(c) braille symbols and fiuditory signals in elevators of lifts;
Cd) ramps ,in hospi tala,. primary heal th centres and other medical
f car~ anct rehabili taticm institutions. II
?
'l'he Prime Minister has expressed I
his concern in .
the implementation'
of the Act. It is therefo~e ,des b'utl t"'.at provisions, of the above Act may
, i" , .' ' ,', > ' .' \', . I: '
be implemented 'at railway ptntj,OIld'flheroverfeasible,
/' lit a very early date.
Please acknowledge rocf~ipt 3Jld ensure compliance.

",
~- .-. ..----- /:J &'~~~~
--. .
,
'-,',".". , " "
0-'.----- '--'--"--"
lYJ~ tY~ --r2n-rJ-'j L/~G--'
(V .K~ Agarwal)
-The Persons with disabilities Act 1995 Provision ~xecutive
1996 Railways "..,. Director'Land
of facilities at railway Management
stations for disabled p 3
. H.a~lway Board.
,,, . ,, ' ~.
AMENITIES TO BE PROVIDED AT RAILWAY STATION
AND OTHER PUBLIC BUILDINGS FOR THE PERSONS
WITH DISABILITIES
1.0 INTRODUCTION:
Government of India, have passed an act, namely, “The persons with

disabilities (Equal Opportunities, Protection of Rights and full
Participation) Act-1995 ” to cater for the needs of the persons with
disabilities. To implement the provision of the act, Railway Board had
issued instructions to all the railways vide letter no.96/LM(B)/2/404 dated
13-12-96 but not much headway could be made in absence of standard
design and drawings of amenities to be provided at railway stations.
Railway Board therefore, advised RDSO to take up the task of necessary
study and prepare guidelines for providing the requisite amenities for
implementation for provisions of the act vide letter no.97/LM(B)/2/404
dated 24-4-98.
2.0 TERMS OF REFERENCE:
Terms of reference to RDSO are as under: (Railway Board letter no.

98/LM(B)/3/13 dated13-7-98)
i) To study :
• Guidelines issued so far on this subject.

• Provision of National Building Codes,
• Bye-laws and other legislation.
ii) To formulate detailed practical instructions for adoption by the

Railways in future constructions of public buildings. Following
areas, in planning and design of buildings, need to be enhanced.
• Parking space for disabled persons
• Separate walk ways with guiding blocks of non-slip material
• Ramps with suitable slopes
• Separate entry with adequate width for the wheel chair users.
• Lifts with adequate width of door and operation panels

accessible to the disabled.
• Separate toilets with fittings accessible to disabled persons

particularly to wheel chair users.

WITH DISABILITIES
• Audio video signages and indicators for diverse disability

groups.
• Barrier free foot paths along the roads.
3.0 RELEVANT CLAUSES OF THE ACT :
Extracts from the relevant portion of the act are reproduced below:
Clause 44 (b)
“adapt toilets in rail compartments, vessels, aircrafts and waiting rooms in

such a way as to permit the wheel chair users to use them conveniently.”
Clause 45(d)
“engraving on the edges of Railway platforms for the blind or for persons
with low vision”.
Clause 46
“The appropriate Government and the local authorities shall, within the
limits for their economic capacity and development, provide for :
a) ramps in public buildings;
b) adaptation of toilets for wheel chair users;
c) braille symbols and auditory signals in elevators/lifts;
d) ramps in hospitals, primary health centres and other medical care

and rehabilitation institutions”.
4.0 DEFINITIONS:
Non-ambulatory Disabilities :
Impairments that regardless or cause of manifestation, for all practical

purposes, confine individuals to wheel chairs.
Semi-ambulatory Disabilities :

WITH DISABILITIES
Impairments that cause individuals to walk with difficulty or insecurity.

Individuals using braces or crutches, amputees, arthritics, spastics, and
those with pulmonary and cardiac ills may be semi-ambulatory.
Hearing Disabilities:
Deafness or hearing handicaps that might make an individual insecure in

public areas because he is unable to communicate or hear warning
signals.
Sight Disabilities:
Total blindness or impairments affecting sight to the extent that the

individual functioning in public areas is insecure or exposed to danger.
Wheel Chair:
Chair used by disabled people for mobility. The standard size of wheel
chair shall be taken as 1050 x 750mm.
5.0 LITERATURE SURVEY:
The following literature, was collected from different sources and studied:
i) A report of ‘Core Group Committee’ for formulation and final

recommendation of new schemes for implementation of persons
with disabilities’ in the area of “Barrier Free Environment” issued
by “National Institute for the Orthopaedically Handicapped (Under
Ministry of Social Justice & Empowerment)”.
ii) “Model Building Bye-laws to provide facilities for Physically
Handicapped persons” by Chief Architect, CPWD.
iii) IS : 4963-1987.
iv) Drawings prepared by “Access Council for the Rights of Disabled”.
v) A booklet issued by “Public Transport - Disability Services”

Melbourne, Australia.
6.0 GENERAL PRINCIPLES AND CONSIDERATIONS: (IS:4963-

1987)

WITH DISABILITIES
Clause 3.1 Wheel Chair:
The standard size of wheel chair shall be taken as

1050x750mm. For details regarding wheel chair, IS
7454-1974 and IS 8086-1976 may be referred to.
Clause 3.2 Functioning of a wheel chair:
Clause 3.2.2 The fixed turning radius of a standard wheel chair, wheel
to wheel, is 450mm. The fixed turning radius, front
structure, to rear structure is 785mm.
Clause 3.2.3 The average turning spaces required is 1800 x 1800mm.
Clause 3.3 Adult Individual Functioning in a Wheel Chair:
Clause 3.3.1 The average unilateral vertical reach is 1500mm from the
floor and ranges from 1350 to 1600mm.
Clause 3.3.2 The average horizontal working (table) reach is 775mm

and ranges from 715 to 830mm.
Clause 3.3.3 The bilateral horizontal reach, both arm extended to

reach side shoulder high, ranges from 1350 to 1770 and
averages 1560mm.
Clause 3.3.4 An individual reaching diagonally, as would be required

in using a wall mounted dial telephone or towel
dispenser, would make the average reach ( on the wall)
1200mm from the floor.
Clause 3.5 People with Hearing Disabilities:
Clause 3.5.1 People with hearing disabilities, have particular difficulty

in comprehending sounds and works in noisy
environments. Loud speaking (announcing) systems
should be clearly audible. Supplementary visual
information should be provided for at railway stations.
Clause 3.6 People with Sight Disabilities:
Clause 3.6.1 For people with sight disabilities, orientation can be

aided by marking with the use of colour, illumination and,

WITH DISABILITIES
in certain cases, the texture of material. Design and plan
arrangements should be simple and uncomplicated..
Contrasting colours should be used to aid the
identification of doors, stairs, ramps, passage ways,
skirting boards, etc. Surfaces can be varied to indicate
passage ways, changes of direction, etc. Orientation
hints should be specially illuminated. Hand rails can be
used as a locational aid.
Clause 3.6.2 To minimise the risk of falls and injuries, hazards such as
posts, single steps and projections from walls should be
avoided where ever possible. Hazards should be
emphasized by means of illumination and by contrasting
colours and materials.
Clause 3.6.3 People with sight disabilities are often sensitive to glare.
Unwanted mirroring effects and reflections may be
avoided by attention to the location of windows and
illumination, and the choice of floor and wall surfaces.
People with sight disabilities often have difficulty in
reading signs and other printed informations. Blind
people are restricted to tactile reading, Visual
informations in railway stations should be supplemented
with audible information.
7.0 AMENITIES TO BE PROVIDED IN RAILWAY STATION PREMISES

AND OTHER PUBLIC UTILITY BUILDINGS OF RAILWAYS:
The following facilities are required to be provided for the persons with
disabilities at railway stations and other public utility buildings:
7.1 Parking: (Sketch-1)
For parking of vehicles of handicapped people/people using wheel chair,

following provision shall be made:
i) Surface parking for two car spaces shall be provided near entrance
for the handicapped persons with the maximum travel distance of
30m from building entrance.
ii) The width of parking bay shall be minimum 3600mm.

WITH DISABILITIES
iii) The information indicating that the space is reserved for wheel
chair users shall be conspicuously displayed.
iv) Guiding floor materials shall be provded.
7.2 Approach to Buildings: (Sketch-2)
Every station/public utility buildings shall have at least one entrance

accessible to the handicapped persons and shall be indicated by
signage. It should be Barrier free from parking place to the
platform/reservation hall or entrance of the building.
i) Ramped Approach: (Sketch-3)
Ramped approach shall be provided to negotiate the plinth height

of the station building. Ramp shall be finished with non-slip
material. Minimum width of ramp will be 1800mm with minimum
gradient at 1:20 and maximum gradient of 1:12 for a short distance
upto 900mm. Maximum length of flight will be 9000 mm.
ii) Stepped Approach/Stair Case : (Sketch-3A)
For the handicapped who are not using wheel chair stepped
approach with tread size of seat less than 300mm and maximum
riser of 150mm shall be provided.
7.3 Ramp for Foot-over Bridges: (Sketch -3 )
Ramps for FOBs or sub-ways should be provided to facilitate boarding of

trains at other than the main platforms by the persons with disabilities.
7.4 Ticket Window: (Sketch-4)
Every station should have atleast one ticket window for handicapped
persons. The height of the counter from the floor level to the top should
be not more than 800mm. Audio-visual signal should be provided at
appropriate locations.
7.5 Toilet: (Sketch 5 & 5A)

WITH DISABILITIES
Every station should have atleast one toilet with drinking water facilities
for handicapped persons. The special features shall be as follows:
i) Vertical rail should be 835mm to 1295mm above the floor level.
ii) Pull rail of the door should be 1070mm above from the floor level
as shown in the sketch.
iii) Height of WC shall be 500mm above the floor level the rim of
wash basin shall be 780mm above the floor level.
7.6 Lift: (Sketch-6)
The location of lift shall be nearest to the exist/entrance place. Guiding

floor should be provided up to the entry of lift i.e. the door of the lift. Size
of lift shall be 2000 x 1100 mm. Minimum door width shall be 900mm.
7.7 Telephone Facilities: (Sketch-7)
At least one public telephone should be accessible for usage by

physically disabled persons:
i) Maximum height of the telephone should be 1300 mm.
ii) Seat height should be 450mm from the floor level as shown in the
sketch.
7.8 Canteen: (Sketch-8)
At least one counter should be made accessible to physically disabled

persons. The height of service counter and eating table should be
800mm from floor level as shown in the sketch.
7.9 Signage/Indicator: (Sketch-9)
Appropriate identification of specific facilities with in Railway Station

premises/other public utility buildings for the handicapped persons should
be done with proper signage. Audiovisual signals for visually impaired
and those with hearing disabilities should be provided.
The symbols/informations should be in contrasting colour and

properly illuminated because people with limited vision may able to
differentiate amongst primary colours. International symbol mark for

WITH DISABILITIES
wheel chair as shown in the sketch, to be installed at lift, toilet, parking
areas etc. that have been provided for the handicapped persons.
Signs should be designed and located, so that, they are easily

legible by using suitable letter size (not less than 20mm high). For
visually impaired persons information board in braille should be installed
on the wall at an suitable height and it should be possible to approach
them closely. To ensure safe walking there should not be any protruding
sign which creates obstruction in walking. Public Address System may
also be provided in busy public areas.
7.10 Guiding /warning floor material: (Sketch-10)
The floor material to guide or to warn the visually impaired persons with a
change of colour or material with conspicuously different texture which is
easily distinguishable form the rest of the surrounding floor material, is
called as guiding/warning materials. The guiding/warning floor material is
meant to give the directional effect or warning to the physically disabled
person at critical places. This floor material should provided in the
following areas:
i) The access path from parking area to the building.
ii) Immediately at the beginning/end of walk way where there is a

vehicular traffic.
iii) At the location with abruptly changing in level or ramp.
iv) Immediately in front of an entrance/exist and the landing.
v) For rest of the floor area, non slip material should be used.
vi) Kerb should be 25mm high and floor joint shall be flushed at all the
places.
7.11 Use of Braille:
For visually handicapped persons, Braille symbol shall be used at the

height of 800mm on right side of door entrance.
7.12 The sketches are not to scale and all dimensions are in millimeters.
8.0 RECOMMENDATIONS:

WITH DISABILITIES
i) The facilities for the persons with disabilities should be provided in

all important future constructions.
ii) As far as provision of these amenities at existing railway stations

and other public utility buildings of Railways is concerned, the
scope of work is voluminous, therefore, this work has to be planned
in the phased manner. The following phases are recommended:
Phase - I : Station buildings at Zonal Railway headquarters.
Phase - II : Railway stations of state capitals.
Phase - III: Important public utility buildings like Computerised

Reservation Office etc.
Phase - IV : Other important stations as identified by Zonal

Railways.

V'
() NV I )
Government of India
Ministry of Railways
(Railway Board)
\l\""1N N~ ~jI~~/Ob41~pJ 1
No. 2000/lMB/2/330Pt New Delhi, dated 22.12.2005

Sub: Provision of Inter transfer platform facility for physically

disabled persons at Railway
*** Stations.
Board have directed vide letter No. 2001/CE-II/PRA/13(CRS) dated

10.7.2003 to display the notice board near the trolley path indicating that such
pathways are not meant for passengers but for operational purposes only.
In the light of statutory requirement of providing barrier free access to the

physically disabled persons ~t stations, above instructions have been reviewed
by the Board. It has been decided to permit use of pathways meant for parcels
at the end of the platforms, also by physically disabled persons with escorts as a
temporary measure at station(s) till such time the regular inter platform transfer
facility (by way of lift or I-IH~2 ramp connectivity through FOB/Subways) is
provided at the station(s).
Information Boards at suitable locations at the stations for the above may
be provided so that the facility is used by the physically disabled persons. The
existing Information Boards may also be suitabily modified. Railways should
ensure that condition of pathways are fit for movement of wheel chair.
~ K
(DeSh~
Director, land & Amenities
Railway Board.
Copy to:I.PCE/CE(Co-ordination), Indian Railways

2005 Railways -Provision
2..EDG.ELP) R..~of Inter
B~, Transfer Platform facility for physically handicapped persons at rail 13
l.b~- GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
yI' (RAILW AY BOARD)
No. 2000/LMB/2/330 New Delhi, dt. 21.09.06

U
General Manager,
All Indian Railways (Except Northern Railway).
General Manager (Construction)

All Indian Railways
SU,b:'Implementation of the Access Audit report of New Delhi R~ilway

Station.
*****
. ,
A copy of the second Access Audit of New Delhi' Railway station organized by
Chief Commissioner for' Persons with Disabilities Ministty of Social Justice &
Empowerment is enclosed for necessary action and guidance.
~~(,-Al
.(fJESHRA -
~h Director (L & A),
Railway Board
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station
, ,
14
i""2,-tA..Y"
l (;OVEHi'\;\IENT OF INDIA
i\IJNISTHY OF H,\ILWA YS
~ (HAlLWAY BOAI~J))
No. 2000/Uvll3/2/J30 Ncw Dclhi, lit. 2109.(1)
General rVlanager,
Northern Railway,
New Delhi.
SlIb: Impll'mcntntjon (If thl' Arrcss AtHlic ."cport of Ncw Delhi Haihnt)
Station.' -
'"* .~*'"
A copy or the secom! Al:l:essAudit or New Delhi Railway station organiz.cd by

ChicI' Commissioncr for Persons wilh Disabilities Ministry or Social Justice &
Empowermentis enclosed.
It is requested'to intimate the status or implcmentation of the recommcndations

contained in the review access audit report by 2('.906 positively.
This may bc treated as MOST UR<iFNT.
-bu.-r!=
(DESTTRATl\N GUPTA)
Dircctor (L & ;\),
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station 15
A , y(,
Railway L30md
,
..
~
It
~
~
Ay A~./
. "
~mo"Iomm
,Office of the ChiefCommissioner for Persons 'with

, Disabilities
.
Ministry of Social Justice & Empowerment

"Governmerit'of India'
* * * *.* **
.
No.20-11/I(AA)/CCD/2002
\c::;-..,.",?r . ~
To . I. r...u +- ". ~ ~ 14thSept.2006
. / ..;t, c.~ ~~ /""!' ':1,,:.'/.%
~.~ I
~ ~lie
oomDirector
No, 110 (L M'
& A), """"",-
Railway Board: m.stry of Railways. ~
New Delhi- 11000 1, ~
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pW1)
t-"""'1,,
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Subject Access audit to review the access facilities at New Delhi Railway station. ~.
,~
~I
. Sir, (j.
!jl
The second Access Audit of New Delhi Railway station was organised by this :".'
.'...
office on 09-4-2005 (copy enclosed) for reviewing the access facilities for persons with 1.\
disabi'litiesincorporatedafter the first accessaudit was done by this office in 200I. . \if~
.
~
f'~
f"'"
~.I
You are requested to intimate the status of implementation of the Jr'
recommendationscontained in the,review access audit report by 29-:09-2006.
~.
~{
Yours faithfully, ,~t
t,
. Encl:- Access Audit Report of 09-04-2005. ~~

(T. D. Dhariyal)
-"'"
Dy. Chief Commissioner "'i'
. 'c.
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station 16 '",
,.
'Ii"
'" .
NEW DELHI RAIL WAY STATjON "
Second Access Audit 'Report (Review)
9th April 2005
Organised by % Chief Commissioner for Persons with Disabilities

. (Ministryof Social Justice & Empowerment,Govt. of India)
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station17
~t:
"I,~
~TRODUCTION .
. . . ,
~ccess Audit of the New Delhi Railway Station was conducted by % the Chief k
Commissionerfor PwDs, in the year 2001. A review access .audit wa~ conducted on r
9th April 2005, to. observe the changes incorporated there after. The New Delhi 'I
Railway Station has taken into consideration the needs and reqll;iremeilts of PwDs. ~
However, little modifications as per the internationally accepted standards would

makeit moreuserfiiendly. .
The team was warmly received and provided with all relevant information and data, -
asked for. The team covered exteriors-approach, parking, entrance etc. and internal-
counters, ,telephonys, toilets, drinking water facilities, signages, resting area and'
waitingrooms etc.
The presence of senior railway officials all through the audit and discussion on minute
details clearly reflected their personal commitment and dedication of Ministry of
, Railways to provide better facilities to PwDs. They all deserve special appreciation.
"
- ~ .
EXTERIORS
f
I
Drop off zone
There is no demarcateddrop off zone for
vehicles carrying persons with
disabilities.
. A drop off zone to be provided
with signages, near the, ramp as
shown' in the photo.
. It should have the international
signage painted on the ground and
also on a signpost\ board put near
it.
Existing Signages.
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PARKING SIGNAGE
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All
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eI~Ignagesnee roo I Icahons.. ." '~~
/' Access symbol which is intemationally used and universally accepted should be
provided as per the standards mentioned below.
-'.~'."'~,","~,~'-'"
.International
_..
Svmbol of .\ccL's!-.ibilif.V
' '
~ g
:. 'l - ,, i 'SIGN AGES
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S\JJ1bol !tamp".'.I'"'''''' '1ft !
. IJi"play. '
::.Rt-PPtI11ions
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<"f'l\dil;OI IS
"DIn
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~:' Directional Signs
f'ltrkiog
... .........
Reserved parking (in the 'VIP area)

There is ample of parking space and designated/reserved parking for the PwDs is
provided at the entrance to the station.
1. Parking contractors do, not allow
vehicles carrying disabled persons,
as this is identified as VIP parking l"~tj."ff'
'~{"
0\ '~' '{([FrT:
; ,""
lot. G,:'~:~;' W\'~~';"
2. They are not aware of the,

usage/priority parking of special
\.° parking labels provided by DCP
traffic, to vehicles owned by
persons with disability.
3. Other cars are parked in the space
desi~ated' for reserved parking U
for dIsabled persons.
4. Signag'e is not clearly visible from a distance and there is no access symbol
painted on the ground.
REMARKS: .
All parking contractors and traffi.cpersonnel to be well informed of the usage of ::
reservedparkingspaceandpriorityparkingstickers. I
Designated parking lot to be:
.
. The minimumwidth of an accessible parking is 3600mm. (Overall minimum
dimensionbeing 3600mm -4800nun) 'i
. Reseryed parking spaces for vehicles caqyip.g EwDs should have the
internationalsignage painted on the ground~d
,t "" also on a signpost\ board put
near it. ,'~' .
. There needs to be directio~al signs guiding people to the accessible parking.
~ '-
Required # of
Spaces In Lot Accessible Spaces
1 to 25 1
26 to 50 2
,.,511075 3
76 to 100 4
101 to 150 5
151 to 200 6
201 to 300 7
301 to 400 8
'40 1 to 500 9
501 to 1000
1001 and over
2% of Total
20 plus 1 per
t ,.
,),IX- 111111
100 above HXX>
I'
PARKING r1)
, "HI n r4J
,
FOR DI SA BLf 0 Pi' RSON
,.
:' "~U ,
c::2
~ 1.'i~'
RF1FIf
' ' " -"'tn' ,.! '.
'1IT .Jl t Parldng ",'
.' .,.-, .,,~. _"n'_,
DirccrioUltl Si~n~
.- -.-,
2006 Railways - Existing signage

Implementation Proposed
of the Access Audit Report of New Delhi Railway signage
Station 21
Ii,
.,. "
. ./
" It..'"
}fif;\,: ~
EXAMPLE OF A DESIGNATED PARKING LOT

"
Way to waiting room
. Signageswith directional arrows to

be provided, as mentioned above.
Notice boards for availability of wheel chairs

are displayed at strategic locations.
There is a token amount ofRs. 25/- charged ~
per wheel chair per trip.

A porter/coolie is entrusted with the duty of
getting the slip for the same and leave
passengers to the train in the wheel chairs.
There are number of wheel chairs available, for use by pefSons with reduced
mobility and persons with disabilities.
. It was observed that after dropping the passengers, coolies bring wheel chair
back from the stair cases causing damage, wear and tear..
. All wheel chairs should be given general maintenance from time to time for
example foot rest should be on the. same level; etc. .
. Porters/coolies to be trained about the mobility needs of wheel chair users,
transfer techniques etc.
.:
"I
,. .
Porters/coolies carrying
persons with temporary
ailments, senior citizens and
persons with disabilities- as
observed during access audit.
,-
Formal training to all the coolies/porters fOJhal,ldling persons with diverse

di~abilities to be given, as priority issue.
A member of the access audit team simulating coolie/porter, for the mobility needs of
persons
2006 with
Railways vision impainnent.
- Implementation of the Access Audit Report of New Delhi Railway Station 24
'Drinking water facility"
There is ,a separate lowered drinking water tap
for disabled persons. However due to lack of
knee and leg space, it becomes difficult for
wheel chair users to reach the tap.
"
. A water fowltain with leg and knee space may be provided as per the figure.
48Onllnmin.
'-r '
.'
~-- .-L ~- ."_. u._"..-

---~ .
'.-- I c:
.s 'E
E 0
I
0
~
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1(1)
-
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-
Waiting Room
/
Exteriors Waiting room Entry to attached unisex toilet and washroom...
'>
11 .
"
t ~...~
~~!~
~~ '."
. ,cf
"
IrD f.
Existing signages and washroom
,.
Existing toilet and washroom:

needs modification
Toilet cubicle: There is enough space inside the toilet. However WC, washbasin
and'grab bars needs to be relocated, to provide front and parallel wheelchair
transfers and segregate between the wet and dry area.
It should:
. Have clear space of not less than 900mni wide next to the water closet.
. Provide a door of clear opening of at least 900mm with the door swing
.outwards or be folding or be sliding type.
. Should have slip resistant flooring.
. Be provided with a horizontal pull bar at least 600mm long on the inside' .
and 140mmlong on the outside, at a height'of 11OOmm.
Water Closet (WC):

. Be located between 460mm to 480mm from the centerline of the WC to the
adjacent wall and have a clear dimensiol1of 750mm from the edge of the
WC to the rear wall to facihtate side transfer.
. Th~ tAn Af th~ ''''r' tA h", It ~nt, n AO()t, n., .frAt"'"th~ flAAt.
t'.
..
.: BOOmin.' fluSh valve ?:.,

<
", . ,300mm ",u. ." {-.
1200mmmin.
..'..' ---j
.~iW:,:::::::,:").
.~ ,,_..~-
"~
E
I
. .Wash basin
,
!; @<:
.
--~~'.m..L.~.::;l--, .}
~r . L-;:~
.
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~450mm mln ,u/'

..'"r ,. ,J..,., , )~.J
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'- 460-49Omm I'
J
t
" .~
~
fe.
'40MM DIA.GRAB ;.,
BARAT 70DMM HT.
1059 450 .\
FROM FIN.FL.LVL.
0
WASH-Bn.SIN
~
NE\AJLOCATION QF ",
EXISTING we
SW NG UP GRAB BAR
~
Shower area
920
PROPOSEDLAYOUT UNISEXTOILET-
WAITING ROOM1 NEWDELHI RAILWAY STATION
L-shape grab bar
..
,. >-
!'-"""'~
-"...
Example of accessib~e toilet
,
'-<"
Shower area
.
"-"""
Should have seatlbathing stool- I-900min 1 ..:.- ._~

(height 460mm-490mm) to facilitate
easy'trarisferby wheelchair users.
900 min' Seat
.
~.n~.Show.rh"d
Handrail
80 . 120
. Should have grab rails at a height 900mln Clear

(700mm-~OOmm) and position that space
/
allow' for easy gripping by semi /'
;' .'-
I
ambulant persons and wheelchair
users.
--
- ~
'x I
I-
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I
.... j
...
\
. Fixed shower apparatus to be replaced by telephone hattd shower.

'\
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.,-
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.'
All platforms should have at least one accessible toilet (shower area is Ol)tional) "
with signage boards with directional
, arrowsJeading to the toilet.
',' 'k
15
~ General Waiting Room. .
It is quite spacious and sitting arrangement is nicely done with enough aisle space for
personswithreducedmobility. ,J
To locate tq.e entrance door, it is
suggested fo provide:
. A warning block strip in
front of the doors, for
visually impaired persons
to locate the entrance
easily. ,.
. Rubber foot mats are also
an option for the' same, if
.put iti front of each
en~ce.
. All foot mats to be
embedded- in the ground in
a niche to avoid people
from trippirig on them. /)
-'-.
General Toilet
, ,-~.
This toilet also has a cubicle for disabled
persons, which can be used by persons
with reduced mobility.
To locate the toilet door, warning
~ -. .
blocks/rubber foot mats as - per above t-':;:~;i
, ,
standards to be provided.
-jo- "
,,---L.
-~
:\
-:~
; .;-
;;
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Urinals "ii' Ai, "
. At least one,of the urinals should have grab bars to support ambulant persons\
with disabilities (for example, crutch users).' ;' '\
. A stall-type urinal is recommended. '
. Grab bars may be installed on each side, and in the front, of the urinal. The
front bar is to provide chest 'support; the sidebars' are for the user to hold on to
while standing. ',II il
L
1100-1200mm
'-C"_." '........
250mm\ "
500mm
, .
I
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!
,.
~'
, . '
~ For,the benefit of the vision-impairedpeople, all toilets to have male or female

marked on plates with raised alphabets and put on wall next to door.
. Signs should be IDOlmtedbetween 1400mm and 1700mm from floor level. r'
. The individual characters between 15mm-50tptntall, raised by 1-1.5mm and
bQld & colour contrasted with their background. !
i"
!
I '~
I
t
~
~, t
~
'-
,
.'
. A distinct audio sOlmd (beeper/clapper) may be installed above the entrance

door for identification of the toilets.
Over head/foot over bJjdges
Handrails on the foot over bridges start after
one step, there by making it difficult for persons ;h,
with reduced mobility and PwDs to move
, up/down the'steps.
Handrails
-""
. Should be circular in section with a'diamet~rof,40-45nun; " ""; I
. At least 45mm clear of the surface to wIllchthey are \J ~~.

\.-.
attached; 40-45mm
. At th~ height of 850inm-900mmfrom theJloor,
. Extend by at least 300nun beyond the head and foot of the flight in the line of
travel and grouted in the ground.
E -r---(
Elm!:
0 '
0
0-
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E .
II
~[~ .::=:rL-~~ldL
--"'""""''=Ir-.
-'''- --
Existing, Proposed
Steps and stairs
. Stair edges.should have anti skid and brighfcontrasting colors strip: 50mmmin,
.. "Warningblocks
, ' to be placed 300mm at the beginningand at the end of all
stairs.
. Nosing to be avoided.
,~
300mm
""'~'"
",
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-"'"
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,..,~' ,- - f",'t,'11
.:.') """~:.j~.
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1 5 Omm
'~" -.
~~rT~.~'J
r. ~:J=J
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. I;,j,t,/",J.""o..; '~'I. ~ WARNING BLOCK
' , " ~. ' ~~..(I ' ~~7:'I
or-!f""'~'
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Step edges in contrast color

"
Tactile Surfaces I Guiding Path:
. Dot-type blocks give a warning signal. They are used to screen off obstacles, ,
drop-offs or other hazards, to discourage movement in an incorrect direction,
andto warn of a cornerorjtIDction. '
'. Line-type blocks 41dicatethe correct route to follow.
_.
Ie' 300 .,.., I...; 300 '" t
. .f\ 10 () 0 0 0 0:
00000 O.
eo 000000
~I 100000 ()
000000
0000001 ~I I~ ~ ~ ~
25
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3t 35
I WARNING TILES
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station
r- GUIDING TILE 34
~. Places to install Guiding path & Warning strip:
-In front of an area where traffic is present.

- In front of an entrance/exit
to and fToma staircase or multi-level crossing
facility. .,
- Sidewalk section of an approach road tO,a buil,.ding.
Guiding
Path
Warning
Strip
Protruding objects
..
. There are hoardings and other signages on the poles etc., obstruct movementof
..persons with vision impainnent and can cause injuri~s, .
. All protruding objects to be above 21OOmmfrom the floor level.

",... " l'
.
Foot over bridges
1. Steps and stairs,
Steps are painted in contrasting colors that serve as a good orientation cue for persons
with low vision.: "', ,
However handrails are too high and start from the second step.
. Handrails to be as mentionedearlier. ,~
To guide persons with vision impainnent and to identify the platfonns,

" all foot over bridges turning to have Braille markings with sigtlages either on
the wall (as-stated earlier) or
.'a Braille Guide plate on the handrails (both sides) of staircase leading to the
respective platfonns~
"
L Escalators
Entrance to escalators is marked by a
steep ramp (1:5) with iron grill.
Ramps
. Gentle slope (1.:12 minimum); ,

. Landings (every 750 mm of vertical rise). Width {1200 mm or more).
. Handrails to be on both sides at a height of 850mm-900mm; both ends to be
rounded arid grouted and ext~nd 300mm,beyondtop and bottom of ramp.
. Surfaces (ramp + landing) should'be slip resistant.
. Wherever possible a ramp should be accompanied by a flight of easy going
steps. ,
. Warning blocks to be placed 300mni at the beginningand at the end of all stairs
and r~ps.
1500 min,
1500 min, r----
bouom
landing (1--
\,
'. so"""
. Warning blocks to be placed 300mm at the b~ginningand at the end of

escalators also. "
. Escalators to
, be provided
' on all platforms.
",
~'1,
...,- 3. Lifts '
Lifts should be installed on all the platforms to assist persons,with reduced

mobility and persons with disabilities. '
. Floor space: Sufficientspace for

IWIDRAIL
persons using mobilityaids and I! I
I
persons carrying luggage. '
. Doors: 900mm (min.) wide. CMJ. 'I

IlUTTON i
/
/
. Door closing mechanism: , "'~
Adjustable to give adequate I; I

E' I - --f
.
entry time. I I
I, : i
Call button & Control button: At
a reach of900rnm-lOOOmm;at
i C\!
--. l-L..
1.. Q'
Q
least 400mm from any comer.

. Braille information/raisedmunbers, audio and visual indicator, review mirror &
kick plates may be fitted.'
Over head sign ages

All signages should include facilities provided for the persons with disabilities.
..',.
. -,,-
""_:1.'~'::,;;;;'{:;:'~:.~-~:,-':";~~~;-,L-' ~lt~1
May I help You/ Assistance counters

. Tactile guidingpath to be given from
the ramp leading to the May I help You
I Assistance Counter.
. Access symbol to be provided.
. All platforms to have May I help
youfAssistance counters, with the
facility of availability of wheel chairs.
. Counter attendant to know sign
language for cOlll1tmnicating with
23
"".'
Iio-,
persons with hearing impainnent.
. Should have Induction Loop System.
. Intercom facility to be provided at the counters, connected with the other
enquiry counters. (It was observed during off timings, there was no one
manningthe counter). . .. .
Other counters/stalls
All eatablelbook and other service staBs should comply with the standards mentioned
below. .
. Writing surfaces and public dealing counters should not be more than 800nun
from the floor, with a minimum clear knee space of 650mm-680mm high and
. 28llinm-300mmdeep.
~
/L,~ 300mm
J'
I r- 'i
....
..
Platforms and railway tr~cks
On all platfonns, a strip of warning blocks (460mm before) all along the edge should
be provided,. to prevent persons with low vision and vision impairment from falling
into the tracks.
'.' . --. , i
, J
, !' ~ - I
<: , ,
,/ .. ',..re:,,!
: I
-;,- t I
./ L
,,/
Warning strip for
r--'
VI's
,: ~ ~~~ ':;~~~;'
,:~, ~:; J ;;- ' ; "
Yellow line for

warI).ingother
passengers
Anti skid tiles
'~' ,
~Example of placement of warning tactile tiles fotboarding coach no. 11, at Platfonn
at Tokyo Subway System) 'i
Platform crossing- ~oute identified for

persons with loco motor disabilities,
over the tracks, is used for carrying
parcels & luggage on wheel carts.
In absence of lifts for all foot over

bridg~s, this pathway is identified and
used by persons with loco motor
disabilities. ' '
Ramp leading to crossing is very steep.

.'
Gentle gradient of 1:12 is
recommended.
Gap between the railways tracks are too wide,

---.-
which may obstruct movement of persons
using wheel chair, walking frame and
crutches etc. rill the time lifts are installed:
. . Rubber beading to detail (or other'
options which may be worked out
keeping in mind safety mles) - to allow"
smooth passage for persons with loco
25
" motor disabilities- may fill gap on the tracks.
~
Surface of the, pahtway is uneven and it is strenuous and tiring for PwDs and people
carrying heavy luggage.
. .,
'. " . ~ ~ .
Surface needs to be leveled out and maintained trom time to time.
. Cement/concrete/any other material may be used to'provide finn, uneven and
, slipresistantsurface. '"
. It is suggested to provide 'an overhead shed to save everyone trom the adverse
climate con,diti()ns. -.
-.-.........-
:'
!
I
I, ;
!
I
I .
I' .'
Ticket Counter . f'
1
There is a reserved ticket l
t'
booking counter on the ".
Paharganj side entrance.
Signage is placed too high and i

text i,snot clearly visible.
Access symbolls not provided.
. Signs should. be mOlmted
at ~OOOmmfrom floor
lev~lin bold & . 'ir' ."~"
contrasting colors, with access symbol as per&~aIidards.
Cut in the glass for communication is too low.

. It should be provided at the eye level also for eaSy communication. "
. It should be equipped with two way mike system and speakers.
" Counter attendant to know sign language for communicating with persons with
hearing impainllent. .'
. It should have Induction Loop System.

'1\,\"
,.
1./
There is no reserved counter at the
Ajmeri Gate side.'
Reserved ticketcolmter with single window

facility
. Shouldbe provided on aUentrances to
'11
~~, "
New Delhi Railway station including
Ajmeri Gate side.
. Should comply with the standards
mentioned above.
Digital display screen is placed

too high and is not clearlY'visible
due to glare produced on the
screen',
. To be lowered down to
eye level and at strategic
location where there is no
2006 Railways
glare. - Implementation of the Access Audit Report of New Delhi Railway Station 43
,
\,
GENERAL REMARKS \
\
\.
1. Sensitization exercise for the staff and the security may be held. \\
2. Tactile Map at the entrance of the station (preferably near the Assistance
Counter also) to be provided. Audio information should also be available on
pressing a buzzer. ,
, 3. Digitized visual display information system'on all platforms; foot over
\ bridgesand waiting rooms for hearingimpairedpeople. Importantinformation
'like change of platform no., emergency etc may also be flashed through this
system.
4. At the beginning and end of all handrails on the stairs of the foot over bridges, a
. smallbilingual Braille pJate to be provided~for identificationof platformnos.
and directions for persons with vision'impamnent.
5. Transfers from the platform to the' coach and vice-a~versa -raising the ..
platform height is one of the options! manually operated pulley trolley with ,.
900mm x 1200mm, which takes the wheel chair up to the coach level/inbuilt
telescopic ramp in the coach for the disabled. . "
<
2006 Railways - Implementation of the Access Audit Report of New Delhi Railway Station " 44 ".
. Mr. T. D. Dhariyal, Deputy Commissioner for PwDs.
With Railway Officers
And Access Audit Team
'earn Members .
1. Ms. AnjleeAgarwal, Samarthya
2. Mr. Sanjeev Sachdeva, Samarthya

3. Shri Sandeep Sharma, Hearing Impairment
4. Ms. Sweety Bhalla, Vision Impairment
5. ShriSubhash C. Vashishth, Advocate, Samarthya
6. Shri Manish Gupta, Architect
7. Shri Manvi Gupta, Architect
8. Ms. Jasjeet Plaha, Samarthya
9. Ms. Tripti Gupta, Samarthya
10. Ms. Rajni Kaushal, % the Chief Commissioner,Disabilities
GOVERNMENT OF INDIA
MINISTRYOF RAILWAYS i
(RAILWAYBOARDf~----
No.2006/LM B/14/50 New Delhi, dt. .., .11.2006
General Manager .
CR, ER, NR,.SR,SCR, WR, 'ECR, ECoR, NCR, SWR & WCR. "
Sub.: Guidelines for developme~t~'bfstation into world class

station.
A copy of the guidelines for development of stations into world

class stations approved by Board (ME, MT, FC & CRB) is enclosed herewith for
necessary action. A list of stations identified for development as world class
stations, is also enclosed. Indiv'idual Railway, with GM's approval, may
incorporate/change some requirements included in the guidelines to suit local
conditions. Railway should complete the preparatory work as per the guidelines
in next '15 days time. Parallel action for sanctioning the work of consultancy
study for identified stations has been initiated in the Board office and the sanction
of the samewill be communicatedin due course. '
In addition to the above, these guidelines should be taken into

account for Mumbai CST (Carnac Bunder) where studies are being carried out by
MRVC 'and' for New Delhi Station where consultancy has already been
sanctioned. "
Board may be apprised of the action taken.
~ ~
,~..,~-- .'-- (D~a)
:> Director (Land & Amenities)
Enc!.: As above. Railway Board.
Telefax: 23304826
Copy to: MD/MRVC for information & necessary action.

2006 Railways - Guidelines for development of world class
.., stations
'-- 46
"
,
,,'
. ""
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,
, ,
" - Stafons identified f\\)rmakin

,'-
-
Soo
1-
Raifway
Central
I Name of the station
Pune
....
'- Carnac Sunder *
3 ' Eastern Howrah
"-,
4 Northern Lucknow
5 Anand Vihar
6 Bijwasan
7 Amritsar
8 ."Ghandigarh
, .
9 New Delhi
10 - Varanasi
11 Southern -,. Chennai
12 Thiruvanthpuram
13 South central - Secundrabad
14 Western Ahmedabad
15 East central Patna
16 cast coast Bhubaneshwar
17 North central Mathura
"
18 South western -, Bangalore
19 West central Bhopal
",
. ~in9 deve'\.Jed by MRVC

~ ~
r .
: -',
.\ Guidclincsfor devclopmcntof sta'tiolLinto 'Vo..ldClass stations
I,J
. 1.0 Railwayslationare the gatewayswherethe firsttasteof citypridecanbe asserted.

, World over Railway stations are undergoing a major shm. The single transportation
, ',function has g~ven' way to multifunctional use which in turn has led \0 complcx. and
.'
diverse forms."It is being seen as expression of modern technologytcl1cc\ed in innovative
, structures'and use ,ofnew materials.
.It has been decidcd \0 develop metro and min;metro stations in to world class stations. In
the first phase 16 stations have been identified as per the enclosed list. Railways may
immediately initiatc action on this. , . I .
'These guidelines are being given tt) hclp.~h~\r8ilw~ys to start the action ami evolve Ihe
s~hemewhich will be unique for each location.' .
-
2;0 Inception Rcport
. -
An internal. report may be preparcd juin\ly.by-commercial enginccring and electrical

department wi1ichinter alia may"~.ringout :
. the present IcvC\of trallic and the existing facilities
. the analysis of present position to identify the difficulties and constraints that are
.. being fclt in handling the lramc .
future projectionsuflraOic and corresponding requirement ufthe facilities

identifying the control points of development such as cxistcncc of heritage
structure rcquiring its preservatiunami adaptation in the new selie'me.
. The level.and nature of~onllnercial cxploitation in the proposed scheme.
3.0 Aims of the devclolJlllcnt may be crystallized ba~ed 011.nbove nnalysis and
interaction with the local authoritics. NGOs taking interest in such Iypc of developmcnts.
prominentcitizensof the areaetc. Someof the aimsarc: '
. To develop world class railway station having all the modern facilities and
'high quality appearance. .
. To ensure that the station becomes welcoming gateway to thc city. ,
. To provide for a significant increase in passenger numbers, thntmay take place
afterdcvelopment4to add to ~he vitality. and vibrancy of the area by
encouragingmixeduse oft,hedevelopment. .
.' To ensure a coordinated development approach to the future development of

the area.' . .
. Integrationwith public transport access to station.

. . To ensure development respects the stations heritage. .
. To ensure that station becomes part of the urban environmcnt n;;esstble ami
I easyto lIse. "
. Td enable airspace devc\opmentlu reatize the commercial potential

''''.~
4.0 Engagement of Consultant
A consulfancy work chargeable to revenue (demand No.2) will be sanctioned and a

.'
con~ultantfor
, preparingt~e scheme will be appointed.
The standard guidelines and tender conditions for engaging such consultant will be
circulated separately.
5.0 Recommended Features of the development plan: .

The following aspects of the -station design may-be-kept in view' while finalizing the
scheme. I '.
\~i.. I, I
. I'." .
5.1 Principles of Space planning:
. It should promote free flow of passengers through public areas and
reasonable comforts in waiting areas and promote a feeling of security.
,. Adequate space be provided for all activities without conflict.
. Design should natura1ly lead passengers past facilities ( such as time
table, ticketing facilities) in logical order, routes should be obvious and
direct, requiring minimal walking distances.
. Capacity of routes be as uniform as possible and these should be free f)'om
constrictions and obstructions.
. It should have resilience to surges in demand or train service disruption..
5.2 Main entrance/exit:
It may be decided based on the traffic level, mode of transport being used by the
passengers, local site conditions etc. as to whether entrance/exit level for arrival and
departure be segregated. There should be . unambiguouspresentation of routes to
pedestrian ways, access roads, car parks, taxi' stand, bus s.tops, metro station etc.
Adequate signage and maps be provided.
5.3 Departure Hall:
. In case there is a segregated approach, the departure hall will be at first floor level.
. The main activities here are, checking train schedule, ticketing and waiting.
~. Passengers must be able to circulate freely when moving between different
circulation points such as entrance, ticketing, vending machine etc.
.. Activities should not conflict. Ticket queues should not conflict with through
flows,retailareas,informationdisplayvendingmachines. .
. Ticket sale facility should be sufficient to cater for peak flows.
. Seating should also not conflict with through flows
. Travel Information System should be provided to give up to date and accurate
. travelinformation.The informationshouldbe providedin appropriateforman,dit
needs to give decision points which allow a sufficient 'space for passcngers to find
out their desired directions.
, , .
I' .'
. Waiting areas should be so designed as to provide comfort, amenity and travel
information.
--'-- l c
, 5.4 Arrivaillall:
. Here the main activity is meeting, greeting and waiting... i"f'''''hlf~~.

. It will have all other facilities as provided for~rriv3]1~allexcept ticketing. .
. Certain situation may warrant to provide a common arrival/departure hall.
5.5 Access and Interchange:

,
.
\J
. This would involve passageways li~kjng arrival/departure hall to platforms and
platformsto one another.
. Likely traffic flow be assessed and flows should be allocated to physical routes
for working out space requirements.
. Passageways and width of Foot over bridges should be of adequate width
.\ Lifts and escalators may be provided for efficient convenient vertical circulation.
Theirpositioningshouldbe integratedwithpassengerflows' ,
5.6 Platforms:
Station platforms should as far as possible be free of various types of stall/structures to

allow free movement of passengers. However for through trains drinking water booths
and kiosks equipped with. tea coffee cold drink vending machine, serving precooked
meals be provided. '
5.7 Parcel Handling
. Parcel handling, linen handling and pantry car loading! unloading may be planned
in the.rake servicing area, where ever feasible.
. For dealing with parcels of through trains mechanized parcel handling facilities at
both ends of the platforms be suitably provided. .
. Parcel sheds should have easy access for vehicles with adequate parking. Shed
should have mechanized handling l~~il~ies_and should have adequate storage
space. .
5.8 Modern design Washable apron and mechanized cleaning arrangements for the
stations should be planned.
5.9 Lighting
. Adequatelighting be provided to enable passengersto move about easily and

create a secure welcoming environments.Lighting levels be as required for
comfort,safetyand monitoring.Abruptchangesin lightinglevelsbe avoided.
,
. Positio~if11gof luminairies needs JO be coQrdinated with that of signage and

- information Board so that these receiv,egreater ilIu;mination.Where CCTV are in
'" \; operation-lighting levels must be:higher '-
~. ; Proper manipulation of natural right through transparent roofs and walls blending
with al1ificiallight should be realized.
5.10 Parking: I
. Adequate parking should be planned to accommodate peak demand in the

circulati()g area/vicinity of stations separately for buses, private cars, two
wheelers.
. The separate space should be planned for.Taxisat a convenient location.
. Where space constraints are there MultisiJry Carparking can be provided.
. ';The parking facilities should be..developed in such a manner as to facilitate
Ismooth dispersal of incoming and outgoing passengers, pedestrian and vehicular
traffic,takingin to accountinter-modaltransfer .
5.11 Access for, Disabled people
. The ,design of the station should meet barrier free requirements through out the
s~ationarea. . ,
. The design should help them to find their way around.

. Separate facilities with suitable design be provided such as low hight ticketing'
, window, disabled friendly toilet, reserved car parking slots etc. for disabled It
, may be ,kept in mind that disabled people using railway station are not only in
wheel chairs but include blind and partially sight people with learning disabilities,
elderlypeopleetc. -
5.12 Commercial Development
Similar to Airport, current trend is to take full advantage of the time passengers wait by
providing commercial facilities. Major stationracross -the world have grown from
operational to commercial in recent yeats. It gives opportunities to bring together
restaurants, retail outlets, cafes, currency exchanges, banking facility, car rental and even
movie theaters etc.
The design should properly integrate these areas with public areas of station. A direct
r.outeis also required to platforms for passengers with little time to spare.
Commercialdevelopmentof the air space can provideadditionalrevenue and can be

used to generate large sums of money to financethe redevelopment.These should be
"plannedin sucha waythat it doesnot disruptthe passengerflow.
, 5.13 Advertising and Public Art:

, ~u~
The sale of advertising space can be an importantLofrevenue. The location and its clesgn
are important considerations. Advertising and public art can be used to brightenup the
\.
\
station. Besides the architecture of the stations that gives outer appearances and acts as
, locallandmarks,artworkand graphicdesigninside will give stationsthe desiredpleasant
ambience. .
, ,>;
.
5.14 External CiI'culation
Smooth cOnnection in and out of the stations should be provided with clear routes to
pedestrian ways, ficess roads, car parks, taxi stand, bus stop etc. Segregation of
movement between those arriving and departing is important to avoid cross nows.
Road access outside the station limit may also be assessed in order to remove any
bottleneck that exist. Liaison with local authorities may be established for effective
planning and development of the approaches to st~tion.
- ':\i""
. j. -
5.15 Landscapll1g , .
.'Outlook, local environment and air quality Inay be improved by well designed
landscaping. While undertaking this it may be ensured that existing vegetation is not
destroyed and planning does not'impede sight lines or the ultimate growth of vegetation.
5.16 Station Control Room
Station should be provided with a control room or a point from whi.chtJ~eactivities of

the operations can be coordinated. This room should be easily accessible to the
emergency>ervices via a protected route and should be so designed and constructed as to
be able to function during an emergency. It should have following facilities:
,...,",..~ .--
. An emergency procedure information system
. Means for summoning the emergency services
. Appropriately zoned public address system.
. CCTY monitoring of all public places including emergency exits not normally
used. .
5.17 Materials and maintenance
The choice of materials should be appropriate to give the performance required by

individual application. It should offer long life aJ,1dlow predictable maintenance
requirement and that ~re safe to use and maintain.
-)( -
~
GOVERNMENT OF INDJA RB/L&A/07,/2007
(RAILWAY BOARD)
No. 94fLMBf2f175 New Delhi, dt.l!J ...2.07
General Managers,
Sub: Amendments to Comprehensive instructions for provision

of Passenger AmeuWesat stations including'.. Model
Stations.
*****
In continuation to this.office letter of even number dated 17.1.2007,

Board has further revised the criteria for 'D' & 'E' categories of stations for
provision of Passenger Amenities. The revised criteria for 'D' & 'E' categories of
stations has been flXed as under:-
'D' Category - Non suburban stations with passenger

earnings between Rs. 50 lakhs and Rs. 3 crore.
'E' Category - Non suburban stations with passenger

earnings less than Rs. 50 lakhs.
This issues in consultation with the Finance Directorate of the Ministry

of Railways.
Q~~-
( R. Jindal)
Dy. Director (L & A)
Railway Board
Copy. forwarded for information to:-
(i) The FA&CAOs of all Indian Railways.

(ii) TG-IV, F(X)I & F(X)-II Branches of Board's office
2007 Railways - Amendments to 2007 Comprehensive instructions for provision of Passenger Amenities 53
GOVERNMENT OF INDIA
RB/L 9-A '0 1~ \)..~"1--,
(RAILWAY BOARD)
No. 94/LMB/2/175 New Delhi, 17.1.07

Sub: Comprehensive instructions for provision of Passenger

Amenities at Stations including Model Stations.
Railway Board had constituted a Committee of executive Directors to

suggest appropriate policy initiatives for ensuring high quality passenger
amenities. The terms of reference of the Committee included a review of the
norms for provision of . Passenger Amenities viz. Minimum Essential,
Recommended and desirable amenities at stations prescribed in Board's letter
No. 94/LMB/2/175 dated 24.6.2003 in view of the changing requirements and
technological improvements in the country.
2.Accordingly, the Committee examined in detail the entire gamut of

amenities provided at stations and prepared a revised passenger amenities
circular(enclosed), which has been approved by Board. Details of various
amenities to be provided for the physically challenged persons as per the extant
instructions have also been incorporated in the circular.
3. Salient features of the changes made are as follows:
(i) Introduction of a new CatcgonJof station, 'Al' with annual earnings more than
Rs.50 crore, to ensure provision of best amenities at the most important of
Railway stations. Norms for the new category have been incorporated.
(ii) Expansion of the items covered under Minimum Essential Amenities
(MEA) specially to cover all important stations.
(iii) Provision of enhanced scale of amenities as provided under
"Rec~mmended Amenities" as a thrust area, since this is correlated with actual
number of passengers using services at a station.
(iv) Introduction of detailed norms for lighting in the stations including
circulating area, for ensuring adequate lighting.
(v) Expansion of the list of Desirable Amenities (required for Model Stations)
from 23 items to 32 items, by introducing new amenities to provide better
comfort to the- Amendments
2007 Railways passengers toand also
2007 to meet increasing
Comprehensive passenger
instructions of Passenger Ame. 54
expectations.
for provision
(vi) Fixing of time frames for achieving various prescribed levels of amenities.
(vii) Incorporation of extant instructions regarding provision of amenities for
the physically challenged in the main circular for better implementation.
4. Railways are requested to disseminate the contents of the revised

Circular(which supercedes the earlier circular issued under Board's letter No.
94/LMB/2/175 dated 24.6.2003) widely in the field and take necessary action for its
early implementation.
This issues in consultation with the Finance Directorate of the Ministry of

Railways.
Please a
tL ~'J)
(ASHOK GUPTA)
owledge receipt.
~r ~~~"-~
(H.V.sHARMA)
Exec. Director(Land &Amenities) Exec. Director(Passenger Marketing)
Railway Board Railway Board
DA: 16 pages.
No. 94/LMB/2/ 175 Dt 17.1.2007.
Copy forwarded for information to the FA&CAOs, all Indian Railways.
0~ ~\))
(ASHOK GUPTA)
)-TY,
(H.V.sHARMA)
~~'-~
Exec. Director(Land &Amenities) Exec. Director(Passenger Marketing)
Railway Board Railway Board.
2007Copy to F(X)l
Railways and F(X)II
- Amendments branches.
to 2007 Comprehensive instructions for provision of Passenger Amenities 55
Government of India
(Railway Board)
RB/L&A/078/2007
No. 1994/LMB/02/175 New Delhi, dated: 17.01.2007.
General Managers,
Sub: Comprehensive instructions for provision of Passenger

Amenities at stations including Model stations.
A revised passenger amenities circular approved by Board is enclosed.

Details of various passenger amenities to be provided at stations including model
stations as also passenger amenities to be provided for the physically challenged
persons as per extant instructions have also been incorporated in the circular.
Railways are requested to disseminate the contents of the revised circular

which supercedes the earlier circular letter of even number dated 24.06.2003
widely in the field and take necessary action for its implementation.
Please acknowledge receipt.
q~ (R. Jindal)
Deputy Director,
Land & Amenities,
Railway Board.
2007 Railways - Amendments to 2007 Comprehensive instructions for provision of Passenger Amenit56
COMPREHENSIVE INSTRUCTION ON
PROVISION OF PASSSENGER AMENITIES
1. GENERAL:
1.1. With the quickening pace of modernisation now sweeping the country, the
Railway travelers today expect much more from the System than they did in the
past.
1.2 To be able to fulfill this increased expectation on the part of our passengers, it
is necessary that we take another look at the quantum of facilities provided at
our stations, and lay down certain standards to follow policy initiatives for
ensuring high quality passenger amenities. This is of particular importance in
view of the year 2006-07 having been declared as the year of “ Passenger service
with a smile” by the Hon’ble Minister of Railways in his Budget Speech 2006,
and his thrust on bringing about a perceptible improvement in “Touch and
Feel” items, which affect passenger satisfaction the most .
1.2. While planning for provision/augmentation of stations, due consideration needs
to be given to the importance of the station from point of view of passenger
traffic. Stations have, therefore, been divided into seven categories.
2. CATEGORISATION OF STATIONS:
2.1. Stations have been categorised in seven categories, i.e. A1, A, B, C, D, E & F
depending upon the earnings which is an indicator of the passenger traffic.
Criteria for categorisation of stations are enclosed as Annexure ‘A’.
2.2. All suburban stations have been included in category ‘C’ in order to accord a
higher priority to these stations in view of a large number of passengers using
them.
2.3. The categorisation shall be reviewed every five years. However, the next review
will be carried out in F.Y- 2007-08, based on the earnings of 2006-07- to be
worked as per para 2.4 below. The number of stations falling under various
categories as per December, 2003 review, would remain unchanged till next
review is done.
2.4. Annual Passenger Earnings: This is an important parameter for deciding upon
the category of a station. It consists of earnings from both reserved and
unreserved passengers. With introduction of PRS, the earnings accruing at a
PRS center may not reflect the actual earnings of that station. Therefore,
earnings in respect of reserved passengers should be taken on the basis of
Passengers boarding the trains from the station and the same should be
obtained from various PRS centers from where the passengers for those stations
are booked. In respect of earnings from unreserved passengers, the data
should be collected from the tickets sold, through SPTM/UTS, card tickets, etc.
The method for calculating earnings from UTS (unreserved ticketing system) for
passengers boarding the trains at a station would be same as that for PRS.
3. MINIMUM ESSENTIAL AMENITIES(MEA):
3.1. When a station is constructed, certain minimum amenities are required to be

provided at each category of station (on the basis of projected traffic/earnings).
1
These were earlier termed as basic amenities/infrastructural facilities and will
now be called Minimum Essential Amenities(MEA).
3.2. Minimum Essential Amenities required to be provided in each category of
station are listed in Annexure ‘B’. Norms for Quantum of Minimum Essential
Amenities are prescribed in Annexure ‘C’. Availability of these amenities will
have to be ensured. Railways will immediately undertake a survey to confirm
availability of the minimum amenities as per the prescribed scale, at all the
stations on the basis of passenger traffic, to be worked out based on para 2.3
and take necessary action for removing all deficiencies in the MEA within 2 years.
Subsequently, quinquenial review is to be conducted with respect to availability
of minimum essential amenities vis-a-vis category of stations at that time.
4. RECOMMENDED AMENITIES: Provision of Amenities as per recommended

norms.
4.1. The availability of amenities at station as per norms of “Minimum Essential

Amenities” (vide Annexure ‘B’ & ‘C’) may not be commensurate with the actual
passenger traffic dealt at the station. Hence, the requirement of actual
amenities based on traffic as per the norms laid down in Annexure ‘D’ should
be worked out and any augmentation based on this, will be known as
Recommended Amenities.
4.2. Powers of GM of the Railway to review –
In case quantum of amenities as worked out on the basis of norms for
Recommended Amenities in Annexure D is less than quantum prescribed for
Minimum Essential Amenities in Annexure ‘C’, the actual quantum of Minimum
Essential Amenities to be provided could be reduced, with the approval of GM
and Board should be intimated of the same. No further delegation is permitted
for such approval.
4.3 Provision of recommended level of amenities at stations, which is a parameter of
adequacy of the scale of amenities provided as per actual passenger strength, has not
received adequate attention. Rlys should review the existing facilities vis-a-vis
requirements for recommended amenities and a time-bound action plan be made for
augmenting shortfalls, as a thrust area.
5. DESIRABLE AMENITIES:
5.1. Desirable amenities are those amenities which are considered desirable to
improve customer satisfaction and interface process at the station. The
quantum of these amenities would depend upon the category of the station. A
comprehensive list of the desirable amenities is given in Annexure ‘E’.
5.2. It should be noted that provision of Desirable amenities need not wait for
complete provision of the Recommended Amenities. Various amenities out of
the list given in Annexure ‘E’ should be provided based on the need and relative
importance of the station.
6. UPGRADED AMENITIES AT MODEL STATIONS:
2
6.1. For the purpose of upgradation of amenities, some stations have been selected
as Model Stations, which include all A1, A &B category stations. Such stations
would be provided with the level of “Desirable Amenities” specified for the
category (as given in Annexure – E).
6.2. The amenities requiring less expenditure should be provided first and
completed at all model stations (presently 578) by 31.12.2008 and the balance
amenities as per Annexure E to the extent feasible should be provided at model
stations by 31.12.2009.
6.3. Wherever amenities listed in Annexure E are available at selected stations, they
should be improved in aesthetics and look. This includes furniture in retiring
rooms, booking office etc. Public-private partnership should be leveraged for
upgradation of stations, toilets, waiting rooms/halls, retiring rooms, etc
7. DISPLAY OF AVAILABLE AMENITIES:
At each station, a list shall be displayed in Station Manager/Master’s room

showing the quantum of Minimum Essential Amenities required to be provided for
that category of station,as per these guidelines, vis-a-vis the amenities actually
available. The details of other amenities available at the station should also be
displayed.
8. AUGMENTATION OF THE EXISTING AMENITIES IN A PLANNED MANNER:

PREPARATION OF MASTER PLANS
8.1 The Zonal Railways shall immediately carry out a survey of available
amenities at stations in relation to those listed in the Annexures.
8.2 Drawing from the results of this survey, a list of the Minimum Essential
Amenities, Recommended and Desirable Amenities to be provided, should then
be separately drawn up station-wise for each route. The Master Plan for each
station should show the amenities required.
8.3 These lists form the basis for drawing up the Divisional Action plans. Action
Plans so formulated should then be amalgamated into one General Action Plan
and inter-se priorities for different works assigned.
8.4 Minimum Essential Amenities should be provided first as per the scale at all
classes of stations. Thereafter, priority should be given for augmenting
amenities to recommended level at A1, A, B & C category stations.
8.5 Keeping the normal allocation of funds, under the Plan Heads “Passenger
Amenities” in view, a time –frame be allocated to each phase of the General
Action Plan. Low cost amenities items for which funds can easily be earmarked,
can be taken up earlier than those requiring heavy outlay even if the latter are
higher in the priority. Remaining works should be prioritised in a manner such
that, gaps in minimum essential amenities, recommended amenities and
desirable amenities are filled up, generally in that order.
8.6 Minimum Essential Amenities as prescribed in Annexure ‘B’ & ‘C’ (subject to
instructions contained in para 4.2 above), shall be provided as part of the
concerned Plan Head at the time of construction of new stations. Elimination of
shortfall in Minimum Essential Amenities at existing stations and augmentation
of any facility at a station shall, however, be charged under Plan Head
“Passenger Amenities”.
3
9. OTHER IMPORTANT ASPECTS:
9.1 Definition of Platform: Island platform should be treated as single platform for
provision of Minimum Essential Amenities. (Circular No. 2000/LMB/2/212 dated
23.06.2000)
9.2 Following aspects should also be kept in view while upgrading amenities at the
stations:
(i) All toilets should be gradually converted to Pay & Use toilets as per guidelines
issued under Board’s letter No. 05/TGIV/10/SAN/32/Pay& Use Policy Dt
7.6.06.
(ii) All the signage at the station should be standardised in terms of Railway
Board’s circular No. 97/TGII/39/11/signages dt. 11.3.99.
(iii) For location of signage, a plan should be made for each station.
(iv) All stalls should be made modular and reduced in size as per the Board’s
circular no. 99/TGIV/10/P/NID dt. 15.3.99
(v) Effort should be made to avoid cooking activites on the platform and instead
beverage vending machines and sale of pre cooked and packed food should be
encouraged. Effort should also be taken to reduce the number of trolleys to
minimum.
(vi) Ban-merries should be provided at A&B class stations.
(vii) The number of trolleys and catering stalls under the platform shelter should be
reduced to a minimum.
(viii) There should be effort to reduce the stalls to the bare minimum.
(ix) In the circulating area, proper traffic movement flow plan should be made.
Proper landscaping in the circulating area should also be developed. Wherever
circulation areas are redesigned, altered, or whenever stations are congested,
possibility of providing FOB landings directly into circulating area should be
examined as it decongests main platforms. There should be proper segregation
of incoming and outgoing passengers, wherever considered necessary (Detailed
guidelines have been issued under Board’s letter No. 2005/LMB/02/267 Dt
7.12.05 ) .
(x) Automatic vending machines should be encouraged to replace existing vending
stalls.
(xi) The enquiry and Booking Offices should be specially brightened up at all the
stations.
(xii) The illumination at the stations should be improved.
(xiii) All unauthorized entry points into the stations irrespective of their class should
be closed excepting the specified exit and entry.
10. AMENITIES FOR PHYSICALLY HANDICAPPED PASSENGERS:
10.1 As per extant instructions, Short term facilities, consisting of following 7

items are to be provided at all stations:
(i) Provision of standard ramp with railing for barrier free entry.
(ii) Earmarking at least two parking lots for vehicles used by disabled persons.
(iii) Provision of a non-slippery walkway from parking lot to building
(iv) Provision of signage of appropriate visibility.
4
(v) Provision of at least one drinking water tap suitable for use by a disabled
person.
(vi)Provision of at least one toilet on the ground floor.
(vii) “May I help You” booth.
(Detailed drawings/guidelines for the above were laid down in RDSO’s report of
Nov.1998, circulated under Board’s letter No. 96/LM(B)/2/404 Dt 30.12.1998)
Above facilities have already been provided at all A1 &A category

stations, and are now being extended to all B category stations which is
targeted by 2007. This has to be ensured, followed by their progressive
provision at other category stations.
10.2 As per extant instructions, Long-terms facility, comprising of following 2 items

are to be provided:
(i) Provision of facility for inter-platform transfer.

(ii) Engraving on edges of platforms.
Above facilities are planned to be taken up after provision of short-term

facilities.
Regarding inter-platform transfer, provision of 1 in 12 ramps/lifts to
existing FOBs/Subways may not be feasible as a general solution. This facility
has to be mainly provided through pathways at the end of platforms for
handicapped passengers, on wheelchairs (to be provided free of cost), duly
escorted by coolies(on payment), as per present practice. Accordingly, pathways
at platform ends, wherever not existing presently , should be provided in a time
bound manner, beginning with A1 and A category stations. Moreover, these
should be properly provided with precast CC blocks at track crossings etc and
laid to accurate level,to ensure a smooth ride for handicapped persons on
wheel chairs, without need for lifting at any stage. The other long-term facility,
viz., engravings on platform edges may also be taken up progressively beginning
with A1 and A category stations.
11. MAINTENANCE OF PASSENGER AMENITIES:
11.1It is important to maintain the amenities provided at all the stations in good
working order at all times. Maintenance staff shall carry out repairs needed to
restore the amenity to functional order, immediately after receipt of information
from the Station Master/Station Manager. Hygiene and cleanliness should be an
important activity for day to day monitoring.
11.2 General Manager shall arrange to provide adequate imprest with Station masters
of stations where Railways maintenance staff are not headquartered, to enable
them organise expeditious repairs to small items of passenger amenities such as
handpumps/taps, water trolleys, clock, light/fans, urinal/latrines and furniture
at the station.
12.0 PASSENGER AMENITY BOOKLETS:

Additions/Modifications to the passenger amenities available at the stations
should be incorporated in the data base & Passenger Amenities Management System
5
(PAMS) and printed in the form of Passenger Amenity Booklets of each division at the
end of the financial year. The details of Passenger Amenities available at stations
should be updated and sent every year to Board in floppies/E-mail in the format
already circulated as well in hard copies.
6
ANNEXURE – A
CATEGORIES OF STATIONS FOR

PROVISION OF PASSENGER AMENITIES
S.No. Category Criteria

1. A1 Non-Suburban stations with an annual passenger
earning of more than Rs. 50 crore
2. A Non-suburban stations with an annual passenger
earnings of Rs. 6 crore and upto Rs 50 crore.
3. B I. Non suburban stations with an annual passenger
earnings between Rs. 3 crore to Rs. 6 crore
II. Stations of tourist importance, or an important
junction station (to be decided by G.M.)
4. C All subsurban stations *
5. D Non suburban stations with passenger earnings between
Rs. 1 and Rs. 3 crore
6. E Non suburban stations with passenger earnings less
than Rs. 1 crore
7. F Halts
* For stations dealing with both suburban/non-suburban traffic, the Rly may
take a view regarding upgradation of classification depending upon station
earnings, quantum of non-suburban traffic, etc
Note: Annual Passenger Earnings at the station for the purpose of the
amenities shall be worked out as per para 2.4 of the instructions.
*****
7
ANNEXURE - B
MINIMUM ESSENTIAL AMENITIES AT EACH CATEGORY OF STATION
Sl Amenities STATION CATEGORY
No A1 A B C D E F
1. Booking Facility Yes Yes Yes Yes Yes Yes Yes
2. Drinking water
Piped/Hand Yes Yes Yes Yes Yes Yes Yes
Pump
3. Waiting hall Yes Yes Yes - Yes Yes Yes
4. Seating Yes Yes Yes Yes Yes Yes -
arrangement
5. Platform shelter Yes Yes Yes Yes Yes -
Shady trees - - - - - Yes Yes
6. Urinals Yes Yes Yes Yes Yes Yes -
7. Latrines Yes Yes Yes Yes Yes Yes -
8. Platforms -
High level- Yes Yes - Yes - - -
Medium level- - - Yes - Yes - -
Rail level- - - - - - Yes Yes
9. Lighting # Yes Yes Yes Yes Yes Yes Yes@
10. Fans Yes Yes Yes Yes Yes Yes -
11. Foot over bridge Yes* Yes* Yes Yes - - -
12. Time Table Yes Yes Yes Yes Yes Yes Yes
Display
13. Clock Yes Yes Yes Yes Yes Yes Yes
14. Water cooler Yes Yes Yes Yes - - -
15 Public Address Yes Yes Yes - - - -
system/Compu-
ter based
announcement
16 Parking-cum- Yes Yes - - - - -
circulatory area,
with lights
17 Electronic Train Yes ** Yes - - - - -
indicator board.
18 Public phone Yes Yes - - - - -
booth
19 Signage Yes - - - - - -
(standardised)
* With cover.
** At station entrance/concourse, on Foot-over bridges(at landing locations) and on
platforms located appropriately to guide passengers at every stage.
8
# Stations may be electrified as per provisions of Board’s circular No.
95/Elec(G)/109/1 dt. 1.2.95.
@ Where train stops at night.
*****
9
ANNEXURE - C
NORMS FOR QUANTUM OF MINIMUM ESSENTIAL AMENITIES
AT VARIOUS CATEGORIES OF STATIONS
S. Amenity STATION CATEGORY
N. A1 A B C D E F
1. Booking 15 10 6 4 4 2 1
Facility $
(No. of
counters)
2. Drinking 12 12 12 6 6 taps 1 1 HP at
water* taps taps taps taps on tap/H station
(No. of on on on on each P on
taps) each each each each PF each
PF PF PF PF PF
3. Waiting 150 100 50 0 30 15 10 sqm
hall @ sqm sqm sqm sqm sqm booking
office
cum
Wtg.hall
4. Seating 125 100 75 10 50 10 -
arrangeme
-nt ( No. of
seats / PF)
5. Platform 500 400 200 200 50 - -
shelter sqm sqm sqm sqm sqm
( on each - - - - Shady Shady
PF) trees trees
6. Urinals# 12 10 6 4 4 1 -
7. Latrines# 12 10 6 2 4 1 -
8. Platforms*
** As in Annexure B.
9. Lighting 50## 50## 30## 20 20 20 ---
(Lux level)
10. Fans ** As given below
11. Foot over Minimum 1 FOB per station, as per Annexure B.

bridge
12. Time table As per extant instructions.
Display
13. Clock To be decided by zonal railways.
14. Water 1 on 1 on 1 on 1 on - - -
cooler each each each main
PF PF PF PF
10
S Amenities STATION CATEGORY
N.
A1 A B C D E F
15 Public Address As per extant instructions
system/Computer
based announcement
16 Parking-cum- As per extant instructions
circulatory area, with
lights
17 Electronic Train As per extant instructions
indicator board.
18 Public phone booth As per extant instructions
19 Signage (standardised) As per extant instructions
* At stations falling in water scarcity zones or, where water source dries up in
summer, drinking water facility should be ensured at every platform by means
of syntax tanks/CANS/Matkas/Piaos etc. as decided by GM of the Railways. At
less important stations, particularly those falling under category E & F, one
water supply source at a location convenient to passengers may be provided.
Drinking water facility would include all necessary units whether donated by
private parties or provided by the Railways themselves.
@ If the variation is marginally on the lower side (upto –5 sqm), then it can be
taken to be adequately provided.
# 1. Number of latrines/urinals includes provision in waiting room/halls.
1/3rd of the toilet may be reserved for ladies. In case of 2 toilets existing, one
each should be earmarked for ladies & gents.
2.Number of latrines/urinals can be reduced in water scarcity areas by the
Railway with the approval of GM.
3. Includes pay and use toilets in terms of Board’s letter No.
05/TGIV/10/SAN/32/Pay& Use Policy Dt 7.6.06.
$ At A1, A, B, C & D category of stations, the booking counters to operate
round the clock except at stations where there is no night working.
## Excluding outdoor car parking for which it will be 20 lux.
** For covered platforms having width of 6-9mts, one row of fans should be
provided @one fan in the centre of supporting columns. For covered platforms
with more than 9mts width, fans should be provided in 2 rows.
*** (a)On all New lines, Gauge Conversion & Doubling projects, minimum level
of platforms shall be medium level(Bd’s letter No. 2003/LMB/14/29 Dt
26.4.2005). (b)Wherever platform height gets reduced on account of track
works, the same should be restored (Bd’s letter No. 2003/LMB/14/29 Dt
03.2.2005).(c) Platform should be high level, irrespective of category, wherever
EMU trains are dealt with(Bd’s letter No. 2006/LMB/2/121 Dt 11.8.2006).
11
Note: (1) At stations where only one ASM is posted, only one booking window
will be provided. In respect of ‘E’ category stations, where the earnings is less
than Rs. 20 lakh per annum, the quantum of amenities to be provided could be
decided by General Managers based on actual requirements.
(2 Scale of all the amenities prescribed above are the bare minimum to be
provided at the appropriate class of stations. Amenities over and above the
prescribed minimum scales will continue to be provided as per norms for
provision of amenities at “Recommended Level”.
12
ANNEXURE - D
NORMS FOR RECOMMENDED LEVEL OF AMENITIES
Nmax = Average no. of passenger at any time during peak including the inward
and outward passenger (exlcuding mela traffic)
Ndb = Design figure for number of passenger for ‘A’&’B’ stations to be
calculated as Ndb = 0.3 (Nmax)
Nds = Design figure for number of passenger for ‘C’, ‘D’&’E’ stations to be
calculated as Nds = 0.45 (Nmax)
S.No. Amenities Recommended scale for provision
Cat. A1, A & B Other stations
1. Booking Facility 1 window per 800 tickets per shift (shift with maximum
(No. of counters) number of tickets sold should be taken)
2. Drinking water No. of taps= Nmax/25. No. of taps= Nmax/25.
(No. of taps) Taps should be distributed
so that every alternate
coach gets benefit of a tap
3. Waiting hall 1.394 Ndb sqm 1.394 Nds sqm(Excluding C)
4. Seating 0.4 Ndb 0.4 Nds
arrangement
(No. of seats)
5. Platform 0.28 Nmax 0.28 Nmax
shelter*
(on each PF)
6. Urinals# Ndb/200 Nds/200
7. Latrines# Ndb/200 Nds/200
8. Platform level To be decided by the Zonal Railways
9. Lighting Norms indicated in Note below.
10. Fans ** As given below.
11. Foot over bridge To be decided by the Zonal Railways
12. Time Table To be decided by the Zonal Railways
Display
13. Clock To be decided by the Zonal Railways
14. Water Coolers To be decided by the Zonal Railways
15 Public Address To be decided by the Zonal Railways

system/Comput
er based
announcement
16 Parking-cum- To be decided by the Zonal Railways
circulatory area,
with lights
17 Electronic Train To be decided by the Zonal Railways
indicator board.
18 Public phone To be decided by the Zonal Railways
booth
13
19 Signage To be decided by the Zonal Railways
(standardised)
* At important A1, ‘A’ category and suburban stations, efforts should be to cover the
entire PF.
** For covered platforms having width of 6-9 mts, one row of fans should be provided
@one fan in the centre of supporting columns. For covered platforms with more than
9mts width, fans should be provided in 2 rows.
# 1/3rd of urinals/latrines be reserved for ladies.
Note: (a)Norms for recommended level of illumination at various categories of stations are as
follows (Ref Bd’s Circular No 2005/Elec(G)/150/1 Dt 28.2.06)
S No. Area Proposed lux level for category I/ II/ III

stations
1. Station circulating area 50/30/20
Outdoor car parking 20/ 20/ 20
2. Station concourse area 100/ 100/ 100
3. Booking office, reservation 200(localized above counter) & 100 in

office, enquiry office remaining areas for category I, II, III
stations.
4. Parcel & luggage office 150/ 150/150
counter 150/150 /150
5. Platform covered 50/30/20
Open area
6. Waiting halls/rooms 100/100/ 100
7. Retiring rooms 100/100 /100
8. Restaurant & kitchen in
general building area:
i) restaurant area: 150/150 /150
ii) Kitchen: 100/100/ 100
iii) Stores: 100/100/ 100
9. Foot over bridge 50/30/20
10. Other service buildings inside 200 for SM’s office for category I, II, III
Railway station area stations.
Category (I) –Stations on Zonal railway HQs/State capitals and all A1 &A
category stations.
Category (II) – Stations on Rlys. Divisional Hq. / State Distt. HQs & all B
Category stations.
Category (III) – Stations in remaining Categories.
(b)Emergency lighting to be provided as per Board’s letter No.2004/Elect-I/109/1 Pt.

Dated 20.2.2006
14
ANNEXURE-E
DESIRABLE AMENITIES
S.No. Amenities STATION CATEGORY
A-1 A B C D E F
1 Retiring room Yes1 Yes Yes - Yes - -
2 Waiting room (with
bathing facilities)
Upper Class Yes1 Yes - - - - -
2nd class Yes1 Yes Yes - Yes - -
Separate for ladies Yes1 Yes - - - - -

(combined upper
and 2nd Class)
3 Cloak room Yes Yes Yes - - - -
4 Enquiry Counter Yes Yes Yes - - - -
5 NTES Yes Yes - - - - -
6 IVRS Yes Yes Yes - - - -
7 Public Address Yes Yes Yes Yes Yes - -
system /Computer
based
announcement
8 Book stalls/other - Yes2 Yes Yes Yes Yes - -
stalls of essential
goods
9 Refreshment room Yes Yes Yes - - - -
10 Parking/circulatory Yes Yes Yes Yes Yes - -
area with lights ***
11 Washable apron Yes Yes Yes - - - -
with jet cleaning#
12 Electronic Train Yes Yes Yes Yes - - -
indicator board
13 Public phone booth Yes Yes Yes Yes Yes Yes -
14 Touch Screen Yes Yes** - - - - -
Enquiry system
15 Water vending Yes Yes** Yes** - - - -
machines
16 Water coolers Yes Yes Yes Yes Yes - -
17 Signage Yes Yes Yes Yes Yes - -

(standardised)
18 Modular Catering Yes Yes Yes Yes Yes - -
Stalls*
19 Automatic Vending Yes Yes** Yes** Yes** - - -
Machines
20 Pay & Use Toilets Yes Yes Yes Yes Yes Yes -
on platforms &
circulating area.
21 UTS Yes Yes Yes Yes Yes Yes -
22 Computerisation of Yes Yes** - - - - -
15
complaints
23 Provision of cyber Yes3 - - - - - -
cafes
24 Provision of ATMs Yes Yes Yes Yes Yes Yes -
(preferably with ** **
ticketing facility)
25 Provision of at least Yes - - - - - -

one AC VIP Lounge
26 Food Plaza Yes - - - - - -
27 Train coach Yes - - - - - -

indication system
28 CCTV for Yes - - - - - -
announcement and
security purpose
29 Coin operated Yes - - - - - -
Ticket Vending
Machines
30 Pre-paid Taxi Yes4 - - - - - -
service
31 Static mobile Yes - - - - - -
charging facility
32 Facelift of station Yes5 - - - - - -
building including
facade
Yes(in italics): Also prescribed as Minimum Essential Amenity under Annex B.

# Washable aprons should be provided in a planned manner to cover stations /
platforms from where trains terminate/ originate or stop for longer duration in
the morning hours. However, at A1 category stations, these shall be provided on
all platforms.
* In end platforms, all stalls should be embedded in walls
**Optional items.
*** Should include high mast lighting wherever feasible.
Numbered subscripts for A-1category:

1: Upgradation to be taken up preferably under public-private
partnership schemes.
2: Should provide for minimum essential medicines.
3: Subject to availability of space
4: Subject to availability/clearance from local authorities.
5: Facelift including improvement of façade of station building,
wherever required, duly incorporating local and architectural
features, along with ornamental lighting in historical/heritage
structures suitably.
16
MINISTRY OF RAILWAYS (RAILWAY BOARD)
GOVERNMENT OF INDIA
DEVELOPMENT OF WORLD CLASS STATIONS

THROUGH
PUBLIC PRIVATE PARTNERSHIP
MANUAL FOR STANDARDS

AND SPECIFICATIONS FOR
RAILWAY STATIONS
June 2009

MINISTRY OF RAILWAYS (RAILWAY BOARD)
GOVERNMENT OF INDIA

THROUGH

RAILWAY STATIONS
June 2009
Volume one of two

This is the technical document which has been produced by the Land & Amenities
Directorate; Railway Board (Ministry of Railways). No deviation of these standards will take
place without Board Permission.
Permission In Board
Board, the final nodal authority is Advisor (Land &
Amenities).
For any further technical clarifications and discrepancies, if any please contact:
Advisor (L& A)
Rail Bhawan
New Delhi 110001
Published by the Land & Amenities Directorate; Railway Board (Ministry of Railways).
Advisor (L& A)
Rail Bhawan
New Delhi 110001
Printed by Bansal Electrostat

G-6 Siddhartha Building
96 , Nehru place
N
New D
Delhi
lhi 110019
June 2009

Manual of Standards and Specifications for Railway Stations
Table of Contents
CONTENTS
(Volume 1 of 2)
Foreword iv
Preface v
Acknowledgements vi
List of Acronyms and Abbreviations vii
List of Figures xi
List of Tables xii
SECTION 1.0 GENERAL, CODES AND CONDITIONS 1
SECTION 2.0 PLANNING AND DESIGN PRINCIPALS 16
SECTION 3.0 PLATFORM GEOMETRY AND SERVICES 27
SECTION 4.0 STATION DESIGN
4.1 INTRODUCTION 33
4.2 SAFETY & SECURITY 35
4.3 HANDICAP ACCESSIBILITY 49
4.4 MODULAR ELEMENTS APPROACH 54
4.5 STATION LAYOUT AND CIRCULATION
4.5.1 Introduction 58
4.5.2 Goals and Objectives 58
4.5.3 General Design Factors 60
4.5.4 Station Components 64
4.5.5 Parking and Vehicular Circulation 86
4.5.6 Concession and Commercial Areas 89
4.5.7 Sustainable Development Strategies 90
4.6 MATERIALS AND FINISHES 92
4.7 LIGHTING 102
4.8 ACOUSTICS 112
4.9 SIGNAGE AND GRAPHICS 120
4.10 ART AND ADVERTISING 128
4.11 FURNITURE, FIXTURE AND EQUIPMENT 133

SECTION 5.0 STATION SERVICES
5.1. GENERAL 143

5.2. SUSTAINABLE DEVELOPMENT &
ENVIRONMENTAL CONSIDERATIONS 145
5.3. PARCEL STORAGE AND PARCEL MOVEMENT 157
5.4. SUPPORT SERVICE AREAS 160
5.5. UTILITY INTERFACE AND INFRASTRUCTURE SYSTEMS
5.5.1. Codes and Standards 172
5.5.2. Goals and Objectives 173
5.5.3. Utility Routing 173
5.5.4. Utility Adjacency Requirements 176
5.5.5. Electrical infrastructure 177
5.5.6. Plumbing and firefighting 189
5.5.7. Heating ventilation and air conditioning 200
SECTION 6.0 OPERATION AND MAINTENANCE 209
SECTION 7.0 CONSTRUCTION MANAGEMENT
7.1 GENERAL 218

7.2 USE OF THE SITE 219
7.3 STAGING PLAN 224
7.4 DIVERSION PLAN 226
7.5 SAFETY REQUIREMENTS DURING CONSTRUCTION 228
7.6 CONCESSIONAIRE’S LABOUR CAMP 240
7.7 CONCESSIONAIRE’S MANAGEMENT SYSTEM 241
7.8 SITE INSPECTIONS 252
7.9 SAFETY, HEALTH, AND ENVIRONMENTAL
PERSONNEL AND SERVICES 254
7.10 OPERATION AND MAINTENANCE (O&M) MANUALS 255
Indexing: - 256
Bibliography: - 260
ii

CONTENTS
(Volume 2 of 2)
Foreword iv
Preface v
Acknowledgements vi
List of Acronyms and Abbreviations vii
List of Figures xi
List of Tables xii
List of annexure:-
Number Section Title Page no.
Annexure I 4.3 Relevant Extracts from ADA Accessibility

Guidelines for Buildings and Facilities (ADAAG) 262
Annexure II 4.9 Signage for Rail Users Ministry of Railways 289
Annexure III 4.9 International transportation graphic standard signs 359
Annexure IV 4.11 Telecom Directorate spec. RDSO/SPN/TC/67/2008
for True Colour Video-cum-Train Information Display
system 421
Annexure V 4.11 Telecom Directorate spec. RDSO/SPN/TC/62/2007
for digital clock with GPS Synchronization 470
Annexure VI 4.11 Telecom Directorate spec. RDSO/SPN/TC/76/2008
for Analog clock with GPS Synchronization 499
Annexure VII 4.11 Telecom Directorate spec RDSO/SPN/TC/65/2006
for Surveillance system 525
Annexure VIII 4.11 Telecom Directorate spec. RDSO/SPN/TC/63/2006
for Public Address system 561
Annexure IX 4.11 Telecom Directorate spec. RDSO/SPN/TC/61/2007
for Integrated Passenger Information system 585
Annexure X 5.4 Ticket Booth configurations as in western railways 658
Annexure XI 5.5 Extracts from Comprehensive Guidelines for
Passenger Amenities 662
Annexure XII 5.5 Relevant Extracts from Environment
(Protection) Act, 1986 671
Annexure XIII 7 Relevant Extracts from CFR 29 673
Indexing: - 256
Bibliography: - 260
iii

FOREWORD
In our endeavour to provide the best possible infrastructure for convenience and comfort
of our passengers and other stakeholders, Indian railways have been improving the Railways
Stations on a continuous basis. Towards this pursuit of excellence, L&A directorate has brought
out this Manual of Standards and Specification for Railway Stations to be used for development of
station into world class station through Public Private Partnership.
The first of its kind, this manual has laid down set of guidelines, standards and specifications for the
construction of new Railway Stations or Redevelopment of the existing Stations to bring them up
to the International Standards in terms of efficiency of operations and providing the comfort and
convenience to our passengers and the stakeholders.
A number of stations of IR, located at metropolitan cities and important centers are identified for
development through PPP route by leveraging a part of the real-estate development potential.
Hon'ble Minister for Railways has already taken up an ambitious program of Redeveloping 26
station into world class station so far requiring huge investments. Most of these investments are
expected to be realised through partnership with the private sector. Ensuring participation of
the private sector in infrastructure development in a transparent manner requires specific
framework. It requires a greater clarity on scope of work along with Expected performance parameters
other than manageable level of risk and adequate service quality assurance at an affordable cost.
This manual, I hope will serve this purpose by laying down the minimum standards that the MOR
and the concessionaire will observe and expect on the matter of construction and management of
these stations
I hope that this manual will be of interest to all those who are interested in redeveloping the
station, either new or existing through PPP route into world class station. I wish all success to
them in their endeavour to achieve a world class facility at Railway Stations.
June, 2009 Chairman, Railway Board
iv


PREFACE
The objective of developing Manual of Standards and Specifications for Railway Stations is to
establish the bench marks for building either a new station or redevelop the existing Railway
Stations into world class stations through PPP route. Manual will provide norms and guidance to
future Station developers to build facilities comparable to International standards and yet remain
unique to the socioeconomic, cultural and other needs of the Indian Railways and its customers.
The Manual has been prepared with the intent to use it during the stage of development of master
plan and feasibility report and later as a part of the Concession Agreement for Railway Stations,
allowing the desired flexibility to the potential Concessionaires for innovation in design and
construction at reduced life cycle costs while improving efficiencies of operations,
performance, passenger comfort, and safety. By addressing a number of aspects of station
design without dictating design and operational processes, the Manual provides direction and clear
focus on issues and criteria that the Concessionaire needs to explore further in the design,
operational philosophies and performance standards for passenger safety, security, comfort and
desired levels of service. Manual also lays emphasis on modular, sustainable and
environmentally responsible construction management approach.
The Manual has been developed after extensive discussions and deliberations by team of
international experts and officials of Indian Railways. Committee of Executive Directors associated
with their Directors have gone through clause by clause of this manual and consider it as a living
document which shall be improved after every experience gained to provide specific guidance for
the redevelopment or construction of new Railway Stations to be taken next in hand in a manner
that shall achieve greater clarity and crypt-ness in the description.
I congratulate L&A directorate who have brought out this manual, the first of its kind with the help
of Superior global infrastructure Consulting Pvt. Ltd, other directorates of the Board, NR project
team and Rail Land Development Authority in such a short time and wish all success to those who
intends to use it.
June, 2009 Member/Engineering,

Railway Board


ACKNOWLEDGEMENT
Superior Global Infrastructure consulting (SGI) Pvt Ltd. express its heartfelt thanks to Ministry
Of Railways, Government of India for bestowing the confidence in SGI for developing Manual
for Standards and Specifications for Railways Stations to be used for development of stations
into World Class Station through Public Private Partnership. SGI expresses its gratitude for
the support and guidance of Shri Rakesh Chopra ME, Shri Satish Kumar Vij Ex-ME, other
members of the Railway Board, and the steering group namely Shri V.K.Gupta Advisor L&A
and other members of the group and their esteem colleague Shri R.P. Gupta Ex-VC, RLDA
and Advisor (works), Railway Board.
SGI would like to place on record the contribution of the member of Committee of Executive
Directors/Railway Board namely Shri P.K Aggarwal, ED L&A , Shri A.K Singh, ED ME(chg) ,
Shri Gopal Gupta IG (RPSF), Shri R.C Adwal ED (Tele), Smt Manju Gupta ED(EEM), RK
Tandon ED(PM) and Dr Pankaj Kapoor ED (Health Planning), whose guidance and feedback
had helped shaped this document.
SGI would like to express special thanks to Shri Anil K Lahoti CE/Const/NR, Shri S.K. Mishra
ED/T/PPP),Shri P.D Sharma Ex-ED/L&A & Menber, RLDA, Shri Anil Gupta GM RLDA and
Shri Rajesh Agarwal Director (World Class Station), Railway Board for their cooperation,
fruitful discussion and coordination, without whom this work would not have completed
June, 2009 President (SGI)
vi


LIST OF ACRONYMS AND ABBREVIATIONS
AMASRA - Ancient Monuments and Archaeological Sites and Remains Act

A&P - Access and Protection
AAMA - American Architectural Manufacturers Association
AASHTO - American Association of State Highway and Transportation Officials
ACVVVF - AC variable voltage variable frequency
ADA - Americans with Disability Act
ADAAG - ADA Accessibility Guidelines
AFC - Access Fare Collection
ANSI - American National Standards Institute
AOEG - Agent Operated Emergency Gates
API - American Petroleum Industry
APP - Accident Prevention Program
APTA - American Public Transportation Association
ARD - Automatic Rescue Device
ASCE - American Society of Civil Engineers
ASHRAE - American Society of Heating, Refrigerating and
ASI - Archaeological Survey of India
ASME - American Society of Mechanical Engineers
ASTM - American Society for Testing and Materials
ATM - Automatic Teller Machine
BAS - Building Automated Systems
BEE - Bureau of Energy Efficiency
BIS - Bureau of Indian Standards
BOCWA - Building and other construction workers Act
BOCWR - Building and other construction workers Regulation
BPC - Break Power Certificates
BS - British Standard
CA - Concession Agreement
CBR - Collector Bus Room
CBTC - Communications Based Train Control
CCTV - Closed Circuit Tele Vision
CEE - Chief Electrical Engineer
CFC - Chloro Fluoro Carbons
CFR - Code of Federal Regulations
CIC - Customer Information Center
CIS - Customer Information System
CMU - Concrete Masonry Unit
COF - Co efficient of Friction
CPRI - Central Power Research Institute
CRRI - Central Road Research Institute
CU - Coefficient of Utilization
CWR - Continuous Welded Rail
DBFO - Design, Build, Finance, and Operate
DOT - Department of Telecommunications
DRM - Divisional Railway Manager
ECS - Environmental Control System
EDR - Electrical Distribution Rooms
EIA - Environmental Impact Assessment
vii

EMI - Electro Magnetic Interference

EMS - Environmental Management System
EPA - Environmental Protection Agency (United States of America)
EPR - Electrical Panel Room
ERW - Energy Recovery Wheels
ES - Electrical System
EVACS - Emergency Voice Alarm Communication Systems
F ACP - Fire Alarm Control Panel
FAB - Fluidized Aerobic Bed
FATU - Fresh Air Treatment Units
FCC - Fire Command Centre
FEC - Forward Error Correction
FF&E - Furniture Fixtures and Equipments
FOB - Foot Over Bridge
FRLS - Fire Retardant Low Smoke
GBC - Green Building Council (USA)
GOI - Government of India
GPS - Global Positioning System
GRP - Government Railway Police
HAZCOM - Hazard Communication
HCP - Hazard Communication Program
HPI - Help Point Intercom
HVAC - Heating Ventilation Air Conditioning
IAQ - Indoor Air Quality
IATA - International Aviation Transportation Association
IBC - International Building Code
IDA - Indian Disability Act
IDLH - Immediately Dangerous to Life & Health
IE - Independent Engineer
IEC - International Electrotechnical Commission
IEEE - Institute of Electrical and Electronic Engineers
IEQ - Indoor Environmental Quality
IESNA - Illuminating Engineering Society of North America
IIC - Interactive Inquiry Centers
IOC - Indian Oil Corporation
IPAS - Intelligent Parking Assist System
IPIS - Integrated Passenger Information System
IPT - Intermediate Public Transport
IR - Indian Railways
IRC - Indian Roads Congress
IRWM - Indian Railway Works Manual
ISA - International Symbol of Accessibility
ISO - International Standards Organization
Km - Kilometre(s)
LT - Low voltage Transmission
L&A - Land and Amenities
LED - Light Emitting Diode
LEED - Leadership in Energy and Environmental Design (USA)
LLF - Light Loss Factor
LOS - Level of Service
viii

LRT - Light Rail Transit

MCA - Model Concession Agreement
MEP - Mechanical, Electrical, Plumbing
MOEF - Ministry of Environment and Forest, India
MOR - Ministry of Railways
MOR - Ministry of Railways, India
MOSRTH - Ministry of Shipping, Road Transport & Highways
MRTS - Mass Rapid Transit System
MSDS - Material Safety Data Sheet
NBC - National Building Code, India
NEPA - National Environmental Policy Act
NFPA - National Fire Protection Association
O&M - Operations and Maintenance
OHE - Over Head Electricals
OHSAS - Occupational Health and Safety Advisory Services
OSHA - Occupational Safety and Health Act
OTE - Over Track Exhaust
PA - Public Address
PMIS - Project Management Information System
PPE - Personal Protective Equipment
PPP - Public Private Participation
PTZ - Pan-Tilt-Zoom
QAP - Quality Assurance Plan
QAS - Quality Assurance System
QM - Quality Manual
QRA - Quantitative Risk Assessment
RDSO - Research, Design, and Safety Organization
RFID - Radio frequency identification
RLDA - Rail Land Development Authority
RMS - Rail Mail Service
ROW - Right of Way
RPF - Railway Protection Force
RT - Reverberation Time
SCADA - Supervisory Control & Data Acquisition System
SEMP - Station Emergency management Panel
SFPE - Society of Fire Protection Engineers
SGI - Superior Global Infrastructure Consulting Pvt. Ltd.
SHE - Safety, Health and Environment
SIC - Station Information Centre
SOP - Standing Operating Procedure
SPCC Plan - Spill Prevention Control and Countermeasure Plan
SPFE - Society of Fire Protection Engineers
Sr. DME - Sr. Divisional Mechanical Engineer
Sr. DOM - Sr. Divisional Operation Manager
Sr. DSTE - Sr. Divisional Signal and Telecom Engineer
SSA - Support Service Area
SSC - Station Service Center
SSM - Safety and Security Management
S&T - Signal and Traction
ix

STI - Speech Transmission Index

STP - Sewage Treatment Plant
SWP - Safe Work Plans
TCPL - Toxicity Characteristic Leaching Procedure
TCR - Train Control Room
TDD - Telecommunications Display Device
TERI - Tata Energy and Resource Institute
TTE - Train Ticket Examiner
TTY - Text Telephone
TVM - Ticket Vending Machine
UPE - Under Platform Exhaust
UPS - Uninterrupted Power Supply
UPVC - Unplasticised Poly Vinyl Chloride
USEPA - United State Environmental Protection Agency
UWLR - Upward Waste Light Ratio
VCE - Vertical Circulation Elements
VCT - Vinyl Composition Tile
VMS - Variable Messaging System
VOC - Volatile Organic Compounds
WHO - World Health Organization
XLPE - Cross-Linked Polyethylene

List of Figures
SECTION - 3
Fig. 1 of 3.2.1 : Centre Platform plan
Fig. 2 of 3.2.1 : Center platform section
Fig. 3 of 3.2.2 : Side platform plan and section
Fig. 4 of 3.2.3 : Split-level platform section
Fig. 5 of 3.2.3 : Stub terminal platform plan (e.g., Chattrapati Shivaji Terminus, Mumbai:
suburban platforms)
Fig. 6 of 3.2.3 : Flow-through platform plan
Fig. 7 of 3.2.3 : Flow-through platform section
Fig. 8 of 3.2.2 : Standard Dimensions for Tunnels & through Girder Bridges
Schedule I
to suit 25 K.V.A.C. Traction schedule I
Fig. 10 of 3.2.2 : Standard Dimensions out of Stations Schedule I
Fig. 11 of 3.2.2 : Standard Dimensions out of Stations to Suit 25 K.V.A.C.
Traction schedule I
Fig. 12 of 3.2.2 : Maximum Moving Dimensions
Fig. 13 of 3.2.2 : Standard Dimensions in Stations to Suit 25 K.V.A.C. Traction
Schedule I
Fig. 14 of 3.2.2 : Infringements of Schedule -I for 3660 mm Goods Stock &
New Standard Locomotives in Existing Tunnels Only
SECTION - 4
Fig. 1 of 4.2.3 : Security and Emergency Preparedness Planning Guide
Fig. 1 of 4.5.3 : Schematic diagram showing Passenger Circulation Flow within the Station
Fig. 1 of 4.5.4 : Typical station components
Fig. 2 of 4.5.4 : A cross section of the Elevator and the Landing Area
Fig. 1 of 4.8.3 : NR - Noise Rating Diagram
SECTION - 5
Fig. 1 of 5.5.6 : Water Balance Diagram
Fig. 1 of 5.5.6 : Figure Showing Process Flow of STP
xi

List of Tables
SECTION – 1
Table: 1 of 1.4 : List of Technical Schedules to the Concessionaire’s Agreement
SECTION - 3
Table 1 of 3.3.1 : Standard facilities at platform
SECTION - 4
Table 1 of 4.2.4 : Codes and standards for Station designing
Table 1 of 4.2.4 : Material Classification
Table 1 of 4.2.5 : Standard for Egress capacity during Emergency
Table 1 of 4.3.5 : Showing Parking Bay with accessible spaces
Table 1 of 4.5.3 : J.J Fruin’s Queue LOS
Table 2 of 4.5.3 : Circulation flows as per J.J Fruin’s Queue LOS
Table 3 of 4.5.3 : Allocated Space per Person in the Terminal Area
Table 1 of 4.5.4 : Minimum size for the Disabled / Casualty provision
Table 2 of 4.5.4 : Sample Calculation for Concourse Waiting Space
Table 1 of 4.5.5 : Parking Provisions (For Peak Demand
Table 1 of 4.6.2 : Coefficient of Friction on Various surfaces
Table 1 of 4.6.4 : Recommended station finishes and materials for various locations
Table 1 of 4.6.5 : Station finishes and materials
Table 1 of 4.7.3 : Obtrusive Light Limitations for Exterior Lighting Installations
Table 2 of 4.7.3 : Uniformities and Relationship of Illuminances of Immediate Surrounding

Areas to Task Area
Table 3 of 4.7.3 : Glare Rating and Colour rendering Index for Selected Areas
xii

Table 4 of 4.7.3 : Standards for Illumination in Railway Stations
Table 2 of 4.8.3 : Maximum Sound Pressure Level (dB)
Table 1 of 4.8.3 : Acceptable Noise Levels for Various Types of Spaces
Table 1 of 4.8.4 : STI Rating Table
Table 1 of 4.8.5 : Background Services Noise Criteria for Typical Spaces
Table 1 of 4.9.4 : Table Illustrating colour code for signage at railway station
Table 1 of 4.9.9 : Signage Requirement in Different Parts of Stations
Table 1 of 4.11.7 : Showing List of FF&E to be provided in Station Area
SECTION – 5
Table1 of 5.4.6 : Space Requirement for different Station Areas
Table 1 of 5.4.6 : Sample List of Train Operation Spaces
Table 1 of 5.5.1 : Codes and Standards for Different Engineering Works
Table1 of 5.5.3 : Optimum Locations for the Major Utility Function and Equipment
Table 1 of 5.5.6 : Table Showing Raw Sewage Characteristics
Table 2 of 5.5.6 : Table Showing Treated Sewage Characteristics
Table 1 of 5.5.7 : Minimum acceptable coefficient of performance for air conditioning systems
Table 2 of 5.5.7 : Standards and Codes for Designing of Chillers
Table 3 of 5.5.7 : Pipe Sizing According to the design Parameters
Table 4 of 5.5.7 : Design parameters for duct designing
xiii

Section 1
General, Codes and Standards
Section 1 General, Codes and Standards
1
1.0 GENERAL, CODES AND STANDARDS
1.1 Background
1.1.1 Indian Railways (IR) owns and manages one of the largest Railway networks of the
world with over 64,000 Route Kilometers (Km) and 7,000 stations. Operations of the
Indian Railways (IR) are overseen by Ministry of Railways (MOR), Government of India
and 16 Zonal Railways headed by General Managers. The IR carries more than 17.5
million passengers every day and some of the major Railway stations handle 100-200
million passengers per annum. Most of the Railway stations have been built over 100
years ago, and have a limited and aging infrastructure that handles an ever increasing
number of passengers. The Railway stations are also located in the middle of the cities
and offer enormous potential for re-development and commercial expansion. New
passenger terminals are also being developed in cities where existing terminals cannot
meet the future demand.
1.1.2 The MOR has decided to use world class standards to guide the redevelopment of the
major stations in their system. These Projects are to be executed with Public Private
Partnership (PPP) leveraging the real estate development potential in the air space
above the station and on railway land around the station. Key objective of these projects
are to provide superior services to railway passengers at the stations by converting
them into urban icons and standard-bearers of the cities. The MOR is proposing the
construction, maintenance and management of facilities at these stations to be done on
the basis of Design, Build, Finance and Operate (DBFO) arrangement with successful
bidders.
1.1.3 Prior to the procurement of the redevelopment team for each station, the MOR will issue
this Manual for the Standards and Specifications for stations for Indian Railways. This
would act as the guiding document for the planners and architects working on the
redevelopment of specific stations. In addition consultants engaged to prepare master
plans and feasibility studies for each station will also be provided with the manual for
general guidance on the development of their plans and reports.
1.1.4 The Manual is intended to provide the station designer with a comprehensive set of
standards for the design of stations. This Manual is intended to encourage the
designer’s architectural vision, and focus on efficient movement of passengers with the
convenience of transfers and interchanges with other modes of transportation, customer
safety, security, comfort and convenience, while maintaining quality design (e.g.,
architectural quality, innovation, aesthetics, efficiency, and cost effectiveness), urban
integration and preservation, and environmentally responsible design with use of
materials and resources.
1.2 Scope
1.2.1 The scope of the work shall be as defined in the Concession Agreement (CA).
Redevelopment of the project and operation and maintenance of areas and activities of
the station earmarked shall be undertaken and completed by the Concessionaire as per
the Specifications and Standards set forth in this Manual.
1.2.2 The Project railway station, surrounding traffic integration with the city and other modes
of transport, and the passenger facilities shall conform to the design requirements set
out in this Manual which are the minimum prescribed. The MOR will provide an
architectural and urban master plan for the project station and the surrounding area on
the project site which shall be followed by the Concessionaire in the project
2
development. The MOR will also provide the feasibility report and other information for
the project which shall be used by the Concessionaire only for its own reference and for
carrying out its own design and investigations. The MOR is not liable for any
inconsistency, inaccuracy, un-workability etc. in the feasibility report. The
Concessionaire shall be solely responsible for undertaking all the necessary surveys,
investigations, preliminary designs and detailed designs in respect of temporary and
permanent works in accordance with the good industry practice and due diligence, and
shall have no claim against the MOR for any loss, damage, risk, costs, liabilities or
obligations arising out of or in relation to the feasibility report and other information
provided by the MOR.
1.2.3 The feasibility report may include construction methodology and phased development
plan for carrying out the station and railway yard redevelopment in a phased manner
while the station is kept operational. The traffic block plan for carrying out the
development works for the project shall be as specified in the CA. Alternative
construction methodology and phased development plan may be adopted by the
Concessionaire in accordance with design requirements set out in this Manual and
within the traffic block plan set out in the CA and three copies of each shall be sent to
the Independent Engineer (the “IE”) for review and comments, if any. The IE’s
comments shall specify the conformity, or otherwise, of such designs and Specifications
with the requirements specified in the Manual.
1.3 Management System
Concessionaire shall establish a quality management system of international best

practices that to a minimum be conforming to the International Standards Organization
(ISO) 14001 during construction, ISO 18001 during operation and maintenance of
station facilities and ISO 9001 for other stages during the Concession Period. At least
two weeks prior to commencement of the work, the Concessionaire shall draw up a
Quality Assurance Manual (QAM) covering the Quality System (QS), Quality Assurance
Plan (QAP) and documentation for all aspects of the design, construction and
maintenance of the Project complying with the requirements of sections 7.7.1, 7.7.2,
and 7.7.4 and send three copies of each to the IE for review. The class of quality
assurance shall not be less than Q-3.
1.4 Guidelines for Preparing Schedules of the Concession Agreement
Certain paragraphs (full or part) in Sections 1 to 7 of this Manual refer to the Schedules
of the Concession Agreement (CA). Following is a preliminary list of schedules that may
be included in the final Concessionaire’s Agreement. While finalizing the feasibility
report for the project station, and the scope of the project, each of these paragraphs
should be carefully examined. MOR at its discretion may make some or all of these
schedules and their respective annexure part of the CA.
Table: 1 of 1.4 List of Technical Schedules to the Concessionaire’s Agreement

Schedule Title/Description
A Site of Project - Details of site of project, relationship to context and
surroundings, land transfer issues, present and permitted land uses
B Relocation of Facilities - Detail of existing railway structures that
require relocation, alternate sites, schedules and temporary
relocations.
C Redevelopment of Railway Yard - Work required in rail yard and
associated operational facilities, phasing, CRS sanctions, and
commissioning.
D Facilities at Station terminal - Minimum facilities to be provided by
3
Concessionaire extracted form Master plan and Feasibility report.

E Development Control Norms - Architectural and urban use norms
adopted for the station project.
F Concrete Decking and Landscaping above yard - Work required for
the construction planning, and phasing of deck.
G Road Infrastructure - Design criteria and scope of road network
required to support station project.
H Applicable Standards and Specifications (Project Specific)
I Applicable Permits and Approvals
J Performance Security
K Project Completion Schedule
L Drawings
M Tests
N Completion Certificate
O Maintenance Requirements
P Budget Hotel Accommodations
Q Ticketing Requirements
R Security and Safety Requirements
S Intermodal Connection Requirements
T Operation and Maintenance Requirements
U Parcel Movement Requirements
V Revenue Statement
W Passengers’ Charter
X Selection of Independent Engineer
Y Terms of Reference of Independent Engineer
Z User Fee Notification
AA Escrow Account
AB Panel of Chartered Accountants
AC Vesting Certificate
AD Substitution Agreement
AE Advertising Plan Requirements
AF Operations Plan Requirements
1.5 Design Capacity and Phasing
1.5.1 Design year and Design daily passenger volume for the Station shall be as specified in
the Concession Agreement. The Station and surrounding city infrastructure shall be
designed to meet the peak hour passenger volume based on the morning or evening
arrival/departure of trains which shall not be less than 10% (ten percent) of the design
daily passenger volume. Passenger amenities and operational offices dependent on
passenger volume may be constructed in phases in increments reaching the maximum
projected design capacity in a maximum of five years or earlier. However, any initial
phase or increment of station redevelopment shall be designed to accommodate the
design capacity projected for the eighth year of design horizon projection.
1.5.2 The road, parking, and other infrastructure capacity shall be designed to include the
generating/dissipating traffic due to real estate development at the station as well as on
the surrounding railway land. Local city developmental by laws and master plan shall be
followed in designing the capacity of infrastructure facilities, such as road, parking,
sewerage, water supply, electricity, etc. The minimum radius of the circle of influence
shall be five kilometers for the determination of developmental traffic. Concessionaire
shall be responsible for improvements in city roads required to dissipate the additional
originating/terminating traffic due to real estate development on the surrounding railway
land. Design should encourage a gradual shift in use from private vehicles to mass
transport systems for arrival and departure of passengers/customers.
4
1.5.3 Real estate development at the station has to be constructed along with the station.
However, real estate development on the surrounding railway land may be constructed
in phases at the discretion of Concessionaire.
1.6 Environment, Health and Safety Plans
Before taking up any construction or maintenance operations for the project station and
the surrounding project railway land the Concessionaire shall first prepare safety, health
and environmental plans complying with the requirements specified in sections 7.4, 7.5,
7.6, 7.7.3, 7.7.5, and 7.7.6 to ensure the safety to trains, passengers, road traffic,
construction workers, pedestrians and people living in the neighborhood. The
Concessionaire send three copies of each to the Independent Engineer for review and
comments, before taking up the construction or maintenance work.
1.7 Review and comments by Independent Engineer
In cases where the Concessionaire is required to send any drawings or documents to

the Independent Engineer for review and comments, and in the event such comments
are received by the Concessionaire, it shall duly consider such comments in accordance
with the Concession Agreement and Good Industry Practice for taking appropriate
action thereon.
1.8 Definition and Interpretation
1.8.1 All the obligations of the Concessionaire arising out of the provisions of this Manual
shall be subject to, and shall conform to the provisions of the Concession Agreement.
See section 2.4.4 for order of precedence of governing documents.
1.8.2 The definitions contained in the Concession Agreement for Public Private Partnership in
Railway Stations executed for a station shall apply to the provisions of this Manual.
Terms or words not defined herein shall be governed by the definitions contained in the
IR standards and manuals specified under section 1.11.
1.9 Design Life and Serviceability
1.9.1 Design life of a structure is that period for which it is designed to fulfill its intended
function when inspected and maintained in accordance with agreed procedures. The
assumption of a design life for a structure or component does not mean that the
structure will no longer be fit for its purpose at the end of that period. Neither will it
necessarily continue to be serviceable for that length of time without adequate and
regular inspection and routine maintenance. Design life and serviceability requirements
for the various elements of the structures used in the Project shall be as provided
hereunder.
1.9.2 Civil Engineering Structures
The design life of all major civil engineering structures, such as platforms, concourse,
other parts of Station building, viaducts, bridges, underground works, multi storey
buildings, etc. shall be a minimum of 120 years unless otherwise specified in this
Manual or the Concession Agreement.
1.9.3 The design life of washable apron (ballastless track bed) and all building structures up
to two stories shall be a minimum of 50 years unless otherwise specified in this Manual
or the Concession Agreement.
5
1.9.4 The design life of pavements shall conform to code provisions however; it shall be not
less than 15 years for bituminous pavements and 25 years for concrete pavements.
1.10 Codes and Standards Application
1.10.1 This Manual forms part of the basis of design, construction and operation of the Project
Railway Station in conjunction with other codes, standards, as specified hereunder. In
addition to these manuals, standards and specifications, the project specific
requirements laid down in the Master Plan and Feasibility Report for the station forming
part of the Concession Agreement, rulings by regulatory agencies having jurisdiction,
requirements of the local authorities, project-specific objectives and functional
requirements dictated by site, or other project-specific constraints comprise the overall
requirements for the development of any Project Station. Applicable codes, standards,
and regulations (legal and regulatory requirements) shall be threshold requirements for
the basis of the station design. Conformance and compliance with these regulatory
requirements is the first measure of minimum station design adequacy and performance
of the project.
1.10.2 Indian Railways Standards, Manuals and Specifications as per Clause 1.11 shall be
applicable to the Project. Any other standard, manual or specification referred to in the
Manual and any supplement issued with the bid document shall also be applicable to
the Project.
1.10.3 Latest version of the Codes, Standards, specifications, etc. notified/published at least 60
days before the last date of bid submission shall be considered applicable for the initial
redevelopment of the station. However, any subsequent revision of such codes,
standards and specifications, etc. with respect of operation and maintenance of areas
and activities shall be complied with, by the Concessionaire within 5 years of the bid
submission.
1.10.4 The Concessionaire shall submit its proposal to the IE for review before carrying out the
compliance of any such revision as described in 1.10.3. The terms ‘Ministry of Railways’
and ‘Railway Board’ or any successor or substitute thereof mentioned in these codes,
standards, manuals and specifications shall be considered as synonymous. In case of
any conflict or inconsistency with the provisions of the applicable IR Standards, Manuals
and Specifications, the provisions contained in this Manual and the Specifications and
Standards specified in this Manual shall apply.
1.10.5 In the absence of any specific provision on any particular issue in the aforesaid Codes
or Specifications read in conjunction with the Specifications and Standards contained in
this Manual, the following Standards shall apply in order of priority except in case of fire
system for station where NFPA has over riding priority:
(i) National Building Code (Except in case of fire system for station building where
NFPA has overriding priority over NBC)
(ii) Bureau of Indian Standards
(iii) American Standards, such as NFPA, ASTM, AASHTO (American Association of

State Highway and Transportation Officials), British Standards, International
standards.
(iv) Any other specifications/standards proposed by the Concessionaire and review

and concurred by the IE.
6
1.10.6 All items of track, signaling and over head equipment works shall conform to the Indian
Railways Standards, Manuals and Research, Design, and Standards Organization
(RDSO) Specifications. All items of road works shall conform to Indian Roads Congress
(IRC) Codes and Standards Specifications for Road and Bridge Works, Ministry of
Shipping, Road Transport & Highways (MOSRTH) Specifications. New technology used
in this area that is not currently available in India shall conform to appropriate
International standards.
1.10.7 Alternative Standards and Specifications
The requirements stated in the Manual for the design of the Project Station are the
minimum. The Concessionaire will, however, be free to adopt international practices,
alternative specifications, materials and standards to bring in innovation in the design
and construction provided they are comparable to or better than the standards
prescribed in the Manual. Such a proposal shall be submitted by the Concessionaire to
the Independent Engineer for review, comments if any and concurrence. In case, the
Independent Engineer is of the opinion that the proposal submitted by the
Concessionaire is not in conformity with any of the international standards or codes,
then he will record his reasons and convey the same to the Concessionaire for
compliance. A record shall be kept by the Independent Engineer, of the non-
compliance by the Concessionaire of the minimum Specifications and Standards
specified in the Manual and shall be dealt with in terms of the provisions of the
Concession Agreement. The Concessionaire shall be responsible for adverse
consequences, if any, arising from any such non-compliance.
If the alternate standards affect track, S&T or other railway related electrical installations
the Concessionaire must also through the IE obtain the formal approval for the alternate
standard from MOR.
1.10.8 Statutory Approvals for Electrification Work

For any work that directly affects or is directly affected by the electrification of the
railway lines the following requirements will apply.
Chief Electrical Engineer (CEE)-Zonal Railway

CEE is the Administrative Head of the Electrical Department, with overall responsibility
for efficient working of the department. He is responsible to the General Manager in all
matters pertaining to Electric Traction and Electrical General Services. On behalf of the
General Manager, he directs and supervises all electrical works related to Railway,
whether executed by Divisional Officer or by independent Organization. CEE also
functions as Electrical Inspector to the Government as defined in Section 162(1) of
Indian Electricity Act-2003, in respect of all high voltage electrical installations and
equipment owned by the Railways. This includes all high voltage electrical installations
in the Railway including transmission lines, 25 KV feeder lines, sub-stations, switching
stations which although running outside Railway premises, are, nevertheless, owned by
the Railway. He is responsible for administration of the Electricity Rules in the Railway.
In regard to electric traction installations, in his capacity as Electrical Inspector, CEE is

chiefly responsible for the following:
• Scrutiny and approval of the layout and designs for sub-stations, OHE and other
installations for compliance with the Indian Electricity Act and Rules;
• Inspection of the completed installations, either personally or by deputing his
officers, for compliance with the safety requirements;
• Approval for energizing of the installations;
7
• Statutory inspection of the installations periodically under Rule 46 of the Indian

Electricity Rules;
• Investigation of Electrical accidents and Issuing directives to prevent their
recurrence; and
• Submission of annual report to Central Electricity Authority
1.11 List of Codes and Standards
An indicative list of Indian and International Laws, Codes, Standards, and Specifications
is given below for reference. Actual application of the following codes and standards will
be defined in the respective sections of the manual.
Design
1. National Building Code (India)

2. Ancient Monuments Preservation Act (India)
3. Ancient Monuments and Archaeological Sites and Remains Act, 1958
4. India Disability Act
5. Earthquake Code (India)
6. The Energy and Resource Institute (India)
7. The Indian Electricity Rules, 1956 and The Indian Electricity Act, 2003
8. Indian Electricity Rule 1956
9. Delhi Fire Prevention and Safety Act 1986
10. Inflammable Substances Act 1962
11. Delhi Tree Preservation Act (1994)
12. Guidelines and Space Standards for Barrier Free Built Environment for Disabled
and Elderly Persons, 1998, Centre Public Works Department (CPWD), Ministry of
Urban Affairs and Employment, (India)
13. Indian Standard Hand Book on steel sections Part-I
14. Indian Railway Manual on Design and Construction of well and pile foundations
15. Green Building Council (GBC), (USA)
16. Leadership in Energy and Environmental Design (LEED), USA.
17. NFPA 10 – Fire extinguishers (USA)
18. NFPA 14 – Sprinklers (USA)
19. NFPA 30 – Combustible materials (USA)
20. NFPA 70 – Electrical Installations (USA)
21. NFPA 72 – Alarm and sprinklers (USA)
22. NFPA 90 – Station work shops (USA)
23. NFPA 91 – Ventilation (USA)
24. NFPA 101 – Life Safety Code (USA)
25. NFPA 110 – Emergency back up power (USA)
26. NFPA 130 – Standard for Fixed Guideway Transit and Passenger Rail Systems
(USA)
27. NFPA 220 – Construction Materials (USA)
28. NFPA 251– Ancillary spaces (USA)
29. American with Disability Act (ADA) of 1990
30. Accessibility Guidelines for Buildings and Facilities (ADA Accessibility Guidelines,
ADAAG), 1998 (USA)
31. ASHRAE Handbook Fundamentals (USA)
32. ASHRAE 62.1 – Ventilation (USA)
33. ASHRAE 149-2000 – Ventilation (USA)
34. International Building Code (IBC)
35. ASME – A 17.1, Safety Code for Elevators and Escalators (USA)
8
36. IIEC (International Electrotechnical Commission) 60849:1998, Sound Systems for

Emergency Purposes (USA)
37. American Petroleum Industry (API) Standard 1104 Underground Storage Tank
38. ISO 9001, International Standards Organization, Standard for Quality
Construction
39. Building and other Construction Workers’ Welfare Cess Act, 1996 and Central
Rules, 1998 (India)
40. The Workmen’s Compensation Act, 1923 along with Allied Rules (India)
41. The Payment of Wages Act, 1936 (India)
42. The Minimum Wages Act, 1948 and Rules 1950 (India)
43. Contract Labour Act, 1970 and Rules 1971 (India)
44. Child Labour (Prohibitions and Regulations) Act, 1986 and Rules 1950 (India)
45. Fly Ash Utilization Notification, Sept 1999 as amended in August 2003 (India)
46. Notification, Central Ground Water Board, Act January 1997
47. OSHA (Occupational Safety and Health Administration) Safety and Health
Regulations in Construction (USA)
48. OSHA 18001-1999 – Occupational Health and Safety Management System (USA)
Environmental, Health and Safety
49. Food Safety and Standards 2006

50. The Factories Act (India)
51. Motor Vehicle Act as amended in 1994 and the Central Motor Vehicle Rules, 1989
(India)
52. The Petroleum Act, 1934 and Rules, 1976 (India)
53. Gas Cylinder Rules, 2003 (India)
54. Indian Explosives Act, 1884, along with the Explosives Substance Act 1998 and
the Explosives Rules 1983
55. The (Indian) Boilers Act, 1923
56. The Public Liability Insurance Act, 1991 and Rules 1991 (India)
57. The Mines Act, 1952 (India)
58. Environment Protection Act, 1986 and Rules 1986 (India)
59. Air (Prevention and Control of Pollution) Act, 1981 (India)
60. Water (Prevention and Control of Pollution) Act, 1974 (India)
61. The Noise Pollution (Regulation and Control) Rules, 2000 (India)
62. Notification on Control of Noise from Diesel Generator (DG) sets, 2002 (India)
63. Energy Conservation Building Code (India), 2007
64. Recycled Plastic Usage Rules, 1998
65. Manufacture, Storage, and Import of Hazardous Chemicals Rules, 1989
66. The Hazardous Waste (Management and Handling) Rules, 1989
67. Batteries (Management and Handling) Rules
68. E-Waste Manual 2005
69. Municipal Solid Waste Management rules 2001
70. Bio Medical Waste rules 2001
71. Water (prevention and Control of Pollution) Cess Act 1977 and rules 1978
72. United States Environmental Protection Agency (USEPA) Rules and Regulations
as outlined in Title 40, Code of Federal Regulations (CFR) – Protection of the
Environment.
73. SFPE (Society of Fire Protection Engineers) Handbook (USA)
74. Occupational Health and Safety Advisory Services (OHSAS)
75. Handbook for Transit Safety and Security Certification USTA (USA)
76. IEEE (Institute of Electrical and Electronic Engineers) (USA)
9
77. Transportation Risk Assessment of transportation premises and facilities (UK)

78. ISO 14001, International Standards Organization, Standard for Environmental
Management System
Indian Railways Manuals and Standards
79. Indian Railways Works Manual, 2000

80. Indian Railways Permanent Way Manual
81. Indian Railways Telecom Manual 2007
82. Indian Railways Coaching Maintenance Manual
83. Indian Railway Medical Manual
84. Manual for Fusion welding of Rail by the Alumino-thermic Process
85. Manual for Flash Butt Welding of Rails
86. Manual of glued insulated rail joints
87. Indian Railways Manual of AC Traction Maintenance and Operation, Volume – I
88. Indian Railways Manual of AC Traction Maintenance and Operation, Volume – II
(Part I)
89. Indian Railways Manual of AC Traction Maintenance and Operation, Volume – II
(Part II)
90. Indian Railways Manual of AC Traction Maintenance and Operation, Volume – III
91. Signal Engineering Manual, Part I
92. Signal Engineering Manual, Part II
93. Indian Railways Schedule of Dimensions 1676mm Gauge (BG), Revised 2004
94. All Pertinent IRS Specifications issued by the various Directorates of the Ministry
of Railways (e.g., Signal Directorate, Bridges and Structures Directorate, Track
Directorate, Telecom Directorate, Traction Installation Directorate, Electrical
Directorate, etc.)
95. IRS Bridge Rules for Loading
96. IRS Code of Practice for Steel Bridges
97. IRS Code of Practice for Plain, Reinforced and Pre-stressed Concrete for general
Bridge Construction
98. IRS Code of Practice for the Design of Substructures and Foundation of Bridges
Indian Roads Congress (IRC) Standards
99. IRC 5: 1985 Standard Specifications and Code of Practice

for Road Bridges, Section I -General Features
of Design
100. IRC 6: 1966 Standard Specifications and Code of Practice for
Road Bridges, Section II – Loads and Stresses
101. IRC 11: 1962 Recommended practice for the design of lay
out of cycle tracks
102. IRC 18: 1985 Design Criteria for Prestressed Concrete Road
Bridges (Post-Tensioned Concrete)
103. IRC 19: 1977 Standard Specifications and code of Practice
for Water Bound Macadam
for Road Bridges Section III–Cement Concrete
(Plain and Reinforced)
for Road Bridges, Section VI – Composite
Construction
106. IRC 24: 1967 Standard Specifications and Code of practice
10
for Road Bridges, Section V – Steel Road

Bridges
107. IRC: 32 1969 Standard for Vertical and Horizontal
Clearances of Overhead Electric Power and
Telecommunication Lines as Related to Roads
108. IRC 35: 1997 Code of Practice for Road Markings (With Paints)
First Revision
109. IRC 37: 1984 Guidelines for the Design of Flexible Pavement
110. IRC: 39 1986 Standards for Road-Rail Level Crossings (First
Revision)
111. IRC: 54 1974 Lateral and Vertical Clearances at Underpasses
for Vehicular Traffic
112. IRC 67: 2001 Code of Practice for Road Signs (First Revision)
for Road Bridges, Section VII (Parts 1 and 2),
Foundations and Substructure
114. IRC 79: 1981 Recommended Practice for Road Delineators
115. IRC 83: 1987 Standard Specifications and code of practice
for Road Bridges, Section IX - Bearings Part I
& II: Bearings (Metallic and Elastomeric)
116. IRC 98: 1997 Guidelines on Accommodation of Underground
Utility Services Along and Across Roads in
Urban Areas (First Revision)
117. IRC: 99 1988 Tentative Guidelines on the Provision of Speed
Breakers for Control of Vehicular Speeds on
Minor Roads
118. IRC 103: 1988 Guidelines for Pedestrian Facilities
119. IRC: SP 11 1988 Handbook of Quality Control for Construction
of Roads and Runways
120. IRC: SP: 24 1984 Guidelines on the Choice and Planning of
Appropriate Technology in Road Construction
121. IRC: SP: 31 1992 New Traffic Signs
122. IRC: SP: 35 1990 Guidelines for Inspection and Maintenance of
Bridges
123. IRC: SP: 42 1994 Guidelines for Road Drainage
124. IRC: SP: 50 1999 Guidelines on Urban Drainage
125. IRC: SP: 55 2001 Guidelines for Safety in Construction Zones
126. IRC: SP: 57 2001 Guidelines for Quality Systems for Road
Construction
127. IRC: SP: 58 2001 Guidelines for Use of Fly Ash in Road
Embankments
Bureau of Indian Standards
128. SP 7: 1983 Bureau of Indian Standards.

129. IS 383: 1970 Coarse and fine aggregates from natural
Sources for concrete
130. IS 432: 1982 Mild steel and medium tensile steel bars and
hard-drawn steel wire for concrete reinforcement
(Part 1) Mild steel and medium tensile steel bars
(Part 2) Hard-drawn steel wire
131. IS 453: 1993 Double-acting spring hinges
132. IS 455: 1989 Portland slag cement
11
133. IS 456: 1978 Code of practice for plain and reinforced

concrete
134. IS 457: 1957 Code of practice for general construction of plain
and reinforced concrete for dams and other
massive structures
135. IS 771 (All Parts)1979 Glazed fire-clay sanitary appliances
136. IS 779: 1994 Water meters
137. IS 783: 1985 Code of practice for laying of concrete pipes
138. IS 800: 1984 Code of practice for general construction in steel
139. IS 818: 1961 Code of Practice for safety and health
requirements in electric, gas welding and cutting
operations steel
140. IS 1230: 1979 Cast iron rainwater pipes and fittings
141. IS 1237: 1980 Cement concrete flooring tiles
142. IS 1343: 1980 Code of practice for Pre-stressed Concrete
143. IS 1346: 1991 Code of practice Waterproofing of roofs with
bitumen felts
144. IS 1646: 1982 Code of Practice for fire safety in buildings
(general) Electrical Installation
145. IS 1892: 1979 Code of practice for sub surface investigations
for foundations
146. IS 1893: 1984 Criteria for earthquake resistant design of
structures
147. IS 1904 1986 Design and construction of foundations in
Soils General Requirements
148. IS1905: 1987 Code of practice for Structural use of
unreinforced Masonry
149. IS 1948: 1961 Aluminium doors, windows and ventilators
150. IS 2074: 1992 Ready mixed paint, air-drying, red oxide-zinc
chrome, priming
151. IS 2090: 1983 High tensile steel bars used in prestressed
concrete
152. IS 2114: 1984 Code of practice for laying in-situ terrazzo
floor finish
153. IS 2116: 1980 Sand for masonry mortars
154. IS 2119: 1980 Code of practice for construction of brick-
cum-concrete composite
155. IS 2386(all parts): 1963 Methods of test for aggregates for concrete
156. IS 2430: 1969 Methods of sampling of aggregate for concrete
157. IS 2548: 1996 Plastic seats and covers for water closets
158. IS 2556(all parts): 1994/95 Vitreous sanitary appliances
159. IS 2681: 1993 Non-ferrous metal sliding door bolts (aldrops)
for use with padlocks
160. IS 2720 Methods of Tests for Soils
161. IS 2751: 1979 Recommended practice for welding of mild
steel plain and deformed bars used for
reinforced construction
162. IS 2911 (all parts): 1979 Code of practice for design and construction
of pile foundations
163. IS 2925 : 1984 Specification for Industrial Safety Helmets
164. IS 2950: 1981 Code of practice for design and construction
of raft foundations
165. IS 3370: 1965 Code of practice for concrete structures for the
storage of liquids
12
166. IS 3696 (Part 1) 1987 Safety Code for Scaffolds and Ladders -
Scaffolds
167. IS 3696 (Part 2): 1991 Code of Safety for Scaffolds and Ladders -
Ladders
168. IS 3764: 1992 Excavation Work - Code of Safety
169. IS 3812: 1981 Fly Ash for use as pozzolanans and admixture
of well foundations
171. IS 4081: 1967 Safety Code for Blasting and Drilling Operations
172. IS 4082: 1996 Recommendations on stacking and storage of
173. IS 4130: 1991 Demolition of Buildings – Code of Safety
174. IS 4326: 1993 Earthquake resistant design and construction
of buildings – code of practice
175. IS 4912 : 1978 Safety Requirements for floor and wall
openings, railings and toe boards (first revision)
176. IS 4925: 1968 Concrete batching and mixing plant
177. IS 4926: 1976 Ready mixed concrete
178. IS 5121 : 1969 Safety Code for Piling and Other Deep
Foundations
179. IS 5878 : 1970 Code of practice for construction of Tunnels
180. IS 5916 : 1970 Safety Code for construction involving use of hot
bituminous materials
181. IS 6403: 1981 Code of practice for determination of bearing
capacity of shallow foundations
182. IS 6994: 1973 Specification for Industrial Safety Gloves
183. IS 7205: 1974 Safety code for erection of structural steel
work
184. IS 7293: 1974 Safety code for working with construction
machinery
185. IS 7861: 1975 Code of practice for extreme weather
concreting
(Part 1) For Hot Weather concreting
(Part 2) For Cold Weather concreting
186. IS 7969: 1975 Safety code for handling and storage of
building materials
187. IS 8989: 1978 Safety Code for Erection of Concrete Framed
Structures
of diaphragm walls
189. IS 9595: 1996 Recommendations for metal arc welding of
carbon and carbon manganese steels
190. IS 9762: 1994 Polyethylene floats (spherical) for float valves
191. IS 10262: 1982 Recommended guidelines for concrete mix
Design
192. IS 10379: 1982 Code of practice for field control of moisture
and compaction of soils for embankment and
subgrade
193. IS 10500: 1991 Drinking Water
194. IS 11972: 1987 Code of Practice for safety precautions to be
taken when entering a sewerage system
195. IS 12349: 1988 Fire Protection – Safety Signs
196. IS 13415: 1992 Code of safety for protective barriers in and
around buildings
197. IS 13416 (all parts):1992 Recommendations for preventive measures
13
against hazards in the workplace, Part 1, Falling

material hazards protection
198. !S 13428: 2005 Packaged Natural Mineral Water - Specification
199. IS 13430: 1992 Safety During Additional Construction and
Alteration to Existing Buildings - Code of Practice
200. IS 13583: 1993 Code of Practice for training of Crane Drivers Part
1 General
British Standards
201. BS EN 166: 1996: Personal eye-protection. Specifications

202. BS EN 169: 1992: Specification for filters for personal eye protection
equipment used in welding and similar operations
203. BS EN 175: 1997 Personal protection. Equipment for eye and face
protection during welding and allied processes BS
EN 345: Safety footwear for professional use
204. BS EN 352 (all parts): Hearing protectors. Safety requirements and
testing
205. BS EN 353: Personal protective equipment against falls from a
height. Guided type fall arresters
206. BS EN 354: 1993 Personal protective equipment against falls from a
height. Lanyards
207. BS EN 355: 1993 Personal protective equipment against falls from
a height. Energy absorbers
208. BS EN 358: 1993 Personal equipment for work positioning and
prevention of falls from a height. Work positioning
systems
height. Retractable type fall arresters
height. Full body harnesses
height. Connectors
height. Fall arrest systems
height. Test methods
height. General requirements for instructions for
use and for marking
215. BS EN 795: 1997 Protection against falls from a height. Anchor
devices. Requirement and testing
216. BS 812: Testing Aggregates (Parts 117 to 119)
217. BS EN 1263: Safety nets
218. 1263-1: 1997 Safety requirements, test methods
219. BS 1377 (all parts): Methods of Test for Civil Engineering Purposes
220. BS: 1881 Methods of testing concrete
221. BS: 3148 Water for making concrete
222. BS: 3797 Light weight aggregate for concrete
223. BS: 4550 Methods of testing cement
224. BS: 4870 approval testing of welding procedures
225. BS: 4871 Approval testing of welders working to Approved
welding procedures
14
226. BS: 4872 Approval testing of welders when welding

procedure approval is not required
227. BS: 5075 Concrete admixtures
228. BS: 5400 (all parts): Steel, concrete and composite bridges
229. BS 5531: 1988 Code of practice for safety in erecting structural
frames
230. BS 5607: 1988 Code of practice for safe use of explosives in the
construction industry
231. BS: 5896 High tensile steel wire and stand for the pre-
stressing of concrete
232. BS 5930: Code of Practice for Site Investigations
233. BS 6031: Code of Practice for Earthworks
234. BS 6164: 1990 Code of practice for safety in tunneling in the
construction industry
235. BS 6349: Code of Practice for Dredging and Land
Reclamation
236. BS 7121 (all parts): Code of practice for safe use of cranes
237. BS 7671: 1992 Requirements for electrical installations. IEE Wiring
Regulations. Sixteenth edition
238. BS 8000 (Part 4): Code of Practice for Water Proofing
239. BS 8000 (Part 5): Code of Practice for Below Ground Drainage
240. BS 8002: Code of Practice for Earth Retaining Structures
241. BS 8004: Code of Practice for Foundations
242. BS 8081: Code of Practice for Ground Anchorages
243. BS 8093: 1991 Code of practice for the use of safety nets,
containment nets and sheets on constructional
works
244. BS: 8301 (Section-5) Code of practice for building drainage
Other Standards /Publications
245. UIC/772-R: The International Union of Railways Publication

246. Food Safety and Standards Act 2006
247. Indian Telecom Manual 2007
ASTM Standards
248. ASTM D-1075 Effect of water on cohesion of compacted

bituminous mixtures
249. ASTM D-1143 Test method for piles under static axial comp. test
250. ASTM D-1556 In-situ density by sand replacement
251. ASTM D-1559 Test for resistance to plastic flow of bituminous
mixtures using Marshall apparatus
252. ASTM D-3689 Testing method of testing individual piles under
static axial tensile load
253. ASTM D-4945 Test method for high strain dynamic testing of piles
Ministry Of Shipping, Road Transport and Highways (MORSTH) Publications
254. MOSRTH Specifications for Road and Bridge Works 2001 (Fourth Revision)
255. MOSRTH Standard Plans for Single, Double and Triple Cell Box Culverts with
and without Earth cushion.
256. MOSRTH Type Designs for Intersections on National Highways-1992
257. Manual for Safety in Road Design
15
Section 2
Planning and Design Principles
Section 2 Planning and Design Principles
16
2.0 PLANNING AND DESIGN PRINCIPLES
2.1 Basic Principles

This section is intended to provide the basic principles on which detailed standards and
specifications called for in other sections of this Manual are based. These are the
overriding principles for the design of stations and in case of any conflict with any
specific standard and specification specified in the Manual, requirements specified in
this section shall prevail. Station designer may supplement the standards and
specifications specified from Section 3 to 7 with other suitable requirements from Codes,
Manuals, and Specifications specified in this Manual while complying the Planning and
Design Principles specified herein as per section 1.10.7. Use of these principles enables
the Station designer to maintain a degree of flexibility and creativity in meeting the
objectives of the Station Project specified in the Concession Agreement. The primary
goal is to provide a safe, reliable, cost-effective, with easy maintenance and customer-
oriented public transportation system. The design of station facilities must therefore
address the issues identified here in.
2.2 Architectural Vision

Transportation structures have traditionally been the great buildings of urban society. In
the major cities of the world, oldest cultures with some of the greatest classical
architecture are part of its architectural heritage. . There should be a clear awareness of
the importance and value of this along with a clear vision of the future. Railway Station
is major gateway and entrance to a city. The station should reflect the character, life
style or background of the city or community in which it is located. Hence, a Station
building should in its design reflect the culture, historical background and life style of the
people of that area. The redeveloped stations, of each Indian city should effectively
play a key role in providing the first impression of the city to the visitors arriving by train.
The key elements of this vision must, integrate a harmonious and elegant architectural
statement with a comfortable and efficient passenger experience, ease of movement,
security, safety and accessibility.
The Concessionaire may utilize the redevelopment opportunity to include related

amenities that will also serve non-passengers, generating revenue as well as creating a
facility that will enhance the urban character unique to each city and locality. However,
these amenities shall not be considered at the expense of train travelers comfort,
efficiency of station and train operations and the effective administration of the Indian
Railways.
Following shall be the key elements of the architectural vision of the Station:
1. Maximum Passenger Convenience
2. Safety and Security
3. Fast and Efficient Passenger Flow
4. Flexible Interiors
5. A World Class Icon
2.3 Objective of the Station Project

2.3.1 The objective of the Station Project to be developed through this Manual is to upgrade
the existing Station and its surroundings or build a new Station into a world class
passenger terminal in a manner which ensures:
17
1. Superior services to passengers for the design passenger volume specified in the
CA;
2. Superior train operations (including allied services e.g., parcel, posts etc.) and
maintenance facilities affording greater flexibility and enhanced operational
efficiency for IR;
3. Smoother and safer road traffic flow to and from the station, superior road
connectivity with the city and adequate parking within the station premises;
4. Modern and improved offices, residential quarters and other facilities for railway
staff on the railway land surrounding the station;
5. Overall improvements in the urban standards of the area for residents and road
commuters;
6. Creation of an urban icon and standard-bearer of a modern vibrant city suiting to

its architectural heritage;
7. Least possible inconvenience to passengers, road commuters and residents

during construction; and
8. Harmonious and complementary co-existence of the railway terminal and the real
estate proposed to be developed.
2.3.2 Station projects may include commercial or mixed use development in association with
the development of the station. This manual only addresses the requirements of the
station complex. No aspect of the commercial development shall affect the construction,
access, or operation of the station. In the event that the station and commercial
development share any portion of the structure all services and utilities for the station
shall be separate and distinct, all fire and life safety aspects of the station shall be
achieved independent of the commercial development (i.e. egress, fire separation), all
access shall be separate and distinct (i.e. drop off, station entrance) and shall not be
limited in any way visually or physically by the commercial development. Should any
portion of the shared structure go through the station building (i.e. structural elements,
utilities) the maintenance of those elements and any portion of the station structure they
affect will be the responsibility of the commercial development in perpetuity and shall be
duly reflected in any title drawn and/or issued to the affected portion of the commercial
development.
2.3.3 Compliance to the requirements specified in this Manual should generally lead to the
achievement of above Objective of the Station Project. However, any interpretation or
clarification in case of any conflict among various requirements specified in this Manual
shall be subject to the stations design’s ability to achieve the objectives specified above.
2.4 Basis of Design

Station shall be designed for peak daily and hourly passenger flow in the design year
specified in the Concession Agreement and outlined in section 1.5.1. In the absence of
such criteria in the CA assume a design year horizon of the proposal year plus 40 years.
Station shall be designed to facilitate safe and effective entry and exit of trains, and
systematic, safe and efficient collection and dispersal of passengers at the Station.
Design of Station shall focus on fully supporting all of the MOR’s operations at the
18
station and providing a safe, secure, convenient and comfortable environment for
passengers and MOR employees.
2.4.1 Passenger Safety and Security

The Station design should promote both real and perceived security for the passenger.
Passengers using the Station premises must feel safe in terms of their environment, co-
passengers, and staff. The passenger must feel free to seek assistance from any
Station staff or the security personnel. Use of the premises of the Station building must
be defined from the safety and security aspects for the passengers. Stations should be
designed to minimize the possibility of accidents. Particular attention must be paid to the
more accident-prone areas, such as the platform and vertical circulation elements,
where customer-use characteristics may result in a greater possibility of injury. To the
extent practicable, Stations should be designed to be safe and secure without
depending on technology and equipment. For security and safety reasons, all
pedestrian routes should be well lit and designed with good visibility. Pedestrian routes
of travel shall be direct, well lit and clearly defined. Station designs shall incorporate
details for maximum accessibility while providing the maximum degree of security
protection from crime, attack, and unauthorized entry. The general requirements for this
are outlined in Section 4.2 of this manual.
2.4.2 Passenger Convenience and Comfort

Station must be provided with all the necessary as well as desirable amenities for the
customer/passenger. Amenities should not be limited to the necessary ones, such as
public toilets, water points, rest rooms, availability of train information and enquiry
counters. They should also include retails, convenience stores, food courts, ATMs and
the like. Amenities should be distributed uniformly throughout the public space of the
station, and not be concentrated particularly at the entry/exit points where they will
interfere with passenger movement. They should be arranged in such a way to help in
decentralizing of customer volume and facility maintenance. The design of the Station
shall allow maximum customer comfort and convenience. The designer must keep in
mind the fact that the transit passenger is a customer and that a primary goal of the
Station design is to create a comfortable, convenient, and attractive environment that
attracts and retains customers. Design issues that contribute to this include:
1. the minimization of customer travel distances;
2. the provision of pedestrian routes that are as logical and direct as possible;
3. the provision of assisted locomotion (elevators, escalators, moving walkways)

where appropriate and feasible to speed customer flow and assist the mobility
impaired or burdened customers; and
4. The provision of adequate customer amenities.
The Station shall be designed to enhance the aesthetic and environmental qualities of
the path between the station entrance and platform to assure transit customers a
pleasant and positive travel experience.
2.4.3 Economy, Efficiency, and Effectiveness

Station designs must demonstrate an efficient use of space, material, and structure,
which aesthetically integrates lighting, communications, ventilation, electrical, and
mechanical systems. The Station design must meet the functional requirements of the
Project while maximizing value for the public.
19
2.4.4 Precedence of Design Documents

The Concessionaire will be provided with a series of documents on which to base the
design of the station. Those documents are to be viewed in the following order of
precedence when determining priority of requirements or with conflicting directives.
1. Concessionaire Agreement
2. Technical Schedules attached to Concessionaire Agreement
3. Manual of Standards and Specifications
4. Master Plan and Feasibility Report
2.5 Functional Design

2.5.1 Station shall be designed to achieve full weather protection to every
passenger/customer who enters the station building.
2.5.2 All platforms should be parallel, of same length and in rectangular alignment. See
Section 3. Arrival and departure concourses should be centrally located below and or
above the platforms respectively for complete segregation of arriving and departing
passengers and similar travel distances for every passenger.
2.5.3 Platforms and departure concourse should each have a common roof with unobstructed
large span structural systems that provides where feasible column free space and
unobstructed vision across the length and breadth of platforms and concourse.
2.5.4 Station interiors shall be designed with partition walls that are amenable for flexible
space usage for retails, offices, and other passenger amenities.
2.5.5 Material finishes of elements, such as flooring, walls, structures, furniture, sanitary
fittings, etc. within the public areas of the Station where surfaces either come in direct
physical contact of passengers or are visible to them should be highly durable, need low
maintenance, less frequent cleaning, and be less amenable to catch dust or cobwebs.
See Section 4.6.
2.5.6 Facades must provide maximum amount of natural light feasible. Considerations should
be given to both traditional as well as contemporary material to achieve these goals.
2.5.7 All passenger areas shall be provided with wall and ceiling finishes which do not create
echo and further enable an environment that allows all public announcements to be
audible to people everywhere during the maximum rush period. See Section 4.8.
2.5.8 Passengers should be afforded fresh air and comfortable temperatures in all seasons,
through necessary environmental systems in all public areas, see Section 5.5. The
station design should maximize the use of natural light and ventilation, see Section 5.2.
2.6 Design Approach and Hierarchy

2.6.1 Design Priority
Design of Railway Station should be done from whole to part, acknowledging the implicit
hierarchy of following three categories/orders, each with their own design
considerations:
1 Primary Order - Describes the creation of Station volumes through large-scale

engineering. Yard alignment, number and size of platforms, size and location of
20
concourses, road networks dissipating the originating/terminating road traffic into

the city, capacity of parking, traffic circulation, size of real estate at the station,
etc. fall under this category and shall be designed at the primary stage for the
Design passenger volume.
2 Secondary Order - Building components, such as detailing of concourse space,

facilities for passengers, operational offices, staircases, escalators, elevators,
passageways, entry, exits, roof, ceilings, walls, modal split of parking, type of
real estate, development service ducts, etc. fall under this category and shall be
designed at the secondary stage for the profile of passengers using the Station;
3 Tertiary Order - Subsidiary products and components layered over secondary

elements to activate and animate stations fall under this category. This includes
passenger information system, seating, lighting, advertising, handrails, etc. and
shall be designed at the tertiary stage for bringing life and animation in the
Station space.
2.6.2 Architectural Heritage and Preservation

2.6.2.1 In India, most of the station buildings were built in the late19th century. Some of
them are now designated as heritage structures and need to be preserved. The Station
design shall incorporate their preservation and reflect in their aesthetics in the
surrounding environment. The new station design shall not isolate the existing heritage
structures. The Archaeological Survey of India (ASI) under the provisions of the Ancient
Monuments and Archaeological Sites and Remains Act, (AMASR Act) 1958 protects
monuments, sites and remains of national importance. Concessionaire has to check,
whether the monuments/structures under station complex are protected by AMASR Act,
1958 and if they are protected by above then his subsequent action should be in
conjunctions with provision of above act.
2.6.2.2 Station designers of stations whose redevelopment may affect historical areas or
structures, potential impact zones should clearly identify such before any deign work is
initiated. The Design Team shall develop a design program which identifies those
agencies or citizen groups which are likely to be involved and the procedures to be
followed for approach of design. The program should also identify significant
architectural features which should be taken into account in station and site design. If a
portion of a historic structure is to be retrofitted to accommodate a station, security and
safety features necessary to preserve the significant historic characteristics of the
structure shall be incorporated into the station design.
2.6.3 Circulation and Space Planning

The Station design shall provide sufficient circulation elements to allow for the free and
safe flow of passengers. Space shall be provided for queuing at all circulation and
passenger service elements. The queuing areas should provide sufficient space for
passengers to queue at all circulation elements, service areas and decision points
without disrupting the movement through other passenger flow routes.
2.6.4 Urban Integration

Station entrances provide the link between the Railway Station and the surrounding
streets and structures; the entrance must reflect the distinct requirements of both.
Station entrances shall provide safe and convenient access to the station for customers
while enhancing the surrounding urban environment. In most Indian cities where a
railroad enters the city from one end and exits from the other, the city landscape is
divided by the railroad track and right of way. In an effort to mitigate such division, the
21
MOR requires that the Concessionaire integrate such divided cityscape on both end of
the station along the railroad for up to one kilometer at a minimum or as called for in the
CA.
2.6.5 The Efficient Movement of Customers/Passengers

The design of the Station shall allow for a free-flow of passengers to avoid a buildup of
dangerous congestion within the Station, in particular, on platforms and escalators.
Travel distances shall be minimized. Travel routes should be as direct as possible. After
customer safety and security, moving customers efficiently through the Station to and
from trains is the highest priority of the Station design. Customer flow will take
precedence over other Station functions and non-transit facilities in the Station design.
From the moment a customer enters the Station premises until he exits, movement must
be unimpeded. Each function should have distinct areas and space must be allotted
according to the priority of the function. The highest allocation of area must be made for
free circulation. Incoming and outgoing volume of passenger must be handled
separately. To reduce the waiting passenger’s interference into the circulation area,
adequate waiting space is to be provided. See Section 4.5.
2.6.6 Transfers and Interchanges with Other Modes of Transportation

The Stations should be merging with the other existing transportation systems. Railway
Station design shall facilitate convenient transfers to other Mass Transit System lines
and modes of public transportation toward a goal of achieving a seamless local and
regional inter-modal public transportation network. The surrounding areas must be
planned and designed to maximize free flow traffic movement, and to avoid traffic jams
inside and outside the Station campus. Customer must be provided with enough options
to leave the station campus as they complete their journey, it could be in the form of
regional buses, taxis, auto-rickshaws or the Mass Rapid Transit System (MRTS). All
these services must be available to customer within walking distance of 500. See
Section 4.5.
2.6.7 Accessibility
The station should provide ease of access for all travelers by minimizing physical and
psychological impediments to their use of the Station. The positioning and character of
the Station’s access points will have a critical influence in satisfying this requirement.
The Station design must comply with the requirements of Indian Disability Acts (IDA),
and the relevant provisions of American Disabilities Act (ADA) that prescribe the specific
configurations and requirements for public facilities to accommodate persons with
physical impairments. See Section 4.3.
2.6.8 Visibility and Orientation

Clear unobstructed routes for pedestrians circulating through the Station are of the
utmost importance, and direct sightlines for all pedestrians and staff are essential.
Pedestrians should be able to orientate themselves visually within the building at all
times. Decision points, such as ticketing areas, vertical circulation elements, and
diverging paths shall be located such that they are clearly identifiable and perceived as
part of a logical sequence of travel through the building. Visual connections should be
as consistent as possible throughout the building (see Section 4.5). The Station
architecture itself shall be the primary means of navigating a path through the building,
supported by signage and graphics (see Section 4.9).
22
2.7 Environmentally Responsible Design and use of Materials and Resources

2.7.1 A primary objective of the station design will be environmental acceptability,
sustainability and energy efficiency. Station designers will create an environmentally
responsible Railway Station that exceeds current standards and practices within the
transit industry, creates a healthier, more ecologically responsible Station environment,
and complies with all applicable environmental laws. Materials used in the station
complex must be eco-friendly. The building should be energy efficient. Rain Water
Harvesting, use of Solar Panels for electricity and Waste Management are options to
reduce the energy requirement for the Station building. Green/landscaped area must be
increased and coordinated with the pedestrian and vehicular traffic. These
environmental goals will be achieved through application of the Five Pillars:
1. Energy Efficiency
2. Material and Resource Conservation
3. Indoor Environmental Quality (IEQ)
4. Best Operation and Maintenance
5. Water Conservation and Site Management
The specific objectives and strategies to meet these goals are outlined in Section 5.2.
2.7.2 A preliminary environmental assessment shall be conducted on the proposed

development Site based on existing information and reports prepared within the past 30
years to determine the critical environmental issues that need to be accommodated in
the station complex development. Prior to completion of project a complete
Environmental Impact Assessment (EIA) as per the requirements of the Ministry of
Environments and Forests must be completed and approved by the State Authority
having jurisdiction. See section 5.2.
2.8 Division of Operational Responsibility
Concessionaire and MOR will both have operational responsibility in the station
structure. The design of the station should reflect this division and ensure that the
station layout facilitates MOR’s execution of their role in support of the concessionaire’s
operation of the station and can efficiently execute their role in railway operations.
Following is a table that delineates their respective roles.
2.8.1 Operational Activities Railways:
1. Train operation
a) Train reception/Dispatch (working of power cabin)
b) Placement/removal of coaching rake in/from washing lines and stabling
lines including releasing of rake by TXR
c) Shunting operation including loco movement,
d) Traction changing
e) Crew management which includes, booking, signing off, crew changing
involving handing over and taking over of the locomotive.
f) Delivering of caution order and other documents to driver/guard
g) Operation during emergency: track failure, signal failure, derailments etc.
23
2. Infrastructure Operation and Maintenance

a) OHE operation and maintenance
b) Signal operation and maintenance
c) Track maintenance
d) Electricity supply for Traction, Signal, Coach and locomotive
maintenance depot area.
3. Coach maintenance
a) Washing Line Operation
b) Cleaning of Coaches
c) Sick Line Operation
d) Watering of coaches
e) Train cleaning including system of clean train station
f) Pre-cooling and battery charging of coaches in platform lines and
washing and stabling lines.
g) Rolling in examination at both ends of platform for all lines.
h) Continuity check of brake power and issue of Break Power Certificates
(BPC).
i) Axle box feeling (if not covered in rolling in examination)
j) Toilet discharge collection facilities (trains with biodegradable and
vacuum collection type toilets).
k) Train examination of passing trains rolling in examination.
4. Locomotive Operation
a) Fuelling of locomotives
b) Locomotive out pit operation and maintenance
c) Attaching/detaching locomotive
5. Information System
a) Coaching operation Information system
b) Coach cabinet office working
c) Announcements on Passenger Address (PA) system
d) Train announcing
e) Train Enquiry
6. Ticketing/booking
a) Parcel booking
b) Unreserved/reserved ticketing
c) Feeding of quota/charting
d) Booking at current counter
e) Luggage booking
f) Ticket Checking
7. Tourism & catering services

a) On-board Catering including base-kitchen and servicing facilities for on-
board catering.
b) Bed-roll storage and services to AC coaches in trains (both originating
and terminating).
24
c) Specified catering stalls, book stalls and miscellaneous passenger

related stall in the passenger in the platforms/ concourse area.
d) Tourist reception centre management
e) Yatri Niwas and budget hotels built by railways
f) Supply and distribution of bottle drinking water
g) Food courts, catering stalls of IRCTC relocated in the redeveloped
station.
8. Train Services
a) Provision of PCP sets, fire extinguisher, stretcher, first aid box to the
guard
b) Posting of charts and delivery of chart to train conductor
c) Feeding of Platform nomination in Coach Guidance system
d) Handling of driver /guard boxes
9. Parcel Activities
a) Parcel handling
b) Activities of SLR/VPU lease holders
10. Security
a) Security of Railway installations by RPF/GRP
b) Crime prevention/control by RPF/GRP
2.8.2 Non Operational Activities Concessionaire
1. Utilities
a) Water supply including water-harvesting/recycling facilities.
b) Electricity Supply except for Traction, Signal, Coach and locomotive
maintenance depot area.
c) Drainage Management
2. Passenger Utilities
a) Communication systems operation and maintenance.
b) Cloak room management
c) Operation and Maintenance of Pay & use toilets/showers
d) Provision of Cyber Cafes/ATMs
e) Book stalls and miscellaneous stalls in commercial areas of the station
other than those in the passengers concourse
f) Food Courts, Catering stalls, other than those in the platforms/passenger
concourse.
g) Waiting room (free)
h) Paid Lounges
i) Escalator/lift upkeep and operation
j) Supply and distribution of potable and non potable water including
operation and maintenance of pumping installations, excluding bottled
water.
k) Emergency medical care facilities.
3. Cleaning
a) Station Cleaning including cleaning of washable aprons.
25
b) Staff offices and other building cleaning

c) Garbage collection and disposal
4. Inter modal Connectivity

a) Parking management: four wheeler, two wheeler
b) Pre paid taxi/auto rickshaw
c) Maintenance of circulating area and approach roads including parking
area
5. Building Services
a) Maintenance of station lighting, ventilation, air conditioning, power supply
substation
b) Station building maintenance and buildings.
c) Renovation and up gradation of infrastructure.
d) Development and maintenance of drainage system and sewerage
system for yard and circulating area.
e) Landscaping of the station complex including horticulture
f) Provision of station furniture and its repair.
g) Maintenance of parcel-handling conveyors (to be remunerated by
payment of specified charges per parcel.)
6. Railway Staff services

a) Maintenance and cleaning of railway staff office
b) Crew running room management including house keeping, maintenance
& catering.
7. Commercial development
a) Licensing in passenger & concourse area (excluding platforms) except
for the area reserved for Railway use or its Corporations such IRCTC.
b) Advertising
8. Security and Safety

a) Access control systems including passenger gets/turnstiles, if any
b) Security surveillance system
c) Fire safety
d) Luggage & parcel scanners.
9. Others
a) Management of Registered Porters and trolley operations.
26
Section 3
Platform Geometry and Services
Section 3 Platform Geometry and Services
27
3.0 PLATFORM GEOMETRY AND SERVICES
3.1 Introduction
This section lays down the standards for geometric design and other general features for
the construction of a new or redeveloped world class stations. As far as possible, uniformity
of design standards shall be maintained throughout the railway station. The Indian
Railways Schedule of Dimensions 1676 mm Gauge (BG), 204, will be used to determine
the minimum and maximum dimensions in the design of the new tracks and structures for
the new or redeveloped station.
3.2 Platform Type

Generically, all platforms can be classified as center-loaded (center platform, sometimes
referred to as an “island” platform) or side-loaded (side platform) relative to the train. Other
platform types are variations or combinations of center and side platforms.
3.2.1 Center Platforms

Center platforms are preferred in most cases. Center platforms are located between tracks;
passengers board and alight from either side of the platform. In determining emergency
egress capacity any platform that can serve as noted above will assume 2 trains
discharging simultaneously see section 4.5.
Fig.1 of 3.2.1. Centre platform (Plan)
Fig. 2 of 3.2.1. Center platform (Section)
3.2.1.1 Advantages of center platforms include:
1. Deferred directional decision-making, which simplifies wayfinding, free flow of

customers, and cross-platform transfers.
2. More efficient use of space and VCEs, since customers traveling in both directions
can share platform space and VCEs.
3. Platform width that may be less than combined width of equivalent side platforms;
the resulting station may be smaller and less expensive.
4. Spacing between tracks can be wider to accommodate crossovers.
5. Fewer elevators to the platform level are required to provide equivalent accessibility.
28
6. Possible reduction in the need to cross oncoming traffic (in order to reach
vertical circulation) when a single concourse is provided.
7. Ability of passengers to change train directions without crossing tracks and
changing levels.
3.2.1.2 Disadvantages of center platforms include:
1. Queuing for vertical circulation must mix with queuing for vehicle boarding
along the platform.
2. Limited options for elevator placement (than for side platform stations) since
elevators must be placed in the center of the platform width.
3. Less accessible wall area available for signage, advertising, and art.
4. Limited flexibility for future expansion (future connections, capacity, space,
VCEs).
5. Less ability to accommodate increased vertical circulation demands and
surges in reverse commuters.
3.2.2 Side Platforms

Side platforms provide access to trains along one side of the track. The passenger must
decide between platforms based on their direction of travel prior to descending to platform
level.
Fig. 3 of 3,2,2 Side platform plan (section)
3.2.2.1 Advantages of side platforms include:
1. Increased flexibility in locating emergency egress and VCEs

2. Ability to accommodate high-volume, bidirectional customer flows while avoiding
bidirectional conflicts
3. Potentially greater capacity for vertical circulation and emergency egress, since it is
generally possible to provide more vertical circulation devices
4. Better accommodation of long-term ridership changes (such as increases in the
number of reverse commuters)
29
5. Better accommodation of queuing at VCEs, due to reduced conflict with queuing at

platform edge
6. Greater flexibility for future expansion
7. More wall area available for signage, advertising, and art; easier wall access
3.2.2.2 Disadvantages of side platforms include:
1. Need for directional decisions to be made prior to descending to the platform, in

order to avoid backtracking and delay
2. Need for clear signage to be provided so that customers can select the appropriate
platform
3. Need for passengers to change levels and cross tracks to change train directions
4. Less space efficiency, resulting in wider stations (minimally sized platforms meeting
requirements under NFPA 130 will be larger than a single minimally sized center
platform)
5. Greater number of VCEs for equivalent capacity
3.2.3 Other Platform Configurations
As noted above, most other platform configurations are simply the variations on the center
or side platform configuration. This section offers a brief description of several of these
configurations.
3.2.3.1 Split-Level Platform Stations
Split-level platform stations have side platforms (e.g., in- and outbound) located at different
levels—typically due to alignment or site constraints. Design considerations are similar to
normal side platform stations. One platform shall not be used as a path of circulation to the
other.
Fig. 4.of 3.2.3 Split-level platform (section)
30
3.2.3.2 Stub Terminal Stations
Stub terminal stations (e.g., Chattrapati Shivaji Terminus, Mumbai; Howrah Station) have
center or side platforms (or combinations of both) at which the tracks dead-end, allowing
passengers access from the dead-end of the platform(s). Pinched loop platforms have the
advantages and disadvantages of center and side platform stations, depending on their
configuration. They have the added advantage of high capacity ingress and egress from the
platform end, making them particularly suitable for large passenger flows, special events,
and end-of-line stations.
Fig. 5. of 3.2.3 Stub terminal platform plan (e.g., Chattrapati Shivaji Terminus, Mumbai: suburban platforms)
3.2.3.3 Flow-Through Platforms
Flow-through platforms allow passengers to board and alight the train from dedicated
platforms, thereby eliminating conflicting passenger flows. Flow-through platforms speed
boarding and alighting and therefore reduce vehicle dwell time at the platform. Flow-through
platforms are not typically used due to cost and operational considerations, but they may
have applications where very high passenger volumes and/or unique passenger
characteristics (e.g., a high percentage of passengers with bags) require that the station
designer minimize cross-flows on the platform and dwell times.
Fig.6 of 3.2.3. Flow-through platform plan
Fig 7 of 3.2.3 Flow-through platform section
Advantages of flow-through platforms include:

1. Unidirectional customer flow, which eliminates conflicts between boarding
and alighting customers
31
2. Facilitation of movement of customers with baggage

3. Greater capacity for vertical circulation and emergency egress
Disadvantages of flow-through platforms include:

1. Less efficient use of VCEs
2. Operational complexities
3.3 Platform Requirements

Configuration and dimensions of platforms will conform to the requirements specified in
Section 4.5.4. The platform length shall be uniform width as determined by the LOS
established in Section 4.5. The length shall accommodate the train (26 coaches as per the
Indian Railways’ future plans for the standard number of coaches/train) and two locomotives
at each end.
3.3.1 Station Services

The platform and track areas within the station shall provide services for trains that may
require support as they pass through. The following chart outlines the services required for
each train. Please note that between trains there shall be a lighted maintenance walkway
on the tracks of at least 1 m between coaches where these services will be provided.
Table 1 of 3.3.1 STANDARD FACILITIES AT PLATFORM
Service Facility Requirement

1 415 V, 10 amp 3Ph. Pre-cooling point. (one for every
two coaches).
2 110 V 25 amps. DC battery charging points (One for
every two coaches) with retractable quick coupling
connections.
3 750 V, 500 Amp, power supply point at both ends on
overhead header with retractable quick coupling
connections.
4 Fuelling points at both ends
5 Water points 2 per coach with flexible hose to reach the
input of the coach tanks (located at the ends or middle
of the coach) on mounted supply line.
6 High intensity lighting toward coach undercarriage at
both ends of station platform for visual inspection of
coaches at ground level with minimal restrictions/
hurdles after lighted maintenance walkway of at least 1
m. This inspection may also require in some stations
heat/temperature sensors at axle box level and camera to
view bogies.
7 Facilities for removal form coaches and disposing of
discharge form bio degradable or vacuum retention
toilets in the coaches.
3.3.2 Examples of Standard Schedule of Dimensions.
Examples of minimum dimensions, as stated in the IR schedule of Dimensions are provided

below.
32

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FIG. 8 OF 3.2.2 : STANDARD DIMENSIONS FOR TUNNELS & THROUGH GIRDER BRIDGES
2009 DEVELOPMENT OF WORLD CLASS STATIONS SCHEDULE
Vol 1 I - CHAPTER I 125

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FIG. 9 OF 3.2.2 : STANDARD DIMENSIONS FOR TUNNELS & THROUGH GIRDER BRIDGES
TO SUIT 25 k.V.A.C. TRACTION SCHEDULE I CHAPTER I

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SCHEDULE
2009 DEVELOPMENT OF WORLD CLASS STATIONS Vol 1 I - CHAPTER I 128

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FIG. 13 OF 3.2.2 : STANDARD DIMENSIONS IN STATIONS TO SUIT 25 k.V.A.C. TRACTION

2009 DEVELOPMENT OF WORLD CLASS STATIONSSCHEDULE
Vol 1 I - CHAPTER II 130

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FIG. 14 OF 3.2.2 : INFRINGEMENTS OF SCHEDULE - I FOR 3660 mm GOODS STOCK &
NEW STANDARD LOCOMOTIVES IN EXISTING TUNNELS ONLY
Section 4
Station Design
Section 4 Station Design
33
4.1 GENERAL
4.1.1 Unless stated otherwise in this Manual, the whole of architectural works for the Project
Station shall be constructed to comply with the relevant laws and regulations of the
Indian Government or the State Government in which the Station is located, as well as
complying with the requirements of the local authorities, Fire Regulations, and such
other additional requirements as may be stated in the Manual elsewhere and in the
Concession Agreement.
4.1.2 Unless stated otherwise in the Manual the design requirements relating to fire safety
and escape shall be generally in accordance with NFPA 130 Standard for Fixed Guide
way Transit Systems.
Section 4 Station Design
34
4.2 SAFETY AND SECURITY
4.2.1 Introduction
This chapter addresses static and traditional threats to the safety of people and
facilities. It also outlines briefly dynamic temporary threats from non traditional sources.
The objective is to minimize the potential impact on passengers and minimize
dependency on technology and equipment. It contains the following:
1. Station perimeter - definition of separation between station operating area and

remainder of station complex which will include other structures.
2. Appropriate features to support life safety and security strategy.
3. Conformance with appropriate fire and life safety codes
4. Provisions regarding sufficient areas and means of egress to facilitate safe
movement of passengers and staff at peak times, disrupted conditions and/or
emergencies.
5. Provisions regarding maintaining tenable conditions during station evacuation in
the event of an emergency
6. Provision of fire detection and alarm systems including fire detection systems,
HPI, and audible and visible alarms.
7. Provision of fire detection and suppression systems
8. Surveillance and access control systems
9. Central security control, monitoring and response
4.2.2 Safety Management Methods

Safety in the heavy rail transit industry involves:
1. Hazard Identification and Management

2. Quantitative Risk Assessment (QRA)
3. Design Review
4. Traceability from Initial Design to Acceptance Testing (Safety Certification)
5. A Separate Safety Management and Reporting Function
6. Training of station staff in assessment and management of emergency
condition
4.2.3 Security
The station area and site which comprises the ingress and egress to the station need to
be defined as a separate distinct area within the overall station complex. Safety and
security provisions shall be included in design to address all sections of the separation
of station operating area and the remainder of the station complex. This should include
above and below ground parking all pedestrian crossings and any non station structure
directly adjacent to station operating area.
4.2.3.1 Station Site Perimeter Security
The border of the station operating area starting at the street where vehicular access is
provided is determined by the separation of the station area from the remainder of the
station complex through the exterior of the actual building structure to the border of the
area where vehicular egress is provided to the street. This shall be defined as the
Station perimeter. Security provisions for the station perimeter shall be as follows:
1. Vehicular access – All vehicular access points shall have infrastructure

provisions for CCTV surveillance and automatic vehicle scanner installed
underground at vehicle entry points and connected to central control room for
Section 4 – Station Design Safety and Security
2009 DEVELOPMENT OF WORLD CLASS STATIONS Vol 1 35 134

monitoring. Concessionaire agreement shall stipulate where actual equipment

will be installed.
2. Station Entrance Protection – All station entrances pedestrian access ways that
are adjacent to vehicular pathways and must be provided with high security
bollards with provision for removal of bollards for access of emergency and
service vehicles. See section 4.11.6.8.
3. Pedestrian access – All pedestrian access either from the street or the other
exterior areas sections of the station complex shall be designed as to permit
barrier separation form the station operating area in the event of an emergency.
Concessionaire agreement shall stipulate whether where and what actual
equipment will be installed.
4. Open areas – all other exterior areas shall be designed as to create physical
separation of a minimum of 1.5m high which will not permit vehicle passage
between station operating area and the rest of the station complex.
5. Co-located Structures – Any structure that shares a wall with the station
structure or is on the perimeter boundary shall have no opening into the station
area. In the event that such an opening is required an intrusion detection and
alarm system integrated into to the station security command center shall be
provided.
4.2.3.2 Parking and Vehicular Access
Parking should be located away from the station structure and separated by physical
barriers as per section 4.2.3.1 or by bollards. In the even that parking is provided
underground the provisions of 4.2.3.1 shall apply. Parking that is located underneath the
station platforms shall be have these provisions at every access and egress point.
Vehicular access to station operation area should be limited to the drop off points and
preferably should come directly from the street and not through the other parts of the
station complex. In the event that vehicular access can come directly from the other
parts of the station complex vehicular access should be treated as called for in section
4.2.3.1.
4.2.3.3 Path of Pedestrian Travel
Security provisions are required at each part of the passenger’s movement through the
station. Following are the features required at each juncture.
1. Station Entrance – Provide CCTV camera with adequate resolution to permit use
of facial recognition technology at all station entrances with enough cameras to
cover entire station entrance area. Locate station information signage in such a
way as to not result in passenger queuing at entrance area.
2. Paid Area – provide in each access point to paid area, infrastructure provisions
for at least one of the entrance gate to each access point in the direct area of
passenger travel (not segregated into separate area) with the following:
• CCTV camera with adequate resolution to permit use of facial recognition

technology.
• Body scan machine
• Luggage scanning machine (i.e. x-ray scanner on conveyor)

3. Entrance to paid area is to be configured so as to permit the operation of this

security station without impact on the movement of passengers at the other
entrance gates. Concessionaire agreement and appended technical schedules
shall stipulate where and what actual equipment will be installed.
4.2.3.4 Command Center
The station shall be provided with a security command center to be co-located with
stationmaster’s complex. It shall have a separate set of rooms as described below but
may share support facilities for staff such as lockers toilets and shower facilities with the
station masters staff.
1. All surveillance, emergency communication systems, intrusion detection if

applicable and any other security feature provided in the station design that is
not part of the fire command center, shall be routed to the security command
center.
2. Command center size will depend on the station capacity, size and configuration.
Following are the lists of sample spaces that may comprise the command center.
Concessionaire agreement shall stipulate what additional spaces and/or features
for security center will be required at each station.
4.2.3.5 Surveillance Systems
The station shall be provided with a centralized CCTV system distributed throughout the
entire station (see Section 4.11.6.3)
1. Coverage – Cameras will be covering all operating areas and will include but not
be limited to:
• All Vehicular ingress and egress.

• All main pedestrian entry and egress points to station structure (including
multi-modal connections whether at, above or below ground level.
• All main entry points to paid area.
• On main concourse in all areas cameras will not be more than 100m from
any point.
• On all platforms in all areas cameras will not be more than 100m from
any point.
2. System - Cameras should have adequate resolution to get clear facial images at
100m and system shall be compatible with current facial recognition technology.
All cameras should be connected to central command center and displayed on
zoned multi screen CRT’s, that cycle their respective zones in intervals of not
more than 30 seconds. Camera infrastructure should provide for central
notification and location when unit is not operational..
4.2.3.6 Emergency Communications
Station will be provided with a central emergency communications system (see section
4.11.6.7) that will consist of:
1. PBX – Point to point type system with centralized bases at command center, tied
into IR administrative communication network, with access to station master’s
complex at command center and at building management center. Distribution
should include all appropriate station staff including maintenance and repair
operations.

2. Help Point Intercoms (HPI) – These customer service information units shall
have a two way intercom that annunciates at the central command center. They
shall be located such that the travel distance from any point in the public area
shall not exceed 100m. Such emergency devices shall be distinctive in color and
their location shall be indicated by appropriate signs.
3. Public Address (PA) System – The PA system for train information and
announcements shall be designed in such a way that the security command
center would also have access to operating system, so that in case of
emergency conditions and situations the security staffs can assist and help in
coordinating with the emergency operations. PA system will normally be under
the control of station master as part of the central train information system for the
station.
4.2.3.7 Awareness and Training
Public and station staff awareness of the security provisions and requirements of the
station’s operation is essential in maintaining a viable security program in large and
dynamic public facilities like a station. The Concessionaire in conjunction with MOR
should develop the following:
1. Awareness Program – Development and implementation of a public safety

awareness campaign for staff and passengers at each station regarding the
safety requirements and features of the new stations.
2. Training – development and implementation of safety training plan that includes

drills and the monitoring and response to life safety emergency conditions.
4.2.3.8 Emergency Preparedness
Dynamic temporary threats from non traditional sources also need to be incorporated
into the stations emergency response plan. The approach to handle them begins with
the definition of the potential threat and the critical assets (e.g. people, operational
facilities) whose protection is necessitated by the threat. This is essentially a planning
process that produces an emergency response plan. In some cases the analysis may
result in physical infrastructure adjustments. However it depends primarily on the
physical protection in place from the traditional safety protocols and features such as
fire/life safety and an operational strategy that will effectively mitigate the threat. Critical
steps in this analysis and planning are:
1. Threat assessment
2. Evaluation of Asset vulnerability
3. Assessment of existing safety and security capability both in physical plant and
in existing operations (e.g. available staff at station, police and fire dep’t
response capabilities)
4. Implementation of additional protocols and physical features to address threat

operationally and at physical plant.
5. Development of an operational emergency response plan that

• Incorporates and coordinates existing response capabilities (police and
fire) and provides for additional ones (e.g. chemical. Biological)

• establishes new security procedures and protocols (e.g. training, on

going planning and review by staff)
• Define specific response roles for response group and population
affected by threat during potential incident
6. Reference US Dept of Transportation (DOT) “The Public Transportation System

Security and Emergency Preparedness Planning Guide”
As part of the planning and design process the Concessionaire will develop a security
plan that addresses the static and dynamic security concerns identified by the MOR for
this station. It would also be responsive to the operational requirements of MOR and any
other government agency having jurisdiction over the project. Below is a diagram that
highlights this process for a transit system.
Fig.1 of 4.2.3 Security and Emergency Preparedness Planning Guide

4.2.4 Fire and Life Safety Standards

The fire and life safety features that will comprise of the requirements for the station
includes the following:
1. Fire detection, annunciation, suppression and smoke and fire control systems.
2. Compartmentation – Fire and smoke resistant requirements and features of
walls doors floors and ceilings separating different parts of the all of the stations
enclosed spaces.
3. Evacuation - Passenger movement in station through designated escape routes
in case of fire or other emergency.
4. Removal or minimizing obstructions and Impediments to passenger movement –
minimizing of columns and other structural or construction elements on
platforms, clear floor space along platform , edges, straight alignment along
platform edges.
5. Safety Surfaces – e.g. Textured and color differentiated strip on platform edges,
Stairways with non-slip Nosing.
6. Mobility Impaired – Elevators and ramps for reducing hazard for elderly and
disabled passengers, for passengers carrying baggage. Supervised evacuation
route for elderly and disabled passengers in case of emergencies.
7. Public address system - Annunciate safety messages via emergency voice
alarm communications system.
8. Signage- Clear emergency signage emergency egress routes.
9. Maintenance – Establishment of testing and repair protocols for all emergency
safety equipment.
4.2.4.1 Codes and Standards
The station design will conform to the latest editions of the following codes and
standards in the precedence order described below (all codes shall be the latest edition
unless otherwise noted:
Table 1 of 4.2.4: Codes and standards for Station designing
Overall Station NFPA 130 (USA) NFPA shall be the controlling code,
Configuration National Building Code where it is silent the NBC will apply.
(India) Conflicts between these codes and
Egress NFPA 101 sections any other applicable local codes will
referenced in NFPA need to be resolved in consultation
130 with the local authority having
National Building Code jurisdiction as per NFPA 72
Fire Alarm, NFPA 72
Detection and National Building Code
Suppression
Portable Fire NFPA 10
Extinguishers National Building Code
Ancillary NFPA 251
Spaces National Building Code
Electrical NFPA 70 This code is to serve as a guide to the
BIS (India) required fire safety characteristics of
the wiring. Construction is to be as
requirements of the Bureau of Indian
Standards and Indian Standards
institute.

Fire Safety Transportation Risk This code is to serve as a guide to

Risk Assessment Transport facility assessment to be used in
Assessment Premises and Facilities conjunction with any applicable local
(UK) codes.
Review and Handbook of Transit This code is to serve as a guide to
Oversight Safety and Security coordination of life safety design
Certification (USA) compliance to be used in conjunction
with any applicable local codes.
4.2.4.2 Design Fire Scenarios
For the purpose of Fire scenarios that are to be considered, but not limited to, for the
design of the stations are:
1. Fire on a Passenger Train at the station.
2. Trash/Baggage Fire in open passenger or service area.
3. Concession Area Fire in open passenger area.
Fires in enclosed areas are addressed by the compartmentation, detection, and fire
suppression features of that particular space as called for in the respective applicable
codes. For stations with unusual configuration or features that are not accommodated in
the referenced codes, a fire safety engineering study to be done as per the
requirements of NFPA130 of fire scenarios and corresponding features and
requirements.
4.2.4.3 Fire Initiation and Development
In addition to the fire protection and suppression, the fire and life safety strategies
include reduction in the frequency of fire ignition, and the rate of development of a fire,
and its related smoke and heat production. This requires:
1. Establishment of station maintenance and management procedures that address

trash collection and storage that minimize the possibility of fire caused by
operating conditions and the availability of materials to feed a fire once ignited
.These includes trash collection, maintenance work such as grinding and welding
(hot work) and storage of materials in mechanical spaces. Refer to
Transportation Risk Assessment, transport premises and facilities (UK).
2. Surface materials to minimize the spread of fire once ignited shall have the
following attributes:
Public Areas Class A

All Egress Areas not part of public area Class B
Table 2 of 4.2.4: Material Classification
Classification Flame Spread Rating Smoke Development

A 0-25 0-450
B 26-75 0-450
C 76-200 0-450
In addition to the storage of flammable and combustible materials such as

cleaning products and implements will need to be managed to minimize the
possibility of fire ignition and containment in the event of ignition.

References:
NFPA 101 (USA)
NFPA 30 (USA)
International Building Code (IBC).
4.2.5 Fire and Life safety Elements
A comprehensive fire and life safety analysis would require to be provided that would
address all aspects of the design of the station. The analysis should include but not be
limited to:
4.2.5.1 Construction
Construction shall be using type I or a combination of type I and II construction of

approved noncombustible materials as determined by an engineering analysis of
potential fire exposure.
References:
NFPA 220 (USA)
NBC (India)
4.2.5.2 Means of Egress

The objective for means of egress is to evacuate the station occupants and staff to a
point of safety in the event of an emergency. Sufficient stair and escalator capacity from
the station public areas shall be provided so that passengers can evacuate to a point of
safety in a tenable environment. General egress requirements consist of the following.
1. Capacity – For the purpose of evacuation capacity is determined by establishing

the number of people to occupy the platform and other public areas during peak
use. Peak capacity shall be as defined in section 4.5.3
2. Egress Capacity – This is the provision of exits, stairs, and corridors that lead the
people occupying the public areas at peak use directly outside the station, or to a
protected intermediate area of refuge that has adequate fire and or smoke
separation, within a reasonable period of time.
3. Egress Design – This is the combination of fire and smoke rating, fire detection
and suppression characteristics and configuration of the provided egress that
determines the efficacy (maximum time required for egress as determined from
NFPA 130).
Evacuation and egress standards may differ significantly from station design
requirements for normal operation. The emergency evacuation requirements are often
provided via controlled and separate means that is outside the normal station operation
and configuration.
The following table provides an example for the type of standard that should be
developed for establishing emergency egress capacity from the stations depending on
the level of fire safety risk assigned to a particular area.
Table 1 of 4.2.5: Standard for Egress capacity during Emergency

Minimum Capacity
Egress Element
width Rating
Horizontal 915mm 183
Stair (in one direction) 1120mm 157

Ramp (in one direction) 1120mm 224

Door 810mm 162
A thorough review of the noted fire safety codes and references should be used to
provide MOR comprehensive firer safety design egress standard for each station. This
standard would address all egress requirements including number and width of all exit
and egress including stairs, escalators, number of elevators, areas of refuge, smoke and
fire separation requirements modified by the fire suppression and other features
provided in the means of egress.
References:
NFPA 101 (USA)
NBC (India)
Society of Fire Protection Engineers (SFPE) Handbook (USA). Tenability criteria
4.2.5.3 Fire Alarm and Detection
Detection and alarm system would require to be installed to provide early detection of
fire. It would help in notifying the occupants, staffs and emergency personnel and help
in timely activation of fire or smoke suppression system such as smoke exhaust or
sprinklers. All systems installed should be electronically supervised to permit effective
maintenance of the devices that fail or other require repair.
1. Alarm system - Fire alarm systems located throughout station. Equipments to be

as approved by standards referenced and authority having jurisdiction.
2. Detection System - Smoke and /or heat detectors as appropriate for identifying
fire and smoke conditions activating alarms and suppression systems. An
automatic detection system shall be provided to the nonpublic areas. Public
area detection systems shall be as appropriate to station configuration and in
accordance with comprehensive fire and life safety analysis.
3. Horns and Strobes - Horns and strobes shall be provided in public and nonpublic
areas, where an EVAC is not effective and where required to alert the hearing
impaired and passengers speaking languages other than the languages of
broadcast at the station.
4. EVACS (Emergency Voice Alarm Communication System) - shall be provided in

public and nonpublic areas in conjunction with fire alarm system. Where
audibility in nonpublic areas (due to ambient machinery noise) may be an issue,
horns and strobes only may be more appropriate.
5. Help Point Intercom (HPI) - Help Point Intercom shall be provided in public areas
for passengers to communicate with safety and security management. (see
section 4.2.3.6)
6. CCTV – CCTV units will be installed at each HPI to facilitate emergency

responses.
4.2.5.4 Fire Suppression

Automatic and manual suppression systems are required to extinguish or control the
size of a fire within the station. The Station will have adequate water storage capacity
available in case of a fire, to supplement the water available from the locality. This could
be provided from Station’s water storage tank that would be sized adequately for fire

suppression requirements of the station or potentially from the reservoir storing the
storm and other wastewater collected and treated at the station.
1. Automatic Suppression Systems

Automatic suppression systems would be provided in nonpublic areas with
combustible loading. These include
• Concession areas
• Storage
• Trash rooms
In public areas automatic suppression systems would be provided in:
• Around escalator structure
• Enclosed public waiting areas
Automatic systems are not to be provided on platform or in open concourse
areas. Systems would be provided in accordance with typical suppression
systems that are subject to review based upon the overall fire/life safety strategy
in compliance with applicable codes. Systems may include but not be limited to
dry and wet sprinklers, dry CO2 etc.
2. Standpipe System
Standpipe systems are to be provided through out stations in accordance with
typical suppression systems that are subject to review based upon the overall
fire/life safety strategy in compliance with applicable codes.
3. Portable Firefighting Equipment

Fire extinguishers shall be provided in areas in accordance with MOR approved
strategy and review of the overall fire/life safety policy. There are four
extinguisher types of units for fighting different types of fires that may occur in a
rail transit environment. They are:
Extinguisher type
Water Solid waste fires

Power Liquid and electrical fires
Foam Liquid fires
Co2 Liquid and electrical fires
Reference:
NBC (India)
International Building Code (IBC)
NFPA 72 (USA)
NFPA 14 (USA)
NFPA 10 (USA)
4.2.5.5 Control of Fire Spread (Compartmentation)
Stations shall be constructed to prevent a fire from spreading from its origin to other
areas or compartments of the station.
1. Separation
Fire separations shall be determined based upon the overall fire/life safety
strategy in compliance with applicable codes. Following is a sample list of
requirements:
• Transit and non transit Occupancies 3 hours
• Public and non public 2 hours
• Train control and electrical rooms from all other
occupancies 2 hours

• Power substations form all other occupancies 3 hours
2. Openings
All openings in fire rated walls shall be rated and as appropriate to maintain the
fire rating of the wall. Doors in major fire separations between public areas shall
be automatic self closing type with required activation.
3. Penetrations
All penetrations in rated walls shall be fire stopped and be provided by with fire
and or smoke dampers. Typical locations include:
• Duct penetrations of rated corridors
• Penetrations through occupancy separations, and area separation walls
• Smoke barriers
• Shafts serving multiple levels
References:
NFPA 130 (USA)
NBC (India)
4.2.5.6 Structural Protection
1. Station structural fire protection shall be provided in accordance with design

requirements to prevent collapse of part or all of the structure due to fire.
Construction shall according to the National Building Codes requirements unless
performance-based methods are used to verify that adequate structural
protection is being provided.
2. Attached or shared Station complex Structures

In the event that the station structure shares any portion of its structure with a
non transit building, the entire structure of that building shall be designed to the
fire safety classification of the station structure or higher.
References:
NBC (India)
NFPA 130 (USA)
International building Code (IBC)
4.2.6 Station Elements
4.2.6.1 Platforms
Platform fire safety requirements reflect the need to use all available means of access
as part of the evacuation resources. A combination of the following techniques requires
consideration for egress from platforms:
1. Egress capacity shall be designed for peak operation as determined in section
4.5.3.
2. Capacity of egress elements shall be designed to provide adequate clear widths

on staircases, escalators, passages, and maximum travel distances to egress
during tenable conditions shall be in accordance with NFPA 130 (Annex C) and
NFPA 101 (Chapters 7 and 12) and in no case shall dimensions for egress
elements be less than those noted in 4.2.5.2
Egress calculations shall include escalators as part of evacuation capacity but

they shall not account for more than 50% of the exit capacity, and assume that
on any platform one escalator will be out of service during an emergency

evacuation. In no case should the distance on a platform to a vertical means of

egress be more than 91.4m.
3. Maintenance of tenable conditions for the time required for evacuation.
Reference:
NFPA 130 (USA)
NFPA 101 (USA)
Society of Fire Protection Engineers (SFPE) Handbook (USA)
4.2.6.2 Ancillary Areas

Fire safety requirements for ancillary non public spaces shall be as called for in their
respective area of operation by the overall analysis of the stations fire and life safety
requirements in compliance with applicable codes and standards.
Reference
NBC (India)
NFPA 251 (USA)
4.2.6.3 Adjoining Premises
All egress should assume exit to the outside on public or MOR property. Adjoining
properties or structures shall be considered as fire safety barriers that the station fire
safety design will work around. In no case shall they be considered as viable means of
egress. Existing or created station separations within a station will require:
1. Independent egress capacity based on individual station

2. Communication channels between station operators during an emergency are to
be established.
4.2.6.4 Mobility Impaired
Areas of refuge will be required on each level that the mobility impaired have access to.
They shall be as follows:
1. Areas of refuge for the mobility impaired shall conform to the maximum travel
distance of 91.4m and are to be provided within the protected emergency egress
staircase enclosure that permits supervised evacuation.
2. Two-way communication systems by means of help-point intercom (HPI) in

refuge areas.
3. Additional equipment such as evacuation chairs, to be provided to assist

emergency personnel.
4. Tactile Braille signage complying with Handicap requirements shall be located at

each door to an area of refuge
References:
Section 4.3.
NFPA 130
NFPA 101

4.2.6.5 Concessions
For the purpose of establishing fire safety requirements Concessions shall be classified
as follows:
1. Small concession kiosk is considered as open space, and treated as a piece of

furniture or equipment in the public areas. It will be deemed to have no fire safety
characteristics except for the structure of the kiosk which would be
incombustible.
2. Separated concession space with down stands sometimes referred to as a

“cabin.” This is a separated space built of incombustible material with no fire
ratings for the enclosure but with self contained suppression and control system.
3. Enclosed concession space that it is part of the overall station design and will
conform to all of the requirements of the station fire safety design.
Classification is based on size and use. Small concessions are generally portable and
occupy less than 3 square m. Separated space with rolled down closure stands is
generally applied to a fixed concession in the center of a platform/ Fire rated
enclosures are generally required where the concession is a large area along the wall,
adjacent to other ancillary rooms within the station requiring fire separation.
Concession areas could be designed using concepts of compartmentation, separation
and limitation of fire loads or localized extract.
References:
NFPA 101 (USA)
NBC (India)
4.2.7 Management and Maintenance
The maintenance and testing of the station fire safety systems is a key factor in
maintaining the tenability of the emergency capabilities of the station. Heavily used
public facilities such as train station require that an effective maintenance program to be
developed and implemented to assure viability of equipment and controls. In conjunction
with the maintenance an ongoing training program also must be in place that keeps key
station staff current on the management of the various systems that make up the on the
fire and life safety protection for the station.
4.2.7.1 Design
All electronic safety and security systems must be designed with provisions to facilitate
maintenance of the systems. This requires that they have supervisory wiring and
adequate monitoring and control. This ensures that every device can be individually
tracked to determined status of operation and available power. In addition in the event
that a device fails it should not affect the remainder of the system and repairs and or
replacement can be effected expeditiously.
4.2.7.2 Maintenance
Protocols for the cleaning, repairs and replacement need to be established. It should
ensure, adequacy of stock for all fire and life safety systems, detailed regular reporting
on conditions of critical systems and identification of staff and outside vendor resources
required to keep system in an acceptable state of repair. Automated maintenance

monitoring systems that are part of overall station maintenance should incorporate these
requirements.
1. Management
The management of the station should have a distinct program that addresses security
and fire and life safety. There should be dedicated staff to oversee this operation that
will ensure that:
a. Extensive testing and monitoring and certification protocols for all equipment and
systems are established
b. All staff is adequately trained for the operation and assessment of this equipment
and procedures
c. Emergency preparedness plans are developed and maintained and that all
appropriate staff is properly informed and hierarchy of responsibility is clearly
defined in an emergency.
d. Adequate communication channels are maintained with other MOR facilities and
the local security and fire safety agencies that can respond in the event of an
emergency.
2. Training
Fire and life safety systems like all technically complex installations for this type of
facility require trained personnel to operate. Just as the management of the trains
requires specially trained staff that receives training refreshers to deal with changes in
the system and or changes in technology. Initial training should be provided as part of
the system installation costs and subsequent training should tie in to ongoing contracts
to the vendors maintaining the equipment and systems for the station. The station
management should make provision to include the cost of this training as part of their
operating expenses.

4.3 HANDICAP ACCESSIBILITY
4.3.1 Introduction
Handicap Accessibility at Indian Railway Stations is essential, as it facilitates access for
elderly and physically challenged transit customers and employees. Indian Railways is
committed to providing a barrier free environment which provides a high level of
customer service especially to the elderly, mobility impaired, and disabled.
Codes and Standards

The latest editions of the following reference standards, regulations and codes will be
utilized:
Indian Disability Act 1995
Guidelines and space standards for Barrier free built Environment or Disabled
and Elderly persons – 1998, C.P.W.D. Ministry of Urban Affairs and
Employment, India.
ADA Accessibility Guidelines for Buildings and Facilities (ADAAG), 1998
National Building Code
International Building Code (IBC).
Note: ADA Accessibility Guidelines for Buildings and Facilities (ADAAG), shall be the
controlling code, where it is silent the NBC will apply.
Manual of Standards and Specifications for Railway Stations relevant sections

• Planning and Design Principles
• Safety and Security
• Station Layout and Circulation
• Materials and Finishes
• Lighting
• Signage and Graphics
• Furniture Fixtures, and Equipment
4.3.2 Requirements and Recommendations

All Railway Stations must be fully accessible as per the requirements of the Indian
Disability Act 1995 and guidelines for CPWD. ADAAG (Americans with Disabilities Act
Accessibility Guidelines) is a prescriptive standard that details specific measures for
compliance with handicap accessibility needs and will serve as a minimum requirement,
as listed below.
Design of these stations must comply with ADAAG 10 (transportation facilities). The
facilities and installations that are provided in the station, must comply with above
codes. General principle is to provide facilities for the:
1. Visually impaired
2. Audibly impaired
3. Physically disabled
4.3.2.1 Accessible Entrance

At every intermodal connection and every street access, there should be at least one
handicap access entrance, specific location to be called for in Concessionaire’s
agreement and its attachments. Dedicated drop-off and pick-up points are to be
Section 4 – Station Design Handicap Accessibility

49
provided for wheelchair-bound passengers. The approach should not have a difference
in level. If a level difference is unavoidable, install a ramp or a ramp with staircase. All
the approaches to the station shall be paved surfaces. It is desirable that space be
clearly demarcated near the entrance / exits for vehicles carrying wheelchair users.
Location(s) of additional accessible entrances, if any, will be determined based on best
passenger service, station design/configuration, and site constraints. Braille and tactile
layout plans are to be located at designated station entrances.
Refer these relevant codes
1. ADAAG/4.13-4.14
2. NBC/D 2.2, D 3.2
4.3.2.2 Elevators
One elevator required per accessible entrance which shall be designed to ADAAG 4.10
and 10.3.1(17). Wherever possible provide at least two elevators along the accessible
path between different levels to ensure redundancy. Install two guiding blocks for
persons with impaired vision 300 mm away from the call button. The space should be
indicated inside and outside the car using the universally recognized symbol for
wheelchair accessibility. Install a ring strap or other appropriate safety grip for
wheelchair users to hold onto. Floor indicators on the elevator exteriors shall have
tactile/Braille signage. (Refer chapter 4.9.5.13).
Actual/preferred location of elevators will be determined on a station-specific basis.
Elevator cabs will be sized to accommodate gurney (portable wheeled carrying cot for
incapacitated person).
4.3.2.3 Escalators
Design to ADAAG 10.3.1(16). All escalators are to be fitted with audible indicators to
warn the visually impaired passengers that the escalator is running in the conflicting
direction.
4.3.2.4 Connections to Existing Facilities

All direct connections to existing transit facilities (platforms/other modes of
transportation) are required to be accessible as per ADAAG 4.3 and 10.3.1(3).
Tactile hazard markings shall be provided at danger areas such as escalator landings,
stairwells, and passenger lift accesses. Any obstructions such as freestanding signs,
telephone enclosures, or fire hose cabinets shall be cane detectable and protected,
either by horizontal bars set 100mm above floor level, or by a wing wall around the
obstructions. All direct connections to commercial, parking lots, bus bays, retail facilities
shall have an accessible route from the point of connection to all boarding platforms
(ADAAG 4.3).
All existing station facilities located along an accessible route or circulation path
connecting an existing station to or from the renovated/expanded part of the station
must be made handicap regulation compliant as per the Indian Disability Act 1995 /
ADAAG requirements for rehabilitation of existing stations (ADAAG 10.3.2 and 3, and
4.1.6 / Equivalent Indian Standards).
Design of new infrastructure for accessible transfer routes must be governed by all
applicable IDA, and NBC requirements for new stations and ADAAG 10.3 or equivalent
Indian standards.
Parking lot design for handicap should comply with ADAAG 4.6
4.3.2.5 Accessible Route

Design to ADAAG 4.3 and 10.3.1(1) or equivalent Indian standards.

50
Floor surfaces/slopes; maximum slope in any direction not to exceed 1:48. Refer code
(NBC/D 3.6); Ramps to meet ADAAG 4.8 or equivalent Indian standards; Refer code
(NBC/D 3.1)
4.3.2.6 Accessible Means of Egress/Area of Rescue Assistance (Area of Refuge)

Design to ADAAG 4.3.10 and 11 or equivalent Indian standards for area of rescue
assistance or area of refuge.
4.3.2.7 Stairs
Design to ADAAG 4.9 and 4.26 / Equivalent Indian Standards. Tactile warning strip shall
be provided at the first and last step. Refer code (NBC/D 3.5)
4.3.2.8 Control Gates

At least one of the control gates in every entrance area should be wide enough to allow
wheelchair users to pass through easily and have a continuous line of guiding blocks for
persons with impaired vision.
4.3.2. 9 Ticket Booths/ Ticket Vending Machines

Comply with ADAAG 10.3.1(7), 4.2.4.1, 4.2.5 and 4.3.4.1 through 4. At least on ticket
booth in each group of booths should be at a suitable height for easy access by
wheelchair users. A knee recess beneath the ticket vending machines should be
provided. Install guiding blocks for persons with impaired vision 300 mm away from the
ticket vending machine. The fare buttons and other information buttons should be
written in Braille or in a distinct relief pattern. Tactile guide paths are to be provided to
lead the visually impaired passengers from the designated entrances, to the ticket office,
ticket vending machines and the control gates and then to the passenger lift. Induction
loops are to be provided for passengers with hearing impairment (For Details: - TCRP
Report12, Ch 8, Page 39).
4.3.2. 10Station Information Centre

Unmanned station information centre would have information on route, local area
access and station map. Counter height should not be in excess of .85 m. See section
4.9.
4.3.2.11 Public Address (PA)
PA shall be in accordance with ADAAG requirements. See section 4.11.6.7
4.3.2.12 Public Pay Telephones

Provide text telephones on each level in the stations. Refer code (NBC/D 3.9).
4.3.2.13 Toilets
Handicap accessible public toilets will be provided in all public areas. The toilets shall be
accessible without passing through other toilet spaces. Toilet rooms for persons with
special needs shall be provided with an alarm linked to an outside light and to the
Station Control Room, station staff will assist when requested. Refer code (ADAAG
/4.17-4.19 and NBC/D 3.7)
4.3.2.14 Concessions and Commercial Areas

All concession and commercial areas will be handicap accessible. Refer code (ADAAG
/5.0-7.0)

51
4.3.2.15 Detectable Warning

Install platform edge detectable warning systems. Refer code (ADAAG /4.28-4.29 and
NBC/D 3.14). Appropriate visible messages shall be provided at all station public areas.
Passenger Information Displays to provide service and emergency information are to be
located at high level in the Concourses and Platforms.
4.3.2.16 Clocks
Refer to FF&E section (Section 4.11.5.1).
4.3.3 Signage
Refer code (ADAAG /4.30) and Section 4.9.
Accessible entries and paths will be identified by in accordance with the international
symbol of accessibility (ISA). Specific requirements are as follows:
1. Accessible entrances must be identified with the ISA symbols.
2. Non-accessible entrances shall have way finding sign indicating the location of
the nearest accessible entrance.
3. ISA symbols must be placed on elevator shafts at all levels.
4. Accessible self-service fare collection gates (AFAS) must be identified with the
ISA symbols mounted 1524mm above the finish floor to the centerline of signs on
both sides of the service gate.
5. Wayfinding signs indicating the locations of elevators, ramps and other
accessible facilities must be placed at all decision points within a station.
6. Signage indicating the location of the nearest text telephone (TTY) must be
provided at all non-TTY phones. Provide Braille signs or new technology
equivalent at all exits.
4.3.4 Lighting
Refer to Lighting section (Section 4.7).
4.3.4.1 Concourse
The width of the concourse should be at least 1800 mm. The concourse should not
have a level difference. If a level difference is unavoidable, install a ramp (Ramps to
meet ADAAG 4.8) or a ramp plus staircase. The floor surface of the concourse should
be made of non slip material (must comply with ADAAG 4.5). At places where the
difference in level such as stairs, it is desirable that the appearance of the surface
material be changed using colour contrast. Ensure that the columns, signboards and
other fixtures do not protrude from wall surfaces. Install guiding blocks on the concourse
for person with impaired vision.
4.3.4.2 Platforms
The platform should have one row of dotted guiding blocks for persons with impaired
vision, 800 mm or more from the edge. The paved surface of the platform must be made
with a non slip material (must comply with ADAAG 4.5). Stairs, kiosks and dustbins on
the platform must not hinder the clear passage of persons with impaired vision and
wheelchair users. A bench should be installed on the platform, having guiding block
around it. An appropriate numbers (Refer ADAAG 4.32) of designated seats for
passengers with disabilities and for elderly people should be provided near the doors.

52
4.3.5. Parking
Parking must be designed to comply with ADAAG requirement and shall have minimum
as prescribed by the table below as parking bays for people with special needs
Table 1 of 4.3.5:- Showing Parking Bay with accessible spaces

Total Parking in Lot Required Minimum Number of Accessible Spaces
1 to 25 1
26 to 50 2
51 to 75 3
76 to 100 4
101 to 150 5
151 to 200 6
201 to 300 7
301 to 400 8
401 to 500 9
501 to 1000 2 percent of total
1001 and over 20 plus 1 for each 100 over 1000
Source: - ADAAG Guidelines

53
Manual of Standards and Specifications for Railway Station
4.4 MODULAR ELEMENTS APPROACH

4.4.1 Introduction
There are two aspects to Modular Elements that will be addressed in this section.
The first is the requirement that similar elements at the station be designed in a
consistent manner to enhance wayfinding and visual clarity and order to the stations
spatial orientation. The second is to consider what elements should be consistent
throughout the system, while designing the new stations. This would facilitate the
passengers to have a clear and consistent visual identity throughout the system. This
would in turn help in creating a level of comfort and familiarity to passengers using
the system. Thus it would give a brand recognition to the MoR. Apart from gaining
recognition, modularized elements would prove to be cost efficient to MoR as the
maintenance, repair and replacement can be done with an economy of scale. It could
also enhance the value of station revenue producing features such as advertising
that could be considered on a national basis not just for one station.
4.4.2 Station Recommendations

Elements of continuity are essential in establishing the character and identity of new
stations. Prototypical visual elements of continuity within the existing system can be
transformed to give new stations character of their own time, yet firmly locate them
as part of the Indian Railway Station System.
4.4.2.1 Access
1. All station entrances aside from main entrance

2. All Control Gates
3. All service doors in public areas
4. All visible utility access panels and or systems
4.4.2.2 Circulation
1. Stairs and escalators.

2. Elevator type, size, materials, location, and orientation.
4.4.2.3 Wall/Floor/Ceiling Modules in public Areas
Floors, walls and ceilings shall utilize a modular grid to organize materials, finishes,
and other architectural elements and ensure consistency of the architectural design
throughout station.
4.4.2.4 Lighting
Lighting shall be standardized with respect to lamp, type (direct/indirect/task), level,

source, and location.
4.4.2.5 Advertising
Elements of advertising shall be standardized in size, type, mounting details and

methods, and location throughout a station. (Example: on specific wall where
Section 4 – Station Design Modular Elements Approach
54

advertising is permitted there should be only one type and size of advertising
permitted so as not to create visual pollution). The advertising module must be
coordinated with other modular elements in the station, including signage, structure,
control and construction joints and finishes. Advertising panels should complement
the architecture of the station.
4.4.2.6 Architectural Details
The design of several architectural details shall be standardized. These include:

1. Platform edge
2. Stairs for Public and Nonpublic Area, including emergency egress stairs
3. Escalators: cladding, details, and materials
4. Guardrails/ parapets around stairs/ escalators/ elevators and other openings;
material details
5. Passenger Control Barriers; materials, design, and detailing
6. Doors / windows / ventilators/ other openings and Hardware: type, size,
material, finish and color in public areas
7. Platform-End Emergency Gates: location, design, details and materials
8. Flooring / walling / ceiling : Material, graphics and pattern e.g. type of spaces
4.4.2.7 Station Furniture and facilities
The architect shall develop or specify standards and designs specifying the material,
colour, robustness for seating, tables, counters newspaper vending machine,
recycling and trash receptacles, information board, information booth, and other
station furniture and fixtures. The furniture for each area of the station should be
consistent. Following is sample list:
1. Toilets
2. Lounges and Cafes
3. Concession stands for retail and food
4. Vending machines
5. Waiting room furniture (reserved/unreserved)
6. Lounge furniture
7. Platform furniture
8. Ticket/inquiry booths
9. TVM’s
10. Trash receptacles
11. Counters
12. Public telephone
13. ATM’s
14. Station Information Centers
15. Public Security Stations
4.4.2.8 Variable Elements
Variable Elements should respond to and reflect local or special context by

introducing variations in design and finishes that reinforce unique locations.
Following is a sample list:
1. Main station entrance

2. Intermodal access/egress points
55

3. Landscaping around station
4.4.2.9 Architectural finishes
There should be consistent use of similar finishes for like type spaces (i.e. waiting
areas, entrance areas, platforms etc.). Finishes in public areas may be elements of
variability within a range of approved materials.
4.4.2.10 Color
There should be consistent use of similar colors for like type spaces (i.e. waiting
areas, entrance areas, platforms etc.). Colors for architectural finishes shall be
consistent and/or complimentary with those used in existing stations and previously
approved by Indian Railways.
4.4.2.11 Communications:
Standard design; placement, mounting/attachment details and typical finishes.

1. Help-Point Intercom (HPI)
2. Public Address Devices
3. Customer Information displays
4. Station Information Centre (SIC)
5. CCTV Cameras
6. Public telephones
4.4.3 System Recommendations

Elements of station design that have potential for system wide application.
4.4.3.1 Access
1. Control Gates
4.4.3.2 Lighting
Lighting shall be standardized with respect to lamp, type (direct/indirect/task), level,

source, and location.
4.4.3.3 Advertising
Elements of advertising shall be standardized in size, type, mounting details and

methods, and location throughout all stations.
4.4.3.4 Station Furniture and facilities
1. Toilets
2. Lounges and Cafes
3. Concession stands for retail and food
4. Vending machines
5. Waiting room furniture (reserved/unreserved)
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6. Lounge furniture
7. Platform furniture
8. Ticket/Inquiry booths
9. TVM’s
10. Trash receptacles
11. Counters
13. ATM’s
14. Station Information Centers
16. Public Security Stations
4.4.3.5 Communications:
1. Help-Point Intercom (HPI)

2. Public Address
3. Customer Information displays
4. Station Information Centre (SIC)
5. CCTV Cameras
6. Public telephones
4.4.4 Sustainability Strategies
The development of system-wide elements shall demonstrate Indian Railways

commitment to sustainable practices. Develop system-wide elements to support and
encourage sustainable behavior. Source products and material locally and ensure
they have a low embodied energy and high recycled material content. Suggested
strategies are shown below.
1. Specify products with recycled content

2. Specify local/regional material and equipment
3. Specify low maintenance materials
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4.5 STATION LAYOUTS AND CIRCULATION
4.5.1 Introduction
Station configuration addresses the geometry and functional needs of the station
design. Station configuration issues involve the design of station entrances, the
arrangement of the train platform(s), the location and relationship of the fare control
area(s) to the entrance(s) and platform(s), parking facilities, work and rest areas, and
the integration of ancillary and support facilities with the public functions.
Station designers are required to adopt a guiding set of principles that establish the
design priorities for the project. These guiding principles should be clearly expressed
and easily communicated such that the most important aspects of the design can be
defended and protected against future encumbrances.
The design of new stations should acknowledge the hierarchy of elements contributing
to the whole. Designers may consider that these elements fall generally into primary,
secondary and tertiary orders, each with their own design considerations.
References
INDIAN RAILWAYS Design Manuals/Policy Instructions and codes Section 1.11
NFPA 130 (USA)
NBC (India)
IBC (International Building Code).
4.5.2 Goals and Objectives

4.5.2.1 Customer Safety and Security
1. Safety and Health - Design to minimize the possibility of accidents and health
hazards. Strategies shall include, but shall not be limited to the following:
a) Adequate and appropriate lighting
b) Slip-resistant walking surfaces
c) Appropriate use of guards and safety rails
d) Minimization of tripping hazards
e) Correct application of materials and methods of construction.
2. Security - Stations shall be designed to be safe and secure without depending

on technology and equipment. Strategies shall include, but shall not be limited to
the following:
(i) Providing public areas that are well lit and designed to maximize visibility
a) Providing a direct and clearly defined pedestrian route of travel
b) Provide safe travel for the physically challenged people
c) Maximizing accessibility while providing the maximum degree of
security from crime, attack and unauthorized entry
d) Encouraging territoriality, natural surveillance, activity support,
and access control
Refer to the Sections on Safety and Security (4.2), Sustainable Development and
Environmental Considerations (5.2).
4.5.2.2 Efficient Movement of Customers
Strategies to facilitate the free flow of passengers shall include, but shall not be limited
to the following:
Section 4 – Station Design Station Layout and Circulation

58
1. Separation of different categories of passengers.

2. Design of a clear, simple, and direct passenger circulation system,
minimizing turns and decision points
3. Minimizing travel distances
4. Efficient and strategic use of VCEs
5. Efficient and strategic use of electronic boards to display information
about train schedules, etc.
6. Minimizing cross-flows and conflicting passenger movements
4.5.2.3 Customer Satisfaction, Comfort, and Convenience
The designer shall focus on customer service including, but not limited to the following:
1. Minimizing travel distance between the station entrance and the train
2. Providing assisted locomotion (i.e., elevators, escalators, moving
walkways, equipment for the physically challenged, e.g., wheel chairs)
3. Providing a clear and logical customer circulation system
4. Minimizing turns in the path of travel
5. Avoiding obstructions to customer movement
6. Minimizing pedestrian conflicts and cross-flows
7. Providing adequate customer amenities to accommodate customer
needs
8. Providing an acceptable Level of Service (minimum LOS C) to ensure a
minimum degree of passenger comfort
9. Information
10. Ticketing service
11. Passenger waiting areas
12. Passenger toilet facilities (men/women/handicapped)
13. Stores, shops, food stalls/restaurants
14. Providing potable water at the platforms, in addition to the station facility
15. Providing a comfortable environment with respect to acoustic, thermal,
lighting and air quality
4.5.2.4 Quality Design
1. Economy, Efficiency, and Effectiveness

The station designer shall:
a) Integrate systems (structure, space, materials, lighting,
communications, and mechanical);
b) Provide innovative design solutions;
c) Maximize value, employ value management strategies;
d) Employ sustainable design principles.
2. Spatial, Architectural, and Organizational Characteristics

To design the station to reflect the design manuals and the organization of the customer
circulation network, the station designer shall:
a) Provide an open, spacious design; eliminate columns (where
possible) and obstructions; create clear space for passenger
circulation;
b) Integrate structure and architectural finishes;
c) Introduce daylight to the station interior;
d) Provide visual/aesthetic consistency with the larger system while
reflecting site-specific characteristics.
See Section 4.4 Modular Elements Approach.

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4.5.2.5 Sustainable Development
The designer shall develop an environmentally responsible design and demonstrate

how the elements of sustainable design have been incorporated in the station. He
should seek to maximize the use of natural elements like light and ventilation, and
minimize energy consumption. See section 5.2 Sustainable Development and
Environmental Considerations.
4.5.3 General Design Factors

The overall design of the station should trace the circulation of the passengers from
arrival to departure ensuring that each juncture required in the movement of the
passenger is as seamless as possible. The following diagram presents in two
dimensions general adjacency requirements and circulation pattern of large modern
train station. These relationships require resolution in three dimensions in actual station
design where rails, street and station access are juxtaposed in complex locations both
horizontally and vertically. However the basic circulation flow should follow the general
organization reflected in the diagram.
Fig.1 of 4.5.3: Schematic diagram showing Passenger Circulation Flow within the
Station
4.5.3.1 Passenger Circulation
Logic and Clarity
1. Design the spatial organization of the station to correspond to the

sequence of the passenger’s activity in a clear, logical, and sequential
manner that promotes efficient passenger circulation.

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2. Separate arriving and departing passengers horizontally and/or vertically

based on extent of passenger movement and size and location of spaces
required.
3. Separate commuting and long distance passengers.
4. Avoid unnecessary turns in the circulation path.
5. Passenger Orientation and Decision Making
6. Minimize customer decisions along the path of circulation.
7. Where necessary, provide consistent and clear directional signage.
Boarding and Alighting the Train Coach (pass through stations)
1. Define the train doors in relation to the platform and encourage embarking
passengers to stand clear using contrasting floor finishes and signage.
2. Provide sufficient unobstructed space for embarking and disembarking
passengers to queue and pass on their way to and from the Train Coach.
4.5.3.2 Passenger Profile
Indian railways cater to a very large volume of passengers belonging to all sections of
the society. It has become a lifeline of big cities like Mumbai, Kolkata, and Chennai
dealing with huge commuter traffic. Hence, it deals in a varied profile of the passengers.
One demarcation that stands out is that of Commuter traffic and Long Distance travelers.
The commuter travelers outnumber the Long Distance travelers by a large margin in
these cities.
The station platforms dealing with commuter trains should be segregated from the Long
Distance platforms as they deal in passengers that require different level of service.
In order to transfer passengers efficiently from the street level to train and vice versa,
station planning must be based on established principles of pedestrian flow and
arranged to minimize unnecessary walking distance and cross flows between incoming
and outgoing passengers.
4.5.3.3 Level of Service (LOS) Performance Standard
LOS performance standards provide a method of sizing passenger circulation elements

that respond to the demands of pedestrian behavior based on John J. Fruin’s
Pedestrian Planning and Design (1987). The capacity of passenger circulation elements
shall permit natural, free-speed passenger movement and consider the physical
dimensions of the human body and human locomotion. A LOS of C or greater shall be
used for all passenger circulation elements based on the projected passenger/ridership
load target specified in the Concession Agreement or as called for in section 2.4 Basis
of Design. However, station design shall take into account seasonal peak use and
ensure that all station components conform to a Level of Service (LOS) D during this
period. The following charts outline the LOS requirements of various station elements. In
design of certain facilities, where J.J Fruin standards are not applicable International
Aviation Transportation Association (IATA) standards shall apply.

61
Level of Service Standards (LOS)
Table 1 of 4.5.3: J.J Fruin’s Queue LOS
LOS Description sq. m. per Person

A Free circulation zone 1.17 or more
B Restricted circulation zone 0.9 -1.17
C Personal comfort zone 0.63 -0.9
D No-touch zone 0.27 – 0.63
E Touch zone 0.18 – 0.27
F Body ellipse 0.09 or less
Table 2 of 4.5.3: Circulation flows as per J.J Fruin’s Queue LOS
LOS Avg. Ped. Flow per

Description
Space Unit Width
M2/p (p/m/min)
Standing and free circulation through the queuing area possible
A >1.9 <16 without disturbing others within the queue.
Standing and partially restricted circulation to avoid disturbing

B 1.4-1.9 16-23 others within the queue is possible.
Standing and restricted circulation through the queuing area by

0.9-1.4 23-33 disturbing others is possible; this density is within the range of
C
personal comfort.
Standing without touching is impossible; circulation is severely

0.7-0.9 33-43 restricted within the queue and forward movement is only possible
D
as a group; long-term waiting at this density is discomforting.
Standing in physical contact with others is unavoidable; circulation

0.4-0.7 43-56 within the queue is not possible; queuing at this density can only
E
be sustained for a short period without serious discomfort.
Virtually all persons within the queue are standing in direct

<0.4 Variable physical contact with others; this density is extremely
F discomforting; no movement is possible within the queue; the
potential for pushing and panic exists.
Table 3 of 4.5.3: Allocated Space per Person in the Terminal Area
Terminal Area Allocated square meter per person

LOS A B C D E F
Check-in Queue 1.71 1.53 1.35 1.17 0.99
Wait/Circulate 2.61 2.25 1.8 1.44 0.99
breakdown
System
Hold room
1.35 1.17 0.99 0.81 0.54
Source: IATA (International Air Transportation Association)

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4.5.3.4 Determining Capacity
Capacity for the various station elements shall be based on a percentage of the
maximum practical capacity depending on the location and usage. However, station
design shall take into account seasonal peak use and ensure that all station
components conform to a Level of Service (LOS) D during that period.
The station designer will would prepare a capacity analysis that identifies all the station
elements and their respective operational and safety evacuation requirements and
notes how the above referenced LOS C is achieved. The analysis will be based on the
following types of factors:
1. Overall station – Design year horizon average peak day.

2. Concourses – Based on analysis of maximum number of trains alighting and
detraining at peak operation (may vary depending on extent of transfer activity).
3. Circulation elements - The maximum throughput established for each passenger
circulation element (The emergency egress requirements of the station as
determined by the requirements of NFPA 130 and 101).
4. Entrance/Egress – Peak hourly load as determined by analysis (minimum of
10% of average peak daily capacity).
5. Platforms – Peak train discharge as determined by analysis (min-center platform
two full capacity trains discharging simultaneously, min-side platform one full
capacity train discharging).
6. Amenities - Based on analysis of maximum number of trains alighting and
detraining at peak operation (may vary depending on extent of transfer activity)
and passenger profile.
7. Service standards – Any requirement established to clear the platform of arriving
passengers within a given length of time after the train arrives for performance,
operational, or other reasons
The key elements of the station’s normal passenger circulation system (excluding
emergency egress) are:
• VCEs
• Platforms
• Control Gates
• Passageways
• Ticketing
• Entrances/Exits
• Arrival and Departure Concourses
A sample calculation for capacity is provided at selected components
4.5.3.5 Station Type

1. Line Stations
Line stations lie between the terminal ends of the tracks and do not connect
(provide transfers) to any other stations. Line stations serve origin and
destination passengers only (i.e., all customers enter the station from a station
entrance or from a train). Line stations predominantly serve passengers destined
to or bound from the station’s immediate catchments area. Passenger flows at
line stations tend to be bi-directional, depending on demand characteristics.
Design considerations may include:
a) Accommodation of peak passenger movements

b) Accommodation of staff facilities

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2. Terminal Stations
Terminal stations are located at the end of the Railway line network and tend to
have significant inter-modal transfers. Terminal stations tend to serve
passengers from beyond the immediate station catchment area. Commuter
Passenger flows at terminal stations tend to be unidirectional according to
morning and evening peak passenger demands. In case of Long Distance trains
at the Terminal Station, the Passenger flow is equally spread over the day.
Design considerations shall include among others:
a) Accommodation of large peak passenger movements associated
with terminating trains
b) Inter-modal transfer to transit and non-transit modes (e.g., bus,
auto)
c) Park-and-ride, kiss-and-ride facilities
d) Accommodation of storage tracks and maintenance facilities
e) Accommodation of staff facilities
3. Transfer Stations
Transfer stations connect different railway lines and stations and are subject to
large transfer passenger flows. Transfer connections are typically made via
passageways and VCEs connecting other areas of the station and platforms.
Passenger transfers should be made within the paid areas of stations. Design
considerations may include the following:
a) Utilizing moving walkways to assist customers and reduce travel time
over long (> 153 m) distances
b) Providing an accessible transfer between station platforms (Handicap
Accessibility section)
c) Providing emergency egress along the transfer route as required by
NFPA and the National Building Code.
d) Safety and security, including unobstructed sightlines
e) Transfer concourses and passageways
f) Difficult transfers, which may require extensive renovation to existing
facilities
4. Inter-modal Stations
Inter-modal stations provide connections from the railway stations to other
modes of public transportation including bus, light rail transit, people movers,
and metro transit systems. Design considerations may include:
a) Accommodation of large numbers of passengers with baggage
b) Accommodation of large peak passenger movements associated with
other modes
c) Moving walkways (travelators) to assist customers and reduce travel time
over long (i.e., > 153 m) distances
d) Development of large transfer halls (the hub of the inter-modal facility),
ticketing facilities and waiting areas
e) Connections that may require extensive renovation to existing facilities
f) Connections that may require extensive renovation to existing inter-
modal facilities.
4.5.4 Station Components
The general sequence of the component spaces follows the customer’s path: entry,
through the control area, to the platform, and onto the train.

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Fig. 1 of 4.5.4. Typical station components
4.5.4.1 Entrances
Station entrances provide the link between the station and the surrounding streets, and
their design must reflect the distinct requirements of both. Entrances shall provide
convenient access (ingress and egress) for all customers. The station entrance shall
have clear and direct access to the surrounding pedestrian network and be clearly
visible and identifiable within the surrounding urban context. Entrances shall not be
negatively influenced by adjacent pedestrian flows, activities, or events unrelated to the
station. Special attention must be paid to the potential impact of adjacent land uses on
station access and vice versa.
1. Capacity
Station patronage is a function of the station catchment area as defined in the

preliminary planning process. The basis of determining the patronage at any
specific station entrance shall be based on the Travel Demand Forecasting
Model, or equivalent, which establishes design passenger flows entering and
exiting the station from each zone in the catchment area. These passenger flows
determine the appropriate entrance size and the recommended locations for
primary and secondary entrances. However, minimum width of an entrance ways
shall be 914.4mm. Entrances to stations via developments (Integrated
Entrances) are considered additional facilities and are not to be included in the
assessment of minimum passenger handling or Emergency Escape facilities.
The widths and number of entrances shall take into account projected passenger
flows as calculated according to section 4.5.3.4. The total number of entrances
to stations shall have adequate capacity to satisfy predicted passenger flows and
emergency evacuation requirements.
Calculation for entrance capacity for example would involve passenger

movement analysis that should take the more restrictive requirements of access
to the station during the peak hour of the peak day or the safety evacuation of
the station. NFPA 130 has a minimum door width of 914.4mm and maximum
egress capacity of 5mm per person minute. A total occupant load of say 10,000
that needs to be evacuated outside the station in a maximum of 4 minutes or
less, would require 14 (13.67) minimum door widths.

65
2. Urban Context
Station entrance shall be sited and designed integrating the local planned
development, heritage issues, adaptive reuse, and shall incorporate existing
urban resources wherever possible. In historically sensitive areas and in heritage
buildings, the entrance and the station building design shall fit seamlessly into
the context, adhering to all applicable codes and regulations.
3. Doors
The size of the opening shall be in accordance with passenger/customer

movement/volume and capacity. The size, type and direction of swing of the
doors at the entrance/exit openings shall be in accordance with building code
and NFPA requirements for egress, and safety.
4 Entrance Canopies/Enclosure
Entrances and VCEs shall be protected from the weather. Escalators shall be
sheltered as per ASME A17.1/Equivalent Indian Standard. Entrance canopies
provide weather protection and are another visual identifying element, providing
system recognition. Entrance canopy designs may also incorporate signage and
lighting (wherever feasible).
5 General Requirements
a) Accessibility: At least one entrance per station shall be fully handicap

accessible as per the Indian Disability Act and ADAAG and shall be
integrated with the accessible paths within the local pedestrian network.
b) Efficient path: Access to the VCEs at the entry shall be as direct as
possible, and the access path to and from the station interior shall be
clearly designated architecturally (e.g., through the use of materials and
spatial design and through the use of appropriate signage).
c) Weather protection: All VCEs shall be protected from the weather.
4.5.4.2 Control Area
The station control area is the primary decision and activity point in the station’s
passenger circulation system. This often leads to a build-up of queue at key entry nodes
where passengers pause to orient themselves.
The fare array shall be designed to minimize constraints on customer flow. The line of
control should be designed to be as visually transparent as possible, to facilitate
surveillance and a sense of safety and openness.
The station control area is located in the unpaid area contains fare vending, control
access to paid areas, and customer information facilities. In addition the unpaid area
may contain certain amenities to be provided by the concessionaire and MOR at their
discretion. They include:
Shops (food and retail)

Travel Information Centers
Toilets
ATM’s
Foreign Exchange Centers

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These facilities when provided shall not in any way interfere or impede the flow of
passengers into or out of the station.
1. Fare Vending (Ticketing and TVM’s)
The number of ticketing windows and/or TVM’s will be determined based on the design
hourly peak capacity as determined according to 4.5.3.3 and the LOS established by
MOR for this activity.
An analysis has to be performed on distribution of projected passenger movement

through the various entrances to the station and a determination of the peak use at each
major entrance area (i.e. number of passengers arriving at the peak hour). To that
should be applied relevant LOS (i.e. maximum amount of time in queue) and estimated
MOR productivity factors (i.e. numbers of passenger served by one ticket agent in an
hour) to establish the number of ticket booths required.
The actual calculation will require the use of a service formula using these factors
similar to the Poisson Arrival and Service Rate noted below. The total number of ticket
booths and TVMs shall be determined as part of the station capacity analysis.
Passenger profile information will be necessary to project reserved versus unreserved
and the use of TVM’s versus ticket booths.
Calculations for determining the number of ticket/inquiry booths will require an analysis
that includes passenger profile (reserved unreserved), current service rate per booth
and use the LOS of a maximum waiting time in queue of 5 minutes if not specified in the
CA and attached technical schedules. The following tables outline a sample calculation
for an assumed capacity.
The use of TVM’s, once a clear service rate is determined and a passenger profile
analysis provides a projected usage rate, can be plugged into the formula to establish
their number versus counters.

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2. Ticketing/Information
The ticketing area at the station shall be well defined spatially and conveniently.
Located out of the main stream traffic flow, ticket counters shall be easily
accessible to passengers purchasing tickets or requiring purchase related
information. Booths are to be grouped together in continuous arrays the
proximity to the entry gates to the paid area and near the main train information
display. Provide a queuing area at least 7.621 m deep with ample space for
queuing with luggage, clear to any obstruction, outside the zone of normal
passenger circulation and all other queuing areas, unless the need for a lesser
queuing area can be verified by passenger modeling. A set of dimensions and
specific space requirements for ticket booths is included in the annexures to the
manual. It should serve as a general guideline for developing the ticketing
arrays. Concessionaire shall obtain through the IE approval from MOR for the
actual number and configuration of tickets/Inquiry booths. Features to include:
a) At least one window in each array shall be handicap accessible.

b) The windows shall be located centrally for travelers’ convenience and in
accordance with the approved functions flow of the station.
c) The windows should be so located that the circulation at the entrance or
exit from the station or the waiting hall is not affected by the queues in
front of the Booking Windows. The length of the queue can be estimated
at the rate of .5m per person waiting in the queue.
d) A standardized layout for the windows shall be as noted in 4.11 and shall
be formulated on the basis of the space requirements provided by MOR
for specific stations.
e) Partitions between Passenger-Booking clerks shall be of safety glass
with an opening for intercommunication at heights as per the code
requirements for both regular and handicap accessible height.
f) The Enquiry and Booking offices shall be lit according to the
requirements of the Lighting Section (Section 4.7.4).
g) At least one booth will be equipped with provisions for hearing impaired
passengers (see section 4.3.2.9).
h) Booths shall be air conditioned.
3. TVMs (Ticket Vending Machines)
TVM’s will, in addition to dispensing tickets, provide reservation information. All

TVM’s will be handicap accessible. Provide a queuing area of at least 3.658 m
deep outside the zone of normal passenger circulation in front of all TVMs and
Ticket Vending Counters for customer queuing. The information below should
serve as a general guideline for location of the TVM’s. Concessionaire shall
obtain through the IE approval from MOR for the actual number and
configuration of TVM’s. Features will include
a) Preferred location against a wall or recessed, allowing easy access
without interrupting the flow of traffic. If they are recessed, flexibility
should be provided for future upgrade;
b) have an inclined top surface if they are freestanding to prevent debris
build up
c) Located a minimum of .457 m away from a perpendicular wall to allow
the front of the machine to swing open for servicing;
d) not be located against control gates or other access areas
e) not be located where they obstruct a clear line of view
f) Located a minimum of 1.829 m from public telephones (to preserve
privacy when conducting electronic transaction);

68
g) have concealed conduit/cabling;

h) Provide a maintenance space/chase for conduits.
i) Height above finished floor level shall be maintained for ADAAG/IDA
compliance.
j) TVMs shall be able to generate unreserved as well as reserved tickets,
accept paper currency and coins give refund of balance of fare amount,
and accept credit/debit cards.
k) Concealed power and data infrastructure shall be provided at each TVM
location.
l) Connection to central MOR train information and reserved and
unreserved ticketing systems.
4. Interactive Inquiry Centers
a) Interactive Inquiry centers (IIC’s) designed like TVM’s except that they
will issue only reserved tickets already paid for. They will not accept any
form of payment. They shall be provided throughout the station in both
the paid and unpaid areas near ticket booths and entry areas and on
departure concourse. Concessionaire shall obtain through the IE
approval from MOR for the actual number and configuration of IIC’s.
Features will include:
b) Train reservation information.
c) Status of availability of reserved train seats
d) Schedule of trains and train information status
e) Station orientation information
f) Multimodal connection information
g) Any other type of information MOR at its discretion determines should be
included.
h) Connection to central MOR train information, and reserved ticketing
systems.
5. SIC (Station Information Centers)
The Station Information Center shall provide rail road network map locating the
station, vicinity map locating station in local street area, station plan locating
platform, tracks, and ticketing and access areas, and local assistance numbers
such as tourist information, police, hospital etc. Provide a reservoir space of at
least 2.439 m deep outside the zone of normal passenger circulation in front of
the SIC, for customer service queuing. The information below should serve as a
general guideline for developing the SIC’s. Concessionaire shall obtain through
the IE approval from MOR for the actual number and configuration of SIC’s. The
station information centers shall be designed so that in the future the station
information system might convert this area into an interactive electronic inquiry
center.
Design and location of SIC’s shall include the following

a) Width of sign shall be a minimum of 3.5 m wide.
b) Sign shall start at 0.5 m from the floor and shall be at least 1.5 m high to
the top of the map area.
c) The SIC shall have a continuous .25 m high strip providing identification
information.
d) It can be wall mounted or free standing in which case both sides will have
the same information.
e) Entire sign shall be down lit by a continuous fixture at the top.

69
f) Construction shall be of incombustible material with a finished metal

frame and map boards shall be of enameled metal or similar type finish
on which to mount map information.
g) SIC to have data and power infrastructure built into and concealed into
the frame and available to each of the three portions of the sign.
h) SIC’s shall be located within the station building at:
• in the unpaid part of the station near every entry area to the paid
part of the station
• In the departure and arrival concourses located in the vicinity of
the platform access points no more than 300 m apart.
• At each of the main exit points of the station including access to
multimodal connections.
6. Control Gates
Control gates shall be arrayed in groups at the major entrance areas to the paid
section with the number based on analysis of capacity and flow requirements.
Dimensions and spacing or gates must provide at a minimum for access of one
customer with a large piece of luggage. Number of gates shall be as required by
capacity projection, gate size and configuration will require specific approval by
MOR for each station (see section 4.11.6.12). Barriers shall extend to the height
of approximately 2.08 m above floor level that can be closed when not in use.
Means should be provided to prevent the visually impaired from walking into the
closed gates. A set of dimensions and specific space requirements for control
gates is included in the annexures to the manual. It should serve as a general
guideline for developing the ticketing arrays. Concessionaire shall obtain through
the IE approval from MOR for the actual number and configuration of control
gates shall have the following features:
a) Number of access and egress gates provided at each control area shall
be adequate for projected ridership and egress and safe evacuation
during an emergency. Furthermore, egress capacity in the event of an
incident also needs to be considered for NFPA 101 compliance.
b) Width large enough to permit person with luggage or with a trolley to
pass through comfortably.
c) At least on gate in each array shall be accessible by wheel chair.
d) At least one gate in each array to be designed to accommodate full
security check (luggage scanning, personal scanning and CCTV). See
section 4.2.
e) Design should permit transparent view of paid area when gate is closed.
f) Each array of control gates providing access to paid area shall have a
number of gates provided with power and data infrastructure as called or
in the security schedule to the CA.
7. Tourist Information Booth
a) A tourist information booth shall be provided in the main entry area to the
station. It shall be located at a place where it would be easily visible from
the main access to the station but out of the direction of main passenger
movement. Concessionaire shall obtain through the IE approval from
MOR for the actual number and configuration of tourist information booth.
Features to include:
b) Booth will be an open configuration free standing pavilion with a covered
ceiling.

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c) Booth shall be a minimum of 3 m by 3 m with a .25 m counter going

around entire booth.
d) Counter shall be 1 m from the floor.
e) Open booth area shall extend 1 m from the counter.
f) Booth shall be down lit by a fixture at the top.
g) Construction shall be of incombustible material with a finished metal
frame.
h) Booth to have data and power infrastructure built into and concealed into
the frame and available to two sides.
8. Foreign Currency Exchange
A foreign currency exchange counter shall be provided in the unpaid part of the
station located in proximity to the ticket booths and tourist information booth. Its
requirements shall be identical to the ticket booths except that it will be a stand
alone both with only one secure entrance that can be locked. Concessionaire
shall obtain through the IE approval from MOR for the actual number and
configuration of foreign currency exchange booths. It will require one additional
feature which is provision for posting an electronic sign that has the currency
exchange rates noted and visible on the outside of the booth.
4.5.4.3 Concourses
1. Capacity
Station patronage is a function of the station catchment area as defined in the

preliminary planning process. The basis of determining the patronage at any
specific station entrance shall be based on the Travel Demand Forecasting
Model, or equivalent, which establishes design passenger flows entering and
exiting the station from each zone in the catchment area. The concourse area
will be determined by this model, the LOS established in section 4.5.3.3 and
incorporation of the requirements of the specific type and size of station
amenities such as food shops, retail shops etc. that the Concessionaire
proposes to include in this space.
Calculations for the actual size of a concourse will involve at a minimum the
establishment of a peak passenger load for the concourse developed by the
model (which may vary from the peak departure load depending on the station
operation) times the LOS criteria minus the area to be occupied by amenities
and the requisite space factors applied for circulation and access.
2. Design
The design of the concourse and station control areas shall channel and
segregate incoming and outgoing passengers to minimize cross-flows and
conflicts. Arrival and departure areas should be distinct and separate and where
feasible on different levels with no direct passenger connection between them.
Arrival areas should be in the direct flow of passenger traffic entering the station
and platforms. Departure areas should be remote from arrival areas and facilitate
exiting through different station access point from the main arrival areas.
Concourse area will be contiguous with all main entry gates and contain the
following functions;
a) Access to all platforms

b) Unreserved waiting areas

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c) Reserved waiting areas

d) Lounges
e) Toilets
f) Cloak room (luggage storage)
g) Concessions (food shops, convenience retail shops)
h) MOR managed food shops (unreserved waiting areas)
i) SIC’s
j) TVM’s
k) IIC’s
l) ATM’s
m) Public Security stations
Concourse will be the main congregation space for the station. Its design should
reflect the highest quality public space aesthetic for public open space. The
finishing materials used should be of the highest durability and be of appropriate
acoustic qualities.
The amenities contained there in should be arranged to facilitate the efficient and
comfortable movement of passengers through the space and accommodate the
amenities noted above in an orderly and visually pleasing manner. The space
should be organized so as the facilitate wayfinding from the entrance to the paid
concourse area to the departure platforms requiring a minimal amount of
signage.
The environmental systems should maintain the main departure Concourse

space at a maximum of 29o F and should maximize the amount of natural light
and ventilation. All other enclosed passenger spaces on concourse besides
toilets shall be air-conditioned according to NBC standards.
4.5.4.4 VCEs (Vertical Circulation Elements)
VCEs are the devices used to transport customers between different levels of the
station. VCEs comprise of elevators, escalators, and stairs (including emergency
egress stairs). Capacity requirements for VCE’s will be determined on a
component by component basis. The most critical will be the platform which is
the basic unit of operation in the train station. VCE requirements for a typical
platform will be highlighted in a sample calculation in section 4.5.4.5. General
planning principles for each type of VCE follow.
• Provide Escalator/Stair Pairs - Wherever feasible, stairs and escalators

shall be provided side-by-side to facilitate a choice in vertical travel.
• Provide Elevators in Pairs – Unless infeasible on existing platform areas
elevators shall be installed in pairs side by side wherever they are use for
public access.
• Provide Adequate Capacity (Minimum Number of VCEs) -The minimum
number of VCEs will be determined by the level of service, given the
forecast peak passenger design loads or emergency egress
requirements, whichever is most stringent. However, a single upward
escalator and stair pair will be considered as the minimum vertical
circulation unit at any point of vertical circulation.

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1. Escalators
Where possible, the escalators shall be evenly distributed along the whole length
of the station so as to avoid a concentration of passengers at a particular area.
An escalator working point shall preferably be not less than 9 m from any
obstruction across the direct path of passengers. Where escalators are
arranged in banks, the clear distance from the escalator working point shall be
increased by at least 1 m for each additional escalator. Traffic flow across the
path of passengers is deemed as an obstruction.
Where escalator(s) are provided in the lower portion, the landing between the
upper and lower portions shall not be less than 5.5 m free length from the
escalator working points. If the entrance is angled there shall be not less than 4
m straight from the working point, but if there is a choice of direction not less
than 5.5 m.
Features shall include:

• A smoke containment bulkhead shall be provided at the foot of all stairs
and escalators serving the platform level. It shall extend to the structural
soffit from a height of 3 m above the platform finished floor level.
• The minimum distance between working points of escalators working in
opposing directions is 17 m.
• Where possible, passengers shall not have to travel from one passenger
level to the next by more than one escalator. However all escalators and
stair cases provided for interchange passenger flows from a level below
ground to a level above ground shall preferably have a break at ground
level for emergency evacuation facility.
• All escalators shall be of the heavy-duty reversible type with a design
maximum practical capacity of 90 persons per minute based on a service
speed of 0.65 m/sec. The following requirements are given for general
planning purposes:
• Inclination 30 degrees
• Step speed 0.65 m/s
• Step width (min) 1000 mm
• Number of flat steps at upper landing 4 (min)
• Number of flat steps at lower landing 4 (min)
a) Application
i) Provide an escalator where the vertical path of travel exceeds
3.658 m.
ii) At least one path of vertical egress assisted by an escalator shall
be available from any point in the station in both directions.
b) Level of Service -The following performance standards will be used for
station planning.
i) 1219 mm nominal (two-lane) escalator.
ii) Capacity: Approximately 90 persons per minute. (see 4.5.4.5 for
capacity for calculation emergency egress)
iii) Queuing areas: LOS C.
c) Location
i) Escalators shall be located along the normal and direct path of
passenger circulation and be visible and easily identifiable as a
means of access to the levels they connect.

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ii) Where feasible, escalators shall be paired with stairs, to facilitate

efficient and economical passenger movement.
d) Queuing and Runoff Space
i) Provide a minimum of 9.146 mm of queuing and runoff space, as
measured from the upper and lower escalator working points,
clear to any obstruction at the top and bottom of each escalator.
ii) Where escalators are located in sequence between levels and
there are no pedestrian cross-flows or other obstructions to
customer movement (e.g., at intermediate landings independent
of intervening customer circulation elements), the required
combined queuing and runoff space may be reduced by 25%.
iii) The width of the queuing and runoff space shall correspond to the
modular width of the escalator.
iv) Street level condition, working point to curb 13.719 m minimum.
e) General Considerations
i) Consideration shall be given to servicing and replacing escalators
and escalator equipment during station operations. Escalators
shall be designed so that routine operations and maintenance can
be performed while minimizing any disruption of normal station
operations. Provisions shall be made for replacing the escalator
treads, motors, trusses, drive mechanisms, etc. as required after
the effective life of the escalator.
ii) Escalators shall be positioned to minimize the obstruction of sight
lines within the station.
iii) The footprint of escalators on platforms should be minimized.
iv) Escalator landings and approaches, including queuing area, shall
be located on flat surfaces.
2. Elevators/Lifts
The following design parameters are listed to facilitate initial station planning only. All
dimensions shall be adjusted to suit the sizes of equipment and maintenance
requirements.
a) Minimum size for the Disabled / Casualty provision
Table 1 of 4.5.4: Minimum size for the Disabled / Casualty provision
Width Internal car 1500 mm

Depth dimensions 2500 mm
Height 2300 mm
Width Minimum car and 1100 mm clear (2 panels
landing opening opening)
Height 2100 clear
Width Lift well approx. 2450 mm OR 2210
Depth size mm
3200 mm OR 2500
mm
Hydraulic & Headroom in lift 4400 minimum
Traction Lift well from top
landing
Up or down Speed (fully From 0.6 to 1.0 m/s
loaded) depending on the depth of
the station box.

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Lift Speed Pit Depth

0.6 m/sec 1500 mm
1.0 m/sec 1900 mm
Minimum area Traction Lift 12 sqm per lift
Minimum width 2800 mm or 4200mm
Minimum height 2700 mm (2300 mm min
clear height under beams
or services etc.)
Dimensional requirements for a glazed lift may differ from the above.
The Lift designer/manufacturer shall be consulted for requirements
related to a glazed lift shaft and lift car.
Handrails of 45 mm to 50 mm outside diameter suitable for use by the
disabled shall be provided at the rear and sides of the car. They shall
be mounted 850 mm above the car floor and extend to within 150 mm
of the corners
Landing and car control buttons shall be fixed within 900 mm to 1200
mm above the landing or car floor. The distance from the front wall
shall be at least 400 mm. Suitable tactile indications, identifying the
level shall be placed adjacent to the control buttons.
A 2-way communication panel shall be installed adjacent to the lift
landings as call points to enable the rapid and unambiguous
identification of those levels with disabled persons requiring
evacuation.
b) Lift Type
All lifts shall preferably be of the traction type, hydraulic lifts shall be used where
the machine room cannot be located directly above the lift shaft. The disabled
lifts shall also comply with relevant statutory design requirements on access for
the disabled (see section 4.3).
c) Emergency Doors
When the distance between consecutive landing doorsills exceeds 11 m,
intermediate lift shaft emergency doors shall be provided, so that the distance
between sills is not more than 11 m. The emergency doors shall preferably be
identical to normal lift landing doors with the same clear height and width.
Otherwise, it shall have a minimum clear height of 1800 mm and a minimum
clear width of 500 mm.
d) Application
Elevators shall be customer operated and not restricted during normal station
operations. Elevators are provided to assist the mobility impaired, as well as
customers with baggage, packages, or who may be otherwise burdened, and to
provide an enhanced quality of general customer service, comfort and
convenience.
Elevators shall be placed to provide effective redundancy along the accessible

path from the station entrance to platform for customer convenience, and to
maintain accessibility in the event of breakdown or routine maintenance.
Therefore:
i) A minimum of two elevators shall be provided connecting the
concourse area(s) to the platform(s) in each station.

75
Elevators shall be classified as a passenger/service type elevator, using the

larger passenger capacity criteria to determine the car’s rated load while
designing for the appropriate freight-type loading condition.
e) Location
The criterion for locating elevators is as follow:
i) Accessibility: Elevators shall be conveniently located for all customers
and facilitate access for the mobility impaired and the disabled.
ii) Catchment area: Elevators to street level shall be located to serve the
broadest possible portion of the station’s catchment area.
iii) Inter-modal transfer: Elevators shall be located to provide convenient
access to bus stops and other modes of public transportation.
iv) Elevators shall be located as closely as possible to other VCEs (stairs
and escalators) in the station.
v) Visibility: Elevators should be located to provide service along the
normal path of passenger travel and positioned to be easily
identifiable to passengers with a minimum of signs. Elevators shall be
visible to security personnel, station staff, and the general public for
security and surveillance purposes. Shafts and cabs shall be
transparent for maximum visibility of the cab interior. Closed-circuit
television (CCTV) surveillance shall be provided within the cabs and
at all waiting areas.
vi) Elevators shall be located in a consistent manner on the platform
from station to station to facilitate customer wayfinding and
orientation. In general, elevators should be centered along the length
of the platform adjacent to the middle car(s) of the train.
vii) Elevators shall be located so as not to obstruct general passenger
circulation or visually obscure other VCEs along the path from
concourse area to platform.

76
Fig. 2 of 4.5.4.: A cross section of the Elevator and the Landing Area
f) Size
i) Elevators shall be of a minimum size for emergency medical service,
in order to accommodate a gurney and to comply with all other
Accessibility requirements. Consideration should also be given to
local rider-ship characteristics in selecting elevator sizes (e.g.,
passengers with baggage).
g) Queuing Space
i) The elevator landing depth (the queuing and discharge space at
the elevator door) shall be a minimum clear distance to any
obstruction equal to one and a half times the depth of the car or
3.048 m, whichever is greater, by the width of the elevator.
ii) Elevator landings shall be positioned so that the elevator queuing
area does not impede general circulation, is clearly visible and
has adequate queuing space.
iii) Queuing space shall not overlap with other queuing areas from
other VCEs, fare gates, stairs, equipment, etc.
h) Level of Service - Elevator queuing LOS C
i) Capacity – Based on NFPA 101 elevator capacity should be at least 8
with a minimum of .28m per person per cab for establishing elevator
capacity for evacuation of permitted spaces. Using these standards a
minimum size elevator (1.5 by 2.5) will carry 13 passengers and move
fully loaded at approximately 1 m per second.
j) General Considerations

77
i) Platform level elevators shall not open in the direction of the

platform edge.
ii) Consideration shall be given to servicing and replacing elevators
and elevator equipment during station operations. Elevators shall
be designed so that routine operations and maintenance can be
easily performed without disrupting normal station operations.
Provisions shall be made for replacing the elevator cab, motors,
hydraulics, drive mechanisms, etc., as required after their
effective life.
iii) Elevators shall comply with Indian Disability Act and ADAAG for
all regulations on operation, controlling heights, and identification
and emergency communication while using a larger car as
described.
iv) Escalator landings and approaches, including queuing areas,
shall be located flat surfaces.
3. Ramps
Ramps shall only be used for small changes in level or for use by wheelchairs
and the following gradients shall apply:
a) preferred gradient 1:20

b) maximum gradient 1:12
Ramps shall be a minimum width of 1200mm for unidirectional movement and

1500mm for bi-directional movement. Rest platforms should be considered for
long ramps (exceeding 10m) provided for wheelchair users. Rest platforms
should provide a level area 1800mm long at intervals of approximately10m.
Capacity of ramp as defined in NFPA 130 as .0819 per millimeter per person per
minute. Minimum size of ramp is .914m.
4. Stairs
Public stairs are intended for normal passenger circulation. Because of the
safety hazards and energy expenditure associated with human locomotion on a
stairway, designers must be particularly cognizant of the passenger behavior
and traffic patterns of railway stations.
a) Level of Service
The following LOS performance standards shall be used for station planning:
i) Stairs: LOS C
ii) Queuing areas: LOS C
iii) Capacity (see 4.5.4.5 for capacity calculation for emergency
egress).
b) Application
i) Stairs are the primary mode of vertical circulation for meeting
emergency egress requirements (e.g., NFPA 130).
ii) Stairs shall be used as the primary mode of vertical circulation
where the vertical rise between levels is less than 2.439 m
iii) Stairs are recommended as the primary mode of vertical
circulation for the downward movement of customers where the
vertical rise between levels is less than 6.097 m

78
iv) Stairs should not be provided as a means of normal public access

(as distinguished from emergency egress) where the vertical rise
between levels exceeds 10.975 m.
c) Location
i) Stairs shall be located along the normal and direct path of
passenger circulation and be visible and easily identifiable as
means of access to the levels they connect.
ii) Wherever feasible, stairs shall be paired with escalators to
facilitate efficient and economical passenger movement.
d) Width
i) Wherever practicable, all stairs shall be planned using modular
width corresponding to the applicable escalator module used in
the station design (including installation and construction
tolerances), and designed to facilitate replacement by an
escalator in the future.
ii) Where use of an escalator width as a modular dimension is not
possible or appropriate, the minimum width of a stair shall be
1.524 m or as determined by passenger demand based on LOS,
service standard, or emergency egress requirements.
e) Queuing and Runoff Space
Adequate queuing and runoff space must be provided at the top and bottom of
all stairs. Where a stair is paired with an escalator, the queuing and runoff areas
shall coincide with that of the adjacent escalator. Where a stair is not adjacent to
or does not align with an escalator, provide a minimum of queuing and runoff
area equal to the width of the stair or 3.048 m, whichever is greater.
Space shall be provided for queuing at all circulation and passenger service
elements. The queuing area provides space for passengers to queue at various
circulation elements, service areas and decision points without disrupting the
movement of other passenger flow routes.
Queuing spaces shall be placed end to end; and shall not overlap. They shall be
considered as part of the general space requirements for any given area, as
indicated below:
f) Height and Run

The rise of the stairs shall preferably be limited to 3500 mm. However, specific
site conditions may cause an increase in this dimension.
For greater rise heights, the entrances shall be divided into two portions, the
upper portion consisting of stairs for both up and down movement and the lower
portion consisting of an escalator for upward movement and a staircase for
downward movement.
A staircase taking traffic from an escalator shall be of sufficient width to provide

capacity at least equal to the escalator.
. g) Design Parameters
Continuous flights of stairs for use by the public shall have the following design
parameters:

79
Risers per flight 3 No (minimum)

12 No
Height of riser (subject to 150 mm (maximum)
pitch)
Length of tread (subject to 300 mm (minimum)
pitch)
Stair width 1800mm or 3 lanes
(minimum) for normal
movement of passengers.
1200mm or 2 lanes
(minimum) for emergency
use of passengers.
Length of intermediate Lesser of 2000 mm or width
landings of stairs.
Length of Flood Landing 2500 mm (minimum)
(entrances with stairs only)
Vertical Clearance 2700 mm (min.) measured
from the finished step level
(on line of nosings) to
underside of suspended
ceiling
2350 mm (min.) measured
from finished step level to
underside of signs.
Handrail 850 mm high, 50 mm
diameter
45 mm clearance between
handrail and inside
balustrade or wall finish.
Falls at entrance stairs Flood landings are to fall
1:100 towards the street with
side channels. Intermediate
landings are to fall towards
the concourse.
i) The width of a staircase shall be measured from the finished

surfaces of the inside faces of the balustrades or staircase walls.
The only permitted projection into this width shall be the handrail.
No open risers shall be allowed.
ii) These standards refer to all stairways used by the public including
auxiliary staircases. All staircases shall comply with local
regulations.
h) General Considerations
i) The stairway must be well lit.
ii) Provisions shall be made to facilitate the maintenance and
cleaning of the stair (e.g., the provision of runnels on either side of
the stair tread to facilitate channeling water and debris down the
stairs for cleaning).
iii) Stair design (riser, tread, and railing configurations) should be
designed to promote comfort and ease of use, and meet all
applicable code requirements.
iv) When a stair runs along side of an escalator, the angle of the stair
nosings shall be aligned with those of the escalator (at 30
degrees) and shall be at or below the line of the escalator treads,

80
such that the top of the stair handrail will be at or below the height
of the escalator balustrade.
v) Stair landings and approaches, including queuing areas, shall be
located on flat surfaces.
5. Travelators
Where there are substantial distances to be traversed within stations and /or
between stations and intermodal connections the use of a travelators (people
mover) may be considered. Design considerations when their use is proposed
include:
a) parallel walkways to travelator
b) direction of travel should be shown clearly and the footway at both ends
should be marked by colour contrast and a change in floor finish
c) The travelator must be well lit, particularly at its entrance and exit.
d) Moving handrails should be rounded in section, in a colour which
contrasts with the background and should extend approximately 700mm
beyond the beginning of the walkway
e) The recommended width is 1500mm
f) Side panels should be finished in a non-reflective surface
g) The recommended speed of movement of the 0.5m/second
(0.75m/second maximum).
h) The surface should be non-slip and there should be clearly visible
emergency stop switches that can be reached and operated by disabled
people.
i) An audible warning at the beginning and prior to the end of the travelator
j) Should have a minimum unobstructed level run-off at each end of 6 m.
k) The maximum gradient should be 5 per cent (1 in 20)
Reference Department of Transport –Inclusive Mobility (UK)
6. Left-Hand Circulation (The “Left-Hand Rule”)
VCEs shall be positioned to encourage left-hand circulation and minimize

conflicting passenger movement and cross-flows. When a stair and escalator are
planned for side-by-side installation, the stair shall be placed to the left-hand side
of the escalator when looking down. Similarly, down escalators shall be
positioned to the left of up escalators when looking down. This strategy will
encourage the use of stairs for descending movements and minimize crossing
movements at landings. Station equipment (e.g., TVMs and fare gates) and
amenities shall also be positioned to avoid having passengers cross the left-
hand circulation pattern. Station design and directional signage shall be
developed to encourage and support left-hand passenger circulation.
Refer to Signage and Graphics section (4.11).
7. Modular Planning and Interchangeability
Escalators and stairs shall be sized in modular units of width, based on the width
of the escalator planned for use in the station in order to permit the future
replacement of stairs with escalators (or escalators with stairs) as dictated by
passenger demand. The planning module shall include provisions for external
escalator drives if applicable. Structural, mechanical, and spatial provisions shall
be made during design to accommodate the future interchangeability of stairs
and escalators in the original construction (see section 4.4).

81
4.5.4.5 Platform Area
The platform area is where customers access trains. The platform area must facilitate
multiple customer circulation functions: circulation along the platform, boarding and
alighting trains, queuing at the platform edge while waiting for a train, queuing at VCEs,
runoff at VCEs, and waiting at benches or rest areas. Because of these complex—and
often conflicting—circulation characteristics, overcrowding on the platform may create
uncomfortable or dangerous situations where customers are crowded near the platform
edge. Therefore, sizing station platforms is critical and designers should err on the side
of safety when determining the size of the station platform.
1. Capacity
The capacity of platforms will assume in all instances the worst case scenario for
the alighting and detraining of trains in a station. A center platform will assume
two 100% capacity trains detraining and evacuating from the platform at any
given time. A side platform assumes one 100% capacity train detraining and
evacuating from the platform at any given time. Evacuation for the purposes of
fire safety does not need to consider operational alighting and detraining flow.
However, the station capacity analysis model should identify these distinct
requirements that have passengers coming from and going to different
concourses and apportion the VCE’s accordingly. Following is a sample
calculation for the determining of platform size and number of VCE’s required to
safely evacuate a center platform and shall be taken as a minimum requirement
and issues of passenger flow should be factored accordingly to ensure adequate
capacity for normal peak operation irrespective of emergency evacuation
capacity.
Platform capacity: 24 coaches x 75 persons/coach x 2 2,304

Evacuation time: 4 min maximum
VCE’s
(2)1.12m escalators 0.555p/mm-min 1,009
(3)1.12m stairs 0.555p/mm-min 1,514
Total capacity 2,523
Minimum exits 100m maximum travel, 600m platform 4
2. Length
Platform length is typically determined by the length of the longest train

anticipated for the station (e.g., a 24-coach train at 22.5m per coach with a 22m
engine at each end will require at least a 584 m platform) plus 4.5 m or as
directed by INDIAN RAILWAYS.
3. Width
Platform width is typically determined by several factors:

a) The width of any VCEs located within the length of the platform.
b) An architecturally preferred minimum 2.640 m clear distance to any
obstruction, such as a VCE, from the platform edge. This distance
includes the .609 m wide platform safety edge, a 1.725 m clear passage
for customers circulating along the platform length, and a .13 m buffer
zone along the length of the obstruction. Where a platform edge rubbing
strip is employed, the width of the rub strip shall not be included within
the preferred minimum clear distance and the edge of the platform shall
be measured from the inside edge of the rubbing. The rub strip will not be

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included as part of the .609 m width of the platform safety edge. Refer to
figure 4.6.13.
c) Station patronage and emergency exiting requirements.
d) Space requirements as determined by Level of Service requirements.
The total width of the platform is equal to the sum of these factors.
In addition to VCEs, circulation space, safety edges, and buffer areas, platforms
must provide room for the following program requirements, many of which may
contribute to the width of the platform:
a) Train information panels (freestanding map/information “kiosks;” refer to
Signage and Graphics section)
b) Public telephones, including accessible and text telephones
c) Advertising panels
d) Benches
e) Trash and recycling receptacles
f) Customer Information Signs
g) Platform end gates
h) Fire protection/firefighting facilities (e.g., standpipes, hose cabinets, and
extinguisher cabinets)
i) Help-Point Intercoms
j) Support areas (service and ancillary spaces)
k) Emergency egress (e.g., stairs, vestibules, corridors as required)
4. Design Principles
The following principles should be applied to the design of station platforms:
a) All elements of the platform area must support safe customer circulation
and access to the trains.
b) The design of the platform must minimize the need for customers to make
decisions that may cause unnecessary hesitation while circulating.
Because platforms are typically crowded and subject to customer surges
and cross-flows, pausing customers can cause circulation problems for all
patrons. The design of the platform must vehicles near the points where
VCEs intersect the platform.
c) Facilitate the clearing of the platform as soon as possible.
d) Platform access points and VCEs should be situated to encourage
balanced vehicle loading and unloading. Customers tend to board
e) Visual obstructions should be minimized and alcoves or other hidden
areas on the platform avoided for orientation, safety, and security
reasons.
f) The platform areas should not contain any ancillary or non-transit
functions (e.g., vending or concessions) that may obstruct, inhibit, or
impede customer circulation. Refer to Concessions and Joint Real Estate
Development Section.
g) The path of emergency egress along the platform must be clearly
delineated and lead as directly as possible to an area of safety.
h) It is preferred that the track alignment in the station area be straight and
parallel to the platform edge. If necessary, the alignment may be curved
within the constraints of Indian Disability Act and ADA compliant platform
edge gap requirements.
5. Minimum Clearances at Platform

a) The preferred minimum clearance from the platform edge to any fixed
obstruction at any point along the platform shall be 2.640 m.
b) Provide a .792 m deep clear area at track level beneath the platform
edge.

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c) In center platform stations, provide a .609 m wide clear area outside the
dynamic envelope of the train along the station wall opposite the platform
edge. In side platform stations, provide a .609 m wide clear area outside
the dynamic envelope of the train between the two tracks.
6. VCE Widths
It is recommended that a minimum of two side-by-side VCEs (two escalators or a
stair and escalator) be provided as the minimum vertical circulation unit on
platforms.
7. Platform Slope
The platform shall be sloped to the platform edge to insure positive drainage, to
insure safety, and to prevent wheeled devices from rolling off the platform edge.
The typical slope employed for drainage will be 1%. The maximum longitudinal
slope (along the length) of the platform is 0.5% (0.3% preferred) as dictated by
the track alignment. The preferred maximum allowable cross-slope
(perpendicular to its length) of the platform is 1.5%. The maximum allowable
cross-slope is 2%. If platform edge doors are provided, the platform shall slope
away from the platform edge and platform floor drains shall be provided.
4.5.4.6 Waiting Areas and Lounges
1 Introduction
Lounges and Waiting Areas for an Indian Railway station must be provided. In
some stations the waiting time gap between connecting trains and schedules of
train operations is significant so as part of the station project the Concessionaire
must include in the immediate proximity of the station a budget hotel. This
requirement shall be spelled out in the Concessionaires Agreement.
There should be separation between non reserved and reserved and further
separation within reserved for premium ticket holders. The passengers must be
facilitated with lounging furniture and amenities, such as television, music, library
of news papers, and food and drinks vending machines.
Determination of lounge classifications shall be made in conjunction with MOR

who at their discretion may designate passengers with a first class AC ticket or
higher as a premium class or any other segment of the passenger profile as a
premium class.
2 Capacity
Capacity of waiting areas shall be based on the station capacity analysis model
that must include a passenger profile to establish the waiting area requirements
for reserved and unreserved passengers as well as the premium lounges.
Following is a sample calculation for the different types of concourse waiting
spaces.
Table 2 of 4.5.4: Sample Calculation for Concourse Waiting Space
Waiting Area Total LOS m2/p Total Area m2

peak
Unreserved 1,750 C 1.80 3,150
Reserved 560 B 2.25 1,260

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1st class lounge 250 A 2.61 653

Executive lounge 50 A+ 3.00 150
total waiting area 5,213
IATA standards for waiting areas
3 Types
Size and location of the lounges and waiting areas may be decided taking into
account the climatic conditions, the importance of the stations, availability of
space, etc. Premium lounges with special amenities shall keep in view the
demand from different type of clientele. Types of areas are:
a) Unreserved waiting areas, amenities include:

i) Seating
ii) Toilets
iii) MOR food shops
iv) Concessionaire food and retail shops
b) Reserved waiting areas, amenities include.

i) Seating
ii) Toilets
iii) Food and retail shops (restaurants)
iv) Cyber cafes
v) Cell and computer charging points
vi) Wi-Fi
c) Premium lounge amenities include

i) Upholstered seating
ii) Separate climate control.
iii) Toilets and showers
iv) Food and retail shops (restaurants)
v) Cyber cafes
vi) Cell and computer charging points
vii) Wi-Fi
The Concessionaire may have the option of deciding various levels of lounges that he
may use to earn revenue at the station’s unpaid zone. These may be in form of short- or
long-term lounges with amenities starting from minimum requirements to luxury levels.
4 Design Requirement
a) Concessionaire will survey and analyze the data for the specific
requirement for lounges in terms of numbers and levels of luxury.
b) Adequate toilet facilities will be provided based on number of passengers
using the facilities. The Concessionaire will assess, evaluate and submit
for approval of MOR the number and size of premium lounges.
c) Adequate numbers of toilet to maintain clean and hygienic situation at all
times.
5 Maintenance
a) All lounges and waiting rooms shall be maintained by the Concessionaire

to the acceptance and approval of MOR.

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b) All rest rooms and other amenities including any food service areas
connected to lounges must be maintained in accordance with national
health and safety requirements and local municipal corporations’
regulations, whichever is more stringent.
4.5.4.7 Public Support Areas
The main public areas of the station include the station entrance, the control area,
mezzanines, transfer concourses and the station platform (or platforms) as described
previously in this Section. The programmatic requirements for these public areas are
determined by the capacity and planning and design standards of their respective
passenger circulation functions.
The following data is provided as an example of the typical requirements for stations
and is intended only as an aide in preliminary station planning. Actual programmatic
requirements must be developed during the course of preliminary engineering and will
vary according to the specific requirements of each station.
1 Public Restrooms
Each station shall have male and female public restrooms located in the paid
and unpaid area. Minimum fixture and facility requirements for these restrooms
are as follows:
a. Men’s Restroom
i) One accessible toilet
ii) One urinal
iii) Two lavatories with mirror(s)
iv) One infant changing table
b) Woman’s Restroom
i) One accessible toilet
ii) One standard toilet
iii) Two lavatories with mirror(s)
iv) One infant changing table
Public restrooms shall be fully accessible. Toilet fixtures and urinals will be
provided with partial-height partitions for privacy. Toilets will be provided with
doors and privacy latches. Doors will not be used at restroom entrances. The
entrance to each restroom shall be provided with a vestibule or other means to
block direct views into the restroom
4.5.5 Parking and Vehicular Circulation
4.5.5.1 Capacity Considerations
Traffic circulation and parking service applies to all areas of the site and should ensure a
free flow of traffic at all times of the day and throughout the year. Design year and
design passenger load shall be established by MOR for each station. Other station area
capacities shall be designed based on the development codes of the local jurisdiction.
The capacities shall be designed for the peak hours of the day of the maximum
seasonal peak of the design year.
A baseline traffic assessment study shall be done to assess the needs and project
requirements for the horizon design year. The provision of parking bays shall depend on
average parking demand and turnover time and Level of Service C shall be considered
for future requirements. Parking accumulation survey, parking duration survey and
classified traffic volume surveys at entry / exits shall be done on peak days of the week
for duration of 24 hours to determine parking demand in the present condition, modal

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distribution of this demand in vehicle categories such as private cars, two wheelers,
buses and other category of vehicles.
Proposed parking shall have minimum provision of parking bays as per the baseline
studies and maintaining Level of Service C. However the provision of parking for peak
demand shall be as follows based on established peak parking demand.
Table 1 of 4.5.5: Parking Provisions (For Peak Demand)
S.No. Vehicle Category Mandatory Parking Provision

1. Personalised Cars Minimum 60 %
2. Personalised Two Wheelers Minimum 75 %
3. Taxies Minimum 50 %
4. Auto rickshaws & other IPT Minimum 50 %
5. Cycles Minimum 80 %
6. Public Transport Minimum 80 %
7. Other modes Minimum 50 %
The base traffic shall be forecasted for future years. The forecasts shall be inclusive of
the generating / dissipating traffic due to real estate development at the station as well
as in the vicinity. The radius of the circle of influence shall not be less than five
kilometres for the determination of developmental traffic. MOR proposes to have
gradual shift in modal split from private vehicles to hired vehicles like autos and taxis
and public transport system for arrival and departure passengers at the terminals.
There shall be provision of dedicated lanes (minimum width 3.5 m) for station bound
traffic for the approach roads during peak hours as determined by the station vehicle
count surveys. If the traffic volume is not sufficient to justify the construction of a
separate lane, the concessionaire shall work with local planning authority to cordon off
the existing lanes for station traffic. This model shall be applicable for both incoming and
outgoing traffic.
4.5.5.2 Design Considerations
The location and type of parking i.e. surface parking, underground parking or multistory
parking shall be flexible and based on the above capacity requirements. Average time
taken to find parking space and depart from parking space should be less than ten
minutes. All competing modes including private cars, private two wheelers, auto
rickshaws, taxies, public transport buses / mini buses shall have provisions for proper
parking facilities within the station complex. All circulation roads shall be free of on street
parking.
The general layout characteristics of parking facilities will often be unique to the specific
location for which they are being designed. However, certain key concepts are
paramount when developing a design to provide the maximum utility to its intended
users:
a) Competing modes of access should be separated whenever possible,
providing separate space for intermediate public transport (IPT) access,
private vehicle access, carpool formation, bicycle access and storage,
pedestrian flow, and drop-and-ride activities.
b) Needs for physically challenged people, Pedestrian and other modes
should be elevated to be the primary design consideration in the layout
and design of the facility. Handicapped Parking shall be clearly marked
and situated in accordance with ADAAG standards. See section 4.3.

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c) Individual access and service modes should be organized within the

parking facility to minimize conflicts and maximize the efficiency of the
various operations.
d) Provide separate access driveways for various modes and by providing
separate access for short term drop-and-ride activities which includes
taxis, autos and tourist buses.
e) Clear visibility from the major access points so that drivers can quickly
identify if the parking bay is full or if space is available.
f) Messaging system should be considered as an aid to the driver.
g) Provide a single continuous path for the commuter from the road to a
parking space and to the railway platform with a minimum of conflicting
barriers. Maintaining this goal throughout the design process will provide
a convenient and efficient parking facility.
h) Pedestrian access between the parking lot and the primary service mode
should provide for convenient access with minimal walking distances
(less than 200 meters is preferred).
i) Parking meters and Intelligent Parking Assist System (IPAS ) shall be
developed and deployed in the parking lots.
4.5.5.3 Pedestrian Requirements
Pedestrian paths within the parking lot should have the following features
a) Clearly distinguishable throughout the facility.
b) Minimization of Conflicts between pedestrians and vehicles.
c) Raised pedestrian paths and sidewalks are preferable to parking aisles
d) Curb spaces immediately adjacent to the loading areas should be free of
all barriers.
e) Signage and street furniture, as well as other passenger amenities,
should not interfere with loading, patron queuing, or pedestrian access.
f) Spaces should be provided with wheelchair ramps and curb cuts,
textured pavement surfaces, and a barrier-free path between handicap
parking spaces and the railway terminal.
g) Adequate space for full deployment and loading of vehicle lifts should be
provided adjacent to each parking bay
h) Additional amenities such as Braille signage and audible signals should
be considered as aids to visually impaired patrons.
4.5.5.4. Vehicular Circulation
Vehicle circulation strategy within the parking facility shall be based on following
features
a) Internal Circulation with the parking facility to be based on clockwise
movement.
b) Encourage inbound access movement, bringing inbound vehicles on-site
quickly and conveniently to prevent on-street backups at key entrances.
c) Facilitate easier access in the peak periods and reduce on-street
congestion. Entrances should allow the accessing driver to drive past as
much of the lot as possible before entering, thus allowing visual
inspection of the facility for available spaces.
d) Access / Egress and circulation routes shall be free from vehicular and
other obstructions maintaining free flow of traffic at all times.
e) All competing modes including private cars, private two wheelers, auto
rickshaws, taxies, public transport buses / mini buses shall have
provisions for proper circulation, drop off / pick up facilities and parking
facilities within the station complex.

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f) All circulations in station area shall be unidirectional and preferably in

clockwise direction. Arrivals and departures shall be planned such that
there is no conflict of traffic.
g) Drop off and pick up bays shall be provided at most convenient locations.
All circulation roads shall be free of On-street parking.
4.5.6 Concession and Commercial Areas
4.5.6.1 Introduction
The major railway stations in metropolitan cities in India are generally centrally located.
Therefore, the integration of joint commercial development into railway stations can
enrich the station environment, providing convenience as well as substantial revenue
generation. Incorporation of concessions into the overall station design involves the
seamlessly coordinated efforts between the Indian Railways and the Concessionaire,
and must be well integrated into the surrounding community. Concessions are a vital
element in the activity of stations, and include retail at station and mezzanine levels in a
station. Concessions contribute to a feeling of safety and are considered an amenity by
the majority of customers.
There are two basic forms of concession and commercial development in railway
stations:
• Retail concessions catering to non-travelers and travelers and,
• Concessions with optional amenities catering to travelers only.
Concessionaires design shall meet the following goals:

1. Concessions shall be integrated into the station design to eliminate any potential
conflicts with passenger circulation.
2. Control collection and disposition of concession-generated trash.
3. Concessions should be incorporated into station design as an integral part of the
architecture of the station and shall be consistent with each station’s design.
4. Clearly differentiate signage for concessions from informational & directional
signage.
5. Investigate use of unmanned concessions, such as automated teller machines
(ATM) or other vending machine-type operations, as security requirements
permit.
6. Coordinate space availability and constraints.
7. Coordinate safety requirements.
8. Integrate the concession design with the finishes and design of the station.
9. Concessionaire as per requirements of the CA and the technical schedules shall
provide food shops in unreserved waiting areas for the use of MOR to provide
services to economically limited passengers.
4.5.6.2 Concession Enclosure Types
Basic concession enclosure types include the following:

1. Freestanding concessions – Freestanding concessions are not attached to any
wall or ceiling surface, as part of their design.
2. Built-in concessions – Built-in concessions are generally attached to station’s
walls and ceilings and are architecturally fully integrated into the design of the
station. Materials and finishes of the station area are to be coordinated with the
public side of the concessions enclosure.
3. Movable carts – Movable carts would be portable carts with the ability to be
placed in a variety of approved areas within a station.

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4.5.6.3 Concession Locations
It is assumed that concessions will be located both at the main station space and at the
platforms. Concessions at the platform area will be kept to bare to minimum and limited
to a newsstand and emergency and medical supplies. Where as concessions at the
main station will be permanent structures built into the station architecture consisting of
retail stores, restaurants, cafes, paid lounges, etc. The following issues should be
addressed:
1. Concessions should be located at or near nodal points of stations but outside the
direct flow of passengers’ circulation paths, vertical circulation element (VCE)
and queuing zones with clearances provided for queuing (minimum 1.219 m) in
front of the concession to preserve uninterrupted flow.
2. Street level retail development is encouraged. Concessions should be provided,
where possible, at off-sidewalk, street-level entrances.
3. Concession locations must be coordinated with locations for Railway Passenger
related facilities and Ticket Vending Machines and self service information
centers and may not be located where they will interfere with passenger
amenities.
4.5.6.4 Concession Architectural Design
Concession design shall be architecturally integrated with the overall station design and
should incorporate the following principles:
1. Built-in concessions should be integrated into finished station walls. Concession
designs should maintain station finishes on the public side of the concession
enclosure in order to coordinate with station designs.
2. Use of modular interchangeable elements is important to the integration of the
concessions enclosure to the station design.
3. Concession stands shall be enclosed but designed as visibly transparent as
possible.
4.5.7 Sustainability Development Strategies
The Sustainability Development Section 5.2 specifies the general principles and
requirements for environmentally responsible station design as established in the Indian
Railways Five Pillars for sustainable design. Some Sustainability Development
strategies specific to station configuration are as follows.
1 Efficient Space Planning

Plan space to minimize overall excavation required. Optimize plant room arrangement to
suit planning and design manual and efficient utility or duct routing. Consider
amalgamating MEP plant and equipment rooms of similar function where there is no
statutory separation required. Station configurations that efficiently utilize the geometry
of the structure to provide strength and reduce material use are encouraged.
2 Optimize VCEs
Provide numbers of VCEs to take into consideration current as well as future conditions
and be able to handle both without burden or excess. Allow escalators and elevators to
respond to demand as much as possible. Set optimum running speeds that move larger
loads without compromising safety.

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3 Elevator and Escalator Resource Conservation

Consider new technologies for escalators and elevators that may take up less space
(including machine rooms), use less energy, have longer life spans and/or require less
maintenance. Model the energy consumption in order to select most efficient equipment.
4 Respond to Demand: VCEs
Use control systems that allow for flexibility to adjust to variations in the number of users
and in the peak direction of traffic.
5 Choice of Escalators and Elevators
Specify to the extent feasible locally produced equipment that has a low embodied
energy and a high content of recycled materials.
Specify Products with Recycled Content
Specify Local/Regional Materials and Equipment
6 Natural Light and Ventilation
Minimize the use of artificial lighting my effective fenestration of station building

including roof area. Incorporate natural ventilation where ever possible minimizing use
of conditioned air where seasonal conditions permit.

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4.6 MATERIALS AND FINISHES

4.6.1 Introduction
The selection of materials and finishes for floors, ceilings and walls in contribute to the
comfort, safety, and aesthetics of a station. The finish materials’ patterns, textures, and
colors, together with the station geometry, help define the architectural quality and
identity of stations. Stations must be operable and maintainable with minimal resources
and the material and finish selections must be durable, maintainable, vandal-resistant,
environmentally friendly, fire-resistant, cost effective, and visually pleasing.
References
utilized:
Bureau of Indian Standards (BIS)
Research Design and Standard Organization (RDSO)
National Building Code
American Architectural Manufacturers Association (AAMA)
American National Standards Institute (ANSI)
American Society of Civil Engineers (ASCE)
ASTM Standards in Building Codes
British Standard (BS)
International Standardization Organization (ISO)
National Fire Protection Association (NFPA)
4.6.2 General Requirements

4.6.2.1 Summary
The Indian Railways operates 24 hours a day, 7 days a week, 365 days a year.
Therefore, the materials and finishes in the stations must be durable, easily maintained,
and allow repair/replacement with minimal/no shutdown of service.
The following values shall be incorporated into all station design: safety, schedule,
quality, customer satisfaction, and environmental excellence. Station finish selection
shall follow these values. All finish materials selected for use in public areas should
meet the goals of safety, durability, economy, sustainability, and appearance as defined
below:
1. Safety: Non-combustible construction with minimal smoke generation and
minimum toxicity characteristics; slip-resistant; securely attached/bonded;
reflective; non-abrasive; ADA-compliant (refer to Section 4.2).
2. Durability: Minimum life cycle requirements; graffiti- and vandal-resistant.
3. Maintenance: Easily cleaned; easily removed and replaced; no exposed
fasteners; allows easy access to station utilities; graffiti- and vandal-
resistant. Maintenance of finish systems shall not interrupt train
schedules, unless absolutely necessary.
4. Economy: Cost-effective selections and standardization throughout the
system, with a range of approved materials and finishes.
5. Sustainability: Environmentally friendly products with minimal or no
adverse impact on the environment.
6. Appearance: The quality of station materials and finishes shall be used to
formulate station identity using form, color, and lighting as tools to create
pleasing aesthetic solutions.
Section 4 – Station Design Materials and Finishes
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4.6.2.2 Basic Objectives
1. Safety
a) Fire Resistance and Smoke Generation:
Reduce hazard from fire by using materials with minimum burning rates,
smoke generation, and toxicity characteristics for station finishes,
consistent with requirements of Fire/Life Safety requirements.
b) Attachment:
Eliminate hazard from dislodgment due to temperature change, vibration,
wind, seismic forces, aging, or other causes, by using proper
attachments and adequate bond strength.
c) Slip-resistant walking surfaces:
Increase pedestrian safety, in compliance with accessibility requirements
by using floor materials with slip-resistant qualities. Entrances, stairways,
platform edge strips, and areas around equipment shall have high slip-
resistant properties. The following static coefficients of friction as defined
in ASTM C1028 shall be provided as a minimum:
Table 1 of 4.6.2: Coefficient of Friction on Various surfaces
Surface Coefficient Of Friction

1. Public horizontal surfaces 0.6 min.
2. Non-public horizontal surfaces, 0.6 min.
exterior
3. Non-public horizontal surfaces, 0.5
interior
4. Platform edge strips Textured visually contrasting
material
5. Stairs, ramps, sloping sidewalks 0.8
6. Area around equipment 0.6
2. Ease of Maintenance
a) Cleaning:
Use materials which do not soil or stain easily, which have surfaces that
are easy to clean in a single operation, and on which minor soiling is not
apparent. Materials shall be cleanable with standard equipment and
cleaning agents.
b) Repair or Replacement:
Use materials which, if damaged, are easily repaired or replaced without
undue interference with the operation of the System.
c) Resistance to Vandalism:
Provide materials and details that do not encourage vandalism (i.e., they
are difficult to deface, damage or remove).
3. Abrasion Resistance
Material selections for finishes shall be resistant to wear. These resistance

criteria should always be applied to flooring surfaces and wall surfaces where
users are likely to rub against the finish or other surfaces that can be touched by
passengers.
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4. Warning Paver Criteria
Detectable warning edges shall be provided to comply with Indian Disability

Act1995 / ADDAG requirements.
See section 4.3.2.15
4.6.2.3 Durability
Materials and finishes should comply with the following:

1. Life Cycle
All selected materials shall have a minimum life cycle of 35–50 years.
2. Resistance to Graffiti and Vandalism

Provide materials and details that do not encourage vandalism and that are
difficult to deface, damage, or remove. All surfaces exposed to direct contact by
the public shall be non-porous, strong, and resistant to point loads and
scratching so that the results of casual vandalism can be easily removed with
normal maintenance techniques. Station designers are required to describe
procedures for the removal of more damaging defacement for each finish in
public areas and within 3.048 m above the floor surface.
3. Surface Finish
Applied materials shall be hard, dense, non-porous, non-staining, and acid- and
alkali-resistant for long life and low maintenance. Surfaces within reach of the
public above floor level shall be scratch-resistant or patterned to hide scratches.
All finishes shall stand up to wet and freezing conditions, as passengers will
track water and snow into the public station areas.
4. Surface Texture
Smooth surfaces are preferred over textured surfaces for ease in cleaning and
because they are less prone to catch settling dust. An exception is metal panels,
which should be textured to reduce the visual impact of scratches. Textured
surfaces are desirable where slip resistance is important, and are acceptable
where surfaces are difficult to reach and are therefore unlikely to be cleaned very
frequently. A textured surface may hold dust without being visually apparent.
5. Material Expansion
Control joints and expansion joints shall be provided to allow for expansion and
contraction; the width and type of joint material shall be designed specifically for
each joint. Joint color should coordinate with adjacent material finishes.
6. Fasteners
Fasteners in public areas shall be tamper-resistant and/or concealed. The
fastener design must also ensure that the connection of the finish to the
substrate is secure so that vibration and movement do not affect the connection.
7. Maintenance
Operations and maintenance are important design considerations in relationship
to the materials and material systems that are chosen for the stations.
a) Materials shall be selected for appropriateness, durability, and ease of

maintenance.
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b) Materials should be easily maintained and vandal-resistant.

c) Material elements shall not be painted, or need repainting.
d) Manufacturer’s maintenance procedures shall be reviewed prior to the
finalization of the material selection.
e) Finish material must be well secured to substrate but easily removable
for replacement. The material, fastening and joint selections shall allow a
section of the finish material to be removed and replaced, without
damaging or affecting the adjacent portions of the finish surface.
4.6.2.4 Surface Reflectance
Surface reflectance of station materials and finishes is critical to ensuring adequate

visual acuity within the stations. Materials and finishes should comply with the following:
1. Energy Conservation
Material selections should appear bright and be light in color in order to facilitate
effective lighting, using a minimum number of fixtures.
2. Visual Perception
Brightness is important to the station lighting design, where improving visual
acuity and passenger comfort is an objective. The issue of perceived brightness
becomes one of the primary factors in visibility and luminance. Lighter surfaces
reflect more light, create a brighter station environment and promote improved
visual acuity.
3. Natural Light
Station design should incorporate natural light to reduce the need for
energy consuming light fixtures.
Surfaces intended to reflect natural light often require additional cleaning; therefore, the
selection of materials that comply with the recommended reflectance values must be
coordinated and approved by the MOR to ensure maintainability requirements are met.
4.6.2.5 Abrasion Resistance
Abrasion resistance of station finishes and materials is critical to the longevity and
maintainability of the stations over time. Floor and wall finishes shall resist wear and tear
on materials by having the strength and inherent color to do so. Floor surfaces must
resist the abrasion of foot traffic and station designers must consider potential damage
from delivery carts’ wheels and cleaning equipment used in the station areas. Floor
materials must conform to minimum standards and testing. Finishes shall be chosen
with regard to their continual use by pedestrians so that they are resistant to wear and
do not show dirt and scratches easily. These surfaces must also be able to resist
cleaning materials and cleaning procedures over their lifetime, including typically
scrubbing and pressure washing.
4.6.2.6 Chemical Resistance
Station materials and surfaces shall be resistant to chemical decay, including chemicals
from cleaning agents, salt, oils, water, dirt, and other foreign substances tracked in by
users.
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4.6.2.7 Low Moisture Absorption
Selected materials shall have low water absorption to help insure the longevity of
materials and keep the installation intact. Materials shall resist moisture due to
inclement weather and other wet conditions.
4.6.2.8 Light fastness
Lightfastness is defined as the ability of a material to keep its natural color over time. It
is important that the materials that are used on the stations are resistant to ultraviolet
rays, chemicals, salts, and dirt such that these forces do not dilute or alter the color over
the lifetime of the material.
4.6.2.9 Acoustic Considerations
As noted in the Acoustics section, the station’s design will include acoustically
absorptive materials. Absorptive materials should be provided to achieve a good aural
environment, in which people can communicate clearly and easily and the buildup of
excessive noise is suppressed (see Section 4.8.4.1)
4.6.2.10 Appearance
Although stations shall conform to safety, durability, maintenance, cost and

sustainability criteria, the following considerations are important for the ultimate success
of the stations.
4.6.2.11 Architectural Character
In stations, station geometry and finishes are the primary elements that help define the
architectural character of the station, which would result in a high level of illumination,
good cleanliness levels, and the appearance of high cleanliness. The finish material
selections should be attractive and of the highest quality. The aesthetic qualities of the
system shall be designed in order to instill civic pride.
Applied materials shall be hard, dense, non-porous, non-staining, acid and alkali
resistant, for long life and low maintenance. Surfaces within reach of the public, up to 3
meters above the floor level may be finished with applied materials.
Colours shall contribute to high illumination levels, with sufficient contrasts and accents
to provide visual interest, warmth, and to conceal minor soiling.
In all Stations a 100 mm wide yellow tile, acting as a passenger warning strip shall be
placed adjacent to the platform edge.
Smooth surfaces are preferred over rough ones for ease in cleaning and because they
are less prone to catch settling dust. Rough surfaces are desirable where a slip-resistant
feature is important, and are acceptable where surfaces are difficult to reach and are
therefore unlikely to be cleaned very frequently.
Unit size shall be large enough to reduce the number of joints yet small enough to
conceal minor soiling and scratches and to facilitate replacement if damaged.
Monolithic materials may be used in plant room areas providing they are laid in bays not
exceeding 16 metres square and incorporating brass or equivalent separating strips.
To minimise maintenance problems, joints shall be small, flush, limited in number and of
the best possible materials. Horizontal joints shall not be raked but shall be flush or
96
tooled concave. Monolithic materials shall have adequate control joints and expansion
joints at the proper spacing in order to prevent surface cracking.
Materials shall be selected for long life, low maintenance, replacement considerations
and overall aesthetic and functional qualities.
Materials shall be selected which are readily available. Domestic products shall be
selected unless the product is not available within the country.
Materials shall be detailed and specified to be installed in accordance with industry

standards and manufacturer’s printed directions. Interior finishes shall meet
requirements of the Code and the Fire/Life Safety Requirement.
1. Finishes for all protected exit ways shall be Class A as defined by NFPA 101. In
underground stations, platforms, mezzanines, corridors, stairways, and
vestibules shall be considered exit ways.
2. Finishes in all other areas shall be Class B as defined by NFPA 101.
3. Combustible adhesives and sealant may be used when they meet the
requirements stated above.
Materials shall contain no known carcinogens, have low levels of volatile organic
contaminants and should not utilize chlorofluorocarbons (CFCs) during production.
Materials shall have a low embodied energy rating; this includes the quantity of energy
required by all of the activities associated with production, acquisition, transportation,
manufacturing and handling of a particular product (see section 5.2).
4.6.2.12 Elements of Continuity
Elements of continuity shall link the stations and the system together. These elements of
continuity can include any number of architectural elements that are repeated
throughout the system (see Section 4.4.2). Color may be used to unify system lines and
to create station identity. Specific color criteria shall be developed and approved by
MOR.
4.6.2.13 Modular Units
The station designer shall develop a module as a tool to help unify station elements and
finishes and achieve a visually coordinated design (see Section 4.4). The module
should not necessarily be visible in the wall, floor and ceiling finishes but should used as
an organizing principle for the planning and layout of all station elements, including
base, handrails, guardrails, signage, lighting, advertising, etc.
4.6.2.14 Elements of Variability
Elements of variability respond to and reflect local or special context, introduce

variations in design and finishes for unique locations. Acceptable materials and
corresponding finishes shall respond to the unique context of the station location.
4.6.3 Specific Requirements
The surfaces in the station, including floors, walls, ceilings, and other miscellaneous
surfaces and objects in public areas, must comply with specific criteria in order for the
stations to be safe, well lit and acoustically comfortable, of high quality, and that will
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ensure the timely schedule of the system. Each surface type has performance
requirements that when met will insure these goals.
The station designer will prepare an analysis for selected materials in the public space
areas that indicates how they meet the goals and objectives described in this section.
Following is a list of the materials traditionally used in high intensity public space use
spaces. The charts at the end of this section provide a more comprehensive list of
materials and their applications.
4.6.3.1 Floor Materials - Finish to Provide Slip-Resistant Surface
1. Monolithic Materials
a) Concrete - with appropriate finish to provide slip-resistant surface in
ancillary areas. Hardened finish where required, as shown on the
attached Palette Schedule.
b) Acid-resistant applied coating - for application in Battery Rooms.
2. Unit Materials (large units - min. 200 mm. x 200 mm. x 12.5 mm.)
a) Natural granite. Mandatory as platform edge slab
b) Manufactured granite
c) Terrazzo - precast only, up to 600 mm. x 600 mm. slip resistant texture,
with sealed surface
d) Quarry tile
e) Paver brick - dense, hard
f) Unglazed ceramic tile
g) Vinyl title - non-public areas only.
h) Cement Terrazzo (special/hard aggregates, abrasive aggregates and
installation control); thick set installation.
4.6.3.2 Wall Materials
General
a) Concrete with sealers (with sufficient surface texture to conceal minor
soiling and damage without complicating maintenance procedures, or
constituting a hazard to clothing or skin of patrons).
b) Rustication joints in train room walls.
2. Unit Materials - min. 150 mm. x 150 mm. unless used for limited feature strips.
a) Unglazed and unglazed ceramic mosaic tile

b) Ceramic facing veneers
c) Glazed and unglazed brick
d) Precast concrete
e) Structural glaze faced concrete masonry units
f) Vitreous enamel steel panel – non combustible assembly
g) Crystallised glass panels
h) Glass Partitions: - These are to be custom designed to suit the station
requirements. Concessionaire has to provide analysis and certification
that it meets the Security, Fire and Structural safety requirements for that
area.
i) Concrete masonry units – non public areas only in underground stations.
j) Reinforced cast-in-place concrete underground shall be used for
underground train way walls because of air pressure build-up and for
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exterior walls of shafts and all bearing walls.
3. Surface Applied Finishes

a) Clear sealer - on concrete surfaces or concrete masonry units.
Over 3 meters above floor
1. Rough or textured concrete

2. Acoustic panels - in passageway areas only.
Wall Base Materials
1. Ceramic Tile - Cove

2. Quarry Tile - Cove
3. Granite - Cove
4. Rubber/Vinyl - Cove in non public areas only
5. Acid-resistant applied coating.
4.6.3.3 Ceiling Materials
a) Smooth concrete
b) Acoustic Materials sprayed onto mechanically fastened expanded metal
lath.
2. Unit Materials
a) Non-corrosive linear metal panels with applied coating or natural brushed
finish with wrapped acoustical material
b) Non-corrosive metal panels with applied coating or natural brushed finish
with large perforations with wrapped acoustical material
c) Rigid, cellular glass blocks.
4.6.3.4 Door Materials
1 Flush hollow metal doors and frames:

a) Public areas - alkyd enamel finish
b) Non-public areas - alkyd enamel finish.
2 Wire glass at doors with vision panels
3 Laminated safety glass at elevator, glazed doors and hoistways
4 Stainless steel overhead rolling grilles.
5 Stainless steel service gates.
6 Stainless steel doors.
4.8.3.5 Smoke exhaust duct cladding
1. Non-corrosive metal - natural brushed finish

2. Non-corrosive metal with applied coating.
4.6.3.6 Canopy Materials
1. Steel deck, factory-finished baked enamel

2. Non-corrosive metal-natural brushed finish
3. Silicone or Teflon-coated fiberglass (where out of reach of vandals).
4. Steel, factory finished aliphatic polyurethane coated.
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4.6.3.7 Handrails
1. Steel with factory finished aliphatic polyurethane coasts

2. Stainless steel, public areas
3. Painted galvanised steel
4.6.4 Recommended station finishes and materials for various locations
Table 1 of 4.6.4: Recommended Applications of station finishes and materials
LOCATION Finishes
Floor Wall Ceiling
Station Entrances:- Including Access F-12 W-16/17 C-16
Stair Cases And Passageways
Concourses Level - Public Areas F-11-12 W-16/17 C-3
Public Area - Platform Area F-11-12 W-16/17 C-3
Ticket Hall Supervisor Passenger Office F-9 W-23/26 C-3

+ Platform Supervisor Booth
Ticket Office F-9 W-10,23/26 C-3
Ticket and cash Office F-16 W-15,3 C-3
Station Operational/SCR Rm. F-16 W-10,3,15 C-3
Public Toilet F-14 W-12 C-11+W-15
Staff Room F-16 W-15,3 C-3
Staff Toilet F-5 W-12 C-6,W-15
Staff Lockers F-5 W-12 C-6,W-15
Store Rooms F-10 W-5,25 C-11
Permanent Way Store F-10 W-5,25 C-11
Maintenance Room F-13 W-1-5,25 C-11
Cleaners Rooms F-8 W-12 C-6
Driver Toilets F-8 W-12 C-6
Communication Rooms F-16 W-12 C-6
Escape stair F-10 W-1/5,25 C-6
Signalling Equipment Room F-16 W-12 C-6
UPS/Battery room F-10 W-1,25 C-11
Fire Water Tank F-10 W-1/5,25 C-6
Pump Room, Sump Control F-10 W-1/5,25 C-6
4.6.5 Station finishes and materials

Table 1 of 4.6.5: Recommended station finishes and materials
Key Description Remarks
Floor
F-1 Concrete with colour Mixture,
F-2 Concrete Steel trowel finish
F-3 Concrete with Coloured Hardener
F-4 Concrete with Waterproofing
F-5 200 x 200 mm. Ceramic Floor Tile
F-6 300 x 300 x 25 mm. Precast Terrazzo Tile
F-7 Resin-based Terrazzo
F-8 Ceramic Tile (200 X 200 mm)
F-9 Computer Raised Floor
F-10 Granolithic Floor Steel trowel finish
F-11 600 x 600 mm. Granite
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Key Description Remarks

F-12 300 x 300 mm. Granite
F-13 300 x 300 Unpolished Artificial Granite Floor
Tiles
F-14 300 x 300 Ceramic Floor Tiles
F-15 Polished Cement Finish
F-16 300 x 300 mm Vinyl Floor Tiles Non-Asbestos
F-17 200 x 200 mm Granite Floor Tiles
F-18 600 x 600 x 50 p.c. Concrete Slabs
F-19 Bitumen Topping
Wall
W-1 Concrete
W-2 Concrete Smooth Surface Exposed
W-3 Cement Plaster
W-4 100 mm. Concrete Block
W-5 200 mm. Concrete Block
W-6 Secondary Wall Lining
W-7 Resin-based Terrazzo
W-8 Glass Wall
W-9 Vitreous Enamel Panels
W-10 Clear Toughened Glass
W-11 Coloured Epoxy Paint
W-12 Glazed Ceramic Tile
W-13 Spray-on Textures Acrylic Solvent Base
W-14 Aluminum Cladding 3 mm. Thickness
W-15 Interior Acrylic Emulsion Paint
W-16 600 x 600 x 20 mm Polished Granite / Honed / Flamed
W-17 300 x 300 mm Granite Tile
W-18 Plastered brick blockwork wall
W-19 Off-Formed RC Wall
W-20 Precast Concrete Panel
W-21 300 x 300 mm Ceramic Wall Tile
W-23 200 x 200 mm. Ceramic Wall Tile
W-24 100 x 300 x 10 mm. Precast Terrazzo Tile
W-25 3-Coat Clear Sealer on Blockwork
W-26 Stainless Steel Panels Walling
W-27 19 x 19 Glass Mosaic Tiling
Ceilings
C-1 Aluminum Panels
C-2 Folded, Perforated Aluminum
C-3 Folded, Perforated Steel
C-4 Clear Toughened Glass
C-5 Steel Panels
C-6 Structural Concrete as Ceiling
C-7 Extruded Aluminum Ceiling
C-8 Grid Aluminum Ceiling
C-9 Acoustic Mineral Fibre Board Ceiling
C-10 Off-formed RC slab with smooth surface
C-11 Fairfaced Concrete
C-12 Feature Ceiling Panels
C-13 Continuous Aluminum Ventilation Grill
C-14 Glass Reinforced Concrete Panel
C-15 12 mm. Gypsum Plaster work
C-16 Acoustic (Vermiculite) Spray
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4.7 LIGHTING
4.7.1 Introduction
Lighting is an integral part of station architecture and as such should respond to the
given architectural conditions and be coordinated with other elements of the stations. In
addition to providing illumination and a sense of security, the lighting system in railway
stations should be durable, energy efficient and easily maintained. The lighting in office
rooms, passages, stairs, open areas etc. shall be provided as per established norms
and appropriately positioned. The station designer shall prepare an analysis as called
for in section 4.7.4.2 that demonstrates how the standards, goal and objectives for the
lighting of the stations called for in this manual are met by the design.
Codes and Standards

The design of lighting systems will utilize the latest editions of all appropriate and
applicable reference standards, regulations and codes as follows:
National Building Code, India

Energy Conservation and Building Code, India
British Standard EN 12464 (UK)
ADA Accessibility Guidelines (ADAAG), USA
American National Standards Institute (ANSI)
American Society for Testing and Materials (ASTM)
TERI (The Energy and Resource Institute) Recommendations and Mandates
Green building Council (GBC), USA
Leadership in Energy & Environmental Design (LEED), USA
National Fire Protection Association (NFPA), USA
Toxicity Characteristic Leaching Procedure (TCLP)
American Public Transportation Association (APTA)
American Society of Heating, Refrigerating and Air-Conditioning Engineers (ASHRAE)
Illuminating Engineering Society of North America (IESNA)
4.7.2 Scope
The scope for station lighting includes, but is not limited to, lighting equipment,
illumination levels, and control systems for the station in the following areas:
1. Station Site
2. Platform
3. Station Building
a) Concourse
b) Circulation
c) Waiting
d) Interactive Areas
e) Service Areas
4.7.3 Lighting Design Requirements
Lighting design shall provide an appropriate transition from street to station. Concepts
for lighting design are set forth under the umbrella principles of Safety, Economy and
Drama:
1. Integration with architecture and artwork
2. Emphasis at key points of transition and transaction
3. Promotion of the sense of real and perceived security
Section 4 – Station Design Lighting
102
4. Control of lighting in public areas via station management system

5. Location of luminaires and system components for feasible maintenance;
6. Introduction of natural light into station volumes wherever feasible
7. Intelligent systems /concepts shall be used for automatic switching on and off of
the lighting fixtures. Sensors shall operate as per the lighting levels in different
weather conditions. It will be focused to achieve maximum energy savings.
4.7.3.1 Station Site
1. Adequate lighting levels shall be provided in parking lots and at access points to
the station entrances. Lighting shall not interfere with or blind train operations.
2. Lighting fixtures at site and parking shall be of consistent design and evenly
spaced.
3. Station façade shall be lighted to ensure the most effective esthetic presentation
of the station building features. In addition all entrances shall have adequate
lighting to ensure adequate identification of access and egress points to the
building.
4. All exterior signs must maintain an acceptable level of lighting for clear visibility
up to 150m away. If general lighting is not appropriate for any specific sign the
sign shall have dedicated light fixtures mounted on sign structure or
independently mounted directly adjacent to the sign lighting requirements.
5. Site lighting shall be electric photocell controlled.
4.7.3.2 Platform and Track Area
1. Platform fixtures shall be post mounted when platform is uncovered. Canopy or

enclosed platform fixtures shall be surface or pendent mounted at a consistent
height throughout the platform.
2. Lamps for platform and canopy fixtures shall be identical to maintain uniform
illumination throughout platform area.
3. Platform lighting shall highlight the platform edge.
4. Lighting at exterior platform and canopies shall be high pressure sodium.
4.7.3.3 Platform Access
Where platform and site lighting is not adequate for platform access pathways, ramps,
VCEs, underpasses and overpasses (foot over bridge), separate light fixtures shall be
provided with adequate lighting for way finding and to provide an acceptable level of
security.
4.7.3.4 Station Building
Station Building Interior lighting should facilitate passenger orientation, identification of

systems graphics, and definition of circulation patterns within the building.
1. Additional lighting is required at ticketing, administrative areas/ offices, utility
areas, and waiting areas.
2. Backlit exit signs must be provided at all exits.
3. Emergency lighting shall be provided at all facilities.
4. Lighting at station building shall comply with applicable codes and standards.
5. Fluorescent fixtures shall have high frequency, energy saving, solid state
electronic ballast.
6. Color improved fluorescent lamps shall be used to provide a superior quality
lighting environment rendering all lighted surfaces true to color.
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4.7.3.5 Light Trespass
Light pollution and trespass are an increasing problem within the Cities. In order to
curtail the effects of light trespass at station areas that may be affected (e.g., street level
entrances), select lighting schemes and technologies that have a minimal impact off-site
and minimal contribution to sky glow. Lighting systems with exposure to the exterior
environment shall not exceed obtrusive light limitations as defined by the Environmental
Zone.
Relevant Environmental Zones are defined as follows:
Table 1 of 4.7.3: Obtrusive Light Limitations for Exterior Lighting Installations
Environment Sky Glow Light Into Source Building

Zones UWLR Windows Intensity Luminance
2
(Max %) Ev [lux] I [kcd] L [cm/m ]
(Adjacent to Site)
E3 15 BC – 10 BC – 100 10
AC – 5 AC – 1.0
E4 25 BC – 25 BC – 100 25
AC – 10 AC – 2.5
E3 Areas of medium district brightness (e.g., urban location)
E4 Areas of high district brightness (e.g., urban centers with nighttime activity)
UWLR (Upward Waste Light Ratio) = Maximum permitted percentage of luminaire flux
that goes directly into sky above horizon
Ev = Vertical illuminance in lux
I = Light intensity in candles
L = Luminance in candelas per square meter
BC = Before Curfew (with “curfew” set usually for 10:00 p.m. or 11:00 p.m.)
AC = After Curfew (with “curfew” set usually for 10:00 p.m. or 11:00 p.m.)
4.7.3.6 Accessibility Guidelines Compliance
With respect to achieving compliance with regard to way finding and exit signage, these
basic approaches are recommended:
1. Provide supplemental external luminaires to light sign faces. This approach
mandates a very high level of design coordination between lighting and signage
documentation in order to be effective.
2. Transillumination of signage. This method locates light sources within signage;
translucent acrylic is the most common signage media. This approach provides
appropriate visible contrast between text and field.
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4.7.3.7 Glare and Uniformity
The clarity, comfort and security that are essential to have the passenger experience
going through the station require three things:
1. lighting levels be graduated so as not to create lighting hot spots or dark spots
due to sudden disparity of illumination,
2. minimize the direct and reflected glare due to configuration and design of fixtures
and luminaires,
3. lighting levels and types of lighting should render the colour palate of the station
as natural and correctly as possible.
Toward this end the following tables excerpted from British Standard EN 12464 provide
the general standards to which the station lighting design should conform. Please note
that Illuminance levels are measured in terms of lux levels maintained through out the
useful life of a lamp (the level below which the fixture is deemed not functional).
Uniformity scale of illuminance in lux

Increase in illuminance should be approximately in a factor of 1.5
20- 30- 50- 75- 100- 150- 200- 500- 750- 1000- 15000- 2000- 3000- 5000
Table 2 of 4.7.3: Uniformities and Relationship of Illuminances of Immediate

Surrounding Areas to Task Area
Task Illuminance lx Illuminance of immediate

Surrounding area lx
> 750 500
500 300
300 200
< 200 E task
Uniformity: > 0.7 Uniformity: > 0.5
Table 3 of 4.7.3: Glare Rating and Colour rendering Index for Selected Areas
Type of Area, Task or Em UGRL Ra

Activity
Entrance Halls 100 22 80

Lounges 200 22 80
Ticket Counters 300 19 80
Platforms 50 28 40
Concourse 200 28 40
Waiting rooms 200 22 80
Circulation Indoor General 50 28 40
Circulation Exterior 50 50 20
(pedestrian vehicle crossing)
Vehicular Access Areas 10 50 20
Parking 20 50 20
Em Illuminance levels in lux that must be maintained m through the life of the luminaire
as opposed to the initial illuminance level which is generally higher.
UGRL Unified Glare Rating which rates the maximum level of visual discomfort
acceptable directly from the luminaire and the luminance L of the parts of the luminaire
that the observer is in direct visual contact.
105
Ra Colour Rendering Index rates the minimum level of colour quality adherence to the
original actual colour (maximum Ra is 100 or true color).
4.7.4 Illumination Levels
Levels of illumination should conform to the MOR 2007 Standards for Illumination
Railway Stations. They were excerpted in the following table. Please note that in case
the table has values higher than those noted on the standards, the values of this table
will apply. Lighting levels shall be uniformly distributed throughout as far as possible and
be designed to prevent glare, dark recesses and areas of poor lighting levels. Lighting
levels shall be graduated consistent with safety and comfort avoiding abrupt changes in
illumination levels.
Table 4 of 4.7.3: Standards for Illumination in Railway Stations
AREA LUX Levels

GENERAL
Interactive Areas (task location) 200
Interactive Areas (background) 150
Signs, maps, displays 200
Platform
Outdoor Platforms with canopy 100
Outdoor Platforms with out canopy 50
Indoor Platforms 150
Interior passageways 100
Service Corridor on Tracks (under
station) 50
Site
Open Parking Areas 50
Station Entrance Areas 150
Station Perimeter 30
Buildings
Concourse 200
Circulating Area 50
Enquiry cum reservation office 200
at counter
Ticket Counter 300
at counter
TVMs 200
Waiting area 200
Offices 100
Toilets 100
Lifts Interior 100
Lifts Landing 200
Parcel/Luggage Area 150
Corridors 100
Stairs 100
Cloak Room 250
Restaurant
Kitchen 300
Stores 100
Dining Hall 100
106
4.7.4.1 Fixture Location Parameters
Specific strategies for lighting system location include:

1. Lighting system components must be located such that they may be feasibly
maintained. Lighting equipment located over VCEs and other open areas shall
not be placed directly over such openings, and should be either very long life (5–
10 years average rated life), remote-source, or located at a height so as to
preclude the need for scaffolding.
2. All light fixtures and equipment shall be located not less than .916m inward from
the platform edge.
3. A maximum mounting height of 3.201 m above finished floor (AFF) at the
platform level is recommended. Maximum mounting height of luminaires and
system components should be determined by station architecture in conjunction
with feasibility of system component maintenance. Light source average rated life
should be factored into this equation.
4. Minimum mounting height shall be not less than 2.591 m AFF in all station areas
except where existing architecture may interfere. In such cases, fixtures must be
located not lower than 2.030 m AFF.
5. Fixtures located below 2.134 m AFF must comply with the ADAAG requirements,
and be vandal-resistant.
6. Under no circumstances should cooled air pass directly over unlensed linear
fluorescent sources, as such cooling will cause lamp discoloration and reduced
lumen output.
7. Luminaires should be located in such a manner so as to maximize public safety
and minimize the potential for deliberate vandalism or inadvertent damage by
other station systems or equipment
8. Maintenance of light sources via a group-re-lamping strategy should be
considered. This approach helps to control costs as well as minimize the
disruption of any stations’ normal operations.
9. The colour and appearance of the lamps should be natural for the application
and complement the interior colour scheme, which should be chosen with an
appreciation of the reflectance values that will be achieved. Lamps should be
selected with appropriate colour rendition properties, for colour discrimination
and reduction of eye fatigue.
4.7.4.2 Calculation Requirements
Provide lighting calculations for both normal and emergency lighting systems and submit
computer generated analysis with photometric data for all luminaires utilized showing
illumination level in lux for all public and key nonpublic (utility) areas, indicating
compliance with illuminance criteria as set forth in this section. All calculations shall
consider all engineering data, such as coefficient of utilization (CU) and light loss factor
(LLF). For the lighting analysis refer to the British Standard EN 12464-1:2002 for indoor
and British Standard EN 12464-2:2007 for outdoor. Calculations shall also show the
reduction in the luminaire use and resultant energy savings due the natural light
provided by the design during the daylight hours as required in 4.7.7.2.
Computer generated lighting calculation analyses developed for stations should at
minimum display the following data:
1. Fixture location, in context with station architecture
2. Horizontal average illuminance (maintained); points to be located on .636 m
centers or less
3. Vertical wall average illuminance (maintained)
4. Average/minimum and maximum/minimum ratios (uniformity)
5. LPD analysis for all relevant station areas
107
6. Statistical data regarding type of luminaire used

7. Statistical data regarding type of lamp/lumens
8. Complete independent laboratory photometric test data for each fixture type,
including lumen distribution curve
9. Part plan design drawings for all calculation areas, and sections/elevations
showing relative location of the fixtures and associated components
10. Three-dimensional image of the calculation environment.
4.7.4.3 Luminaries
Luminaires are to be selected based on specific criteria required by each selected

fixture and the overall lighting plan developed for the station which involves the above
mentioned analysis. In general the luminaries used in the station should conform to the
following list and any subsequent update issued by MOR. If the lighting plan developed
stipulates that for specific fixture another luminaire is called for it should note why it is
used in place of the ones called for on the MOR list. For platform and throughout other
rail road areas the luminaries should be fitted with “cool white light” types of lamps.
1. T-5 for Interior spaces
2. Compact Fluorescent Lamp
3. Metal Halide for exterior areas
Luminaires shall have the following degree of protection

1. Open areas > IP 67
2. Enclosed spaces > IP 66
4.7.4.4 Coordination Requirements
1. Central Management
The station shall have a dedicated central management unit of all major E&M equipment
so that the maintenance staff can have control over them (Building management system
as per NBC 2005). The equipment under central command shall include lighting and
control operation shall be programmed to maximize energy efficiency (see section
5.5.5). At platform level lighting shall be at 100% only with the arrival of the trains. At
other times lighting level shall be reduced to a suitable level.
2. Systems Coordination
Lighting system shall be coordinated with communication, signage, life safety,
ventilation/environmental control and any other applicable engineering disciplines.
Lighting layouts for all areas shall be coordinated with the structural system and
architectural design of the station.
3. Environmental
Lighting fixtures plan shall promote sustainability goals of encouraging clean energy
sources, on site energy production and maximizing day lighting (see section 5.2.2.6)
4.7.5 Lighting Systems
4.7.5.1 Lighting System Fixture Parameters
The lighting system shall include, but not be limited to, the following array of
components:
1. Normal lighting (powered via normal and reserve circuits)
2. Emergency lighting (designated luminaire[s] on emergency circuit[s])
108
3. Point source fixtures for use as either general distribution or accent, fixed or
adjustable
4. Public address (PA) speakers (unless integration will compromise performance
requirements as noted in the Communications section)
5. Way finding signage, transilluminated or screened
6. Station identification signage, transilluminated or screened
7. Dynamic signage, such as variable messaging system (VMS) in the customer
information sign (CIS)
8. Surveillance
9. Strobe (fire alert)
10. Train annunciation
11. Integrated wireway management of related systems components. Wireway
and/or conduit will be hidden from view in accordance with the parameters set
forth in the Utility and Systems Interface section.
4.7.5.2 Integrated Lighting System
Lighting will be delivered via a unified system encompassing wireway management and
multiple services for all public areas. The lighting system shall be capable of responding
to the various conditions that will be found in all station configurations as they are
developed.
1. Luminaires, whether part of an integrated system or standalone, must be durable
and suitable for a minimum 50-year life cycle. This standard of durability shall
include the ability for luminaires and components to withstand seismic vibration,
moisture, steel dust and the potential for vandalism, and operate within a
temperature range of -10 to 50° Celsius.
2. The predominant lighting in station public areas will be delivered via a lighting
system, integrating normal and emergency lighting and other areas/objects
requiring power.
3. Individual component units shall allow for ease of maintenance, future
replacement and expandability and tool less access for basic tasks.
4.7.5.3 Non-Integrated Lighting
In all cases where a non-integrated approach is proposed, light fixtures shall utilize
approved family of light sources and must demonstrate adherence to principles outlined
in this section,
4.7.5.4 Support (Utility) Areas Lighting
Support areas are those in which more task-oriented activities may occur, and as such
lighting must be provided and located accordingly.
4.7.5.5 Emergency Lighting
Emergency lighting shall conform to all applicable provisions of NFPA 130 (1 foot-candle
average, 40 to 1 max. to min. ratio). In stations where emergency power is provided by
an independent alternating current (AC) source, such as an uninterruptible power supply
(UPS) system, emergency lighting shall be supplied by a percentage of normally
energized luminaires. In the event of power failure, emergency lighting shall define a
path of egress to assist in safe and orderly evacuation.
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All public areas of the station, including stairs, passageways and entry require
emergency lighting. Emergency lighting for stairs and escalators should emphasize
illumination on the top and bottom steps and landings. Electrical and mechanical
equipment rooms shall be provided with emergency lighting to enable safe evacuation
and troubleshooting.
Exit signage shall be provided with sufficient illumination for way finding during normal
power failure. Transilluminated exit signage shall be fed via emergency circuit. Should
exit signage not be transilluminated, sufficient vertical illuminance shall be provided on
the sign face to provide for readability in the event of normal power failure. See section
5.5.5.
4.7.6 Lighting Controls
Stations operate on a 24-hour, 7-day-per-week basis. The designer utilizes a station-

management system to provide for lighting control in all public areas (see section 5.2.2).
Service areas shall be provided with lighting control either via local switching,
occupancy sensor or as part of the station-management control system.
Appropriate control systems may take the form of relays or programmable breakers.
Interface with other station management systems is common in similar installations, as
is integration with photocells and astronomical time clocks.
Regardless of control philosophy, the control system must allow for the maintenance of
safe minimum light levels at all times. Nonpublic areas should be controlled via
occupancy sensors with local switch override wherever feasible.
4.7.7 Design for the Environmental Strategies
Specific sustainability goals that have particular relevance for station lighting design are:
1. Encourage Clean Energy Sources
2. Maximize Day lighting
3. Encourage On-site Energy Production
4.7.7.1 Respond to Demand: Lighting
1. Utilize energy efficient technologies. Lighting control strategies for station areas
will assist in the reduction of energy consumption as well.
2. Use activity sensors to activate the lighting system when it is needed in
nonpublic areas.
3. Minimize Thermal Pollution.
4.7.7.2 Increase Natural Light
Wherever feasible the use of daylight is recommended. When utilized in conjunction

with responsive control technology, natural light may provide sufficient illumination to
warrant de-energization of designated electrical lighting, offering potential energy
savings. As a side benefit, natural light can increase customers’ positive sense of station
orientation and identification.
Supplementing artificial lighting with natural daylight can be achieved with use of glass
and through openings in the structure, directly focusing the light from open areas to
remote areas, and through fiber optic lighting that uses daylight directly.
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Concessionaire shall demonstrate the percentage savings resulting from the use of
natural light to supplement artificial light in different areas of the station during the light
hours separately for different times during the day.
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4.8 ACOUSTICS
4.8.1 Introduction
Acoustics of an environment has the ability to affect the way people behave. Excessive
noise and poor speech intelligibility may lead to frustration on the part of the passengers
in a confined area, such as the station building. The acoustic design of stations must
provide a good aural environment, in which people can communicate clearly and easily,
and the build-up of excessive noise is suppressed. Public address (PA) announcements
must be easily heard and understood. A comfortable acoustic environment must also be
provided for the employees in the nonpublic areas, such as in offices and administration
areas. The concessionaire must provide documentation that the station’s design
achieves these goals.
The criteria established here addresses achieving intelligible speech communication

(face-to-face, telephone, public address, and intercom).
References
The latest editions of the following reference standards, regulations, and codes will be
utilized:
Noise Pollution, Regulation and Control Rules, 2000 (India)
The International Organization for Standardization (ISO)
NFPA 72 - National Fire Alarm Code (USA)
International Electro-technical Commission (IEC) 60849: 1998- Sound Systems for
Emergency Purposes, for speech intelligibility requirements.
4.8.2 Acoustics Evaluation

Noise Sources
The noise levels perceived on the Station and the platforms will vary considerably during
the normal operating day. In the short term, there will be increase in noise with the
movement of trains. In the longer term, there will be changes in occupational noise level
with the changes in passenger loadings on the platforms.
1. Train Noise: (Noise from a stationary train at a platform).

a) Train motor idling
b) Train air conditioners.
c) Generator cars.
2 Structural Noise
a) Rail sources
b) Use of lightweight structures
c) Resilience of the track form
d) Heating, Ventilation and Air Conditioning equipment
e) Station machinery
f) Equipment above grade (affecting adjacent structures) including Backup
generators.
4.8.3 Acoustical Environment

The acoustical environment within the stations shall provide a good aural environment,
where people can communicate clearly and easily and the buildup of excessive noise is
suppressed. Controlling the buildup of noise and ensuring good speech intelligibility are
Section 4 – Station Design Acoustics

112
dependent on how “live,” or reverberant, the station is. The noise rating (NR) curves
developed by the International Organization for Standardization (ISO), depicted below,
for acceptable noise levels in decibels for various types of spaces over a common
octave frequency establish a benchmark for preparing the acoustic analysis of the
station.
Table: 1 of 4.8.3: Acceptable Noise Levels for Various Types of Spaces

Noise rating
Application
curve
NR 25 Concert halls, broadcasting and recording studios, churches
NR 30 Private dwellings, hospitals, theatres, cinemas, conference rooms
Libraries, museums, court rooms, schools, hospitals operating theaters

NR 35
and wards, flats, hotels, executive offices
NR 40 Halls, corridors, cloakrooms, restaurants, night clubs, offices, shops
NR 45 Department stores, supermarkets, canteens, general offices
NR 50 Typing pools, offices with business machines
NR 60 Light engineering works
NR 70 Foundries, heavy engineering works
Table: 2 of 4.8.3: Maximum Sound Pressure Level (dB)
Noise Rating Octave band mid-frequency (Hz)

- NR -
Curve 31.5 62.5 125 250 500 1000 2000 4000 8000
NR 0 55 36 22 12 5 0 -4 -6 -8
NR 10 62 43 31 21 15 10 7 4 2
NR 20 69 51 39 31 24 20 17 14 13
NR 30 76 59 48 40 34 30 27 25 23
NR 40 83 67 57 49 44 40 37 35 33
NR 50 89 75 66 59 54 50 47 45 44
NR 60 96 83 74 68 63 60 57 55 54
NR 70 103 91 83 77 73 70 68 66 64
NR 80 110 99 92 86 83 80 78 76 74
NR 90 117 107 100 96 93 90 88 86 85
NR 100 124 115 109 105 102 100 98 96 95
NR 110 130 122 118 114 112 110 108 107 105
NR 120 137 130 126 124 122 120 118 117 116
NR 130 144 138 135 133 131 130 128 127 126

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Fig. 1 of 4.8.3: NR - Noise Rating Diagram
4.8.4 Reverberation Time

The design of the acoustical environment of the stations will be based on station
reverberation times. In order to meet reverberation time (RT) criteria, acoustical
calculations must be carried out for each station design. They will determine the
amount, type and placement of acoustical treatment required. Placement of acoustical
treatment is critical for having a comfortable aural environment, and must be
coordinated with the communication speakers to ensure aural clarity. The required
amount of absorption will depend upon the station geometry and the volume of the
station interior. Experience and testing at similar existing stations suggests that
acoustical treatment may be required over 40–70% of the wall and ceiling area
(assuming a mid-frequency absorption coefficient of >0.7)
• Reverberation time (RT) characterizes the level of reverberance within a station.

When the train boarding area is flanked by hard surface construction, it is an
important indicator in assessing the space acoustics and is linked to the sound-
absorptive properties of the surfaces in a space. Reverberation Time is the time
required, in seconds, for the average sound pressure level in a room to decrease
a specific number of decibels after a source stops generating sound. The
standard for public indoor spaces is 60.
• The RT affects the comfort of passengers by its influence on the perceived

sound quality from the public address (PA) system and the buildup of

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occupational noise within the space. The selection of appropriate RTs for the
station spaces is governed by the desire to provide a comfortable acoustic
environment and the ability to achieve an acceptable PA system intelligibility so
that safety announcements can be made.
• With modern directional speakers, it is possible to cope with acoustically difficult

spaces. However, for most spaces, good coverage and intelligibility becomes
impossible to achieve with conventional speakers if the mid-frequency RT is not
below about two seconds. Certain areas of the stations, such as offices, will
require a lower RT for comfort reasons and to allow effective verbal
communication over reasonable distances. The RT criteria will depend upon the
volume and size of the stations. A typical approach taken in other railway
projects is to specify different RT criteria depending upon the height of the
space.
4.8.4.1 Sound-Absorptive Materials and Finishes

1. There is a wide range of materials that can be considered to achieve the RT
criteria in the stations.
2. All materials considered must meet safety and maintenance standards.
4.8.4.2 Reflections
The effects of parallel reflecting surfaces need to be considered when locating and
aiming speakers, otherwise the intelligibility may be compromised.
4.8.4.3 PA/Emergency Voice Alarm Communications System (EVACS)

1. The PA system may also integrate some subsystems of the EVACS to deliver
important information in case of emergency, directing customers to safety. Refer
to Safety and Security Section (Section 4.2.3.6). The National Fire Protection
Association (NFPA) document NFPA 72 recommends that EVACS meet the
speech intelligibility requirements, as defined by International Electrotechnical
Commission (IEC) 60849: 1998 - Sound Systems for Emergency Purposes. The
design of the station PA/EVAC systems should take account of these
requirements. For PA systems that are used for EVACS, the IEC standard
requirement for speech intelligibility is a minimum level of 0.7 on the Common
Intelligibility Scale for all areas of coverage, unless otherwise stated. According
to the standard, this relates to a Speech Transmission Index (STI) value of 0.5.
2. The relationship between STI value and subjective speech quality is suggested
in the STI Rating Table below. It is recommended that STI form the basis of the
PA system acoustic design targets.
3. A STI value of 0.61 is the minimum acceptable standard for a safe system.
Table1 of 4.8.4: STI Rating Table
Rating STI Value

Bad 0.20 –. 0.25
Poor 0.26 – 0.44
Fair 0.45 – 0.50
Good 0.51 – 0.60
Very Good 0.61 – 0.70
Excellent 0.71 – 1.0

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4.8.5 General Recommendations

1. It is essential to achieve good speech intelligibility and enable passengers to
understand train announcements and voice alarms.
2. Controlling the reverberant buildup of noise on the station platforms also greatly
depends upon the level of noise emission from the various noise sources. The
dominant source is train noise, which includes wheel/rail noise from trains
entering and leaving the platforms, train horn noise, noise emission from train
ventilation fans, and noise from the train motors.
3. Selection of the appropriate finishes providing effective sound absorption can

control the level of reverberance and provide a comfortable acoustic
environment. Under these aural conditions, standard speakers can be used to
achieve a good level of speech intelligibility.
Acoustic considerations should be made to achieve the following objectives:
a) Provide intelligible speech communication (face-to-face,
telephone, public address, intercoms, portable radio)
b) Comply with acoustical criteria
c) Control patron-generated noise in enclosed areas and/or noise
from exterior sources
4.8.5.1 Station Reverberance

1. Acoustical calculations should be carried out for each station design in order to
determine the amount and type of acoustical treatment required to meet the RT
and Speech Intelligibility criteria.
2. Consideration should be given to whether the station is naturally ventilated,

mechanically ventilated or fully air-tempered and the resultant effect on the
reverberant noise buildup within the station.
3. The RT within a station should not typically exceed 1.4 to 1.6 seconds over the
frequency range of 250 Hz to 4 kHz. In addition, the frequency range should
include the 125 Hz, 250 Hz and 4 kHz octave-bands.
4.8.5.2 Structural Noise

1. Structure borne noise from rail sources is generally low frequency in nature (31
Hz to 250 Hz); whereas the information in speech occurs in the frequency range
of 500 Hz to 4000 Hz. Therefore, a high level of structure borne noise must be
generated before interference with speech communication occurs.
2. Typical criterion used on other railway projects for the allowable level of structure
borne noise in the stations public areas is NC 60 (roughly equivalent to 65 dB
(A)).
4.8.5.3 Train Noise
The following shall minimize train Noise in stations:

1. Use of continuous welded rail (CWR) instead of jointed track
2. Locating crossovers and switches away from station waiting areas, as
these elements can result in significant noise and vibration.
3. Inclusion of rubber/electromagnetic pads below rails/sleepers and noise
dampers on the platform walls.

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4.8.5.4 Services Noise

The target noise levels for different programmed services are listed below. Services
noise should include the contributions from all station and tunnel ventilation equipment,
including escalator and elevator equipment.
Table 1 of 4.8.5: Background Services Noise Criteria for Typical Spaces
Area Target Noise Criteria

Platforms NC 45–50
Concessions NC 40–50
Toilets NC 40–45
Platforms (during emergency) NC 70–80
The following issues shall be addressed in the design of the ventilation systems in
regard to acoustics:
1. Noise levels on platforms during emergency situations from ventilation
equipment should be assessed separately from the ventilation plant
under normal operation.
2. To ensure the ventilation noise meets the noise criteria, the ventilation
design should consider the use of in-duct sound attenuators, plenums,
and lined ductwork to attenuate the fan noise to help reduce the level of
regenerated noise within the system.
3. Regenerated noise at dampers, grilles, louvers, etc. should be taken into
account in the design of the ventilation system design. Air velocities
should be limited.
4.8.5.5 PA Speech Intelligibility

The criteria for speech intelligibility performance of the PA audio systems are as follows:
1. PA system to achieve minimum STI: 0.61
2. PA system to achieve level in range: 65 dB (A) < Lp < 85 dB (A)
The criteria should be measured with all ventilation equipment running at normal
operation, and in the absence of any other noise, such as train noise or noise from
station users.
4.8.5.6. PA system
1. Input
a) The type(s) of microphone used by the person initiating or
recording a PA message.
b) The vocal character (male/female), talking level, and diction of the
PA operator.
c) The acoustic environment in which the message is made,
including the local ambient noise level and the reverberance of
the local area.
2. Device Location
a) Mounting locations for maintenance accessibility
b) Easier architectural integration

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c) Mounting locations to provide optimal sound coverage to passenger

areas.
3. Design
Coordinate locations with light fixtures and other interchangeable modular elements, but
consideration of locations in relation to these elements shall not override intended
function of the loudspeakers.
a) Use of any special maintenance equipment other than ladders to gain
access to loudspeakers may mean station closure to perform repair.
b) Typical loudspeaker heights for maintenance should be limited to 4.268 m
above a finished floor.
c) Standard loudspeaker dispersion patterns also require a minimum
mounting height to provide adequate coverage. Greater mounting heights
increase the potential for spill and an increase in detrimental reflected
sound energy.
d) With respect to the control of reflected sound energy, it is very important
that the location and coverage of the PA loudspeakers should take into
account the location of any sound-absorptive finishes and vice versa. If
early reflections from the PA system are left to reverberate through the
station, they effectively become noise, limiting the PA signal to noise ratio
and the achievable level of speech intelligibility.
4.8.6 Acoustical Treatment Recommendation
4.8.6.1 Uses of Sound Absorption

1. The reverberant noise buildup resulting from an untreated station may
compromise the ability of the PA system to provide good speech intelligibility and
may result in an uncomfortable aural environment for the station users.
2. The location of any sound-absorptive finishes and the PA loudspeakers should

be coordinated with the station geometry to ensure that early reflections from the
loudspeakers are directed towards the area of sound absorption.
4.8.6.2 Acoustical Treatment/Materials

Acoustical treatment is most effective when applied near the source of the noise.
Designers shall take these into consideration in selecting acoustical materials and shall
create solutions regarding easy accessibility to the materials for replacement.
Options may include:
1. Cementitous spray-applied or trowel-applied acoustic materials (above reach of
pedestrians).
2. Non-corrosive metal panels (with or without perforations) with wrapped acoustical
material. Metal panels may have applied coating or natural brushed finish.
3. Rigid, cellular glass block.
4. Suspended acoustic tile (in nonpublic areas only).
5. Cellular glass blocks (typically concealed behind metal panels).
6. Glass fiber blankets that are wrapped in close-weave glass cloth or other non-
flammable sheeting.
4.8.6.3 Acoustical Materials Requirements

1. All acoustical materials shall comply with the following materials requirements:
2. Easily replaceable; requiring no maintenance

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3. Low flammability; low smoke emission

4. Good long-term and reliable bond or fixing to surfaces
5. Not stained by water; tolerance of water absorption
6. Rot-proof and odorless; resistant to attack by mold and rodents
7. Long service life; cleanable and vandal-resistant
8. Stability when exposed to high positive and negative pressures
9. Ease of fixing to curved and flat surfaces (horizontal and vertical)
10. Access to services or cabling running behind the acoustic paneling
11. Lightweight
12. Resistant to vibration
4.8.6.4 Station Geometry

Station geometry can be designed to ensure sound energy, such as train noise or early
reflections from the PA system, is reflected onto sound-absorptive areas, thereby
maximizing the benefit of any sound-absorptive treatment. The station design should
consider the location of all noise sources and the propagation of early-reflected energy.
Stations with curved or barrel-vaulted ceilings or walls may result in strong focusing of
acoustic energy if left untreated. This will greatly reduce the ability of the PA system to
provide well, even coverage throughout the station. Removing unwanted focusing
effects while retaining the curved geometry could be achieved using sound absorption
and/or diffusion.
The curved surface can be made sound absorptive, thereby reducing the strength of
any focusing effect. Additionally, increasing the irregularity of the curved surfaces,
through the use of coffering or other detailing, can reduce sound focusing. One option
for mined stations is to leave the rock face wall exposed; the irregularity in the surface
will often be diffusive. This diffusion scatters the sound rather than focusing it.
4.8.6.5 Integration of Noise Attenuation with Structure

Consider integrating acoustic design parameters with the basic design parameters. This
could affect the selection of materials and the volumetric definition of the stations.
1. Reduce Noise
2. Efficient Material Use

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4.9 SIGNAGE AND GRAPHIC

4.9.1 Introduction
Signage is the most visible, most scrutinized station element and essential to the proper
functioning of the station. Signage provides information essential to passenger use and
navigation of the system, engendering a sense of reassurance, security, and orientation
when entering, exiting, or transferring, which contributes to a positive, user-friendly
customer experience. In brief, signage:
• Guides passengers to and from the various station areas

• Accommodates the myriad informational requirements of the station and its
service
• Informs passengers of service information
• Accelerate their way finding process
• To relieve them of their information anxieties
Codes and Standards
utilized:
Photograms for premise” by IRICEN Pune 1995

Policy circular No.2 – commercial Directorate, dated 11/3/99, Sub: Standardisation of
signage of station
International Transportation graphic Standards
”Guidelines for Transit facility; Signing and Graphic”, TCRP Report 12, Transportation
research Board; National Academy press, Washington, D.C 1996.
Signage for Rail Users MOR
RDSO/SPN/TC/61/2007
RDSO/SPN/TC/67/2006

In new stations signage shall not substitute for clear unobstructed circulation and line of
site. Wayfinding must begin with the station circulation and access design, and signage
should play primarily an informational role.
1. Integrate signage with station architecture and other station elements.
2. Utilize electronic messaging systems (new technologies) in conjunction with
fixed signage units when appropriate.
3. Reduce customer anxiety levels and dependency on Indian Railway employees
for directions and information.
4. Encourage tourists, new and infrequent users and individuals with disabilities to
utilize the system with ease.
5. Coordination with MOR existing signage guides
6. General principles for signage placement in new stations shall include:
a) Keeping signs to the minimum necessary to properly communicate the
required information, while considering that certain signs need to be
repeated to reassure passengers that they are on the correct path.
b) Placing signs exactly at decision points in lateral and vertical circulation
paths, including VCEs.
c) Placing signs perpendicular to the line of travel or sight.
Section 4 – Station Design Signage and Graphics
120
d) Glow sings for publicity should be placed parallel to the passenger

movement in the station. Placement of commercial signs should not
obstruct any station sign.
e) To reduce sign clutter, utilizing both sides of signs for information display
wherever applicable.
f) Integrating signage with other station elements wherever possible.
g) To enhance signage recognition and reduce visual clutter, establishing
vertical datum lines or placement zones for signage. These datum lines
should be within the normal cone of vision of persons standing in the
station and sitting on the train. Datum lines for tactile/Braille ADA plaques
will differ than those for overhead signs.
h) Placing signs in areas that have clear sight lines and are free of visual
obstructions.
i) As per ADA, the international symbol of accessibility (ISA) is required to
identify accessible entries and paths. (See section 4.3.3) All components
of signage at station must have a Braille component.
j) To encourage left-hand circulation, placing signage or sign information on
the left hand sides of corridors and VCEs.
k) Graphics in floor should clearly indicate the movement lines, space
allocated for vendors, location of pantry car of train on the platform for
easy flow of raw material and other material required for train operations.
l) All signage shall have alternate pictorial signage of the same size as the
letters and should be in at least Tri- Lingual (English, Hindi & local
Language). .
4.9.3 Sign Information Content System

The sign information content system is defined as the informational messages contained
on signage. Essential public information and signage can be of retro reflective high
intensity prismatic boards. Aspects of new/renovated stations that may create new
informational needs for fixed signage include:
1. Identification and way finding
2. Identification of dedicated emergency exit stairs and areas of refuge
3. Reinforcement of left-hand circulation at vertical circulation elements (VCEs) and
passageways
4. Identification of help-point intercoms (HPIs)
5. Indication of escalator status and direction for all passengers, including those
with impairments.
4.9.4 Sign Graphic System

The sign graphic system is defined as the graphic elements, such as typography,
arrows, symbols, and colors, which organize and convey the sign informational content.
Detailed technical standards regarding these elements and their size and arrangement
on fixed signage modules shall be provided by the Ministry of Railways. (Refer
“Photograms for premise by IRICEN Pune 1995 (See Annexure II -Signage
manual).These standards create a consistent graphic look for the Indian Railway system
and contribute to a cohesive visual identity.
For the information for passengers, the size of the letters in the sign boards depicting
major information like platform number, direction, entry, exit shall not be less than 300
mm, for information of facilities it should not be less than 230mm and for other
information not less than 78mm.
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For signage whose graphic configuration is not covered in the MOR IRICEN Pune 1995
or Policy circular No.2 – commercial Directorate, dated 11/3/99; Sub: Standardisation of
signage of stations, the international transportation graphic standard signs shall be used
(see Annexure III international transportation graphic standard signs).
4.9.4.1 Color code

Colors for information of emergencies, train arrivals, departures, location of passenger
amenities and any other information to the passengers shall use existing MOR
specifications (Refer Policy circular No.2 – commercial Directorate, dated 11/3/99; Sub:
Standardisation of signage of stations). Only permissible colors shall be followed but
with attractive shades and using latest computer printing technology in form of retro
reflective stickers or on flex.
Table 1of 4.9.4: - Table Illustrating colour code for signage at railway station
Type of signage Colour of Background Colour of Signage matter

Glowsigns within the station Building
Signage for services YELLOW BLACK
Signage for utilities BLUE WHITE
Signage for caution RED WHITE
Signage for direction YELLOW BLACK
Reflective directional signages outside the station Building
In the station circulating area GREEN WHITE

In the municipal area on the
station approach roads. BLUE WHITE
Source: - Policy circular No.2 – commercial Directorate, dated 11/3/99, Sub: Standardization of
signage of stations
The pictorial signs will use the existing guideline of MOR. (Refer Signage for Rail Users;
MOR). Where signage color and form are not specified in MOR standards the designer
shall follow international transportation standards (see Annexure III international
transportation graphic standard signs).
4.9.4.2 Size of Signage

Size of signage shall be standardized for all similar types of signs throughout the station
as called for in the referenced standards. For any signage not covered, the
Concessionaire shall prepare a schedule for submission to MOR identifying each type of
sign, its proposed size and configuration and location(s) along with the same
information on the signs defined by the referenced standards.
4.9.4.3 Sign Hardware System

The sign hardware system is defined as the physical sign units—their sizes, materials,
and attachment methods—that display the sign graphics. The technical fabrication
details for the fixed signage hardware system shall be in accordance with security
requirements and shall be approved by the MOR. (Refer Policy circular No.2 –
commercial Directorate, dated 11/3/99; Sub: Standardisation of signage of stations).
The construction of the signs themselves if not specified in the referenced standards
shall be on a non combustible durable design mounted on metal frames and supports
as required from the ceiling walls and floors of the stations.
Opportunities to integrate signage with other station elements should therefore be

evaluated in the process of designing new stations. For example, a modular approach is
122
encouraged in the architectural design of new stations, which provides opportunities for
signage integration (e.g., the series of reveals that are likely to occur in)
4.9.3.4 Crossover/Redundancy of Fixed and Variable Signage

To ensure that passengers receive the information they need to use the train system, a
certain amount of informational redundancy should be maintained between fixed and
variable signage at new stations. While permanent service information signage is
provided by fixed signage at platform edges, temporary service diversion information
may be conveyed by electronic and temporary signage. Electronic signage cannot be
solely relied upon to convey such information for several reasons.
1. Certain languages may not be available or readily legible on electronic displays.
2. The computer systems controlling the electronic signage may fail
4.9.3.5 Integration of Fixed and Variable Signage

The design of new stations presents new opportunities for integration of fixed and
variable signage elements in a unified manner. For example, LED or other electronic
display elements could be detailed into the fixed signage hardware system to provide
both permanent and variable information.
4.9.5 Types of Signs and Graphics

The types of signage described below are classified according to the information
conveyed.
4.9.5.1 Fixed or Static Signage

Fixed or static signage contains information generally considered as permanent or
unchanging in nature, such as station name, direction and destination of service (e.g.,
“Mumbai & Pune”), or the way out (“Exit”). While fixed signage is considered permanent,
even the information it contains is subject to change to reflect changes in station or train
operations over time. Following would be fixed signs:
1. Directional (exterior, unpaid area and concourse)

a. Station entrance at drop off areas
b. Ticketing window
c. Information
d. Concourse gates
e. Amenities (water, toilets, food, luggage, waiting areas, lounges etc)
f. Platforms and tracks
g. Elevators
h. Egress
2. Directional (Platforms and tracks)

a. Concourse
b. Other platforms
c. Egress
d. Elevators
e. Multimodal connections
3. Identification
a. Station Entrance(s)
b. Ticket windows
c. Information
d. Concourse gates
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e. Amenities (water, toilets, food, luggage, waiting areas, lounges etc)

f. Platforms and tracks
g. Elevators
h. Egress
i. Station name (platform)
j. Coach location (platform)
k. Track number (platform)
l. Room numbers and names in none public areas
4.9.5.2 Variable or Dynamic Signage

Variable or dynamic signage information content changes more often than fixed
signage. All electronic Signage shall have power and data connections and be part of
the integrated train information system. Variable signage for stations takes the following
forms:
1. Exterior, unpaid area and departure concourse
a) Main train information displays (see section 4.9.5.4)
b) Reserved seat boards
c) Reserved seat availability status boards
d) Train information for arriving/departing trains by track (Ref annexure IX: -
RDSO specification no RDSO/SPN/TC/61/2007)
2. Platform and tracks
a) Train information for arriving trains by track
a) Coach type
3. TVMs should also display this information.
4.9.5.3 Main Train Information Display

This is a large electronic multi color display sign set above eye level for 120o view at a
distance of 100m. The sign will have the following information:
1. Train ID
2. Train Route
3. Arrival or departure information
4. Track number
5. Status
6. Digital time display synchronized with all other station clocks
Display will be integrated to the MOR train information system. (Ref annexure III: -
RDSO specification no RDSO/SPN/TC/67/2008)
4.9.5.4 Station Information Centre (SIC)

SIC will be a large stand alone static, well-lit fixed sign that will contain on both sides the
following:
1. A route map noting location of station.
2. A vicinity map noting location of station.
3. A station map noting location of SIC.
4. Notation of all intermodal connections.
This sign should be equipped with power and data connections to facilitate future
additions of dynamic information displays.
4.9.5.5 Identification Signage

Identification signage is defined as signs that identify a place, space, entity, or object. In
the wayfinding process, identification signs confirm that a destination has been reached.
Identification signs can also create a visual or brand identity.
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4.9.5.6 Way finding/Directional Signage

Way finding signage, or directional signage, is defined as signs that display text,
typically paired with directional arrows, to guide people in finding their way into, within,
and out of a station. Wayfinding signs are essential for effective orientation and
navigation, reducing passenger confusion and improving circulation. Directional signage
enhances a passenger’s sense of security and well being, contributing to a positive
passenger experience.
4.9.5.7 Information Signage

Information signage is defined as signs that neither identifies nor direct, but display
information about the use or operation of a place or system.
4.9.5.8 Station Entrance Open/Closed, Hours

These signs display the hours of operation, and whether the Station is Open or closed.
4.9.5.9 Intermodal Connections

Display of intermodal connection information on both fixed signages and variable and
dynamic signages must be placed at platform gates.
4.9.5.10 HPIs
HPIs will be located throughout the stations, and should be clearly identified with fixed
signage. Also see 4.11.6.2
4.9.5.11 Emergency Exits

Dedicated emergency egress stairs, typically at both ends of the station, will require
applicable door and stair side signage per applicable codes. These stairs should not be
signed as normal, non-emergency station exits. These would be of fixed types.
4.9.5.12 Prohibitory Signage

Prohibitory signage is defined as signs that prohibit or warn against certain behavior.
These typically include rules of conduct and platform end signs.
4.9.5.13 Tactile/Braille ADA Signage

Tactile/Braille ADA signage is defined as signs that are required by for the visually
impaired under the American Disabilities Act and/or Indian Disability Act. These signs,
displaying tactile lettering and grade 2 Braille, are required in addition to signage,
described above for the non-visually impaired. Tactile/Braille ADA sign plaques are
required to be mounted with the sign’s centerline 1524 mm above the ground or floor.
Tactile hazard markings shall be provided at danger areas such as escalator landings,
stairwells, and passenger lift accesses. Any obstructions such as freestanding signs,
telephone enclosures, or fire hose cabinets shall be cane detectable and protected,
either by horizontal bars set 100mm above floor level, or by a wing wall around the
obstructions. (See section – 4.3.2.2 and 4.3.4.1). To help the visually impaired persons
to use the stairs or escalators, there are tactile guide paths with audible warnings at top
and bottom. These signs should cover, along the whole path of travel and all component
of signage at station must have a Braille component.
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4.9.5.14 Platform Signage

Platform signage hardware must be adequately secured to support structures to
withstand air pressure changes from incoming and outgoing trains. Furthermore, the
design of platform signage must account for steel dust from train brakes in the platform
environment.
4.9.5.15 Language
Static or fixed signs will be in English and Hindi. In certain stations were the local
population is predominant in another language the local language will also be included
in the signage. Concessionaire is encouraged to maximize to the extent feasible the use
of international transportation standard signage, which requires little or no language.
Variable signage shall be in English.
4.9.6 New Technologies

New technologies are defined as new media and systems for the display of graphic
information, typically variable and electronically controlled. Certain elements, such as
information “kiosks” are interactive. A new technology e-link may be explored for
applicability in the station atmosphere. There should be Wi-Fi Hot spotting over entire
station area for Internet.
4.9.7 Signage In Relation To Station Architecture

Station architecture should provide customers with visual clues for orientation. Signage
will reinforce these clues and complete the message to customers. The station
architecture should provide customers with clear intuitive orientation.
4.9.8 Lighting
Lighting and signage need to be carefully coordinated. Fixed signage requires adequate
and uniform illumination in order to be visible. The proximity of lighting elements should
be carefully coordinated to ensure that the lighting level does not overpower the light
emitted displays. Exterior signage must be lighted for nocturnal operations.
4.9.9 Chart of types of Signs

Following is a chart that identifies signage requirements in different stations organised in
the sequence of movement of passengers through the station.
Table 1 of 4.9.9: Signage Requirement in Different Parts of Stations
Type of Signage (excluding handicap signs)

Areas Fixed Variable
Approach/Access Roads Directional Station
Station Vehicular Directional /Parking
Circulating Area Directional Entrance
Entrance (Drop Off) Directional Entrance
Entrance Identification
Ticketing windows
Train gates
Unpaid Area Directional Departure Concourse Main Train Information
Amenities (toilets, Food, TVMs Displays
etc) Reserved seat boards
Egress Reserved seat
Directional ticketing, gates & train availability status boards
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tracks
Identification ticketing.
Station Information Center (SIC)
Paid Area Directional waiting and lounges by Main Train Information
Departure Concourse category Displays
Identification waiting and lounge Reserved seat boards
by categories Reserved seat
Amenities (food, shops, baggage availability status boards
storage, toilets etc.) Train information for
Directional platform and Track arriving/departing trains
Track and platform Identification by track
Platforms Track Numbers Train information for
Coach locations arriving trains by track
Name of the station Coach type
Directional signs for departing
passengers
Directional signs for facilities (i.e.
water, chemist First Aid).
Platform Exits
Intermodal Connections
Arrival Concourse Directional exit gates
Identification exit gates
Directional intermodal
Identification Intermodal
Egress & Vehicular Pick Directional Street(s) Train Information
up Directional Intermodal Displays
Directional station exit
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4.10 ART AND ADVERTISING
4.10.1 Art Work

4.10.1.1 Introduction
The inclusion of public art within the station complex can be a trigger for recognition,
orientation and wayfinding. The designer of the station shall work in a collaborative
process for creating new station design theme with architecture and artwork that is
integral to the station environment and its uniqueness. MOR shall encourage artists and
architects/designers to collaborate during the early stages of rehabilitation/
redevelopment process in order to present an overall artistic/aesthetic vision for
stations.
Related sections in this manual:

1. Design and Planning Principles
2. Operations and Maintenance
3. Materials and Finishes
4. Lighting
5. Signage and Graphics
4.10.1.2. Art at Stations

Art has to be included as an integral component of the Indian Railway Stations, similar
to a few stations that are of heritage significance, such as Chatrapati Shivaji Station,
Mumbai and Chennai Central etc. Art work improves the culture and environment of the
station, hence it should be encouraged.
Utmost care must be taken towards the upkeep of the Heritage stations or site within the
station campus. The management of the station should run programs to educate the
passenger on the importance/ history of the heritage site and building to create sense of
identification of the station as part of or an extension of the site.
4.10.1.3. Approach to Permanent Art for Railway Stations

Railway station Concessionaires shall explore new possibilities for a Permanent Artwork
Program. These opportunities could allow the concessionaire to consider work by
contemporary artists with a broad vision or scope for sophisticated and fully integrated
public artwork.
The design and construction of stations will allow for a more contemporary artwork
program within newly designed and constructed stations. However, incorporation of new
artwork within the fabric of an already designed and often “decorated” and “older”
(sometimes even historic) environment will be taken into consideration of the aesthetic
of the existing station.
Any artwork or ad panel shall not in any way interfere with passenger circulation, station
function, passengers view to various information, important instructions/signage, and
emergency sign boards.
4.10.1.4. Architect and Artist Collaboration

The artist shall work closely with the architect as part of the overall design team. The
architect / designer should immediately begin to interface with the Artist as a unified
group to select ideas and artists compatible with their own initial vision for the station
Section 4 – Station Design Art and Advertisements

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itself. The Artist will be responsible for working with the architects and Indian Railway
staff to ensure that all phases of the artwork components and their final integration are
coordinated with the appropriate parties.
4.10.1.5. Practical Requirements

1. Selection and Durability of Artwork Materials
The goal for this collaborative team will be to develop ideas that use materials or
technology in innovative ways. Durable materials successfully used in previous
permanent artwork projects and which are common, acceptable and historically
able to be maintained easily in the Indian railways will be considered first and
foremost—this may include but is not limited to the following:
a) Glass and ceramic mosaics
b) Ceramic tile
c) Terracotta
d) Granite and other stone
e) Hand-made glass elements, bronze and other materials
f) Lighting
g) Metals
h) Video environments
i) Sound environments
2. Artwork Maintenance
Art work will be maintained in accordance with the artist’s recommendation. Art
work as per specified material in the manual shall be used. Concessionaire shall
be responsible for its upkeep, regular maintenance, cleaning polishing, theft of
part or whole or any activity required to keep it in presentable condition.
3. Lighting
Art work will be illuminated in accordance with the artist’s recommendation.
4. Review
Art at a station should be integral to the overall station design. MOR review of art
will be part of the overall station design review through the IE. However any
station with heritage status will require a separate review of the art and
preservation plan to endure conformance with regulations affection national
heritage structures.
4.10.2 Advertising
4.10.2.1. Introduction
Advertising shall be seamlessly woven into the station fabric. It will be Integrated into
station design, create a safe environment with clear advertising that does not confuse or
conflict with directional signage and information signage. The outer elevation walls of
the station will not be used for advertisement. No hoardings and signboards shall be
permitted within the station boundary.
4.10.2.2. General Criteria

Advertising space shall be planned and integrated into the station design, and should be
used to enliven and enrich the overall ambience of the station design solutions. The
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location, quantity, and type of advertising panels required in a station will vary
depending on the station configuration, and maintenance requirements.
1. Advertising plan of the station: - Advertising plan should be prepared for the
station by identifying the proposed locations (like main circulating area, platforms
etc.) And total surface area earmarked for advertising to be managed by the
concessionaire, as approved by MOR and would be a schedule to the
concessionaire agreement. Advertising plan for the station shall be developed in
close collaboration with the station designer and the plan submitted to MOR shall
have the written concurrence of the station designer.
2. Approval of text: - Concessionaire, should obtain prior approval from railway

administration for all advertisement to be displayed. Advertisement pertaining to
hazardous products, obscenity, competition to railway transport and any other
subject/item considered objectionable under Acts and laws of the government
(local and union) shall not be displayed.
3. Advertising panels should conform to the Advertising plan of the station and be
displayed on prescribed percentage and location total surface area of the walls
of building (internal walls of station/platform facing platforms circulation areas)
after deducting doors, windows ventilators and information boards& officer’s or
official’s name plate.
4. On all platforms unless infeasible architecturally a unified design which includes

the size, configuration and mounting details shall be developed – the frame,
graphic and mounting materials shall be incombustible with low fuel contribution
ratios. Typical construction should be like mild steel angle iron, pipes, or
channels for support and mounting. Advertisement media could be on computer
flex printed or printed with proper lamination with 50 micron sheet or printed on
paper framed in acrylic, plastic glass box of at least 5mm in thickness of same
size, shape design (outer frame and box material) also to metal and have
uniformity in style.
5. The designer shall explore advertising on different surfaces, vertical and

horizontal, as well as placement of particular objects. Advertising types and
technologies shall be evaluated, assessed and recommended to MOR for
approval.
6. Placement and spacing of advertising shall be integrated into the station design,
creating designated areas for the advertisement that do not conflict with
customer flow and safety and clarity of signage in the station.
7. Advertising shall be located so that it is accessible for maintenance and

replacement, without hindering the operation of the station.
8. Advertising locations shall not interfere with orderly passenger circulation.

Moving images shall not be used in areas where passengers are in motion
unless there is adequate space.
9. At no given time, advertising shall be located in areas where it may conflict with
signage.

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10. Locations for information signage, directional signage and art shall be
coordinated with advertising, and advertising shall not compete with information
signage requirements.
11. Advertising panels shall not be placed on gates, barriers or interior railings.
12. The placement and location of advertising should discourage defacement or

damage.
13. Application of advertising panels shall not be part of the permanent finish of the
station.
14. Information kiosks will be located in selected station areas and will be utilized to
provide passengers with transportation and local neighborhood information.
They also may be used to provide advertising information, including current
news, stock, weather, local events, local businesses, and ability to check email.
15. There shall be no advertising through or on the customer information signs.
16. The advertisement panels shall be maintained by the concessionaire through the
company owner to which the ad belongs. In case the ad panel is not observed to
be in presentable condition and creating an undesirable look, it will be
immediately removed by the station authority or replaced by new one on the cost
of concessionaire.
4.10.2.3 Types Of Advertisement

1. Poster Print Advertising
2. Illuminated Poster Advertising
3. Projection Advertising: If used, shall be configured to result in a minimum 1.25m

by 2m image with no discernable distortion form the projection. Projection must
be timed and coordinated with the train schedule for maximum visibility to
passing passengers. The station designer shall coordinate and integrate the
projection surface material into the station design.
4. Advertising/Information Screens: Technology provides changing written

stationary advertising via a flat screen, which requires a 50 mm to 100 mm depth
with data line infrastructure connection. State of the art advertising medium shall
meet the same criteria as signage in order to assure advertising
legibility/visibility. The bottom of the projection must be a minimum of 2.591 m
above the finish floor. Size, quantity, and location of advertisement shall be
considered on a station-by-station basis.
5. Wrap Graphics: Wrap graphics may “wrap” walls, guardrails, and columns. Wrap
graphics shall not be used on floors, as safety and slip-resistance may be
compromised.
6. Flip Page Advertising: Flip page advertising uses a low-tech advertising backlit
box with a mechanical system (typically rollers) of changing between several
different advertisements.

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4.10.2.4 Design Criteria
A combination of the above means of advertising may be adopted at stations. Whatever

media is used it must be integrated into the station design and not be treated as add on
element at a later date. All wiring and fixings must be concealed. Provision shall be
made for cast in conduit and fixings for advertising media at identified sites whether or
not the media is installed at the opening of the railway. Attention shall be paid to
ensuring maintenance access to these zones.
Size of advertising panels shall be consistent throughout the station in all similar sized
and proportioned parts of the station to maintain visual consistency. A minimal number
of sizes and configurations shall be established for each part of the station to minimize
visual clutter. Following are station components where the same advertising
configurations should be planned.
1. All platforms, all corridors (where advertising is permitted), all areas where
ceiling is less the 3m high
2. Unpaid areas, arrival concourse (high ceiling areas)
3. Main departure concourse (highest ceiling area).

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4.11 FURNITURE, FIXTURES AND EQUIPMENT (FF&E)

4.11.1 Introduction
It is imperative that the furniture and fixtures that facilitate passenger comfort,
convenience and safety, also be durable and designed for minimal maintenance and
repair. The design of these objects, therefore, shall in corporate innovative technology
and material, keeping in alliance with the sustainable design policy of the Indian
Railways, and as described in the Sustainable Development and Environmental
Consideration section (see section 5.2).

Station FF&E shall be integrated into the overall station architecture and utilize system
wide standard designs to the extent possible. FF&E shall be designed as groups of
related amenities and arranged to complement and enhance the functionality of the
individual elements.
References
Applicable codes and standards include, but are not limited to, the latest editions of the
following reference standards, regulations, National (USA and India) Design
Guidelines/Policy Instructions and codes:
National Building code of India
Indian Railway Works Manual, 2000
Telecom Directorate specification no RDSO/SPN/TC/62/2007 for digital clock with GPS
Synchronization.(See Annexure V)
Telecom Directorate specification no RDSO/SPN/TC/76/2008 for Analog clock with GPS
Synchronization (See Annexure VI)
Telecom Directorate specification no RDSO/SPN/TC/65/2006 for Surveillance system.
(See Annexure VII)
Telecom Directorate specification no RDSO/SPN/TC/63/2006 for Public Address
system. (See Annexure VIII)
Telecom Directorate specification no RDSO/SPN/TC/61/2007 for Integrated Passenger
Information system. (See Annexure IX)
4.11.3 Furniture Seating

4.11.3.1 Seating Criteria in the Main Waiting Areas
1. General
a) Seating shall be grouped in the designated waiting areas
b) Seating requirement (no of seats) in the main waiting area shall be in
accordance with the passenger volume of the station.
c) Seating shall be arranged with end tables
d) Seating should be placed outside the paths of circulation, and should not
block queuing or otherwise obstruct passenger movement
2. Seating should be located near accessible elevators and entrances to assist
elderly and mobility impaired passengers
3. Unreserved
a) Seating shall be located nearest the entry area of the station in straight
rows to achieve the maximum density.
b) Seating shall be of standard modular design with the following attributes
• Flexible molded incombustible individual seats fixed to support
frame
• Scratch and stain resistant
Section 4 – Station Design Fixed Furniture and Equipment
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• Support frame to be non corroding metal fixed to the floor

• Easily maintainable (cleaning by traditional cleaning methods,
hardware for easy removal and replacement)
• Color to be consistent in all seats all unreserved waiting areas
4. Reserved
a) Seating should be located toward the area of concessions and amenities
and be clearly distinct from the other seating areas. Configuration should
include seating in sections perpendicular to each other.
b) Seating shall be of standard modular design with the same attributes of
the unreserved seating; however color should be different than for
unreserved seating.
5. Platform
a) Seating should be located parallel to track clear of coach door openings
b) There shall be a minimum seating capacity of 100 at each platform
c) Seating shall be of standard modular design with the following attributes
• Flexible molded incombustible grouped seats fixed to support
frame
• Support frame to be non corroding metal fixed to the floor
• Easily maintainable (cleaning by traditional cleaning methods,
hardware for easy removal and replacement)
• Color to be consistent in all seats and all platforms
6. Lounges
a) Seating shall be located within designated lounges in lounge type
configuration
b) Seating shall be of standard modular design with the following attributes
• Comfortable upholstered incombustible seats in stand alone
single and multiple units
• Furniture frame should be non corroding metal fixed to the floor
• Easily maintainable (cleaning by traditional cleaning methods)
• Color(s) to be consistent in all seats all similar lounge areas
4.11.3.2 Method of Attachment of furniture

All seating units and related objects shall be permanently and securely fastened to the
station architecture via the floor, wall, or column. Any exposed fasteners must be
tamper-resistant. The method of fastening should consider normal maintenance needs,
and be vandal and tamper-resistant and materials shall be none corroding.
Method of attachment should take maintenance needs into consideration; seating

should be either floor-mounted in such a way that permits floor scrubbing, or made
seamless with floor. In addition removal and replacement of furniture that is fixed to floor
should be easily accomplished.
4.11.3.3 Lounges
In addition to seating the lounges shall also contain the following:
1. Tables,
2. Shelves
3. Book/magazine racks
4. Food/drink vending machines, etc.
All items to be incombustible of durable and easily maintainable fabrication designed to
create a place of comfort.
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4.11.3.4 Standardization and Variation

Standard furniture types shall be used to simplify maintenance. Standardization may
entail dictating a specific piece of furniture, providing a group of selected seating options
from which to choose, or indicating a specific seating type. Within a standard system of
elements, variety can be achieved by the creative application of standard parts (e.g., a
modular system). Variety of form or type will allow for variation in seating providing the
station designer with opportunities to integrate seating into the overall architecture.
4.11.3.5 Acceptable Materials

Materials for station seating and related furniture need to be durable, easily maintained,
and impervious to rot, rust and corrosion. Materials should also be resistant to fire,
infestation, defacement, and normal abuse. Acceptable materials may include metals,
stainless steel, mild steel, wrought iron, high strength robust P.V.C. in first class fresh
plastics. Concrete and stone may be used for exterior seating if properly sealed.
4.11.3.6 Modularity
Seating shall be a modular system, so that it can be added to or subtracted from, in
order to form a single or continuous unit with interchangeable parts.
4.11.3.7 Accessibility
Seating design should accommodate the visually impaired in their use of canes. Provide
space for wheelchairs in seating areas.
4.11.4 Recycling and Trash, Receptacles

4.11.4.1 Design
Recycling receptacles must be provided to enhance sustainability in the station design.
Receptacles shall be designed so that the top surface is not flat, in order to discourage
customers from leaving trash on top, rather than within the container. One Trash
receptacle required for 200 sq.m. of area with volume of at least 0.5 cu.m.
4.11.4.2 Location
Trash receptacles shall be strategically placed along expected customer circulation
routes, allowing for more effective usage. Trash receptacles should be placed near
seating and concessions, for purposes of customer convenience.
4.11.4.3 Method of Attachment

Trash receptacles should be securely fastened to the station structure at the floor, wall
or columns. Receptacles should either be mounted off-floor to provide cleaning access
underneath units, or made seamless with the floor in order to facilitate maintenance.
4.11.5 Fixtures
4.11.5.1 GPS Clocks
Station Areas with Electronic display systems (Train information, Reservation status
display boards etc.) will have an integrated Digital Clock with GPS synchronization as
per the Telecom Directorate specification no RDSO/SPN/TC/62/2007. Remaining areas
will have Analog clocks with GPS Synchronization (as per Telecom Directorate
specification no RDSO/SPN/TC/76/2008) where they are deemed appropriate as per the
station design.
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4.11.5.2 Station Information Centre (SIC)

The Station Information Centre provides passengers with railway and vicinity maps,
station map, and other customer information.
Design and location of SIC’s shall be as follows:

a) Width of sign shall be a minimum of 3.5 m wide.
b) Sign shall start at 0.5 m from the floor and shall be at least 1.5 m high to
the top of the map area.
c) The SIC shall have a continuous .25 m high strip providing identification
information.
d) It can be wall mounted or free standing in which case both sides will have
the same information.
e) A continuous fixture at the top shall down light entire sign.
f) Construction shall be of incombustible material with a finished metal
frame and map boards shall be of enameled metal or similar type finish
on which to mount map information.
g) SIC to have data and power infrastructure built into and concealed into
the frame and available to each of the three portions of the sign.
h) SIC’s shall be located within the station building at:
• In the unpaid part of the station near every entry area to the paid
part of the station
• In the departure and arrival concourses located in the vicinity of
the platform access points no more than 300 m apart.
• At each of the main exit points of the station including access to
multimodal connections.
4.11.5.3 Drinking Fountains/Water outlets

Drinking fountains shall comply with Indian Disability Act 1995 / ADA requirements. See
section 5.2.6.2). Drinking water should be filtered by RO process. Drinking water
fountains should be preferably in high class chromium plated stainless steel with water
cooler housed in mild steel chamber or concrete chamber. Drinking fountains shall be
located in such a way that a passenger shall not need to travel more than 300m to
reach one. In addition each type of waiting area or lunge shall have at least one water
fountain. On platforms there shall be a minimum of 2 water outlets located remotely firm
each other to provide potable water for through passengers.
4.11.6 Equipment
4.11.6.1 Public Telephones
1. Location: Telephones provide a means of communication, a sense of security to
passengers, and connection to the outside world. They should be located on both the
unpaid and paid areas to allow easy access by all passengers. Telephone booth shall
be in Fiberglas, MS sheet, Aluminum with M.S. frame, with less use of timber products
and laminates. Provide at least one tele-typewriter (text telephone)/telecommunication
display device (TTY/TDD) on each level of the station.
2. Positioning: Telephones may be wall-mounted, freestanding, or integrated into

passenger information displays or kiosks, among other options. Telephones must be
positioned to meet ADA requirements for clear floor space, mounting height and
protruding.
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4.11.6.2 Help-Point Intercoms

HPI’s will be as designed for the Indian Railway System. Help point intercom shall work
on wireless system, which can be used in normal times as well as in emergency by
MOR personnel and by public. All data and communication shall be stored as required
by Indian Railways.
4.11.6.3 Closed-Circuit Television (CCTV)

CCTV's shall be mounted in locations dictated by security requirements and as per the
manufacturer’s recommendations. CCTV’s must be installed with Facial Recognition
Technology to identify a face in crowd, which further may be integrated with the
Electronic Surveillance System at the Stations. All data and images shall be stored as
required by Indian Railways. Storage capacity of data for CCTV must be with seven
days backup.
The following are standards that shall be followed in the design of CCTV camera
systems for stations:
1. Cameras shall be color, vandal resistant, weather resistant, fixed position and/or
Pan-Tilt-Zoom (PTZ). Cameras with specific coverage shall be PTZ.
2. Video images shall be recorded continuously and the images shall be indexed by
date and time. Recordings shall be stored digitally for a period of 72 hours
uncompressed and digitally compressed for a period of 7 days.
3. Recording method shall be an industry standard, non-proprietary format that
includes the ability to digitally authenticate recording by an acceptable method to
validate recording for use in a court of law. The design shall use the current
Standard digital video recorder to allow for viewing at both remote and
centralized locations.
4. Stations shall be designed to include all conduit runs from proposed camera
sites to communications shelter facilities. Outlet boxes for power and control of
the system for future CCTV cameras shall be provided.
In general, the station platform and ticket vending machines (TVM's) shall be within
direct range of the CCTV cameras. Also, CCTV camera locations shall be coordinated
with the location of other equipment such as lighting, public address speakers, and
signage. The field of view of the CCTV cameras shall be adequately illuminated by
natural light or by luminaries. Within the field of view, particular care shall be taken to
avoid extremes of light and shadow. (Technology had to be at par with industry
standards but Minimal requirement for CCTV’s and surveillance system should conform
to the Specification RDSO/SPN/TC/65/2006 of RDSO)
4.11.6.4 Internet
For customer convenience, Station shall provide wireless Internet access (Wi-Fi) at
stations. Wireless transmitting and receiving devices (access points) require a power
source and communications backbone. Accordingly, conduits to provide power and
communications to wireless access points should be included in the facility design.
4.11.6.5 ATMs
ATM’s for major commercial banks should be designated in Paid as well as unpaid area
as per MOR’s directions. All ATM’s will be handicap accessible. Provide a queuing area
at least 3.658 m deep outside the zone of normal passenger circulation for customer
queuing. Features would include:
• Preferred location against a wall or recessed, allowing easy access without
interrupting the flow of traffic. If they are recessed, flexibility should be provided
for future upgrade.
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• Have an inclined top surface if they are freestanding to prevent debris build up
• Located a minimum of .457 m away from a perpendicular wall to allow the front
of the machine to swing open for servicing;
• Not be located against control gates or other access areas
• Not be located where they obstruct a clear line of view
• Located a minimum of 1.829 m from public telephones (to preserve
privacy when conducting electronic transaction).
• Have concealed conduit/cabling.
• Provide a maintenance space/chase for conduits.
• Height above finished floor level shall be maintained for ADA compliance.
4.11.6.6 Mobile/Laptops Charging Points

Mobile/ Laptop Charging Points should be located in all seating areas both in
reserved/unreserved areas.
4.11.6.7 PA/CIS
Public address (PA) systems are a series of speakers located throughout public areas
that can carry recorded and real-time announcements produced on site or at a central
location. PA systems shall have the capability to be activated through the Integrated
Passenger Information System (IPIS), composed of PA and Variable Message Signs
(VMS) systems at each platform. The system provides for scheduled announcements,
manually selected announcements, and ad-hoc announcements. PA (audio) and VMS
(visual) announcements are synchronized. Train arrival announcements are
automatically generated, based on current locations of trains as determined by the IPIS
system.
Following are standards and guidelines for PA systems:
1. Public address systems shall be provided throughout the station. The designer
shall provide sufficient conduit capacity to support a series of speakers located
throughout public areas that can carry recorded and real-time announcements
produced on site or at a central location.
2. The systems shall be heard throughout the entire waiting area. The systems
shall have a volume that exceeds the prevailing ambient sound by at least 15
decibels and exceeds any maximum sound level with duration of 60 seconds by
at least 5 decibels.
3. Security personnel may also use the PA system to deal with potential criminal
and security situations. Employees, both on site and at a remote location, should
be able to make announcements over the public address system.
4. Technology should be the latest available system already in similar applications
in public area use. Features of system should include:
• Main control range includes broadcast zones (signal source distribution).
Broadcast priority peripheral equipment control too.
• Screen operation and control designed; absolute intelligentized English
language operation platform; visible menu and man-equipment dialog
interface; easy to study and use it by simple operation.
• 16-way digital audio stream trunk line to carry out synchronous broadcast
on 16-way different audio stream.
• Output capacity unlimited.
• All input/output ports (I/O) to be easily programmed and controlled to
make the system scheme and its function reallocation available; free
combination of audio input/Output; discretional sub area broadcast; the
sub area can be easily programmed without change the connection.
• Automatic process control
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• Interface to facilitate management by network.

• Simultaneous control interface for intelligentized alarm for discretional
combination of areas, which are triggered for fire prevention (for example;
carry out emergent fire broadcast).
Technology must meet minim requirements for Public Address systems as per
RDSO/SPN/TC/63/2006 of RDSO and RDSO’s specification RDSO/ SPN/ TC/ 61/2007
or the latest issue of same
. 4.11.6.8 Bollards
Bollards shall by security type and bollard arrays shall have removable ones to permit
service and emergency vehicle access. The incorporation of a light at the top of bollards
should be considered as an effective way of making them more easily seen. Other types
of security barriers such as planters can be considered as long as anchoring and impact
resistance is commensurate with standard security bollard. Construction is generally of
concrete using 5000 lb psi concrete with steel reinforced core. They shall be at least
1000mm in height. Bollards should be designed to resist a 6.000 kg force traveling at 64
kph
4.11.6.9 Travelators / moving walkways

Where there are substantial distances to be traversed within terminals, travelators play
an important role for transporting the passengers from one point to another, but they
should always have a parallel walkway. Where travelators are provided, the direction of
travel should be shown clearly and the footway at both ends should be marked by
colour contrast and a change in floor finish.
The travelator must be well lit, particularly at its entrance and exit. Moving handrails
should be rounded in section, in a colour, which contrasts with the background and
should extend approximately 700mm beyond the beginning of the walkway. The
recommended width for a travelator is 1500mm with a minimum height clearance of
2300mm. The side panels of the travelator channel should be finished in a non-reflective
surface; back illuminated side panels can be very disorientating.
The speed of movement of the travelator should be kept low: 0.5m/second is

recommended (0.75m/second maximum). The surface should be non-slip and there
should be clearly visible emergency stop switches that can be reached and operated by
disabled people. An audible warning at the beginning and prior to the end of the
travelator is essential for visually impaired people. Travelators should have a minimum
unobstructed level run-off at each end of 6 m. The maximum gradient for a travelator
should be 5 per cent (1 in 20).
4.11.6.10 Walk-in Scanning Machine

As per the latest industry standards space requirement for Walk in Scanning machine
should be at least 2.3(Height) x 0.9(Width) x 0.17 (Depth). Station design should
conform to these dimensions while locating Walk-in Scanning Machine as per the
station requirement and should not hinder the passenger circulation in anyway.
Requirements for type, minimum number and location of these machines will be part of
the concessionaire’s agreement.
4.11.6.11 Baggage Scanning Machine

Enough space, power and data requirements should be provided by the concessionaire
on basis of peak seasonal passenger flow projected for design year. Number of
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baggage scanner should be decided on basis of peak passenger load and railway
security forces. Requirements for type, minimum number and location of these
machines will be part of the concessionaire’s agreement.
4.11.6.12 Control gates

The paid and unpaid area will be separated by gates that will control access to the main
departure concourse. Similar gates will be provided at the arrival concourse separating
the station exit area from the main passenger area. The gates shall be deigned as
follows:
1. The gates shall be sized to be opened individually and permit a passenger with
luggage to comfortable go through while station staff checks to see if the
passenger has legitimate ticket.
2. A number of gates will be provided with power and data infrastructure, which
shall be noted in a schedule attached to the concessionaire’s agreement.
3. Gates shall be visually transparent when closed so that visual supervision of the
control area can be maintained at all times.
4. Gates shall be constructed of rigid steel framing anchored securely to the floor
and each other with a frame that is at least 3m high.
5. Operation of the gate shall be manual.
4.11.6.13 TVM’s (Ticket Vending Machines)

TVM’s will, in addition to dispensing tickets, provide reservation information. All TVM’s
will be handicap accessible. Provide a queuing area of at least 3.658 m deep outside
the zone of normal passenger circulation in front of all TVM’s and Ticket Vending
Counters for customer queuing. Features include
• Preferred location against a wall or recessed, allowing easy access without
interrupting the flow of traffic. If they are recessed, flexibility should be provided for
future upgrade;
• Have an inclined top surface if they are freestanding to prevent debris build up
• Located a minimum of .457 m away from a perpendicular wall to allow the front of
the machine to swing open for servicing;
• Not be located against control gates or other access areas
• Not be located where they obstruct a clear line of view
• Located a minimum of 1.829 m from public telephones (to preserve privacy when
conducting electronic transaction);
• Have concealed conduit/cabling;
• Provide a maintenance space/chase for conduits.
• Height above finished floor level shall be maintained for ADA compliance.
4.11.6.14 Under Car Scanning Machines

Vehicular photographic scanner set into pavement. Enclosure should be weatherproof
and, easily maintainable. Requirements of system are as follows:
1. Power and Data infrastructure.
2. System to be wired back to security command center
3. System shall convert form color to B/W under low light conditions
4. Camera to have colour CCD sensor, resolution min 500(H) X 582(V), operating
temperature of -30o C to 60o C.
Requirements for type, minimum number and location of these machines will be part of
the concessionaire’s agreement.
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4.11.7 Showcase Sustainability
Provide and select FF&E to support and encourage sustainability behavior. Provide
recycling bins and trash receptacles in all areas of the station including the platforms.
Source FF&E locally and ensure they have a low embodied energy and high recycled
material content.
1. Encourage Collection of Recyclables
2. Specify Products with Recycled Content
3. Specify Local/Regional Materials and Equipment
4. Encourage Links with Alternative Transportation
4.11.7.1 Choice of Furniture, Fixtures and Fittings

Consider specifying locally produced fixtures that have a low embodied energy and a
high content of recycled materials. Select durable and easily maintainable FF&E that
require minimal cleaning and use of cleaning materials.
Specify Products with Recycled Content
Specify Local/Regional Materials and Equipment
Specify Low Emitting Materials
Specify Low Maintenance Materials
Selection of Materials
Prevent Collection of Dust
Minimize Wet Wash Requirements
Table 1 of 4.11.7: - Showing List of FF&E to be provided in Station Area
Services Required
FURNITURE, FIXTURES AND
EQUIPMENT Water/
Power Data Tele Vent
Sewer
Approach/Access Roads
Under car scanners ● ●
Information Displays ● ●
Entrance (Drop Off)
CCTV's ● ●
Recycling & Trash Receptacles
Unpaid Area
Tourist Information Centre ● ● ●
Station Information Centre ● ●
Currency Exchange ● ● ● ●
GPS Clocks ● ●
Water fountains (outlets) ● ●
Train Information Displays ● ●
CCTV’s ● ●
Walk-in Scanning Machine ● ●
Baggage Scanning Machine ● ●
Control gates (selected) ● ●
Telephone Booths ● ● ●
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Electronic Ticketing Displays ● ●

PA/CIS ● ● ●
TVM’s ● ●
Paid Area
Station Information Centre ● ●
Seating in the waiting area
Seating in the Lounges
Tables, shelves in the Lounges
Book/magazine racks in the
Lounges
Food/drink vending machines ● ● ●
Train Information Displays ● ●
GPS Clocks ● ●
CCTV’s ● ●
PA/CIS ● ●
Help-Point Intercoms ● ● ●
ATMs ● ●
Mobile/Laptops Charging
Points
●
Concessions ● ● ● ● ●
Track and platform displays ● ●
Platforms
Benches/Seats
CCTV’s ● ●
Help-Point Intercoms ● ● ●
GPS Clocks ● ●
PA/CIS ● ●
Chemist Booth ● ● ● ● ●
Remarks: - Energy charges for non-operational (Concession) activities should

be made separately from operational activities of station.
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Section 5
Station Services
Section - 5 Station Services
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5.1 GENERAL
5.1.1 This section addresses the requirements of the service portion of the Project Station.
The environmental, back of house spaces and the utility and infrastructure needs for the
Station Project are defined in this section.
5.1.2 Unless stated otherwise in this Manual, the work for the Project Station shall comply
with the relevant laws and regulations of the Government of India, and the State / Union
Territory in which the Station is located. It shall also comply with the requirements of the
State / Union Territory Public Utility Authorities, Fire Regulations and such other
additional requirements as applicable for redevelopment of station according to the
Manual.
5.1.3 Unless stated otherwise in the Manual the design requirements relating to sustainable
development shall be generally in accordance with LEED – Green Building Rating
Systems. In the absence of any specific target called for in the following section of this
manual the LEED rating target shall be a minimum of Bronze.
Section - 5 Station Services
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5.2 SUSTAINABLE DEVELOPMENT & ENVIRONMENTAL

CONSIDERATIONS
5.2.1 Introduction
5.2.1.1 Goals
Indian Railways make a commitment to comply with applicable environmental laws.
Within all aspects of station planning and design, consideration shall include
Sustainable Development. The Concessionaire shall consider the Five Pillars of
environmental sustainability in all aspects of the redevelopment and operation of any
existing railway station or construction or operation of a new station:
1. Energy Efficiency
2. Material and Resource Conservation
3. Indoor Environmental Quality (IEQ)
4. Best Operations and Maintenance
5. Water Conservation and Site Management
The goal, in the application of these pillars, is to create an environmentally responsible

heavy rail transit system that is appreciably ahead of current standards and practices
when compared with a similar transportation system. The Railway Stations created by
this effort shall become a model for a healthier, ecologically responsible environment
where customers and Indian Railways staff enjoy the benefits of a “green” environment.”
This section of the Manual for Station Design and Standards addresses the ways in
which these Five Pillars could be applied to the planning and design of new Railway
Stations. Each of the Five Pillars is addressed in turn with Requirements that are
applicable to that aim. In order to relate the requirements to specific design groups,
some of the possible strategies are enumerated under each pillar. Each of these
strategies is linked to a more detailed description within the strategies section in relevant
sections of this document as noted. By applying such strategies to the design of Railway
Stations, the designer shall demonstrate the improvements and efficiencies of the
design compared to existing standards or practice with respect to the Five Pillars.
5.2.1.2 Enforcement
Although significant success has been made in India in developing and enforcing
environmental regulations in many areas, there still remain a number of areas that have
not yet seen the promulgation of environmental standards and regulations. Many of
these areas, such as the Indian Railways, have a high potential for adverse
environmental impact if allowed to go unregulated. As the Ministry of Railways (MOR)
undertakes to modernize its operations and facilities, it and the Concessionaire must
institute and enforce adequate environmental standards to provide for the protection of
the health of its clients and staff as well as the environment.
1. Environmental Impact Assessment

In response, the Concessionaire shall identify and quantify the environmental
consequences of station redevelopment. The Concessionaire shall comply with
all applicable Indian laws and regulations to mitigate the environmental impact
from the construction/renovation activities. It should conduct a preliminary
analysis (Environmental Analysis) of the environmental impact of the proposed
action(s) and identify alternatives to those actions. The concessionaire will need
to prepare a detailed Environmental Impact Assessment (EIA) according the
requirements of the Ministry of Environment and Forests in conjunction with local
authorities having jurisdiction, addressing all areas identified as having
Section 5 – Station Service Sustainable Development & Environmental Considerations

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environmental impacts. All appropriate categories/areas, such as air quality,

noise, water quality, etc. are to be considered in the environmental analysis.
2. Environmental Management System

The Indian Railways and the Concessionaire shall have in place an
Environmental Management System (EMS) to ensure the management support
for mitigating the environmental consequences of the operations at the world-
class stations in conformance with ISO 14001. A policy statement from top
management; identifying impacts and goals to mitigate them; assigning roles and
responsibilities; providing appropriate and adequate training; preparing and
maintaining documentation; monitoring and correcting environmental problems;
and management review aimed at continuous future improvement, are the major
elements of an ISO 14001 EMS, that has been widely adopted by the
internationally both in government as well as the private sector, and is quite
popular and well-recognized in India.
The Railway Station and the Concessionaire staff should receive appropriate
level of environmental training to ensure necessary knowledge, skill, and
competency for understanding the environmental issues as and when they arise,
and to provide solutions to meet the environmental regulations and
requirements, thereby minimizing the adverse environmental consequences from
the Railway Station Construction/Renovation operations.
3. Environmental Certification
The Concessionaire shall obtain certification for the project under the Leadership
in Energy and Environmental Design (LEED), Green Building Rating System
(USA) an internationally accepted benchmark for the design, construction, and
operation of high performance energy efficient buildings. The concessionaire
should aim for a Platinum level certification. If existing conditions associated with
the construction of a structure over an operating railroad make it infeasible to
attain a LEED’s Platinum certification the concessionaire shall document the
reasons and in no case should the certification be less than the lowest LEED
certification available. LEED promotes a whole building approach to
sustainability by recognizing performance in the five pillars of environmental
design and human health mentioned above, and provides a road map to
measure and document success for energy savings
References
1. Ministry of Environment and Forests
2. National Building Code (India)
3. Bureau of Energy Efficiency BEE (India)
4. Energy Conservation Building Code (India), 2007
5. Green Building Council (GBC), USA
6. Leadership in Energy and Environmental Design (LEED), USA.
7. The Energy and Resource Institute (TERI) Recommendations and Mandates
8. World Health Organisation Guidelines for Drinking water
9. SO 9001, International Standards Organization, Standard for Quality
10. ISO 14001, International Standards Organization, Standard for Environmental
Management System
11. Occupational Health and Safety Advisory Services (OHSAS) 18001-1999 –
Occupational Health and Safety Management System
12. International Building Code (IBC)

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13. NFPA 130 – Standard for Fixed Guideway Transit and Passenger Rail Systems
(USA)
5.2.2 Energy Efficiency

The ways in which energy is expended shall be examined from the earliest stages of
design through the daily operation of the system. Compliance with Energy Conservation
Building Code (India), 2007 shall be the minimum requirements in the event that more
stringent measures are not called for in this section or in section 5.5.
5.2.2.1 Respond to Demand

Optimize energy consumption by designing systems and operational strategies that
respond to changes in demand. Railway Stations generally have peak patronage levels
twice a day, with less patronage at off-peak times. Systems should be designed and
operated to mimic the patronage curve or occupant load, producing energy savings in
comparison to designing them for peak loading only.
Strategies
1. Station Configuration: Respond to Demand: Vertical Circulation Elements
2. Entrances: Showcase Sustainability: Entrances
3. Ventilation and EC: Respond to Demand: Ventilation
4. Lighting: Respond to Demand: Lighting
5. Lighting: Showcase Sustainability - Lighting
5.2.2.2 Maximize Energy Performance

Employ available technologies and design/operational strategies that will provide a net
reduction of 30% in the amount of energy consumed by an equivalent Railway Station
that only conforms to the minimum statutory and regulatory requirements.
Strategies
1. Station Configuration: Elevator and Escalator Resource Conservation
2. Station Configuration: Respond to Demand: Vertical Circulation Elements
3. Ventilation and EC: Natural Ventilation
4. Ventilation and EC: Thermal Comfort – Design Temperature
5. Ventilation and EC: Combined Use of Fans
6. Communications: Communications Technology Review
7. Lighting: Increase Natural Light
8. Lighting: Lighting Energy Consumption Level
9. Signage: Technology Review
10. Signage: Reduce Energy Consumption
5.2.2.3 Minimize the Thermal Envelope

Minimize the volume of areas to make for more efficient environmental control and
maximize the level of thermal isolation.
Strategies
Ventilation and Energy Conservation: Reduce Thermal Envelope
5.2.2.4 Utilize Thermal Assets

Reduce energy consumption by utilizing the thermal mass to aid environmental control.
Elements, such as the concourses, platforms, tracks, major structural elements, and the
surrounding earth, can be used as thermal batteries for anticipated cooling and heating

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loads. Thermal mass storage can be used to reduce energy consumption consumed in
environmental control, even when it is not capable of carrying the whole load.
Strategies
Ventilation and Energy Conservation: Thermal Mass Storage
Ventilation and Energy Conservation: Geothermal Heat Pumps
5.2.2.5 Reduce Equipment Energy Consumption

Use energy models to determine energy loads and to evaluate opportunities for
reducing energy consumption as well as operational costs. All equipment to be of the
highest energy star rating available in accordance with BEE Standards under Indian
Energy Conservation Act (2001) MOR directive 2006/Elect. (G)/150/5
Strategies
2. Ventilation and EC: Ventilation Equipment Energy Consumption Level
4. Communications: Reduce Thermal Pollution from equipment
5. Lighting: Reduce Lighting Energy Consumption Level
6. Lighting: Integration of Emergency Fixtures
7. Signage: Technology Review for Lowest Consumption Technology
5.2.2.6 Reduce Energy consumption

Use energy modeling systems, such as DOE-2 (US Department of Energy – 2) to
reduce energy consumption by a minimum of 30% against code.
1. Encourage On-Site Energy Production - Reduce the demand for energy by
employing the use of renewable energy sources supplied within the project site.
An example would be providing photovoltaic panels at entrances, roof, etc.
2. Meet 10% of the peak load of the station complex by renewable energy sources.
3. Encourage Clean Energy Sources - Encourage the use of energy sources that
produce little or no pollution.
Strategies
3. Communications: Choice of Communication Equipment and Thermal Pollution
from Equipment
4. Lighting: Lighting Fixtures
5. Signage: Choice of Signage Equipment to reduce energy consumption
6. Entrances: Showcase Sustainability – Entrances
7. Lighting: Showcase Sustainability – Lighting
5.2.3 Material and Resource Conservation

Selection of building material is important in sustainable design because of the
extensive network of extraction, processing, and transportation steps required for
processing them. Activities to create building materials pollute the air and water, destroy
natural habitats, and deplete natural resources. These are also factors in the products
transportation and the final disposal of the materials.
Salvaged, recycled content, local and renewable materials minimize the impact of
natural resource consumption.

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5.2.3.1 Efficient Material Use

Plan an efficient layout that minimizes the amount of material used over the entire
project.
Strategies
1. Station Configuration: Optimize Vertical Circulation Elements
2. Station Configuration: Efficient Space Planning
3. Utility and Systems Interface: Optimize Plant Room
4. Utility and Systems Interface: Integration of Utilities
6. Communications: Equipment Obsolesce
7. Materials and Finishes: Integration of Noise Attenuation with Structure
8. Acoustics: Integration of Noise Attenuation with Structure
9. Signage: Technology Review
5.2.3.2 Encourage Collection of Recyclables

Reduce the amount of material waste generated by encouraging recycling, providing
facilities and supporting public education strategies and signage.
Strategies
Operations and Maintenance: O&M Plan to Address Recycling
Signage: Signage to Support Recycling Initiatives
FF&E: Showcase Sustainability – FF&E
Institute an effective Solid Waste Management Program at the Stations
5.2.3.3 Institute an effective Solid Waste Management Program

Ensuring public awareness and stiff enforcement can result in proper and adequate
solid waste management system. To have world-class railway stations, the
Concessionaire shall put in place an integrated solid waste management program that
complies with published and/or appropriate national and local solid waste management
requirements. The Program must allow for an effective management of solid waste in a
way that is protective of human health and the environment, while making the station
aesthetically more pleasing and acceptable to travelers and staff. The Program shall
include:
1. Segregating, (separate collectors for paper, plastics and other recyclable waste
streams) storing, transporting, recycling, treating, and disposing of solid waste.
2. Storage shall be reduced where applicable by the use of solar compactors.
3. Incentives for solid waste reduction and for use of recycled and environmentally
friendly/preferable material
4. Responsibilities for the different elements of the solid waste management
program
5. Goals for future reduction in the rate of solid waste generated by using the 3R
formula (Reduce, Reuse, Recycle).
The numbers, sizes, and locations of receptacles for segregated solid waste would be in
accordance with the minimum requirements included in the Indian Railways Works
Manuals, The Municipal Solid Wastes (Management and Handling) Rules, 1999,
Ministry Of Environment and Forests, Government of India, and the information
collected during the operation of the station. The frequency of waste collection and final
disposal would be decided upon consultation with the local waste management
agencies and on the availability of the resources and facilities. The waste collection

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system on the platform will factor in the waste generated by trains, which are passing
through the station.
5.2.3.4 Reuse Construction Waste and Conserve Resources

Minimize construction waste and conserve resources. Direct all usable waste materials
into the construction process and all recyclable waste materials into the manufacturing
process.
Strategies
Materials and Finishes: Selection of Finish Materials
5.2.3.5 Specify Products with Recycled Content

Reduce the use of raw materials by specifying recycled products or those with recycled
content.
Strategies
1. Station Configuration: Choice of Escalators and Elevators
2. Communications: Choice of Communication Equipment
3. Materials and Finishes: Selection of Finish Materials
5. Signage: Choice of Signage Equipment
6. FF&E: Showcase Sustainability – FF&E
7. FF&E: Choice of Furniture, Fixtures and Fittings
8. Institute an effective Solid Waste Management Program at the Stations, which
includes a component for all recyclable waste.
5.2.3.6 Eliminate Chlorofluorocarbons (CFCs)

Reduce ozone depletion by eliminating the use of refrigerants and solvents that contain
CFCs and the use of insulation materials that employ CFCs in their production.
Strategies
Ventilation and EC: Natural Ventilation
5.2.3.7 Specify Local/Regional Materials and Equipment

Reduce the environmental impact associated with the transportation of building
materials by specifying those that have been manufactured locally.
Strategies
5.2.3.8 Encourage Links with Alternative Transportation

Limit the use of non-renewable fuel sources and associated pollution by encouraging
walking, bicycle riding, and the use of vehicles powered by alternative sources.
Strategies
1. Entrances: Intermodal Connections

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4. Power sources in parking area for electric cars.
5. Parking for bicycles
5.2.4 Indoor Environmental Quality

Indoor environmental quality (IEQ) strategies include issues related to indoor air quality
(IAQ), such as ventilation effectiveness and control of contaminants, illumination,
acoustics, vibration, occupant control of building systems and day lighting. All of these
issues have the potential to enhance the indoor environment and optimize the health,
comfort and productivity of building occupants.
5.2.4.1 Occupant Control of Systems

In nonpublic areas, provide occupant control of ventilation and lighting systems to
support health, comfort and productivity.
Strategies
1. Ventilation and EC: Station and Facility Management System
2. Ventilation and EC: Occupant Control of Systems
3. Lighting: Respond to Demand Lighting
5.2.4.2 Effective Ventilation

Employ design strategies to provide fresh air intakes that enhance the health and
productivity of the Railway Station environment.
Strategies
1. Ventilation and EC: Natural Ventilation
2. Ventilation and EC: Respond to Demand: Ventilation –Including use of CO2
sensors in air tempered spaces.
4. Ventilation and EC: Air Filtration
5.2.4.3 Specify Low VOC Emitting Materials

Specify materials and finishes, including flooring and furniture, that contain no known
carcinogens, have low levels of volatile organic compounds (VOCs), are non toxic and
chemically inert, to reduce the amount of indoor air contaminants that may be irritating
or unhealthy to occupants.
Strategies
1. Operations and Maintenance: Maintenance Materials
2. Ventilation and EC: Inert Materials
5.2.4.4 Control Chemical and Pollutant Sources

Develop methods to prevent the risk of chemical or other pollutants from being
introduced into the Railway Stations. These methods include both measures employed
in the design of the system and strategies used in the operation and maintenance of the
system. In addition to ensuring compliance with the applicable emissions standards,
provisions must also be made to minimize the environmental and health impacts of
these pollutants by appropriate and available active or passive operational controls.

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Strategies
1. Station Configuration: Platform designs that would channel out of the station the
locomotive and generator car exhausts.
2. Entrances: Walk-Off Grilles
3. Ventilation and EC: Air Intake Location at least 8 m away from any potential
source of air contaminants.
5.2.4.5 Maximize Day lighting

Implement strategies to maximize daylight. Where possible, integrate indoor space with
the outdoor environment to improve the environment for occupants.
Strategies
1. Entrances: Entrance Orientation
3. Materials and Finishes: Increase Natural Light
4. Lighting: Increase Natural Light
5. Lighting: Showcase Sustainability – Lighting
5.2.4.6 Reduce Noise and vibration.

The impacted areas and the degree of noise and vibration impact shall be clearly
delineated in the environmental documents, such as the Environmental Analysis or the
Environmental Assessment Statement. The noise and vibration data shall be collected
on site by taking measurements using acceptable equipment and data collection
protocols. Appropriate prediction models shall be used, where necessary, to predict the
noise and vibration levels from future operations. The environmental document will also
identify any mitigation measures to meet the requisite noise and vibration standards in
place.
Minimize the amount of noise and vibration generated by selecting quieter equipment
and technologies.
Strategies
1. Ventilation and EC: Noise Attenuation
2. Materials and Finishes: Integration of Noise Attenuation with Structure
3. Acoustics: Integration of Noise Attenuation with Structure
4. Acoustics: Rubber sound absorbing pads below rails and sleepers in station
areas.
5.2.5 Operations and Maintenance

Modern Railway Stations are highly complex structures, both physically and
technologically. They must serve the needs of the traveling public during normal and
emergency situations and must be operable and maintainable with minimal resources.
A holistic approach requires a design strategy that optimizes energy efficiency. Efficient
operations and maintenance will require performance monitoring coupled with active
progressive maintenance programs. These will need to take advantage of the data that
is available from each of the systems, and be centrally monitored. The Indian Railways
stations operate 24 hours a day, 7 days a week, 365 days a year. Therefore, the
materials and finishes in the stations must be durable and easily maintained and allow
repair/replacement with minimal/no shutdown of service.

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5.2.5.1 Specify Low Maintenance Materials

Specify materials that require minimal maintenance during lifespan to conserve cleaning
resources and enhance durability. Painted surfaces are discouraged at new stations,
and materials shall have a minimum life cycle of 35 years (50 years where possible).
Materials should be locally sourced where possible.
Strategies
1. Operations and Maintenance: Maintenance Materials
3. Signage: Selection of Materials
5.2.5.2 Commission Systems and Equipment

Ensure that the building systems operate efficiently as intended through periodic testing
and calibration.
Strategies
2. Communications: Commissioning Communication Systems
5.2.5.3 Station Systems Monitoring

1. Provide a permanent monitoring system to provide feedback for the comparison,
management, and optimization of equipment for energy efficiency.
2. Provide an ongoing system to guarantee accountability for maintaining
performance standards in the operation and maintenance of the Railway
Stations.
Strategies
1. Operations and Maintenance: Performance Monitoring
3. Utilities and Systems interface: Station Systems Monitoring – Utilities
4. Communications: Performance Monitoring – Communications
5.2.5.4 Selection of Materials

Select durable and easily maintainable finishes. Select maintenance materials (e.g.,
lubricants) that are environmentally friendly.
Strategies
1. Operations and Maintenance: Maintenance Materials e.g. Biodegradable
Lubricants for Escalators and Elevators, cleaners and solvents for maintenance
2. Communications: Choice of Communication Equipment e.g. UPS system
3. Lighting: Lighting Fixtures and Lamps
5.2.5.5 Prevent Collection of Dust

Design forms and equipment that require minimal cleaning.
Strategies
1. Materials and Finishes: Design for Ease of Maintenance
2. FF&E: Choice of FF&E

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5.2.6 Water Conservation & Site Management

Water should be used efficiently as a resource. The impact of water use and discharge
on the local ecology should be considered. When reviewing site alternatives, it is
important to consider environmental criteria throughout the site selection process. The
major ecological features of the site should be identified, including the site geology,
hydrology, vegetation, wildlife, and prior site history.
5.2.6.1 Water Use and Wastewater Reduction

Select efficient equipment and methods to minimize the use of water and production of
wastewater.
Strategies
1. Operations and Maintenance: O&M Plan to Address Water Management,
including a water conservation plan to minimize avoidable water losses (e.g.,
leaks)
2. Materials and Finishes: Minimize Wet Wash Requirements
3. FF&E: Minimize Wet Wash Requirements
4. Rainwater harvesting
5. Waste water recycling
6. Waterless Urinals and low water usage flushing
5.2.6.2 Potable Water Supplies

The Concessionaire shall select the best option to provide high quality drinking water at
all times. Water supply for municipality shall be monitored to ensure potable water is
provided at the station meets the standard called for in this section. Concessionaire
shall provide in-house water treatment systems at the stations. The drinking water
quality shall meet the potable water standards established by World Health Organization
(WHO) Guidelines for drinking Water ISBN 924 1546387 and the Indian Bureau of
Standards IS 10500 - 1991. The same high quality water can then be supplied on the
trains, further eliminating the need for storage of bottled water on the trains and disposal
of the plastic bottles. The Concessionaire shall meet the Packaged Water standards
established by the Bureau of Standards, in order to improve the customer faith and
confidence in the water supplied at the Railway Stations, and to eliminate the use of
bottled water.
The Concessionaire shall perform daily water quality monitoring required under the
Bureau of Standards requirements, and display the results of the monitoring for public
viewing.
Water conservation measures shall be put into place to the maximum extent possible.
The high quality of drinking water and minimal water loss will be the hallmarks of the
Indian Railways’ efforts to modernize the Railways’ facilities to make the experience for
its clients – the passengers – a memorable one. A world-class railways station built
using the guidance in this Manual will provide the Indian Railways with that opportunity.
Water supply points should be scattered throughout the station in order for the
passengers and staff to fill their own containers, thus minimizing the need for disposal of
plastic water bottles. Adequate number of water taps shall be provided in conformance
with the current Indian Railways Works Manuals for Drinking Water Supplies at Railway
Stations.
Strategies
1. Operations and Maintenance: O&M Plan to Address Proper Operation of Water
Treatment System, and for adequate monitoring of water quality

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2. Materials and Finishes: Use system with low energy and maintenance
requirement
5.2.6.3 Wastewater Management

Select methods for wastewater collection that would be cost-effective and protective of
human health and environment. Separate collection and treatment systems shall be
used for domestic wastewater and storm water/gray water. Domestic wastewater will
comprise of: the waste generated from the sanitary facilities at the Stations, and that is
generated from the tracks during cleaning of the toilets. The sanitary sewage shall be
discharged into the station wastewater treatment system. Treated water to be used for
ventilating and air conditioning system, fire fighting and landscaping, with remainder if
any to be discharged into the public sewer system. The collection systems shall be so
designed as to make the entire Railway Station area aesthetically pleasing – no visible
collection pipes, no ponding, stagnant water at the platforms and other areas of the
Station, clean and functional toilet facilities, hidden, as far as possible and practical, and
easy to access and clean storm water collection system.
Both Indian and Western style toilet facilities shall be provided at all stations. All toilet
facilities at the Railway Stations shall be inspected and cleaned once every hour, and
the results recorded on forms developed by the Concessionaire and approved by the
MOR Representative. The Concessionaire shall provide disposable toilet seat covers for
all western toilets within the Concession.
Strategies
1. Operations and Maintenance: O&M Plan to Address Proper Operation of Waste
Water Treatment System, and for adequate monitoring of water quality
requirement
5.2.6.4 Storm Water and Gray Water Management

Ensure proper management of storm and gray water to optimize the use of treated
storm and gray water for specific purposes, e.g., track and carriage cleaning. Storm
water will be collected separately in an open or closed storm water system and mixed
with the gray water from kitchens and laundries at the station. The collection system will
allow the storm water to be by-passed during times of heavy rain to avoid overloading
the treatment system. The mixed effluent will be treated using a packaged treatment
plant (bar screen, oil/water separation, flocculation, coagulation, sedimentation, and
disinfection, similar to that currently practiced at the Mumbai Terminus). The degree of
treatment must be such as to ensure meeting water re-use standards, as the water is
likely to come into human contact when cleaning carriages and tracks.
Strategies
1. Operations and Maintenance: O&M Plan to Address Proper Collection,
treatment, and reuse of storm and gray water, and for adequate monitoring of
the quality of the treated water
requirement.
5.2.6.5 Reduce Heat Islands on Above-Ground Roofs

Design the roofs of above-ground structures to minimize the “heat island” effect. This
may only be applicable at entrances.

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Strategies
Entrances: Roof Gardens
5.2.6.6 Minimize Thermal Pollution

Employ methods and means to minimize the amount of thermal pollution put into the air,
water and earth.
Strategies
2. Ventilation and EC: Reduce Thermal Envelope
3. Ventilation and EC: Respond to Demand: Ventilation
4. Ventilation and EC: Geothermal Heat Pumps
5. Communications: Thermal Pollution from Equipment
6. Lighting: Respond to Demand: Lighting
7. Lighting: Lighting Energy Consumption Level

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5.3 PARCEL STORAGE AND PARCEL MOVEMENT

5.3.1 Introduction
In the current operation MOR distributes mail and parcels through their transport in rail
cars at each end of a train. It involves the transport of parcels to and from the
designated train compartments through the station complex. This operation requires
significant amount of handling of the parcels and storage at the station complex. Major
components of this activity are storage, access, and handling. The current arrangement
causes inconvenience to the passenger by obstructing traffic flows and completely
compromises the security and safety of the passenger operation. Furthermore, there
are no provisions for the safe and secure handling of the parcels themselves
independent of the passenger operation. The Concessionaire shall evaluate the removal
of this activity form the passenger station operation and incorporation of the same into
the freight operation of the railways, whose procedures and protocols are more
consistent with the handling and distribution of parcels.
To maintain this activity in the MOR passenger operation requires a complete

reorganization of the parcel operation. It will require in effect an extension to existing
stations and the creation in new stations of a separate and distinct parcel operation that
operates completely independent of the passenger section of the station and is
physically separated.
It is essential to separate this activity both operationally and physically from passenger
activity to achieve an acceptable measure of security for passenger.
5.3.2 Requirements
5.3.2.1 Space and Infrastructure

The parcel operation includes RMS, which has separate storage and material handling
requirements, and parcel movement, which includes both MOR and outsourced vendors
operating out of the same space.
The Concessionaire must perform a materials handling analysis that quantifies the
material streams for these three different sources, their respective reception and
delivery procedures and make a projection on the current and horizon design year
requirements for these operations.
Analysis should include provisions for mechanized material handling automated origin
and destination identification and computer based monitoring of package receipt,
storage and delivery such as electronic tracking system using available scanning
technology.
The result of this analysis which shall be shared with MOR should provide space and
infrastructure requirements that need to be incorporated into the station design for the
installation of the parcel operations.
Parcel handling analysis should take into account the use of latest emerging technology
such as RFID (Radio frequency identification) which streamlines the scanning process
with the use of wireless electronic scanning.
Section 5 Station Services Parcel Storage and Movement

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5.3.2.2 Management
The management of the movement of these parcels requires dedicated staff separate
from the operation and maintenance of the station. MOR and the outsourced vendor
and RMS will manage this operation. The Concessionaire shall provide the storage,
material handling, reception and delivery and office and staff support spaces and
infrastructure (exclusive of material handling equipment) for this operation.
5.3.3 Configuration
In order to minimize the impact this operation has on the passenger activity, the parcel
operation shall be centralized on one side of the station. Parcels received on the
opposite side shall be unloaded moved to a non-passenger concourse or access way
and delivered to the parcel side.
5.3.3.1 Design
The Concessionaire shall consider the following for the creation of an effective and
efficient parcel storage and movement system:
1. Designated station areas including platforms to accommodate vehicular
transport of parcels from trains to storage areas and vice versa.
2. Assessment of all plausible alternatives for the handling of parcel storage and
movement-related functions, e.g., provision of over- or sub-way access from one
platform to the other to permit concentration of parcel area in one location; lifts
for parcels, etc., and adoption of the best alternative.
3. Consolidation of all parcel operations in a central parcel handing complex.
4. Provision of a train information display at the central parcel-handling complex.
5. Security compartmentalization of parcel area from the rest of the station to
permit complete isolation of any potential risk to the passengers in the event of a
safety or security incident in the parcel area.
6. Compliance with all applicable fire and life safety codes.
5.3.3.2 Circulation
Access to the station for parcels and within the station shall be separate from all other
circulation. Following are the general requirements:
1. Vehicular access can be common; however, loading ports for parcels should be
separate and configured with adequate space so as not to interfere with other
vehicular traffic.
2. Staff access can be with other station staff, but parcel area within the station will
be accessible only to Parcel staff.
3. Circulation between platforms for parcel handling shall be planned to minimize
potential conflict with train operation, e.g., use of over-ways and sub-ways,
wherever feasible. In large stations with intensive and continuous parcel volumes,
mechanized transportation shall be considered.
4. Mechanized loading and unloading of parcels to and from the train
5.3.4 Adjacencies
The parcel section, which includes the RMS and all outsourced parcel vendors, shall
have a physical separation on the platform essentially dividing all passenger operations.
Location of parcel area will be at one end of the platform essentially operating as a
separate station with its own vehicular access and pedestrian access. Spaces will house
storage and administrative spaces and be provided with toilets as required. All staff
facilities should also be separate except that in smaller stations consideration shall be
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given to the consolidation of the staff facilities with the remainder of the station staff for
space and cost effectiveness. These spaces will include but not be limited to:
5.3.4.1 Parcel Receipt and Distribution

Space will house activity that checks in and out all parcels coming into or going out of
the station. This operation may involve coordination with private vendors and RMS,
which could result in the creation of separate receipt structures or compartmentation of
one central structure. Provision shall be made for electronic tracking of parcels in this
area.
Location – in parcel area adjacent to platform and at the parcel loading dock at
the service street side of the station.
Features– Enclosed, vented, secure and fire rated with extensive
telecommunications capacity
5.3.4.2 Parcel Storage

Space to house parcels pending final distribution. This will be in the form of separate
structures or one larger structure compartmentalized for each of the vendors and RMS
working in the station. These will be the responsibility of the respective vendors who will
have to provide their own locking and other security provisions, as they deem
appropriate.
Location – in parcel area.
Features– Enclosed, vented, secure and fire rated.
5.3.4.3 Parcel Handling Equipment

In some instances the extent of parcels to be managed may require specialized
handling equipment, such as conveyer belts and or overhead carriers. This will involve
provision of space and facilities for the installation and if necessary storage of this
equipment.
Location – in parcel area adjacent to platform.
Features– Enclosed, and secure.
5.3.4.4 Administration Office

Space to house MOR staff responsible for overseeing parcel operation. It will also be
the communications center for the parcel operation at the station and between stations.
Location – in parcel area.
Features– Enclosed lighted and vented spaces by natural and mechanical
means as appropriate; toilet facilities. Structure should be secure. Provisions for
telecommunications

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5.4 SUPPORT SERVICE AREAS

5.4.1 Introduction
The spaces at a station that are not directly involved in the movement of passengers
have different functional and construction requirements. They comprise of all the
support facilities for the MOR train management and Concessionaire station operations
staff, along with all required storage, infrastructure, control, security and administrative
spaces. They should relate as directly as possible without interfering with the passenger
operation to their main functional areas of operation.
The Concessionaire will need to prepare a staffing analysis of the station requirements
which shall incorporate staffing MOR assign to train and security operations at each
station. Staffing required for the parcel storage and movement, and staffing required by
the concessionaire to manage the station and assume all the responsibilities outlined in
section 2.8 of this manual and outlined in the Concession Agreement. Based on this
analysis a program that details the space and support infrastructure requirements to
accommodate this staff will be submitted to MOR for their review and approval. The
station design will use this program along with the other requirements spelled out in
section 4.5 of this manual as the basis for the station design.
Following is a listing of the type of spaces and requirements that are indicative of what
needs to be provided in the program. Also included is a sample list of support spaces
(back of house) existing in one of the main stations. This list is not comprehensive but is
provided for information purposes and to highlight where these space requirements will
involve operational considerations to be provided by MOR.
All support space areas will require train information displays relevant to the specific
operation. As part of the Concessionaire’s analysis a determination of appropriate
electronic train information required in each of the stations main operational areas (e.g.
maintenance, platform services, catering) shall be made and the appropriate equipment
incorporated into the station design.
References
National Building code of India
Indian Railway Works Manual(IRWM), 2000
Section 6: - Operations and Maintenance
5.4.2 STAFF
Station Staff includes all MOR staff both at the station and coach staff that requires
temporary facilities at the station, Concessionaire’s staff and any other government or
private entity with staff assigned on a full time basis to the station. As part of the design
of the station, an analysis will be prepared and reviewed with MOR that determines the
estimated extent and type of staff projected for the station based on its projected
capacity. MOR will approve staff assumptions for all staff under its direct supervision
which for the purposes of this manual includes all parcels and the Rail Mail Service
(RMS) staff. Unless specifically proscribed elsewhere in this manual, staff facilities shall
to the extent possible be combined for efficiency and cost effectiveness.
5.4.2.1 Lockers
Locker facilities will consist of locker rooms and toilets. There shall be separate locker
rooms for males and females in a proportion as determined in the staffing analysis and
approved by MOR. One locker for each of the station staff member should be provided.
Section 5 – Station Services Support Service Area

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The size of locker facility should be at par with the status and work requirement of the
staff person. Exclusive toilet / drinking water facility for the station staff with provisions
as per the standards laid out in IRWM, 2000. Showers are to be provided on a limited
basis for train crews and their use shall be limited to that particular staff group.
Provisions should be made in the design for limiting the use of the showers to
designated staff.
Location – non-public areas
Features – Enclosed and vented spaces by natural and mechanical means as
appropriate
5.4.2.2 Eating /Lounge Area

Space should be provided for station staff to take their meal breaks. Extent of space
required will be determined by the staffing analysis.
Location – non-public areas, near or adjacent to locker areas
Features – Enclosed lighted and vented spaces by natural and mechanical
means as appropriate. Space shall be equipped with limited kitchen type
facilities (sinks, stoves, and storage) for limited preparation and consumption of
food.
5.4.2.3 Toilets
In addition to separate male and female congregate toilet facilities at locker areas,
toilets for staff will be provided throughout the station non-public areas. The extent will
be determined by the staffing analysis but at a minimum there shall be one for each sex
available for each platform and at all major station entrance support areas.
Location – non-public areas
means as appropriate. Plumbing and fixtures as required.
1. Water Closets = Males – One for every 20 persons or part thereof

a) Females - One for every 10 persons or part thereof
b) 30% of total W/C should be European style
2. Ablution Taps One in each water closet with special arrangement of hot / cold
water.
3. Urinals -Nil up to 5 person

a) 1 for 6 to 15 persons
b) 2 for 16 to 35 persons
c) 3 for 36 to 60 persons
d) 4 for 61 to 80 persons
e) From 81 to 150 persons add @ 3.5%
f) From 151 persons add @ 3.0%
4. Wash Basins - One for every 15 persons or part thereof
5. Drinking water fountain - One for every 75 persons with minimum of 2 at each
floor (Water treated to meet requirements of section 5.2.6.2)
6. Cleaners Sink - Two per floor minimum preferably in or adjacent to sanitary

rooms.

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5.4.3 Station Management

Spaces associated with the management of the station include all control, security, and
administrative spaces required for the management of the station. MOR will issue to the
concessionaire a list of required track and train operation spaces and their requirements
to include as part of the design. The other spaces noted here will be determined by the
design of the station.
5.4.3.1 Station Control

These areas house both in the station and in the track and platform areas as part of the
station structure and in stand alone structures, the management of station, train
information, signaling, train communications, coach inspection, and train controls. MOR
will provide a list of operational requirements to the Concessionaire for inclusion in the
design. Communication between stations and within this station is all controlled through
these locations. Layout should incorporate all appropriate separations and
compartmentation for this type of operation
Location – near platform preferably straddling several platform areas.

means as appropriate; toilet facilities. Structure should be secure and fire rated
with major communications installation. Emergency power shall be required.
5.4.3.2 Station Security

These spaces are for the administration of the station security operations as well as the
coordination of railway security and local police and fire safety operations. It will house
the Government Railway Police (GRP), and the Railway Protection Force (RPF).
Additional space, as approved by the MOR, will be provided to serve as the staging or
response area for the Emergency Preparedness staff(s). MOR will provide a list of
operational requirements to the Concessionaire for inclusion in the design. It will involve
monitoring of the CCTV system and all emergency and fire safety communications
systems for the station. In a large station additional security offices may be required
(See section 4.2.3 and 4.2.4).
Location – near main station entrance, in large station a second security office
may be required.
means as appropriate; toilet facilities. Structure should be secure and fire rated
with major communications installation. Emergency power shall be required.
5.4.3.3 Administration offices

Station manager and staff, medical and health inspection staff and other designated
staff will be housed out of these spaces.
Location – near main station entrance and located to facilitate monitoring all
station operations and be easily accessible to station staff.
means as appropriate; toilet facilities. Structure should be secure.
5.4.3.4 Train Passenger Services

While the stocking of the coaches with food and sleeping supplies generally takes place
near the terminus of the trains route where the washing lines are there will be a need
service the train at the stations for resupply. These activities require space in the non-

162
passenger portion of the station and in some cases satellite facilities will be required at
the platform for the efficient provision of the services.
1. Catering
Main food preparation facilities will be near the washing lines however the station will
need to accommodate the following:
a) Provide on departure concourse a minimum of 4 food kiosks; 5.5 square
meters in size for hot take away, hot and cold food and beverage.
b) Provide on departure concourse a 465 square meter food plaza with a
with a 275 square meter food preparation area.
c) On the platform provide 6 catering stalls 5.5 square meters in size for
through trains. End platforms can have 5 stalls.
2. Bedroll Services
Passengers in various tiers for certain types of trips are entitled to linens, blankets and
pillows. Most of this supply removal operation is done at the terminus. However, space
will be required in station support areas for storage of both fresh and used supplies.
Concessionaire will be required to make an analysis of this operation to determine
space needs at the station and how to minimize the movement of these supplies into the
passenger areas. Study should include operational review of pick up and delivery,
equipment requirements for efficient operation, supply and equipment storage and staff
support spaces.
3. Luggage Storage
Passengers with significant wait times for changing trains will require secure temporary
storage of luggage. This will be provided by both staffed luggage storage counters and
storage areas and luggage lockers, which will be supervised by the luggage storage
staff. Administration of this area shall be done in conjunction with station security staff,
which will have responsibility for overseeing this operation. The determination of the size
of these facilities will require that as part of the station designers analysis of passenger
capacity the profile shall include study of the utilization of these services. Location of
luggage storage areas shall be in proximity to the main street access points to the
station in the paid concourse areas.
5.4.4 Maintenance and Operations Spaces

Station operation requires facilities for the cleaning and maintenance of the station.
These are spaces distributed throughout the station. Number and size of these spaces
will be determined by the design.
5.4.4.1 Operations
Equipment used to maintain and manage the train operations, platform operations, and
concourse operations will require storage and access to the critical areas of their
respective station operations.
1. Train Operations
Supplies and equipment for the train support maintenance such as lighting, tools,
replacement parts and equipment for transport and delivery of same need to be housed
in proximity to these operations with access that minimizes or eliminated changes in
levels
Location – Near platforms, concourse or tracks
Features – Enclosed, secure

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2. Station Operations
Equipment and storage required to maintain station such as repairs, preventive
maintenance and routing servicing of station plant throughout the passenger areas
including platforms.
Location – Near concourse, and platforms
5.4.4.2 Cleaning and Supplies

Sanitation and associated maintenance requirements need spaces distributed broadly
throughout the station. Both supplies and equipment should be located so as to
maximize the efficiency with which the station maintenance staff can keep the facility
clean and in a state of good repair.
1. Station Cleaning
This space provides for storage of any mechanical equipment required for the cleaning
of the station public areas including platforms, waiting areas and circulation spaces.
Location – in or adjacent to public areas.
Features – Enclosed, secure.
2. Supply Storage
This space provides for storage of cleaning supplies. It will include liquids and dry goods
and provisions should be made for the appropriate separation of these products to
ensure safe compatibility of the stored materials.
Location – in non-public areas.
Features – Enclosed, fire rated, secure.
3. Fixture Supply Storage

This space provides for storage of materials and supplies (e.g., lamps, bathroom
replacement fittings, miscellaneous fasteners) associated with the routine maintenance
of the station. Items may include lamps for light fixtures, and replacement fittings for
toilets.
Location – in non-public areas.
4. Janitors Closet
Number of janitor’s closets will be determined by the design. There should be a
minimum of one per platform and one near each major station entrance.
Location – in public and non-public areas as required.
Features – Enclosed, plumbing.
5.4.5 Utility and Infrastructure

The utility spaces required will be determined by the design of the infrastructure. MOR will
provide the Concessionaire with a list of spaces and requirements to be constructed in the
station complex to accommodate support railway equipment and installations. These spaces
will include but not be limited to:
5.4.5.1 Electrical Service Rooms

Spaces to house electrical service connections, transformers, meters and main
distribution panels.

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Location – in non-public areas adjacent to the local service connection.

Features – Enclosed, secure, vented and fire rated.
5.4.5.2 Electrical Equipment Rooms

Spaces to house sub-panels, UPS, emergency generation equipment and all other
electrical equipment associated with the operation of the station including, fire safety
and security control rooms.
Location – in non-public areas adjacent to Service Room as required
Features – Enclosed, secure, vented and fire rated.
5.4.5.3 Mechanical Equipment Rooms

Spaces to house all environmental equipment, such as compressors, ventilation fans,
air intake, air handling, heating equipment, cooling towers and all other heating, venting
and cooling equipment that requires enclosed space. All other spaces associated with
these functions including control rooms for environmental control and monitoring.
Location – in non-public areas adjacent to roof or exterior walls as required.
Features – Enclosed, secure vented and fire rated as required. Plumbing as
required for water and coolant systems.
5.4.5.4 Plumbing Service Rooms

Spaces to house main plumbing connections for water and sanitary including pumps,
main cutoff and check valves and distribution connection and systems
Location – in non-public areas adjacent to the local service connection.
5.4.5.5 Sewage/Fire Suppression Service Rooms

Spaces to house recirculation equipment, sprinkler and standpipe connections,
equipment for sewage collection and treatment and storm/gray water collection, storage
and treatment.
Location – in non-public areas adjacent service room as required.
Features – Enclosed, secure vented and fire rated as required.
5.4.5.6 Train Control Rooms

MOR will provide specific requirements for spaces associated with the operation of the
trains that need to be located in the station. These may include signal rooms, control
equipment rooms etc.
Location – As per direction of MOR.
Features – Enclosed. Vented and fire rated as required.
5.4.5.7 Equipment Storage

Spaces to house tools, spare parts back up equipment and transporting equipment for
the servicing of the mechanical and electrical service and equipment rooms.
Location – in non-public proximate to service and equipment rooms.
5.4.6 Programmatic Requirements for Support Areas

The following programmatic data are provided as an example of typical requirements for
station support areas in an underground station and is intended only as an aide in
preliminary station planning. The list of support areas is not necessarily complete, nor
will all the support areas identified necessarily be used in every station. Actual

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programmatic requirements for station support areas must be developed during the
course of preliminary engineering and will vary according to the specific requirements of
each station.
5.4.6.1 General Requirements

Support facilities are the nonpublic areas that sustain transit operations. These facilities
include transit personnel offices, lounges, and restrooms; maintenance and janitorial
rooms; station electrical and traction power facilities; communications rooms; heating
and ventilation mechanical rooms, and various storage facilities.
Support facilities shall be provided with secure and restricted access to the public
spaces. In general, access points to support facilities should be consolidated to
minimize security equipment, simplify access control, and minimize potential disruption
of the public space.
Required adjacencies, service access and utility routing are determining factors in the
design of ancillary and support facilities. Particular attention must be paid to the service
and replacement of equipment that is large and difficult to access or move. Support
facilities shall be designed so that routine operations and maintenance can be easily
performed without disrupting normal station operations. (See section 6.5).
A list of selected support facilities is included in this section, along with a general
description of the room’s function and some programmatic data. The table below
contains room data for the New Delhi Railway station support facilities. Design of the
world-class stations must address adequate requirements for support facilities, service
access, and functional adjacencies.
Table1 of 5.4.6: Space Requirement for different Station Areas
Existing
EW DELHI STATION Back of House (BHO) spaces Area (in
sq.m.)
Paharganj Side
Platform no 1 (Ground floor)

TTE's Lobby 145
Ticket Collector and CTI office 250
DME/CDO office 76
Ladies Waiting Room 69
Upper Class Waiting Room 266
Sleeper Class Waiting room 169
Sleeper Class Waiting room 43.5
Station Master office and Guard rest 120
Senior Station Manager and chamber with committee
room 280
Station Supt and Dy SS (Comml) and Station Manager
Commercial 200
Cloak Room 356
RMS 80
GRO office complex 260
Parcel Shed 320
PCP/Walkie-Talkie room
First Floor

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IRCTC store 150

ITB store 80
IRCTC base kitchen 300
Vendor Office 6
Refreshment room 24
N. Rly Catering Kitchen 14
CTI Office 6
S&T Store 6
CMI office 8
Library 6
CHI office 6
Vender License Inspector 6
CTI office 14
Sr. SN / Office 11
Store 11
IRCTC office 11
Booking A/c office 6
Switch room 6
Retiring room small (nos18 x 6 sq mt per room) 6
Retiring room Large (nos 4 x 13 sq.mts per room) 13
Passenger information system room
CCTV Control room
Area (in
sq.m.)
Second floor
Refund room 45
Refund Record room 11
Gent Toilet 5
Toilet 5
Dormitory 19
ACM/I/ Refund and ACM/II/ refund 3
Sr. CM/ refund and computer room 3
213 with lift shaft 7
Dormitory 19
Toilet, stores and 211 A 9
Retiring room small (nos10 x 6 sq mt per room) 6
205 with lift shaft and S/R 14
Third Floor
Retiring Room-large (nos 7 x 120 sq.mt.) 11
Retiring Room-small (nos 14 x 60 sq.mt.) 6
Ajmeri Gate Side

Platform No 12 (Ground floor)
Upper class waiting room 52.6
Sleeper Class waiting room 129
Handicap waiting room 16
5.4.6.2 Service and Support Rooms

Station support areas have been categorized as follows:

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Electrical systems (ES) rooms (includes Traction Power)

Signal rooms
Station operations rooms
Infrastructure rooms
Ventilation rooms
Plumbing and fire protection rooms
Maintenance rooms
Communications
Data equipment rooms
Passenger information room
Server room
Train cleaning facilities
Clean train facilities
Dispatcher’s Office
Tower/CBTC Workstation
Signal Workshop
Track Lubrication Room
Requirements for specific terminal stations shall be developed during the course of
preliminary engineering based on project-specific requirements. The following
programmatic information is for preliminary planning purposes only. Room sizes and
other requirements are determined by equipment and other factors unique to each
station and must be developed in conjunction with the overall station design.
1. Electrical Systems (ES)

a) Electrical Distribution Rooms (EDR)
i) Function: Contains breakers and switchboards; functions as a
panel room for the floor on which it is located.
ii) Location/Adjacencies: Located at each end of the station. Power
feeders (cables and conduit) from this room connect to panels
and transformers located in the Electrical Panel Room (EPR) for
further distribution.
b) Collector Bus Rooms (CBR)
i) Function: Contains transformers that collect high voltage power
and charge the EDR.
ii) Location/Adjacencies: Located adjacent to station power rooms,
at either end of the station, except on floors with an EDR.
c) Electrical Panel Rooms (EPR)
i) Function: Contains electrical panels that feed a given level. Power
from panels in this room feed all station power (lighting, fans,
elevator and escalator motors, communication equipment,
computers, fare card vending machines, etc.).
ii) Location/Adjacencies: One EPR is required at each end of the
station. These rooms shall be located on the same level as the
EDR.
Uninterruptible Power Supply (UPS) and Battery Room
i) Function: Supplies backup power for lights, signal and
communication equipment, alarm systems, etc. Contains battery
racks, UPS (rectifier/inverter) to convert power from AC to DC and
from DC to AC, bypass switch and emergency switchboard.
ii) Location/Adjacencies: Typically one room is required at each end
of the station.

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2. Station Operations
a) Station Cleaner’s Storage Room
Function: Storage for wet cleaning supplies.
b) Replacement and Spare parts
Function: Storing emergency spares for coaches and locomotives
c) Train lighting rooms
Function: Storage of supplies and equipment and staff rooms for train
lighting staff
d) Air Conditioning rooms
Function: Storage of materials and equipment and staff rooms for air
conditioning staff
e) Rolling stock Operation room
Function: Storage of materials and equipment and staff rooms for rolling
stock staff
f) Electrical General Services Room
Function; Storage of materials and equipment and staff rooms for
electrical general services staff
g) Shatabd/Rajhani/Specials operations and maintenance room
Function; Storage of materials and staff rooms for staff to attend to
Shatabd, Rajhani, and Specials
h) Janitor’s Closet
Function: Houses cleaning facilities for the station.
i) Refuse Storage Room
Function: Stores collected refuse prior to disposal.
j) Cleaning Equipment Room
Function: Contains storage area for floor mechanical cleaning
equipment to maintain station’s public areas and includes
Janitor’s Closet.
k) Staff Locker Room
Function: Contains toilet, shower, and locker facilities for station
staff.
l) Staff Lunch Room
Function: Contains kitchen and lounge facilities for station staff.
3. Infrastructure
Elevator Machine Rooms
Function: Houses equipment for elevators.
Escalator Machine Rooms
Function: Houses equipment for external drive escalators.
a) Station Ventilation Rooms

The primary function of the station ventilation system is to supply and exhaust air
by means of an environmental control system. It may also be used to extract
smoke in an emergency.
Chiller and Ventilation Rooms
Function: Contains station air-tempering equipment, including air handler
units, condenser pumps, chilled water pumps, chiller plant and
miscellaneous equipment.
b) Ventilation
The function of the ventilation system is twofold: to reduce the heat in and to
provide smoke extraction in an emergency situation.

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c) Plumbing and Fire Protection

i) Sprinkler Valve Set Room
Function: Houses fire sprinkler valves and controls.
ii) Toilet–Unisex
Function: Single fixture toilet room for staff (e.g., CSA) use
only.
iii) SEMP
Function: Contains the station’s fire command center for
fire department emergency operations and is located at or
near a station entrance and, at or near street level. A
minimum of one SEMP shall be provided for each station.
The number and location of SEMP’s shall be determined
in coordination with the MOR’s Office of Safety.
d) Maintenance Rooms
i) Ladder, Lift, & Scaffold Storage Room
Function: Provides storage for ladders, lifts, and scaffolds
and other access equipment.
ii) Maintenance Fixture Room
Function: Provides storage for routine maintenance
replacement of items such as lamps and ballasts.
e) Communications
i) Communication Room
Function: Contains all equipment to be used by the Indian
railways communications systems, except public
telephone and commercial wireless telephone equipment.
Located in ancillary areas as close as possible to the
center of the station to minimize the length and potential
routing conflicts associated with long conduit runs. This
room should not be positioned near any source of
electromagnetic interference (EMI) generators such as the
station chiller plant, vent fans, and supply power system.
EMI shielding must be incorporated if the separation is
unfeasible.
ii) Public Telephone Equipment Room

Function: Contains all equipment used by the public
telephone services (equipment provided by third party
public telephone service provider), located on mezzanine
level in the unpaid area. The public telephone service
provider must be able to access his equipment unescorted
to minimize impact to Indian Railways operations. This
requires that the equipment be located in a publicly
accessible area.
iii) Commercial Wireless Telephone Room

Function: Contains all equipment used by the commercial
wireless services (equipment provided by third party
wireless service provider). Located in the unpaid area, the
wireless service provider must be able to access his
equipment unescorted to minimize impact to Indian
railways operations. This requires that the equipment be
located in a publicly accessible area.

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Table 1 of 5.4.6: Sample List of Train Operation Spaces
Station Control; Room

Station Manager’s Office
Ticket Office
Audit and Cash Storage Room
Excess Fare Collection
First Aid Room
Security/Police Room
Store Room
Cleaner’s Room
Refuse Store
Staff Toilets and Locker Rooms
Platform Supervisor’s Booth
Signaling Equipment Room
Telecom Equipment Room
UPS Battery Rooms - (Signaling & Telecom and AFC
Equipment)
Train Lighting Office
Air Conditioning Office
Rolling Stock Operations Office
Electrical General Services
Carriage Management and Staff Supervisors Office
Station Auxiliary Substation
Permanent Way Store
Train Staff Controller’s Office
Traction Cable Gallery
Fire Tank and Pump Room - (located separately at ground
level)
Traction Substation - (located separately at ground level)

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5.5 UTILITY INTERFACE AND INFRASTRUCTURE SYSTEMS

Introduction
Utility and systems interface considers the integrated infrastructure requirements of the
development of a railway station structure in conjunction with utility services provided by
the local jurisdiction. Infrastructure systems within stations must be carefully coordinated
with the architecture of the station to ensure integration with the design to meet
aesthetic requirements as well as the necessity for access and maintainability. Issues
associated with limitations of local utility and infrastructure systems are not addressed in
this manual.
Goals:
1. Power and distribution system that effectively responds to station’s needs, meets
energy efficiency objectives through effective design building systems, power
saving equipment/fixtures and utilization of natural light and ventilation.
2. Water supply and distribution that meets the highest international standards of
quality and comfort, and minimizes the burden on the local utility.
3. Sewage system that meets the highest international standards of quality and
comfort, and minimizes the burden on the local utility.
5.5.1 Codes and Standards
Precedence and Application

The codes and standards referred to in this section fall into 3 categories, statutory as
mandated by Indian federal and local laws, mandatory as called for in this manual for
specific design requirements and guidelines which are provided as references of good
engineering practice. The following table outlines the precedence of these codes.
Table 1 of 5.5.1: Codes and Standards for Different Engineering Works

Electrical BIS (India) Statutory
ECBC (India) Statutory
Local codes with respect to utility Statutory
connection and access
Plumbing BIS Statutory

NBC (India) Statutory
Local codes with respect to utility Statutory
connection and access
Heating, Ventilating ASHRAE Mandatory

and Air Conditioning BIS Statutory
NBC Statutory
ECBC Statutory
Fire Safety See 4.2
References
Applicable codes and standards include, but are not limited to, the latest editions of the
following reference standards, regulations, and National and International Design
Guidelines/Policy Instructions and codes:
National Building Code (India)
Environmental Conservation Building Code (India)
ASHRAE
Section 5 - Station Services Utility and Systems Interface
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Indian Railways Works Manual.

International Plumbing Guide (USA)
Also see Section 4.2 for fire and life safety requirements
5.5.2 Goal and Objectives

The goal of the utility design of a world-class station is to ensure the quality of the
station experience to the passenger reflects the highest standards for public
transportation facilities. The infrastructure should be designed to support the station
operation without interruptions, seamless interconnectivity between systems and the
general sense for the passenger that the station infrastructure is an invisible unobtrusive
but highly efficient element in the station environment. Objectives Include:
1. Power, Electrical distribution, and Communications

a) Redundancy and flexibility
b) Efficiency and sustainability
c) Clarity and dependability of communications
d) Maintainability and complete accessibility to all systems
e) Safety and indefinite emergency capabilities.
2. Plumbing
a) Drinking water available to station users to be highest quality potable
water.
b) Sustainability through water saving technology and harvesting of
rainwater for reuse.
c) Minimize discharge into local sewage system by installation of sewage
treatment plant for reuse of treated water.
3. Heating, Ventilation and Air Conditioning
a) Maximize use of natural ventilation.
b) Comfortable and consistent environmental conditions everywhere on the
station complex.
c) Maximize flexibility and efficiency through design of system that facilitates
provision of multiple localized environmental systems.
5.5.3 Utility Routing

5.5.3.1 Safety and Maintainability
Utility routing in station public areas shall not be accessible by the public but should be
easily reached by the maintenance personnel. This may be achieved by creating
separate utility passageways with full access or, where full access is not practical,
providing removable panels along the utility routes. Under no circumstances will utility
routes be exposed. Planning of utility routing shall consider the following:
1. For the utilities run within the track areas, appropriate clearances shall be
provided to allow for a safe working environment during servicing and/or testing
in accordance with applicable codes.
2. Access for maintainability shall not impact on normal operation. If utilities must
be buried and not accessible, and maintained only upon failure, adequate
redundancy shall be built into the design.
3. Equipment shall be arranged to permit removal of any component from the
facility without major disassembly of other equipment components.
For safety reasons, covers or gratings shall be provided for all access openings.
Zoning and grouping of utilities by function will provide ease and familiarity for servicing,
consequently minimizing accidental disruptions to Station operation by unauthorized
personnel.

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When specifying equipment, the delivery and maintenance of the equipment to its
intended location must be considered including stairs, doorways, corridors, entrances,
etc.
When locating equipment, careful consideration must be given to clearances for train
movements as well as for the safety requirements for maintenance personnel.
5.5.3.2 Integration with Architecture

Utilities in public areas shall be architecturally integrated, meeting aesthetic
requirements as well as the necessity including entrances for access and
maintainability. Methods for integrating both utility and architectural items shall be
considered, by use of the following:
1. Liners and screens
2. Enclosure and separation of routing and utility passageways at the platform,
mezzanine and entrance level public circulation areas
3. Removable panels
In nonpublic areas, vertical utility runs should be combined with vertical architectural
elements, wherever possible. Utility routing in public areas shall take into consideration
signage, information systems, and lighting and acoustic strategies. Use of
interchangeable components and modular design should be maximized. Some utilities,
such as environmental control system (ECS) ductwork, may require special
consideration due to their size and these may need to be run exposed. They shall be
fully integrated architecturally, with the station environment.
5.5.3.3 Flexibility and Efficiency

Utility routing shall allow for future system expansion and upgrading, spare capacity for
all electrical, communications and signaling systems.
1. Easy, simple and direct passage of utilities
2. Zoning of utility distribution elements and access spaces shall be considered.
5.5.3.4 Sustainable Design

Sustainable development is one of the major goals of Indian Railways. General
requirements on applying the concepts of sustainable development to the station design
are given in Section 5.2, and detailed later in this section.
5.5.3.5 Integration of Utilities

Integrate utility rooms and runs with overall design to minimize use of materials and
facilitate maintenance and service.
5.5.3.6 Station Systems Monitoring – Utilities

Provide computerized station systems monitoring for utility system and integrate with fire
safety system monitoring to help ensure timely maintenance of all systems including life
safety systems.
5.5.3.7 Routing concepts

Routing in ancillary areas shall allow for the following:
1. Secure and efficient routing that promotes ease of access and maintenance
2. No encroachment into the rolling stock dynamic envelope and minimal disruption
of service for maintenance
3. Clear, direct and unobstructed access by firefighting equipment and personnel

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4. Utility mains should be aligned and grouped as appropriate in trenches. Tunnels

and interstitial spaces so as to facilitate servicing and maintenance.
Table1 of 5.5.3 Optimum Locations for the Major Utility Function and Equipment
Station Equipment Spaces Optimum Location
Power Substations Basement or ground levels
Electrical Distribution Rooms Separate elevator and escalator

service from all others and provide
adequate number of rooms preferably
near perimeter of building and to
minimize branch runs to facilities.
Station HVAC rooms At edge of building envelope and

spaced to minimize air handling runs to
facilities
Communication Rooms As required for different systems

(telecom, wireless, cable etc.)
Water and Fire Service Rooms Next to water source for each service
Station Electrical Control Room Next to Power Rooms
Elevator and Escalator Machine Adjacent over or under elevator or

Rooms escalator equipment
Utility spatial coordination during the design process shall ensure an orderly and
harmonious arrangement and organization of utilities such that:
1. No physical conflict occurs between the various mechanical, electrical, and
plumbing (MEP) services during installation;
2. No physical interference occurs between MEP services and the structure or
finishes;
3. All cast-in items, structural openings and penetrations for MEP services are pre-
determined correctly on the drawings before construction;
4. All systems are to provide adequate acoustical isolation ensure comfort of
station users and eliminate noise pollution in all passenger areas.
5.5.3.8 Horizontal Utility Distribution

Horizontal main utility distribution shall be located in fully accessible service corridors.
Alternative locations are:
1. Ceiling level
2. Under platform level
3. Exterior chase wall
Any utility corridors located in areas susceptible to water leakage shall be waterproofed
and provided with adequate drainage.
5.5.3.9 Vertical Utility Distribution

To provide as much column-free public space at platform and mezzanine levels as is
feasible, the Concessionaire shall limit the number of vertical elements within the Station
public areas that can carry vertical distribution.
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Vertical routing should be concentrated at the ends of the public areas, within the
nonpublic ancillary areas. Other vertical distribution zones may be located discretely
throughout the Station as needed.
5.5.4 Utility Adjacency Requirements

Adjacency requirements shall be taken into consideration in utility routing.
5.5.4.1 Electrical Services

In general, "wet" services (e.g., plumbing) shall not be routed through electrical rooms.
5.5.4.2 Low Voltage (LT) System

Lighting conduit distribution will generally be at high level in ancillary spaces. In public
areas, conduits shall be positioned to minimize the architectural impact. This may be
within an integrated wireway management system, wherein routing for associated
systems (including such elements as normal and emergency lighting, signage, closed-
circuit television [CCTV], and public address, where feasible) will be incorporated into a
wireway system that is part of or directly adjacent to the light fixtures and system
components. In all cases, utility routing associated with lighting will be hidden (no
exposed conduits) but accessible for maintenance (via access panels or through the
lighting system wireway itself).
5.5.4.3 Fire Protection

Wet services shall not be routed through dry services rooms.
5.5.4.4 Fire Standpipe

A fire standpipe system shall be provided for each Station, independent from all other
pipe systems including other fire suppression systems (See Section 4.2.4 and 4.2.5).
5.5.4.5 General Plumbing Systems

Storm drainage systems, sanitary sewage system, and other water drainage system
should be routes through service areas out of the main passenger spaces and be
located convenient to sewage and water treatment facilities and rain water harvesting at
the station for reuse for toilet flushing, fire safety, air conditioning and landscaping.
Platform drainage water will be collected and discharged to sewage treatment facility.
5.5.4.6 Systems Cable Containment

Power, signaling and communications cable must be carried in separate systems so no
induction takes place. In addition all trays or ducts should carry spare capacity for
approximately 50%.
1. Signaling
Signal cables run from equipment rooms at stations with track switches to
equipment along the track, primarily at crossover locations. Signal cables can be
routed through galvanized steel conduits or installed in a cable tray system. If
large cable trays are used, then they must have several accessible chambers to
facilitate replacement of a cable without disturbing other cables. Signal cabling
ducts/trays shall not be more than two layers. Separate provisions shall be made
for carrying tail cable to all signaling equipment along the track.

176

2. Communications
Conduits or cable trays are required for communications cabling. Communication
rooms should be located at nonpublic areas. They should not be positioned near
any electromagnetic interference (EMI) generators, such as chiller plants, supply
power system, traction power system, and the station power systems. Cabling
will be required to support the following:
a) Voice Communications (including wireless systems)
b) Customer-Oriented Systems
c) Wi Fi
d) Safety and Security Systems
e) Cable TV
f) Communications Cabling (Transmission Backbone System [TBS])
5.5.5. Electrical
The electrical requirements for a station will be based on the size and configuration of
the specific station design. This section outlines the major components and design
criteria for the development of a station design. The information provided is to be used
as a guide and does not constitute a specification which is contained in the standards
and codes referenced and will be developed by the architect for a specific station
design.
System shall consist of the following elements:
a. Power
b. Distribution
c. Lifts/Escalators
d. Fire detection and Alarm
e. CCTV
f. Communications
5.5.5.1. Power
Power for station will be received at 2 different sources of the local power grid by 2
independent feeders (double circuit) from each. All substations shall be GIS indoor type
and shall be provided in the basement or ground floor of the station structure. The
power receiving stations are inter-connected for transfer of power from one to another
through Fire Retardant Low Smoke (FRLS) cable feeders. These receiving stations
should be remote controlled from Centralized Operation Control Centre through
Supervisory Control & Data Acquisition System (SCADA). In the event of total power
failure station will be automatically switched on and fed the stand by Generator Sets.
The station designer will prepare a load analysis for determining the total power
requirements. The load analysis should include but are not limited to:
Capacity
All domestic electrical consumption (fixtures, outlets, switches etc.)
All commercial consumption (food service, concessions, etc.)
All mechanical equipment (AHU’s, pumps, compressors, etc).
All internal and external lighting
Miscellaneous (ATMs, TVMs, SIC, telephones, Travel Centre etc.)
Coach servicing power requirements as per section 3.3.1

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This analysis shall be prepared in conformance with the National Building Code of India
and the Bureau of Indian Standards and submitted to MOR and the local jurisdiction for
review and approval in order obtain the required power connections.
Metering
Station metering and sub-metering shall be designed so as to be able to do the
following:
• Separate station basic operation power consumption from amenities such as
food courts lounges etc.
• Distinguish power consumption by mechanical equipment, lighting and other by
major station components and areas.
• Monitor all energy efficiency protocols and consumption as required by energy
management plan for the station.
1. Transformers
Dry Type
Updated and current Indian Standard Specifications and Codes of Practice will apply to
the equipment and the work covered by the scope of this contract. In addition the
relevant clauses of the Indian Electricity Act, Indian Electricity Rules, National Building
Code, National Electric Code, ECBC, Code of Practice for Fire Safety of Building
(general): General Principal and Fire Grading–IS 1641 as amended up to date shall also
apply. Wherever appropriate Indian Standards are not available, relevant British and/or
IEC Standards shall be applicable.
Dry Type Power Transformers IS 11171 – 1985

Fittings and accessories for power transformer IS 3639
Bushing IS 2099
Current transformer IS 2705
The transformer shall be Cast Resin Dry type, naturally air cooled 3 phase, 50 Hz, with
a suitable voltage ratio (on no load), solidly earthed system with neutral brought out for
independent earthing. Transformer shall be suitable for indoor installation and shall be
suitable for continuous operation at rated capacity under site conditions. Insulation class
of the transformer shall not be less than class H with temperature rise of 90 deg C over
an ambient of 45 deg C. The transformer shall have impedance not exceeding 6.25%
and negative tolerance as per IS. The equipment shall be of type tested design at CPRI
/Independent test house for short circuit, temperature rise and dielectric tests of the
ratings required.
All equipments, components, materials and entire work shall be carried out in conformity
with applicable and relevant Bureau of Indian Standards and Codes of Practice, as
amended upto date. In addition, relevant clauses of the Indian Electricity Act 1910 and
Indian Electricity Rules 1956 as amended upto date shall also apply. Wherever
appropriate Indian Standards are not available, relevant British and /or IEC Standards
shall be applicable.
Transformer Characteristics
The no load voltage ratio of the transformer shall be 33000/433 volts and the
percentage impedance shall not exceed 6.25%.
Transformer Terminations
The transformer shall have self-supporting cable boxes with suitable glands and cable
sockets for receiving 33, 000-volt grade XLPE cables on the H.V. side as required.

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The transformers shall be capable of being loaded upto overloads of 15% for one hour,
there shall be no limitation imposed by bushings, tap changers etc.
The transformer shall be capable of being operated without danger on any tapping at
the rated KVA, with voltage variation of ±10% corresponding to the voltage of the
tapping.
2. Generators
Diesel Generator Sets suitable for continuous round the clock operation at up to rated
output with permissible overload along with associated works. PLC based DG control
Panel for Automatic operation of the DG sets is incorporated in the Main L T Panel.
The equipment offered shall conform to the latest revision of relevant Indian or British
Standard (BSS.) and Codes together with the requirements of the Local Supply
Authority and Department of Explosive etc.
Fuel Consumption
The engine shall be suitable for satisfactory operation on HSD/GNG/LNG as locally
available. The manufacturers shall declare the guaranteed fuel consumption in liters per
liters/hr, in accordance with relevant I.S. or B.S. at 50%, 75% and 100% of rated load at
0.8 pf. Fuel consumption shall be low so as to deliver minimum 4 units per liter at 75%
load.
Water-cooling system
The engine shall be provided with a heat exchanger for closed loop primary cooling
water circuit circulated by an engine driven pump for jacket cooling of the engine. The
secondary water-cooling circuit of the heat exchanger shall be cooled through a cooling
tower by monoblock centrifugal pumps. Soft water (commercial zero hardness) shall be
used for initial fill and make up water for secondary cooling circuit and for initial fill of
primary cooling circuit.
Cooling Tower
Cooling tower shall be suitable for outdoor installation. Cooling tower shall be vertical,
induced draft, counter/cross flow type in fiber glass reinforcement plastic construction,
complete with fan, motor, surface and spray section, eliminators, bird screen and steel
supports. The cooling tower capacities shall be compatible with DG sets.
Fuel oil system

The Bulk Fuel Storage Tanks shall be suitable for storing HSD. The tanks shall conform
to IS 10987 -1992 and shall be suitable for underground installation. If GNG is used
storage tanks shall conform with all applicable local and national codes and regulations.
The tank shall be fabricated from not less than 14 SWG M.S. Sheet. A removable cover
of ample size with lock shall be provided to permit access to the tank interior. Fuel level
indicator with low and high level visual shall be provided. The day tanks shall be
floor/wall supported on steel support 300 mm above FFL.
3. UPS
This section covers the requirements of three-phase, on-line, continuous operation,
solid-state, Uninterruptible Power Supply (UPS) Systems. The UPS Systems shall
operate in conjunction with the existing building electrical system to provide power
conditioning, back-up power protection, and power distribution for the critical loads.

179

Updated and current standards as listed below shall apply to the equipment covered by
this contract. In addition the relevant clauses of the Indian Electricity Act 2003 and
Indian Electricity Rules 1956 as amended upto date shall also apply.
Safety:
• Europe: EN 500091-1
• USA/Canada: UL1778 - Standards for Uninterruptible Power Supply
Equipment.
Mode of operation
The UPS shall operate as an on-line system in the modes listed below:
a) Normal operation: The inverter/battery charger shall operate in an on-line
manner to continuously regulate the power to the critical load. The
Inverter/battery charger also shall derive power from the AC Input source
and supply DC Power to float-charge the battery.
b) Battery: Upon failure of the AC Input source, the critical load shall
continue to being supplied by the Inverter without any switching. The
Inverter shall obtain its power from the battery. There shall be no
interruption in power to the critical load upon failure or restoration of the
AC Input source.
c) Recharge: Upon restoration of the AC input source, the Inverter/battery

charger shall simultaneously recharge the battery and regulate the power
to the critical load.
d) Bypass: The static bypass switch shall be used for transferring the critical
load to mains supply without interruption. Automatic re-transfer to normal
operation shall also be accomplished with no interruption in power to the
critical load. No re-booting of microprocessor shall take place after
transfer and retransfer of critical load.
Environmental requirements:
• Storage ambient temperature: -50 to 700C
• Operating ambient temperature: 0 to 300C Continuous operation.
• Relative Humidity: 0-95%, non-condensing.
5.5.5.2. Distribution
1. Cabling
HT Cables
HT cable aluminum conductor with Cross-linked polyethylene (XLPE) insulation
galvanized steel armoring and PVC sheathing conforming to IS 7098.
LT Cables
LT cables shall be aluminum conductor XLPE insulated, PVC sheathed armoured
conforming tolls 155417098. Cables shall be rated for an 1100 Volts.
Short circuit rating of cables shall be as specified in IS 1554 Part-I.

Cables have to be selected considering conditions of maximum connected loads,
ambient temperature, grouping of cables and allowable voltage drop.

180

Updated and current Indian Standard Specifications and Codes of Practice as stipulated
below shall apply to the equipments and the work covered in this section. In addition the
relevant clauses of the Indian Electricity Act 2003, Indian Electricity Rules 1956,
National Building Code 1994, National Electric Code 1985, Code of Practice for Fire
Safety of Building (general): General Principal and Fire Grading - IS 1641 as amended
unto date shall also apply. Wherever appropriate Indian Standards are not available,
relevant British and/or IEC Standards shall be applicable.
PVC insulated heavy duty cables IS 1554 - 1988

Cross link polyethylene insulated PVC (sheathed XLPE cables) IS 7098 - 1985
Code of practice for installation and maintenance of power cables IS 1255 - 1983
Conductors for insulated electrical cables IS 8130 - 1984
Drums for electrical cable IS10418–1982
Methods of test for cables IS 10810 – 1988
Recommended current rating IS3961–1987
Recommended short circuit rating of high voltage PVC cables IS 5891 – 1970
2. Boards
LT Distribution boards
Distribution Boards (DBs) suitable for operation .on 415 V 3 Phase 4 wire 50 Hz supply
feeding final lighting and power sub circuits. Indian Standard Specifications and Codes
of Practice will apply to the equipment and the work covered by the scope of this
contract. In addition the relevant clauses of the Indian Electricity Act 1910, Indian
Electricity Rules 1956, National Building Code 1997, National Electric Code 1.985, Code
of Practice for Fire Safety of Building (general): General Principal and Fire Grading - IS
1641 - 1988 as amended up to date shall also apply. Wherever appropriate Indian
Standards are not available, relevant British and/or IEC Standards shall be applicable.
LT Switchboards
The allowable temperature rise for LT Panels, and all LT switchgears including rising
mains and busducts shall be 50 deg C above ambient of 45 deg C.
the equipment and the work covered by the scope of this contract. In addition the
Safety of Building (general): General Principal and Fire Grading - IS 1641 - 1988 as
amended upto date shall also apply. Wherever appropriate Indian Standards are not
available, relevant British and/or lEC Standards shall be applicable.
3. Risers
Rising mains & Bus ducts
Compact Sandwich Type Aluminum conductor L T Bus Trunking Systems LT (Rising
Mains with Tap Off facilities and Bus Ducts) suitable for indoor installation.
the equipment and the work covered by the scope of this contract In addition the
Safety of Building (general): General principal and Fire Grading - IS 1641 as amended
up to date shall also apply. Wherever appropriate Indian Standards are not available,
relevant British and/or IEC Standards shall be applicable.

181

Busbars
Busbar shall be fabricated from IQSOI grade aluminum or 99.9% pure ETP grade
copper as applicable. Rating of busbar shall be as specified in drawings / Schedule of
quantities.
Wiring
Internal Wiring Installation in concealed/surface conduit/raceways pertaining to:
• Lights and fans
• Convenience socket outlets
• Control wiring
• Sub main wiring
Updated and current Indian Standard Specifications and Codes of Practice as stipulated
below shall apply to the equipments and the work covered in this section. In addition the
Safety of Building (general): -'General Principal and Fire Gracing - IS 1641 and IEE
wiring regulation 16th edition as amended upto date shall also apply. Wherever
appropriate Indian Standards are not available, relevant British and/or IEC Standards
shall be applicable.
5.5.5.3. Lifts
The following Indian Standard Specifications and Codes of Practice, currently applicable
and updated as of date irrespective of dates given below, shall apply to the equipments
and the work covered by this contract. In addition the relevant clauses of the Indian
Electricity Act 1910 and Indian Electricity Rules 1956 as amended upto date shall also
apply. Wherever appropriate Indian Standards are not available, relevant British and/or
IEC Standards shall be applicable.
Electric Traction Lifts - Guideline for outline dimension IS 14665 (Part-I) - 2000
Electric Traction Lifts - Code of practice for installation IS 14665 (Part-2) - 2000
Electric Traction Lifts - Safety Rules IS 14665 (Part-3) - 2000
Electric Traction Lifts – Components IS 14665 (Part-4) - 2000
Electric Traction Lifts - Inspection manual IS 14665 (Part-5) - 2000
1 Electric supply
The available system of electric supply is 415 volts + 1 0% -20% between phases and
240 volts between phase and neutral - 3 phase 4 wire AC 50 Hz system. In addition, for
illumination and control, power at 240 volts AC single phase 50 Hz shall also be
available. Any equipment /component operating at other than the above mentioned
power supply shall be provided with necessary transformers/voltage stabilizers. The
amount of power required for lifts shall be indicated in the tender. Power shall be
provided at one point in each Machine Room.
Electricity connection required for every train line serviced by a platform at the station.
Line shall be capable to electricity supply of 24 coach trains. Every coach has two easy
connection coupling.
2. Control system
The Lifts shall have state of art microprocessor based AC variable voltage variable
frequency (ACVVVF) drive. Single lifts shall be provided with directional collective
control for one car (also called Simplex Full Collective Control). Two lifts adjacent to
each other in one location shall be provided with Directional Collective Control for two
cars with Group Supervisory Control. The control system shall regulate dispatching of
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individual cars and shall provide service to all floors as different traffic conditions arise
minimizing unproductive factors. The system shall respond automatically to UP and
DOWN peak, balanced or light traffic etc. Some of the technical parameters required are
innumerate below.
a) Starting current 1.2 - 1.5 times full load running current

b) Power saving 50 - 55%
c) Leveling accuracy+5 mm
d) Acceptable voltage fluctuation+10 to -20%
e) Rate of acceleration/deceleration (M/S2) 0.6 - 1.5 (Adjustable at site)
f) Maximum jerk (M/S3) 0.7 - 1.5 (Adjustable at site)
g) Maximum vibration in car horizontal! Vertical 20/18 dBA
h) Maximum noise level in car during travel 48 dBA
i) Maximum noise level in machine room at I mtr from machine 62 dBA
j) Maximum door noise level while closing and opening at a distance of I
mtr from car door 52 dBA
Battery operated Automatic Rescue Device (ARD) shall be provided for each lift which
shall allow the lift car to release to next floor landing with lift door open and shut down
for operation. The ARD shall be operated automatically in case of any power failure to
the lift installation for more than a preset time (0-10 minutes).
3. Cabling
Cabling between switchboard and the controller /lift motor shall be with XLPE insulated
HR PVC sheathed 1100 volt grade aluminum conductor armoured cables conforming to
IS 7098 or PVC insulated, PVC sheathed, 1100 volt grade al conductor armoured
cables conforming to IS 1554.
Wiring
All wiring shall be carried out with FRLS PVC insulated 1100 volt grade stranded copper
conductor wires conforming to IS 694 drawn in MS rigid / flexible conduit system and / or
MS raceways. Minimum 2.5 sq mm size wires shall be used.
Earthing
Metal enclosures of all electrical equipment and devices including frames of motors,
controllers, switchgear, conduits and raceways etc. shall be properly earthed so as to
form an equvi-potential zone.
5.5.5.4. Escalators
The escalator system shall be complete with all standard accessories and fittings like
tracks, truss, drive with controls, balustrade, handrail, steps, chain-driving mechanism
etc.
The following BIS Standards and Codes of Practice with upto date amendments shall
apply to the equipment and the work.
Code of practice for installation and maintenance of escalators IS 4591: 1968

Safety rules for the construction and installation of escalators DIN EN 115: 1995
and passenger conveyors
Code of practice for electrical wiring installations IS 732-1963
(system voltage not exceeding 650 volts)

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The drive unit shall be located at the upper end of the escalator and shall consist of a
heavy duty compact gear. Effective means shall be provided for automatic and
continuous (life time) lubrication of the entire mechanism. The drive motor shall be 3
phases, 415 volts, 50 CIS. The motor shall be able to operate satisfactorily between 390
V and 440 V.
5.5.5.5. Fire Detection and Fire Alarm

The fire alarm system shall comply with requirements of NFPA Standard No. 72 for
protected premises signaling systems except as modified and supplemented by this
specification. The system shall be supervised either electrically or by software-directed
polling of field devices.
The facility shall have an emergency voice alarm communication system. The digitized
recorded voice message shall notify occupants that a fire condition has been reported.
The message shall instruct the occupants with emergency instructions. Emergency
manual voice override shall be provided.
Each designated zone shall transmit separate and different alarm, supervisory and
trouble signals to the Fire Command Center (FCC) and designated personnel in other
buildings at the site via a multiplex communication network.
The system shall be an active/interrogative type system where each transponder and/or
addressable device is repetitively scanned, causing a signal to be transmitted to the
main fire alarm control panel (FACP) indicating that the device and its associated circuit
wiring is functional. Loss of this signal at the main F ACP shall result in a trouble
indication as specified hereinafter for the particular input.
A.C. Power Supply

Fault and Fire indication lamp. Alarm acknowledgment push buttons. The circuits
provided the control panel for each zone shall indicate the following conditions:
i. Open Circuit in zone wiring

ii. Short Circuit in zone wiring
iii. Normal conditions
iv. Power failure
v. Low battery.
The Automatic annunciation panel shall suitable for operation on 24 V DC and shall be
provided with power supply unit suitable to operate on A.C. mains of 230V with a
variation of 10%. The system shall be so designed that in case of failure of A.C. main
supply it shall automatically change over to battery supply.
1. Basic Performance
Alarm and trouble signals from each transponder shall be digitally encoded by listed
electronic devices onto an NFPA Style 7 looped multiplex communication system.
Alarm, trouble and supervisory signals from all intelligent reporting devices shall be
encoded onto NFPA Style 7 Signaling Line Circuits.
Digitized electronic signals shall employ check digits or multiple polling.
Transponder devices are to consist of low current, solid-state integrated circuits, and
shall be powered from local a primary power and standby battery power source.

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Power for initiating devices and notification appliances must be from the main fire alarm
control panel or the transponder to which they are connected.
A single ground or open on any system signaling line circuit, initiating device circuit, or
notification appliance circuit shall not cause system malfunction, loss of operating power
or the ability to report an alarm.
Alarm signals arriving at the main FACP shall not be lost following a power failure (or
outage) under any circumstances.
Hooter/strobe circuits shall be arranged such that there is a minimum of one Hooter/
strobe circuit per smoke zone.
Hooter circuits shall be electrically supervised for open and short circuit conditions. If a
short circuit exists on a hooter circuit, it shall not be possible to activate that circuit.
Audio amplifiers and tone generating equipment shall be electrically supervised for
abnormal conditions. Amplifiers shall be located in transponder cabinets to simplify
installation and to reduce power losses in wiring.
Hooter circuits shall be 25 VRMS. Hooter circuits shall have 30% spare capacity for
future expansion or increased power output requirements.
Hooter circuits and control equipment shall be arranged such that loss of anyone (1)
speaker circuit will not cause the loss of any other speaker circuit in the system.
Two-way telephone communication circuits shall be arranged so as to allow

communication between the fire command center and up to seven (7) remote telephone
locations simultaneously.
Means shall be provided to connect the telephone circuits to the P.A. System circuits to
allow voice communication over the PA System circuit from a telephone handset.
A prerecorded voice module shall be used to store tones and/or messages and transmit
them over P.A System circuits automatically upon alarm actuation. The voice module
shall be reliable, non-moving parts.
System Functional operation

When a fire alarm condition is detected and reported by one of the system initiating
devices or appliances, the following functions shall immediately occur:
The System Alarm LED shall flash.
A local piezo-electric signal in the control panel shall sound.

The SO-character LCD display shall indicate all information associated with the fire
alarm condition, including the type of alarm point and its location within the protected
premises.
Printing and history storage equipment shall log the information associated with the fire
alarm control panel condition, along with the time and date of occurrence.
All system output programs assigned via control-by-event equations to be activated by

the particular point in alarm shall be executed, and the associated system outputs
(alarm notification appliances and/or relays) shall be activated.

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The audio portion of the system shall sound the proper signal (tone or voice) to the
appropriate zones.
The system shall activate the digitized recorded voice message through the PA system,
which shall notify occupants that a fire condition has occurred.
Installation shall be in accordance with the NEC, NFPA 72 and Indian National/local
codes.
All Equipment shall be attached to walls and ceiling/floor assemblies and shall be held
firmly in place (e.g., detectors shall not be supported solely by suspended ceilings).
Fasteners and supports shall be adequate to support the required load
Initiating circuits shall be arranged to serve like categories (manual, smoke, water flow).
Mixed category circuitry shall not be permitted except on signaling line circuits
connected to intelligent reporting devices.
The main fire alarm control panel shall be connected to a separate dedicated branch
circuit, maximum 20 amperes. This circuit shall be labeled at the main power distribution
Panel as FIRE ALARM. Fire alarm control panel primary power wiring shall be 4.0 SQ.
mm FRLS PVC insulated copper wires. The control panel cabinet shall be grounded
securely to the system earthing.
2. Batteries and External Charger

Battery shall have sufficient capacity to power the fire alarm system for not less than
twenty-four hours plus 5 minutes of alarm upon a normal AC power failure.
External Battery Charger:

Shall be completely automatic, with constant potential charger maintaining the battery
fully charged under all service conditions. Charger shall operate from a 240-volt 50-hertz
source.
Shall be rated for fully charging a completely discharged battery within 48 hours while
simultaneously supplying any loads connected to the battery.
Shall have protection to prevent discharge through the charger.
Shall have protection for overloads and short circuits on both AC and DC sides.
3. Typical Operation
Actuation of any manual station, smoke detector, heat detector or water flow switch shall
cause the following operations to occur unless otherwise specified:
Activate all programmed sounder circuits.
Actuate strobe units until the panel is reset.
Light the associated indicators corresponding to active sounder circuits.
Release all magnetic door holders to doors to adjacent zones on the floor from which
the alarm was initiated.
Duct type smoke detectors shall, in addition to the above functions, shut down the
ventilation system or close associated control dampers as appropriate.

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HVAC/Smoke Control System Operation:

On/Auto/Off switches and status indicators (LEDS) shall be provided for monitoring and
manual control of each fan, damper, HV AC control unit, stairwell pressurization fan, and
smoke exhaust fan.
The OFF LED shall be Yellow, the ON LED shall be green, and the Trouble/Fault LED
shall be Amber/Orange for each switch. The Trouble/Fault indicator shall indicate a
trouble in the control and/or monitor points associated with that switch. In addition, each
group of eight switches shall have two LEDS and one momentary switch which allow the
following functions: An Amber LED to indicate an OFF-NORMAL switch position, in the
ON or OFF.
Each switch shall have the capability to monitor and control two addressable inputs and
two addressable outputs. In all modes, the ON and OFF indicators shall continuously
follow the device status not the switch position. Positive feedback shall be employed to
verify correct operation of the device being controlled. Systems that indicate on/off/auto
by physical switch position only are not acceptable.
All HV AC switches (i.e., limit switches, vane switches, etc.) shall be provided and
installed by the HV AC contractor.
It shall be possible to meet the requirements mentioned above utilizing wall mounted
custom graphic annunciators if the project requires such.
5.5.5.6. CCTV
The digital video recording, management and transmission system shall be designed to
meet the requirements of surveillance as required at the Station Centre. The system
shall offer network connectivity to other family components and provide all video and
control data over the Ethernet network to other recorders and workstations. The number
of network-connected components is only limited to the number of assigned IP
addresses. The system shall offer multiple continuously recorded digital video channels
onto a hard drive medium. The system shall employ software run on a Microsoft@
Windows XP Embedded@ platform. The software shall employ an optimized-MPEG4
compression algorithm in the video digitizing scheme. The networked system shall
comprise of recorders and workstations. The recorder, without any degradation to frame
rates or resolution, shall simultaneously offer:
1. 16-channel video recording.
2. 16-channel video playback.
3. 16-channel video transmission to the Ethernet network.
4. User selectable video archiving of pre-existing recording.
The Function Control Area shall provide a palette of controls to enable or disable the
video recording as well as any currently running macros in the system. Alarm
processing shall include but not be limited to:
1. External Alarms.
2. Sensor Alarm that shall have the ability to be tagged as follows:
a. Intrusion Alarms.
b. Motion Detector Alarms.
c. Smoke Detector Alarms.
d. Perimeter Detector Alarms.
e. Fire Alarms.
3. Other types of detector alarms.
4. Camera alarms shall include but not be limited to:
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a. Video Motion Alarms, based on an "Area of Interest" utility.

b. Video Loss Alarms.
5. An authorized user shall link alarm conditions to preprogrammed macros to
further extend the usability of the system.
6. Alarm scheduling shall include but not be limited to distinct activity items, each
including:
a. Beginning and end time for when each alarm is active.
b. Day of the week for when an alarm is active.
5.5.5.7 Communications
Infrastructure shall be provided for the following station communications systems:
a. PA system (see section 4.11.6.7.)

b. Centralized train information system
c. Telephone system for concessionaire station operation, MOR operation,
concessions and amenities
d. Computer internet access (WiFi)
e. Mobile phone use within the station structure
Cabling and distribution requirements for systems a to c are defined earlier in this
section. Following are requirements of the wireless systems
1. WIFI System/Mobile Phone

Performance
A digital communication system is measured in bit/s/Hz [1], or less frequently but
unambiguously (bit/s)/Hz. It is the net bit rate or maximum throughput divided by the
bandwidth in hertz of a communication channel or a data link.
Spectral efficiency is typically used to analyze the efficiency of a digital modulation

method, sometimes in combination with a forward error correction (FEC) code and other
physical layer overhead. In the latter case, a "bit" refers to a user data bit; FEC
overhead is always excluded.
Simple example: A transmission technique using one kilohertz of bandwidth to transmit

1000 bits per second has a spectral efficiency of 1 (bit/s)/Hz.
Telephone modem example: A V.92 modem for the telephone network can transfer
56,000 bit/s downstream and 48,000 bit/s upstream over an analog telephone network.
Due to filtering in the telephone exchange, the frequency range is limited to between
300 hertz and 3,400 hertz, corresponding to a bandwidth of 3400 − 300 = 3100 hertz.
The spectral efficiency is 56,000/3,100 = 18.1 (bit/s)/Hz downstream, and 48,000/3,100
= 15.5 (bit/s)/Hz upstream.
Numerical example: A 8PSK modem has an alphabet size of M=8 alternative symbols,
with N=3 bits/symbol, resulting in that the spectral efficiency cannot exceed 2N = 6
(bit/s)/Hz in the base band case, and N = 3 (bit/s)/Hz in the pass band case.
Hardware
An embedded Router Board 112 with U.FL-RSMA pigtail and R52 mini PCI Wi-Fi card
widely used by wireless Internet service providers (WISPs). A wireless access point
connects a group of wireless devices to an adjacent wired LAN. An access point is
similar to a network hub, relaying data between connected wireless devices in addition
to a (usually) single connected wired device, most often an Ethernet hub or switch,
allowing wireless devices to communicate with other wired devices.

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Wireless adapters allow devices to connect to a wireless network. These adapters

connect to devices using various external or internal interconnects such as PCI,
miniPCI, USB, Express Card, Card bus and PC card. Most newer laptop computers are
equipped with internal adapters. Internal cards are generally more difficult to install.
Wireless routers integrate a WAP, Ethernet switch, and internal Router firmware
application that provide IP Routing, NAT, and DNS forwarding through an integrated
WAN interface.
A wireless router allows wired and wireless Ethernet LAN devices to connect to a
(usually) single WAN device such as cable modem or DSL modem. A wireless router
allows all three devices (mainly the access point and router) to be configured through
one central utility. This utility is most usually an integrated web server which serves web
pages to wired and wireless LAN clients and often optionally to WAN clients. This utility
may also be an application that is run on a desktop computer such as AirPort.
Wireless range extenders or wireless repeaters can extend the range of an existing
wireless network. Range extenders can be strategically placed to elongate a signal area
or allow for the signal area to reach around barriers such as those created in L-shaped
corridors. Wireless devices connected through repeaters will suffer from an increased
latency for each hop. Additionally, a wireless device connected to any of the repeaters
in the chain will have a throughput that is limited by the weakest link between the two
nodes in the chain from which the connection originates to where the connection ends.
5.5.6. Plumbing and Fire Fighting

The plumbing requirements for a station will be based on the size and configuration of
the specific station design. This section outlines the major components and design
criteria for the development of a station design. The information provided is to be used
as a guide and does not constitute a specification which is contained in the standards
and codes referenced and will be developed by the architect for a specific station
design.

a.
b. Sanitary fixtures.
c. Soil, Waste, Rainwater and Vent pipes.
d. Water Supply (Internal & External) including cold and hot water supply.
e. External Sewage System.
f. Storm Water Drainage System.
g. Sewage treatment plant
h. Water treatment plant
i. Tube well, Irrigation (horticultural) and water body systems.
j. Coach watering system on platforms.
k. Sprinkler System
l. Standpipe System
m. Water storage capacity for fire fighting
5.5.6.1. Water Supply

Water Supply to meet the stations needs shall come from three sources
• City supply to meet demand for potable water and additional demands not met
by other two sources. The provision of tube well water treated for domestic

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purposes can be considered depending on local conditions and station

requirements.
• Sewage treatment plant, which will recycle toilet wastewater, be used for
horticultural and flushing purposes. The surplus water will be connected to local
drainage system.
• Rain water harvesting system connected to a water treatment plant for use in air
conditioning system
1. Capacity
Demand analysis for all water requirements at the station needs to be prepared to
establish capacity of system. Design must take into account:
i. Consumption per capita for projected

1. Staff
2. Peak passenger load
ii. Mechanical systems
iii. Station cleaning and landscaping
iv. Commercial concessions
v. Mechanical system
vi. Platform services for coaches (see section 3.0)
1. Coach domestic water (1800 ltrs by 24 coaches per train. 5 min
loading, 2 overhead connections per coach).
Analysis shall use as a minimum the IS standards for calculating domestic consumption.
Te following diagram outlines the multiple water and recycling system required.
Fig. 1 of 5.5.6: Water Balance Diagram

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2. Pumping System
Jockey Pumps
Pumping Sets
Pumping sets shall be single/multi stage horizontal centrifugal single outlet with
stainless steel/cast iron body and bronze dynamically balanced impellers. Connecting
shaft shall be stainless steel with bronze sleeve and grease-lubricated bearings. The
pump shall meet the requirements of the Local Fire Department and the unit shall be
design proven in fire protection services.
Electric Drive
Electrically driven pumps shall be provided with totally enclosed fan cooled induction
motors. For fire pumps the motors should be rated not to draw starting current more
than 3 times normal running current.
Motors for fire protection pumps shall be at least equivalent to the horse power required
to drive the pump at 150% of its rated discharge and shall be designed for continuous
full load duty and shall be design proven in similar service.
Motors shall be wound for class B insulation and winding shall be vacuum impregnated
with heat and moisture resistant varnish glass fibre insulated, and suitable for 415 volts,
3 phase 50 cycles ale supply and shall be designed for 38 deg. C ambient temperature.
Motors shall conform to LS. 325.
Motors shall be designed for two-start system.
Air Vessel
Provide one air vessel fabricated from 10 mm M.S. plate with dished ends and suitable
supporting legs with flanged connection from pump.
The fire pumps shall operate on drop of pressure in the mains as given below. The
pump operating sequence shall be arranged in a manner to start the pump automatically
but should be stopped manually by starter push buttons only.
Vibration Eliminators
Provide on all suction and delivery lines double-flanged reinforced neoprene flexible
pipe connectors. Connectors should be suitable for a working pressure of each pump
and tested to the test pressure given in the relevant head.
Water Heaters
Water Heaters shall be automatic pressure type water heater with pressure release
valve, non-return valve and inlet and outlet stop valves as required. Water heaters to
conform to IS: 2082
Electric Drive
Electrically driven pumps shall be provided with totally enclosed fan cooled induction
motors. For fire pumps the motors should be rated not to draw starting current more
than 3 times normal running current.
Motors for fire protection pumps shall be at least equivalent to the horse power required
to drive the pump at 150% of its rated discharge and shall be designed for continuous
full load duty and shall be design proven in similar service.

191

Motors shall be wound for class B insulation and winding shall be vacuum impregnated
with heat and moisture resistant varnish glass fibre insulated.
Motors for fire pumps shall meet all requirements and specifications of the Tariff
Advisory Committee.
Motors shall be suitable for 415 volts, 3 phase 50 cycles ale supply and shall be
designed for 38 deg. C ambient temperature. Motors shall conform to LS. 325.
Motors shall be designed for two-start system.
Motors shall be capable of handling the required starting torque of the pumps.
Contractor shall provide inbuilt heating arrangements for the motors for main pumps to
ensure that motor windings shall remain dry.
Speed of the motors shall be compatible with the speed of the pump.
3. Power Control Panels
Construction
General Features: - The power and control panel shall be totally enclosed dust and
vermin proof free standing floor mounted cubicle type, fabricated out of sheet steel not
less than 2mm thick. General construction shall be of compartmentalization and
sectionalised such as mains incomer, electric fire pump, diesel fire pump, pressurization
pump, priming pump and control, so that there is no mix up of power and control wiring
and connections in the same sections as far as possible. The panel shall be front
operated type with all connections accessible from the front. Front doors shall be hinged
type. The construction shall be to IP 21 as per IS: 2147.
Cable entries and gland plates

AH cable entries shall be through double compression plates, which are removable, and
stationalised. Necessary compression type glands shall also be provided.
Busbar and connections

The bus bars shall be air insulated and of aluminum of high conductivity electrolytic
quality (grade E91E to IS 5082) and of adequate cross section.
Earthing Arrangement
GI strip 25mm x 5mm shall be run at the rear of the board, bonding all the sections
suitably. 2 nos. earth terminals shall be provided at the ends of the GI strip for
connection to earth system.
Terminal Blocks "and Small Wiring
Terminal blocks shall be of heavy-duty type and generally not less than 15Amps 250V
grade upto lOOV, and 600V grade for the rent of the functions. They shall be easily
accessible for maintenance. All control wiring inside the panel shall be with PVC
insulated copper conductor of 2.5 sq.mm size and 600 V grade conforming to IS: 694-
1977.
4. Rainwater Harvesting System
The system shall take in to account:
Total Plot Area, Built up area at ground level & Green area.
Run off co-efficient of various surface Tables.
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Roof Tiles, Lawns, Green area and Hard/Paved Built up area.

All internal drain to be design on 1 cusec per acre
Use National Building Code for Rain Harvesting and conservation Table the annual for
calculating rainfall in Locality.
Design on the basis of IS Norms.
Example
Suppose Rainfall intensity : 63mm / hour occurring one in 2 years.

Time of duration : 30 minutes.
Average run off co-efficient : 0.60
Total run off : 11.54 x 28.31 = 326.70 LPS.
Considering 5 – 10 minute storage in Harvesting Wells: 10x60x326.70 = 196020
Litres or 196.02 M3
Harvesting Well proposed 5 x 42 M3 = 210 M3
5. Water Treatment
Water Filter
Filter shall be designed in accordance with the code of unfired pressure vessel
conforming to IS: 2825. Example: sand / gravel pressure filters downward or upward
flow type suitable for a rate of filtration given in Schedule of Quantities.
Filter shall be vertical type of required diameter. The shell and dished ends shall be
fabricated from M.S. plates conforming to IS: 2002 Gr. The minimum thickness of shell
shall be 6mm and dished ends shall be 8mm. The filter shall have at least one pressure
tight manhole cover.
Air Blower
Air blower shall be rotary type for scouring filter and assisting in back was operation. Air
blower shall be driven by a totally enclosed fan cooled induction motor of required H.P.
Blower shall be of capacity recommended by filter manufacturer.
Chemical Dosers
Chemical dosers shall be displacement type complete capacity as. Doser shall be
suitable for working pressure and shall be provided with orifice plate assembly, injection
nozzle and corrosion proof piping. Piping from main water supply line to the doser shall
be G.I. pipes conforming to IS: 1239 (Medium class)
Water Softener
Softener shall be designed in accordance with the code of unfired pressure vessel
conforming to IS: 2825. Softener shall be designed to give zero commercial hardness.
Softener shall be with "Cation" exchange resins. Softener vessel shall be mild steel or
FRP and self-supporting arrangement. Vessel shall be suitable for a working pressure.
The materials of both shell and dish ends shall conform to IS: 2002.
5.5.6.2. Distribution
A water supply piping system to cater for all domestic requirements shall consist of
galvanized steel pipes and fittings for water mains. As far as possible all piping inside
the building shall run in shaft or ducts provided for this purpose. Outside the buildings,
the piping shall be installed as far as possible 60cm below finished grade. Where called
for all galvanized steel piping embedded either in the trenches or in concrete and
masonry work shall be rightly wrapped with 1mm thick fiberglass tissue sheeting laid in

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bitumen after testing the pipe. Gate valves (built into chambers where required) shall be
provided.
Cold Water Supply Pipe

Concealed cold water pipes and fittings after hydraulic test will have two coat of bitumen
paint, two layers of heavy gauge polyethylene sheet.
Exposed cold water supply after hydraulic test will be painted with two or more coats of
enamel paint of approved shade over a coat of primer.
Water Meters
Water meters shall conform to IS: 779-1968 or IS: 2373-1968
Rain Water Pipes

Rain water down take shall be galvanized mild steel pipes or cast iron pipes as called
for in the drawings. The fittings and specials for the pipes shall be of the same materials
as that of pipes.
Cement Concrete Pipes

They shall conform to IS: 458-1971. The reinforced concrete pipes shall be
manufactured by centrifugal (or spun) process while un-reinforced cement concrete
pipes by spun or pressure process.
Galvanized Iron Pipes and Fittings

The pipes shall be galvanized mild steel medium heavy, as specified, conforming to IS:
1239-1973 Part I & II.
UPVC pipes and fittings

Where specified, UPVC pipes for drainage system shall be rigid UPVC pipes of class
6/10 kg/cm2 as specified, conforming to IS: 4984-1983.
Copper Pipes and Fittings

All cold and hot water pipes within the building and upto the water main outside shall be
copper tubing conforming to BS 2871, Part-I table X. The fittings shall be capillary type
to BS 864 with silver brazing rings.
Stone Ware Pipes

The laying and jointing of stoneware pipes shall be executed in accordance with code of
practice for laying of glazed stoneware pipes IS: 4127-1967.

Concrete pipes shall be laid and jointed as described in IS: 783/1959 Code of practice
for laying of cement concrete pipes.
Cast Iron Pipes

Cast iron pipes shall be laid and jointed in conformity with the code of practice for laying
of cast iron pipes IS: 3114-1960.
Sewerage and Drainage Pipes (S. W and R.C.C. Pipes)

All lengths of sewer and drain lines shall be fully tested for water tightness by means of
water pressure maintained for not less than 30 minutes.

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Water Supply Fixtures

All supply fittings (including mixing fittings and accessories) shall be of brass/copper,
heavy chromium plated of approved make and design specified. The fittings shall be
cast fittings, screw type, machined and threaded properly for fixing to the supply pipes.
The plating shall conform to IS: 4827-1983. Electroplated coating of nickel and
chromium on brass / copper and copper alloys.
5.5.6.3. Sewage and Drainage System

1. Sewage Treatment
The sewage treatment plant (Fludized aerobic bioreactors (FAB)-500 m3/day) shall be
installed to treat the raw sewage having the following characteristics:
Table 1 of 5.5.6: Table Showing Raw Sewage Characteristics
Flow M3 / day 500

PH - 7.0-8.0
BOD Mg / 1 250
COD Mg / 1 400
TSS Mg / 1 100
Oil & Grease Mg / 1 < 10
Table 2 of 5.5.6: Table Showing Treated Sewage Characteristics
PH 6.5-7.0
BOD Mg / 1 < 30
COD Mg / 1 < 250
TSS Mg / 1 <100
Oil & Grease Mg / 1 < 10
Assumptions
The oil present is in free-floating form. Suitable oil & grease trap shall be installed at
outlet of the kitchen / canteen facility, in case the oil & grease at the inlet exceeds 20
mg/1.
Process Flow of STP

The Process for Sewage Treatment Plant (example size 500 KLD) is as follows:
The generated sewage is collected and treated in house sewage treatment plant. The
wastewater will come from toilets, kitchens, and internal station drainage. The sewage is
first passed through a Bar Screen Chamber & an Oil & Grease Chamber where any
extraneous / floating matter gets trapped. The sewage is then collected in a Receiving
Sump where the variations in flow and characteristics are dampened, which otherwise
can lead to operational problems and moreover it allows a constant flow rate
downstream. Here the sewage is kept in mixed condition by means of coarse air bubble
diffusion. The equalized sewage is then pumped to the Fluidized Aerobic Bed Reactors
(FAB) where BOD/ COD reduction is achieved by virtue of aerobic microbial activities.
The FAB reactors runs in series. The oxygen required is supplied through coarse air
bubble diffusers.
The excess bio-solids formed in the biological process are separated in the down
stream Tube Settler tank. The clear supernatant after disinfections is sent to the tertiary
polishing section comprising of a Dual Media Filter and an Activated Carbon Filter.

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The biological sludge generated from the FAB, which is settled in the Tube Settler is
drained though the Filter Press. Hydraulic flow of STP is enclosed (see schematic
diagram of sewage treatment plant complex). The treated wastewater is used for
cleaning, cooling towers & DG Set, flushing of toilets and gardening. The unused
treated water shall be discharged in city Sewage system.
Fig. 1 of 5.5.6: Figure Showing Process Flow of STP
2. Collection
Rain Water Pipes
Rain water down take shall be galvanized mild steel pipes or cast iron pipes as called
for in the drawings. The fittings and specials for the pipes shall be of the same materials
as that of pipes.

They shall conform to IS: 458-1971. The reinforced concrete pipes shall be
manufactured by centrifugal (or spun) process while un-reinforced cement concrete
pipes by spun or pressure process.
Galvanized Iron Pipes and Fittings

The pipes shall be galvanized mild steel medium heavy, as specified, conforming to IS:
1239-1973 Part II & I.
UPVC pipes and fittings

UPVC pipes for drainage system shall be rigid UPVC pipes of class 6/10 kg/cm2 as
specified, conforming to IS: 4984-1983.
Copper Pipes and Fittings

All cold and hot water pipes within the building and upto the water main outside shall be
copper tubing conforming to BS 2871, Part-I table X. The fittings shall be capillary type
to BS 864 with silver brazing rings.
Stone Ware Pipes

The laying and jointing of stoneware pipes shall be executed in accordance with code
of practice for laying of glazed stoneware pipes IS: 4127-1967.

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Concrete pipes shall be laid and jointed as described in IS: 783/1959 Code of practice
for laying of cement concrete pipes.
Cast Iron Pipes

Cast iron pipes shall be laid and jointed in conformity with the code of practice for laying
of cast iron pipes IS: 3114-1960.
Sewerage and Drainage Pipes (S. W and R.C.C. Pipes)

All lengths of sewer and drain lines shall be fully tested for water tightness by means of
water pressure maintained for not less than 30 minutes. Testing shall be carried out
from manhole to manhole. All pipes shall be subjected to a test pressure of at least 1. 5-
meter head of water. The test pressure shall, not exceed 6 meter head at any point. The
pipe shall be plug preferably with standard designed plugs with rubber plugs on both
ends.
Manholes
Cement Concrete and Masonry Works For Manholes and Chambers Etc.
Manhole covers and frames shall conform to the requirements ofIS: l726-l960. Manhole
covers with frame shall be of cast iron
Manhole covers with frame shall be prefabricated Fibre R.C.C.
Gully traps recalled for in the drawings at the feet of all waste pipes shall be salt glazed.
Grease traps shall be provided on kitchen waste line before it is connected with main
sewer lines.
Catch basins shall be provided with cast iron gratings with frame for effective collection
and disposal of surface storm water.
Intercepting Trap: Sewer line connection to main municipal sewer shall be made through
intercepting trap provided in the manholes.
5.5.6.4. Fire Suppression

1. Sprinklers
Piping for wet riser system

Pipes for Wet Riser system shall be of black steel conforming to IS: 1239 (Heavy Class)
LIS 3589 6 mm thick. Fittings for black steel pipes shall be MS as per IS 1239 part 2,
commercial quality upto 150 NB size and fabricated from parent pipe for sizes 200 NB
and above.
Air Vessel and Air release Valve

Air vessel on top of each wet riser piping shall be installed before execution for approval
fabricated out of at least 8mm thick steel to withstand the pressure, with dished ends
and supporting legs. This shall be of 250mm dia and 1m high. This shall be completed
with necessary flange connection to the wet riser piping and air release valve with
necessary piping to meet the functional requirement of the system. The air vessel shall
be of continuous welded construction and galvanized to IS: 4736-1968. This shall be
tested for twice the working pressure.

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Valves, gauges and orifice plates

Sluice valves above 65mm shall be of cast iron body and bronze/gunmetal seat. They
shall conform to type PN 1.0 of IS: 14846, valves upto 65mm shall be of gunmetal
construction. Valve wheels shall be of right hand type and have an arrowhead engraved
or cast thereon the direction for turning open and closing.
Butterfly valves shall be slim seal type; lever operated confirming to BS 5155
Pressure gauge of suitable range shall be installed on the discharge side of each pump
vacuum gauge shall be provided on suction side for pumps with negative suction. The
gauges shall have brass cocks.
Orifice plates shall be of 6mm thick stainless steel to reduce pressure on individual
hydrants to operating pressure of 3.5kglsq.cm. Design shall be as per location and
pressure condition of each hydrant.
Sprinkler Heads
Sprinkler heads shall be of quartzoid bulb type with bulb, valve assembly yoke and the
deflector.
a) Conventional Pattern: The sprinklers shall be designed to produce a spherical

type of discharge with a portion of water being thrown upwards to the ceiling.
The sprinklers shall be suitable for erection in upright position or pendant
position.
b) Spray Pattern: The spray type sprinkler shall produce a hemispherical discharge
below the plane of the deflector.
c) Ceiling (flush) Pattern: These shall be designed for use with concealed pipe
work. These shall be installed pendant with plate or base flush to the ceiling with
below the ceiling.
d) Side Wall Sprinklers: These shall be designed for installation along with, the
walls of room close to the ceiling. The discharge pattern shall be similar to one
quarter of sphere with a small proportion discharging on the wall behind the
sprinklers.
2. Hydrants
External yard hydrants

External yard hydrants shall be tapped from the Hydrant network with MS pipe stand
post and 65NB GM oblique type single headed Hydrant valve conforming type A of IS:
5290-1977. The outlet shall be angled towards ground, with instantaneous spring lock
type gunmetal female coupling of 63mm dia. for connecting to hose pipe.
Internal Hydrants
The internal hydrant outlet shall comprise 'single/double headed double outlet gunmetal
landing valve' conforming to type AJB of IS: 5290-1977. Separate valves one on each of
the two heads shall form part of the landing valve construction.
A brass cap with chain is provided on one head of the outlet, which will have an
instantaneous pattern female coupling for connection to the hosepipe. The landing valve
shall be fitted to a tee connection on the wet riser at the landing.

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3. Standpipe
Fire Standpipe system shall have an independent connection to water supply and not be
connected to sprinkler system.
First Aid hose reel equipment
First aid hose reel equipment shall comprise reel hose guide fixing bracket, hose tubing
globe valve, stopcock and nozzle. This shall conform to IS: 884-1969. The hose tubing
shall conform to IS: 1532-1969.
The fixing brackets shall be of swinging type. Operating instructions shall be engraved
on the assembly.
Hosepipes, branch pipes and nozzles
Hose pipes: - Hosepipes shall be rubber lined woven jacketed 63mm in diameter and
15m to type 2 (reinforced rubber lined) of IS: 636-1979.
Branch pipe: - Branch pipe shall be of copper, gunmetal or aluminum alloy 63mm dia
and be complete with male instantaneous spring lock type coupling for connection to the
hose pipe.
End couplings, branch pipes, and nozzles shall conform to IS: 903-1985.
Hose Cabinet
The hose cabinet to accommodate the hosepipes, branch pipe nozzle and the hydrant
outlets shall be fabricated from 1.5mm thick sheet steel. In case of internal hydrants, this
shall accommodate the hose reel equipment also.
4. Electrical
Annunciation Sprinkler Panel:
The equipment for control panel should be compact neatly wired and enclosed in a
suitable 14-gauge M.S. sheetl16 CRCA sheet Metal Box that is suitably treated against
corrosion. The control panel should be painted with over banked enamel paint. The
panel shall consist of:
Panel should be made in modules of 10 zones e.g. each module will have audible and
visual indications and will monitor the circuit conditions.
Suitable protection may be provided against charging of the battery over and above the
specified values.
Battery Unit
The system shall be powered by lead acid storage stationery complete with automatic
duel rate charger boost and trick operating from 220V, 50 Hz, single phase, mains
supply. The battery capacity should be adequate for operation of the system connected
to it for at least 24 hours in the non-alarm state followed by 30 minutes operation of all
sounders and other connected equipments after a power (mains) failure.

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The automatic charger should operate at the boost charge when the battery terminal
voltage is less than about 2.1 V 20 per cell, and operate at a trickle charge rate of 100 to
200 HA, when the battery terminal voltage exceeds about 2.25 per cell.
The connection to the 220V, 50Hz, single-phase system shall be through a three pin
plug socket especially provided for the connection to the annunciation panel.
One battery unit complete with battery charger shall be provided for each control panel.
5.5.7. Heating Ventilation and Air Conditioning

a. Air Conditioning
b. Chillers
c. Hot Water Generator
d. Cooling Towers
e. Chilled water Distribution
f. Mechanical Ventilation
g. Building Automated Systems (BAS)
5.5.7.1. Air Conditioning
1. Design
Establish conditions and parameters of design. They include but are not limited to:
Building orientation.
Outside design conditions:
(Example New Delhi)
Season Dry bulb Temperature Wet bulb Temperature
Summer 110 F (43.3 C) db 75 F (23.9 C) wb
Monsoon 95 F (35 C) db 83 F (28.3 C) wb
Winter 45 F (7.2 C) db 41 F (5 C) wb
Station air conditioning systems design conditions shall be:
Concourse air tempering 29o C 65% relative humidity

(Incl. all waiting areas)
Premium lounges air conditioning 23o to 26o (as per NBC)
(Including any enclosed first waiting areas)
Occupancy load
Equipment load by season
Station operation spaces requiring AC
Lighting load by season
Return air conditions by season
Station Heat Gains
Heat gains in station attributable to the heat releases from miscellaneous sources
escalators, lifts, etc.
Air conditioning must be in an established technology available in India systems include

Central chilled water system
VRV/VRF air-cooled outdoor units with reverse cycle capabilities (cooling and
heating) for localized applications

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Performance
Minimum acceptable coefficient of performance shall be as follows for the respective air
conditioning systems.
Table 1 of 5.5.7: Minimum acceptable coefficient of performance for air

conditioning systems
Water Chilled System >5.2
VRF System >3
2. Chillers
The chiller packages, chilled water pump sets, condenser water re-circulation pump sets
& associated MCC shall be located in the plant room within service block earmarked for
services. Cooling Towers shall preferably be installed on the terrace of the same
building at any suitable location. Chilled water from chiller packages shall be pumped
through insulated chilled water pipes running horizontally and vertically. The horizontal
runs of chilled water pipes shall be installed in the suspended ceiling spaces and
vertical riser shall run through shaft/s to various air handling unit rooms on different
levels. Condenser water pipes from cooling towers to & from water chilling machines
shall run within shaft.
Dehumidified cool air shall be supplied to various areas through acoustically lined and
thermally insulated supply air ducts. Supply air ducts shall be installed within the
suspended ceiling spaces and the same shall distribute dehumidified air through
extruded aluminum grilles and diffusers. Return air shall be brought back into the air
handling unit rooms through the same suspended ceiling spaces surrounding the supply
air ducts as required. At the air handling unit rooms new generation fire dampers shall
be provided in both supply air ducts as well as in return air spaces. AHU rooms shall
also be acoustically/thermally insulated to minimize noise transmission to adjoining
areas and at the same time offset unwanted return air heat gain.
Chillers shall be rated in accordance with rated parameters. They shall be designed,
constructed, tested, stamped and complete with safety devices in accordance with
ANSI/ASHRAE 15-1989 Safety Code and ASME code. The chiller shall be
designed/manufactured and tested in accordance with the applicable portions of the
latest revisions of the following recognized Standards and Codes.
Table 2 of 5.5.7: Standards and Codes for Designing of Chillers
ARI 550 Air Conditioning and Refrigeration Institute. Standard for

Centrifugal Water Chilling Packages (General), Specifications,
Testing and Rating.)
ARI 575 Air Conditioning and Refrigeration Institute.
Standard Method of Measuring Machinery
Sound within Equipment Rooms (Basis of all data presented or field
testing of equipment with relation to sound requirements).
ASME Code American Society of Mechanical Engineers Code for Unfired
Pressure Vessels - Section VIII (Design, Construction, Testing and
Certification of Pressure vessels)
ANSI B9.1 American National Standards Institute Safety Code for Mechanical
Refrigeration (Overall general safety requirements, relief device
sizing etc.)
ANSI - American National Standards Institute code for Refrigerant Piping.
B31.5
TEMA Tubular Exchanger Manufacturer’s Association.
ISO R281 Rolling Bearings – Dynamic Load Rating and Rating Life.

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Reference code: - ASHRAE 30-1995, ARI-560-92, and ANSI/ARI 550-92, ANSI/ARI

590-92 C743-93
The chiller packages shall be consisting of centrifugal compressor with factory fitted
VFD/solid state soft starter, squirrel cage induction motor, water cooled condenser,
chiller, refrigerant piping, wiring and automatic controls all mounted on a steel frame
with all other accessories factory assembled and tested in line with the latest ARI/ Euro
vent Standards.
Centrifugal Compressor shall be single/double stage, open/semi-hermetic type, using

Ozone compatible R-134a/R-123 refrigerant. The compressor shall be designed for a
noise level not exceeding 88 dBA as per ARI-575 standard.
3. Air Handling Units and Cooling/Heating Coils
Fresh Air Treatment Units (FATUs) shall be installed to supply filtered treated fresh air
into various occupied spaces. The units shall be complete with Energy Recovery
Wheels (ERW), active carbon filters, fine filters and Pre-filters.
Air handling unit

Design Parameters for selection of air handling units and its components:
Maximum face velocity across filters 450 FPM

(137 MPM)
Maximum face velocity across coils 500 FPM
(152 MPM)
Maximum pressure drops across coils 15 feet
Maximum water velocity across coils 6 FPS
Maximum fan outlet velocity 2000 FPM
(610 MPM)
Maximum fan motor speed 1500 RPM
Cooling /Heating Coils

Selection of Coils Reference code: ANSI/ARI 510-93, ASHRAE 33-1978. Chilled/Hot
water coils shall have 12.5 mm to 16 mm dia tubes of wall thickness not less than 24 G
with aluminum fins of thickness not less than 37 SWG, firmly bonded to copper tubes
assembled in zinc coated steel frame. Face and surface areas shall be such as to
ensure rated capacity from each unit and such that air velocity across each coil shall not
exceed 500 FPM. The coil shall be pitched in the unit casing for proper drainage. Each
coil shall be factory tested at 21Kg/Sqcm air pressure under water. Tubes shall be
hydraulically/ mechanically expanded for minimum thermal contact resistance with fins.
Fin spacing shall be 11 to 13 fins per inch (4 to 5 fins per cm.) Material of construction
for header associated with cooling coil shall be copper. MS bush shall be provided for
affecting CHW pipe connections.
4. Fan Coil Units
Fan coil units shall be of horizontal/vertical design and suitable for overhead/floor
installation and necessary ductwork. The unit shall comprise of multirows deep chilled
water coil made out of copper tubes of dia not less than 9.6mm OD having tube
thickness not less than of 25 G. The cooling coil shall be complete with aluminum fins of
minimum 0.2 mm thickness arranged to have a maximum fin spacing of 5 fins/cm and
pressure tested for hydraulic pressure of 21 Kg/Sq.cm.
Filters
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Each unit shall be provided with a factory assembled filter section containing washable
50mm thick synthetic fibre (HDPE) type air filters having anodized aluminum frame as
mentioned under subhead “Filters”.
Viscous Metallic Filters

Viscous metal filter shall be all metal, washable type. The filter media shall be
composed of layers of crimped GI wire mesh.
Synthetic Fibre Filters (EU-3)

Synthetic fibre filter shall be constructed out of 50mm deep non-woven synthetic fibre
replaceable media secured with anodized ductile aluminum mesh on one side & 40
sieve HDPE mesh on the other side.
Microvee Filters: (EU-5)

Fine filters shall be designed to remove particles down to 5 microns as per BS: 6540
standard. Filter shall comprise of aluminum sheet duly anodized.
Equipment supplied must conform to recognized International Standards and be

manufactured to ISO 9001, BS 5750 part 1 & 2 and carry the C.E. Mark on EMC
Compliance.
Fan Wheel
Fan Wheel shall be forward/backward-curved non-overloading type.
Pumps
Pumps shall be as per IS: 1520 with latest revision IS: 325
Starter
The critical speed of the pump shall be at least 30% above the rated speed. All pumps
shall be provided with mechanical seals.
Pumps shall be provided with flexible coupling.
5. Hot Water Generator
The hot water generator shall be vertical/horizontal, shell type designed, constructed
and tested for the specified water flow rates and temperature. The shell of the hot water
generator shall be made out of MS sheet with electric fusion welded seams. The shell
along with insulation shall be mounted inside a cabinet made out of angle iron
framework, complete with 16 SWG MS sheet covers held with locks/bolts and hinges.
The hot water generator shall be designed at 215 Psig and hydraulically tested in the
factory at 325 Psig.
The heaters shall be connected in a manner to provide capacity as follows:
Capacity Minimum Number of steps

101 KW to 300 KW 4-5 Steps
301 KW to 600 KW 5-7 Steps
601 KW to 1000 KW 8-10 Steps

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6. Cooling tower
Wet Type
Towers shall be induced draft type. The material of construction of enclosure/casing
shall be FRP and should be strong enough to withstand wind pressure. The casing shall
be finished smoothly to minimize air friction. Filling material shall be ultraviolet protected
polyvinyl chloride (UPVC). Polyvinyl chloride shall be laid in a ring type fill to achieve
high heat transfer efficiency.
Water collection sump shall also be of FRP material and in single molded construction
to make the sump leak proof.
Cooling tower shall comprise of a rotating type of water sprinkler in stainless steel
construction to achieve uniform water distribution over the honeycomb fill. A sealed type
ball bearing shall be used to perform this duty.
Fan shall be of lightweight, low speed and high efficiency axial flow fan. Fan shall be
protected with a fan guard. The entire assembly should be easily accessible for
maintenance.
Cooling capacities of the cooling tower shall be computed from the measurements of
water flow rate and entering and leaving water and ambient air wet bulb temperature.
Selection Reference code: CTI STD-201, ANSI/ASME PTC 23-1986, CTI ATC-128,
National standards, CH 22
Chilled and Condenser Water Piping

Reference code – ASME/AMSI B31.5-1992
Table 3 of 5.5.7: Pipe Sizing according to the design Parameters
Maximum water flow 8 FPS

velocity (2.4 MPS)
Maximum friction 5ft of WG per 100 ft. run
(5 M of WG per 100 M run.)
Make-up water system and water treatment

Make up water should be provided for chilled and condenser water system from tube
wells or other sources provide at the stations. Back flow preventer's provided on all
make up water system to prevent contamination of water supplies.
Chilled and condenser water shall be chemically treated to prolong system line
efficiency. The necessary water treatment systems shall be provided in each plant room.
Insulation
Chilled water pipes shall be insulated with closed cell elastomeric thermal insulation
preferably in tubing form.
Insulation Reference code ASTM C534-1997, ASTM C552-1991
Expansion Tank
Closed type expansion tank complete with air separator, safety relief valve, pressure
reducing valve, and pressure gauge, automatic type air purging arrangement etc. as
required for hydronic system shall be provided.

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5.5.7.2. Mechanical Ventilation
Mechanical ventilation system using combination of centrifugal fans and Axial Flow fans
will be required in:
Plant and mechanical rooms

Toilets, pantries
Platforms
Underground parking
Other similar areas where ventilation is called for
Smoke Evacuation
Provision of Natural Ventilation
Staircase and lift wells
Ventilated air to all enclosed occupied spaces shall be filtered by and have a minimum
of air changes per hour. Design of all other spaces to be according to ventilation
requirements of the NBC and BIS.
Noise Level
Noise level in conditioned spaces due to all refrigeration and air conditioning equipment
shall not exceed 48 dB at 125 Hz (without operation of any other equipment) when
measured at any point in occupied spaces less than 150 cm above floor level and not
closer than 150 cm from any supply air register or 60 cm from any return air grille.
Ducts.
Duct sizes shall be selected on the basis of a maximum pressure drop of 1.23 pa per
meter of duct and a maximum air velocity of 14.5m/s neat the AHU and excluding the
public area. Ductwork shall be constructed of galvanised sheet metal in accordance with
HVAC standard DW 142 or latest International standard suitably fire rated. All ducts over
750 mm duct size for pressure class 1 “ / 250 Pa (W.G.), and over 550 mm duct size for
pressure class 2” / 500 Pa (W.G.) shall have transverse joints of Rolamate type.
Table 4 of 5.5.7: Design parameters for duct designing
Maximum flow velocity 1500 (457 MPM)

Maximum friction 0.09 inch WG per100 ft. run
Maximum velocity at supply 500 FPM (152 MPM)
air outlet
Maximum flow velocity in 2200 FPM
Exhaust air duct.
Volume Control Dampers

All dampers shall be multi blade type of robust construction of galvanized steel and
tightly fitted. Dampers shall be provided with suitable links, levers and quadrants as
required for their proper operation control or setting devices shall be made robust, easily
operable and accessible through suitable access doors in the ducts. Every damper shall
have an indicating device clearly showing the damper position at all times.
Fire/Smoke Dampers
The construction of the fire damper shall allow maximum free area to reduce pressure
drop and noise in the air passage.

205

Fire damper shall also be supplied with spring locked fusible link rated for 720 C (UL
stamped) to close fire damper in event of rise in duct temperature. The fire dampers
shall be mounted in fire rated wall.
Actuators
The actuator shall be maintenance free direct-coupled spring return type suitable to
work on 24 V electric supply.
5.5.7.3. Building Automation System (BAS)
The Building Automation System shall be a PC-based System. It shall combine the
latest state of the art technology with simple operating techniques and shall be used to
control, manage alarms/reports and monitor the building services installations. The
essential functions of the system are as follows:
a. Centralized operation of the plant (remote control)

b. Accepted Communication protocol – ASHRAE’s BACnet. Provide protocol
translator if they are using their proprietary protocol.
c. Dynamic Graphic details of Plant and building
d. Early recognition of faults
e. Faults statistics for identification
f. Trend register to identify discrepancies, energy consumption, etc.
g. Preventive maintenance and plant servicing
h. Optimum support of personnel
i. Control optimization of all connected electrical and mechanical plant
j. Prevention of unauthorized or unwanted access
k. Own error diagnosis integrated system
Room Thermostats: Room thermostats shall be suitable for mounting on British

Standard conduit boxes. The operating differential shall not exceed 1oC, under all load
condition.
Room Temperature/Humidity Detectors: The temperature sensor shall have sensitivities

such that a change at the detector of 0.2oC from the stabilized condition is sufficient to
start modulating the corrective element.
Immersion/temperature detector and duct mounted temperature/ humidity detectors
Pressure Detectors (for liquids and gaseous media)
Control valves (Modulating)
Intelligent room control unit

Where called for in the System Description Section, the terminals units (FCUs, etc.,)
shall be controlled by individual (intelligent) room controllers. These IRC controllers shall
accept an assortment of inputs and should have three slots for the different type of
outputs depending on the application. These shall operate in the following modes:
i. Comfort
ii. Stand-By
iii. Energy Hold-Off
iv. It should be capable of accepting variety of inputs such as:
v. Main temperature sensor (Room, etc.)
vi. Auxiliary temperature sensor (Supply air, etc.)
vii. Set point signal
206

An operator's terminal shall be provided to initialize the controller, read write the data
and service the installation. It should be possible to communicate with all the controllers
on a common bus from any controller on the bus. If required the controller should be
able to operate in cascade mode with another controller.
It should be possible to have special operating features such as un-occupied

temperature reset, temperature set point adjustment, unit start/stop and operation at
minimum volume via the Central BMS.A window should be provided to see the output
cards. An LED shall be provided to indicate the healthy communication of the controller.

207

Section 6
Operations and Maintenance
Section 6 Operation and Maintenance

208
6.0 OPERATIONS AND MAINTENANCE
6.1 Introduction
Modern railway stations are highly complex facilities, both physically and
technologically. They must serve the needs of the customer during normal and
emergency situations and must be operable and maintainable with minimal resources.
The Concessionaire is to prepare a maintenance plan for the station project that
addresses all aspects of the stations operation and highlights those areas that are the
direct responsibility of the Concessionaire versus those that will be retained by MOR
(See section 2.8). Based on this plan and as called for in section 5.4 the concessionaire
will prepare a staffing plan that will also become part of the stations operation and
maintenance plan. The staffing plan will also highlight the staffing expected to be
provided by the Concessionaire versus the staffing to be assigned by MOR.
The Concessionaire will also prepare an emergency response plan as outlined in

section 4.2.3.8 that details the role the station staff in responding to various types of
emergency conditions as defined in the plan. The plan will comply with the latest
standards and codes of earthquake, disaster climate conditions and the like depending
on the geographical location of the station. This emergency response plan shall be
separate and distinct from the stations fire and life safety plan than shall comply with the
life safety codes and standards noted in section 4.2 and coordinated with local fire
fighting authorities.
As new and redeveloped stations, they also must fit seamlessly into the existing Indian
Railways operating system. The Railway system is a 24-hour, 7-day-a-week system,
and operations and maintenance procedures are structured accordingly. The scope of
this section gives general guidelines for the required design responses to operation and
maintenance requirements of Railways, for stations only. It does not include detailed
operational and maintenance procedures for track, systems, or equipment. The
Concessionaire assumes responsibility for all maintenance and required staffing for the
station facility for all functions as noted in division of concessionaire and MOR
responsibility in section 2.8.
Details on the operations and maintenance procedures for the Railways system will be
found in a project-specific operations and maintenance (O&M) plan to be developed by
MOR schedule. This plan provides the O&M approach for new stations, so that all the
planning and design of the stations can respond to these needs. It shall contain the
following:
1. How the station operates under normal conditions (hours of operation: daily,
peak hours, weekends, holidays, special events, etc.)?
2. How the station will be staffed by MOR for normal peak and emergency
operations?
3. The roles and responsibilities of MOR staff
4. What facilities and systems will be required to support the activities of the MOR
operations staff?
References
Station specific O&M plan for train operations – to be developed during the design.
Indian Railways Works Manual, 2000, MOR
Station Working Rules
Earthquake Code, 2006, India
Fire and Life safety Codes referenced in Section 4.2

209
6.2 Maintenance

Station maintenance activities are classified under the following headings:
• Cleaning, Inspection and Reporting
• Preventive Maintenance
• Corrective Maintenance
Work on the first two categories takes place on a pre-scheduled routine and for the third
on an as-needed basis. Design of the station must facilitate all maintenance activities.
Basic design goals are as follows:
1. To create easily maintained environments with high level of cleanliness

throughout the system, which will instill pride and encourage use of the system.
Materials shall be selected to be environmentally sustainable, provide long
service life, be vandal-resistant and allow easy cleaning.
2. To provide facilities for an efficient maintenance program that operates at a
minimum cost.
3. To facilitate replacement of damaged items, use of uniform interchangeable
elements within each station or between stations.
4. To integrate maintenance elements in the stations as part of station design
without detracting from the appearance of the stations.
5. General principles for operations and maintenance are as follows:
6. Routine maintenance should interfere as little as possible with normal station
operations and revenue service.
7. Maintenance and operation programs requiring use of the right of way areas
equipment, and flagging should be avoided. Necessary maintenance that must
use these areas will require prior establishment of protocols with MOR.
8. Maintenance and Operation programs shall include all aspects of safety and
health discussed in the section on Construction Requirements (7.5).
9. Station Cleaning involves the following:
• Collecting and disposal of garbage, including any construction debris
generated from station operations
• Cleaning fare collection and fare collection facilities
• Cleaning, sweeping, and washing (including removing graffiti) the interior of
stations, including platform areas, passageways, elevators, stairs, wash
rooms, toilets and related rooms and enclosures
6.2.2. Maintenance Plan

The maintenance plan developed by the Concessionaire for station shall contain at least
the following elements:
1. Staffing plan identifying all maintenance classification positions that will be

available to address station maintenance needs. It shall include but not be
limited to:
a) Trade staff (plumbing, electrical, etc for equipment, maintenance and
repairs)
b) Sanitation staff (general cleaning an sanitation)
c) Supervisory staff (inspection, engineering, monitoring of controls, etc)
d) Security staff (CCTV supervision, communications, access control etc.)
e) Administrative staff (procurement of supplies and equipment, reports etc.)

210
2. Service plan identifying all station elements requiring maintenance. Minimum

requirements will be included as a schedule to the Concessionaires Agreement.
It shall include but not be limited to:
a) Description of computer based automated maintenance management
system that will be programmed to issue work orders with scheduled
servicing of equipment and systems, and will be used by all station staff,
both Concessionaire and MOR to report and record maintenance and
repair requirements. System will be programmed for preparing status and
productivity reports on all station activity besides general sanitation.
b) General sanitation by station area and component by frequency
(sweeping, washing cleaning etc).
c) Maintenance and service requirements for all terminal equipment (lights,
diffusers, ducts etc)
d) Listing of service provider requirements for specialized station
components as the sewage and water treatment plans, air conditioning,
control systems etc.
3. Description of building management system that will centrally monitor and
control all environmental systems and energy consumption.
4. Organization structure for managing station maintenance staff and resources.
5. Solid waste collection and disposal plan (including waste from coached)
6. All O&M manuals and complete as built plans including all system control
diagrams.
7. Clean and waste water management program.
6.3 Operations

The operation of the station will be a joint effort between the Concessionaire and MOR
as the critical activity of managing the trains will be the sole responsibility of MOR while
the managing of the movement of the passengers in through and out of the station will
be the concessionaires responsibility with the exceptions noted in section 2.0. This will
require a significant level of cooperation, which is essentially the first major goal of the
station operations. Toward that end a sample list of the MOR offices for station
operations is listed below. The definitive list will be included as a schedule in the
concessionaire’s agreement.
Indian Railways has several organizational departments that currently have direct
responsibilities for various elements of the operation and maintenance of the railway
system. These departments include:
Office of the Divisional Railway Manager (DRM)

Office of the Divisional Operation Manager (Sr. DOM)
Office of the Sr. Divisional Engineer (Coordination) (Sr. DEN. Co-ord.)
Office of the Sr. Divisional Electrical Engineer, (Sr. DEE)
Office of the Sr. Divisional Electrical Engineer, (General)
Office of the Sr. Divisional Electrical Engineer, (Coaching)
Office of the Sr. Divisional Electrical Engineer, (Traction Distribution)
Office of the Sr. Divisional Electrical Engineer, (Rolling Stock Operation)
Office of the Sr. Divisional Signal and Telecom Engineer (Sr. DSTE)
Office of the Sr. Divisional Mechanical Engineer (Sr. DME)
Office of the Sr. Divisional Commercial Manager (Sr. DCM)

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The planning and design should respond to the activities of various departments. The
above is only a sample list. Other areas include health inspection (food facilities),
security Railway Protection Force (RPF) and Government Railway Police (GRP) to
name two.
6.3.2 Operations Plan

The operations plan developed by the concessionaire shall contain at least the following
elements:
1. How the station operates under emergency conditions (station exiting,
emergency egress routes, location of areas of rescue, fire escape, locations of
fire extinguishers, fire hose connections/cabinets, etc.)
2. How the security staff will manage access control to paid area and within paid
area separations and establishment of security communications protocols
between MOR and station staff.
3. Energy management program for station.
4. Management of all station amenities (lounges, waiting areas, commercial
concessions, cloak room, registered porters and trolleys, etc).
5. Administrative structure of Concessionaires management staff and
establishment of communications protocols
6. Quality control program which details inspection and oversight protocols for
compliance with maintenance objectives and recording and reporting system that
will facilitate auditing by MOR. .
6.4 Design
In order to facilitate easy cleaning of stations, the following design principles shall be
applied:
1. Drainage, runoff collection, treatment, and reuse of treated water, if provided, of
all station surfaces including platforms shall be incorporated into the station
design. The station design shall not contribute in any way to the drainage
requirements of the tracks.
2. Adequate quantities of drinking water of acceptable quality will be incorporated
into the station design.
3. Collection and disposal of wastewater and any hazardous materials collected at
the station shall be included in the station design.
4. Adequate water storage will be incorporated into the station design to provide
water for firefighting or to supplement the city’s water system in case of a fire.
5. A cove base, integral with the floor, should be provided, or the floor finish should
be turned up not less than 0.15m high at all points of intersection between floors
and walls, partitions, columns, and other surfaces in all public areas.
6. Cleanouts and access panel shall be located inconspicuously and, where
possible, placed in pipe chases and nonpublic areas.
7. Wall-mounted items of equipment, including movable items, shall be flush unless
otherwise required to comply with ADA requirements.
8. Signs, handrails, benches, etc. shall be securely anchored with tamperproof
screws or bolts with concealed fasteners in public areas.
9. Standard trash receptacles are to be installed adjacent to station entrances,
concourses, platforms and walkways (see to section 4.6.)
10. Painting of surfaces shall be discouraged (see section 4.6.2.3).
Concepts for maintenance of new stations shall be developed in consultation with Indian
Railways. The planning and design shall respond to these maintenance requirements,
including those of concessions, advertising, signage and other equipment.

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Concessionaire’s responsibilities include planning and design for maintenance of the

following areas:
1. Ventilation and Air Tempering
2. UPE/OTE System
3. Plumbing distribution and fixtures
4. Elevators and Escalators
5. Station Power
6. Station Electrical
7. Station Lighting
8. Fire Detection and Alarm System
9. Fire Standpipe System
10. Sprinkler Systems
11. Gas Suppression Systems
12. Access Control and Intrusion Detection
13. Communications
14. Station Finishes
15. Station Structures
6.5 Maintenance Access

Design service access to avoid or minimize interference with normal station operations.
Employee and public safety and health shall be of primary consideration in the
maintenance process. Provisions shall be made in the design for the removal and
replacement of elevators, escalators (including the escalator trusses), and other major
equipment (fans, transformers, etc.) during the life of the station with minimal disruption
of station and train operations.
Provide equipment delivery/maintenance/replacement routes for public and nonpublic

area equipment and for escalator truss replacement. Provide lifting hooks/beams and
access hatches where required to facilitate for equipment replacement.
In public areas, access hatches or panels shall be architecturally integrated. Access

points for equipment delivery may be dependant on station construction type and depth.
Major equipment, such as escalator trusses and transformers, may be delivered by work
train and the design shall provide facilities to permit this.
6.6 Station Space Requirements and Configuration

General guidelines are given below. This is a sample list of rooms. Actual list will be
developed as part of the space program called for in section 5.4. Each space to be used
directly by MOR shall have the infrastructure requirements noted and shall be submitted
to MOR for confirmation.
6.6.1 Operations spaces

1. Luggage Trolley areas
Located at the main station access points in the unpaid area
2. Porters Room
Rooms located in unpaid area for deployment of certified porters
3. Cleaner's Room s
Provide at least one at every level in the station. Large concourse areas should
get a minimum of three or as required for deployment of sanitation staff for public
spaces.
4. Refuse Rooms

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Refuse rooms shall be located throughout station and at platforms for the
effective disposal of solid waste. On the platforms located beyond the passenger
area and allow easy transport of refuse.
5. Maintenance Rooms
a) Ladders, Lift and Scaffold Storage Rooms
Access tools, accessibility, and repair requirements for furniture, fixtures,
and equipment maintenance will largely be dependant on the station
configuration, ceiling height and overall architecture. Space requirements
for equipment may be revised accordingly.
b) Replacement Supply Rooms
Storage for items, such as lamps that require routine replacement as part
of station operation.
c) Cleaner's Storage Rooms
Storage for cleaner's cleaning supplies, such as cleaning agents and
applicators. Provisions must be made to separate liquid and dry
elements, and to ensure compatibility of the stored materials.
6.7 Sustainable Design Strategies
Better Operations and Maintenance is one of Indian Railways Five Pillars of Sustainable
design (see to section 5.2.). Strategies for achieving sustainable design include:
6.7.1 Maintenance
Efficient use of maintenance materials to conserve resources.
Specify maintenance materials that contain no known carcinogens, have low levels of
VOCs and are non-toxic.
Specify Low Emitting Materials.
Specify Low Maintenance Materials.
Selection of Materials
Use of energy efficient vehicles to service station (electric, hybrids, CNG)
6.7.2 Plan to Address Recycling

O&M plan to include storage and collection of recyclable materials. Encourage
Collection of Recyclables.
6.7.3 Plan to Address Water Management

Conserve water while performing all station operation and maintenance activities.
Provide washable aprons with appropriate cleaning systems (e.g., jet cleaning system)
on all railroad tracks to clean the tracks and to ensure proper hygiene and sanitation.
Collect, treat, and recycle the wastewater generated from the cleaning of the tracks.
6.8 Infrastructure
The management of the station will require significant attention to the maintenance of
the extensive infrastructure. Each of the major components of the station structure will
require a comprehensive maintenance plan to keep the operation efficient and
consistent with the aims of the station mission.
Automated management Maintenance System

In order to manage, monitor, and report the maintenance/operation plan for the station
the Concessionaire shall provide a computer based automated maintenance
management system. The system shall be programmed with the requirements of all the

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station components to automatically generate work orders for all required scheduled
and preventive maintenance including all outside servicing requirements. It shall also
take work order requests from station staff and shall have a real time monitoring of the
completion of outstanding work orders and maintain a document trail on the issuance
execution and completion of all work orders. System shall use a database type platform
and all station administrative staff for both concessionaire and MOR along with
supervisory maintenance staff shall be trained on the system.
Following are the components that need to be addressed in this plan
1. Electrical
Electrical system shall have preventive maintenance program for the following
components
Generators – Full load test every month witnessed and documented by designated
station staff or certified service staff of an outside vendor.
UPS system – System and components shall be tested at a frequency specified in

manufacturers recommendation but not less than once a month
Distribution boards – Protocols hall be set in place for the inspection of distribution
boards for both when work is done on a board and for routine inspection of electrical
distribution system.
Lifts/escalators – Inspection schedule for over all system review and specific
components will be developed based on manufacturer’s recommendations. Inspection
and maintenance to be done by certified staff either in house or outside vendor.
Fire Safety System – In addition to the regular monitoring and self-testing features of
the fire safety system, outside vendors certified by the manufacturers shall come to
review system in a frequency called for by their recommendations. Service shall be
available on a maximum 24-hour response basis. In addition maintenance will require
supply of replacement devices of each type so that defective devices are replaced
immediately and the defective devices can be repaired as time permits.
Security/Communications Systems – These system (CCTV, telephone, internet, PA,

WiFi, Train information system) are constantly monitored and operational problems shall
be programmed immediately into work order system. Outside vendors certified by
manufacturer shall be available on a call for periodic review, and emergency service
shall be available on a maximum 24-hour response basis. Maintenance shall be as with
fire safety devices with supplies of replacement devices for immediate replacement.
2. Plumbing
Plumbing system shall have preventive maintenance program for the following
components
Water Supply – Water used at the station shall be monitored at source from locality,
after treatment of harvested and recycled rainwater and after treatment of sewage
water. Potable water shall conform to standards called for in section 5.2.6.2. Water for
all other uses shall be acceptable as per the standards set by the engineering
specifications of the station designer and conforming to all local codes and regulations.

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Pumping System – All pumps shall be maintained and serviced as per manufacturer’s
recommendations by station staff or outside vendors. Redundancy requirements to
facilitate maintenance shall be designed into the system so as to avoid any reduction in
service while scheduled maintenance is taking place.
Sewage System – Station will have a sewage treatment plant that will require assigned
staff for monitoring process for recycling as well as discharge back into local system.
Outside vendors with emergency response capabilities and any required certification by
local utilities shall be on call to address any major system problems that cannot be
managed by station staff. In addition protocols for the periodic cleaning of main lines
shall be put in place to prevent back ups and blockages.
Drainage -Protocols shall be put in place for the periodic cleaning of all storm drain
collectors, manholes and main service lines to prevent back ups and blockages.
Fire Suppression – Testing of fire suppression systems (sprinklers, hydrants, and

standpipes) shall be as called for by applicable codes and ordinances but in no case
shall the system be tested less frequently than every three months. Tests shall include
pressure and tightness and systems shall be fully charged as required for the tests. All
electrical and/ or mechanical controls shall be part of the test protocols. Outside vendors
with emergency response capabilities and any required certification by local utilities,
shall be on call to address any major system problems that cannot be managed by
station staff.
3. Heating Ventilating and Air Conditioning

HVAC system shall have preventive maintenance program for the following
components:
Chillers – Establish protocols for the periodic inspection servicing and cleaning of units
using station staff and outside vendors with the required manufacturer’s certification.
Air Handling Units/Fan Coil Units - Establish protocols for the periodic inspection
servicing and cleaning of units using station staff and outside vendors with the required
manufacturer’s certification. Establish protocols for replacement of filters.
Hot Water Generators - Establish protocols for the periodic inspection servicing and
cleaning of units using station staff. Establish protocols for replacement of filters.

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Section 7
Construction Management
Section 7 Construction Management

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7.0 CONSTRUCTION MANAGEMENT

7.1. General
7.1.1 This Section defines the principal requirements for the Concessionaire and the
Employer (MOR or its authorized representative) associated with construction of the
Station.
7.1.2. Application of this Section
1. The requirements described below apply to all aspects of the Concessionaire’s

Scope of Work, including all aspects conducted by the sub-contractors and all
other agencies throughout the period of construction of the Station. This section
shall apply to all construction activities, such as site management, project
management, traffic management on road, passenger management at station,
utility management, safety and health during construction, and quality
assurance.
2. No construction activity associated with the contract shall be exempted from the
purview of this Section. A modified version, to be provided separately by the
Employer, will be followed during the operation of the Station, including
subsequent construction and repair and maintenance.
7.1.3 Targets and Goals

1. The objective of the requirements and guidelines included in this Section is to
ensure that adequate precautions are taken to avoid unsafe and unhealthy
environment at the construction site, to eliminate accidents, and to minimize
environmental degradation during construction. Specific goals that the
Concessionaire shall strive to achieve include:
a) Zero total reportable injuries and zero reportable environmental incidents
b) 0% incident recording and reporting
c) 100% initial and periodic training of all personnel in construction safety,

occupational health and environmental considerations
d) 100% compliance with all Plans submitted by the Concessionaire and

approved by MOR or his authorized representative, such as the Diversion
Plans, Quality Assurance Plan, etc.
e) 100% usage of Personal Protective Equipment (PPE), such as safety

helmets, shoes, and glasses, fall protection, and other measures, such
buddy system where appropriate when working in confined spaces, etc.
f) Total compliance with site inspections and audits, and timely correction
of any deficiencies discovered
g) Usage of all possible and practicable means to minimize the damage,

disturbance and annoyance to the environment, traffic, adjoining road
users, and residents, and immediate corrective actions, as directed by
the MOR or its authorized representative

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h) 100% coverage of all employees under the Workmen Compensation Act,

and prompt payment of compensation to the workmen as and when the
need arises
7.1.4 Reference Standards
The Concessionaire and all other contractors shall develop thorough understanding of
adhere to all pertinent Indian and International Standards and Codes listed in Section
1.11, and meet the requirements, standards and specifications given in this section for
any construction activity to be undertaken for a station development project both for a
new station and redevelopment of an existing station. If the requirements stated in this
Section are less stringent than or in conflict with the country’s applicable legislation, the
latter shall apply. The Concessionaire and the sub-contractors are strongly advised and
encouraged to practice the principle of voluntary compliance.
7.2. Use of the Site
Concessionaire shall prepare a site management plan (the “Site Management Plan”)
before start of any construction activity at a project site. Site Management Plan shall
show the phase wise plans for use as work sites where Permanent/ Temporary works
shall be executed (the “Work Site”) and construction depots where allied activities, such
as fabrication, storage, office work, equipment and machinery maintenance etc. shall be
carried out (the “Construction Depot”). Such areas shall be handed over to the
Concessionaire as per an agreed site hand over plan.
The Construction Site shall not be used for any purpose other than for carrying out the
Works. Entry to and exit from the Site shall be controlled and limited only to the
locations identified in the Site Management Plan approved by the MOR or its authorized
representative. The Concessionaire shall be responsible to ensure that no disturbance
to residents or damage to public or private property occurs from the use of the entry and
exit locations.
7.2.1 Site Survey.
The Concessionaire shall survey the Site to establish precise boundaries and the
existing ground levels within it. Photographs and videos of the Site shall be taken to
provide a full record of the state of the Site before commencement of construction, with
special attention to those areas that shall have to be reinstated/restored to original
conditions. Heritage, religious, and historic sites that might exist within the site will
either be left untouched or replaced, as approved by MOR or its authorized agent. The
survey shall be carried out as agreed with the MOR or its authorized representative,
prior to Site Clearance.
7.2.2 Clearance and Restoration.
The Concessionaire shall clear the Site as required by demolishing and removing
vegetation, debris, trees along with their roots, buildings, etc. to approved locations
either on or off the site as agreed by the MOR or its authorized representative. All
Temporary Works which are not to remain on the Site after the completion of the project
shall be removed prior to the project completion and acceptance as well as during the
construction as instructed by the MOR’s Representative. Unless otherwise directed by
the MOR or its authorized representative, all areas disturbed or affected by the
construction activity, either inside or outside the Project Right of Way, shall be
reinstated to their original condition, with new materials, including but not necessarily
limited to, sidewalks, parking lots, access roads, adjacent roads and landscaping. The

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heritage material would be stored at a site approved by MOR or its authorized

representative, and restored to the original locations under the supervision of the
Archeological Society of India. The Concessionaire shall provide grass cover for any
bare earth surface areas, along with proper provisions for surface drainage. Any
landscaping work shall be properly designed to match the remaining areas and
approved by the MOR or its authorized representative.
7.2.3 Permits
The Concessionaire is responsible to obtain all necessary approvals and permits, and
pay all associated costs required by the relevant agencies during the construction of the
works.
7.2.4 Hoardings And Signboards

During construction, appropriate signs, signals, and barricades shall be installed to warn
the general public as well as the workers, thereby preventing accidental injuries.
1. The Concessionaire shall erect hoardings, fences, and gates around its areas of
operations to prevent entry by unauthorized persons to his Works Area and shall
issue identification cards to workers and staff. The photo identity cards of the
size 85mm x 55 mm duly signed by the authorized representative of the
Concessionaire. The fencing shall be corrugated metal or equivalent strength
material, and shall be painted as directed by the MOR Representative. Similar
barricades shall also be provided around all excavation, structural demolition
and erection work, and similar activities, as directed by the MOR or its
authorized representative/Engineer. No work shall commence until the MOR or
its authorized representative has approved the barricades. All hoardings,
fences, and gates constructed by the Concessionaire shall be removed at the
completion of the Works, but only after MOR consent to remove them.
Hoardings, fences, gates and signs that are to be left in place after completion of
the Works shall be repaired and repainted as directed by the MOR or its
authorized representative.
a. Hoardings/fencing will be maintained at all times, cleaned once/week,

and periodically painted to maintain its functionality. It can be reused as
long as they are in good condition and approved by the MOR’s
Representative.
b. The Concessionaire shall notify the MOR or its authorized

representative/Engineer eight (8) weeks prior to the date that it intends to
install barricades, close a staircase and/or entry points, etc. to permit the
MOR time to alert its customers.
2. The Concessionaire shall post informational signage four (4) weeks, or such
period as determined by the MOR Representative, in advance alerting
customers of the upcoming shutdown of any staircases. The types, sizes, and
locations of the project signboards shall be agreed with the MOR Representative
before manufacture and erection. No advertising signs shall be erected or
displayed at the Site. Directional signage, approved by the MOR or its
authorized representative/Engineer, shall be posted by the Concessionaire on
the day of the closures.
a. The Concessionaire shall furnish and install MOR-approved signage

(aluminum with plywood backing including mounting brackets) at
locations in the station(s) as determined by the MOR or its authorized

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representative. In the event that the Concessionaire’s operations require

the removal and replacement of any supporting elements, the
Concessionaire shall submit the temporary supporting details to the MOR
or its authorized representative/Engineer for approval prior to removal or
replacement.
7.2.5 Temporary Construction.

All temporary Works, such as piling, foot over-bridges, site lavatories, etc. associated
with the permanent Works shall be designed and operated as per good engineering
practices and pertinent codes, and be approved by the MOR or its authorized
representative.
7.2.5.1 Drainage and Sewerage.
1. All storm or rainwater from the Works Areas shall be collected and disposed of
by discharge to the nearest storm water drain or other water body, as required
and approved by the MOR or its authorized representative. The Concessionaire
shall investigate the treatment and reuse of the storm runoff collected from the
Works Area.
2. Any damages to the drainage system or other installations within or adjacent to

the Works Area shall be restored by the Concessionaire to the MOR’s or its
authorized representative’s satisfaction.
3. Collection, storage, treatment, and disposal of sewerage and wastewater from

the Works Area shall conform to local sanitation rules and regulations, and to the
satisfaction of the MOR or its authorized representative.
7.2.5.2 Utilities
1. The Concessionaire shall provide all utilities (electricity, water, communication,

sewerage collection) to all contractors and subcontractors working at the Works
Areas.
2. Potable water shall not be used for heating, cooling, humidification or vehicle
washing without the written consent of the MOR or its authorized representative.
7.2.5.3 Underground Works
Appropriately designed separate temporary retaining walls shall be used for supporting
the excavated face of earth for all underground works of depth greater than 1.5m unless
temporary wall itself is proposed to be used as a permanent wall, such as diaphragm
wall. All temporary works shall be designed as far as possible to be removed when no
longer required, and not left in the ground. Temporary works which are incapable of
being removed shall be designed so that there will be no risk of ground settlement or
other deleterious effects as a consequence of decay of timber or other material.
External waterproofing membrane shall be provided to the base slabs and external walls
of all underground structures so as to have a damp proof environment during the life
time of the structure.
7.2.6 Care Of the Works
7.2.6.1 Generally, the Concessionaire shall perform all Works in dry weather.
Additionally, the Concessionaire shall take all appropriate measures in accordance with

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its standing operating procedures (SOP) approved by the MOR or its authorized
representative in order to protect the Works from elements, including rain, high winds,
and extreme heat and cold so that the quality of work is not adversely impacted.
7.2.6.2 The Construction Site, equipment, and materials shall be protected from water
damage by promptly removing any water on the Site or entering the site by using
temporary drainage, pumping systems, or other appropriate methods to keep the Works
free of water and to prevent settlement, flotation, and damage to new and existing
structures. The Concessionaire will use traps to remove silt and debris from the water
prior to discharging the effluent to drains, watercourses, etc. as approved by the MOR
or its authorized representative. Storm restraint systems shall be provided by the
Concessionaire to protect the partially completed and on going stages of construction in
all weathers.
7.2.6.3 Construction shall be carried out in a manner so as to minimize damage to or

interference with watercourses or drainage systems; utilities; structures including
foundations; roads including street furniture or other properties; public or private
vehicular or pedestrian access; monuments, trees, graves or burial grounds other than
to the extent that is necessary for them to removed or diverted to permit the execution of
the Project.
7.2.7 Spoil Removal

The Concessionaire shall ensure that all vehicular operations in and around the Works
Areas conform to the local motor vehicle laws and regulations, as well as the Indian
Railways circulars governing vehicular traffic at construction sites.
1. Only well-maintained and registered vehicles shall be allowed to be used for the
removal of excavated spoil from the sites.
2. The Concessionaire shall deploy qualified and trained personnel to identify and
isolate any hazardous materials/dangerous goods from the construction sites,
and dispose those off in an approved manner at sites specifically approved for
the disposal of hazardous materials.
3. All drivers shall be medically fit and in possession of a valid and current driving
license.
4. No vehicles, which are overloaded, shall be allowed to leave the site. The
Concessionaire will provide a weighing station/bridge to measure and record
weights of all loaded vehicles leaving the construction sites.
5. Any vehicles leaving the sites carrying loads which are liable to produce airborne
contaminants shall prior to leaving the site securely sheet the load over in order
to effectively contain any dispersion during transportation on the public highway.
6. The Concessionaire shall take appropriate measures that are approved by the
MOR or its authorized representative to control dust, e.g., covering or protecting
the loads, water wetting, where feasible) emanating from his stored debris as
well as from loaded vehicles.
7. Vehicles exiting the site directly onto the live carriageway shall do so under the
control of the clearly identified Traffic Controller.

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8. Vehicles that are required to reverse whilst on the site shall do so under the
control of a trained flagman.
9. All vehicles prior to leaving the site shall have their wheels washed and any
loose material removed, as necessary. The Concessionaire shall install a
washing system in the construction area to prevent mud from going outside the
Works Area.
10. Any spoil that is removed from the work-sites shall be disposed of only at
authorized dumping sites, as approved by the MOR or its authorized
representative. The Concessionaire shall design and implement a tracking
(manifest) system to maintain records for the spoils removed to the dumpsites.
No hazardous materials or dangerous goods shall be disposed of at the
dumpsites.
11. Surfaced roads on the Site and leading to the Site shall not be used by tracked
vehicles unless protection against damage is provided.
7.2.8 Site Security
7.2.8.1 The Concessionaire shall bear full responsibility for the security of the Works
Site in its possession. Only authorized persons shall be allowed to enter the Site, as
discussed in Para 7.2.4(1), above. The Concessionaire shall, with the consent of the
MOR or its authorized representative, designate areas for entry through the security
fence, and shall provide gates and barriers at such entry points and maintain a twenty-
four hour security guard to monitor the entry points. It will also provide security
personnel and patrols elsewhere, as necessary, to maintain security of all
contractors’/subcontractors’ work and equipment during the progress of the
construction.
7.2.8.2 The Concessionaire, together with the MOR or its authorized representative,
shall implement a System to issue passes to any outsider or person/vehicle belonging to
agencies other than the MOR or its authorized representative who may have to visit the
Site in connection with work.
7.2.9 MOR or Its Authorized Representative’s Accommodation, Transportation, And

Radio Telephone Communication
7.2.9.1 The Concessionaire shall provide, erect, maintain, and remove the Site
accommodation for the use of the MOR or its authorized representative. The MOR will
provide detailed requirements prior to the commencement of the Works. Prior to
erecting the accommodation buildings, the Concessionaire shall obtain the consent of
the MOR or its authorized representative for the accommodation including layout,
equipping, and furnishings proposed by the Concessionaire. He will complete and
equip the accommodation in sufficient time to allow the MOR or its authorized
representative to occupy the accommodation prior to the commencement of both the
temporary and permanent construction.
7.2.9.2 The Concessionaire will maintain the accommodation in a clean, stable and
secure condition, and clean it at least daily. A 24-hour security guard and an attendant
during Office Working Errors shall be provided at each building for the MOR or its
7.2.9.3 The Concessionaire shall remove the accommodation or equipment with the
consent of the MOR or its authorized representative. The accommodation and

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equipment to left in position shall be repaired, repainted, and serviced before handing
over to MOR, as instructed by the MOR or its authorized representative. All portable
accommodation shall be moved at times instructed by the MOR or its authorized
representative.
7.2.9.4 The Concessionaire shall provide office accommodation, furnishings and

equipment to the MOR or its authorized representative in case any portion of the Works
is prepared or fabricated off-site.
7.2.9.5 The Concessionaire shall provide transport for the exclusive use of the MOR or
its authorized representative and his staff for any purpose in connection with the Works.
7.2.9.6 The Concessionaire shall provide, install, test, maintain, and remove at the end
of the Construction, a radio telephone communication system for the exclusive use of
the MOR or its authorized representative.
7.3 Staging Plan
The construction shall be staged and sequenced so that the existing station remains
operational at all times. This includes maintenance of all services to the operating facility
as well as other infrastructure/services crossing the Site.
7.3.1 General
1. The Concessionaire shall, in order to reduce to a minimum any interference with
the convenient, safe and free use of the train platforms, passageways, stairways
and other portions of the Railroad for customer traffic, perform the work affecting
such portions, including the transportation of materials in and out of the Project
Site, at such hours of the day and night as the MOR’s Representative may
direct.
2. The Concessionaire shall submit the construction staging plan at least two (2)
weeks before commencement of the construction, based on the bar chart with
durations for the diversions, street closure, shielding, elevators, duct bank, utility,
temporary/permanent structure supports, electrical and communications cables
for MOR approval. Prior to seeking the MOR approval, the Concessionaire shall
coordinate the various aspects of the staging plans with the appropriate local
authorities to minimize adverse impact on the surrounding communities. For
example, a diversion or a street closure plan must be coordinated with the local
civic authorities for approval by showing minimal disruption of the routine
activities in the area, such as traffic patterns. The Concessionaire shall be
responsible for providing the necessary relief or alternatives desired by the local
authorities.
7.3.2 Electrical
1. The Concessionaire shall nominate a Representative whose name and

qualifications shall be submitted in writing to the MOR's representative for review
not later than 4 weeks before the appointment and who shall be solely
responsible for ensuring the safety of all temporary electrical equipment on Site.
The Concessionaire shall not install or operate any temporary Site electrical
systems until this representative is appointed and has commenced duties. This

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representative shall obtain appropriate approvals from the MOR’s Chief

Electrical Supervisor.
2. The Concessionaire shall inform the MOR or its authorized representative at

least ten (10) weeks in advance of any shutdown of electrical power, removal
from service of any electrical systems or subsystems, and for any change or
relocation of power or service within the Station. The Contractor shall provide a
new temporary service capable of supporting all existing loads at the Station for
the duration of this Project. In addition, backup power via diesel generators shall
be provided by the Contractor during the period of power shutdown or equipment
removal or relocation. The Contractor shall submit a detailed electrical bulletin
request ten (10) weeks in advance of the placing into service or removing from
service of any electrical equipment systems or subsystems and for any change
or relocation of power within the station for the Engineer’s review and approval.
3. The Concessionaire shall not disrupt any existing electrical feeds or services that
are in operation at the existing Stations and shall ensure that all the electrical
feeds continue to remain in operation 24 hours a day.
4. The Concessionaire shall notify the Independent Engineer eight (8) weeks in
advance of any work to be performed in an existing Electrical Distribution Room
(EDR) or Communications Room so that appropriate Access and Protection
(A&P) personnel can be scheduled to be present to witness the work.
5. All temporary electrical fittings and cables shall meet the Indian Standard
Institute’s Industrial Code.
7.3.3 Communications
1. Prior to removal of any telecommunication or signaling equipment, the

Concessionaire shall obtain permission from the MOR, and shall meet all
procedures as mandated by the appropriate Indian Railways Circulars. Before
starting any excavation work, the Contractors/sub-contractors shall comply with
the instructions issued in the Joint procedure order issued by the Indian
Railways: Joint procedure order for undertaking digging work in the vicinity of
underground signaling, electrical and telecommunication cables.
2. The Concessionaire shall coordinate with the telephone company to relocate any
public telephones.
3. The Concessionaire shall provide, install, test, maintain and remove at the end
of the Project, a radio telephone communication system for the exclusive use of
the MOR or its authorized representative The Concessionaire shall be
responsible for obtaining and making all payments in respect to all permits,
licenses and charges involved in the provision and use of the radio telephone
system and for ensuring that such arrangements are safe to use during the use
of explosives in construction. The MOR or its authorized representative should
be able to contact any one from his office to any parts of the Site, including the
inside of the structures, such that 2-way, interference-free conversation is
available at all times from the MOR or its authorized representative’s main office
to any parts of the Site. The Concessionaire shall provide recharging facilities to
allow for up to 8 handsets to be recharged at any time.

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7.4 Diversion Plan.

The Concessionaire shall prepare a Traffic Management Plan to cope with the traffic
disruption as a result of construction activities by identifying strategies for traffic
management on the roads and neighborhoods impacted by the construction activities.
The Concessionaire shall also prepare a detailed Utilities Diversion Plan. Both Plans
shall need approval of the MOR or its authorized representative and be implemented
throughout the whole period of the Contract.
7.4.1 Integrated Traffic Management Plan

The Concessionaire will prepare and implement throughout the whole period of contract
a comprehensive Integrated Traffic Management Plan for approval by MOR. The
purpose is to develop a Plan to cope with the traffic disruption as a result of construction
activities by identifying strategies for traffic management on the roads and
neighbourhoods impacted by the construction activities.
The Plan will be in accordance with the agreed schemes following consultation with the
Local Traffic Police and the other authorities in charge of the area. It will show the
particulars of temporary traffic arrangements and control, arrangements for
accommodating road and pedestrian traffic to ensure smooth traffic operations and for
the safety of both construction workers and road users. The Concessionaire shall
obtain all necessary approvals and extend all necessary help to the MOR or its
authorized representative in obtaining such approvals without responsibility on the part
of the MOR or its authorized representative to do so. The Concessionaire shall
maintain close liaison with the Police and other civic authorities. It will ensure strict
adherence to the MOR-approved Traffic Management Plan prepared in accordance with
the local traffic laws, and ensure use of adequate safety and protection procedures
(e.g., wearing high visibility clothing).
7.4.1.1. Principles for Developing the Plan. The basis for the Plan shall take into
consideration the following principles:
a. minimizes the inconvenience and ensures safety of the road users
b. minimize the interruption of surface traffic in the area(s) impacted by
construction while ensuring traffic safety, and
c. facilitate access to the construction site with minimal impact on the progress of
construction work.
7.4.1.2. Measures to Be Considered
The Plan shall consider different measures to include, but not limited to, the following to
accommodate road and pedestrian traffic at individual construction sites and
continuously along the alignment, to ensure smooth traffic operations and safety of
workers and road users:
a. The use of top-down construction at the station sites to reduce the period of
disruption to road users
b. Proper phasing and timing of traffic signals
c. Modifications to intersection geometry
d. Changes in lane usage
e. Parking prohibitions
f. Re-location of bus stops
g. Reduction in carriageway width
h. Right-turn prohibition

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i. Work site access management

j. Minimizing the duration of any road closure
k. Reversible lane operations
l. Modification of roadway alignment affected by the construction, which shall be in
conformance with the requirements and regulations defined by the relevant
authorities
m. Other appropriate and applicable traffic engineering measures
7.4.1.3 Right Of Way
a. The Concessionaire shall manage the vehicular and pedestrian right of way
during the period of construction. He shall take into account all possible
considerations to fulfill the need to maintain essential traffic requirement. Such
considerations include: maintaining emergency access to all properties and
maintaining access to business premises and properties to minimize disruptions;
separating the construction traffic from other traffic insofar as possible;
incorporating utilities diversions in the traffic management plan where applicable;
protecting pedestrians, motorists, workmen and plant and equipment from
accidents at all times; not fully closing any roads or intersections that have no
alternative access; following the local regulations for the minimum lane widths of
fast and mixed traffic lanes; etc.
b. Site vehicles exiting the site shall observe caution at all times; if the vehicles are
exiting directly onto the live carriageway then they shall be directed by an
identifiable Traffic Controller.
c. Traffic Controllers shall be available for directing vehicles that are exiting the sites
directly onto the live carriageways. Any vehicles entering the sites that are
required to execute reversing maneuvers shall do so under the strict control of a
trained and designated banksman.
7.4.1.4 Signage
a. Adequate signage shall be provided to ensure that motorist receive all needed
information for traffic diversions. Adequate and clear warning signs shall be
displayed at appropriate distances before the commencement of the site
workings. In addition, prior warning shall be given concerning the location of the
approaching site entry and exit points.
b. All traffic signs, barriers, cones and lighting shall be kept maintained and clean
at all times. When concrete barriers are used to separate flows of traffic, the
barriers shall be in a continuous unbroken line. No gaps shall be left between
any sections of the barrier.
7.4.1.5 Inspections
Regular inspections of the traffic management schemes shall be conducted by the

Concessionaire, contractor, and the subcontractors in both the daytime and nighttime
hours with the results of these inspections being recorded. These records shall be kept
available for inspection by the MOR or its authorized representative.
7.4.1.6 MOR Consent
At least 4 weeks before the traffic arrangement and controls are implemented, the
Concessionaire shall obtain consent of the MOR or its authorized representative for his

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proposal containing the following information:
a. Details of traffic diversions and pedestrian routes

b. Details of lighting, signage, guarding and traffic control arrangements and
equipment
c. Any conditions or restrictions imposed by traffic police or other relevant
enforcement authorities.
7.4.2 Utilities Diversion Plan
1. The Concessionaire shall prepare a Utilities Diversion Plan and submit the same
with the preliminary design for approval by the MOR or its authorized
representative. The Concessionaire shall make his own inquiries and
investigations, including excavating trial holes, to ascertain the existence, nature,
location, and size of the utilities. The utilities shall be supported in place as far
as possible and practicable. The Diversion plan shall outline all utilities likely to
be affected by the project and list the utilities proposed to be diverted and those
to be supported for which the Plan will further identify localized temporary
diversions. The MOR or its authorized representative may require the
Concessionaire to demonstrate that the proposed diversion is the most cost-
effective alternative.
2. The Concessionaire shall immediately inform the MOR or its authorized

representative and the utility agencies of any damage to utilities, leakage from
utilities, and discovery of utilities not previously identified.
3. The Concessionaire shall keep records of the existing utilities encountered and
provide a copy to the MOR or its authorized representative. The record shall
contain the following information: location of utility; date the utility was found;
nature, size, and condition of the utility; and support provided or diversion made
– temporary or permanent.
7.5 Safety Requirements during Construction
1. The Concessionaire shall comply with all Safety and industrial health legislation
including, without limitation, The Rules and Regulations of the National Safety
Council of India. The Concessionaire shall be fully responsible for the safety of
the project site, his personnel, contractors’ and subcontractors’ personnel,
public, and all persons directly or indirectly associated with the project, or on or
in the vicinity of the project site. The Concessionaire shall treat safety measures
as a priority in all activities throughout the execution of the project.
2. The Concessionaire shall keep on the Site copies of safety and industrial health
regulations and documents, such as Material Safety Data Sheets (MSDS) or
equivalent information about the materials being used on the Site. Pertinent
regulations and documents shall be translated into languages which are
understood by the operators engaged by the Concessionaire unless exempted
by the MOR or its authorized representative, and such translations shall be
displayed or kept alongside those in Hindi and English languages.
7.5.1 Working In The Vicinity Of the Live Railroad.

The Concessionaire and sub-contractors, and their employees shall:

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1. Follow the requirements of Section 3.2, working near Running Line, joint
procedure order for undertaking digging work in the vicinity of underground
signaling, electrical and telecommunication cables, Indian Railways.
2. At all times while working on or adjacent to tracks closely observe the applicable
flagging rules and all other applicable MOR rules and regulations as listed in the
Railways Manuals to be provided by the MOR at the kick-off meeting.
3. Not allow any person to encroach onto the railway unless specifically authorized
by the MOR.
4. Propose working methods and schedules for all work in and around the Railroad,
in accordance with the provisions herein specified and referred, for the approval
of the MOR or its authorized representative. Such methods and schedules shall
allow for the safe and continuous operation of the Railroad, without any
interruption of service or change in regular schedules of train operation, except
as may be hereinafter specified with the written permission to proceed from the
MOR. Requests for diversion of train service or use of a MOR work train or
crane by the Concessionaire to complete its work shall be submitted to MOR at
least six (6) weeks in advance, and will delineate all necessary details regarding
the work to be completed. The Concessionaire will refund the MOR for use of
MOR assets.
5. Require all persons to wear high visibility clothing at all times. During the
performance of work on or adjacent to operating train ways, employees of the
Concessionaire or its sub-contractors will not be permitted to wear reflective
clothing, or to apply any reflecting substance to their clothing, tools, or other
equipment, the predominant color of which conflicts with colors in use in the
operational procedures of the MOR.
6. Require the Concessionaire to ensure that all its employees or those of the sub-
contractors have received training and certification to working in the vicinity of
live railroad.
7. Require all workers to have adequate protection in accordance with the

Employer’s requirements (provision of block inspectors, flagmen, and lookouts,
etc.)
7.5.2 Working Along The Right Of Way (Row)

The Contractor shall ensure that all of his employees and those of his Subcontractors
fully understand and comply with the provisions of applicable MOR Flagging Rules and
MOR Safety Rules, before working on or adjacent to any operating track
7.5.3 Safety Requirements For Crane Operation

The Contractor shall ensure that all of his employees and those of his Subcontractors
fully understand and comply with the provisions of applicable MOR Crane Operation
Rules and MOR Safety Rules, before working on or adjacent to any operating track
7.5.4 Working at Height.

The Concessionaire shall take all appropriate measures to ensure that whenever
workers are working at a height, from which they can fall more than two meters (6 feet),
suitable safety precautions have been taken to avoid serious injury to the workers.

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7.5.4.1 Scaffoldings.
a. The Concessionaire shall construct appropriate Light or Heavy duty scaffoldings

of sound materials free from patent defect, and have it erected and dismantled
by thoroughly trained and experienced workmen.
b. The Concessionaire shall inspect and record all scaffolds on a regular, periodic
basis and make the inspection results for checking by the MOR or its authorized
representative. Specifically, the scaffolding should be securely fixed to existing
structures or adequately buttressed;
i) Barrels, boxes, loose tiles or other unsuitable material shall not be used
as supports for working platforms;
ii) All working platforms shall be fully boarded, be provided with toeboards,
have guard rails at one meter height, with an intermediate rail at half
height; and be kept free of unnecessary obstruction or rubbish
iii) Secure ladder access shall be provided. Use of ladders will conform to
the specifications outlined in 29 CFR 1926.1053, IS 3696 Part 1 & 2, and
other relevant Indian Safety and Health Codes and Regulations.
iv) All ladders shall be of sound construction and shall be free from patent
defect.
v) Ladders should be checked weekly and defective ladders shall be
promptly and properly repaired or replaced.
vi) Ladders shall not be used as working platforms but may be used for work
of short duration of up to thirty minutes.
vii) Metal ladders shall not be used near or adjacent to overhead powerlines.
viii) Ladders shall be secured at the top or footed at the bottom to prevent
slippage; not be used if any rung is missing; not be used for any other
purpose than to provide access; be set at an angle of seventy five
degrees unless designed for vertical access
7.5.4.2 Safety Harnesses/Fall Arresters
a. Where it is not possible to provide a safe working platform, the use of safety
harnesses may be considered. If safety harnesses are used, they should be of
the full body type and secure anchorage points shall be provided and used.
b. For some of the more difficult situations where work at height is necessary and
the provision of working platforms is not practicable, Concessionaire should give
consideration to the use of fall arrest devices to provide a safe system of work.
7.5.5 Working in Confined Spaces

1. Contractors will ensure that no work will be undertaken in Confined Spaces
unless a Permit to Work has been prepared and issued.
2. Only persons who have been thoroughly trained, experienced and are physically
fit shall be allowed to work in Confined Spaces.
3. Persons with any of the following medical conditions shall not be allowed to work
in confined spaces.
7.5.6 Working with Compressed Gas
7.5.6.1 Storage
The Concessionaire will store all compressed gases, such as oxygen and fuel gases, in
a safe manner in keeping with the following requirements;

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a. When not in use, compressed gas cylinders should preferably be stored in the
open air in a well ventilated area at ground level on a firm level surface at least 3
m away from any cellars, drains, excavations or other hollows where vapor may
collect. There should be good access to the area, which should be kept clean
and clear of combustible material, including wood, packing materials and
vegetation. If any protection is provided to prevent cylinders being exposed to
the weather, it should be of non-combustible material and should not inhibit
ventilation. The area should not be close to any source of heat.
b. If storage in the open air is not reasonably practicable, compressed cylinders

must be stored in adequately ventilated storerooms. The storeroom must be
constructed of non-combustible material.
c. Liquefied Petroleum Gas (LPG) cylinders should be stored separately from

oxygen cylinders, other flammable liquids, oxidising materials such as sodium
chlorate, and toxic or corrosive substances. Such materials should be kept at
least 3 meters away from LPG cylinders.
d. It is important that the valves of so-called èmpty' cylinders are kept closed as
well as those of full cylinders and that plugs, shrouds and caps are kept in place
on all cylinders. This is necessary not only to prevent the escape of any residual
compressed gas into the atmosphere but also to ensure that air is not sucked
into the cylinder to form an explosive mixture inside it. All cylinders should be
stored with their valves uppermost. Storage of LPG cylinders on their sides is
particularly hazardous as in the event of a leaking or inadequately closed valve
there is the possibility of leakage of liquid and a consequential release into the
atmosphere of far greater quantities of flammable vapour.
7.5.7 Welding and Cutting
The Concessionaire and the subcontractors shall ensure that all welding, cutting and
gouging is carried out so that the risks are kept at a minimum. There will be some
circumstances when Permits to Work will need to be issued.
7.5.8 Plant and Equipment
The contractor shall ensure that only safe and well-maintained plant and equipment
shall be allowed to operate on any of the sites.
1. All operators of heavy plant shall be medically fit, over eighteen years of age and
be thoroughly trained and experienced to operate the equipment.
2. No unauthorized person shall be permitted to ride on plant.
3. The operators shall conduct daily inspections of their respective items of plant
with the results of these inspections being recorded and the records kept
available for inspection by the Employer’s Representative.
4. All mobile heavy plant shall be equipped with at least one 5kg Dry Powder Fire
Extinguisher, carried at a suitable position so as to ensure its easy availability.
5. Whenever heavy plant is operating in congested areas, thoroughly trained and
experienced banksmen shall be deployed to control the plant and personnel
movement and interface.
6. Any waste engine oil and filters following any on site servicing and maintenance
shall be removed from the sites and disposed of in an environmentally conscious
manner at authorised disposal locations.

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7. All drums of fuel oil shall be stored on drip trays or the fuel shall be kept in
bonded bulk storage fuel tanks, with quantities stored being kept to a minimum.
8. The storage areas shall have dry powder fire extinguishers positioned in close
proximity to their location for use in an emergency.
9. The Contractor shall ensure that all gears, revolving shafts, flywheels, couplings
and other dangerous parts of machinery shall be effectively guarded unless they
are so constructed, installed or placed as to be safe as if they were guarded.
10. Fencing of dangerous parts of machinery shall not be removed while the
machinery is in use or in motion. If the fencing is required to be removed for
maintenance purposes it shall be replaced before the machine is taken into use.
11. The Contractor shall ensure that all machinery used on site is in safe condition
and is properly maintained and repaired by duly authorised, thoroughly trained
and experienced persons.
12. Transportation of equipment/material to and from construction barricaded areas
shall only be done during the off peak hours, and as approved by the Engineer.
During the course of work, the Contractor shall protect the existing architectural
finishes including, but not limited to, all wall tiles, and metal railings and any
existing, rehabilitated and new equipment to the satisfaction of and as directed
by the MOR Engineer. Any equipment and architectural finishes that are broken
or damaged shall be promptly repaired or replaced by the Contractor as
approved by the Engineer at no additional cost to the MOR.
7.5.9 Demolition
1. The Contractor shall ensure that all demolition works shall be carried out in a
controlled manner under the management of experienced and competent
supervision.
2. Prior to any demolition commencing, a survey shall be conducted to identify if

there are any hazardous materials present, for example the presence of
materials such as asbestos and lead
3. If any hazardous materials are found, then consideration shall be given as to

whether they shall need to be removed by a Specialist Agency or Sub-contractor
prior to the main demolition works commencing.
4. Before the demolition commences all relevant notifications shall need to be

given to the local authorities and media.
5. Measures for protection to the public shall be required to be put into place in
order to give protection from any possible falling debris and dust generation.
6. All power supplies and services shall be disconnected before any demolition
work commences.
7.5.10 Hazard Identification and Risk Assessment

1. The purpose of Hazard Identification and Risk Assessment is to identify all the
significant hazards, which may occur during the construction phase, and to rank
them according to their severity. Having ranked the risks by severity the
Contractor shall then introduce measures to mitigate the effects of that risk.
2. Prior to the commencement of any potential High-Risk operations the

Concessionaire shall conduct a detailed hazard analysis and risk assessment of
the task and shall record his findings on appropriate worksheets for review by

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the MOR or its authorized representative.
3. The worksheets should then show what measures the Concessionaire is going
to take to reduce the level of risk to acceptable levels.
4. Method Statements. As a result of the Hazard Identification and Risk

Assessment, detailed method statements shall need to be produced for medium
and high risk activities to enable the task to be undertaken safely. The method
statements should contain at least the following information:
a) Introduction – A brief outline of the Task
b) Details of the Risks involved
c) Step by step description of how the task is to be undertaken detailing
d) What needs to be done;
e) The order in which the task will be carried out;
f) What plant or equipment is required;
g) Who the task will be done by;
i) Who will supervise the task;
ii) Where will the task take place;
iii) When will the task take place;
iv) The precautions which must be taken before the task is
undertaken;
v) What to do if things go wrong;
7.5.11 Permits to Work

1. The Concessionaire shall develop a permit-to-work system, coordinated with
required local authorities and all applicable codes and regulations. It will be a
formal written system used to control certain types of work that are potentially
hazardous. A permit-to-work is a document, which specifies the work to be done,
and the precautions to be taken. Permits-to-work form an essential part of safe
systems of work for many construction activities. They allow work to start only
after safe procedures have been defined and they provide a clear record that all
foreseeable hazards have been considered. Permits to Work are usually
required in medium- and/or high-risk areas as identified by the Risk
Assessments.
2. A permit is needed when construction work can only be carried out if normal
safeguards are dropped or when new hazards are introduced by the work.
Examples of high risk activities include but are not limited to:
a) Entry into Confined Spaces.
b) Work in Close Proximity to Overhead Power lines and
Telecommunication Cables.
c) Hot Work.
d) To dig where underground services may be located.
e) Work with moving construction locomotives.
f) Working on Electrical Apparatus.
g) Work with Radioactive isotopes.
7.5.12 Personal Protective Equipment (PPE)

1. General. The Concessionaire shall be responsible maintaining healthy working
conditions for all his and his contractors and sub-contractors, workers. In
particular he shall pay attention to the effects of noise, dust, air pollution and the
use of chemicals. If it is not possible to remove the cause of harm then suitable

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and sufficient Personal Protective Equipment (PPE) should be provided to those

workers who could be affected.
2. If the use of PPE is the only means of providing protection the Contractor shall
ensure that all the workers affected are properly trained in the use of the PPE
and that adequate supervision is provided to ensure its proper use.
3. The Concessionaire personnel shall wear personal protective equipment (safety

vest, hard hat and safety glasses) while working. The personal protective
equipment shall conform to 29 CFR 1926.95 and the appropriate Bureau of
Indian Standards and be approved for use in the MOR requirements. A written
personal protective equipment program must be established as a part of the
Concessionaire’s safety and health program and the site-specific safety and
health plan.
4. Head protection will be mandatory in the construction areas in accordance with

29 CFR 1926.100; other PPE shall be used as determined by the
Concessionaire’s Safety Officer in conjunction with the MOR and other
appropriate authorities. All sites shall be designated as HARD HAT SITES and
as such an adequate supply of safety helmets shall be kept available for use by
authorised visitors to the sites.
5. The Contractor shall at all times keep and maintain an adequate supply of
suitable personnel protective equipment which shall be readily available for use
at all times on the sites, and would include amongst others the following items:
a) Head Protection (safety Helmets). Certified hard hats meeting the ANSI
Z89.1 1997 requirements or equivalent Indian Safety Council
requirements for Type I Class E protection shall be properly worn, and
maintained - (no bump caps or cowboy type hard hats)
b) Foot Protection (Safety Footwear, Gumboots, etc.). Shoes shall be in
good condition without breaks or splits, at least six inches high,
(preferably leather with safety toe), and be completely laced or buckled.
The shoe shall have defined heels that are no more than one inch high
(sneakers/gym shoes are prohibited). The sole shall be at least ¼” thick
at all points and provide good traction under slippery conditions.
c) Body Protection (High visibility clothing as per BS EN 471:1994
(waistcoat/jacket), Apron, etc.). All Contractor employees exposed to
vehicular traffic or motorized moving equipment, shall wear flame
retardant safety vests that have 360-degree reflective visibility, and 100%
rip away capabilities. The front of the vest shall be fitted with a
transparent plastic pocket, flush mounted, to accommodate a photo ID.
The Concessionaire and all sub-contractors shall utilize safety vests with
a label on the front and back identifying them as a “Concessionaire”.
d) Hearing Protection (Ear plugs, ear muffs, etc.)
e) Respiratory Protection (nose mask, Self-contained Breathing Apparatus,
etc.)
f) Eye Protection (Goggles Welders glasses, etc.); grinding or chipping
shall require a face shield
g) Personal fall protection (Full body harness, Rope-grip fall arrester, etc.)
h) Other PPE, as required.
6. The Concessionaire shall not pay any cash amount in lieu of the PPE to the
workers/sub-contractors and expect them to buy the same for use during work.

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7. The Concessionaire shall at all times maintain a minimum of 10% spare PPEs
and safety appliances and properly record and show to the Employer during
inspections. Failing to do so shall invite appropriate penalty established by the
Employer as per the provisions of the Contract.
8. The Concessionaire shall establish a Medical Surveillance program for all

workers required to use PPEs so their exposures to hazards (e.g., hazardous
substances, noise, carbon monoxide, etc.) can be monitored during their
assignment on the project. Records of the medical surveillance shall be
maintained to protect the Concessionaire, sub-contractors, and the Employer
against frivolous claims.
9. The Contractor shall remove from the site any worker who consistently refuses
to wear the appropriate personal protective equipment.
7.5.13 Hazardous Noise

1. Industrial deafness is caused by over exposure to high levels of noise from plant,
machinery or construction processes. Once a part of a persons hearing has
been lost it can never be recovered. Deafness can also lead to further accidents
on site with workers being unable to hear warnings and other instructions.
2. For continuous exposure, i.e., for eight hours in any one day, the sound level
should not exceed the background plus 5 dB (A). For non-continuous exposure a
calculated equivalent continuous sound level (Leq) should not exceed
background noise plus5 dB (A). Workers should not be exposed to sound levels
exceeding background plus5 dB (A) unless they are wearing suitable hearing
protectors, which effectively reduce the sound level at the user’s ear to
acceptable levels.
3. If Peak noise levels exceed 120 dB (A) then the wearing of suitable hearing
protectors shall be Mandatory.
4. The Contractor shall carry out noise assessments to establish what noise levels
his workers are being exposed to. If excessive noise levels above 90 dB (A) are
found then the contractor shall introduce a noise control program to protect his
workers.
5. Consideration should always be given first to reducing the noise level at source.
Examples of noise reduction methods include;
a) More efficient silencers on compressors and maintenance of exhaust
systems;
b) Fitting acoustic lining to machinery panels;
c) Use of Acoustic screens and sheds to protect other workers;
d) Using noise reduced tools;
e) Siting of noisy plant away from the workplace
6. Where it is not possible to reduce the noise level to which the worker is exposed
the Contractor shall provide the workers with suitable and sufficient hearing
protection to protect them. The Contractor shall ensure that all the workers
affected are properly trained in the use of the Hearing Protection and that
adequate supervision is provided to ensure its proper use.

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7. The Concessionaire will establish a hearing protection program if noise

exposures are at or above an 8-hour average 85 dBA (29 CFR 1926.101 for
Construction).
7.5.14 Hazard Communication (Hazcom) Program.

The Concessionaire will establish a Hazard Communication (HAZCOM) Program in
accordance with 29 CFR 1926.59 and 29 CFR 1910.1200. The training and awareness
received under HAZCOM Program will help employees have safer, healthier, and more
productive work places, by minimizing work-related illnesses and injuries.
7.5.15 Accident Prevention Program.
1. The Concessionaire will establish a project-specific Accident Prevention

Program (APP) to protect the lives and health of all persons, to prevent damage
to the property and environment, avoid work interruptions or any delay to train
services due to accidents by using various techniques, such as safety and health
management to identify and control existing hazards, communicating often the
need for accident protection, toolbox talks (e.g., daily pep talks prior to start of
the workday), training, and Standing Operating Procedures (SOPs) for safe
operations. No accidents will be accepted because of unsafe conditions and any
violation of this will be severely dealt with including possible stopping of work
etc.
a) The APP Document shall be a written plan laying out the management
organization and strategy to assure high levels of job site safety for all
performed tasks. It shall define the personnel responsible for developing
and assuring safe work practices for each major item of work or
subcontract.
b) As part of the overall strategy, it shall explain the methods to be used for
providing the training and equipment so that each worker can be self-
monitoring.
c) Within 30 days of the date of the Award of the Contract the Contractor
shall submit their APP. Work on the project shall not be permitted to start
until the full written plan, covering all required items, has been submitted
(i.e., it does not have to be accepted) and/or Safe Work Plans (SWPs) for
the upcoming construction activities are submitted, reviewed, commented
upon and revised accordingly.
d) The APP shall include procedures for accident reporting and accident
investigation including the accident report forms to be used: The APP
shall also include accident investigation guidelines and an accident
investigation decision chart for identifying root causes to prevent
recurrences
2 Safe Work Plan (SWP)

a) A Safe Work Plan (SWP) is a written work plan, which identifies the tasks
to be completed, including access/egress and set-up/breakdown under
all expected environmental conditions. Also included is the method of
work for completing these tasks, associated work hazards, and the
corresponding equipment and methods that will be used to prevent loss
for all contracted work, including that of Subcontractors.

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b) The SWP document shall provide the MOR or its authorized

representative with a defined plan of action for identified hazards and
comprehensive prevention methods for exposures to workers, the public,
and property. SWPs shall address all foreseeable exposures to
employees, the public, and property for Contract work, including all tiers
of Contractors and subcontractors. The SWP shall be used as basis for
Contract coordination items and safety planning discussions in the
Construction Management process.
c) The Concessionaire shall submit a SWP document to the MOR or its

authorized representative for each primary work activity at least one
week prior to the start of that activity. If the SWP does not adequately
address all expected, foreseeable hazards posed by the work, the MOR
or its authorized representative will require clarification or additional
planning to ensure that work proceeds safely. Work shall not begin until
the SWP has been submitted, reviewed and commented upon and
revised accordingly and a presentation is made to the MOR or its
authorized representative by the Concessionaire, showing how the plan
will be effectively implemented, to the satisfaction of the MOR or its
3 Accident Reporting
a) The Concessionaire and sub-contractors shall immediately notify the
Employer of all accidents involving personal injury and damage to
property, all dangerous occurrences, and all near misses. This will
enable the Employer to reach the scene of accident/dangerous
occurrence to monitor/assist any reuse work and/or start conducting the
investigation process so that the evidences are protected and not lost.
The Concessionaire shall submit a copy of the MOR’s Supervisor’s
Accident Investigation Report to the Employer no later than twenty-four
(24) hours following each accident. Near misses shall be reported
verbally to the Owner’s Representative and lessons learned session shall
be held.
b) No accident/dangerous occurrence are exempted from reporting to the

Employer.
c) In the event of a Serious Accident as defined elsewhere in this Manual,

the Concessionaire shall convene an investigative meeting for the
purpose of determining the cause of the accident and actions to be taken
to prevent a recurrence of such accidents. The Concessionaire shall
notify the Employer of the investigation meeting in sufficient time to allow
the Employer to notify MOR's Safety Management group, and others who
may attend the meeting.
d) As required per Rule 210 of the BOCWR (Building and Other

Construction Workers Rules), in case of accidents resulting in loss of life
or disability the Concessionaire shall inform other Government Officials,
such as the Regional Labour Commissioner, the board with which the
worker was registered as a beneficiary, and Director General, police, the
District Magistrate, as well as the next of kin.

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e) In the case of minor injury, the injured worker shall be transferred

immediately to a hospital for medical treatment after administering on-site
first aid
4 Unsafe Conditions
a) An Unsafe Condition is a condition that gives rise to the imminent
possibility of serious injury to workers or the public, of serious damage to
property or the environment, or of affecting the safe movement of trains.
When an Unsafe Condition exists at the Site, work shall be stopped in
the affected area until the condition is corrected. If the Contractor does
not take corrective action immediately, or within the time period specified
by the Owner’s Representative, the Owner’s Representative reserves the
right to take whatever action is required to correct the Unsafe Condition.
b) A Stop Work Order may be imposed by the MOR or its authorized

representative or by the MOR's Safety Management group for specific
work activities when site conditions exist that are determined (by MOR) to
be Immediately Dangerous to Life and Health (IDLH). In addition, actions
perceived by the MOR or its authorized representative to be in flagrant
disregard to accepted safe work plans will be cause for such actions to
be taken. Some examples of justification include, but are not limited to,
the following:
i) Workers who have not attended the MOR's one day Track Safety
Seminar, to work on or near the Right-of-Way.
ii) No MOR approved Concessionaire safety personnel on-site as
required by Contract.
iii) No Safe Work Plan compiled, accepted by the MOR or its
authorized representative, reviewed by all parties involved with
such work prior to commencing activities and being effectively
implemented.
c) A Safety Stand-down involving all Contractor and Subcontractor

personnel will be instituted by the MOR or its authorized representative
when any serious accident or series of accidents, as determined by the
MOR or its authorized representative or by the MOR's Safety
Management group have occurred. Some examples of justification
include, but are not limited to the following:
i) Recurring deficiencies revealed via trend analyses.
ii) Two or more serious accidents or near misses.
iii) Flagrant disregard to comply with prescribed safety management
procedures.
5 Fitness For Duty
Contractor shall ensure that its supervisory staff and the supervisory staff of
Subcontractors perform a fitness for duty inspection of all workers when they
report for work and throughout the day. Should a worker be found to
demonstrate incapacity because of drugs or the use of alcohol, the worker shall
be immediately removed from the Project for the entire Project duration.
Additionally, Contractor employees performing "Safety Sensitive Functions"
(described in the Contract) are subject to drug and alcohol testing, which
Contractor is responsible to perform in accordance with applicable provisions of
the Contract, where the Contract has been made subject thereto.

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7.5.16 On-Site Medical Aid
1 First Aid Base
a) The Concessionaire shall establish a First Aid Base, in accordance with

the MOR’s Requirements, at each of his principal work areas. If during
the life of the contract, the Concessionaire’s principal work area moves
from one location to another, the Concessionaire shall be required to
move his First Aid Base. The medical facility and equipment shall be
maintained in good repair as specified in Schedule IV and Schedule V of
the BOCWR.
b) If the Concessionaire operates more than one principal work area, he will
be required to have a First Aid Base at each of his principal work areas.
c) The First Aid Base shall consist of as a minimum:

i) A treatment room fitted with two treatment couches
ii) A hand wash basin with running water
iii) Lockable cupboards to contain sufficient medical supplies
iv) Bed
v) Six Chairs with footrests
vi) Desk and chair
vii) Six Stretchers (which can be lifted and lowered by a crane)
viii) Pillows and blankets
ix) Refuse containers
x) Medical dressings. (Bandages, plasters, antiseptic wipes)
xi) Eye irrigation sterile solution
xii) Paper towels
xiii) Disposable gloves
d) The first-aid unit shall be provided with air conditioning and shall be kept
in a clean and tidy state at all times.
2 Medical Staff. A qualified Doctor, Nurse and assistant Nurse shall be in

attendance at the first aid base during all times when work is being undertaken
on the site.
3 Ambulance. A fully equipped ambulance and driver shall be provided at the first
aid base during all working hours. The ambulance shall be equipped with
emergency life support equipment suitable for application in construction site
accidents.
4. First Aid Boxes. Portable first aid boxes will be maintained fully equipped at
each local site offices and work locations where 20 or more persons work at a
time. In each site office and location one employee, suitably trained in first aid,
should be available at all working hours for the purpose of attending to
emergencies.
7.5.17 Lighting
1. The Contractor shall provide adequate lighting locations where work is in
progress. A minimum of 50 lux shall be provided at the face and similar work
areas. When mucking is done by tipping wagons running on trolley tracks a

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minimum of 30 lux shall be maintained. In all other areas the level of lighting
shall not be less than 10 lux.
2. Emergency lighting shall be installed, at critical locations to help escape

workmen in case of accidents.
3. Solar-powered blinking hazard lights and reflectors shall be provided on the

hoardings to make them readily visible at night.
7.5.18 Sanitation and Drinking Water

1. Sanitation facilities shall be provided at all construction sites. Suitable closets
shall be provided on the scale of one unit for every 50 men on the shift. Closets
shall be effectively and regularly cleaned and disinfectants provided.
2. At least 5 litres of clean drinking water shall be provided per person employed on
the shift. The water shall be sited at all construction sites, in a clean container
with a tight fitting lid.
3. Washing and cleaning facilities shall be provided for all workers near the portal.
7.6 Concessionaire’s Labour Camp

1. The MOR will not provide living accommodation for the use of the
Concessionaire or any of his staff or labour employed on the project. No labour
camp shall be allowed at work site on any land provided to the Concessionaire
by the MOR, or on any unauthorized place. The Concessionaire shall, at his
own expense, make adequate arrangements for the housing, drinking water,
drainage, bathrooms, latrines, and urinals, with adequate water supply for his
staff and workmen at locations authorized by the MOR or its authorized
representative.
2. The Concessionaire shall provide free of charge as near as possible, temporary

living accommodation to all workers conforming to the provisions of Section 34
of BOCWA. The accommodation shall have cooking place, bathing, washing,
and lavatory facilities.
3. Latrines and urinals shall be provided as per Section 33 of BOCWA and

maintained as per Rule 243 of BOCWR, and shall also comply with the
requirements of the local public health authorities. The Concessionaire shall
provide at least one latrine seat for very 20 workers for up to 100 workers and
thereafter one for every additional 50 workers. In addition, one urinal
accommodation shall be provided for every 100 workers. When women are
employed, separate latrine and urinal accommodation shall be provided on the
same scale.
4. As per Section 32 of BOCWA, the Concessionaire shall make in every work site
effective arrangements to provide sufficient water supply of wholesome drinking
water with minimum quantity of 5 litres per workman per day. Quality of the
drinking water shall conform to the requirements of the national or State
standards on Public Health.

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5. In every workplace with more than 250 workers, the Concessionaire shall
provide an adequate canteen conforming to Section 37 of BOCWA, Rule 244 of
BOCWR, and as stipulated in Rule 247 of BOCWR the charges for foodstuff
shall be based on “no profit no loss” basis. The price list of all items shall be
conspicuously displayed in such canteens.
6. The Concessionaire shall, at his own expense, keep all campsites clean and in
sanitary conditions, and shall abide by all health and sanitary rules and
regulations. Adequate fire protection arrangements shall be provided by the
Concessionaire for the labour camps. It shall carry out all health and sanitary
measures prescribed by the local/medical authorities and permit inspection of all
health and sanitary arrangements at all times by MOR, its Representative, and
the staff of the local municipality or other concerned authorities.
7.7 Concessionaire’s Management System.
The Concessionaire shall establish a Management System for the development of the
world class railway stations, to include a management plan, management procedures,
method statements, inspection and testing procedures, conformance reports, and
records. The Management Plan will be structured to meet all applicable elements of
ISO 9001-2000. This Plan will encompass the Project Quality Management Plan, as
discussed later in the document. In addition, the Concessionaire will develop adequate
Project Management/Scheduling, Traffic Management, Safety and Health,
Environmental, Quality, and any other plans needed to complete the project, as
discussed below.
7.7.1. Concessionaire’s Superintendence.

The Concessionaire shall submit a Staff Organization Plan to show the management
structure and duties, responsibilities, and authorities of each staff member. This Plan
will be updated and resubmitted whenever there is a change of staff. As a minimum,
the Concessionaire Plan shall include a Project Manager (PM), a Design Manager (DM),
a construction Manager (CM), a Scheduler, a Utility and Traffic Coordinator, a Safety
Officer, an Environmental Management Officer, and a Quality Assurance Officer. The
Safety Officer, the Environmental Management Officer, and the Quality Assurance
Officer must work independent of the CM and report directly to PM. The MOR will
appoint an Independent Engineer to coordinate day-to-day activities with the PM and
CM, and an MOR or its authorized representative. The Independent Engineer will be
empowered to make specific decisions and approve specific actions on behalf of the
MOR. The IE will refer those cases to the MOR’s Representative that he is not
authorized to decide or approve.
7.7.2 Management Plan and Procedures
The Concessionaire will establish a Management Team consisting of key personnel

from all contractors and sub-contractors on the project with expertise in Site
Management, Project Management, Safety and Health Management, Quality, and
Environmental Quality Management. This Team will be empowered to consult with the
MOR and other Governmental agencies on strategic and tactical issues and to make
decisions on behalf of the Concessionaire as and when needed.
7.7.2.1 Construction/Site Management Team.
1. The Concessionaire’s construction/site management team shall have sufficient

management resources and ability and the necessary support staff to assure the
MOR that the Project will be properly coordinated and managed and will be

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completed on schedule. The Team Membership will be approved by the MOR,

based on the CV of each member as submitted by the Concessionaire.
2. The construction management team to be utilized on this Project shall maintain

an office at the Project Site and be available at said site on a daily basis when
any work is ongoing.
3. The Concessionaire shall utilize those individuals for the “construction

management team” who have been approved by the MOR. Any changes to the
approved construction management team shall be submitted to MOR’s Engineer
for approval with a description of the relevant background of the proposed
individual including CV. Within ten days of any such submission, the MOR
Engineer will advise the Concessionaire of whether such proposed replacement
is approved and, if not, the basis for disapproval. In no event (except for
temporary emergency circumstances) shall any member of the construction
management team be replaced without the Engineer’s approval.
4. The Team will be responsible for coordinating, scheduling, and managing all
Work; preparing and maintaining a complete equipment and material list;
expediting timely procurement, fabrication and delivery to the Work Site of all
required materials and equipment in accordance with the approved and current
Schedule Document; maintaining lists of shop drawings, working drawings,
manufacturer's catalogue cuts and other submittals required on a current basis
showing the status of each item and dates for submittals and approvals;
preparing daily progress reports; coordinating the startup, testing and placing in
successful operation of all equipment and systems; maintaining a list of issues
faced and solutions implemented during the construction face; and coordinating
with the other Concessionaire Teams to have viable programs in place, such as
the Quality Program, the Safety and Health Program, to include the Accident
Prevention Program (APP), the Hearing Conservation Program, the Personal
Protective Equipment Program, and the Hazard Communication Program (HCP).
The Team shall be responsible to maintain access to all current statues and
regulations governing construction of commercial enterprises, especially in
conjunction with railroad facilities, and all ancillaries.
5. The functions of the construction management team are as follows:

a) Coordinate, schedule, and manage all Work.
b) Expedite and assure timely procurement, fabrication and delivery to the
Work Site of all required materials and equipment in accordance with the
approved Schedule Document.
c) Prepare and maintain a complete equipment and material list containing
all schedule information relative to procurement, fabrication and delivery.
d) Coordinate the startup, testing and placing in successful operation of all
equipment and systems.
e) Maintain the Schedule Document on a current basis and take any
necessary corrective action to maintain the schedule.
f) Maintain lists of shop drawings, working drawings, manufacturer's
catalogue cuts and other submittals required on a current basis showing
the status of each item and dates for submittals and approvals.
g) Prepare and keep current reports concerning the status and progress of
the Work including all related data.
h) Assure implementation of the Quality Program, the Accident Prevention
Program (APP) and the Hazard Communication Program (HCP).

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7.7.2.2 Project Management Plan

1. The Concessionaire shall assign a full time Project Manager exclusively to this
Project until its completion. The Project Manager shall be responsible for
superintending and managing the Project for the Concessionaire and shall be
authorized to act on the Concessionaire's behalf with respect to all matters
arising under this Contract.
2. The Project Manager shall possess relevant construction management

experience on projects of a similar nature, size and complexity. The CV of the
proposed Project Manager shall include a description of the duties,
responsibilities, and accomplishments for the previous 5-year period which
establishes the candidate’s construction management experience. The
candidate shall have a bachelor degree in engineering. A Professional
Certification in the appropriate field(s) of is required.
3. The Project Manager or his duly authorized Project Engineer shall be present at
the Work Site to receive orders and directions from the MOR Engineer, each and
every workday that work is being planned or performed and also during any
inspection or testing activity from the commencement of work to final completion
and acceptance of the Work. He shall coordinate all the work at the Work Site of
his staff and his Subcontractor’s on a daily basis, and informs the Engineer on a
daily basis of the status of the work in progress and that planned for the next
working day.
7.7.2.3 Project Management Information System (PMIS)

The Concessionaire shall have a functional PMIS in order control the documents
generated by him his contractors and subcontractors, and so that all documents can be
transmitted to the MOR or its authorized representative by electronic means. The
Concessionaire shall provide a similar electronic link between the MOR Office and its
Representative’s office at the Site.
7.7.2.4 Project Scheduling
1. The Concessionaire shall assign a Project Scheduler to this Project who shall be
employed full time at the Work site and must attend all meetings listed above.
The Project Scheduler shall be prepared to answer any questions regarding the
Schedule Document at all meetings.
2. The Project Scheduler shall possess at least three (3) years of relevant
construction scheduling experience in planning, scheduling, expediting and
maintaining the progress of the work for projects of a similar nature, size, and
complexity. The CV of the proposed Project Scheduler shall include the duties,
responsibilities and accomplishments which establish the candidate's scheduling
experience.
3. The Project Scheduler shall be responsible for:

a) developing and maintaining the CPM (both for logic drawings and
computerized CPM schedules)
b) updating and analyzing of progress and potential problem areas
c) attending and participating in the construction scheduling kick-off
meetings
d) attending all job progress meetings
e) attending any extension of time meetings

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f) performing of the scheduling requirements specified in the Contract

Documents
g) attending each monthly Schedule Review/Update Meeting
h) attending any other schedule related meetings called for by the Engineer
i) preparing a rolling three-week look-ahead schedule that is updated on a
weekly basis and that is generated from Project’s CPM schedule
j) revising, on a weekly basis, the Project’s CPM schedule to reflect actual
on-going work activities at the construction site
k) requesting work trains for the entire Project (incorporate this data into the
three-week look-ahead and Project schedules)
l) keeping a running tally of the Concessionaire’s work train usage and his
utilization of the contractual work train occasions to be reconciled
monthly with the Engineer
m) requesting Access and Protection – i.e. MOR supplied labor requested
by the Concessionaire to facilitate his work – for the entire Project
(incorporate this data into the three-week look-ahead and Project
schedules)
n) keeping a running tally of the Concessionaire’s usage of Access and
Protection to be reconciled monthly with the Engineer
o) requesting, tracking and monitoring Bulletins – for Communications,
Signals, Electrical, Elevators, Halon and the like – for the entire Project
(incorporate this data into the three-week look-ahead and Project
schedules)
p) scheduling Hazardous removal work for the entire Project (identify and
track this work in the three-week look-ahead and Project schedules –
coordinate this activity with the Safety Engineer and Project Manager)
q) scheduling PCB abatement work for the entire Project (identify and track
this work in the three-week look-ahead and Project schedules –
coordinate this activity with the Safety Engineer and Project Manager)
7.7.2.5 Progress Meetings and Reports
The Concessionaire’s Project Manager shall be responsible for arranging and

conducting progress meetings to discuss the progress of the works and any associated
issues. The meetings will be attended by the MOR or its authorized representative, and
other key members of the organization, such as the Construction manager, Safety
Officer, and the Environmental Management Officer. These meetings will be held at
least once weekly, and reports prepared and filed within 48 hours of the meeting
completion.
7.7.2.6 Project Management Training

The Concessionaire shall ensure that his Project Manager and other key personnel
receive formal training in Project Management to include scheduling and document
control.
7.7.3 Safety and Health Program
1. 1. In the delivery of contracted works, all levels of management at the MOR, the
Concessionaire, sub-contractors and suppliers will have individual and collective
responsibilities to adhere to this requirement, and ensure: system safety and
integrity; operations integrity; customer safety and health; and general public
safety

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2. A safety and health program and systems which demonstrate compliance with all
relevant Laws and codes of practice relating to occupational health and safety
will be required. The Concessionaire will designate competent persons in
accordance with 29 Code of Federal Regulation (CFR) 1926 (USA) or equivalent
Indian Codes/Regulations to conduct frequent and regular worksite inspections
to ensure safety.
3. The site shall be kept safe at all times and shall comply in all respects with all
statutory requirements. The Concessionaire shall be held liable for any accidents
caused as a result of appropriate safety precautions not being provided.
4. The Concessionaire shall ensure that, at all times, the public shall in no way be
exposed to risks to their health and safety as a result of the Concessionaire’s
operations. This applies both to members of the public and properties adjacent
to the Site and also to those members of the public who for any reason, may
enter the Works area, including buildings and compounds under the control of
the Concessionaire.
5. For guidelines to construct a safety and health program, refer to “Handbook of

OSHA Construction Safety and Health by Charles D. Reese and James V.
Eidson, Lewis Publishers, USA.
7.7.3.1 Safety and Health Management Plan

1. As part of the quality management system, a comprehensive Safety and Health
Management Plan for the construction works which complies with the relevant
safety legislation will be required.
2. Within 16 weeks of the date of Notice to Proceed, the Concessionaire shall

prepare and submit to the MOR or its authorized representative for review and
approval his proposed safety and health management plan. The Plan would
typically include, but not be limited to:
a) statement of Concessionaire’s safety and health policy
b) an outline of site safety and health organisation and structure, as well as
criteria for appointment of key safety and health staff;
c) specific safety and health responsibilities and powers vested in key
project personnel to enable them to take urgent and appropriate action to
make the Site safe and healthful;
d) responsibility for and of the contractors’ and sub-contractors’ employees;
e) employee safety rules/responsibilities; and
f) policy for identifying hazards
g) training
h) equipment
i) disciplinary procedures for dealing with safety and health violations
j) accident reporting
k) first aid and emergencies
l) safety and health promotion
3. The highest standards of safe working shall be maintained and the Plan shall be
continuously monitored. During the course of the Works, the Concessionaire
shall provide such safety reports to the MOR as are required from time to time,
and have sole responsibility for discovery, determination, and correction of any
unsafe or dangerous condition or situation relating to the Works, to ensure the
safety of personnel and property.

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4. The Concessionaire shall ensure that every direct employee and every
contractor or subcontractor's employees are properly inducted prior to
commencement on site. Such induction shall cover all aspects of the site safety
and emergency programmes as well as all relevant industrial relations matters.
5. Non-compliance with the Safety and Health Management Plan, applicable laws
and regulations by any person for whom the Concessionaire has responsibility
shall be considered misconduct for which the MOR will have the right to direct
the Concessionaire to remove the person from the site indefinitely.
7.7.3.2 Safety And Health Plan Monitoring, Personnel And Meetings
1. Safety and security of passengers and other persons, property, MOR employees
and of all employees of the Contractor and Subcontractors working on the job
site of this Project shall be a primary responsibility and concern of the
Concessionaire. The Contractor shall maintain safe, clean and healthy
worksites for the entire duration of the Project.
2. The Concessionaire shall appoint a Safety and Health Manager whose duties
throughout the period of the Contract shall be entirely connected with the safety
and health aspects of the Concessionaire’s activities on the Site. The Manager
shall be a suitably qualified person who shall supervise and monitor compliance
with the Site Safety and Health Plan. He shall carry out auditing of the operation
of the Plan in accordance with a rolling programme to be submitted, from time to
time, to the MOR or its authorized representative for his consent. The
Manager’s appointment shall be within 4 weeks of the date of acceptance of the
Tender and shall be subject to the MOR or its authorized representative’s written
consent. The Concessionaire’s activities shall not commence until after the
Safety and Health Manager has assumed duties and the MOR or its authorized
representative has consented in writing.
3. The Safety and Health Manager shall hold Safety and Health meetings properly
train new employees and monitor job site safety via inspection at the start and
completion of each day's work as well as monitoring the job site for this purpose
throughout the day. He shall also correct and report any safety and health
violations and convene investigative meetings, which follow accidents, which the
MOR or its authorized representative designates as serious.
4. Safety and Health Meetings: All safety and health meetings shall be notified in
advance to the MOR or its authorized representative. Who may attend in person
or send a Representative. The minutes of all safety and health meetings shall
be taken and sent to the MOR or its authorized representative within seven (7)
days of the meeting.
5. The Concessionaire’s Project Manager and MOR or its authorized

representative shall attend a Safety and Health Kickoff Meeting, which will be
convened by the MOR or its authorized representative within 45 days of the
Notice of Award. The purpose of the meeting is to discuss the Project specific
safety issues, the APP/HCP, and the responsibilities of the MOR or its
6. Safety Walk-through: On a monthly basis, the MOR or its authorized

representative will hold a safety walk through attended by the Concessionaire,
Contractor, Contractors Safety Owner’s Representative, the Owner’s

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Representative, and anyone the MOR or its authorized representative deems

appropriate.
7. Bi-weekly Safety Meetings shall be held no less than once every 2 weeks and
more frequently if required by the MOR or its authorized representative. The
duration of each meeting shall be not less than 1/2 hour and all employees of the
Contractor and Subcontractors shall attend every meeting. The Concessionaire
shall notify the MOR or its authorized representative at least 1 week in advance
of each scheduled meeting. Minutes of each meeting, including a signed list of
attendees, shall be prepared by the Concessionaire and furnished to the MOR or
its authorized representative within 3 working days after the meeting. Each
meeting shall include general safety items and discussion of safe working
methods and applicable rules required for the safe performance of work
scheduled during the 2-week period following the meeting. Each meeting shall
include review of parts of the APP and discussion of recent revisions
8. The Concessionaire shall employ and assign a full time Safety Representative
exclusively to this Project within 2 weeks from Contract award until its physical
completion. The Safety Representative’s sole responsibility shall be the
management of all safety and security matters.
9. The Concessionaire’s Safety Owner’s Representative shall maintain a daily site

Safety Log for all project site safety and security matters. All safety related
activities including safety deficiencies and corrective actions taken at each work
site shall be included in the Log. This Log shall be signed daily by the Safety
Owner’s Representative and/or the Safety Supervisor on each shift. The Log
shall be maintained on site and be available for the Owner’s Representative’s
use and inspection. This Log shall accompany the Safety Owner’s
Representative to any Management Safety Meetings the Owner’s
Representative may hold, for review by the Owner’s Representative. Whenever
the Safety Owner’s Representative is not present, (vacation, holiday, jury duty,
day off, etc.) the responsibilities of maintaining the daily safety log shall be that
of the assigned Safety Supervisor.
10. The Manager shall notify the MOR or its authorized representative about each
use of a hazardous material by the Concessionaire. He shall obtain and
maintain Material Safety Data Sheets (MSDS) for all materials to be stored,
incorporated into or used in the Work. The MSDS shall be readily available
whenever required, in a convenient location, in close proximity to where the
material is stored.
11. Notwithstanding any remedies for maintaining a safe, clean, secure and healthy
work site, in the event that the Contractor’s work environment chronically
provides a site such that, there are significant safety or security concerns, this
may constitute an event of Default Contract Terms and Conditions.
7.7.4 Quality Management Plan
1. The Concessionaire is responsible for the quality of the Project, including the
activities of Subcontractors and Suppliers, to achieve the level of quality
described in the Contract Documents
2. The Concessionaire shall ensure conformance to ISO 9000 to develop quality

standards and procedures precisely suited to his particular needs and
responsibilities in order to put the quality-management process into effect before

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work begins and to detect and correct problems before they reach disastrous
proportions. The Concessionaire’s Environmental Management System shall
conform to the requirements of ISO 14001. The Occupational Health and Safety
Management System of the Concessionaire shall be in line with OHSAS 18001-
1999.
3. The Concessionaire and sub-contractors shall aim to achieve the appropriate

ISO Certifications. The process of Certification shall start immediately after the
award of the Works and complete within reasonable time. To achieve this goal,
the Concessionaire shall undertake the mandatory steps including appointment
of an ISO Consultant for obtaining the pertinent safety, health, and
environmental certifications.
4. The Concessionaire’s Quality Plan shall contain sufficient information to

demonstrate clearly his ability to achieve effective and efficient quality assurance
system. The Plan should include an outline of the procedures and regulations to
be developed and the mechanism by which they will be implemented for
ensuring Quality as required by MOR.
7.7.4.1 Quality Planning
1. The Concessionaire must prepare and comply with detailed quality plans for all
processes involved in the design and construction of the Project in conformity
with the adopted standards. The plans must:
a) Cover all aspects of the Works including commissioning which may be
subject to observations, measurements or test which can be verified; and
b) Specify the procedures for identification, notification and correction of non-
conformances;
2. Before any new activity begins, the appropriate member of the Concessionaire's
Quality Management Team shall review with the Engineer, the Contract
requirements and prepare a written Quality Work Plan identifying inspections,
measurements and tests that will be performed to control quality.
3. Hold points shall be established for any items that will be buried, covered or
made inaccessible by subsequent operations, so that the Engineer can confirm
proper installation and any activities necessary to capture information for the
preparation of accurate "as-built" drawings, such as sketches, photos, videos,
etc. shall be done before the work is covered or made inaccessible.
4. The Concessionaire will assign a Quality Control Manager with appropriate

qualifications – formal training and on-the-job experience in quality systems –
and shall constitute a Quality Management Team to assist the Manager to
ensure project quality. Within 10 days after the date of Award, the
Concessionaire shall submit to the Engineer, for approval, the qualifications of
the Project's Quality Management Team.
7.7.4.2 Testing And Commissioning
1. The Concessionaire shall provide and perform all forms of testing procedures
applicable to the Works and various components and the interfacing of the
Works with the other Contract works and shall conduct all necessary factory, site
and acceptance tests.

248
2. All on-site, off-site, and in situ tests undertaken by the Concessionaire shall be
carried out in the Concessionaire’s laboratory, unless otherwise permitted or
required by the MOR or its authorized representative. Where the
Concessionaire’s laboratory is not appropriately equipped and/or staffed for
some tests, tests may be carried out by laboratories registered with the
accredited National Testing Agencies for performing those tests.
3. All testing procedures must be submitted at least thirty (30) days prior to
conducting any Test.
4. The MOR or its authorized representative shall have the facilities for monitoring
all tests and have access to all testing records.
5. All costs associated with Testing shall be borne by the Concessionaire, unless
otherwise specified, including the services of any specialized personnel or
independent assessors.
6. The Concessionaire shall prepare and organize a comprehensive programme of

acceptance Tests to demonstrate to the MOR that all works performed under
this contract meet the specified performance requirements in all respects.
7. The in situ and acceptance tests must be done in the presence of the MOR or its
7.7.4.3 Non-Conformances
The Concessionaire shall identify, maintain a log and manage through correction any
item installed, that does not meet the Contract requirements. Any item not accepted by
the Independent Engineer as installed shall be repaired or removed and replaced, as
directed by the Engineer. This log shall be updated daily and a copy given to the
Engineer the next business day.
7.7.4.4 Quality Assurance Records And Reports
1. The Concessionaire shall provide at least 100 monthly progress photographs or

videotapes, if required by the MOR or its authorized representative, which have
been properly recorded to show the work progress. Two sets of photographs
shall be provided on CD ROM format with two sets of colour prints of 175 mm x
125 mm size. All photographs shall be affixed to an album of a type approved by
the MOR or its authorized representative. The labels affixed to the photographs
shall record the location, a brief description of progress recorded, and date on
which the photograph was taken.
2. The Quality assurance records and reports must be:

a) stored and maintained, so that they are readily retrievable, in facilities
which provide a suitable environment to minimize deterioration or
damage and to prevent loss;
b) available to the MOR or its authorized representative at any time upon
reasonable notice and must include the records of all contractors and
consultants; and
c) Retained by the Concessionaire for a minimum period of 7 years from the
date of completion of construction of the Works.

249
7.7.5 Environmental Plan
The Concessionaire will prepare a comprehensive Environmental Plan that will illustrate
the intended means of compliance with MOR’s Environmental Protection and
enhancement requirements in conformance with applicable Indian Environmental Laws
and Codes as established by the Indian Ministry of Environment and Forests,
Government of India and other Governmental agencies, to control environmental
pollutants in the areas of air, water, wastewater, solid, hazardous and toxic wastes,
noise and visual impacts and aesthetics.
1. The Concessionaire will be provided with the MOR Environmental Quality

Management Plan. Within 4 months of the date of Notice to Proceed, the
Concessionaire will provide to MOR a draft of his own contract-specific site
Environmental Quality Plan based on MOR’s Manual and construction
methodology. It will submit a final version prior to commencement of the works.
The Plan shall include the following, but not be limited to:
a) Statement of the Concessionaire’s policy, organization, and
arrangements for Environmental Management, and mandatory
compliance of the same by all employees
b) Statement of disciplinary actions for non-compliance of the policy and
procedures of the Plan
c) Statement of procedures for reporting and investigating environmental
non-compliances, accidents, dangerous occurrences, or suspected
public or occupational health implications
d) The points of contact (names, Curriculum Vitaes, etc.) of persons in the
organization responsible for coordination and management of the
Concessionaire’s Environmental Management performance
e) A statement of procedures for identifying, estimating, and eliminating
worksite environmental hazards
f) Description of mandatory and recommended training for all employees on
environmental awareness and management
g) Description of PPE available to employees
h) Instructions on maintenance of all equipment used by the Concessionaire
and sub-contractors to minimize environmental damage and hazardous
exposure of employees and others at the construction site.
2. The Concessionaire will perform all requisite monitoring at specified frequency to

comply with the Regulations, Codes, and MOR’s requirements.
3. The Concessionaire will deploy the needed manpower at each work site,
dedicated to keeping the site and its environs in a clean condition and to
maintaining good housekeeping at each work site.
4. Air Quality. The Concessionaire will ensure control or minimization of air

pollution from his operations (excavation, site cleaning, waste disposal,
operation of construction equipment and transport vehicles, etc.).
5. Water Quality. The Concessionaire will take all prudent measures to comply with
all requirements of water pollution control and monitoring. He will not discharge
water from the site without specific approval of the MOR or its authorized
representative, and will safely remove all water and waste products (surface
runoff and wastewater) arising from the work site via a suitable and properly
designed drained system, and disposing the same in a manner that will cause
neither pollution nor nuisance and be acceptable to the Local authorities. He will

250
treat the water and waste products, if so required by the local waste treatment
facility. He will install oil water separators to treat any oil and grease generated
from his operations, prior to discharging the waste. The Concessionaire will have
in place a Spill prevention Control and Countermeasure Plan (SPCC Plan) to
minimize the discharge of oil from any accidental discharges.
6. Solid Waste. The Concessionaire will handle solid waste in a manner to

minimize land, air, and water pollution, removing it from collection and storage
sites in a timely manner and disposing off at a landfill or other facilities, as
approved by the appropriate local authorities. He will not burn the waste. Any
Hazardous Waste generated by the Concessionaire will be removed and
disposed off in accordance with the Environmental Protection Act of 1986.
7. Noise. The Concessionaire will undertake all necessary measures to ensure

that his construction and other operational activities will not produce any
unnecessary or excessive noise that may cause disturbance to the occupants of
any nearby dwellings, schools, hospitals, or other noise-sensitive premises.
Noise generated during daytime and night time shall not exceed the maximum
permissible noise limits, whether continuously or intermittently. The
Concessionaire will monitor the noise and vibration levels and implement
necessary measures to control them to levels acceptable to MOR.
8. Prevention of Mosquito Breeding. The Concessionaire will take all appropriate
measures to prevent mosquito breeding at the work sites, e.g., not having empty
cans, drums, tyres, and other receptacles where water can accumulate; weekly
treatment of stagnant water; putting up posters alerting people about helping to
prevent mosquito breedibg.
7.7.6 Emergency Preparedness Plans

The Concessionaire and all subcontractors shall formulate an Emergency Preparedness
Plan for each of his sites. These plans will address foreseeable emergencies that may
arise during the construction activities. Examples of activities for which plans should be
prepared include amongst other things:
1. An Accident Which Results In Death or Major Injury
2. A Serious Fire That Threatens Life.
3. A Flood That Threatens Life.
4. Leakage of Any Dangerous Materials or Chemicals.
5. Leakage / Short Circuit of any Electrical supply.
6. Major Engineering Failures, such as:

a) collapse of tunnels or structures
b) major utility collapse
c) unintended explosions
d) subsidence causing damage to structures or services
7. An Emergency Preparedness plan should include details of the following;

a) The name, location and phone number of the Emergency Co-ordinator;
b) Designated Personnel with locations and phone numbers;
c) Details of the Emergency Response Team with locations and phone

251
numbers;
d) Functions of the Emergency response Team;
e) The means of Escape;
f) Communication with the Emergency Services;
g) Police
h) Fire Services
i) Ambulance and Hospital Services
j) First-Aid Facilities;
k) Site plans;
l) Suppliers of emergency equipment such as sump pumps, lighting,
craneage, etc.
8. Copies of the emergency procedures and the Concessionaire’s rescue

organization (reviewed without objection by the MOR or its authorized
representative) should be displayed at each place of work and notice boards.
This information should be regularly reviewed and updated. Drills should be
arranged regularly to test the efficiency in mobilizing the necessary personnel
and equipment.
9. Regular joint exercises between the Concessionaire and subcontractor's rescue

teams and the Fire and Emergency Services should also be carried periodically,
as directed by MOR.
7.7.7 Site Laboratories
Concessionaire shall provide, erect and maintain in a clean, stable and secure condition
a laboratory, equipped for the routine testing of soil, rock, steel, aggregate and such
other building materials as well as destructive and non-destructive testing on finished
products. All such facilities shall be adequate to carry out testing as per relevant Bureau
of Indian Standards (BIS) and American Society for Testing and Materials (ASTM)
codes. The laboratory shall be located at the principal construction site so as to be
easily accessible to the engineers of the IE and the MOR. The Concessionaire shall
make standing necessary arrangements with the government accredited independent
laboratories/research institutions for additional/confirmatory testing of any
materials/products for which facilities at site laboratory are not available. A minimum of
two such laboratories/research institutions shall be available on the panel of the
Concessionaire and in case of doubt on the result of any of them IE may instruct
confirmatory testing from the other one and in case of difference between the two
results the decision of the IE shall be final. All records for testing at the site laboratory,
on the finished product and in the independent laboratories shall be maintained at the
site laboratory for a minimum of three years and shall be made available to the IE for
auditing and verification.
7.8 Site Inspections
7.8.1 The Concessionaire and sub-contractors shall have in place a system of conducting site
inspections on a periodically scheduled basis to identify any variation in construction
activities and operations, machineries, plant and equipment, and processes against all
the Plans prepared by the Concessionaire and sub-contractors and approved by MOR
or its authorized representative.
7.8.2 The inspection program will consist of planned general inspections, routine inspection,
specific inspection, and other inspections, described below.
7.8.2.1 Planned General Inspection shall be conducted at pre-determined intervals,

252
generally jointly by the Employer and Concessionaire, and may include:

1. Monthly site safety inspection by Concessionaire and sub-contractors
2. Weekly safety inspection by construction supervisors
3. Daily safety inspection by SHE personnel
7.8.2.2 Routine Inspections include inspection of work site, plant equipment, and
temporary structures by site and equipment operators and temporary structure builders,
and may include:
1. Daily inspection of plant and equipment by operator
2. Weekly inspection of scaffolding by supervisor
3. Monthly inspection of electrical hand tools by competent electrical supervisor
4. Quarterly inspection of temporary electrical systems by competent electrical
supervisor
5. Half-yearly inspection of lifting machinery, lifting appliances, equipment and
gears by Government approved competent person
7.8.2.3 Specific Inspection is performed on activities without a predetermined date by

competent supervisors to ensure that the activities are being executed in accordance
with the general rules, methods statements, or developed procedures. Examples
include:
1. Inspection performed before a heavy lifting operation
2. Inspection before and after a confined space entry
3. Inspection before and after welding and gas cutting operation
4. Inspection of formwork before concreting
7.8.2.4 Other Inspections may include the following:

1. Mandatory inspections by Labour Department of Government
2. MOR and Concessionaire/sub-contractor Management Teams
7.8.2.5 The examples of inspections provided above are not all inclusive, nor
exhaustive. The Concessionaire may add additional categories to ensure that all
activities with a potential of hazardous exposure or injury to workmen or environment
are inspected through one or mode of inspection.
7.8.2.6 The inspections should be performed with the use of check lists prepared on the
basis of the applicable standards and codes.
7.8.2.7 All inspection records and reports shall be properly kept on files for internal and
external audit purposes. Inspection reports may be used for discussion during SHE and
other Concessionaire SHE and other meetings.
7.8.2.8 The Employer shall provide a list of penalties and awards to the Concessionaire
as part of the Contract, for unsafe or unsatisfactory acts and for outstanding services,
respectively,
7.8.3 Audits.
The purpose and scope of an audit of construction site activities is to assess potential
risk, liabilities, quality of work, and degree of compliance of operations, to include
construction safety, health, and environment. The Concessionaire shall conduct internal
audit of each construction site on a monthly basis, and shall engage an approved,
external audit of the site operations, training, and the Concessionaire policy and
procedures once every three months.

253
7.9 Safety, Health and Environmental Personal and Services
7.9.1 Qualifications and Training of Safety, Health, and Environmental (SHE)

Management Key Personnel and Workmen
1. General. All SHE key personnel shall be on the payroll of the Concessionaire
only and not on the payrolls of the sub-contractors. Neither the Concessionaire,
nor the sub-contractors shall engage SHE manpower from any outsourcing
agencies to ensure optimal effectiveness. The Concessionaire and sub-
contractors shall hire only those personnel that meet the minimum qualifications
and training, especially in Safety, Health, and Environmental Management, as
established by MOR. Each employee shall receive refresher training for his/her
respective work area, in addition to the training on matters pertaining to Safety,
Health, and Environmental Management. Various Indian and international
safety, health, and environmental standards and codes (e.g., OSHA Standards)
specifically require the employer to train employees/workers in the safety, health,
and environmental aspects of their jobs, e.g., environmental awareness,
regulatory compliance, risk assessment and mitigation, spills, fall protection,
scaffolding, confined space entry, hazardous waste, etc., or be designated as
certified, competent, or qualified to indicate previous special training in or outside
of the current workplace. The Concessionaire and MOR must make sure that
their employees have adequate training on general safety, health, and
environmental provisions, hazard recognition and communication, as well as
task-specific training. All key Concessionaire and subcontractor personnel must
take the OSHA 30-hour Construction Safety and Health Outreach Course.
2. The Concessionaire and sub-contractors shall analyze the training requirements

of all their employees and initiate training programs to ensure all employees are
suitably qualified, competent, and fit for their respective jobs. This analysis
should include:
a) Detailed job description, to include their SHE and other responsibilities
b) Qualifications, competency, and training requirements for all personnel,
and assessment of training needs
c) Evaluation of prior training of all new hires
d) A matrix of schedule of training requirements, general, task-specific, and
SHE training, frequency of training, available source(s) of training, etc.
e) Periodic assessment of the effectiveness of the training courses,
materials, and providers
7.9.2 Services of Experts/Agencies
The Concessionaire and subcontractors may utilize the services of experts/agencies

empanelled under Rule 250 of the BOCWR and Rule 297 of Delhi BOCWR for the
purpose of training, internal or external audit, or any other SHE-related services at the
Construction Site, with the prior approval of MOR.
7.9.3 Labour Welfare Officer
In order to ensure timely and effective coordination with the Employer and the statutory
authorities enforcing the labour welfare legislations for satisfactory resolution of matters
concerning labour welfare, the Concessionaire and sub-contractors shall employ a
Labour Welfare officer duly qualified and experienced, and approved by the MOR or its
authorized representative .

254
7.10 Operation and Maintenance (O&M) Manuals

1. The Concessionaire shall include specific information about the submission of
Operation and Maintenance manuals on the Project Schedule Document. All
submissions of manuals shall be in accordance with the time frames indicated in
the approved Schedule Document. The Concessionaire shall begin to submit
the O&M Manuals within 90 days of the start of work. Failure to submit manuals
in accordance with the specified requirements may result in delays in the testing
and acceptance of the Work and in achieving Final Completion and acceptance
of the work.
2. After field testing has been approved, the final Operation and Maintenance
manuals covering all equipment and systems at a particular site shall be
submitted to MOR within thirty (30) days after approval of the field testing. The
final manuals for shall contain all finalized and corrected data derived from shop
and field testing, including manufacturers' corrected catalogs and bulletins, and
show all equipment and systems as actually installed, adjusted and approved.
All diagrams, data, procedures, etc. shall be the approved final versions.
Completion certification for this Project will not be issued without final approved
Operation and Maintenance manuals.
3. Required Data. All of the data shall be provided in a clear, thorough and detailed
manner so as to enable MOR personnel to gain a full understanding of the
operation and maintenance of all equipment and systems.

255

INDEX Care of works – 221
CCTV - 36, 43,137,141-142,187

A
Clearance and Restoration - 219
Abrasion Resistance - 93, 95, Color code - 122
Acoustic - 96, 99,101,112,114, 116-119, 149, Communications - 37, 56-57,115,147-160,168,
162,175,235 170,177,188,215,255
Adjoining Premises - 46 Compartmentation - 40, 44
Advertising - 4, 26, 54, 56, 83,126,129-32, 220 Construction Management - 218
Air Conditioning - 149,171-173,200-201, 216,
239 D
Ancillary Areas - 46,170,174
Daylight - 110,152
Architectural - 4, 17, 21, 55-56, 59, 90, 96,117
Design - 4,8,17,20,41,47,83,85,87, 90, 135,
Architectural heritage and Preservation – 21
158,174,200,212,214
Art -128,129
Diversion Plan - 226,228
ATMs... 25,137,142,177
Drainage System – 26,176,189,190,194 –196,
221,222
B
Durability - 94,129
Building Automated Systems (BAS) – 200
Batteries and Charging – 186 E

Boards - 121,124,181,215
Egress - 42, 46
Braille - 46, 52,125
Elevators - 50,74,76,91
Emergency Communications - 37
C
Emergency Lighting -108,109
Concession Agreement (CA) - .2-5 Emergency Preparedness - 38, 39,251
Codes and Standards - 2, 6, 7-15, 40, 49, 102, Energy Efficiency - 23,147
120, 72 Entrances -56, 66
Concessions - 47, 51,72,89,90,142,190 Environmental Impact Assessment (EIA) -
CCTV surveillance - 35, 76 23,145
Capacity - 4,63,65,71,77,78,82,86,177,190,203 Environmental Management System (EMS) -
Ceiling - 54, 99-101,198 146
Chemical Resistance - 95 Environmental Plan - 250
Clocks - 52,135,141-142 Equipment - 44,100,133,136,141,148,165,
Coefficient Of Friction - 93 203,233
Command Centre - 37-38 Escalators - 8,50,73,81,183,215
Concourse - 52, 63, 71,100,102,104,126-127,
200
Cabling - 180
Indexing
256

F L
Fire Alarm - 40, 43,184 LEED – Green Building Rating Systems – 144
Fire Alarm and Detection - 43 Left-hand circulation – 81,121
Fire and Life Safety - 40, 42, 48 Level of Service (LOS) – 59, 61, 62, 63, 72, 73,
Fire Suppression - 43,165,197,216 77, 78,83,86,87
Fixtures - 133,135,141 Light Trespass – 104
Floor - 51, 54, 98-101,166-167 Light fastness- 96
Furniture - 55-57,133,141 Lighting -19,21,26,32, 49,52, 54,56,58, 59, 66,
68,91,92,95,97,102 -110, 126, 128,129,137,

G 147,148,150 - 153,156, 163, 168,169,171,174,
176 -178, 181, 200, 213, 227,228,239,240,252

Generators - 179,214
Lighting Controls -110
Glow Sings - 121
Lighting Systems – 102,104,107,108,151
H
Lockers- 37,100,160,163
Handicap Accessibility - 49 Lounges and Waiting Areas-84, 85
Hazardous Noise. - 235 Luminaries- 108,137
Heating Ventilation and Air Conditioning
(HVAC) - 112,173,200 M
Help Point Intercoms (HPI) - 38,137,142
Maintenance Plan – 209,210,214,
Hoardings and Signboards – 220
Materials and finishes – 49,89,92,94, 95,115,
128,149 -155
I
Means of Egress-35, 42,43,46,51
Internet - 137 Mechanical Ventilatio-200, 205
Illumination Levels - 105 Metering - 178
Independent Engineer – 5 Modular Elements-54, 55, 59,118
Multimodal Connections-70, 123,136
J
N
Janitors Closet - 164
Janitorial rooms - 166,169 Natural Light and Ventilation -20, 72, 91,172
Ventilation - 8, 19, 20,26,60,91,101,108,112,
K 116,117,147,148,150 - 156, 165-169,
172,173,186,200,205,213,231
Kitchen - 106,167,195
Noise - 9, 43, 96,112 -119,146, 149,152, 183,
Kiosk - 52,126
201,202,205,233,235,236,250,251.
Non-conformance – 249
Indexing
257

O 199, 213, 225, 230, 232,233,240,245
Project Management-218, 241,243,244,

Operation and Maintenance (O&M) – 2 – 4, 6,
Project Management Information system-
23, 24, 25,151,153,158,209,211,214,255
(PMIS) - 243
Operation Plan- 214
Project Scheduling – 243
P Q
Platform-5, 19,20,22,24 - 32, 36, 37, 40, 42, 45
Quality Assurance Records and reports-249,
- 47,50,52,55-59, 61,63,64, 69,70-76,78,82-84,
Quality Management Plan-241, 247,250,
86,88,90 -100, 102,103,105 -108, 112, 116,
Queuing-21, 29,30, 36,62,68, 69,73,74,77, 78,
117,121-126,127,130,132,134,136 -138, 141,
79,81,82,88,90,133,137,140
142,147,150,152,155,158 -164,166, 167, 171,
174 -176,182,187, 189,190, 205,210, 212, 214,

R
215,224,230
Parking- 4, 18, 21, 26, 35, 36, 50, 53, 58, 86- Rainwater harvesting- 23,176,190
89,103,105,106,126,151,205,219,226 Ramps- 40, 51, 52,76,88,93,103
Paid Area-36, 37, 64, 66, 68, 70, 86, 127, 136, Recycling- 25, 55, 83, 135,141,142, 149,154,
142,212 190,214,216
Parcel storage and parcel movement-157 Receptacles-55, 57, 83, 135, 141, 142, 149,
Passenger Circulation- 59-, 61, 63, 66, 68, 69, 212,251
73,76,78,79,81,86,89,128,130,137,139,140 Reverberation Time- 114
Private Branch Exchange (PBX) - 37 Risers- 80,181
Pedestrian- 5, 11, 19, 22, 23, 35-, 37, 58, 59,
61,65,66,74,87,88,93,95,105,118,158,222,226, S
227,228
Station Services-32, 143
Public Address System (PA) – 40,51,133,138,
Surveillance and Access Control Systems-35
139
Station Entrance-18, 19,21, 36,50, 54,55, 58,
Public Pay Telephone- 51
59,63,65,66,71,75, 86,100,103,106,123,125,
Public Support Areas- 86
161,162,164, 170,212
Permits- 4, 46,134,215,220,231,233,
Safe Work Plan – 236,238,
Personal Protective Equipment (PPE) – 14,
Safety and health Plan -234, 246
218, 233, 234, 235, 242
Safety and Security-9, 17, 19,22, 35,38, 41,43,
Plumbing-161, 164, 165, 168, 170, 172, 173,
47,49,58,64,83,115,165,177,246,247
175,176,189,210,213,215
Scaffoldings-230
Potable Water Supplies-154
Sewage-155, 165,172, 173,176, 189,190, 195,
Power- 8,11,23, 24,26,32, 44,45,47, 69,70,
196, 211,215,216
71,108-110,124,136,137,140,141,151,162,
Signage-22, 29, 30,36,40,46,49,50,52, 55,61,
166,168, 170,172,173,175-186, 191, 192,
Indexing
258

66,72, 81,83,88,89,97,104,108,109,110,120 - Travelators-64, 81,139
126,128 -131, 137,147 -151,153,174,176, 212,
220,227,228 U
Site Security -223
UPS-100, 109,153,165,168,171,179,180,215
Site Survey -219
Utilities Diversion Plan-226, 228
Solid Waste Management - 9,149,150
Utility -11,54,87, 90,103,107,109,144,149,164,
Sound Absorption -116, 118,119
166,172 -176,188,189,218,224,228,241,251
Spoil Removal - 222
Utility and infrastructure-144, 164,172
Staging Plan - 224
Unified Glare Rating –105
Stairs - 42, 43,51, 52,54, 55, 72, 73, 74, 76 -,
83,93,102,106, 110,121,125, 174, 210

V
Station Building-5, 6,17 - 21, 23, 26,
66,70,91,102, 103,112,122,136 Vertical Circulation Element (VCE) - 90

Station Elements-45, 61,63, 97,120 - 122, 211 Vehicular Circulation - 86, 88
Station Information Centre -51, 56, 57,124, Ventilation - 8, 19, 20,26, 60,72, 91,101, 108,
136,141,142 112,116,117,147,148,150 -153, 156, 165, 166,
Station Management – 48,103,110,162 168,169,172,173,186,200,205,213,231
Sewage and Drainage System – 195
Station Site - 35, 102,103,226 W

STI value-115
Wastewater Management -211
Storm Water -155,189,197,221
Water Use and Wastewater Reduction -154
Support service areas-160
Wi-Fi - 85,126,137,188
Surface Reflectance-95
Sustainability-23, 57,90, 92,96, 108,110, 135,
141,145 -152,173 Y
T Yard - 3, 4, 20, 26,198
Track Alignment – 83, 84
Trash - 41,44,55,57,83,89,135,141,142,212
Temporary Construction - 221
Ticket Booths/ Ticket Vending Machines - 51
Toilets -19,24,25,32, 37,51,55, 56,66,72, 85,86,
100,106,117,123,124,126,127,155,158,160,
161,164,171,195,196,205,210
Track areas-32, 103,173
Traffic management Plan-226, 227
Transformers-164, 168,178,179,182,213
Indexing
259

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20. Bureau of Indian Standards, National building Code,2005,
21. U.S. Department of Transportation, Handbook for Transit Safety and Security
Certification, 2002, Cambridge: U.S. Department of Transportation.
22. Indian Railways Schedule Dimensions 1676mm Gauge(BG),Revised 2004
23. Ministry of Railways(Railway Board),Government of India, Indian Railways Works

Manual,2000,New Delhi: Ministry of Railways
24. Centre Public Works Department (CPWD), Ministry of Urban Affairs and
Employment, 1998. Guidelines and Space Standard for Barrier Free Built
Environment for Disabled and Elderly Persons, 1998.
25. Leadership in Energy and Environment Design (LEED), USA.
26. Government of India, Ministry of Railway, 2008. Manual of Standards and

Specifications for Railways Stations.
27. Planning Commission, Government of India, Manual of Specifications and Standards

for Two Lane of Highways through Public-Private partnership,2007,New Delhi:
Planning Commission
28. Fruin, J.J, Pedestrian Planning and Design. Metropolitan Association of Urban
Designers and Environmental Planners, Inc. New York, 1971.
Bibliography
261
8/20/2019 Manual for WCS (Vol 2- Annexures)

GOVERNMENT OF INDIA

THROUGH

RAILWAY STATIONS
June 2009
2009 DEVELOPMENT OF WORLD CLASS STATIONS Vol 2

http://slidepdf.com/reader/full/manual-for-wcs-vol-2-annexures 361
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GOVERNMENT OF INDIA

THROUGH

RAILWAY STATIONS
June 2009

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This is the technical document which has been produced by the Land & Amenities
Directorate; Railway Board (Ministry of Railways). No deviation of these standards will take
. ,
Amenities).
For any further technical clarifications and discrepancies, if any please contact:
Advisor (L& A)
Rail Bhawan
New Delhi 110001
Published by the Land & Amenities Directorate; Railway Board (Ministry of Railways).
Advisor (L& A)
Rail Bhawan
New Delhi 110001
Printed by Bansal Electrostat

G-6 Siddhartha Building
96 , Nehru place
New Delhi 110019
June 2009

4/432
Table of Contents
CONTENTS
(Volume 1 of 2)
Foreword iv
Preface v
Ac kn ow led gem ent s vi
List of Acronym s and Abbreviations vii
List of Figures xi
List of Tables xii
SECTION 1.0 GENERAL, CODES AND CONDITIONS 1
SECTION 2.0 PLANNING AND DESIGN PRINCIPALS 16
SECTION 3.0 PLATFORM GEOMETRY AND SERVICES 27
SECTION 4.0 STATION DESIGN
4.1 INTRODUCTION 33
4.2 SAFETY & SECURITY 35
4.3 HANDICAP ACCESSIBILITY 49
4.4 MODULAR ELEMENTS APPROACH 54
4.5 STATION LAYOUT AND CIRCULATION
4.5.1 Introduction 58
4.5.2 Goals and Objectives 58
4.5.3 General Design Factors 60
4.5.4 Station Components 64
4.5.5 Parking and Vehicular Circulation 86
4.5.6 Concession and Commercial Areas 89
4.5.7 Sustainable Development Strategies 90
4.6 MATERIALS AND FINISHES 92
4.7 LIGHTING 102
4.8 ACOUSTICS 112
4.9 SIGNAGE AND GRAPHICS 120
4.10 ART AND ADVERTISING 128
4.11 FURNITURE, FIXTURE AND EQUIPMENT 133
i

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SECTION 5.0 STATION SERVICES
5.1. GENERAL 143

5.2. SUSTAINABLE DEVELOPMENT &
ENVIRONMENTAL CONSIDERATIONS 145
5.3. PARCEL STORAGE AND PARCEL MOVEMENT 157
5.4. SUPPORT SERVICE AREAS 160
5.5. UTILITY INTERFACE AND INFRASTRUCTURE SYSTEMS
5.5.1. Codes and Standards 172
5.5.2. Goals and Objectives 173
5.5.3. Utility Routing 173
5.5.4. Utility Adjacency Requirements 176
5.5.5. Electrical infrastructure 177
5.5.6. Plumbing and firefighting 189
5.5.7. Heating ventilation and air conditioning 200
SECTION 6.0 OPERATION AND MAINTENANCE 209
SECTION 7.0 CONSTRUCTION MANA GEMENT
7.1 GENERAL 218

7.2 USE OF THE SITE 219
7.3 STAGING PLAN 224
7.4 DIVERSION PLAN 226
7.5 SAFETY REQUIREMENTS DURING CONSTRUCTION 228
7.6 CONCESSIONAIRE’S LABOUR CAMP 240
7.7 CONCESSIONAIRE’S MANAGEMENT SYSTEM 241
7.8 SITE INSPECTIONS 252
7.9 SAFETY, HEALTH, AND ENVIRONMENTAL
PERSONNEL AND SERVICES 254

7.10 OPERATION AND MAINTENANCE (O&M) MANUALS 255
Indexing: - 256
Bibliography: - 260
ii

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CONTENTS
(Volume 2 of 2)
Foreword iv
Preface v
Ac kn ow led gem ent s vi
List of Acronym s and Abbreviations vii
List of Figures xi
List of Tables xii
List of annexure:-
Number Secti on Title Page no.
Annexure I 4.3 Relevant Extracts from ADA Accessibility

Guidelines for Buildings and Facilities (ADAAG) 262
Annexure II 4.9 Signage for Rail Users Ministry of Railways 289
Annexure III 4.9 International transportation graphic standard signs 359
Annexure IV 4.11 Telecom Directorate spec. RDSO/SPN/TC/67/2008
for True Colour Video-cum-Train Information Display
system 421
Annexure V 4.11 Telecom Directorate spec. RDSO/SPN/TC/62/2007
for digital clock with GPS Synchronization 470
Annexure VI 4.11 Telecom Directorate spec. RDSO/SPN/TC/76/2008

for Analog clock with GPS Synchronization 499
Annexure VII 4.11 Telecom Directorate spec RDSO/SPN/TC/65/2006
for Surveillance system 525
Annexure VIII 4.11 Telecom Directorate spec. RDSO/SPN/TC/63/2006
for Public Address system 561
Annexure IX 4.11 Telecom Directorate spec. RDSO/SPN/TC/61/2007
for Integrated Passenger Information system 585
Annexure X 5.4 Ticket Booth configurations as in western railways 658

Annexure XI 5.5 Extracts from Comprehensive Guidelines for
Passenger Amenities 662
Annexure XII 5.5 Relevant Extracts from Environment
(Protection) Act, 1986 671
Annexure XIII 7 Relevant Extracts from CFR 29 673
Indexing: - 256
Bibliography: - 260
iii

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FOREWORD
In our endeavour to provi de the best possible i nfrastructure for convenience and comfort
of our passengers and other stakeholders, Indian railways have been improving the Railways
Stations on a continuous basis. Towards this pursuit of excellence, L&A directorate has brought
out this Manual of Standards and Specification for Railway Stations to be used for development of
station into world class station through Public Private Partnership.
The first of its kind, this manual has laid down set of guidelines, standards and specifications for the
construction of new Railway Stations or Redevelopment of the existing Stations to bring them up
to the International Standards in terms of efficiency of operations and providing the comfort and
convenience to our passengers and the stakeholders.
A number of stations of IR, located at metropolitan cities and important centers are identified for
development through PPP route by leveraging a part of the real-estate development potential.
Hon'ble Minister for Railways has already taken up an ambitious program of Redeveloping 26
station into world class station so far requiring huge investments. Most of these investments are
expected to be realised through partnership with the private sector. Ensuring participation of
the private sector in infrastructure development in a transparent manner requires specific
framework. It requires a greater clarity on scope of work along with Expected performance parameters
other than manageable level of risk and adequate service quality assurance at an affordable cost.
This manual, I hope will serve this purpose by laying down the minimum standards that the MOR
and the concessionaire will observe and expect on the matter of construction and management of
these stations
I hope that this manual will be of interest to all those who are interested in redeveloping the
station, either new or existing through PPP route into world class station. I wish all success to
them in their endeavour to achieve a world class facility at Railway Stations.
June, 2009 Chairman, Railway Board
iv

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PREFACE
The objective of developing Manual of Standards and Specifications for Railway Stations is to
establish the bench marks for building either a new station or redevelop the existing Railway
Stations into world class stations through PPP route. Manual will provide norms and guidance to
future Station developers to build facilities comparable to International standards and yet remain
unique to the socioeconomic, cultural and other needs of the Indian Railways and its customers.
The Manual has been prepared with the intent to use it during the stage of development of master
plan and feasibility report and later as a part of the Concession Agreement for Railway Stations,
allowing the desired flexibility to the potential Concessionaires for innovation in design and
construction at reduced life cycle costs while improving efficiencies of operations,
performance, passenger comfort, and safety. By addressing a number of aspects of station
design without dictating design and operational processes, the Manual provides direction and clear
focus on issues and criteria that the Concessionaire needs to explore further in the design,
operational philosophies and performance standards for passenger safety, security, comfort and
desired levels of service. Manual also lays emphasis on modular, sustainable and
environmentally responsible construction management approach.
The Manual has been developed after extensive discussions and deliberations by team of
international experts and officials of Indian Railways. Committee of Executive Directors associated
with their Directors have gone through clause by clause of this manual and consider it as a living
document which shall be improved after every experience gained to provide specific guidance for
the redevelopment or construction of new Railway Stations to be taken next in hand in a manner
that shall achieve greater clarity and crypt-ness in the description.
I congratulate L&A directorate who have brought out this manual, the first of its kind with the help
of Superior global infrastructure Consulting Pvt. Ltd, other directorates of the Board, NR project
team and Rail Land Development Authority in such a short time and wish all success to those who
intends to use it.
June, 2009 Member/Engineering,

Railway Board
v

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ACK NOWLEDGEMENT
Superior Global Infrastructure consulting (SGI) Pvt Ltd. express its heartfelt thanks to Ministry
Of Railways, Government of India for bestowing the confidence in SGI for developing Manual
for Standards and Specifications for Railways Stations to be used for development of stations
into World Class Station through Public Private Partnership. SGI expresses its gratitude for
the support and guidance of Shri Rakesh Chopra ME, Shri Satish Kumar Vij Ex-ME, other
members of the Railway Board, and the steering group namely Shri V.K.Gupta Advisor L&A
and other members of the group and their esteem colleague Shri R.P. Gupta Ex-VC, RLDA
and Advisor (works), Railway Board.
SGI would like to place on record the contribution of the member of Committee of Executive
Directors/Railway Board namely Shri P.K Aggarwal, ED L&A , Shri A.K Singh, ED ME(chg) ,
Shri Gopal Gupta IG (RPSF), Shri R.C Adwal ED (Tele), Smt Manju Gupta ED(EEM), RK
Tandon ED(PM) and Dr Pankaj Kapoor ED (Health Planning), whose guidance and feedback
had helped shaped this document.
SGI would like to express special thanks to Shri Anil K Lahoti CE/Const/NR, Shri S.K. Mishra
ED/T/PPP),Shri P.D Sharma Ex-ED/L&A & Menber, RLDA, Shri Anil Gupta GM RLDA and
Shri Rajesh Agarwal Director (World Class Station), Railway Board for their cooperation,
fruitful discussion and coordination, without whom this work would not have completed
June, 2009 President (SGI)
vi

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LIST OF ACRONYMS AND ABBREVIATIONS
AMASRA - Ancient Monuments and Archaeological Sites and Remains Act

A&P - Access and Protection
AAMA - American Architectural Manufacturers Association
AASHTO - American Association of State Highway and Transportation Officials
ACVVVF - AC variable voltage variable frequency
ADA - Americans with Disability Act
ADAAG - ADA Accessibility Guidelines
AFC - Access Fare Collection
ANSI - American National Standards Institute
AOEG - Agent Operated Emergency Gates
API - American Petroleum Industry
APP - Accident Prevention Program
APTA - American Public Transportation Association
ARD - Automatic Rescue Device
ASCE - American Society of Civil Engineers
ASHRAE - American Society of Heating, Refrigerating and
ASI - Archaeological Survey of India
ASME - American Society of Mechanical Engineers
ASTM - American Society for Testing and Materials
ATM - Automatic Teller Machine
BAS - Building Automated Systems
BEE - Bureau of Energy Efficiency
BIS - Bureau of Indian Standards
BOCWA - Building and other construction workers Act
BOCWR - Building and other construction workers Regulation
BPC - Break Power Certificates
BS - British Standard
CA - Concession Agreement
CBR - Collector Bus Room
CBTC - Communications Based Train Control
CCTV - Closed Circuit Tele Vision
CEE - Chief Electrical Engineer
CFC - Chloro Fluoro Carbons
CFR - Code of Federal Regulations
CIC - Customer Information Center
CIS - Customer Information System
CMU - Concrete Masonry Unit
COF - Co efficient of Friction
CPRI - Central Power Research Institute
CRRI - Central Road Research Institute
CU - Coefficient of Utilization
CWR - Continuous Welded Rail
DBFO - Design, Build, Finance, and Operate
DOT - Department of Telecommunications
DRM - Divisional Railway Manager
ECS - Environmental Control System
EDR - Electrical Distribution Rooms
EIA - Environmental Impact Assessment
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EMI - Electro Magnetic Interference

EMS - Environmental Management System
EPA - Environmental Protection Agency (United States of America)
EPR - Electrical Panel Room
ERW - Energy Recovery Wheels
ES - Electrical System
EVACS - Emergency Voice Alarm Communication Systems
F ACP - Fire Alarm Control Panel
FAB - Fluidized Aerobic Bed
FATU - Fresh Air Treatment Units
FCC - Fire Command Centre
FEC - Forward Error Correction
FF&E - Furniture Fixtures and Equipments
FOB - Foot Over Bridge
FRLS - Fire Retardant Low Smoke
GBC - Green Building Council (USA)
GOI - Government of India
GPS - Global Positioning System
GRP - Government Railway Police
HAZCOM - Hazard Communication
HCP - Hazard Communication Program
HPI - Help Point Intercom
HVAC - Heating Ventilation Air Conditioning
IAQ - Indoor Air Quality
IATA - International Aviation Transportation Association
IBC - International Building Code
IDA - Indian Disability Act
IDLH - Immediately Dangerous to Life & Health
IE - Independent Engineer
IEC - International Electrotechnical Commission
IEEE - Institute of Electrical and Electronic Engineers
IEQ - Indoor Environmental Quality
IESNA - Illuminating Engineering Society of North America
IIC - Interactive Inquiry Centers
IOC - Indian Oil Corporation
IPAS - Intelligent Parking Assist System
IPIS - Integrated Passenger Information System
IPT - Intermediate Public Transport
IR - Indian Railways
IRC - Indian Roads Congress
IRWM - Indian Railway Works Manual
ISA - International Symbol of Accessibility
ISO - International Standards Organization
Km - Kilometre(s)
LT - Low voltage Transmission
L&A - Land and Amenities
LEED - Leadership in Energy and Environmental Design (USA)
LLF - Light Loss Factor
LOS - Level of Service
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LRT - Light Rail Transit

MCA - Model Concession Agreement
MEP - Mechanical, Electrical, Plumbing
MOEF - Ministry of Environment and Forest, India
MOR - Ministry of Railways
MOR - Ministry of Railways, India
MOSRTH - Ministry of Shipping, Road Transport & Highways
MRTS - Mass Rapid Transit System
MSDS - Material Safety Data Sheet
NBC - National Building Code, India
NEPA - National Environmental Policy Act
NFPA - National Fire Protection Association
O&M - Operations and Maintenance
OHE - Over Head Electricals
OHSAS - Occupational Health and Safety Advisory Services
OSHA - Occupational Safety and Health Act
OTE - Over Track Exhaust
PA - Public Address
PMIS - Project Management Information System
PPE - Personal Protective Equipment
PPP - Public Private Participation
PTZ - Pan-Tilt-Zoom
QAP - Quality Assurance Plan
QAS - Quality Assurance System
QM - Quality Manual
QRA - Quantitative Risk Assessment
RDSO - Research, Design, and Safety Organization
RFID - Radio frequency identification
RLDA - Rail Land Development Authority
RMS - Rail Mail Service
ROW - Right of Way
RPF - Railway Protection Force
RT - Reverberation Time
SCADA - Supervisory Control & Data Acquisition System
SEMP - Station Emergency management Panel
SGI - Superior Global Infrastructure Consulting Pvt. Ltd.
SHE - Safety, Health and Environment
SIC - Station Information Centre
SOP - Standing Operating Procedure
SPCC Plan - Spill Prevention Control and Countermeasure Plan
SPFE - Society of Fire Protection Engineers
Sr. DME - Sr. Divisional Mechanical Engineer
Sr. DOM - Sr. Divisional Operation Manager
Sr. DSTE - Sr. Divisional Signal and Telecom Engineer
SSA - Support Service Area
SSC - Station Service Center
SSM - Safety and Security Management
S&T - Signal and Traction
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STI - Speech Transmission Index

STP - Sewage Treatment Plant
SWP - Safe Work Plans
TCPL - Toxicity Characteristic Leaching Procedure
TCR - Train Control Room
TDD - Telecommunications Display Device
TERI - Tata Energy and Resource Institute
TTE - Train Ticket Examiner
TTY - Text Telephone
TVM - Ticket Vending Machine
UPE - Under Platform Exhaust
UPS - Uninterrupted Power Supply
UPVC - Unplasticised Poly Vinyl Chloride
USEPA - United State Environmental Protection Agency
UWLR - Upward Waste Light Ratio
VCE - Vertical Circulation Elements
VCT - Vinyl Composition Tile
VMS - Variable Messaging System
VOC - Volatile Organic Compounds
WHO - World Health Organization
XLPE - Cross-Linked Polyethylene
x

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List of Figures
SECTION - 3
Fig. 1 of 3.2.1 : Centre Platform plan
Fig. 2 of 3.2.1 : Center platform section
Fig. 3 of 3.2.2 : Side platform plan and section
Fig. 4 of 3.2.3 : Split-level platform section
Fig. 5 of 3.2.3 : Stub terminal platform plan (e.g., Chattrapati Shivaji Terminus, Mumbai:
suburban platforms)
Fig. 6 of 3.2.3 : Flow-through platform plan
Fig. 7 of 3.2.3 : Flow-through platform section

Schedule I
to suit 25 K.V.A.C. Traction schedule I
Fig. 10 of 3.2.2 : Standard Dimensions out of Stations Schedule I
Fig. 11 of 3.2.2 : Standard Dimensions out of Stations to Suit 25 K.V.A.C.
Traction schedule I
Fig. 12 of 3.2.2 : Maximum Moving Dimensions
Fig. 13 of 3.2.2 : Standard Dimensions in Stations to Suit 25 K.V.A.C. Traction
Schedule I
Fig. 14 of 3.2.2 : Infringements of Schedule -I for 3660 mm Goods Stock &
New Standard Locomotives in Existing Tunnels Only
SECTION - 4
Fig. 1 of 4.2.3 : Security and Emergency Preparedness Planning Guide

Fig. 1 of 4.5.3 : Schematic diagram showing Passenger Circulation Flow within the Station
Fig. 1 of 4.5.4 : Typical station components
Fig. 2 of 4.5.4 : A cross section of the Elevator and the Landing Area
SECTION - 5
Fig. 1 of 5.5.6 : Water Balance Diagram

Fig. 1 of 5.5.6 : Figure Showing Process Flow of STP
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List of Tables
SECTION – 1
Table: 1 of 1.4 : List of Technical Schedules to the Concessionaire’s Agreement
SECTION - 3
Table 1 of 3.3.1 : Standard facilities at platform
SECTION - 4
Table 1 of 4.2.4 : Codes and standards for Station designing
Table 1 of 4.2.4 : Material Classification
Table 1 of 4.2.5 : Standard for Egress capacity during Emergency
Table 1 of 4.3.5 : Showing Parking Bay with accessible spaces
Table 1 of 4.5.3 : J.J Fruin’s Queue LOS
Table 2 of 4.5.3 : Circulation flows as per J.J Fruin’s Queue LOS
Table 3 of 4.5.3 : Allocated Space per Person in the Terminal Area
Table 1 of 4.5.4 : Minimum size for the Disabled / Casualty provision
Table 2 of 4.5.4 : Sample Calculation for Concourse Waiting Space
Table 1 of 4.5.5 : Parking Provisions (For Peak Demand
Table 1 of 4.6.2 : Coefficient of Friction on Various surfaces
Table 1 of 4.6.4 : Recommended station finishes and materials for various locations
Table 1 of 4.6.5 : Station finishes and materials
Table 1 of 4.7.3 : Obtrusive Light Limitations for Exterior Lighting Installations
Table 2 of 4.7.3 : Uniformities and Relationship of Illuminances of Immediate Surrounding

Areas to Task Area
Table 3 of 4.7.3 : Glare Rating and Colour rendering Index for Selected Areas
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Table 4 of 4.7.3 : Standards for Illumination in Railway Stations
Table 1 of 4.8.3 : Acceptable Noise Levels for Various Types of Spaces
Table 1 of 4.8.4 : STI Rating Table
Table 1 of 4.8.5 : Background Services Noise Criteria for Typical Spaces
Table 1 of 4.9.4 : Table Illustrating colour code for signage at railway station
Table 1 of 4.9.9 : Signage Requirement in Different Parts of Stations
Table 1 of 4.11.7 : Showing List of FF&E to be provided in Station Area
SECTION – 5
Table1 of 5.4.6 : Space Requirement for different Station Areas
Table 1 of 5.4.6 : Sample List of Train Operation Spaces
Table 1 of 5.5.1 : Codes and Standards for Different Engineering Works
Table1 of 5.5.3 : Optimum Locations for the Major Utility Function and Equipment
Table 1 of 5.5.6 : Table Showing Raw Sewage Characteristics
Table 2 of 5.5.6 : Table Showing Treated Sewage Characteristics
Table 1 of 5.5.7 : Minimum acceptable coefficient of performance for air conditioning systems
Table 2 of 5.5.7 : Standards and Codes for Designing of Chillers
Table 3 of 5.5.7 : Pipe Sizing According to the design Parameters
Table 4 of 5.5.7 : Design parameters for duct designing
xiii

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Annexure I - ADAAG Guidelines
262
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263

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265

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288
Annexure II - Signage for Rail Users
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355

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357

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358

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Annexure III ‐ International transportation graphic
standard signs
359
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AIGA nternatio al Symbols
Index for the symbols
Telephone
Escalat r ‐ Down
Mail
Escalat r ‐ Up
Cur ency
Exc ange
Stairs

Cas ier
Stairs ‐ Down

Firs Aid
Stairs ‐ Up
Lost and Found
Elevator

Coa Check
Toilets Men

Bag age Lockers
Toilets Women

Esc lator
360
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Toilets Bus
Nursery Ground
Transp rtation

Dri king Fount in Rail

Transp rtation

Waiting Room
Water
Transp rtation

Information
Car Rental

Hotel Information
Restau ant

Air
Tra sportation
Coffeeshop

Heliport
Bar
Taxi
Shops
361
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Bar er Shop ‐ Arrivin Flights

Beauty Salon

Smokin g
Bar er Shop

No Smoking
Beauty Salon

Parking
Ticket Purchase

No Par ing
Bag age Check In

No Dogs
Bag age Claim

No Entry
Cus oms

Exit
Im igration
Fire Extinguisher
Departing Fligh s

362
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Litt r Disposal
Rig t Arrow
For ard and
Rig t Arrow
Up rrow
For ard and Le t
Arr w
Left Arrow
Left and Down
Arr w
Do n Arrow
Rig t and Dow
Arr w
363
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Teleph ne
364
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Mail
365
124/432
C rren y E cha ge
366
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Cashi r
367
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First Aid
368
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ost nd oun
369
128/432
Co t Check
370
129/432
agg ge L cke s
371
130/432
scal tor ow
372
131/432
Esc lator Up
373
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tair
374
133/432
Stai s ‐ Down
375
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Elevator
376
135/432
oile s
377
136/432
Toil ts ‐ Men
378
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oilets ‐ omen
379
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Nursery
380
139/432
D inki g F unt in
381
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Wai ing oo
382
141/432
Inf rma ion
383
142/432
H tel Infor ati n
384
143/432
Air Transp rtati n
385
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Helip rt
386
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Taxi
387
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Bus
388
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Gro nd ransport tion
389
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Rail Tr nsp rtat on
390
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Wa er T ans ortation
391
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Ca Re tal
392
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Re taurant
393
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Co fee hop
394
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Bar
395
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hops
396
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B rbe Shop ‐ B aut Sal n
397
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icke Purchas
398
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Baggage hec In/ aggage lai
399
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C sto s
400
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Im igration
401
160/432
Departing Fligh s
402
161/432
rriving Flight
403
162/432

S oki g
404
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No mo ing
405
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Parki g
406
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No Par ing
407
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No Dogs
408
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N En ry
409
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Exit
410
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Fire E tinguish r
411
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Litter Dis osa
412
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Rig t Arrow
413
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Le t Arrow
414
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Lef and Do n Arrow
415
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orw rd and R ght rro
416
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U Arr w
417
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or ard nd eft rro
418
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Do n A row
419
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Right an Do n Arrow

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Page 1 of 48 Effective from 30/10/2008 RDSO/SPN/TC/67/2008 Revision 1.0

True Colour Video -cum- Train Information Display System
DRAFT SPECIFICATION
FOR
TRUE COLOUR VIDEO -CUM- TRAIN INFORMATION
DISPLAY SYSTEM
SPECIFICATION No.: RDSO/SPN/TC/67/2008
Revision 1.0
Number of Pages: 48
TELECOM DIRECTORATE
RESEARCH DESIGNS & STANDARDS ORGANISATION
LUCKNOW-226011
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DOCUMENT DATA SHEET
Specification No. Revision
1.0
RDSO/SPN/TC/67/2008
Title of Document
Draft Specif icatio n for True Colour Video -cum- Train
Information Display System
Author
Director/Telecom-II/RDSO
Approved by
Executive Director/Telecom/RDSO
Abstract
This document specifies the technical specification f or “ True Colour Video -
cum- Train Information Display System” consisting of networked Indoor &
Outdoor Video Display Boards, Train Information Displays, Coach Guidance
Displays and PC Based Announcement System. In addition to displaying train
related information like arrival/departure timings, this system is also used for
showing commercial advertisements and video inform ation.
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DOCUMENT CONTROL SHEET
Name Organizatio n Functi on Level
Director/ Telecom-II RDSO Member Prepare
Executive Director/ Telecom RDSO - Approve
REVISIONS:
Version Chapter/ Revision Effective

An nex ur e Month/Year
RDSO/SPN/TC/67/2006 - FIRST ISSUE January, 2007
RDSO/SPN/TC/67/2008 All pages 1.0 October, 2008
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TABLE OF CONTENTS
S. No. Name of the Content Page No.
I Summary 5
II Source 5
III Foreword 5
1 Scope 6
2 System Description 6
3 System Specifications 7
4 Specification of LED 22
5 Software Requirements 25
6 Power Supply 32
7 Test Requirements 33
8 Test Procedure 36
9 Quality Assurance 41
10 Marking & Packing 41
11 Information to be supplied by Manufacturer 41
12 Information to be supplied by Purchaser 42

13 Training 43
14 Diagrams 43
15 Data Communication Protocol 43
16 Diagram 1 (Sheet 1 of 2) 44
17 Diagram 1 (Sheet 2 of 2) 45
18 Diagram 2 46
19 Diagram 3 47
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I SUMMARY
This document covers the technical requirements of True Colour Video -cum- Train
Information Display System suitable for displaying Train Arrival/Departure
Indication, Coach Guidance, PC Based Announcement System and for showing
True Colour Commercial Advertisements & Video Displays.
II SOURCE
Draft specification RDSO/SPN/TC/67/2008, Rev 1.0 has been prepared by RDSO,

Lucknow based on the recommendation of 34th TCSC meeting and with approval
of Railway vide letter No. 2004/Tele/TCM/1 dated 01/06/2007.
III FOREWORD
RDSO/SPN specification is issued as draft specification. This specification is

circulated to customers/ Railways and field inspection units for comments.
In the absence of IRS specification, procurement may be made as per RDSO/SPN

specification.
This specification requires the reference to the following specifications:
RDSO/SPN/144 The Safety and reliability requirement of electronic signaling

equipment
IS:9000 Basic environmental testing procedures for electronic and

electrical items
Wherever, reference to any specifications appears in this document, it shall be

taken as a reference to the latest version of that specification unless the year of
issue of the specification is specifically stated.
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MANAK NAGAR, LUCKNOW
DRAFT SPECIFICATION FOR

TRUE COLOUR VIDEO -CUM- TRAIN INFORMATION DISPLAY SYSTEM
DRAFT SPECIFICATION NO.: RDSO/SPN/TC/67/2008, Revi si on 1.0
1.0 SCOPE
This document covers the technical specifications of “True Colour Video -cum-
Train Information Display System” used for giving train arrival/departure information
and any other video to passengers. It specifies the requirements for PC based
announcement system and true colour display boards; namely platform display
boards, coach guidance display boards, indoor video display boards and outdoor
video display boards; placed at various places of the stations with the feature of
networking and operation from a centralized place.
2.0 SYSTEM DESCRIPTION
2.1 The True Colour Video -cum- Train Information Display System shall consist of
central controller with standby for redundancy, Central Data Switch, Platform Data
Controller, Video Display Controller, true colour display boards of different sizes
(for Platform Display, Coach Guidance Display, Indoor Video Display and Outdoor
Video Display) and interfaces for CCTV and Audio Announcement System as
shown in Diagram 1 (Sheet 1 and 2). Central Controllers and all other devices are
to be pre-loaded with the required software for user interface for display and
announcement. The Platform, Coach Guidance, Indoor and Outdoor display
boards shall be of LED based, high bright, daytime visible and with suitable
structure to mount the display boards.
2.2 The display system shall display train number, name of train, expected time,
arrival/departure and platform number for multiple trains at a time on Indoor or
Outdoor Video Display Boards. The Platform Display system shall display the
information of one train at a time scheduled for that platform. It should also be
possible to give at-a-glance display on a Platform Display for coach guidance to
passengers, indicating the coach composition of the train scheduled for that
platform.
2.3 The true colour Indoor and Outdoor Video Displays shall display train information,
commercials, entertainment programs and other information for passengers. The
system shall allow programming the video information to display from a remote
place through WAN (Wide Area Network). It shall capable of displaying video
telecast from central place through WAN which can be used at the time of
emergency or on a special events.
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2.4 The system shall provide an interface suitable to integrate with the existing CCTV
network of the railway station to display the train information similar to that
displayed on an Indoor Video Display board. The system shall also provide an
interface suitable to integrate with the existing audio announcement system of the
railway station to announce the train information and any other types of text
messages. The system shall be flexible to incorporate any features required by
railways.
3.0 SYSTEM SPECIFICATIONS
3.1 Hardware Requirements
The system shall mainly consist of:

a) Central Data Controller (CDC)
b) Central Data Switch (CDS)

c) Platform Data Controller (PDC)
d) Platform Display (PFD)
e) Coach Guidance Display (CGD)
f) Video Display Controller (VDC)
g) Indoor Video Display (IVD)
h) Outdoor Video Display (OVD)
3.2 Central Data Controll er (CDC):
3.2.1 The system shall have provision for redundant control units. Both the controllers
shall be pre-loaded with all the software and services required. There shall be
continuous data synchronization between these two controllers through a LAN link.
User should be able to avail the service from either of the systems and data is to
be synchronized for every transaction in both the controllers.
3.2.2 The Central Data Controller (CDC) shall comprise of two PCs, one UPS, one CDS,
one Audio Selector Switch and one set of Speakers and Microphone. The PC shall
be of reputed brand having minimum configuration as mentioned below:
a) Pentium–IV or equivalent processor (2.6GHz or higher)

b) 1GB RAM
c) 80GB SATA HDD
d) DVD ROM Drive
e) Standard I/O Ports (1 Parallel, 1 Serial, 1 VGA, 2 PS/2, 2 USB, etc. (minimum))
f) Windows 2003 Server or higher version of Operating System (OS)
g) 10/100Mbps Ethernet Interface
h) Audio Out and Audio In

i) Keyboard and Mouse
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j) 15” Colour LCD/TFT Monitor

k) SQL Server 2000 or higher as the back-end database
3.2.3 The CDC & CDS shall have a common UPS of adequate capacity with minimum
ONE hour battery backup of standard make for uninterrupted operations incase of
mains power supply failures and fluctuations.
3.2.4 Two PCs working in standby mode as Central Data Controllers, connected in a
LAN shall be provided.
3.2.5 The CDC shall be installed and operated from any suitable control centre or
enquiry office, preferably in dust free and air conditioning environment to improve
the reliability of the system.
3.2.6 The CDC shall be provided with suitable voice recording and voice playback facility
for making PC based audio announcement. There shall be provision for one
speaker of minimum 5W with volume control to monitor the announcement.
3.2.7 Pressing the ON/OFF button of the controller (main/standby) should switch on the
system with auto running of software. Again pressing the button should switch off
the controller. Controller is to be switched off only after closing the programs and
proper shut down.
3.2.8 The selection of audio outputs from the main and standby controllers shall be
automatic and shall be interfaced with the existing public address system of the
railway station.
3.2.9 Suitable hardware & software shall be provided in the system for taking data &
required information from automatic train information system like train charting
server for displaying train information on various types of display boards, coach
guidance systems and for making announcement, if proper interface is specified by
the purchaser. (Optional)
3.2.10 Separate standard cabinet of suitable dimensions shall be provided to house two
numbers of Data Controllers as specified in 3.2.2 with associated accessories. The
typical arrangement of the CDC rack is shown in Diagram 2.
3.2.11 Cabinet should be made of galvanized MS sheet of minimum 18 SWG thickness to

achieve modular and ergonomic design for good maintainability. The cabinet
should be rust free and powder coated in ivory/gray colour. It should have front
door of tinted toughened glass and a metal rear door. Shelves of suitable height
shall be provided to accommodate the equipment. Proper power supply distribution
with plugs & sockets of appropriate capacity and earthing arrangement shall be
provided for the cabinet.
3.2.12 The cabinet shall have the front and back sides locking facility for equipment
safety. Gland plates shall be provided on the top and bottom panel of cabinet for
cable entry.
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3.2.13 Keyboards and Monitors should be placed inside the cabinet at appropriate height
for easy and comfortable operation. Keyboards shall be provided with sliding
arrangement.
3.2.14 LCD/ Plasma TV should be preferably used for the CCTV display. Size of the LCD/
Plasma should be decided by the purchaser as per site condition.
3.2.15 The Platform and Coach Guidance Boards shall have inbuilt Flash type of
nonvolatile memory for the storage of database required to display Text and
Graphics information on these boards. It shall be possible to upload the database,
like train information, text messages, images, etc., from the CDC on the same
communication link used for normal train arrival/departure display.
3.2.16 The time required to upload a block of 1K Bytes database to a Platform Data
Controller from the Central Data Controller shall not exceed TWO seconds. The
response time of the Platform & Coach Guidance Display Boards to the CDC
commands, like train arrival/departure display on PFD, coach numbers display on
CGD, text message display, image display, display on/off etc. , shall also not
exceed TWO seconds.
3.2.17 The time required to upload a block of 1M Bytes database to a Video Display
Controller (VDC) from the Central Data Controller (CDC) shall not exceed ONE
second. The response time of the VDC to the CDC commands, like train
arrival/departure display, video display, image display etc. shall not exceed TWO
seconds.
3.3 Central Data Swit ch (CDS):

3.3.1 The Central Data Switch (CDS) shall provide Ethernet based IP data
communication among multiple display devices and controllers namely Platform
Data Controllers and Video Display Controllers.
3.3.2 The CDS should be a multi-port Ethernet communication device. It should have
minimum 2 Ethernet ports for display/control information coming from the two
controllers and at least 14 Ethernet ports for driving Platform Display controllers,
Video Display Controllers and for expansion. Actual number of Ethernet ports shall
depend on the site specific requirements. The Central Data Switch shall be
managed switch of CISCO or 3COM or NORTEL or HP make.
3.3.3 In case of failure of a port of CDS, it shall be possible to use any available spare
port immediately to restore the functionality of the system with minimum down
time.
3.3.4 The CDS shall be powered by 230 Volts AC mains and shall operate from 160V to
265V AC at 50Hz. The Switch shall have LED indications for monitoring the
communication health of the connected ports.
3.3.5 The communication shall be on CAT5 or higher category cables and all ports
should be properly protected against voltage surges. Suitable Ethernet to RS485
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interface converter shall be used incase the unit connected, to a CDS port, has
RS485 interface. The interface converter shall have inbuilt isolation for all its ports.
3.3.6 Suitable signal boosters or repeaters shall be used for installation incase the length
of the cable between the CDS and PDC is more than the permissible, to
compensate the cable losses.
3.3.7 Necessary diagnostic routines shall be provided to the operator with the help of
which operator shall be able to avail the information regarding the faulty ports so
that the necessary action can be taken to rectify the same.
3.4 Platform Data Contro ller (PDC):
3.4.1 One Platform Data Controller shall be preferably installed on each platform
preferably at the halfway length of the platform to drive the respective downstream
display devices namely, Platform and Coach Guidance display boards.
3.4.2 The PDC shall route the data/ instructions coming from the Central Data Switch to
the downstream display devices and health/ diagnostics information from the
display devices to CDS.
3.4.3 The PDC should have at least two RS485/Ethernet ports for interfacing to the
Central Data Switch, at least four serial RS485 ports for driving Platform Display
boards and Coach Guidance Display boards.
3.4.4 The
265VPDC
AC shall be powered
at 50Hz. by 230
The unit Voltshave
should AC mains and shall operate
LED indications from 160Vthe
for monitoring to
communication status of the connected ports.
3.4.5 The serial port connection to the coach guidance display boards along a line shall
be daisy chained and in case of a failure (like power down) of a unit, the extension
of communication link shall not be affected. Also in case of removal of any Platform
Display Board or Coach Guidance Display Board for repair, provision shall be there
to bypass/extend the communication link.
3.4.6 The PDC shall communicate with CDS and display devices connected to it on a
properly isolated interface.
3.5 Platform Display Boards :
3.5.1 The platform display board shall display the arrival/departure information of a train
scheduled for that platform. If the platform display board is common between two
platforms, it shall be able to display the train information of trains scheduled on
both the platforms alternatively.
3.5.2 The platform display board shall also give at-a-glance information with coach
composition details of the train arriving/departing on a platform. If the multi train
information is to be displayed, it shall be done on time sharing basis.
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3.5.3 The platform display board shall display only one train information at a time
scheduled to arrive on / depart from a platform. If the multi train information is to be
displayed, it shall be done on time sharing basis.
3.5.4 The platform display board shall be able to display commercial advertisements and
logos of suitable size utilizing the true colour display feature of the unit under the
control of Central and Platform Data Controllers.
3.5.5 The platform display boards can be mounted on the platform, foot over bridge and
at the entrance of platform as specified by purchaser. The platform display boards
which are to be mounted in the middle of a platform shall have both side displays.
3.5.6 The titles, like, train number, name, expected time, arrival/departure, platform
number etc. should be displayed on the display area of the board, as per the data
shown on the display board. Alternatively, these titles can be screen printed on the
casings. These titles shall be clearly readable from a distance of minimum 50
meters in the brightest part of the day. Colour of characters should be preferably in
“white” or otherwise specified by purchaser.
3.5.7 There shall be provision to display the status of train like late, rescheduled,
cancelled, indefinite late, diverted etc.
3.5.8 The information on display boards shall be displayed in turn in English, Hindi and if
so required by the purchaser in a regional language.
3.5.9 The platform display boards shall be dust proof, weather proof, water proof and
vibration proof as per IP54.
3.5.10 Display on the board shall be flicker free.
3.5.11 The display on a board shall be immune from the effect of 25KV AC traction line or
electro-magnetic induction or any other electro-static induction.
3.5.12 Each display shall last for specific period of up to 60 seconds and shall be
adjustable from the control center.
3.5.13 SMD type LEDs with equal fringe and uniform intensity are to be used to ensure
that the information to be displayed is with excellent contrast so that no black
patches are visible on the display screen.
3.5.14 These display boards shall be constructed using PCB modules of 32x24 LED
matrixes. The mechanical mounting of these modules shall be such that easy
replacement of PCB module is possible in case of repair. Such replacement shall
not call for removing any other PCBs.
3.5.15 The construction of different type of display boards should be modular, such that
any module (i.e. PCB, connector, cable, power supply unit etc.) can be easily
removed when defective and a fresh module is fixed to make the system functional
again. Wiring between different modules should be done with the help of
male/female type of connectors. There should not be any requirement of rewiring,
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re-soldering/ de-soldering or opening and reconnections of wiring etc. during the

maintenance, unless there is damage to the wiring. Proper cable guides are to be
provided inside the display board for drawing cables and wires neatly.
3.5.16 All the power supply modules are to be mounted at appropriate locations inside the
display board with enclosure for easy maintenance and accessibility. Display
controller/driver modules of display board should also be easily accessible. LED
display modules should be accessible from front side.
3.5.17 Suitable earthing arrangement has to be provided for earthing the body of display
board.
3.5.18 The relevant ICs for the display board should preferably be of surface mounted
device (SMD) to ensure high reliability.
3.5.19 Display boards shall be capable of working in temperature range of -10°C to +70°C
and relative humidity up to 95% at ambient temperature of 40°C without any
degradation.
3.5.20 There should be in-built SMPS power supply modules to work directly on 230V AC
with short circuit protection with properly rated fuse at its input.
3.5.21 The display board shall communicate with the Platform Data Controller on a
properly isolated interface.
3.5.22 The display boards should not display any garbage until the required information is
available from the Platform Data Controller. The boards shall have proper recovery
mechanism built-in to recover automatically in case the processor goes haywire
due to any external disturbance caused by high voltage traction etc.
3.5.23 Material used for the printed circuit board (PCB) shall be copper clad glass epoxy
of grade FR-4 or equivalent. The PCB thickness shall be minimum 1.6mm.
3.5.24 CONFORMAL COATINGS: Assembled and tested printed boards should be given
a conformal coating to enable them for functioning under adverse environmental
conditions. The coating material should be properly chosen to protect the assembly
from the following hazards.
a) Humidity
b) Dust and dirt
c) Airborne contaminants like smoke and chemical vapors
d) Conducting particles like metal clips and filings
e) Accidental short circuit by dropped tools, fasteners etc.
f) Abrasion damage
g) Vibration and shock (to a certain extent)
3.5.25 The solder masks (green/black) shall be applied on the solder side and component
side of the card.
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3.5.26 The following description shall be screen printed on the component side of the
PCB
a) Component outline in the proximity of the component
b) Manufacturer’s name
c) PCB name
d) Part number
3.5.27 The following description shall be engraved on the PCB

a) The manufacturing serial number
b) Month and year of manufacture
3.5.28 The Platform display board should have preferably the following character sizes:
a) Character Size on display board with 16 Rows of SMD LEDs:

For English, the character size shall be of minimum 12x16 LED matrix. There
should be a gap of preferably 2x16 LED matrix between two consecutive
characters and 5x16 LED matrix between two consecutive fields. However, actual
character size will depend on the font type.
b) Character Size for Coach Composition Data display:

For English, the character size shall be of minimum 6x8 LED matrix. There should
be a gap of minimum 1x8 LED matrix between two consecutive characters and 3x8
LED matrix between two consecutive fields. However, actual character size will
depend on the font type.
3.5.29 Preferably CAT5 or higher grade cable shall be provided for the data
communication.
3.5.30 In data communication, Class-D surge protection circuit should be provided in each
platform display board, coach guidance display board and platform data controller.
3.5.31 Display format of 384x24 Platform Display Board with Single Line Display shall be
as under:
3.5.32 Field format of Platform Display board with SMD LED matrix of 384x24 should be
preferably as per following format. However, actual format will depend on the font
type and information to be displayed.
TRAIN EXPT. PF
TRAIN NAME A/D
No. TIME No.
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TRAIN EXPT. PF
TRAIN NAME A/D
No. TIME No.
1 Char
4 Char (Space) 15 Char (Space) 4 Char (Space) (Space) 2 Char
12
54 LEDs 5 LEDs 218 LEDs 5 LEDs 54 LEDs 5 LEDs 5 LEDs 26 LEDs
LEDs
3.5.33 Mechanical Specification of Platform Display board shall be as under:
Parameter Specif ied Value

3800(L) x 400(H) x 200(D) approx. – for both Single and
Physical dimensions of Double sided boards
casing (in mm) Overall dimensions of the board should not exceed
more than 10% of the specified values.
Case Material Aluminum Alloy Sheet
Thickness 16 SWG
Mounting
Color Provision Wall Mounting / Over Hanging
Black
Finish Powder Coated
3.5.34 Specifications of Platform Display board shall be as under:

384x24 for
Display Matrix - Train Arrival / Departure Information and
- At-a-glance Coach Composition Information
Single for Train Arrival / Departure Information
No. of Lines
No. of Sides Two
SingleforFace
Coach
or Composition
Double FaceInformation
(as specified)
Pixel Pitch 9.525mm (+/-0.1mm)
LED As per clause no. (4.1)
Color True Color
Languages Displayed English, Hindi and a Regional Language
a. 150mm x 100mm
(for Train information in English)
b. 170mm x 120mm
Character size (for Train information in Hindi or Regional
(approximately) Language)
c. 75mm x 60mm
(for Coach Composition information in
English only)
Train No. (4 Char), Train Name (15 Char),
Expt. Time (4 Char), Arr./ Dept. (1Char),
PF No. (2 Char)
No. of character
Max. 3 characters for each coach number and two
lines for 24 coaches.
32x24 with variable brightness depending on time of
Display module
day & this should be adjustable.
PCB Glass epoxy FR-4 Grade
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Power Supply required 160 - 265V AC, 50Hz, Single Phase
3.5.35 It shall be possible to give At-a-glance Coach Composition information on a

Platform Display board as a two line LED matrix of 384x10. The display shall
preferably be as per the following format. Train information & coach composition
information are to be shown alternatively.
3.6 Coach Guidance Display Board:
3.6.1 train
The Coach Guidance
scheduled Displayunder
on a platform (CGD)theBoard
controlshall display Data
of Platform the coach number of a
Controller.
3.6.2 Coach guidance display boards shall comply to Clauses 3.5.9 to 3.5.27.
3.6.3 The coach guidance display boards are to be mounted at nominated locations
where coaches of trains are to be marshaled along the platform and shall have
both side displays.
3.6.4 Individual CGD boards across the platform should show the position of the
coaches like GEN, A1, S10, etc. and train number alternatively with a time
difference which should be programmable as per requirement.
3.6.5 Coach Guidance Display board shall be of following specifications:
Parameter Specified Value

LED Matrix 64x24
No. of Lines 1 Line
No. of Sides Double Face
Pixel Pitch 9.525mm (+/- 0.1mm)
LED As per clause no. (4.1)
Color True Color
Languages Displayed Alpha Numeric, English
Character size 170mm x 130mm (approximately)
No. of characters 4 Characters
Display module 32x24
Power Supply required 230V AC, 50Hz
Working Voltage Range 160 – 265V AC, 50Hz, Single Phase
3.6.6 Mechanical Specifications of Coach Guidance Display shall be as under:

Physical dimensions of 800(L) x 400(H) x 200(D) approx.
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casing (in mm) Overall dimensions of the board should not exceed
10% of the specified values.
Case Material Aluminum Alloy Sheet
Thickness 16 SWG
Mounting Provision Wall Mounting / Over Hanging
Color Black
3.6.7 Sun guard of suitable design made of Galvanized MS Sheet of minimum 16SWG
thickness shall be provided on the top of coach guidance board, which is to be
placed in open area to protect against sun and rain.
3.6.8 It shall be possible to display small commercial logos/advertisements on CGD

boards utilizing the true colour feature of the unit under the control of Platform Data
Controller.
3.6.9 Fields format of Coach Guidance Display board shall be as under:
Train Number display with Title
‘General’ Coach Guidance display with Title
‘S12’ Coach Guidance display with Title
3.7 Video Display Contro ller:
3.7.1 The Video Display Controller (VDC) shall drive the Indoor / Outdoor Video Display
board. Each video display board shall have an individual VDC.
3.7.2 The VDC shall consist of a PC of reputed brand as per the minimum configuration
mentioned below and Optical Interface Unit for driving Video Display Boards.
• Intel Core2 Duo Processor (2GHz min.)

• 512MB SD RAM
• 80GB SATA HDD
• DVD ROM Drive
• Standard Ports: one RS232 Serial port, one Parallel port, two PS/2 ports,
two USB ports, etc.
• Integrated 10/100Mbps Ethernet Interface
• DVI/VGA and S-Video ports
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• WINDOWS XP Professional OS or higher version of Opearating System

• Standard Anti-Virus Software with node license
• Keyboard and Mouse
• Standard 15” LCD Color Monitor
3.7.3 The VDC shall work on single phase 160VAC - 265VAC, 50Hz supply. An MCB
along with an indicator shall be provided for protection.
3.7.4 A 19” rack shall be used to house a VDC along with a UPS of adequate capacity
for giving backup of minimum 30 minutes to the VDC.
3.7.5 A separate VDC, without Optical Interface Unit, shall be provided to generate the
video content to CCTV and/or Plasma/LCD TV display systems.
3.7.6 The rack shall be made up of 2mm CRCA steel sheet to achieve modular and
ergonomic design for good maintainability. The cabinet shall be powder coated in
grey colour. It shall have front door of tinted toughened glass and a metal rear in
door. Rack shall be fitted with adjustable shelves to accommodate the equipment.
3.7.7 The front and back sides of the cabinet shall have the facility for locking the
equipment. Gland plates shall be provided on the top and bottom panel of cabinet
for cable entry. Proper cable guides shall be provided inside cabinet. Suitable
ventilation should be provided from both sides and rear side.
3.7.8 LED indications shall be provided on Optical Interface Unit of the VDC to indicate
network status.
3.7.9 Suitable hardware and software shall be provided in the controller for taking
required information from Central Data Controller for displaying train/Video
information on the display board.
3.7.10 The VDC shall have sufficient disk space to store the active schedule content and
the VDC software shall play the content as per the schedule set from the CDC.
3.7.11 The VDC shall continue to play the locally stored content on the respective display
board even there is a link failure with the CDC.
3.7.12 The VDC shall monitor, capture and maintain the configuration, health and
diagnostics information of the connected Video Display Board.
3.7.13 Local access to the VDC shall be possible for operation and maintenance
activities.
3.7.14 It shall be possible to arrange all the VDCs of a station at a common place,
preferably near to CDC rack. With this kind of arrangement, provision can be given
to group few VDCs with a common “Keyboard, Video Monitor and Mouse” for that
group. Operator should be able to select the VDC to work on when required.
3.7.15 The interface between ‘a VDC’ and ‘the Video Board’ shall be on a “Optical Fibre”.
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3.8 LED Video Display Board (Indoo r & Outdoo r):
3.8.1 For Outdoor applications 16mm (approx.) pitch display shall be used.
3.8.2 For Indoor applications 9mm (approx.) pitch display shall be used.
3.8.3 The display on a board shall immune from the effect of 25KV traction line or
electromagnetic induction or any other electro-static induction.
3.8.4 LEDs with equal fringe and uniform intensity shall be used on display board to
ensure that the information to be displayed will be with excellent contrast.
3.8.5 The relevant ICs which are to be used in display board shall be of surface mount
device (SMD) type to ensure high reliability.

3.8.6 There shall be no need of new type of electronics to add extra modules to the
display boards to increase the board size from lower line capacity to higher line
capacity as mentioned in the respective video board’s specifications.
3.8.7 Indoor & Outdoor Display Boards shall be capable of working in a temperature
range of -10°C to +70°C and relative humidity up to 90% at ambient temperature
range of 40°C without any degradation.
3.8.8 There shall be in built power supply in each display board to work directly on 230V
AC with short circuit protection with properly rated fuse at its input. High voltage
protection shall be provided for greater than 265V AC.
3.8.9 Material for the Printed Circuit Board shall be copper clad glass epoxy of grade FR-
4 or equivalent. The PCBs thickness shall be minimum 1.6mm.
3.8.10 To get good reliability of the system, LEDs shall be mounted on one side of the
PCBs, drivers and other circuitry shall be mounted on the other side of the PCB.
3.8.11 Fans shall be provided for circulation of air inside the modules of the display board.
Air filters are also to be provided to avoid dust entry into these modules.
3.8.12 CONFORMAL COATINGS: Conformal Coatings shall be given to assembled and

tested printed boards to enable them for perfect functioning under adverse
environmental conditions. The coating materials should protect the assembly from
the following hazards.
• Humidity
• Dust and dirt
• Airborne contaminants like smoke and chemical vapors
• Conducting particles like metal clips and filings
• Accidental short circuit by dropped tools, fasteners etc.
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3.8.13 Sizes of Display Boards given in the Clause 3.9 for outdoor video display & 3.10 for
indoor video display are only typical. These may vary depending on purchaser
requirement.
3.8.14 Suitable stereo Audio Amplifier and Speaker System, of a reputed make like
AHUJA, JBL, BOSCH; as specified by the purchaser, shall be used along with
Video Display Boards. (Optional)
3.9 Outdoor Video Display Board:
3.9.1 Three different sizes of outdoor video display boards of pitch 16mm, as per the
following specifications, shall be provided as per the purchaser requirements.
Aspect ratio of the highest configuration board should match the Indian TV
standard of 4:3.
Specifications
S. No. Descri pti on 5-Line 10-Line 15-Line
Display Display Display
1 Pixel Pitch (approx.) 16.256mm (+/- 0.1mm)
2 Resolution in pixels (W x H) 320 x 80 320 x 160 320 x 240
3 Total Number of Pixels 25600 51200 76800
4 No. of Modules (W x H) 8x2 8x4 8x6
5 Display Board Physical Size 5200mm x 5200mm x 5200mm x
(W x H x D) (approx.) 1300mm x 2600mm x 3900mm x
300mm 300mm 300mm
6 Display Area (approx.) 6.5m²/

70sq.feet 13m²/
140sq.feet 20m²/
210sq.feet
7 Typical Display Viewing Angle Horizontal: 110° / Vertical: 50°
8 Color Processing (min.) 12-Bit per color
(16-bit per color preferred)
9 Surface Luminance (typical) 7500 cd/m²
10 Installation Outdoor/Platform
11 Line/Character Height (min.) 12 pixels (approx.) for English Text
12 No. of lines to display (min.) 5 10 15
(including Title line)
Note: W – Width; H – Height; D – Depth
3.9.1.1 Module Specifications:
S. No. Descript ion Specificati ons

1 Pixel Pitch (approx.) 16.256mm (+/- 0.1mm)
2 Type of Module (W x H) 40 Pixels x 40 Pixels
3 Pixel LED 4 Leaded LEDs (2R + G + B)
(or)
3 Leaded LEDs (R + G + B)
4 Module Physical Size (H x W x D) 650mm x 650mm x 200mm
(approx.)
5 Total Power (Peak white) (max.) 0.5K Watts
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6 Typical Operating Load (approx.) 0.2K Watts
7 Input Power Requirement 160V - 265V AC, 50Hz
8 Module IP Rating IP 56
3.9.2 The LED video display board shall be made up of different LED Modules. Each
module shall consist of LEDs, drivers, power supplies, hardware and software
required to display the data coming from the respective Video Display Controller.
3.9.3 These modules shall be interchangeable and their position shall be programmed
automatically.
3.9.4 LED modules shall be arranged vertically and horizontally to construct the actual
display.
3.9.5 Each module shall have water and dust proof gland to accommodate data in and
data out cables. Water proof connector shall be provided to connect AC input.
3.9.6 The display modules shall have dustproof, weatherproof and waterproof as per
IP56.
3.9.7 Display modules should be constructed by using LED modules of suitable matrix.
The mechanical mounting of these modules should be easy for replacement of
LED module in case of repair. Such replacement shall not effect operation of any
other modules of the system.
3.9.8 Front side of LED Modules shall be filled with Silicon based Resin to protect from
rain and dust.
3.9.9 Glass filled nylon based LED trays shall be used to fix LED Panels.
3.9.10 Nylon based protective sleeves shall be provided for LEDs.
3.9.11 LED module shall be made up of 1.6mm thick Aluminum sheet and powder coated
to protect from rust.
3.9.12 For easy maintenance, rear side door shall be provided with 3 point cam lock.
3.9.13 The door shall provide with rubber gaskets to avoid water entry into the module.
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3.10 Indoor Video Display Board:
3.10.1 Three different sizes of indoor display boards of pitch 9mm, as per the following
specifications, shall be provided as specified by purchaser. Aspect ratio of the
highest configuration board should match the Indian TV standard of 4:3
Specifications
S. No. Descri pti on 5-Line 10-Line 15-Line
Display Display Display
1 Pixel Pitch 9.525mm (+/- 0.1mm)
2 Pixel LED RGB 3-in-One Chip LED (SMD)
3 Resolution in pixels (W x H) 384 x 96 384 x 192 384 x 288
4 Total Number of Pixels 36864 73728 110592
5 No. of Modules (W x H) 3x1 3x2 3x3
6 Display
(W x H xBoard Physical Size
D) (approx.) 3660mm
915mm xx 3660mm
1830mm x x 3660mm
2745mm x x
300mm 300mm 300mm
7 Display Area (approx.) 3.3m²/ 6.6m²/ 10.0m²/
35sq.feet 70sq.feet 105sq.feet
8 Diagonal distance (approx.) 145 Inch/ 160 Inch/ 180 Inch/
370cm 400cm 450cm
9 Surface Luminance (typical) 2500 cd/m²
10 Typical Display Viewing Angle 110° (Horizontal & Vertical)
11 Color Processing (min.) 12-bit per color
12 Installation Indoor/Platform
13 Line/Character Height (min.) 14 pixels (approx.) for English Text
14 No. of lines to display (min.) 5 10 15
(including Title line)
3.10.2 Module Specifications:

1 Pixel Pitch 9.525mm (+/- 0.1mm)
2 Pixel LED RGB 3-in-One Chip LED (SMD)
3 Type of Module (W x H) 128 x 96
4 Module Physical Size (H x W x D) 915mm x 1220mm x 200mm
(approx.)
5 Total Power (Peak white) (max.) 1.0K Watts
6 Typical Operating Load (approx.) 0.4K Watts
7 Input Power Requirement 160V - 265V AC, 50Hz
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3.10.3 Display format of Multi Line Display on 5-Line Indoor Display Board shall be as
under:
3.10.4 The LED video display board shall be made up of different LED modules. Each
module shall consist of LEDs and respective drivers.
3.10.5 These LED modules shall be interchangeable and shall be used anywhere.
3.10.6 LED modules shall be arranged vertically and horizontally to construct the actual
display.
4.0 SPECIFICATION OF LED:
4.1 LED Specif icatio ns for Platform Displ ay, Coach Guidance and Indoor Display
Boards:
4.1.1 Super bright 3-in-one (RED, GREEN and BLUE) SMD type LEDs of uniform
intensity shall be used for true color with longer visibility, in all Indoor type display
boards consisting of Platform Display Boards, Coach Guidance Display Boards
and Indoor Video Display Boards. The intensity of the illumination should be such
that it shall be possible to read the information clearly from a distance of minimum
50 meters. This visibility is to be checked and ensured for that part/ spot of
indicator which has maximum intensity of ambient light.
4.1.2 3-in-one SMD (Surface Mounting Devices) type LEDs (Light Emitting Diodes) shall
meet the LED specifications mentioned below.

S. No. Parameters Red LED Green LED Blue LED
1 Size 3mm x 3mm (+/- 0.2mm)
2 LED Type Colorless clear 3-in-one SMD LED
3 Color 3-in-one (Red + Green + Blue)
Chromaticity
4 Coordinate Typ. (0.691, 0.308) (0.189, 0.718) (0.133, 0.075)
(x,y) (+/- 0.01)
5 Directivity 900 (minimum)
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Luminous Intensity
170mcd 360mcd 130mcd
6 (minimum)
@ 20mA @ 10mA @ 10mA
(@ 25oC)
Operating
7 -30°C to +85°C
Temperature
8 Make Avago / Nichia / OSRAM
4.2 LED Specificatio ns for Outdoor Display Boards:
4.2.1 Super bright RED, GREEN and BLUE oval type leaded LEDs of uniform intensity
shall be used for true color with longer visibility, in outdoor type video display
boards. The intensity of the illumination should be such that it shall be possible to
read the information clearly from a distance of minimum 50 meters. This visibility is
to be checked and ensured for that part/ spot of indicator which has maximum
intensity of ambient light.
4.2.2 Super bright RED, GREEN and BLUE leaded LEDs shall have the following
parameters:

1 Size (approx.) 3.0mm x 3.9mm (+/- 0.2mm)
2 LED Type Diffused, Oval, Lamp type
3 Color RED GREEN BLUE
Chromaticity
4 Coordinate Typ. (0.700, 0.299) (0.189, 0.718) (0.133, 0.075)
(x,y) (+/- 0.01)
5 Directivity Horizontal/Vertical: 900/400
(minimum)
Luminous Intensity
6 (minimum) 860mcd 2170mcd 670mcd
(@ 20mA & @ 25oC)
Operating
7 - 300C to +850C
Temperature
8 Make Avago/ Nichia/ OSRAM
4.3 Manufacturer shall maintain proper account of LEDs being used. The record shall
include various details like source of supply, procurement invoice number & date,
quantity, incoming rejection, lot wise consumption etc. which may be verified by the
inspecting officials.
4.4 LEDs used in LED display units shall be of high performance quality and from
reputed manufacturers as stipulated by RDSO. Epoxy used in the LED shall have
UV inhibitors.
4.5 Number of LEDs and their part number shall not be changed without prior approval
of RDSO.
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4.6 Data sheets from the LED manufacturer shall be submitted to support the above
parameters of the LEDs used.
4.7 Viewing Angl e of LED:
4.7.1 Typical setup diagram is shown below.
4.7.2 Place and connect the LED under test in the desired direction (Horizontal or
Vertical) based on the LED type (Leaded or SMD) as shown in the above set up in
a dark room atmosphere.
4.7.3 Bias the LED such that the rated current (as mentioned in the 4.1.2 and 4.2.2)
flows in the LED under test.
4.7.4 Place the Chromo meter or Spectrometer to measure the intensity in Lux in the
position indicated in the setup. Adjust the distance between the tip of the LED and
Chromo meter or Spectrometer diffuser to 10cm exactly.
4.7.5 Rotate the LED so that the chromo meter or Spectrometer records maximum Lux.
Record this value and treat the angle as 0° (degrees).
4.7.6 Rotate the LED in Horizontal (X) direction to a point, at which the Lux reading is
half of the value that was observed in the clause 4.7.5. Record the position of LED
in degrees. Calculate the degrees the LED was rotated from the maximum
intensity value to half intensity value. Record this value as θa (Theta). Similarly
rotate the LED in opposite direction from the maximum intensity value and mark
the point where the Lux value observed is half the value to the one observed in the
center. Calculate the rotation in degrees from maximum Lux value and record this
value as θb.
4.7.7 The viewing angle (or Directivity) is the sum of θa and θb, which shall be greater
than or equal to specification given in the respective LED specifications table (4.1.2
and 4.2.2)
4.8 Intensity of LED in ‘mcd ’:
4.8.1 Connect the LED under test as shown in the above set up in a dark room
atmosphere.
4.8.2 Adjust the distance between the tip of the LED and chromo meter (or
Spectrometer) diffuser to 30cm exactly.
4.8.3 Bias the LED such that the rated current (as mentioned in the 4.1.2 and 4.2.2)
flows in the LED under test.
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4.8.4 Record the intensity in ‘Lux’ shown in the chromo meter (or spectrometer).
4.8.5 Intensity of LED (mcd) = 92.9*Lux value observed.
5.0 SOFTWARE REQUIREMNTS:
5.1 General Software Features:
5.1.1 The software dealing with operational transactions like train arrival/ departure &
platform specific data entry should be preferably of web-based application. This
shall allow the access to the applications from any of the standard PCs, remotely
connected in LAN, having standard browser tool and the same shall also be
accessible at the server console.
5.1.2 The privileges of the user-accounts shall be configurable in such a way that the
respective user can modify only the relevant information.
5.1.3 Data integrity should be maintained even though the system is being accessed and
controlled from different user accounts. Each user shall get the latest information
upon refresh of the web-page.
5.1.4 Standard Management Information System (MIS) reports shall be provided for all
operational & functional transactions done in the system. In addition, if needed by
the purchaser, customized reports on available information, shall be provided.
5.1.5 As the centralized software is going to interact/interface with multiple display

devices, any kind of failure in communicating or delivering the content to remote
display device shall be informed to the viewer and details shall be available in a
log.
5.1.6 All the display devices like PFD, CGD, Indoor display and Outdoor display shall be
controlled for making display or no-display.
5.1.7 All the history or log related information shall be maintained for 45 calendar days
and the data beyond 45 days shall be removed automatically by the application.
5.1.8 All the master data entry forms and configuration screens shall be provided for the
initial installation of the system, for any station.
5.1.9 Different display colors shall be configurable to different train status messages
being displayed in different display devices.
5.1.10 Different display colors shall be configurable to different types of coaches being
displayed on PFDs and CGDs.
5.1.11 Software shall support for preparing the “messages”, displayable in PFDs and
CGDs in English, Hindi and Regional language.
5.1.12 Software shall support for uploading the “images” to PFDs and CGDs. Validation
shall be done
uploaded. such
Preview thatsuccessfully
of the the incompatible sized
uploaded images
image shall are not allowed to be
be available.
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5.1.13 Software has to validate the ‘Train States’ such that, where platform number is
mandatory, the same shall be accepted from the user to improve the operational
flexibility.
5.1.14 Web-UI shall appropriately update the screen such that the user can easily
distinguish which train information is sent, at least once, to PFD/CGD and which is
not sent.
5.1.15 It shall be possible to update “Train arrival and departure information”, “platform
positioning” and “coach positioning” from three different operators working on three
different computers.
5.2 Software Featur es of VDC:
5.2.1 File Formats Support: The software hosted in the VDC for Indoor and Outdoor
Video Display boards shall support different standards of file formats like JPEG,
BMP, MPEG, DAT, SWF, AVI, TIFF, FLC and many more to be capable of playing
Still, Animated & Video data formats. These files shall be added to one or multiple
play lists.
5.2.2 Intensity Adjustment: Intensity of Display system shall be adjustable in Manual

mode and Automatic Timer mode. The selection of the mode should be user
configurable
5.2.2.1 Manual Intensity Control: This shall be done any time when required to change
the intensity of the display device. Software shall accept online intensity settings
and shall apply immediately to Display System without any disturbance on
continuity of the display being shown.
5.2.2.2 Time-based Automatic Intensity Control: Once this feature is selected and
different values of intensity for different time-slots are added in the table, the
intensity levels should automatically be applied to the Display System based on
the System’s Real Time Clock (RTC). This intensity levels shall remain same until
further changes are taken place.
5.2.3 External Video vs. Scheduled Content : It shall be possible for easy switching
between the operations of the VDC between Live Video Display and Scheduled
content
which is display,
provided the “externaldisplays.
video” content is extended upto the VDC,
controlling the Indoor/Outdoor
5.2.4 Schedule Content: Software shall accept the user/operator configuration about
the schedule of items, where each item may be of any still, animated and video
format data. Software shall accept to store different play lists, each with different
user-configurable name. Software shall play continuously item after item
sequentially for the selected play list. If all the items in the play list are completed
over a time, the play list shall be repeated.
5.2.5 Effects for Still Images: Software shall provide the option to configure the
different displayformat.
is of still image & clearing effects in case the item being inserted into the play list
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5.2.6 Central Control of Schedule: The VDC meant for specific Indoor or outdoor
display board shall accept the schedule configuration and the data for the
scheduled items from the CDC. It shall be possible to configure the attributes like
repeat count, stay time, etc., for each of the items in the play list.
5.2.7 Train Arrival/Departure Information Source: The software shall be customized

to get the specific Train Arrival Departure information or any other passenger
service related information for public display as desired by the purchaser, from
railway designated Server system, through standard & open protocols/interfaces.
Software shall be customizable for processing the obtained data and displaying the
information in pre-configured formats on the display board. (Optional)
5.2.8 Central Control of Display Board: All operations related to display board
scheduling, schedule content changing & pushing the Train Arrival Departure
information to the display board shall be possible from the CDC to all the VDCs
over LAN/WAN.
5.2.9 Preview of Files: This feature shall be helpful to the user and user shall able to
view the content of selected item or selected schedule and make alterations if
necessary before display on the Display Screen.
5.2.10 Ad jus tab le Dis pl ay Tim e fo r Sti ll Imag es: This feature shall allow the user to
adjust the display time or stay time (in seconds) for the still images on display
screen. User shall also set different durations for different images.
5.2.11 Special Message Display du rin g Liv e Disp lay: This feature shall facilitate user to
display some special messages (flashing or stay for configured time in Display
Screen bottom) on Display Screen. These messages shall be displayed in English /
Hindi / Indian regional languages in different font sizes and different colour.
5.2.12 Fit to Board Option: This feature at VDC shall be helpful when the actual data
referred in the scheduled items (still or animated or video) are bigger / smaller than
the actual display screen in terms of Pixel resolution. This feature is to avoid
unnecessary efforts of the operator to reduce / increase the actual data sizes.
5.3 Train Arrival/Departur e Inform ation Entry Features:
5.3.1 Data entry shall be preferably as Government

per IN scriptofkeyboard layout askeyboard
defined for
by
Ministry of Information Technology, India or phonetic
defining master database of train names.
5.3.2 It shall be possible to select through menu configuration the display of information
with various effects like Scrolling effects, Erasing effects, Curtain effects, etc for
PFD and CGD. It shall also be possible to increase running speed of display in
running mode.
5.3.4 It can be possible to add, modify and delete timings of existing trains in the master
data base. These modification transactions should be logged for security reasons.
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5.3.5 The entry into Master Data Base should be password protected. It should be also
possible to add on new trains. There should be provision to change the password.
5.3.6 The operator can be able to make train message by typing only train number and
modification to timing and platform nos.
5.3.7 Mouse click should be used for transferring data from PC to various Boards.
5.3.8 The information displayed at various boards (PFDs and CGDs) shall be selected
automatically related to those boards only based on the platform number,
5.3.9 Whenever user modifies details of a train (arrival time, departure time, late, PF
number etc.) and sends the data to the board, the application has to take care of
automatically updating user database.
5.3.10 that
The modified
in case information can bewhen
of power failure savedthe
as soon as switched
PC is it is transferred
“ON” to the board,
again, so
the last
transferred information appears again.
5.3.11 The Train Arrival/Departure information display system software should be

developed under Windows 2003 / Windows XP or higher environment using
standard package.
5.3.12 Software should be user friendly enough to use through browser or desktop.
5.3.13 Software should be developed using standard and sophisticated package with
good front-end features.
5.3.14 Health status of display and control units (Interface converter and PDC) should be
available on the central controller.
5.3.15 The Software should have the facility to take the data of arrival/departure of trains
from train charting server. Necessary data and protocols are to be provided by the
purchaser by coordinating with the train charting software developer. This feature
should be provided if specified by purchaser. (Optional)
5.3.16 The software shall facilitate the service of updating platform number nomination for
a selected train and also coach composition information for a selected train,
through a LAN/WAN based browser. For this service, remote operator computer
should have standard browser application installed in that system namely Internet
Explorer, Netscape Navigator, etc. All these data received should be integrated for
making announcement and to be displayed on train arrival/ departure display
boards and coach guidance system. However, there should be provision to enter
coach position and platform number in software.
5.3.17 The software should have provision to receive the data, like train coach position
from control office computer or any other designated location, platform number
nomination from control panel or station master’s computer connected to the CDC
LAN network. (Optional)
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5.3.18 If specified by purchaser, the software may need to obtain the data from SIMRAN
(Satellite IMaging for RAil Navigation) server and map the information for the
required trains, dynamically and provide the standard tabular information of train
arrival/departure and also the details of those trains from SIMRAN server, in
scrolling mode. The frames prepared should be shown in English and those
frames should stay until the scrolling of details of all the trains is completed. For
this feature, access to SIMRAN server over internet and intranet shall be provided
by the purchaser. (Optional)
5.3.19 There should be provision to display the status of train like late, rescheduled,
cancelled, diverted, indefinite late etc. In case of reschedule of train, reschedule
time and “reschedule” text should be displayed alternatively in arrival/departure
field of display board. Similar sequence of display shall be given for the states
‘Terminated’, ‘Regulated’ and ‘Diverted’.
5.3.20 Different stages of train arrival/departure information shall be displayed based on

the following formats or as specified by purchaser.
i) For example, expected time is taken as “05:30 Hrs” & platform number as “01”.
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ii) For the types “Running Right Time”, “Running Late” & “Rescheduled”, platform
number is optional. For the rest, it is mandatory.
iii) For the type “Rescheduled”, two separate display texts containing “Reschedule”
& expected departure time will be displayed alternatively with configurable
duration.
5.3.21 Any other features required by purchaser.
5.4 Coach Guidance Soft ware Featur es:
5.4.1 The software will have preloaded information of all the trains arriving at station or
departing from station with coach composition. When the train is likely to arrive at
station or depart from the station, the concerned operator is required to enter the
train number and coach position i.e., from ENGINE to GUARD Brake Van will be
displayed in editing mode. User shall be able to declare ‘coach positioning’ by
simply having the Train number, parking position and train direction.
5.4.2 On the corresponding platform the train coach positions details are displayed on
the individual display boards (double faced), which are installed for each coach
respectively across the platform. Information should be displayed at reasonable
time interval.
5.4.3 The display cycle should be configurable from the control console with respect to
display of coach position & train number.
5.4.4 Software should be developed on standard package.

5.4.5 It should be able to display data on Coach Guidance Display Boards in English.
5.4.6 It should be possible to add, modify & delete coach composition of trains in the
master database.
5.4.7 The entry into Master Data Base should be password protected. It shall also be
possible to add new trains.
5.4.8 The operator should be able to enter details by typing only train number and
modification to coach nos.
5.4.9 Mouse click should be used for transferring data from PC to the various Boards.
5.4.10 The information displayed at various boards shall be selected automatically related
to those boards only based on the platform number.
5.4.11 Whenever user modifies and sends the data to the boards, the information should
be stored into the user database, automatically by the application.
5.4.12 The modified information can be saved as soon as it is transferred to the board, so
that in case of power failure when the PC is switched “ON” again, the last
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5.4.13 The position of the coaches as entered by the operator should be displayed in the
coach guidance display board.
5.4.14 Health status of CGD should be available on the CDC.
5.4.15 The display of train number and coach number information on all CGDs in a row of
a platform shall be synchronized.
5.5 Features of Anno uncement System:
5.5.1 The voice announcement message shall be stored in the system in Digital format
with minimum 16-bit digitization.
5.5.2 of
The application
passenger shall be
carrying GUIthrough
trains (or Webkeyboard.
UI) based for the announcement of all types
5.5.3 Repeat announcement shall be made by taking the cursor to location and a stroke
of key or maintaining the repeat count. However, calling an announcement
repeatedly due to repeated pressing of keys shall not be allowed until the called
announcement is finished successfully or paused by the operator.
5.5.4 The format of the operation for the updating and announcement shall be user
friendly.
5.5.5 The system shall be user friendly to the maximum extent so that addition and
alterations of user generated announcements can be done by the Railway
Engineer without the help of suppliers and programmer. For any newly added train,
it shall be possible to record a file externally and attached to the train through the
web-UI. The application shall take care of placing the recorded file at appropriate
internal application folder.
5.5.6 The system has to provide selection mechanism for the announcement messages,
language of announcement i.e. local, Hindi, English or all three or short
announcement in all the three languages. The announcement shall be delivered
fluent and professional enough to avoid unnatural pauses in between two pieces of
voice are delivered.
5.5.7 There shall be one window for each special announcement like courtesy,
emergency messages Recording & playback of scratch pad messages shall be
possible only at the CDC with microphone and speaker provided with CDC using
Windows standard sound recording tool.
5.5.8 The details of information being announced shall be displayed on the monitor
screen.
5.5.9 The entire voice recording shall be done in a sound proof professional studio. All
the voice recording shall be of professional grade shall have approval of railways
before using in the systems.
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5.5.10 Optimization in the user interface should be done to see that most of the frequently
used operations be available in single screen.
5.5.11 It should be possible to select and play out courtesy slogans. Provision should be
available to play out any of the prerecorded music, which can be started or
interrupted by the touch of a single button.
5.5.12 Mainly, there shall be three type of announcements; one for train arriving on
platform, one for train arrived on platform and one for train departing from platform
in all languages. All these types of announcement shall be changed to new
platform number in case predetermined platform number is changed. Provision
shall be made for the operator to send out announcement related to train number,
platform numbers, and arrival/ departure just by keying in the train number,
platform number and delays/right time information for any of the following cases.
a) Late arrival of trains.

b) Platform numbers of arriving or arrived trains and changed in platform numbers.
c) Right time arrival of trains.
d) Departure of trains at scheduled or unscheduled time. It shall also be possible
to announce that trains is expected shortly or terminated or regulated and
present status of the train.
e) Cancellation of train
f) Route Diversion of train
g) Any other type of announcement as specified by purchaser.

5.5.13 Format for online data entry screen for announcement & display of train’s details
shall be preferably as per the Diagram 3.
6.0 POWER SUPPLY:
6.1 Power supply units of all types of display boards and control units shall be SMPS
(Switch Mode Power Supply) modules of suitable capacity operated from AC
source ranging from 160 to 265Volts 50Hz AC, single phase supply with over
voltage, under voltage and short circuit protections.
6.2 The load on power supply units shall not exceed 70% of its maximum rated
capacity.
6.3 Power supply requirement for all types of display boards shall be as low as
possible.
6.4 PVC insulated flexible 3 core power cables provided for each of the display boards
shall conform to specification no. IS:694:1990 reaffirmed 1995 or latest and shall
have sufficient cross sectional area of 2.5 sq mm (minimum) copper conductor with
insulation thickness 0.7mm, sheath thickness of 1.0 mm and overall diameter
11mm to withstand power load of the display board.
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6.5 Suitable protection against transient voltages coming in the power supply source or
generated by some other source shall be provided. Suitable protection against
voltage fluctuations of short durations shall also be provided.
6.6 Data Cables and Power Supply cables shall be taken through separate pipes/
conduits.
7.0 TEST REQUIREMENTS:
7.1 Condit ions of Tests :
7.1.1 Unless otherwise specified all tests shall be carried out at ambient atmospheric
conditions.
7.1.2 For inspection of material, relevant clauses of RDSO/SPN/144 shall apply.
7.1.3 Inspection and testing shall be carried out to the effect that all requirements of this
specification are complied with.
7.1.4 Inspection shall be carried out for various types of display boards, control units and
software. PCs for Central Data Controller & Video Display Controller, UPS etc.
shall be checked during inspection for their functional performance required for
proper working of complete system as per specification.
7.2 Type Tests:
7.2.1 For type test, one complete system consisting of all types of display boards shall
be subjected to following tests as applicable.
a) Visual inspection (Clause 8.1)

b) Insulation Resistance Test (Clause 8.2)
c) Applied High Voltage Test (Clause 8.3)
d) Environmental / Climatic Tests (Clause 8.4)
e) Performance Test (Clause 8.5)
f) Endurance Test (Clause 8.6)
g) Functional Tests at Card/Module level and System level

h) LED Parameter Test (Clause 8.7)
7.2.2 Separate prototype of 64x24 single-line double-side Platform Display board, one
module of Outdoor Video Display board (40x40) and prototype of Indoor Video
Display board (64x48) with proper enclosure shall be fabricated for carrying out
environmental/climatic and endurance tests. LED modules, processor cards, driver
cards & power supply modules should be taken from Platform Display board,
Outdoor Video Display board and Indoor Video Display board, on which
functionality tests were carried out, for constructing these prototype test modules.
7.2.3 Following tests are to be carried out as per details given below:
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Prototypes Display Boards Control / Interface
Tests PFD IVD OVD Optical

(64x24) Board Module PFD CGD OVD IVD PDC Audio Interface
5-Line 5-Line Switch
(2-side) (64x48) (40x40) (NOTE)
Visual
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Inspection
Insulation
Yes Yes Yes No Yes No No Yes Yes Yes
Resistance test
Applied high
Yes Yes Yes No Yes No No Yes Yes Yes
voltage test
Environmental/ Yes Yes Yes No Yes No No Yes Yes Yes

Climatic test
Performance
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
test
Endurance test Yes Yes Yes No Yes No No Yes Yes Yes
LED parameter
No No No Yes Yes Yes Yes No No No
test
NOTE: Optical Interface Unit at video display board end is to be tested as mentioned in
above table.
7.2.4 Following system should be submitted to RDSO after type approval.
a) One number of Platfrom Display Board (384x24 single sided display board)
b) Two numbers of Coach Guidance Display Boards (64x24 double sided display
boards) - one, on which environmental & endurance testings have been
conducted & one additional.
c) One number of Outdoor Video Display module (40x40) on which
environmental & endurance testings have been conducted.

d) One prototype of Indoor Video Display Board (64x48) on which environmental
& endurance testings have been conducted
e) One Platfrom Data Controller on which environmental & endurance testings
have been conducted.
f) Two sets of complete software with auto installation in CD.
7.2.5 Only one complete system shall be type tested for this purpose. The system shall
successfully pass all the type tests for proving conformity with this specification. If
any one of the equipment fails in any of the type tests, the purchaser or his
nominee at his discretion, may call for another equipment/card(s) of the same type
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and subject it to all tests or the test(s) in which failure occurred. No failure shall be
permitted in the repeat test(s).
7.2.6 Total system on which type tests are to be conducted shall consist of -
a) One rack of Central Data Controller (CDC) with 2 PCs loaded with software,
Central Data Switch and all other accessories
b) Two Platform Display (PFD) boards (1 Double Sided and 1 Single Sided)
c) Four Coach Guidance Display (CGD) boards.
d) One Indoor Video Display (IVD) board of minimum 5-Line size
e) One Outdoor Video Display (OVD) board of minimum 5-Line size
f) Two Video Display Controller (VDC) systems
g) One Platform Data Controller (PDC)

h) One LCD/Plasma TV (minimum 15”) to test CCTV interface
i) Audio Amplifier with Speaker(s) to test Audio Announcement interface
j) Any other item(s) required
7.2.7 Any other tests shall be carried out as considered necessary by the inspecting
authority.
7.3 Acceptance Tests :
7.3.1 The following shall constitute the acceptance tests which shall be carried out by the
inspecting authority for the purpose of acceptance on 20% of the lots (minimum 2
for each type of system) offered for inspection by the supplier.
a) Visual inspection of complete system (Clause 8.1)

c) Performance Test (Clause 8.5)
d) System level functional tests.
e) Endurance Test (Clause 8.6)
f) LED Parameter Test (Clause 8.7)

authority.
7.4 Routine Tests
7.4.1 The following shall comprise the routine tests and shall be conducted by
manufacturer on every device and the test results will be submitted to the
inspection authority before inspection. The application software in proper format
shall also be submitted to the inspection authority in advance.

b) Insulation Resistance Tests (Clause 8.2)
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c) Performance test (Clause 8.5)

d) Card/Module-level tests
e) System level functional tests
f) LED Parameter test (Clause 8.7)
authority.
8.0 TEST PROCEDURE:
The test procedure shall be based on the system design. The methodologies to be
adopted for various tests shall be decided taking into account the system
design/configuration.
8.1 Visual Inspectio n:
Each equipment of the system shall be visually inspected to ensure compliance with
the requirement of clauses 3 to 6 of this specification. The visual inspection shall
broadly include the following.
8.1.1 System Level Checking
a) Constructional details
b) Dimensional check
c) General workmanship
d) Configuration
e) Mechanical polarisation on cards
8.1.2 Card Level Checking
a) General track layout

b) Quality of soldering and component mounting
c) Conformal Coating
d) Legend printing
e) Green / Black masking
8.1.3 Module Level Checking
a) Indications and displays

b) Mounting and clamping of connectors
c) Proper housing of cards
8.2 Insulatio n Resist ance Test: This test shall be carried out –
(a) Before the high voltage test
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(b) After the high voltage test

(c) After completion of the climatic test
There shall be no appreciable change (value more than 10 Mega ohms and
variation within 10%) in the values measured before and after high voltage test.
After the completion of climatic test, the values shall not be less than 10 Mega
ohms for the equipment at a temperature of 400 C and relative humidity 60%. The
measurement shall be made at a potential of 500V DC.
8.3 Appl ied High Voltage Test: The equipment shall withstand for one minute without
puncture and arcing, a test voltage applied between line terminal and earth as
mentioned below:
(a) AC line terminals and earth, test voltage of 1500V AC
(b) DC line terminals and earth, test voltage of 500V AC
The test voltage shall be alternating of approximately sinusoidal waveform of any

frequency between 50 Hz and 100 Hz. Printed circuit cards shall be removed.
8.4 Enviro nmental/ Climate Tests:
8.4.1 The various types of display systems shall be capable of working in non-air
conditioned environment in the field.
8.4.2 The display systems shall be suitable for installation on AC/ DC electrified and
non-electrified sections. It shall be suitable in all areas including where locomotives
having thyristor controlled single phase or 3-phase induction motors haul
passenger or freight trains and where chopper controlled EMU stocks are
operated.
8.4.3 The various types of indoor & outdoor display systems shall meet the following
climatic and environmental requirements:
SN TEST REFERENCE
1. Change of t emp test IS 9000
Low temp –10oC ± 3oC Part XIV Sect. II
High temp +70oC ± 2oC

Rate of change in 1oC / min
temperature
Duration 7hrs at each temp. –10oC & +70oC
Cycle 3
Condition Fully functional during test
2. Dry heat test IEC-571;

Temp +70oC ± 2oC IS:9000 Part-III
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Duration 16 hrs Sect 3

3. Cold test IS 9000 Part II

Temp –10oC ±3oC Sect. III
Duration 2 hours
Condition Fully functional during test.
4. Damp h eat t est (Cyclic) IS9000 Part V
Upper temp o
40 C ±2 C o Sect. 2 Variant 1
Humidity 95% (+1%, -5%)
Cycles 6
Condition Fully functional during one hour
period towards end of each cycle. o
Stabilization shall be done at 25
±3oC
5. Damp heat test (Steady state st orage) IS9000 Part IV
Temp 40o ±2oC
Humidity 93% (+2%, -3%)
Severity 4 days
6. Salt m ist t est IS9000 Part XI
Mist + Damp heat Procedure 3: 2 hours +22 hours procedure 3
o o
Temp 35 ±3 C
Humidity 93% (+2%, -3%)
Hours 22
Cycle 3
Condition After this test, electrical
parameters shall be monitored in
addition to physical checks.
7. Dust test IS 9000
Duration 1hour Part XII

8. Bump test IS 9000
PCBs/Modules/units in packed condition shall be Part VII, Sec. 2
subjected to bump test as under:
No of bumps 1000
Peak acceleration 400m/s2
Pulse duration 6ms
No of axes 3
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9. Vibration test TEC (IPT
Up to & Over 75Kgs. 1001A-revised)
including
75Kgs. weight
Freq. Range 05-350 Hz 5-150 Hz
Amplitude ±6mm constant ±6mm constant

displacement or displacement or
15m/ Sec.2 15m/ Sec.2
constant constant
No. of axes acceleration.

3 acceleration.
3
No of sweep 20 10
cycle
Total duration 105min 105min

If resonance is 10min at each 10min at each
observed resonant freq. resonant freq.
Condition After this test, electrical parameters

shall be monitored in addition to
physical checks.
10. Production Testing:
Environmental Stress Screening tests (ESS) for Printed

Circuit Boards (PCB) & sub systems:
(The manufacturer shall carry out the following ESS
tests on all modules on 100% basis during production /
testing in the sequence as follows. Suitable records
shall be maintained regarding the compliance of these
tests. )
10.1 Thermal cycli ng:
The PCBs shall be subjected to thermal cycling as per
the procedure given below.
The assembled boards are to be subjected to rapid
temperature cycling as mentioned below in the power
off condition.
0
 This temperature cycling from 0°C to 70 C, ½ Hours
at each temperature for 9 cycles and 1 hour at each
temp. for the 10th cycle. Dwell time of 1 hour is
provided for the last cycle in order to oxidize
defective solder joints exposed through thermal
stress.
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70°C, ½ Hour 1 Hour
Ambient
0°C, ½ Hour
 The rate of rise / fall of temp. shall be minimum

10°C per minute.
 In addition to physical checks, the electrical
parameters are also to be monitored after this test.
10.2 Power cycl ing:
The power supply modules shall be subjected to 60

ON-OFF cycles for 1 hour. The ON-OFF switch usually
provided in the modules may not be used for this
purpose.
8.4.4 Besides environmental/ climate tests on various types of display system mentioned
in clause 8.4.3, driving rain test is also to be conducted on one module of outdoor
video display board as per following procedure.
SN TEST REFERENCE
1 Driving Rain test IS 9000
Water spray for 1 hour Part XVI Test
condition ‘c’
Condition After this test, electrical parameters shall be
monitored in addition to physical checks.
8.5 Perfor mance Test:
8.5.1 The equipment shall comply with the requirements as specified in Clauses 2, 3, 4,
5 & 6.
8.6 Endur ance Test:
8.6.1 During type test, endurance test shall be conducted as per clause 7.2.3 for
continuous operation which shall be 168 hours at 60 0C burning for LED without
giving any deterioration in light output.
8.6.2 During acceptance test, endurance test shall be conducted on complete system for
continuous operation which shall be 48 hours at room temperature burning for LED
without giving any deterioration in light output.
8.7 LED Parameter Tests:
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8.7.1 Standard data sheets of the LEDs, leaded and SMD type shall be submitted from
the Manufacturer. The parmeters of LEDs are to be tested as specified in clauses
4.1.2 (for SMD type) and 4.2.2 (for leaded oval type) for all the tests mentioned
below.
i) For type test, 10 nos. of SMD type LEDs and 10 nos. of leaded oval type LEDs
shall be tested from the lots used in manufacturing display boards.
ii) For acceptance test, 5 nos. of SMD type LEDs and 5 nos. of leaded oval type
LEDs shall be tested from the lots used in manufacturing display boards.
iii) Test report of minimum 20 nos. of SMD type LEDs and minimum 20 nos.
leaded oval type LEDs of the lots used in manufacturing of display board shall
be submitted from manufacturer of LEDs.
9.0 QUALITY ASSURANCE:
9.1 All materials & workmanship shall be of good quality.
9.2 Since the quality of the equipment bears a direct relationship to the manufacturing
process and the environment under which it is manufactured, the manufacturer
shall ensure Quality Assurance Program of adequate standard.
9.3 Validation and system of monitoring of QA procedure shall form a part of type
approval. The necessary Plant, Machinery and Test instruments as mentioned in
Schedule of Technical Requirements (STR) shall be available with the
manufacturer.
10.0 MARKING & PACKING:
10.1 The following information shall be clearly marked at a suitable place on each
equipment:
a) Name and Address of the manufacturer.

b) Year of the manufacturer.
c) Serial number of Equipment
d) Specification number
e) Schematic diagram of the equipment on the side of the cover.

10.2 The equipment and its sub assemblies shall be packed in thermo-Cole boxes and
the empty spaces shall be filled with suitable filling material. Before keeping in the
thermo-Cole box, the equipment shall be wrapped with bubble sheet. The
equipment shall be finally packed in a wooden case of sufficient strength so that it
can withstand bumps and jerks encountered in a road/rail journey.
11.0 INFORMATION TO BE SUPPLIED BY THE MANUFACTURER
11.1 The following documents in two sets should be supplied along with the system.
a) Mechanical drawings of each sub system / rack
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b) Installation and maintenance manual incorporating trouble shooting exercises,

printed cards patterns, software, etc.
c) User Guide
d) Pre-commissioning check list

12.0 INFORMATION TO BE SUPPLIED BY THE PURCHASER
12.1 The purchaser should clearly indicate details of required items including hardware
and software which shall mainly consist of following items as per requirements
mentioned in clauses 3, 4, 5 & 6.
S. No. Descri pti on of the Item Quantity

Central Data Controller (CDC) Two sets to work in standby
i.
- as per clause 3.2 mode with suitable cabinet
Central Data Switch (CDS) One unit
ii. (Port capacity as per the site
- as per clause 3.3
requirement)
iii. Audio Selector Switch One Unit
Platform Display Controller (PDC)
iv. As per site requirement
(one PDC per platform)
Platform Display (PFD) Board
v. As per site requirement
- Double sided
Platform Display (PFD) Board
vi. As per site requirement
- Single sided
vii. Coach Guidance

Indoor Video Display
Display (CGD)
(IVD) BoardBoard As per site requirement
viii. and Audio Amplifier with Speaker As per site requirement
System
Outdoor Video Display (OVD) Board
ix. and Audio Amplifier with Speaker As per site requirement
System
Video Display Controller (VDC)
x. (one VDC per Video Display board and As per site requirement
one for CCTV System input signal))
xi. LCD / Plasma TV (for CCTV system) As per requirement
xii. CAT5 or higher category cable As per requirement
xiii. Power Cable and Extension Boards As per requirement
Any other items or features required by
xiv. As per requirement
the purchaser
Announcement recordings in digital
xv. One set with soft copy
format as per details given by Railways
Software for
- Announcement system
xvi. - All types of display boards One set with soft copy
- Information management
- CCTV management
xvii Suitable hardware & software for As per requirement
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S. No. Descri pti on of the Item Quantity

integration with Automatic Train
Information System as per Clause No:
3.2.9 (Optional)
13.0 TRAINING:
13.1 On site training shall be provided to the Railway staff which shall include complete
assembly of the system through the use of various modules, integration of
hardware with software and complete operation of the system.
13.2 Two sets of training manual in two hard copies and two soft copies containing
details of technical specifications, installation and commissioning, trouble shooting
& maintenance schedule etc. shall be supplied along with the equipment.
14.0 DIAGRAMS:
Detailed construction diagrams of Cabinet, Single Line Platform Display Board

(single sided & double sided), Coach Guidance Display Board, Outdoor Video
Display Board, Indoor Video Display Board, Platform Data Controller etc. are to be
approved by RDSO before starting manufacturing.
15.0 DATA COMMUNICATION PROTOCOL:
15.1 The protocol used between CDC & PDC, PDC & PFD and PDC & CGD shall
preferably be as per the following format.
i. Starting Flags To indicate the start of the packet/frame (2 bytes)

ii. Length of Packet Length of the packet in number of bytes (1 byte)
iii. Destination Address Destination unit address (2 bytes)
iv. Source Address Originating unit address (2 bytes)
v. Sequence Number Sequence number of the packets originated (1 byte)
vi. Data bytes Actual data of the packet (overall packet length
should not exceed 255 bytes)
vii. CRC CRC8 of all the bytes of the packet for transmission
errors detection.
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Diagram 3: Typical User Interface for Data Entry and Control
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(This page is left blank i ntentionally)
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Page 1 of 28 Effective from 15/11/2007 RDSO/SPN/TC/62/2007 Rev 2.0
lR;es o t;rs
Draft Specification
of
Digital Clock with GPS Synchronization
SPECIFICATION NO. RDSO/SPN/TC/62/2007
Revision 2.0
Number of Pages: 28
TELECOM DIRECTORATE
Manak Nagar,
LUCKNOW-226011
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DOCUMENT DATA SHEET
Specification Revision
RDSO/SPN/TC/62/2007 2.0
Title of Document
RDSO Specification
for
Digital Clock with GPS Synchronization
Author
Director/ Telecom-II/ RDSO
Approved by
Executive Director/ Telecom/ RDSO
Abstract
This document specifies technical specification of Digital clock with GPS

synchronization.
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NAME ORGANIZATION FUNCTION LEVEL
Executive Director/ RDSO -

Telecom Approve
REVISIONS:

Annexure Month/Year
RDSO/SPN/TC/62/2006 - FIRST ISSUE August 2006
RDSO/SPN/TC/62/2006 - Revision 1.0 December 2006
RDSO/SPN/TC/62/2007 - Revision 2.0 November 2007
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TABLE OF CONTENTS
Sr. No. Item Page No.

1. Scope 6
2. System Description 6
3. General Specification 6
4. Specification of LED 8
5. Specification of Digital Clock suitable for Platform Area 11
6. Specification of Digital Clock suitable for Office Complex 13
7. Specification of Master Clock 15
8. Specification for GPS Receiver 17
9. Power Supply 17
10. Tests & Requirements 18
11. Test Procedure 20
12. Quality Assurance 24
13. Marking & Packing 25
14. Information to be supplied by the Manufacturer 25
15. Information to be supplied by the Purchaser 25
16. Training 26
17. Diagrams 26
18. Schematic Diagram of Clock for Platform Area (Diagram 1) 27
19. Schematic Diagram of Clock for Office complex (Diagram 2) 28
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I. SUMMARY:
This document covers the technical requirements of Digital Clocks with GPS
Synchronization consisting of master clock and digital clocks suitable for platform
area & office complexes of Indian Railways.
II. SOURCE:
Draft specification RDSO/ SPN/ TC/ 62/2007, Rev 2.0 has been prepared by
RDSO, Lucknow as per Railway Board letter No. 2004/Tele/TCM/1 dated
27/12/2005.
III. FOREWORD:
RDSO/ SPN specification is issued as draft specification. This specification is

In the absence of IRS specification, procurement may be made as per RDSO/ SPN
specification.
IRS: S23 Electrical signaling and interlocking equipment
The Safety and reliability requirement of

RDSO/SPN/144
electronic signaling equipment
Basic environmental testing procedures for

IS:9000
electronic and electrical items

For the purpose of this specification, the terminology given in IRS: S23 and
RDSO/SPN/144 shall apply.
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RESEARCH DESIGNS & STANDARDS ORGANIZATION

Draft Specification of Digital Clock with GPS Synchronization

Draft Specification No: RDSO/SPN/TC/62/2007 (Revision 2.0)
1. SCOPE:
The specification of Digital Clock covers technical requirement of GPS
synchronized clock. These clocks are used for displaying correct times at various
locations on platforms, in the control & other offices of Railways. It also covers the
technical requirement of GPS receiver to be used for synchronization and master
clock for synchronization of digital clocks when wired in network.
2. SYSTEM DESCRIPTION:
The synchronized clock shall use Global Positioning System (GPS) receiver to
receive correct time. The clocks shall have local battery backed Real Time Clock
(RTC) which shall be synchronized to the time information received from the GPS.
In case of failure of GPS system, the clock’s local RTC time shall be displayed.
The synchronized clock shall have a built-in GPS receiver and shall synchronize
time as received from the GPS.
Master clock shall be used to synchronize digital clocks when wired in network. In
such cases, digital clock will work as slave clock and GPS receiver shall not be
provided in slave clock.
3. GENERAL SPECIFICATION:
3.1 It should be possible to suspend or mount digit clocks below shade/ roof of
platforms, station buildings or on a wall or inside a concourse/ main entry of railway
station/ buildings.
3.2 The digital clocks shall be dust proof, weather proof, waterproof and vibration proof
as per IP 54.
3.3 Display on the digital clock shall be flicker free.
3.4 The display on a digital clock shall be immune from the effect of 25 KV traction line
or electro-magnetic induction or any other electro-static induction.
3.5 Digital clock shall be covered with U.V. stabilized polycarbonate sheet with
thickness of minimum 3mm in order to give good visibility and protection against
dust. Single polycarbonate sheet without any joint should cover the clock.
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3.6 LEDs with equal fringe and uniform intensity are to be used to ensure that the
timing to be displayed is with excellent contrast so that no black patches are visible
on the display screen of clock.
3.7 Digital clock shall be constructed using PCB module of LED matrix. The
mechanical mounting of these modules shall be such that easy replacement of
PCB module is possible in case of repair. Such replacement shall not call for
removing any other PCBs.
3.8 The construction of the whole unit of digital clock should be modular, such that any
module (i.e. PCB, connector, cable, power supply unit etc.) can be easily removed
when defective and a fresh module is fixed to make the system functional again.
Wiring between different modules should be done with the help of male/female
type of connectors. There should not be any requirement of rewiring, re-soldering/
de-soldering or opening and reconnections of wiring etc. during the maintenance,
unless there is damage to the wiring. Proper cable guides are to be provided inside
the digital clock for drawing cables and wires neatly.
3.9 In digital clock, CPU card, driver modules & power supply modules should be
easily accessible. LED modules should be accessible from front side.
3.10 The relevant ICs for the digital clock should preferably be of surface mounted
3.11 Digital clock shall be capable of working in an ambient temperature range of –100C
to +700C and relative humidity up to 95% at ambient temperature of 40 0C without
any degradation.
3.12 There should be in-built power supply to work directly on 230V AC with short circuit
protection with properly rated fuse at its input.
3.13 Digital clocks when wired in network, shall communicate with master clock on a
multidrop network.
3.14 The digital clock should not display any garbage. All the embedded boards with
CPU should have watchdog circuit, which should reset the processor in case the
processor goes haywire due to any external disturbance caused by high voltage
traction etc.
3.15 Material used for the printed circuit board (PCB) shall be copper clad glass epoxy
of grade FR-4 or equivalent. The thickness all PCBs shall be minimum 1.6 mm.
3.16 CONFORMAL COATINGS: Assembled and tested printed boards should be given
a) Humidity
b) Dust and dirt
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f) Abrasion damage
3.17 The solder masks (green/black) shall be applied on the solder side and component
side of the card.
3.18 Following description shall be etched on the component side of the PCB:
c) PCB name
d) Part number
3.19 Following description shall be engraved on the PCB:

3.20 The display shall be preferably static driven. If multiplexing is used, it should be on
digit-by-digit basis and refreshing time should not be more than 20 ms.
3.21 Preferably 5 pair PVC insulated twin twisted screened color coded cable in which
each core is of size 7/0.2 (7 strands, each of 0.2 mm diameter) with nominal
insulation thickness of 0.6mm and sheath thickness of 0.9mm as per standard BIS :
5308 PART-1 should be provided for the data communication wherever required.
3.22 In data communication, Class-D surge protection circuit should be provided in each
digital clock.
4. SPECIFICATION OF LED:
4.1 Super bright RED or ORANGE or GREEN or BLUE color LEDs of uniform intensity
are to be used for longer visibility in digital clocks. Color of LED is to be specified
by the railways/ purchaser. The intensity of the illumination should be such that it
shall be possible to read the clock timings clearly from a distance of minimum 50
meters. This visibility is to be checked and ensured for that part/ spot of clock
which has maximum intensity of ambient light.
4.2 LED Specification:
Diffused/ Colorless clear Red or Orange or Green or Blue color LEDs (Light
Emitting Diodes) should meet following parameters.
S.No Parameters Red LED Orange LED Green LED Blue LED
5 mm Oval 5 mm Oval 5 mm Oval 5 mm Oval

1 Size
Radial Radial Radial Radial
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Diffused/ Diffused/ Diffused/ Diffused/

2 LED Type Colorless Colorless Colorless Colorless
clear Clear Clear Clear
3 Color Red Orange Green Blue
4 Wave Length 626+/-10nm 605+/- 10nm 525+/-10nm 470+/-10nm
Horizontal: 600 Horizontal: 600 Horizontal: 600 Horizontal: 600

Viewing Angle (Minimum) (Minimum) (Minimum) (Minimum)
5 (50% IV
in mcd) Vertical: 250 Vertical: 250 Vertical: 250 Vertical: 250
(Minimum) (Minimum) (Minimum) (Minimum)
Luminous
Intensity
6 @ 20mA 500 mcd 500 mcd 1400 mcd 600 mcd
biased current
Operating - 300C to - 300C to - 300C to - 300C to

7
Temperature +850C +850C +850C +850C
Avago/ Nichia/ Avago/ Nichia/ Avago/ Nichia/ Avago/ Nichia/

8 Make
OSRAM OSRAM OSRAM OSRAM
4.3 Viewing Angle of LED:
4.3.1 Connect the LED under test as shown in the above set up in a dark room.
4.3.2 Bias the LED such that the rated current flows in the LED under test.
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4.3.3 Adjust the distance between the tip of the LED and Chromo meter or Spectrometer
diffuser to 10 cm exactly.
4.3.4 Place the Chromo meter or Spectrometer to measure the intensity in Lux in the
position indicated in the setup. Rotate the LED so that the chromo meter or
Spectrometer records maximum Lux. Record this value and position of LED in
degrees.
4.3.5 Rotate the LED in Horizontal (X-direction) to a point, at which the Lux reading is
half of the value that was observed in the clause 4.3.4. Record the position of LED
in degrees. Calculate the degrees the LED was rotated from the maximum intensity
value to half intensity value. Record this value is as θa (Theta). Similarly rotate the
LED in opposite direction from the maximum intensity value and mark the point
where the Lux value observed is half the value to the one observed in the center.
Calculate the rotation in degrees from maximum Lux value and record this value as
θb.
4.4 Calculation of dispersion Angle:
Dispersion Angle= θa + θb
4.5 Intensity of LED in mcd:
30 cm
White target
Board
LED
under A
test
4.5.1 Connect the LED under test as shown in the above set up in a dark room.
4.5.2 Bias the LED such that the rated current flows in the LED under test.
4.5.3 Adjust the distance between the tip of the LED and white board to 30 cm exactly.
4.5.4 Use the Chromo meter or Spectrometer to measure the intensity in Lux at the
center of the pattern formed on the white board due the illumination of the LED.
The Value of the Lux observed at the center of the Pattern on the white board is
the intensity of the LED in Lux.
Intensity of LED (mcd) = 92.9*Lux value observed at point - A in above setup.
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4.6 Pattern Observation on the White Board:
The pattern observed on the white board should be uniformly illuminated and free
from dark circles. The intensity should be maximum at center and should decrease
uniformly from the center as we move radially outward.
4.7 Biasing of the LED:

In no case the average forward current shall exceed the limit as specified by the
manufacturer for that part.
4.8 Manufacturer shall maintain proper account of LEDs being used. The record shall
4.9 LEDs used in LED display units shall be of high performance quality and from
reputed manufacturers as stipulated by RDSO. The maximum junction temperature
of a LED shall not be less than 1000C and epoxy used in the LED shall have UV
inhibitors.
4.10 Number of LEDs and their part number shall not be changed without prior approval
of RDSO.
5. SPECIFICATION OF DIGITAL CLOCK SUITABLE FOR PLATFORM AREA:

5.1 Digital clock should be micro-processor/micro-controller based system. The micro-
controller/micro-processor should be of reputed make having industrial grade
components.
5.2 Digital clock should have built-in GPS receiver in stand-alone mode with minimum
specifications as specified in Clause 8.0 of this document. A Gold plated SMA
connector shall be provided to connect GPS antenna.
5.3 The system should have a built-in RTC (Real Time Clock) using a self-contained
module having following minimum specifications:
a) It should be microprocessor bus oriented.
b) Self contained sub system should include Lithium, Quartz & support
circuitry.
c) It should be non volatile with over 8 years of retention of data in absence of

power.
d) The accuracy should be in order of plus or minus ONE minute per month.
5.4 The system shall continuously display time maintained by the local RTC. This RTC
shall be adjusted at least once in one minute to the time received from the GPS
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receiver or master clock. In case no GPS data is available, no adjustment shall be

done and the clock shall display the local RTC time.
5.5 Communication status with GPS receiver shall be indicated with a blinking LED.
5.6 System should operate satisfactorily between operating temperature of -10° C to

70°C.
5.7 System should work satisfactory on 160 Volts – 270 Volts, 50 Hz, single phase
power supply with under voltage and over voltage cut off protection. Short circuit
protection should be provided for the power supply.
5.8 Complete system shall be housed inside powder coated enclosure made of
galvanized MS sheet of minimum 16 SWG in black color or otherwise specified by
purchaser.
5.9 Arrangement shall be made for hanging the digital clock as per site requirement and
as specified by purchaser.
5.10 The system shall be made up of three distinct modules. One micro-
processor/micro-controller module with built-in GPS receiver when designed for
stand alone mode, Power supply module with battery charger and Display modules.
The various modules shall be interconnected appropriately, such that replacement
of any module shall not call for any de-soldering. Number of interconnecting wires
shall be kept a minimum.
5.11 In data communication lines, Class “D” surge protection circuit and in power supply
lines, Class “C” protection should be provided.
5.12 The clock should have a sealed maintenance free battery inside a suitable
enclosure to support the clock including the display for at least half an hour in case
of power failure.
5.13 The clock should have SMPS charger inbuilt in power supply module for charging
the sealed maintenance free battery.
5.14 A test switch to check the display should be provided on one side of clock. When
this switch is pressed the clock should display 88:88.
5.15 To protect the digital clock, a shade having angle of preferably 150 downward with
respect to ground should be provided in such a way that it should not obstruct the
view of clock.
5.16 Time shall be shown in Hours, Minutes separated by flashing colon indicating
seconds. The time format shall be either 24 hour or 12 hour format with help of
selection.
5.17 Digital clock suitable for platform area should either work in stand alone mode or in
networking mode driven by master clock as per site requirement and as specified
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by purchaser. In case of stand alone mode, each clock has to be provided with
GPS receiver and in networking mode, only master clock is to be provided with
GPS receiver.
5.18 Digital clock shall be as per schematic illustrated in diagram 1 and shall comply
following specification:
Features Description
Display type Seven segment LED matrix
No. of sides Single or Double sided (As specified by
purchaser)
Size of LED display modules As per details given in Diagram 1.
Specification of LED As per Clause 4.2
Pitch of LED 10.0 mm
Number of Lines of LEDs in 3 lines
each segment of seven
segment LED matrix
Size of Seven Segment LED 320 mm (H) X 150 mm (W) ±1%
Matrix
LED color RED/GREEN/ORANGE/BLUE
Format 24 Hrs. or 12 Hrs. Format (88: 88)
Seconds display Flashing colon with two dots of seven LEDs in a
circular shape between HH and MM
Overall maximum housing 510 mm (H) X 1200 mm (L) X 250 mm (D) for
dimensions single sided and
510 mm (H) X 1200 mm (L) X 300 mm (D) for
double sided
Working Power Supply range 160V to 270V AC, 50 Hz.
Operating Temperature -100 to 700C
Humidity 0% - 95% - non condensing
Enclosure Material Galvanized MS sheet metal structure of at least
16 SWG with display areas covered with UV
stabilized Polycarbonate sheet of minimum 3mm
thickness.
6. SPECIFICATION OF DIGITAL CLOCK SUITABLE FOR OFFICE COMPLEX:
6.1 Digital clocks suitable for office complex are to be provided mainly in control
offices, station master offices, RRI cabin etc. or as specified by purchaser.
6.2 Digital clock suitable for office complex shall comply clauses 5.1 to 5.9.
6.3 The system can be made up of either three distinct modules or comprising of all
three modules on a single module. If system is made up of three distinct modules,
it should consist of one micro-processor/micro-controller module with built-in GPS
receiver when designed for stand alone mode, power supply module with battery
charger and display modules. The various modules shall be interconnected
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appropriately, such that replacement of any module shall not call for any de-
soldering. Number of interconnecting wires shall be kept a minimum.
6.4 In data communication lines, Class “D” surge protection circuit should be provided.
6.5 The clock should have a sealed maintenance free battery to support the clock
including the display for at least half an hour in case of power supply failure.
6.6 Time shall be shown in Hours, Minutes and seconds separated by flashing colon.
The time format shall be either 24 hour or 12 hour format with help of selection.
6.7 A test switch to check the display should be provided on one side of clock. When
this switch is pressed the clock should display 88:88:88.
6.8 Digital clock display shall be LED type made of seven segment display matrix.
Matrix should be made of six corner LEDs and seven segments in which each
segment should be made of three LEDs in single line with 8.0 mm pitch. All six
corner LEDs and seven segments should be individually controlled. Each digit size
shall be 70 mm ± 2.0 mm in height & 37 mm ± 2.0 mm in width.
6.9 Digital clock suitable for office complex should either work in stand alone mode or
in networking mode driven by master clock as per site requirement and as
specified by purchaser. In case of stand alone mode, each clock has to be
provided with GPS receiver and in networking mode, only master clock is to be
provided with GPS receiver.
6.10 Digital clock shall be as per schematic illustrated in diagram 2 and shall comply
following specification:
Features Description
Display type Seven segment Display Matrix
No. of sides Single sided
Size of LED display As per details given in Diagram 2.
modules
Specification of LED As per Clause 4.2
Pitch of LED 8.0 mm
Size of Seven Segment 70 mm (H) X 37 mm (W) ± 2 mm
LED Matrix
LED color RED/GREEN/ORANGE/BLUE
Format 24 Hrs. or 12 Hrs. Format (88 : 88 : 88)
Seconds display Flashing colon with dots between HH, MM and SS
Overall maximum 150 mm (H) X 420 mm (L) X 100 mm (D)
housing dimensions
Working Power Supply 160V to 270V AC, 50 Hz.
range
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Operating Temperature -100 to 700C

Humidity 0% - 95% - non condensing
Enclosure Material Galvanized MS sheet metal structure of at least 16
SWG with display areas covered with UV stabilized
Polycarbonate sheet of minimum 3mm thickness.
7. SPECIFICATION OF MASTER CLOCK:
7.1 Master clock should be micro-processor/micro-controller based system. The

micro-controller/micro-processor should be with minimum 8 bit CPU of reputed
make having industrial grade components.
7.2 Master clock should have built-in GPS receiver with minimum specifications as
specified in Clause 8.0 of this document. A Gold plated SMA connector shall be
provided to connect GPS antenna.
In case the master clock is physically situated where clear sky access is not
possible and/or the RF cable length requirement exceeds 15 meters, the GPS
receiver should be enclosed in a separate enclosure and placed near the Antenna.
The GPS information shall be sent to Master Clock through proper serial interface.
The GPS receiver should be powered from the Master Clock.
7.3 Master clock should have a built-in RTC (Real Time Clock) using a self contained
module having following minimum specifications:
a) It should be microprocessor bus oriented.
b) Self contained sub system should include Lithium, Quartz & support
circuitry.
c) It should be non volatile with over 8 years of retention of data in absence of

power.
d) The accuracy should be in order of plus or minus ONE minute per month.
7.4 Master clock shall continuously display time maintained by the local RTC. This
RTC shall be adjusted at least once in one minute to the time received from the
GPS receiver. In case no GPS data is available, the clock shall display the local
RTC time.
7.5 Communication status with GPS receiver shall be indicated with a blinking LED.
7.6 Display format of master clock should of 7 segment display having 12 mm

minimum digit height, red display color and 7 segment solid state display device.
7.7 Time should be in 24 Hours mode. There should also be provision for 12 Hours
mode. Time is to be shown in Hours, Minute & second. There shall also be
provision of time setting.
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7.8 The master clock should be of multi port serial communication device to which
digital clocks are to be interfaced for information transfer. Master clock should be
able to drive minimum 32 digital clocks. Depending upon requirement of additional
digital clocks, ports of master clock are to be increased. The connectors for the data
should be of type 9D.
7.9 The serial port connection to the digital clocks should be daisy chained and in case
of a failure (like power down) of a particular digital clock, the extension of
communication link should not be affected. Also in case of removal of any digital
clock for repair, the input and output connectors should be mate-able to extend the
communication link.
7.10 Master clock shall be made of distinct modules consisting of micro-

processor/micro-controller module with built-in GPS receiver, power supply module
with battery charger and display modules. The various modules shall be
interconnected appropriately, such that replacement of any module shall not call for
any de-soldering. Number of interconnecting wires shall also be kept a minimum.
7.11 System should operate satisfactorily between operating temperature of -10° C to

70°C.
7.12 System should work satisfactory on 160 Volts – 270 Volts, 50 Hz, single phase
power supply with under voltage and over voltage cut off protection. Short circuit
protection should be provided for the power supply.
7.13 In data communication lines, Class “D” surge protection circuit should be provided.
7.14 Complete system shall be housed inside powder coated enclosure made of
galvanized MS sheet of minimum 16 SWG in black color or otherwise specified by
purchaser.
7.15 Master clock should be either rack mountable or wall mountable as specified by
purchaser.
7.16 The master clock should have a sealed maintenance free battery inside a suitable
enclosure to support the clock including display for at least one hour in case of
power failure.
7.17 A test switch to check the display should be provided on master clock. When this
switch is pressed the clock should display 88:88:88.
7.18 be
All synchronized
digital clocks working
with the as slave
time clocks
of the andclock.
master connected to the master clock should
7.19 In case of failure of any particular port of master clock, the spare port can be used
immediately and the system should start functioning with minimum down time.
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7.20 Each port of master clock should have LED indications for monitoring the
communication health of that port and digital clocks connected on that port. The
LED should glow red when link is failed and green when link is OK.
7.21 Proper communication protocols shall be provided to establish error free

communication between the port and the corresponding system interfaced with that
port.
7.22 Necessary diagnostic routines shall be provided with the help of which the faulty
ports can be identified so that the necessary action can be taken to rectify the
same.
7.23 The communication shall be in full duplex and master clock shall be able to
recognize the connectivity with digital clocks working as slave clocks.
7.24 Diagnostic methods for testing different peripherals and communication ports shall
be provided.
8. SPECIFICATION OF GPS RECEIVER:

8.1 GPS Receiver should have following minimum specification:
8.1.1 L1 frequency, C/A code, 8-channel (minimum) continuous tracking receiver.

8.1.2 1Hz update rate.
8.1.3 It should support NMEA protocols on serial port with configurable baud rate
(TTL level)
8.1.4 Fully Compatible with SPS and accuracy should be better than 10 ms.
8.1.5 Reacquisition time better than 2 sec (90%).
8.1.6 Hot Start better than 15 sec (90%).
8.1.7 Warm Start better than 50 sec (90%).
8.1.8 Cold Start better than 180 sec (90%).
8.1.9 Antenna short circuit protection.
8.1.10 Operating temperature -40°C to +85°C
8.2 GPS Antenna: It shall be provided with either magnetic mounting or screw (fixed)
mounting with micro-patch, active antenna powered from the receiver module itself
as per site requirement.
9. POWER SUPPLY:
9.1 Power supply unit shall be operated from AC source ranging from 160 to 270 Volts
50 Hz AC, single phase with over voltage, under voltage and short circuit
protection.
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9.2 All the power supply units shall be operated at 50% load of maximum working
capacity.
9.3 Power supply requirement for master clock and digital clocks shall be as low as
possible.
9.4 PVC insulated flexible 3 core power cables shall be used for power supply wiring
wherever required conforming to specification no. IS:694:1990 reaffirmed 1995 or
latest and shall have sufficient cross sectional area of 2.5 sq mm (minimum)
copper conductor with insulation thickness 0.7mm, sheath thickness of 1.0 mm and
overall diameter 9 mm to withstand power load.
9.5 Suitable protection against transient coming in the power supply source or
9.6 Data Cable and Power Supply cable shall be taken trough separate pipes/ conduits
wherever required.
10. TESTS AND REQUIREMENTS:
10.1 Conditions of Tests:
10.1.1 Unless otherwise specified, all tests shall be carried out at ambient atmospheric
conditions.
10.1.2 For inspection of material, relevant clauses of IRS: S 23 and RDSO/SPN/144 shall
apply.
10.1.4 Inspection shall be carried out for digital clocks suitable for platform area & office
complex and master clock. GPS Receiver shall be checked during inspection for
their functional performance required for proper working of complete system as per
specification.
10.2 Type Tests:
10.2.1 For type test, one complete system consisting of all type of clocks shall be
subjected to following tests as applicable:
(a) Visual inspection (Clause 11.1)

(b) Insulation Resistance Test (Clause 11.2)
(c) Applied High Voltage Test (Clause 11.3)
(d) Environmental/ Climate Tests (Clause 11.4)
(e) Performance Test (Clause 11.5)
(f) Endurance test (Clause 11.6.1)
(g) Card-level functional tests on all the cards.
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(h) System level functional tests.

(i) LED parameter tests (Clause 11.7)
10.2.2 One double sided digital clock suitable for platform area, one digital clock suitable
for office complex and one master clock shall be type tested for this purpose. All
the system shall successfully pass all the type tests for proving conformity with this
specification. If any one of the equipment fails in any of the type tests, the
inspecting authority or his nominee at his discretion, may call for another
equipment/ card(s) of the same type and subject it to all tests or the test(s) in which
failure occurred. No failure shall be permitted in the repeat test(s). After successful
completion type tests, these items are to be submitted to RDSO.
10.2.3 Separate enclosure of digital clock for platform area is to be fabricated suitable for
keeping inside the environmental chamber for carrying out endurance and
environmental/climatic tests. This clock shall be double sided with HOUR display
modules along with flashing colon for SECOND on one side and MINUTE display
modules on other side using same electronics of digital clock suitable for platform
area. Display modules and electronics of this clock shall be placed in the double
sided Platform Clock for carrying out other tests and to be submitted to RDSO.
authority.
10.3 Acceptance Tests:
each type of system) offered for inspection by the supplier:
i) Visual inspection (Clause 11.1)

ii) Insulation Resistance Test (Clause 11.2)
iii) Performance Test (Clause 11.5)
iv) System level functional tests.
v) Endurance Test (Clause 11.6.2)
vi) LED parameter test (Clause 11.7)
authority.
10.4 Routine Tests:
10.4.1 manufacturer
The following on
s hall comprise
every the and
equipment routine testsresults
the test and shall
will bebesubmitted
c onducted by
to the
inspection authority before inspection.

ii) Insulation Resistance Tests (Clause 11.2)
iii) Performance test (Clause 11.5)
iv) Card-level functional tests on all the cards.
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v) System level functional tests.

vi) Performance Test (Clause 11.5)
vii) LED parameter test (Clause 11.7)
authority.
11. TEST PROCEDURE:
11.1 Visual Inspection: Each equipment of the system shall be visually inspected to
ensure compliance with the requirement of clause 2 to 9 of this specification. The
visual inspection shall broadly include:
11.1.1 System Level Checking:

i) Constructional details.
ii) Dimensional check.
iii) General workmanship.
iv) Configuration.
v) Mechanical polarization of cards.
11.1.2 Card Level Checking:

i) General track layout.
ii) Quality of soldering and component mounting.
iii) Conformal Coating.
iv) Legend printing.
v) Green or Black masking.

11.1.3 Module Level Checking:
i) Indications and displays.
ii) Mounting and clamping of connectors.
iii) Proper housing of cards.
11.2 Insulation Resistance Test: This test shall be carried out –

variation within 10%) in the values measured before and after high voltage test.
After the completion of climatic test, the values shall not be less than 10 Mega
ohms for the equipment at a temperature of 40 0 C and relative humidity 60%. The
measurement shall be made at a potential of 500V DC.
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11.3 Applied High Voltage Test: The equipment shall withstand for one minute without
puncture and arcing a test voltage of 2000 volts rms applied between:
(a) AC line terminals and earth

(b) DC line terminals and earth
The test voltage shall be alternating of approximately sinusoidal waveform of any

frequency between 50 Hz. and 100 Hz. Printed circuit cards shall be removed.
11.4 Environmental/ Climate Tests:
11.4.1 The digital & master clocks shall be capable of working in non-air conditioned
environment in the field.
11.4.2 The digital & master clocks shall be suitable for installation on AC/ DC electrified
and non-electrified sections. It shall be suitable in all areas including where
locomotives having thyristor controlled single phase or 3-phase induction motors
haul passenger or freight trains and where chopper controlled EMU stocks are
operated.
11.4.3 The digital & master clocks shall meet the following climatic and environmental
requirements:
SN TEST REFERENCE
1. Change of temp test IS 9000
Part XIV Sect. II
Low temp –10o C ± 3o C
High temp +70o C ± 2o C
Rate of change in 1o C / min

temperature
Duration 7hrs at each temp. –10 o C & +70 o C
Cycle 3

IS:9000 Part-III
Temp +70oC ± 2o C Sect 3
Duration 16 hrs
Sect. III
Temp –10o C ± 3 o C
Duration 2 hours
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4. Damp heat test (Cyclic) IS 9000 Part V

Upper temp o
40 C ± 2 C o Sect. 2 Variant
1
Humidity 95% (+1%, -5%)
Cycles 6
Condition Fully functional during one hour period
towards end of each cycle.
Stabilization shall be done at 25o ± 3 o C
5. Damp heat test (Steady state storage) IS 9000 Part IV
Temp 40o ± 2 o C
Humidity 93% (+2%, -3%)
Severity 4 days
6. Salt mist test IS 9000 Part XI
Mist + Damp heat Procedure 3: 2 hours + 22 hours procedure 3
Temp 35o ± 3 o C
Humidity 93% (+2%, -3%)

Hours 22
Cycle 3
Condition After this test, electrical parameters shall
be monitored in addition to physical
checks.
Part XII
Duration 1hour
checks.
PCBs/Modules/units in packed condition shall be subjected to Part VII, Sec. 2
bump test as under:
No of bumps 1000
Peak acceleration 400 m/s2
Pulse duration 6 ms
No of axes 3
checks.
1001A-revised)
Up to & including 75 Over 75 Kgs.
Kgs. weight
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Amplitude ± 6 mm constant ± 6 mm constant

displacement or displacement or 15m/
15m/ Sec.2 constant Sec.2 constant
acceleration. acceleration.
No. of axes 3 3
No of sweep 20 10
cycle
Total duration 105 min 105 min

If resonance is 10 min at each 10 min at each

10. Environmental Stress Screening tests (ESS) for Printed

(The manufacturer shall carry out the following ESS tests on all
modules on 100% basis during production / testing in the
sequence as follows. Suitable records shall be maintained
regarding the compliance of these tests. )
10.1 Thermal cycling:
The PCBs shall be subjected to thermal cycling as per the
procedure given below.
The assembled boards are to be subjected to rapid temperature
cycling as mentioned below in the power off condition.
 This temperature cycling from 0°C to 70 0C, ½ Hours at
each temperature for 9 cycles and 1 hour at each temp. for
the 10th cycle. Dwell time of 1 hour is provided for the last
cycle in order to oxidize defective solder joints exposed
through thermal stress.
70°C, ½ Hour 1 Hour
Ambient
r
0°C, ½ Hour
 The rate of rise / fall of temp. shall be minimum 10°C per
minute.
 In addition to physical checks, the electrical parameters are
also to be monitored after this test.
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10.2 Power cycling: The power supply modules shall be subjected to

60 ON-OFF cycles for 1 hour. The ON-OFF switch usually
provided in the modules may not be used for this purpose.
11.5 Performance Test: The equipment shall comply with the requirements as
specified in Clauses 2 to 9.
11.6 Endurance Test:
11.6.1 During type test, endurance test shall be conducted on system mentioned in
Clause 10.2.2 for continuous operation which shall be 168 hours at 60 0C burning
for LED without giving any deterioration in light output.
11.6.2 During acceptance test, endurance test shall be conducted on samples as per
Clause 10.3.1 for continuous operation which shall be 48 hours at room
temperature burning for LED without giving any deterioration in light output
11.7 LED Parameter Test:

11.7.1 The parameters of LED are to be tested as specified in Clause 4.2 for all the tests
as mentioned below.
i) For type test, one LED from each LED module of Hours & Minutes from each
side of Digital Clock suitable for platform area and two LEDs from Digital Clock
suitable for office complex shall be tested.
ii) For acceptance test, one LED from each side of digital clock suitable for
platform area and one LED from 5 nos. of digital clocks suitable for office
complex shall be tested as per sampling plan mentioned in Clause 10.3.1.
iii) For routine test, one LED from a batch of 1000 LEDs shall be tested. If it fails,
then total batch of LEDs shall be tested, of which if more than 1% of LEDs fails,
then entire batch of LEDs shall be rejected.
12. QUALITY ASSURANCE:
process
shall andQuality
ensure the environment
Assurance under which
Program it is manufactured,
of adequate standard. the manufacturer
approval. The necessary plants, machineries and testing equipments required for
production & quality assurance as per Scheduling of Technical Requirements
(STR) shall be available with the manufacturer.
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13. MARKING & PACKING:
equipment:
i) Name and Address of the manufacturer.
ii) Month & Year of the manufacting.
iii) Serial number of Equipment.
iv) Specification number.
v) Schematic diagram of the equipment on the side of the cover.
13.2 The equipment and its sub assemblies shall be packed in thermocole boxes and
thermocole box, the equipment shall be wrapped with bubble sheet. The
14. INFORMATION TO BE SUPPLIED BY THE MANUFACTURER:
14.1 The following documents in two sets should be supplied along with the system:
i) Mechanical drawings of each sub system/ rack.
ii) Installation and maintenance manual incorporating trouble shooting exercises,
printed cards patterns, software etc.
iii) Operating and trouble shooting manual.
iv) Pre-commissioning check list.
15. INFORMATION TO BE SUPPLIED BY THE PURCHASER:
15.1 The purchaser should clearly indicate details of required items which shall mainly
consist of following items as per requirement.
S.No Description of the Item Quantity
Double sided Digital Clock suitable for platform

1.a area (Either networking mode or stand alone As per site requirement
mode)
Single Sided Digital Clock suitable for platform
1.b area (Either networking mode or stand alone As per site requirement
mode)
Digital Clock suitable for Office Complex
2 As per site requirement
(Either networking mode or stand alone mode)
3 Color of LEDs: Red or Orange or Green or As specified by the

Blue. purchaser
Master Clock for working of digital clocks in As specified by the
4
networking mode purchaser
5 Five pair shielded communication cable As per requirement
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6 Power Cable and extension boards As per requirement
Any other items or features required by the

7 As per requirement
purchaser
16. TRAINING:
17. DIAGRAMS:
Detailed construction diagrams of Digital Clock suitable for platform area (single
sided and double sided) and Digital Clock suitable for office complex are to be
approved by RDSO before starting manufacturing.
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Page 27 of 28 Effective from 15/11/2007 RDSO/SPN/TC/62/2007 Rev. 2
18. Schematic Diagram of Digital Clock suitable for Platform Area:
(Tolerance in Dimensions ± 5 mm)
Diagram – 1 (All dimensions in mm)
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19. Schematic Diagram of Digital Clock suitable for Office Complex:
(Tolerance in Dimensions ± 5 mm)
Diagram – 2 (All dimensions in mm)
*****
***
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lR;eso t;rs
Draft Specification
of
Analog Clock System with GPS Synchronization
Revision 0.0
Number of Pages: 25
TELECOM DIRECTORATE
Manak Nagar,
LUCKNOW-226011
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DOCUMENT DATA SHEET
RDSO/SPN/TC/76/2008 0.0
Title of Document
RDSO Specification
for
Analog Clock System with GPS
Synchronization
Author
Approved by
Abstract
This document specifies technical specification of Analog clock system with

GPS synchronization.
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RDSO Member Prepare

Director/ Telecom-II

Approve
Telecom
REVISIONS:

Annexure Month/Year
- FIRST ISSUE March 2008

RDSO/SPN/TC/78/2008
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TABLE OF CONTENTS
1. Scope 5
2. System Description 5
3. General Specification 5
4. Analog Clock 6
5. Master Clock Equipment 8
6. Quality Requirements 12
7. Multipurpose Time Signal 12
8. Time Synchronization with Serial ASCI II Time- Telegram 13
9. External GPS Receiver for Analog Clocks 14
10. Tests & Requirements 15
11. Test Procedure 16
12. Quality Assurance 21

13. Marking & Packing 21
14. Information to be supplied by the Manufacturer 21
15. Information to be supplied by the Purchaser 22
16. Training 22
17. Diagrams 22
18. Schematic Diagram of Analog Clocks for Indoor 23

Application
19. Schematic Diagram of Analog Clocks for Outdoor & 24

Indoor Application
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Draft Specification of Analog Clock System with GPS Synchronization
1.0 SCOPE:
This specification covers technical requirement of Analog Clocks, GPS

synchronized stand alone clocks and clocks systems consisting of GPS
synchronized master clock with slave clocks.
These clocks are used for displaying the correct time at various locations of
platforms of Railway Stations and in the control & other offices of Railways. It
also covers the technical requirement of GPS receiver to be used for
synchronisation.
2.0 SYSTEM DESCRIPTION:
2.1 The synchronized analog clock shall use Global Positioning System (GPS)
receiver to receive correct time. The clocks shall have local battery backed
Real Time Clock (RTC) which shall be synchronized to the time information
received from the GPS. In case of failure of GPS system, the clock’s local
RTC time shall be displayed.
2.2 The synchronized analog clock shall have a built-in GPS receiver and shall
synchronize time as received from the GPS.
2.3 Master clock shall be used to synchronize analog clocks when wired in
network. In such cases, analog clock will work as slave clock and GPS
receiver shall not be provided in slave clock.
3.0 GENERAL SPECIFICATION:
3.1 Analog clocks shall display time information by means of dial and hands and
by providing intuitive reading of time information as well as excellent visibility
for passengers.
3.2 These shalltobe

In addition mainly
that, used indoor
analogue in public areas
clocks such
can as platforms
be installed or station
in office rooms.halls.
3.3 While using multipurpose time signal to drive indoor and outdoor analog slave
clocks, these devices shall not require additional 230 V AC or any other power
supply.
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3.4 Cabinet colour of outdoor analog clocks shall be carried out in specific colour
as specified by Railways and dials of clock shall show IR logo.
3.5 Analog clocks shall be usually integrated in clock systems by functioning in

slave clock mode. Outdoor analog clocks shall also operate in stand alone
mode by having direct GPS synchronization.
3.6 Preferably 5 pair PVC insulated twin twisted screened color coded cable in
which each core is of size 7/0.2 (7 strands, each of 0.2 mm diameter) with
nominal insulation thickness of 0.6mm and sheath thickness of 0.9mm as per
standard BIS: 5308 PART-1 should be provided for the data communication
wherever required.
3.7 PVC insulated flexible 3 core power cables shall be used for power supply
wiring wherever required conforming to specification no. IS:694:1990
reaffirmed 1995 or latest and shall have sufficient cross sectional area of 2.5
sq mm (minimum) copper conductor with insulation thickness 0.7mm, sheath
thickness of 1.0 mm and overall diameter 9 mm to withstand power load.
4.0 ANALOG CLOCK:
4.1 Indoor Analog Clocks, 30 and 40 cm:

4.1.1 Round clocks with hour and minute hands shall be as per schematic shown in
Clause 18.0.
4.1.2 The clock shall set itself completely automatic to the correct time after
connecting it to the multipurpose time signal coming from a master clock type
A, B or C.
4.1.3 The clock shall work on 2 wires.
4.1.4 The clocks shall be available in sizes, 30 and 40 cm diameter providing

minimum viewing distances (daylight) of 40 and 50 m respectively.
4.1.5 Mounting kit shall be provided for the clocks to allow two clocks to be
combined into a double-sided clock with a bracket for ceiling and wall
mounting. (Optional)
4.1.6 The colour of the hands shall be black and the colour of the case shall be
white.
4.1.7 The design of the dial, including logo, shall be as specified by Railways.
4.2 Specifications of Analog Clocks for Indoor Application:
Diameter (nominal) 30 cm 40 cm
Overall dimension (diameter) 310 - 325 mm 413-425 mm
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Max. depth, single-sided 56 mm 59 mm

Max. depth, double-sided 121 mm 126 mm
Max. weight, single-sided 0.9 kg 1.2 kg
Max weight, double-side 2.1 kg 2.7 kg
Cover glass convex, acrylic convex, acrylic
Accuracy when synchronization ±5s/24hours @ ±5s/24hours @
missing 20±5°C 20±5°C
4.3 Indoor & Outdoor Analog Clocks, 50, 60 & 80 cm:

4.3.1 Round clocks for indoor and outdoor application shall be with hour and minute
hands, illuminated with circular standard-sized fluorescent lamps as per
schematic shown in Clause 19.0.
4.3.2 The clocks shall be available as single and as double-sided. Dials of clocks
shall be available in 50, 60 and 80 cm diameter, providing minimum viewing
distances (daylight) of 60, 70 and 90 m respectively.
4.3.3 The double-sided

enables clocks
fixing on wall, shall socket
ceiling, have aorrotatable supporting
pole mounting. Themiddle piece to
fixing brackets
shall be length-adjustable.
4.3.4 The clock shall set itself completely automatic to the correct time after
connecting it to the multipurpose time signal coming from a master clock type
A, B or C.
4.3.5 The clock shall require 2 wires for the multipurpose time signal and mains
power supply of 160 to 270 Volts, 50 Hz AC for the illumination.
4.3.6 The clock shall need additional 230 V AC power supply when operated in RS
485 or GPS-mode,
4.3.7 The housing of the clock shall consist of light metal duly powder coated in
specific colour as defined by Railways.
4.3.8 A convex acrylic glass shall be provided on front side to protect the clock.
4.3.9 The colour of the hands shall be black whereas the colour of dial & logo shall
be as specified by Railways.
4.3.10 The single sided clock shall be easily mountable with its backside part. The
double sided clocks shall be available for wall- and ceiling mounting. Three
lengths of suspension- and wall-mounting rods shall be provided of length 500,
600 and 800 mm.
4.4 Specifications of Analog Clocks for Indoor and Outdoor Application:
Diameter (nominal) 50 cm 60 cm 80 cm
Overall dimension 530-540 mm 630-640 mm 830-840 mm
(diameter)
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Max. depth, single- 160 mm 160 mm 160 mm

sided
Max. depth, double- 242 mm 242 mm 242 mm
sided
Max. weight, single- 7 kg 8.5 kg 11.5 kg
sided
Max weight, double- 12.5 kg 14.5 kg 19 kg
side
Cover glass convex, acrylic convex, acrylic convex, acrylic
Accuracy when ±5s/24hours @ ±5s/24hours @ ±5s/24hours @
synchronization 20±5°C 20±5°C 20±5°C
missing
4.5 Time Synchronization:

4.5.1 For time synchronization, indoor analog clocks shall have an input for
multipurpose time signal. In addition to that, outdoor clocks shall be equipped
to connect
stand alonewith a GPS
function time-code
without beingreceiver as in
integrated specified
a clock in Clause 9.0 to provide
system.
4.5.2 The clock shall check the incoming time-telegram as follows:

4.5.2.1 Parity and Plausibility
4.5.2.2 Consistency: The time shall not be accepted before three consecutive,
plausible messages with correctly incremented time information have
been received.
4.5.3 Accuracy of the clock when synchronized shall be ±50 ms to the incoming
time-telegram.
5.0 MASTER CLOCK EQUIPMENT:

5.1 Types of Master Clocks and Their Applications:
5.1.1 Type A: For small train stations, standard sub-master clocks shall be provided
having one RS 485 clock line and two clock lines for multipurpose time signal.
5.1.2 Type B: For large stations and for synchronization of 2-wire communication
systems, standard sub-master clocks shall be provided having up to eight
clock lines, either of type RS 485 or multipurpose time signal.
5.1.3 Type C: For centralized synchronization and communication via Fibre Optics
Transmission
be provided System
having (FOTS), customized
high precision and main masterbased
reliability clock equipment shall
on a modular
approach.
5.1.4 Time Synchronization: All kind of master clock equipment shall be

synchronized from various time-references as mentioned below:
5.1.4.1 GPS time-code receiver as specified in Clause 9.0.
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5.1.4.2 Synchronization via Network Time Protocol over a LAN/WAN network.

5.1.4.3 Serial interfaces RS 232 / RS 422 for FOTS backbones as per Clause
8.0.
5.2 Technical Requirements of Master Clocks Type A (MC-A):

5.2.1 The master clock shall receive the correct time information from GPS or the
main master clock and set itself to the correct time.
5.2.2 Outputs of the MC-A: Two separate multipurpose time signal outputs as
defined in Clause 7.0 shall be provided to drive self-setting clocks, providing
time, date and power supply for analog clocks on 2-wires. The two outputs can
individually be configured as 24V, polarized minute-impulse-lines.
5.2.3 Serial ASCII-telegram on a RS 485 output shall be provided as defined in

Clause 8.0.
5.2.4 Operation Control: The MC-A shall have numerical keyboard with the keys 0..9
and additional cursor keys for the navigation in the menu. The display shall be
LCD-matrix-type, 4 lines with 20 characters each with backlight. The operation
shall be user-friendly, menu driven and in English language.
5.2.5 To compensate its quartz-drift and quartz-aging, the MC-A shall be

synchronized by the following time references:
5.2.5.1 Accuracy of the MC-A with missing link to the Master Clock shall be +/-
0.1 second/ 24hours.
5.2.5.2 The aging of the quartz shall be compensated by automatic calibration-
software.
5.2.6 Potential free contact for local alarm signalisation shall be provided.
5.2.7 The MC-A shall work on mains power supply 160 to 270 Volts, 50 Hz AC and
shall have battery backup of 24V, 2.3 Ah for atleast 10 hours active power
reserve which will also depend upon the number of connected slave clocks.
5.2.8 Reliability: The Mean Time Between Failure (MTBF) of MC-A shall be at least
60,000 hours.
5.2.9 The MC-A shall have metal-sheet housing, mountable in 19" cabinet.
5.3 Technical Requirements of Master Clocks Type B (MC-B):
5.3.1 The master clock shall receive the correct time information from GPS or the
main master clock and set itself to the correct time.
5.3.2 Outputs of the MC-B:
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5.3.2.1 Up to eight separate multipurpose time signal outputs as defined in

Clause 7.0 to drive self-setting clocks, providing time, date and power
supply for analog clocks on 2-wires.
5.3.2.2 Up to eight separate 24V, polarized minute-impulse line outputs.
5.3.2.3 Up to eight separate, serial ASCII-telegram outputs on RS 232 or RS

422 / RS 485 (individually selectable) as defined in Clause 8.0.
5.3.2.4 The MC-B shall provide total eight clock outputs, either RS 485, or
multipurpose time signal-signal.
5.3.3 Operation control: The MC-B shall have numerical keyboard with the keys 0..9
and additional cursor keys for the navigation in the menu. The display shall be
LCD-matrix-type, 4 lines with 20 characters each with backlight. The operation
shall be user-friendly menu-guided and in English language.
5.3.4 Accuracy of the MC-B with missing link to the Master Clock shall be +/- 0.1
second/ 24 hours.
5.3.5 The aging of the quartz shall be compensated by automatic calibration-

software.
5.3.6 Potential free contact for local alarm signalisation shall be provided.
5.3.7 The MC-B shall work on mains power supply 160 to 270 Volts, 50 Hz AC and
shall have battery backup of 24V, 2.3 Ah for atleast 12 hours active power
reserve which will also depend upon the number of connected slave clocks.
5.3.8 Reliability: The Mean Time Between Failure (MTBF) shall be at least 60,000
hours.
5.3.9 The MC-B shall have metal-sheet housing and mountable in 19" cabinet.
Battery back up module shall also be rack mountable.
5.4 Technical Requirements of Master Clocks Type C (MC-C):
5.4.1 General Features: The MC-C shall provide reliable, accurate time for slave
clocks, sub- master clocks and subsystems. The MC-C shall preferably be
synchronized to the time of GPS. When synchronized to GPS, the accuracy of
the output of the Master Clock, measured at the output of the serial
communication board, shall be better than +/- 10ms compared to the GPS-
signal as reference. When the synchronization from GPS is lost, the deviation
of the MC-C shall not be more than 0.1 seconds per day measured at a
constant temperature.
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5.4.2 The MC-C shall be designed as a modular time distribution system. It should
be easily expanded with no practical limits by adding new modules and
additional racks. The MC-C should be expanded with additional racks.
5.4.3 Each rack should represent a complete master clock system consisting of a
master and a number of modules with specific functionalities.
5.4.4 Master: The master should monitor the modules, detect errors or faults and
synchronize the modules to the correct time.
5.4.5 Modules: Each module should work independent from other modules. Each
module should serve its outputs regardless of the status of any other module.
All modules, including the master should be 'hot-pluggable'.
5.4.6 Module Specific Features:
5.4.6.1 Network Processing Module

• Available Network services:
- NTP / SNTP Timeserver
- Alarm reporting with SNMP Traps and Email
- Remote control of the Master Clock over LAN / WAN
• RJ-45 10/100BASE-T with Auto-Negotiation.
5.4.6.2 Driver for Multipurpose Time Signal

• Four independent line outputs to control devices such as self-
setting clocks, computer interfaces and remote switching relays.
•
operating
Measurement and supervision of line voltage line current and
temperature.
5.4.6.3 Driver for Impulse Lines
• Four independent line outputs to control devices such as self-
setting clocks, computer interfaces and remote switching relays.
• Measurement and supervision of line voltage line current and
operating temperature.
5.4.6.4 Serial Communication

• Output of time and date information via four independent serial
interfaces.
• Each output should be configured as RS232, RS422, RS485
individually.
• Automatic broadcasting of a configurable time telegram,
asynchronous, ASCII or binary.
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• The time variables of millisecond, hundredth of second, tenth of

second, second, minute, hour, year, day of month, calendar
week, day of the year, day of week, month, AM/PM, checksum,
XOR checksum etc. should be transmitted in a freely
configurable sequence:
5.4.7 The operator's terminal shall consist of a standard PC with Windows operating
system.
5.4.8 The MC-C shall work on mains power supply 160 Volts to 270 Volts, 50 Hz
AC.
5.4.9 Reliability: The Mean Time Between Failure (MTBF) for a single module shall
be at least 1,00,000 hours and for complete system shall be at least 2,00,000
hours.
5.4.10 shall
MC-Cbesystem consisting
19" rack of Master, Charging Module and various modules
mountable.
6.0 QUALITY REQUIREMENTS:
6.1 Performance Requirement: The system shall be so designed to have a very

high reliability.
6.2 Applicable Standards: The clocks shall be designed to be operated in the

environment of railways and to withstand rough electric and electromagnetic
influences.
6.3 Casing of Indoor & Master Clocks shall be tested according to ingress
protection class IP 31.
6.4 Casing of Outdoor Clocks shall be tested according to ingress protection class
IP 54.
6.5 Electromagnetic Compatibility: Analog indoor/outdoor clocks and master

clocks shall be tested according to the following norms for electromagnetic
compatibility:
- EN 60950:2000 (7/2001) (or equivalent) for electric safety
- EN 61000-6-4 (or equivalent) for electromagnetic emission
(industrial environment)
- EN 50121-4 (or equivalent) for electromagnetic Immunity
7.0 MULTIPURPOSE TIME SIGNAL (MTS):
7.1 MTS is a one-way two-wire data transmission system designed for secure data
transmission with simultaneous supply of the end units connected to it.
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Electrical definition:
Voltage shape: sine-wave
Voltage tension: 1 0 Veff < u < 20 Veff
Frequency: f = 50 Hz
Modulation: combined amplitude / frequency, m = 2 %
Error-detection/correction: Hamming, Parity
7.2 Data and commands transmission to control clocks, interfaces and remote
relay-switches:
• Time and Date
• Time Function
• Time-offset for 20 different time zones to control time clocks on a
single MTS
•
remote
Switching functions:
relays Command addresses
on 64 independent to time-scheduled switch on/off of
• Operational mode of the slave clocks:

Sweeping, stepwise (i.e. the clocks are moving every half minute,
every minute or 'continuously'). Set the clock at 12'00 hours to halt for
maintenance reasons to check the correct mounting of the hands.
8.0 TIME SYNCHRONIZATION WITH SERIAL ASCI II TIME – TELEGRAM:

8.1 Electrical interface: RS 485, RS 232, RS 422
8.2 Specification of the Time-Telegram:
Periodicity: Once per second

Timing: Terminating at the beginning of designated second in the telegram
Baud rate: 9600bps
Data bits: 7
Parity: Even
Stop bits: 1
Jitter: <50ms
8.3 Format of ASCII Telegram String:
Byte No Meaning Character HEX code

1 Start of telegram O 0x4F
2 Supervision A 0x41
3 Season W or S 0x57 or 0x53
4 Year tens 0…9 0x30…0x39
5 Year units 0…9 0x30…0x39
6 Month tens 0 or 1 0x30 or 0x31
7 Month units 0…9 0x30…0x39
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8 Day of month tens 0…3 0x30…0x33

9 Day of month units 0…9 0x30…0x39
10 Day of week (Monday…Sunday) 1…7 0x31…0x37
11 Hour tens 0…2 0x30…0x32
12 Hour units 0…9 0x30…0x39
13 Minute tens 0…5 0x30…0x35
14 Minute units 0…9 0x30…0x39
15 Second tens 0…5 0x30…0x35
16 Second units 0…9 0x30…0x39
Note: W – standard time, S – seasonal time
9.0 EXTERNAL GPS RECEIVER FOR ANALOG CLOCKS:
9.1 GPS-receiver, together with antenna and generator for a serial time-telegram
shall be integrated in a small-sized case for outdoor mounting. The connection
between receiver-box and analogshould
clockbeshould
directlybe
throughfrom
a astandard
telephone-cable. The receiver-box powered master
clock. A surge protection box should be provided.
9.2
Dimensions (without mounting L 100 x W 100 x H 100 mm (Max.)
bracket)
Ingress protection IP 54
Satellites L1 (1575.42MHz), 8 channel tracking, 3
satellites required
Serial time-telegram DCF77 coded, UTC (current loop
isolated)
Accuracy of leading edge +/- 10 microseconds
(DCF77 code)
Cold start < 25 minutes
Power supply 10..40 VDC, < 0.5W
Connection Cable 4 wires x 0.25mm2 (AWG 23), up to
200m
9.3 Logical "0" = 100ms

Logical "1" = 200ms
A= early warning bit (for Daylight-Saving-Time - season change)

Z1 & Z2 = season bits
0 1 = winter
1 0 = summer
S= start bit
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P3
YEAR 40 80
20
10 O
U
8 0 T
1
4
2
1
10 50 10
P1 = parity bit minute MONTH
8
4
2
P2 = parity bit hour 1 45

16
P3 = parity bit calendar DAY OF
4
2
17
A
Z1
18
WEEK 1 Z2
20 40 20
10 S
8 1
4 2
DAY OF 2 4
1 30 8
MONTH P2 10
20
10 8 40 20
4 2 1 P1 MINUTE
HOUR
Ion Logical 0: 100ms

Logical 1: 200ms
Ioff
100ms 900ms 200ms 800ms 100ms

LOGICAL LOGICAL LOGICAL
"0" "1" "0"
10.0 TESTS AND REQUIREMENTS:

10.1.1 Unless otherwise specified, all tests shall be carried out at ambient
atmospheric conditions.
10.1.2 Inspection and testing shall be carried out to the effect that all requirements of
this specification are complied with.
10.1.3 Inspection shall be carried out for analog clocks suitable for indoor & outdoor
application in Railways and master clock. GPS Receiver shall be checked
during inspection for their functional performance required for proper working
of complete system as per specification.
10.2 Type Tests:
10.2.1 For type test, one complete system consisting of all type of clocks shall be

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10.2.2 One single sided analog clock of 40 cm suitable for indoor application, one
single sided analog clock of 80 cm suitable for outdoor application and all
three types of master clocks shall be type tested for this purpose. All the
system shall successfully pass all the type tests for proving conformity with
this specification. If any one of the equipment fails in any of the type tests, the
inspecting authority or his nominee at his discretion, may call for another
equipment/ card(s) of the same type and subject it to all tests or the test(s) in
which failure occurred. No failure shall be permitted in the repeat test(s). After
successful completion type tests, these items are to be submitted to RDSO.
authority.
10.3.1 The following shall constitute the acceptance tests which shall be carried out
by the inspecting authority for the purpose of acceptance on 20% of the lots
(minimum 2 each type of system) offered for inspection by the supplier:

authority.
10.4 Routine Tests:
manufacturer on every equipment and the test results will be submitted to the
inspection authority before inspection.

10.4.2 authority.
Any other tests shall be carried out as considered necessary by the inspecting
11.0 TEST PROCEDURE:
The test procedure shall be based on the system design. The methodologies
to be adopted for various tests shall be decided taking into account the system
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11.1 Visual Inspection: Each equipment of the system shall be visually inspected
to ensure compliance with the requirement of clause 2 to 9 of this
specification. The visual inspection shall broadly include:
iv) Configuration.
v) Mechanical polarization of cards.

ii) Quality of soldering and component mounting.
iii) Conformal Coating.

11.2 Insulation Resistance Test: This test shall be carried out –

variation within 10%) in the values measured before and after high voltage
test. After the completion of climatic test, the values shall not be less than 10
Mega ohms for the equipment at a temperature of 40 0 C and relative humidity
60%. The measurement shall be made at a potential of 500V DC.
11.3 Applied High Voltage Test: The equipment shall withstand for one minute
without puncture and arcing a test voltage of 2000 volts rms applied between:
(a) AC line terminals and earth

(b) DC line terminals and earth
The test voltage shall be alternating of approximately sinusoidal waveform of

any frequency between 50 Hz. and 100 Hz. Printed circuit cards shall be
removed.
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11.4.1 The analog & master clocks shall be capable of working in non-air conditioned
environment in the field.
11.4.2 The analog & master clocks shall be suitable for installation on AC/ DC
electrified and non-electrified sections. It shall be suitable in all areas including
where locomotives having thyristor controlled single phase or 3-phase
induction motors haul passenger or freight trains and where chopper
controlled EMU stocks are operated.
11.4.3 The analog & master clocks shall meet the following climatic and
environmental requirements:
SN TEST REFERENCE
1. Change of temp test IS 9000
Low temp –10o C ± 3o C Part XIV Sect. II
High temp +70o C ± 2o C
Rate of change in 1o C / min
temperature
Duration 7hrs at each temp. –10 o C & +70 o C
Cycle 3
Temp o
+70 C ± 2 Co IS:9000 Part-III
Sect 3
Duration 16 hrs

Temp o
–10 C ± 3 C o Sect. III
Duration 2 hours
4. Damp heat test (Cyclic) IS 9000 Part V
Upper temp 40o C ± 2 o C Sect. 2 Variant
1
Humidity 95% (+1%, -5%)
Cycles 6
Condition Fully functional during one hour period
towards end of each cycle.
Stabilization shall be done at 25o ± 3 o C
5. Damp heat test (Steady state storage)
Temp 40o ± 2 o C IS 9000 Part
Humidity 93% (+2%, -3%) IV
Severity 4 days
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6. Salt mist test IS 9000 Part XI
Mist + Damp heat Procedure 3: 2 hours + 22 hours procedure 3
Temp 35o ± 3 o C
Humidity 93% (+2%, -3%)

Hours 22
Cycle 3
checks.
Duration 1hour Part XII

checks.
PCBs/Modules/units in packed condition shall be subjected to Part VII, Sec. 2
bump test as under:
No of bumps 1000
Peak acceleration 400 m/s2
Pulse duration 6 ms
No of axes 3
checks.
1001A-revised)
Up to & including 75 Over 75 Kgs.
Kgs. weight
Amplitude ± 6 mm constant ± 6 mm constant

displacement or displacement or 15m/
2
15m/ Sec. constant Sec.2 constant
acceleration. acceleration.
No. of axes 3 3
No of sweep 20 10
cycle
Total duration 105 min 105 min

If resonance is 10 min at each 10 min at each
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10. Environmental Stress Screening tests (ESS) for Printed
(The manufacturer shall carry out the following ESS tests on all
modules on 100% basis during production / testing in the
sequence as follows. Suitable records shall be maintained
regarding the compliance of these tests. )
10.1 Thermal cycling:
The PCBs shall be subjected to thermal cycling as per the

procedure given below.
The assembled boards are to be subjected to rapid temperature
cycling as mentioned below in the power off condition.
0
 This temperature cycling from 0° C to 70 C, ½ Hours at
each temperature for 9 cycles and 1 hour at each temp. for
the 10th cycle. Dwell time of 1 hour is provided for the last
cycle in order to oxidize defective solder joints exposed
through thermal stress.
70° C, ½ Hour 1 Hour
Ambient
r
0° C, ½ Hour

minute.
The rate of rise / fall of temp. shall be minimum 10° C per
 In addition to physical checks, the electrical parameters are
also to be monitored after this test.
10.2 Power cycling: The power supply modules shall be subjected to
60 ON-OFF cycles for 1 hour. The ON-OFF switch usually
provided in the modules may not be used for this purpose.
11.5 Performance Test: The equipment shall comply with the requirements as
specified in Clauses 2 to 9.
11.6 Endurance Test:

11.6.1 During type test, endurance test shall be conducted on system mentioned in
Clause 10.2.2 for continuous operation which shall be 168 hours at 600C
burning without giving any deterioration in performance.
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11.6.2 During acceptance test, endurance test shall be conducted on samples as per
Clause 10.3.1 for continuous operation which shall be 48 hours at room
temperature burning without giving any deterioration in performance.
12.0 QUALITY ASSURANCE:
12.2 Since the quality of the equipment bears a direct relationship to the
manufacturing process and the environment under which it is manufactured,
the manufacturer shall ensure Quality Assurance Program of adequate
standard.
approval. The necessary plants, machineries and testing equipments required
for production & quality assurance as per Scheduling of Technical
Requirements (STR) shall be available with the manufacturer.
equipment:
ii) Month & Year of the manufacting.
iii) Serial number of Equipment.
iv) Specification number.
13.2 The equipment and its sub assemblies shall be packed in thermocole boxes
and the empty spaces shall be filled with suitable filling material. Before
keeping in the thermocole box, the equipment shall be wrapped with bubble
sheet. The equipment shall be finally packed in a wooden case of sufficient
strength so that it can withstand bumps and jerks encountered in a road/rail
journey.
14.0 INFORMATION TO BE SUPPLIED BY THE MANUFACTURER:
14.1 The following documents in two sets should be supplied along with the
system:
i) Mechanical drawings of each sub system/ rack/ clock.
ii) Installation and maintenance manual incorporating trouble shooting
exercises, printed cards patterns, software etc.
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15.0 INFORMATION TO BE SUPPLIED BY THE PURCHASER:
15.1 The purchaser should clearly indicate details of required items which shall
mainly consist of following items as per requirement.

Double sided Indoor/ Outdoor Analog Clock of As per site
diameter - 50cm or 60cm or 80cm suitable for requirement
1.a
platform area (Either networking mode or
stand alone mode)
Single Sided Indoor/ Outdoor Analog Clock of As per site
diameter - 50cm or 60cm or 80cm suitable for requirement
1.b
platform area (Either networking mode or
stand alone mode)
Double sided Indoor Analog Clock of diameter As per site
2 - 30cm or 40cm suitable for platform area requirement
(Either networking mode or stand alone mode)
Single Sided Indoor Analog Clock of diameter As specified by the
- 30cm or 40cm suitable for platform area purchaser
3
(Either networking mode or stand alone
mode)
Master Clock (MC-A or MC-B or MC-C type)
As specified by the
4 for working of Analog clocks in networking
purchaser
mode
5 Five pair shielded communication cable As per requirement

purchaser
16.0 TRAINING:
16.1 On site training shall be provided to the Railway staff which shall include
complete assembly of the system through the use of various modules,
integration of hardware with software and complete operation of the system.
17.0 DIAGRAMS:
Detailed construction diagrams of Indoor & Outdoor Analog Clock suitable for
platform area (single sided and double sided) and analog clock suitable for
office complex are to be approved by RDSO before starting manufacturing.
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18.0 Schematic Diagram of Analog Clocks for Indoor Application:
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19.0 Schematic Diagram of Analog Clocks for Outdoor and Indoor

Application:
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Clock diameter in cm Maximum viewing distance in m

50 60
60 70
80 90
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󰁁󰁮󰁮󰁥󰁸󰁵󰁲󰁥 󰁖󰁉󰁉 󰀭 󰁔󰁥󰁬󰁥󰁣󰁯󰁭 󰁄󰁩󰁲󰁥󰁣󰁴󰁯󰁲󰁡󰁴󰁥 󰁳󰁰󰁥󰁣󰁩󰁦󰁩󰁣󰁡󰁴󰁩󰁯󰁮 󰁮󰁯

󰁒󰁄󰁓󰁏󰀯󰁓󰁐󰁎󰀯󰁔󰁃󰀯󰀶󰀵󰀯󰀲󰀰󰀰󰀶 󰁦󰁯󰁲 󰁓󰁵󰁲󰁶󰁥󰁩󰁬󰁬󰁡󰁮󰁣󰁥 󰁳󰁹󰁳󰁴󰁥󰁭󰀮
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RDSO SPECIFICATION
OF
VIDEO SURVEILLANCE SYSTEM
Revision 0.0
Number of Pages : 35
TELECOM DIRECTORATE
LUCKNOW-226011
526
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DOCUMENT DATA SHEET
RDSO/SPN/TC/65/2006 0.0
Title of Document
RDSO Specification of Video Surveillance

System
Author
Shri Anil Kumar Mishra

Approved by
Shri M. Alam
Abstract
This document specifies technical specification of Video Surveillance System.
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Telecom Approve
REVISIONS:

Annexure Month/Year
RDSO/SPN/TC/65/2006 - FIRST ISSUE December 2006
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TABLE OF CONTENTS
1.0 Scope 6
2.0 System Description 6
3.0 General Requirements 7
4.0 Technical Requirements 8
5.0 Hardware Requirements 9
6.0 Software Requirements 23
7.0 Test Requirements 30
8.0 Test Procedure 31
9.0 Quality Assurance 33
10.0 Making and Packing 33
11.0 Information to be supplied by the manufacturer 33
12.0 Warranty 34
13.0 Training 34
14.0 Documentation 34
15.0 Diagram -1 35
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I.
SUMMARY :
This document covers the technical requirements of Video Surveillance System
to be provided at waiting hall, railway yards, workshops, reservation counter,
parking area, main entrance/ exit, platforms, foot over bridges etc. of railway
station and others railway establishments.
II. SOURCE :
Draft specification RDSO/ SPN/ TC/ 65/2006, Rev.0 has been prepared by
RDSO, Lucknow as per Railway Board letter No. 2005/Tele/WE/2 dated

18/08/2006.
III. FOREWORD :

In the absence of IRS specification, procurement may be made as per RDSO/
SPN specification.
RDSO/SPN/144 The Safety and reliability requirement of

IS:9000 Basic environmental testing procedures for


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Draft Specification of Video Surveillance System
Draft Specification No. RDSO/SPN/TC/65/2006
1.0 SCOPE :
The specification of Video Surveillance System covers technical specification and
requirement of IP based Video Surveillance Systems consisting of indoor &
outdoor fixed cameras, indoor & outdoor P/T/Z dome cameras, Indoor and
Outdoor IP Cameras, Single/multi channel Video Encoders, video management
hardware & software, Recording servers, switches, colour monitor etc. for
surveillance of different locations of Railway stations and other establishments
from centralized location.
Video Surveillance System shall be end to end IP based with either IP cameras
or
as single/multi channel encoders
per site requirement. placed within
The recording 100 video
of the metersshall
of the
beanalog
on ancamera
open
architecture, non embedded based recorder server from reputed manufacturers
like IBM/HP/Dell. The system shall be able to work on both wired as well as
wireless network. The wireless network is envisaged for extreme areas like,
yards, foot over bridges and any other area in the station where cabling is difficult
to install and maintain. The entire system shall be based on non proprietary open
architecture where the Video Management software can work and integrate with
any make of standard cameras, and IT hardware.
Video Surveillance System to be provided at stations and other railways

installations shall consist of Fixed cameras / Fixed dome camera, PTZ Dome
cameras, Single/multi channel Encoders, Recording Servers and PC’s to view on
TFT/LCD monitors and associated Ethernet cable, fiber cable, video cable,
power cable, twisted pair cable etc. It shall be possible to integrate the
surveillance system using the existing LAN / WAN infrastructure on optical /
microwave backbone network of Railways.
In IP based video surveillance system, the cameras shall be provided at different

locations so that the output is available as ethernet and connected to the
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backbone to the control room. Each camera shall have a video at 4CIF and 25
frames and a dual stream capability such that the viewing and recording at
different resolutions
a recording and frames
server which will beper second are
a standard possible. The
IBM/HP/Dell/ storage
make shall beThe
PC server. on
recording shall be preferably stored for atleast 7 days at 4CIF 25 frames per
second. In small stations, the viewing and recording shall take place in different
or same PC server as required by purchaser. Schematic of system architecture is
shown in Diagram -1.
Possible applications of analytics software over the IP based video surveillance

system, for required number of cameras for specific stations, as defined by
purchaser shall include generating various type of alarms on the basis of size of
object and direction of movement. etc.
3.0 GENERAL REQUIREMENTS:
3.1 Original Equipment Manufacturer of Video Surveillance System shall have base
and service support in all major cities of India or through authorized partners.
3.2 Manufactured products shall have quality system compliance and shall be either
UL or EN and FCC certified.
3.3 The Video Management software should be able to integrate any make of
standard cameras. It should be preferable that all IP cameras, Encoders
connected to Analog cameras

the same manufacturer and Video
as all these management
equipments software
communicate shouldwith
directly be each
from
other.
3.4 All software and firmware upgrades shall be free of cost. All the encoders, IP
cameras shall be freely accessible and programmable from the control room.
3.5 It shall be possible to view any camera from the Divisional, Zonal Headquarters
and from the Railway Board at the time of emergency or when ever desired.
3.6 Every control room of surveillance system shall be capable of getting connected
to the optical or other communication backbone of Railways.

3.7 The power supply available at the stations shall be 220 V / 50 Hz AC +/- 10%. All
modules of the surveillance system should work using this power supply only
with requisite converters, if required.
3.8 All the cameras and other modules of Video Surveillance System shall be
modular in construction. In case of upgardation of such modules in future, it shall
be possible to upgarade them without replacing the entire modules.
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4.0 TECHNICAL REQUIREMENTS :
4.1 IP based
of the Video surveillance System for all type of stations should mainly consist
following:
i. High resolution Fixed box type colour camera with vari focal lens
along with housing and mount as per clause 5.1.
ii. High resolution Fixed Dome type colour camera with lens and housing
as per clause 5.2.
iii. P/T/Z dome color camera (day / night) with 26X Zoom lens as per
clause 5.3.
iv. Single/multi Channel Video encoder in case IP camera is not used
with each port capable of 25 frames and 4 CIF resolution as
mentioned as per clause 5.4. This item will not be required if cameras
are IP.
v. Wireless Transmitter/Receiver Unit for extreme corners as per clause
5.5.
vi. 20” LCD/TFT Monitor as per clause 5.6.
vii. Digital keyboard for PTZ functionality as mentioned in clause 5.7.
viii. PC Work Station Client Station for viewing on LCD monitor as
mentioned in clause 5.8.
ix. Server Hardware as mentioned in clause 5.9.
x. Network Attached Storage (NAS) / RAID Storage Device as
mentioned in clause 5.10.
xi. RG 11 armoured video cable as per Clause 5.11.
xii. Armoured 3 core 1.5 sq. mm power cable as per clause 5.12.
xii. Armoured twisted pair shielded cable as per clause 5.13.
xiii Optical fiber cable as per clause 5.14
xv. Access Switches as mentioned in clause 5.15.
xvi. Aggregation Switches as mentioned in clause 5.16.
xvii. UPS as per clause 5.17.
xviii. UTP Cat-6 cable for Network etc. as mentioned in clause 5.18.
ix. Software inclusive of server software and client software for end-to-
end IP based Video surveillance system as mentioned in clause 6.
4.2 Fixed box type cameras shall normally be provided in Parking area,
Entrance/Exit, Main Entrance/Exit, platforms, yards or any other locations
decided by purchaser, whereas fixed dome type cameras shall be provided In the
waiting halls, ticket counters, reservation counters, offices etc.
4.3 High speed P/T/Z dome cameras shall normally be provided in platforms, foot
over bridges etc. and for general perimeter surveillance.
4.4 Wireless system shall normally be used for far away locations, where cabling is
difficult to be installed & maintain like yards, extreme corners of stations etc.
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5.0 HARDWARE REQUIREMENTS:
The Video Surveillance System shall consist of:
5.1 High Resolution Fixed Box Type Colour Camera:
5.1.1 High resolution colour camera shall be of day / night fixed box type suitable for
indoor & outdoor surveillance.
5.1.2 The camera shall work on 220V AC voltage/ 24V AC/12VDC.
5.1.3 The camera shall meet the following minimum technical requirements.
i. Pick-up device : 1/3 format, interline transfer, CCD image

sensor
ii. Horizontal : 520 TVL with outstanding picture quality
resolution
iii. Sensitivity (at F1.2, :
40 IRE)
a. Colour Mode : 0.5 Lux
b. Night Mode (Black : 0.05 Lux

& White)
iv. Signal to Noise : ≥ 48 dB
Ratio
v. Video Output (for : Composite video 1.0 Vpp, 75 ohm
analog camera
only)
vi Active Pixels 742(H)X554(V)
vii. Aperture correction Horizontal & Vertical, symmetrical

viii. Video Standard
PAL/ NTSC
ix. Lens mounting C and CS
x. Operating 0 °C to +50 °C
Temperature
xi. Storage C to +70 C
xii. Humidity 5% to 95% non-condensing
xiii Approval UL or EN and FCC
xiv. On Screen Display Required
(for analog camera
only)
xv Automatic Gain : Required
Control
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xvi. Automatic White : Required

Balance
xvii. Back
Compensation light Required
5.1.4 Varifocal Lenses:
5.1.4.1 Varifocal Lenses of 5 mm to 50 mm with following minimum specifications

shall be used for fixed box type camera.
i Focal length : 5 – 50 mm
ii. Iris range : F1.7 to 360
iii. Min. Object Distance : 1m
iv. Back focus distance : 7.6 mm
v. Lens mount : CS-mount
vi. Angle view wide (1/3”) : 50° x 37.8°
vii. Angle view tele (1/3”) : 5.5° x 4.1°
viii. Iris Control : Auto, DC control
ix. Focus Control : Manual
x. Zoom Control : Manual
xi. Operating Temperature : 0° C to +50° C
xii. Storage Temperature : 0° C to +70° C
xiii. Operating Humidity : Up to 95%, non condensing
5.1.5 Housing Arrangement for Fixed Box Type Camera:
5.1.5.1 Housing arrangement shall be designed for both outdoor and indoor use
and should meet customer requirements for camera enclosures.
5.1.5.2 It shall protect camera and lens combination. .
5.1.5.3 The housing arrangement shall have the following minimum technical
specifications and features:
i. Window : 3 mm (0.12 inch) glass

ii. Camera Mounting : Removable camera/lens tray, mounted
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with two screws.

iii. Construction : Aluminum housing casing, neoprene
gaskets, UV-resistant polymer end caps,
and all stainless steel hardware.
iv. Tamper-resistance : Tamper-resistant screws for locking clasps
shall be provided.
v Enclosure Protection : IP 66, NEMA-4 or better
vi Approvals : UL or EN and FCC
5.1.6 Mount:
5.1.6.1 Mounts
for fixed shall be suitable
cameras for housing
or camera indoor and outdoor mounting units designed
installations.
5.1.6.2 Mount should have following minimum features:
a). Feed-through design for cable management

b). 360 deg rotation, 180 deg tilt
c). Versatile design
d). Adjustable mount heads
e). Corrosion-resistant finish
5.2 High Resolution Fixed Dome Type Cameras:

5.2.1 High resolution colour camera shall be of day/ night fixed dome type suitable for
indoor surveillance.

sensor
ii. Horizontal
resolution : 520 TVL with outstanding picture quality;
iii. Sensitivity (at F1.2, :
40 IRE)
a. Colour Mode : 0.65 Lux
b. Night Mode (Black : 0.2 Lux

& White)
iv. Signal to Noise : ≥ 48 dB
Ratio
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v. Video Output (for : Composite video 1.0 Vpp, 75 ohm

analog camera
vi. only)
Aperture correction Horizontal & Vertical, symmetrical
vii. Video Standard PAL / NTSC
viii. Active Pixels 742(H)X554(V)
ix. Operating 0 °C to +50 °C

Temperature
x. Storage C to +70 C
xi. Humidity 5% to 95% non-condensing
xii. Approval UL or EN and FCC
xiii. On Screen Display Required
(for analog camera
only)
xiv. Automatic Gain : Required
Control
xv. Automatic White : Required
Balance
xvi. Back light Required
Compensation
xvii. Ingress Protection IP 66 and NEMA 4 rated or better

rating
xviii. Auto iris Varifocal 3.5 to 9.5 mm
Lens
xix. Vandal Proofing The bubble should be scratch resistant,
and vandal proof. It shall also be impact
resistant and shall withstand an impact of
more than 100 LBS as per IEC 60068-2-
75 test Eh, 50 J or better.
5.3 High Speed P/T/Z Camera ( Day/Night ):
5.3.1 The camera shall have PAN, Tilt and Zoom feature suitable for indoor and
outdoor surveillance.
5.3.2 The camera shall have a ¼” interline transfer CCD with 26X optical zoom & 12X
digital zoom.
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ii. Horizontal : sensor

460TVL.
resolution
iii. Active Pixels 752 H x 504 V
iv. Signal to noise ratio : >50dB
v. Video Output (for : 1.0 Vp-p ± 1.0 Vp-p, 75 ohm

analog camera
only)
vi. Aperture correction : Horizontal & Vertical
vii. Lens : 26x optical zoom (3.5mm to 91mm), F1.6

to F3.8
viii. Digital zoom : 12X or better
ix. Slow Shutter Speed : 1/60 sec, 1/30 sec, 1/15 sec, 1/8 sec, ¼
sec, ½ sec, 1 sec and fully automatic.
x. Field of view : 2.7° to 48°
xi. Focus & Iris : Automatic with manual override
xii. Sensitivity
IRE) (at 20 :
xii (a) Day mode : 0.02 lux
xii (b) Night mode (Black : 0.006 lux

and White)
xiii. Pan/Tilt adjustment : 360° continuous pan; -50 to 90° Tilt from
horizontal plane
xiv. Pre-Position speed : 360° /sec ± 0.50° accuracy
xv. Variable speed : 120° /sec
xvi. Operating : 0 °C to +50 °C

Temperature
xvii. Storage : 0 C to +70 C
xviii. Humidity : 0% to 95% non-condensing
xix. Sector Blanking : Required. Camera 360 degree pan

rotation to be divided in 16 sectors and
any sector should be blanked as required
by the operator
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xx. Preset Titling : The camera shall allow the storage of up

to 99 preset scenes with each preset
xxi. Alarm Input : programmable for 16 provide

The camera shall characteratleast
titles. four
normally open or normally closed alarm
inputs contacts and one relay output.
xxii. Approvals : UL or EN and FCC
xxiii. Housing rating : Wall/ Pipe Mount IP 66, NEMA 4, with

inbuilt heater blower kit or better.
5.4 Encoding :
5.4.1 Single
analog channel/multi
cameras with channel encoder
in the vicinity shall
of 100 be provided
meters along withcamera.
of the respective all types of
The
encoder should be inbuilt in case of IP cameras.
5.4.2 The encoder shall have following minimum specifications:
i. Dual Stream : Required.

ii. Resolution and : Both the stream shall be programmable for
Frame Rate different frame rate per channel at 4 CIF
resolution.
iii. Video resolutions : Configurable.
704
704 x
x 576
288 (( 4
2 CIF)
CIF)
352 x 288 ( CIF )
176 x 144 ( Q CIF)
iv Video Compression MPEG4
v. Audio In, Out :
Required.
vi. Overall Delay : 120 ms
vii. Network Protocols : RTP, Telnet, TCP, IP, UDP, HTTP, IGMP,
ICMP, ARP, SNMP
viii. Video Data Rate : 32 Kbps to 5 Mbps per channel

ix. Alarm Inputs / : Atleast 1 each
outputs
x. Network : Ethernet, 10/100Base T
Connectivity
xi. Web Server : Internal Web server required with
embedded operating system.
xii. Approval : UL or EN and FCC
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xiii. Operating : 0 °C to +50 °C

Temperature
xiv. Storage : 0 C to +50 C
xv. Humidity : 0% to 95% non-condensing
xvi PTZ protocols : The encoder should support multiple PTZ

protocols including the one for the
associated analog PTZ camera.
5.5 Wireless Transmitter/Receiver Unit:
5.5.1 Wireless
cameras Transmitter/Receiver Unit shall
to central location switch be usedareas
for extreme to send
like,video signals
yards, from
foot over
bridges and any other area in the station where cabling is difficult to install &
maintain.
5.5.2 Transmitter/Receiver Unit shall be of standard make and shall work preferably
in unlicensed frequency band of 2.4GHz/ 5.4 GHz. Transmitter/Receiver Unit
shall be preferably Motorola or Simoco make or any other standard make as
approved by Purchaser.
5.5.3 Wireless Transmitter/Receiver Unit shall enable digital transmission of both

video & data for PTZ control over the same frequency channel. It should be
compact in design and shall be easily integrated with fixed and PTZ cameras.
5.5.4 Outdoor Unit of Transmitter/Receiver Unit shall be weatherproof with enclosure

of rating IP 66/ NEMA 4 with all external connector for easy in installation.
5.5.5 Minimum available aggregate bandwidth between remote location and central
location should not be less than 10 Mbps with aerial distance of 8 Km which
shall be increased depending upon transmission requirements.
5.5.6 The wireless transmission should use MPEG-4 compression supporting 25

frames/ 4CIF resolution per camera.
5.5.7 The Video transmission shall have AES encryption using 152 bits RC-4
encryption technology.
5.5.8 The wireless unit shall support RS-232, RS-422 or RS-485 signal levels for
PTZ/ Alarm and remote configuration.
5.5.9 Wireless Transmitter/ Receiver Unit shall meet the following minimum
requirements.
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S.N. Specification Transmitter Unit Receiver Unit

i. Signaling Rate 10 Mbps (Min.) 10 Mbps (Min)
ii. Typical Line Of 8 KM 8 KM
Sight Range
iii. Typical Aggregate 10 Mbps (Minimum) 10 Mbps (Minimum)
Useful Bandwidth
iv. Frequency Range 2400-2483.5 MHz or 2400-2483.5 MHz or
of Band 5.4GHz band 5.4 GHz band
(Unlicensed)
v. PTZ Latency 150 msec 150 msec
vi. Carrier to ~3dB @ 10 Mbps, ~3dB @ 10 Mbps,
Interference ratio ~10dB @ 20 Mbps at - ~10dB @ 20 Mbps at
(C/I) 65dBm -65dBm
vii. Nominal Receiver - --86 dBm@ 10 Mbps,

Sensitivity (dbm -79dBm @ 20 Mbps
typical)
viii. Antenna Gain 13 dBi 13 dBi
ix. Anteena Beam 3 dB antenna beam 3 dB antenna beam
Width width 600, Azimuth and width 600, Azimuth
Elevation and Elevation
x. Equivalent Adjustable from 10mW Adjustable from
Isotropic Radiated to 2.0 W 10mW to 2.0 W
Power
xi. Temperature -10 C to + 50 C -10 C to + 50 C
xii. Access Method Time Division Time Division
Duplexing/ Time Duplexing/ Time
Division Multiple Division Multiple
Access (TDD/TDMA)/ Access (TDD/TDMA)/
DSSS Modulation DSSS Modulation
xiii. Interface 10/100 Base T, half/full 10/100 Base T,

duplex. Rate auto half/full duplex. Rate
negotiated (802.3 auto negotiated (802.3
compliant)/ BNC Input compliant)/ BNC
for Analog cameras. Output for Monitors.
xiv. Protocols to be IPV4, UDP, TCP, IPV4, UDP, TCP,
Used ICMP, Telnet, HTTP, ICMP, Telnet, HTTP,
FTP, SNMP, MAC FTP, SNMP, MAC
xv. Network HTTP, TELNET, FTP, HTTP, TELNET, FTP,

Management SNMP Version 2c SNMP Version 2c
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5.6 Colour LCD Monitor:
5.6.1 Colour LCD Monitor shall be high performance, high resolution colour display
monitor with 20” viewable picture area and multi-standard compatibility.
5.6.2 It should deliver outstanding picture clarity with more than 500TVL lines of
horizontal resolution.
5.6.3 Colour LCD/TFT Monitor shall have following minimum specifications:
Viewable Picture Area : 20" when measured diagonally on TFT/LCD

i.
screen.
ii. Horizontal Resolution: 500 TV Lines
Luminance Level: 500 Cd / m sq
iii.
Contrast Ratio 500:1
iv.
Video Inputs: 2 x Composite BNC Input and Y/C Input
v.
vi. Monitor Control on Screen display, programmable with front panel
vii. Audio Input Level: 1.0 Vp-p/1 kHz
viii. Rated life 50,000 hours, at 50% brightness or better
5.7 Digital Keyboard:
5.7.1 The digital keyboard should be fully functional, multipurpose keyboard used for
system control and programming.
5.7.2 Keyboard should include an integral variable speed pan/tilt/ zoom joystick and
shall be able to select any camera and display it on any monitor.
5.7.3 Keyboard should control multiple P/T/Z cameras at the same time.
5.7.4 Keyboard should be with user-friendly menu and easy to read display.
5.7.5 Joystick should support RS 232 connectivity and RJ 11 connections.
5.8 PC Work Station For Clients Stations:
5.8.1 The PC shall be able to provide high graphics display and with DVD-Drive 52 x,
PS/2 mouse and keyboard.
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5.8.2 PC Work Station shall be of minimum configuration consisting of Pentium IV 3.2

Ghz, 800 MHz FSB,
Hyper-Threading IntelDDR-400
Support, 895 G Chipset, 800/533
& DDR-333, 8 X MHz Front Internal
AGP Port, Side bus, Intel
Serial –
ATA controller & ATA-100 EIDE –Controller. It shall be DELL or IBM or HP
make.
5.8.3 PC Work Station shall also consist of following items:
(a). HDD Interface IDE or better, RAM 1 GB or better, OS – Windows XP

Home/XP Professional/ Linux, Free memory with 120 GB or better.
(b). Dual VGA Graphic Card : NVIDIA GeForce FX 5700 Ultra, FX 5900 Ultra
or FX 5950 Ultra,Matrox Parhelia, ATI RADEON 8500, 9500, 9800.

(c). Ethernet Card: Intel 10/100/1000 Mb/s Gigabit-Ethernet Network on
board.
(d). Sound Card: Internal AC-97 Audio-chip with Yamaha S-YXG50 Soft
Synthesizer.
5.9 Server Hardware:
5.9.1 The Server shall be Dual Intel Xeon 3 GHz or better chipset with 1 MB cache,
Hyper-Threading
(EM64T), Intel HighTechnology
Performanceand IntelChipset
E7520 Extended Memory
with 800 64 ItTechnology
MHz FSB. should be
DELL or IBM or HP make.
5.9.2 The Video Recorder shall have the minimum following specifications:
i. HDD Interface : IDE or better
ii. Memory : Up to 1 GB ECC DDR2 SDRAM, 400 MHz

(2x512 MB) – 6 DIM Socket
OS Microsoft Windows Server 2003
Standard
Linux. Edition with 5 Client licenses or
iii. CD Drive : 24x EIDE CD-ROM
iv. Ethernet Card: : Dual Onboard Intel Gigabit Ethernet with

Load Balancing and Fail over Support
v. Sound Card: : Internal AC-97 Audio-chip with Yamaha S-
YXG50 Soft Synthesizer
vi. Other Features Onboard Single channel Ultra 320 SCSI
Controller.
Hot-plug HDD, redundant Hot-plug fan.
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1 internal Hot-plug SCSI HDD.

1 U mounting .
vii. HDD 80 GB SCSI HDD, 10,000 U/Min, 1”
S.M.A.R.T.II
5.10 Network Attached Storage (NAS)/ RAID Storage Device:
5.10.1 The NAS disk storage system shall have 4 1Gbe host interface and dual-
redundant power supply, two cooling fan modules. It shall have application
specific processors which shall be housed in no single point of failure
configuration like a dual control configuration. It shall possess a standard 512 MB
cache memory. The NAS/ RAID Storage device should support simultaneous
play back and recording at full duplex operation. It should possess the capability
of
be voltage
DELL orand
IBMtemperature self-monitoring
or EMC or Info and RTC
Trend or NetApp (Real Time Clock). It should
make.
5.10.2 The system shall comprise of NAS based storage Controllers with 1.5 TB of hard
disks.
5.10.3 LED indicators, audible alarms and manager software shall monitor fan, power
and disk drives.
5.10.4 Storage device should have minimum following configurations.
i.
ii. DDR cache
Storage memory
Based Device :: 512MB
NAS type
iii. Storage Controller Configuration : Dual active controllers with fail over
based configuration
iv. Network Protocols : TCP/IP
v. 10/100 Ethernet port : 4
vi. Network File Protocol : CIFS, NFS, HTTP/HTTPS, FTP, NTP,
SNMP, SMTP, DHCP, DNS
vii. Operating Systems : Kernel Based OS
5.10.5 RAID Configurations:
i. RAID levels 0, 1(0+1), 3, 4, 5, 6, 10, 30, 50, JBOD

ii. Max. 128 logical drives
iii. Multiple array configurations
iv. Automatic background rebuild
5.10.6 Management Software shall have following minimum features to control and
program the RAID unit.
i. Necessary software for configuration and managing the complete storage (GUI,
CLI, Web based administration)
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ii. Terminal via RS-232C

iii. Telnet over Ethernet
iv.
v. LCD
Eventkeypad panelmethods like sending emails for part failure
notification
vi. Email ,Fax ,LAN broadcast
5.10.7 It should support following Operating System.
i. Microsoft Windows NT
ii. Microsoft Windows 2000 Server
iii. Microsoft Windows 2003 Server
iv. Sun Solaris ver. 8/9
v. Red Hat Linux ver. 8/9, Enterprise ver. 3
vi. SuSE Linux ver. 8/9

5.11 Video Cable:
5.11.1 Video cable of following minimum specifications shall be used for connecting
cameras installed at various locations to Digital Video Recorder in analog based
system and to encoder & other devices in IP enabled system.
i. Center conductor size : 7/0.4 mm Annealed Tinned Copper

(ATC)
ii. Di-electric material : Polyethylene (PE), White color.
iii. Shield material : Copper braided
iv. Di-electric outer : 7.24 mm
diameter
v. Shield construction : 24 x 8 x 0.18 mm Annealed Bare
copper
vi. Jacket material : FRLS PVC BLUE
vii. Jacket thickness : 1.1 mm
viii. Armour : 1.4 mm GI wire round
ix. Armour coverage : 95 %

x. Outer jacket thickness : 1.2 mm FRLS
xi. Outer jacket : FRLS PVC BLUE
xii. Attenuation at 10 MHz : 0.026 db/Mtr
xiii. Capacitance : 67 pf/mtr
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xiv. Di-electric strength : 10 KVAAC mains.
xv. Maximum
voltage operating : 4 KV
xvi. Insulation resistance at : 23,000 M ohm/ Km.
50 V DC
xvii. Nominal impedance : 75 ohms
5.12 Power Cable:
5.12.1 Power cables used for extending power supply to various cameras and other
devices shall have following minimum specifications.
i. No of cores : 3 (three)
ii. Conductor size : 1.5 sq mm, 7/0.68 multi strand with
standard annealed electrolytic copper
conductor.
iii. Primary insulation : PVC insulated of 85º C PVC as IS-
5831Type C
iv. Thickness of PVC : 0.8 mm
insulation
v. Color code : Red, Black and Green
vi. Inner and Outer : Extruded Flame retardant and 90º C PVC
Jacket to IS 5831- Type ST2
vii. Thickness of PVC : 0.3 mm
inner Sheath
viii. Thickness of PVC : 1.8 mm
outer Sheath
ix. Inner and outer : PVC Black
sheath
x. Armouring : Galvanized Steel Wire/ flat as per IS-544
part I.
xi. Armour coverage : 95 %
xii. Conductor : 8.2 ohms/Km

Resistance
5.13 Twisted Two Pair Cable with Shielding:
5.13.1 Twisted Pair Cable with shielding for controlling cameras and data
communication shall be of following minimum specification.
i. No of pairs : Two
ii. Conductor size : 0.75 sq. mm, 24/0.2 standard annealed
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electrolytic copper conductor.

iii. Primary insulation : Low density polyethylene (LDPE)/PE as
per IS 6474
iv. Thickness of : 0.5 mm
insulation
v. Color : White and Black
vi. Pair Twisting : 10 to 15 twists per meter
vii. Pair shielding : Aluminum backed by mylar/ polyster
viii. Minimum shied 0.05 mm

thickness
ix. Drain wire 0.5 sq copper

annealed mm multistrand
conductor. bare tinned
x. Inner and Outer Extruded flame retardant and 90º C PVC
jacket to IS 5831-type
xi. Inner jacket colour Black Thickness >0.3 mm
xii. Outer jacket colour Black Thickness > 1.8 mm
xiii. Thickness of jacket As per IS 1554 part-I
xiv. Armour over inner Galvanised Steel wire/ flat as per IS 1554
jacket part I
5.14 Optical Fibre Cable:
5.14.1 Optical Fibre Cable should be 6 core multimode armoured 62.5 micron optical
cable or 24 core single mode armoured 50 micron optical cable.
5.15 24 Port Access / Core Switch: ( CISCO, HP or 3 COM Make)
5.15.1 The switch should have 24 ports of 10/100 Base T and two Gig E ports.
5.15.2 It should have Wire – speed layer 2 switching.
5.15.3 The switch should be IGMP aware.
5.15.4 It should have low EMI and certified ESD Protection.
5.15.5 The device should be suitable for working up to temperature of 50 º C.
5.16 Aggregation Switch: (CISCO or HP or 3 Com Make -)
5.16.1 Layer 3 managed Switch should be CISCO or HP or 3 Com make.
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5.16.2 Switch should have 24 optical ports.
5.16.3 Each Optical port should have capability to support gigabit bandwidth.
5.16.4 It should have capability to support L2/L3 switching and routing functionalities.
5.16.5 It should have low EMI and certified ESD Protection.
5.16.6 The device should have working temperature of 50º C.
5.17 Uninterrupted Power Supply System:
5.17.1 be
At least 6 KVA
provided forUninterrupted Power Supply
complete surveillance System
system of APCand
for reliable or Libert make shall
interruption free
surveillance. However actual capacity of UPS is to be decided by purchaser.
5.17.2 UPS should be on line of N+1 configuration.
5.17.3 It should provide at least back up of 1 hours at full load.
5.18 UTP Cable CAT-6:
5.18.1 UTP CAT-6 Cable shall be 4 pair UTP cable of 3 AWG Solid Bare copper and
polyolefin Insulation.
5.18.2 Applicable Standard: ISO/IEC 11801 category -6 or better.
5.18.3 Insulation Resistance: 100M Ohms, Capacitance <250nf/Km
6.0 SOFTWARE REQUIREMENTS:
6.1 Video Management Server Software:
6.1.1 This shall be a highly scalable enterprise level software solution working on client
server
that willarchitecture.
be scalableItfrom
shall one
offertoa hundreds
complete video and audio
of cameras that surveillance
can be added solution
on a
unit-by-unit basis. The software shall be licensed and shall operate on open
architecture and should require no proprietary hardware.
6.1.2 The Server shall authenticate clients (users) and give access to the software
Client application based on predefined user access rights.
6.1.3 The system shall allow the recording, live monitoring, playback of archived video,
audio and data simultaneously
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6.1.4 The software shall provide the following:
.
6.1.6.1 Several simultaneous live picture connections of camera in network
6.1.6.2 Configuration of monitoring situation (site maps and workspace).
6.1.6.3 Programming of alarm-triggered automatic events in AND, NAND, OR & NOR

Configuration.
6.1.6.4 System set up with limited operation options for clearly defined surveillance
tasks.
6.1.6.5 Programming of automatic recording events on a Network Recorder.
6.1.7 The software shall display MPEG-2, MPEG-4 video streams in real time
simultaneously at frame rates ranging from 1 fps to 25 fps and resolution ranging
from ¼ CIF to 4CIF.
6.1.8 Each camera’s bit rate, frame rate and resolution shall be set independently from
other cameras in the system, and altering these settings shall not affect the
recording and display settings of other cameras.
6.1.9 The software shall allow:
6.1.9.1 Live display of cameras.

6.1.9.2 Live display of camera sequences.
6.1.9.3 Control of PTZ cameras.
6.1.9.4 Playback of archived video.
6.1.9.5 Retrieval of archived video.
6.1.9.6 Instant Replay of live video.
6.1.9.7 Use of site maps.
6.1.9.8 Use of procedures.
6.1.9.9 Configuration of system settings.
6.1.9.10 Configuration and programming of P/T/Z cameras, features like camera

addressing, BLC, auto tours, presets etc.
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6.1.10 The software should be able to do video/audio recording on any of the following
options - inbuilt hard disks on the server, Direct Attached Storage boxes
attached to servers, Network Attached Storage, Storage Area Network.
6.1.11 The software shall offer a plug and play type hardware discovery service with the
following functions:
6.1.11.1 Automatically discover devices as they are attached to the network.
6.1.11.2 Discover devices on different network segments including the Internet and
across routers.
6.1.12 The software shall provide a reporting utility for tracking but not limited to the
following
events. options. Video and images shall be stored with reports for documenting
6.1.12.1 Alarms
6.1.12.2 Incidents
6.1.12.3 Operator logs
6.1.12.4 Service requests
6.1.13 PEG/
The software
BMP orshall provide
better file export
file formats andtool
for for export
export of of singlevideo
motion frames of video
files in AVIinfile
J-
format for transport and playback on computers utilizing a Window environment.
6.1.14 The software shall allow for installation of Anti-Virus and network security
Software.
6.1.15 The software’s SQL based Database Server shall offer the capability to be
installed on multiple servers to enable distributed architecture on the LAN or
WAN.
6.1.16 Recording
The software Database
Servers whichServers
can be shall not limit
networked the number
together to formofaNetworked
distributed Video
video
management and recording system.
6.1.17 The software Database Server shall maintain a catalog of settings for all the
clients, servers, and IP & analog cameras in the system.
6.1.18 The Server shall enable the client to dynamically create connections between
cameras and clients and view live or recorded video on the digital VGA monitors
(audio, video, serial ports and digital I/Os).
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6.1.19 The Server shall provide the client seamless operation of all cameras and clients
available in the system regardless of the actual connection to different storing
servers.
6.1.20 The Server shall detect signal loss and have the capability to alert the systems
administrator.
6.1.21 The Server shall receive all incoming events (motion detection and triggered
digital input and relay output) in the system and take appropriate actions based
on user-defined event/action relationships.
6.1.22 The Server shall create an audit trail of all events and user activities.
6.1.23 The Server shall perform dynamic bandwidth management.

6.1.24 The software shall support a built-in Digital Video Matrix Switcher or any third
party equipment available from time to time.
6.1.24.1 The Virtual Matrix Switch shall provide a full matrix operation of IP video to
analog output.
6.1.24.2 The Virtual Matrix Switch shall provide a full matrix operation of IP video to
digital monitors.
6.1.24.3 The Virtualwith

sequences Matrix Switch shall
the following have the capability of creating camera
functionalities:
6.1.24. 3.1 Each Sequence shall have capability up to hundreds of cameras.
6.1.24.3.2 Each camera in the sequence shall have its own individual dwell time,
from 1 to 60 seconds.
6.1.24.3.3 Each entry in a sequence shall have the capacity to trigger PTZ camera
presets, patterns or auxiliaries.
6.1.24.3.4 Multiple users not

simultaneously, shall be able synchronized
necessarily to view theone
same camera
with the other. sequence
6.1.25 The software shall support management and control over unlimited satellite sites.
6.1.26 The software shall support full duplex audio communication and transmission
signals over the IP Digital Transmission Network.
6.1.27 The software shall provide alarm management module.
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6.1.27.1 The alarm management shall be able to set any monitor or groups of monitors
to automatically display cameras in response to alarm inputs.
6.1.27.2 The alarm management shall be able to reset automatically or manually

alarmed video.
6.1.28 The software shall detect signal loss, low signal to noise ratio, too bright scene or
too dark scene and have the capability to alert the system administrator.
6.1.29 The software shall provide the redundancy or fail over of Server Hardware (Video
Recorder) such that if one video recording server fails/shut down, the online
recording shall be transferred to a standby machine immediately. This is to
ensure that at any moment of time the recording of cameras is never lost and is
available for all the time of operation.

6.2 Client Station Software Features:
6.2.1 The client shall perform the following applications simultaneously without
interfering with any of the Storage Server operations (Recording, Alarms, etc.):
6.2.1.1 Live display of cameras.
6.2.1.2 Live display of camera sequences.
6.2.1.3 Control of PTZ cameras.

6.2.1.4 Playback of archived video.
6.2.1.5 Retrieval of archived video.
6.2.1.6 Instant Replay of live video.
6.2.1.7 Use of graphical controls (maps) and alarm management.
6.2.1.8 Use of procedures (Macros).
6.2.1.9 Configuration of system settings.
6.2.1.10 Execution of system macros.
6.2.2 The software client applications shall support any form of IP network connectivity,
including: LAN, WAN, VPN, Internet, and Wireless (Wi-Fi and Cellular)
technologies.
6.2.3 The client applications shall support IP Multicast (UDP) and Unicast (TCP or
UDP) video streaming.
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6.2.4 The client applications shall automatically adapt to the network topology and
use the best available method to receive streaming video.
6.2.5 The client applications shall provide an authentication mechanism, which
verifies the validity of the user.
6.2.6 The Client application shall allow for live monitoring of video and audio.
6.2.7 It shall enable view of 1 to 16 video tiles simultaneously on a single digital

(1024x768) monitor at 25 fps per camera.
6.2.8 The software shall provide on each of the digital monitors independently the
following tile views:
6.2.8.1 Full screen
6.2.8.2 Quad
6.2.8.3 3x3 (9-view)
6.2.8.4 4x4 (16-view)
6.2.8.5 1+5/ 1+9/ 1+11/ 1+12/ 1+15 (One large and remaining small views)
6.2.9 The Client application shall allow operators to view an instant replay of any
camera.
6.2.9.1 The operator shall be able to define the amount of time he wishes to go
back from a predefine list or through a custom setup period.
6.2.9.2 The operator shall be able to control the playback with play, pause, forward,
and speed buttons.
6.2.10 The Client application shall allow operators to add bookmarks.
6.2.11 available
The operator shall
actions be able
included but to
arechoose andto:trigger an action from a list of
not limited
6.2.11.1 View camera in a video tile.
6.2.11.2 View Map or procedure in a video tile.
6.2.11.3 Starting/stopping PTZ pattern.
6.2.11.4 Go to PTZ Preset.
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6.2.11.5 Sending alert messages.
6.2.11.6 Sending e-mails.

6.2.11.7 Send/receive messages through a serial data stream.
6.2.11.8 Executing a macro.
6.2.12 The Client application shall provide management and control over the system
using a standard PC mouse, keyboard and CCTV keyboard.
6.2.13 The Client application shall display all cameras attached to the system
regardless of their physical location on the network.
6.2.14 The Client application shall display all camera sequences created in the
system.
6.2.15 The Client application shall allow operators to control (Pause/Play, skip
forwards, skip backwards) Camera Sequences, without affecting other
operators’ ability to view and control the same sequence.
6.2.16 The Client application shall display all cameras, sequences and users in a
logical tree.
6.2.17 tree
The of
Client application
available operator
cameras shall
into any be able
video tolive
tile for drag and drop a camera from a
viewing.
6.2.18 The Client application operator shall be able to drag and drop a camera
sequence from a tree of cameras into any video tile for live viewing.
6.2.19 The client application shall support Graphical Site Representation (Maps)
functionality, where digital maps are used to represent the physical location of
cameras and other devices throughout facility.
6.2.20 The Maps shall have the ability to contain hyperlinks to create a hierarchy of
interlinked maps.
6.2.21 The Maps shall be able to import maps from any graphical software supporting
BMP, JPEG and/or GIF image formats.
6.2.22 The operator shall be able to drag and drop a camera from a map into a video
tile for live viewing in the same browser without opening a new browser.
6.2.23 The operator shall be able to click on an icon in a map to initiate PTZ camera
preset, run PTZ pattern, view camera in an analog monitor or send an I/O
stream.
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6.2.24 The Client application shall support digital zoom on a fixed camera’s live video
streams.
6.2.25 The Client application shall support digital zoom on a PTZ camera’s live video
streams.
6.2.26 The operator shall be able to control pan-tilt-zoom, iris, focus, dome relays and
dome patterns.
6.2.27 It should be possible to prioritize which operator has control over a camera vs.
another operator trying to control the same camera at the same time.

conditions.
7.1.2 For inspection of material, relevant clauses of IRS: S 23 and RDSO/SPN/144

shall apply.
7.1.3 Inspection and testing shall be carried out to the effect that all requirements of
this specification are complied with.
7.1.4 Inspection shall be carried out for various types of cameras, lens, housing,
mount, encoder, wireless transmitter/receiver unit, digital keyboard, PC Work
station, server hardware, RAID 5 hard disk storage system, switches, colour
LCD/TFT monitors, various type of cables including software.
7.2 Type Tests :
7.2.1 For type test, one complete system consisting of all type of cameras and other
devices & equipments as mentioned in clause 4 shall be subjected to following
tests as applicable:
d) Environmental/ Climate Tests (Clause 8.4)
f) Endurance test (Clause 8.6)
g) Card-level & module level functional tests on all the cards.
h) System level functional tests.
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7.2.2 Following systems should be submitted to RDSO after approval.
a) Each type
indoor and of Camera
outdoor with lens along with housing and mount suitable for both
use.
b) Encoder
c) Digital Key Board
7.2.3 Only one complete system shall be tested for this purpose. The system
shall successfully pass all the type tests for proving conformity with this
specification. If any one of the equipment fails in any of the type tests, the
purchaser or his nominee at his discretion, may call for another
equipment/card(s) of the same type and subject it to all tests or the
test(s) in which failure occurred. No failure shall be permitted in the
repeat test(s).
7.2.4 Any other tests shall be carried out as considered necessary by the purchaser.
7.3.1 The following shall constitute the acceptance tests which shall be carried out by
the inspecting authority for the purpose of acceptance on 20% of the lots
(minimum 2 each type of system) offered for inspection by the supplier:
b)
c) Insulation
PerformanceResistance Test 8.5)
Test (Clause (Clause 8.2)
7.4 Routine Tests:

d) Card-level & module level functional tests on all the cards/ modules.
e) System level functional tests.
8.0 TEST PROCEDURE :
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The test procedure shall be based on the system design. The methodologies to
be adopted for various tests shall be decided taking into account the system
8.1 Visual Inspection:
Each equipment of the system shall be visually inspected to ensure compliance

with the requirement of clauses 3, 4, 5 & 6 of this specification. The visual
inspection shall broadly include:
 Constructional details.
 Dimensional check.
 General workmanship.
 Configuration.
 Mechanical polarisation on cards.
 General track layout.

 Quality of soldering and component mounting.
 Conformal Coating.
 Legend printing.

Green masking.
 General shielding arrangement of individual cards.

 Indications and displays.
 Mounting and clamping of connectors.
 Proper housing of cards.
8.2 Insulation Resistance Test:
8.2.1 Insulation Resistance Test shall be conducted as per RDSO/SPN/144.

8.3 Applied High Voltage Test:
8.3.1 Applied High voltage test shall be conducted as per RDSO/SPN/144
8.4.1 Environmental/ climate tests shall be conducted as per RDSO/SPN/144.
8.5 Performance Test:
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8.5.1 The equipment shall comply with the requirements as specified in Clauses 3, 4, 5
& 6.
8.6 Endurance Test:
8.6.1 Endurance test shall be conducted on one of the modules for continuous
operation which shall be 30 days operation without giving any deterioration in
performance.
9.0 QUALITY ASSURANCE :
manufacturing process and the environment under which it is manufactured, the
manufacturer shall ensure Quality Assurance Program of adequate standard.
approval. The necessary Plant, Machinery and Test instruments as mentioned in
Schedule of Technical Requirements (STR) shall be available with the
manufacturer.
9.4 Along with the prototype sample for type test, the manufacturer shall submit the
Quality Assurance Manual.

equipment:
a) Name and Address of the manufacturer.

b) Year of the manufacturer.
c) Serial number of Equipment
d) Specification number
e) Schematic diagram of the equipment on the side of the cover.

the empty spaces shall be filled with suitable filling material. Before keeping in
the thermocole box, the equipment shall be wrapped with bubble sheet. The
equipment shall be finally packed in a wooden case of sufficient strength so that
it can withstand bumps and jerks encountered in a road/rail journey.
11.0 INFORMATION TO BE SUPPLIED BY THE PURCHASER:
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11.1 The purchaser should clearly indicate details of required items for IP based Video
Surveillance System which shall mainly consist of items mentioned in clause no.
4.1 as per site requirement.
11.2 The purchaser should also mention the requirement for the storage capacity in
Terra Bytes depending on the total number of all types of cameras in the station.
It is preferable to size the storage capacity for minimum 7 days of storage at
4CIF / 25 fps.
11.3 The purchaser should clearly mention the maximum number of client workstations
that will need to be connected to the system for viewing / configuration or replays
simultaneously. According the requirement for concurrent client connection
licenses should be arrived at.
12.0 WARRANTY:
12.1 Manufacturer shall provide a three years warranty from date of commissioning of
system which shall include repairing and replacing of defective parts of system, if
any.
12.2 Manufacturer shall support the system for at least 7 years from its
commissioning. Memorandum Of Undertaking for this is to be submitted by
manufacturer.
13.0 TRAINING:
complete assembly of the system through the use of various modules, integration
of hardware with software and complete operation of the system.
13.2 Sets of training manual in two hard copies and two soft copies containing details
of technical specifications, installation and commissioning, trouble shooting &
maintenance schedule etc. shall be supplied along with the equipment.
14.0 DOCUMENTATION:
14.1 The following documents should be supplied along with the system:
a) Mechanical drawings of each sub system/ rack.
b) Installation and maintenance manual incorporating trouble shooting

exercises, printed cards patterns, software etc.
c) Operating and trouble shooting manual including maintenance schedule.
d). Pre-commissioning check list.
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󰁒󰁄󰁓󰁏󰀯󰁓󰁐󰁎󰀯󰁔󰁃󰀯󰀶󰀳󰀯󰀲󰀰󰀰󰀶 󰁦󰁯󰁲 󰁐󰁵󰁢󰁬󰁩󰁣 󰁁󰁤󰁤󰁲󰁥󰁳󰁳 󰁳󰁹󰁳󰁴󰁥󰁭󰀮
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Page 525 of Effective from 28/11/2006 RDSO/SPN/TC/63/2006 Rev. 0

23
RDSO SPECIFICATION
OF
PUBLIC ADDRESS SYSTEM
SPECIFICATION NO RDSO/SPN/TC/63/2006
Revision 0.0
Number of Pages : 23
TELECOM DIRECTORATE

LUCKNOW-226011
562
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23
DOCUMENT DATA SHEET
RDSO/SPN/TC/63/2006 0.0
Title of Document
RDSO Specification of Public Address System

Author

Approved by
Shri M. Alam
Abstract
This document specifies technical specification of Public Address System.
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Telecom Approve
REVISIONS:

Annexure Month/Year
RDSO/SPN/TC/63/2006 - FIRST ISSUE November 2006
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23
TABLE OF CONTENTS
1.0 Scope 7
2.0 System Description 7
3.0 General Requirements 7
4.0 Technical Requirements 8
5.0 Cable & Wiring 17
6.0 Test Requirements 17
7.0 Test Procedure 19
8.0 Quality Assurance 20
9.0 Making and Packing 21
10.0 Information to be furnished by the Purchaser 21
11.0 Warranty 21
12.0 Training 21
13.0 Documentation 21
14.0 Diagram -1 23
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MINISTRY
MANAK OF RAILWAYS
NAGAR, LUCKNOW
Draft Specification for Public Address System
Draft Specification No. RDSO/SPN/TC/63/2006
I. SUMMARY :
This document covers the technical requirements of Public Address System

to be provided at Railway Stations for making announcement at platforms,
concourse, foot over bridges etc.
II. SOURCE :
Draft specification RDSO/ SPN/ TC/ 63/2006, Rev.0 has been prepared
by RDSO, Lucknow as per Railway Board letter No. 2004/Tele/TCM/1
dated 27/12/2005 and 03/04/2006.
III. FOREWORD :
RDSO/ SPN specification is issued as draft specification. This specification

is circulated to customers/ Railways and field inspection units for comments.
In the absence of IRS specification, procurement may be made as per

RDSO/ SPN specification.
RDSO/SPN/144 The Safety and reliability requirement of

IS:9000 Basic environmental testing procedures for

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Wherever,
be taken asreference to any
a reference specifications
to the appears
latest version of thatinspecification
this document, it shall
unless the
year of issue of the specification is specifically stated.
For the purpose of this specification, the terminology given in IRS: S23
and RDSO/SPN/144 shall apply.
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1.0 SCOPE:
The specification of Public Address System covers technical requirement

of Call Station, Paging Microphone, System Controller, Booster Amplifier,
and various types of loudspeakers like column speakers, horn speakers,
sound projector speakers and ceiling speakers for making announcement
at platforms, concourse, foot over bridges and other areas of railway
stations.
A full Zonal Public Address System shall consist of Call Station, System
Controller, Router, Booster Amplifiers, Paging Microphone, various types
of loudspeakers, along with associated power supply arrangement and
cables & wiring for making announcement at stations. Call Station is used
to make announcement on zonal basis, output of which is connected to a
System Controller. Depending on the number of zones and the output
power required, suitable number of routers and booster amplifiers shall be
connected to the system. Wirings to various type of loudspeakers fixed at
different locations are to be done from the booster amplifiers.
Public Address System, suitable for small stations where zonal paging is
not required, shall consist of a Paging Microphone, one or more booster
amplifiers, and suitable speakers.
Schematic diagram of Public Address System to be provided at different

categories of Railways stations showing the various elements (and their
interconnections) has been given in diagram-1.
3.0 GENERAL REQUIREMENTS:
3.1 Original Equipment Manufacturer of Public Address System shall have base
and service support in India, either directly or through authorized agents /
dealers / distributors.
3.2 Screened cable & shielded wires shall be used for signal transmission
between different elements of the Public Address System to avoid effect of
25 KV, 50 Hz AC traction and other type of interferences.
3.3 All the equipments for PA system shall be designed such that their
performance is not affected by 25 KA, 50Hz AC traction or 1500 Volts DC
traction.
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3.4 System shall have facility to announce on all the platforms at a time, or at
only
to C- certain locations
category stationsselected
where nofrom
Callthe Call is
Station Station.
used. This does not apply
3.5 Suitable capacity of Constant Voltage Transformer (CVT) of standard

make shall be provided to ensure stable power supply to all devices and
equipments of PA system. Adequate capacity of 24 Volts maintenance
free battery with charger suitable for telecom system shall also be
provided to ensure battery back up of complete Public Address system for
at least three hours or as specified by purchaser in case of interruption in
normal supply. Battery back up should be optional and to be provided as
per discretion of purchaser.
3.6 The PA system shall be so designed as to work the farthest loudspeakers

satisfactorily.
3.7 Separate standard cabinet of suitable dimension is to be provided in

announcer room or equipment room to house all type of devices and
equipments required for PA system such as System Controller, Routers,
Booster Amplifiers, CVT, battery, charger and other accessories.
3.8 Cabinet should be made of aluminum of minimum thickness of 2 mm to

achieve modular and ergonomic design for good maintainability. The
cabinet should
or any other be powder
colour coated,
as specified byrust free enamel
purchaser. painting
It should havein front
blackdoor
colour
of
tinted toughened glass and a metal rear door. Adjustable shelves shall be
provided to accommodate the equipments. 220 Volts AC distribution box
with required numbers of sockets of atleast 220 Volts/ 5 amp rating shall
be provided in the cabinet
3.9 The front and back sides of the cabinets shall have the facility for locking
the equipment. Gland plates shall be provided on the top and bottom
panel of cabinet for cable entry. Proper cable guides are also to be
provided inside cabinet. Suitable ventilation should be provided from both
sides
the and rear
cabinet of cabinet such that possibility of dust accumulation inside
is minimized.
3.10 Public Address System shall also take audio input form PC Based
Announcement System for making prerecorded announcements, playing
music, slogans etc.
4.0 TECHNICAL REQUIREMENTS:
The various elements of the Public Address System shall be mainly

followings:
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4.1 Call Station:
4.1.1 Call Station shall be used for selecting a particular zone of the station for
making announcements selectively.
4.1.2 Each call station should have provision for a minimum of 6 zones, which
can be selected individually by pressing a button, or by dialing a code from
a keypad. It should also be possible to press or dial a code for making
announcements simultaneously in all zones.
4.1.3 Call Station shall be expandable up to 60 zones as per requirement by

subsequent addition of modules / units.
4.1.4 A uni-directional dynamic microphone cartridge on a flexible gooseneck of

minimum length 390mm should be provided on the Call Station for making
announcements. The minimum frequency response (-10db) of the
microphone cartridge shall be 140Hz - 10 KHz.
4.1.5 The call station shall allow the operator to generate announcements to the
selected zone. Suitable indication of the selected zone number should be
provided on the Call Station by means of LED or a LCD panel.
4.1.6 Announcements going from the Call Station should override background
music andtoany
connected announcement
the System Controller.being generated from a microphone
4.1.7 The Call Station shall have provision for receiving computer generated
analogue audio announcements, and passing them on to the zones
selected by the Call Station operator.
4.1.8 The Call Station shall have a balanced audio output of 1 volt (nominal).
4.1.9 Mains voltage for operation of Call Station should be 220 V AC ±10%, 50
Hz. Battery backup provisions shall also be provided. The battery voltage
should
may be be 24V or
inbuilt, DC, +20% as
provided / -10%. The power
a separate unit. supply for the Call Station
4.1.10 The Call Station shall be capable of working in an ambient temperature

range of -5°C to +55°C and relative humidity up to 95% at ambient
temperature range of 400 C without any degradation.
4.2. System Controller:
4.2.1 System Controller shall receive audio signals as well as zone selection
data from the Call Station. It shall generate suitable command signals to
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the routers to ensure that the announcements are routed to those zones
selected from the Call Station.
4.2.2 System Controller shall have provision for attaching a music source with
nominal output 200mV for playing background music in all zones.
4.2.3 System Controller shall have provision for attaching a Paging Microphone
to make announcements simultaneously in all zones. The System
Controller shall give priority to these announcements over the background
music source.
4.2.4 Mains voltage for operation of System Controller shall be 220 V AC ±10%,
50 Hz. should
voltage Batterybe
backup provisions
24V DC, should also be provided. The battery
+20% / -10%.
4.2.5 The System Controller shall be 19” rack mountable, or be supplied with
accessories which enable mounting it on a 19” rack.
4.2.6 The System Controller shall be capable of working in an ambient

temperature range of -5°C to +55°C and relative humidity up to 95% at
ambient temperature range of 400 C without any degradation.
4.2.7 The maximum allowed total cable length between the system controller
and the Call Station shall be 1000 meters.

4.2.8 The system shall comply with the following standards:
a). EMC emission according to EN 55103-1

b). EMC immunity according to EN 55103-2
c). Safety according to IEC 60065
4.3 Router:
4.3.1 The router shall receive audio as well as suitable command signals from
the System
desired Controller and shall switch the Call Station signal to the
zones.
4.3.2 Each router shall have provision for minimum six zonal outputs.
4.3.3 It should be possible to connect up to 10 routers together and cater to up

to 60 zones.
4.3.4 The Routers shall work on a mains voltage of 220V AC, ±10%, 50 Hz.
Battery backup provision shall be also provided. The battery voltage
should be 24V DC, +20% / - 10%.
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4.3.5 Since it may be required to connect more than one Router, it shall be
possible
switches to assign on
provided a unique identification to each Router by means of DIP
the Routers.
4.3.5 The Router shall comply with the relevant provisions of IEC 60065.
4.3.6 The Router shall be 19” rack mountable, or to be supplied with

accessories which enable mounting it on a 19” rack.
4.3.7 The Router shall be capable of working in an ambient temperature range

of -5°C to +55°C and relative humidity up to 95% at ambient temperature
range of 400 C without any degradation.
4.4 Booster Amplifier:
4.4.1 Booster amplifier shall be 19” rack mountable, or to be supplied with

accessories which enable it to be mounted on a 19” rack.
4.4.2 The boosters shall be available with either (a) 120 watts power output at
1% THD; or (b) 240 watts power output at 1% THD, when operated on
220V AC mains, as specified by purchaser.
4.4.3 Booster Amplifier shall be able to drive 70V/100V constant voltage and
low-impedance loudspeaker loads.

4.4.4 Booster Amplifier shall be able to operate reliably even with (a) mains
voltage fluctuations of up to 10% either way from the nominal 220VAC;
and (b) 24V DC backup battery supply. However, the power output under
these two cases may be different from that specified in 4.4.2 above.
4.4.5 Booster Amplifier shall be protected against overload, short circuits and
over-heating.
4.4.6 It shall be possible to cascade two or more booster amplifiers together for
increased output power.

4.4.7 In case the booster amplifier has more than one input socket, it shall have
an inbuilt priority circuit to ensure that announcements can override any
music source which may be connected directly to the booster.
4.4.8 The booster amplifier shall have a frequency response (-3 db) of minimum
60Hz - 14KHz.
4.4.9 The booster amplifier shall have, on the front panel, a suitable display of
the signal level through a set of LEDs, or LCD panel, or VU Meter and
power ON status.
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4.4.10 The booster amplifier shall have an input socket with sensitivity of 1 volt.
4.4.11The Booster Amplifier shall be capable of working in an ambient
4.5. Horn Loudspeaker:

4.5.1 Horn loudspeakers with inbuilt driver unit shall provide excellent speech
clarity and sound distribution. They are normally to be provided for outdoor
like uncovered part of platforms, overhead bridges, parking areas etc.
Since sound pressure level of horn loudspeakers is high, these can also
be used on covered platforms or in indoor areas where ambient noise is
high.
4.5.2 To avoid rust and to have adequate strength & lightweight, the horn
loudspeakers should be made from either ABS plastic or aluminium. In
case horn loudspeakers are made of aluminiun, their edges shall be
covered with a PVC profile for protection against impact damage.
4.5.3 The horn loudspeaker shall be water and dust protected according to IEC
60529-IP66.
4.5.4 The horn loudspeaker shall be suitable for connecting to the 100V line
running from the booster amplifier, and shall include an inbuilt line
matching transformer with taps on the primary winding to allow different
power settings. The different power taps shall be selectable through an
inbuilt rotary switch.
4.5.5 A cable of minimum 50 cm length shall be attached to the horn

loudspeaker for connection to the 100V line coming from the booster
amplifier. The cable shall be two core sheathed cable with each core
having minimum 20 copper strands of 36SWG.
4.5.6 The horn loudspeakers shall be supplied complete with sturdy adjustable
mounting bracket, allowing the sound beam to be suitably directed.
4.5.7 The 100 V horn loudspeakers shall comply with the relevant safety
regulations of IEC 60065.
4.5.8 Horn Loudspeaker shall have following specifications:
Rated power handling capacity 30 W, taps at 30,25,20,15,10

& 5 W.
Sound pressure level at 1KHz, 1m at 30 120 dB/107 dB minimum
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W/1 W
Minimum
dB) Effective frequency range (-20 300 Hz to 5.5 kHz minimum
Rated operating voltage 100 V
Nominal impedance at 1KHz 330Ω at 30W tap
Ambient temperature range -5 to +55oC
4.5.9 Horn loudspeakers shall be designed to withstand operation at their rated

noise power for 100 hours in accordance with IEC 268-5.
4.6. Line Array Loudspeaker (Column Loudspeaker):
4.6.1 The line array (column) loudspeakers shall be normally used in large
indoor and covered environments like covered part of platforms, waiting
rooms, lobbies, ticketing/ enquiry areas etc. It shall be suitable for both
announcement and music reproduction.
4.6.2 The column loudspeaker shall be suitable for connecting to the 100V line
power settings.
4.6.3 The column loudspeaker shall have a rated power handling capacity of 30
watts RMS, with taps on the line matching transformer at 30, 20, 10, &
5W.
4.6.4 It shall provide a sound pressure level of minimum 91db at 1W / 1 KHz /

1m, and 104 dB at 30W / 1 KHz / 1m.
4.6.5 It shall have an effective frequency range (-10db) of 180 Hz to 8 kHz.
4.6.6 The different

selectable power
through taps of
an inbuilt theswitch.
rotary line matching transformer shall be
4.6.7 To prevent rusting, the outer body of the column loudspeaker shall be
made of extruded aluminium section, with pressure die-cast aluminium
end-plates. Front grill shall be of aluminium sheet.
4.6.8 The loudspeaker shall be able to withstand operation at its rated noise
power for 100 hours in accordance with IEC 268-5 Power Handling
Capacity standards.
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23
4.6.9 The loudspeaker should operate safely within an ambient temperature

range of -5 to + 55° C.
4.6.10 The loudspeaker shall be supplied with accessories as required for
mounting either on a wall, or on a floor stand with M8 threaded bolt as
specified by purchaser.
4.6.11 The loudspeaker shall comply with all relevant provisions of IEC 60065.
4.7 Ceiling Type Loudspeaker:
4.7.1 A flush-mounting ceiling loudspeaker shall be normally used in indoor
locations where
restaurants etc. a false ceiling is available like offices, cabins, cafeteria/
4.7.2. The speaker assembly shall consist of a 6 Watt loudspeaker and frame
with a metal fire-dome. It shall be suitable for connecting to the 100V line
power settings. The taps on the line matching transformer shall be
connected to a terminal strip for easy access during installation.
4.7.3 It shall comply with the following specifications:
Rated power handling capacity 6W, with taps 6, 3, & 1.5 W
Sound pressure level at 6 W/ 1 W 97dB/ 90dB minimum
Effective frequency range (-10 dB) 300 Hz to 8 kHz minimum

Rated voltage 100 V
Rated impedance 1667 Ω at 6W tap

o
Ambient temperature range -5 to + 55 C
4.7.4 Ceiling type loudspeakers shall be designed to withstand operation at their

rated noise power for 100 hours in accordance with IEC 268-5.
4.8 Sound Projector:
4.8.1 The sound projector shall be normally used in indoor applications where
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23
directing the sound beam is desirable like corridors, entrance of lobbies,

cafeteria/ restaurants etc.
4.8.2 Sound Projector units shall be suitable for connecting to the 100V line
power settings. It shall be possible to select different power taps by
rotating an inbuilt switch.
4.8.3 Sound Projector enclosures shall be supplied with steel mounting brackets
suitably painted for rust protection. They shall be suitable for mounting
onto walls or ceilings.
4.8.4 These type of loudspeakers shall be designed to withstand operation at

their rated noise power for 100 hours in accordance with IEC 268-5.
4.8.5 The Sound Projector shall comply with IEC 60529-IP65.
4.8.6 Sound Projector type loudspeaker shall be of following specification.
Rated power handling capacity 15 W with taps at 15, 10, 5 & 2.5
W.
Min. Sound pressure level at rated 102 dB/92 dB minimum
power10 W/1 W
Effective frequency range (-10 dB) 160 Hz to 10 kHz minimum

Nominal impedance 670Ω on 15W tap
Ambient temperature range -5 to +55oC
4.9 Wall Loudspeaker:
4.9.1 A Wall Loudspeaker shall be normally used for wall mounting in indoor
areas and in covered areas like offices, cabins, cafeteria/ restaurants,
corridors & other areas where false ceiling is not available.
4.9.2 The Wall Loudspeaker shall consist of an 8W loudspeaker housed in a

steel cabinet (suitably painted to avoid rusting), with inbuilt line matching
transformer for operation on 100V line.
4.9.3 It shall have a rated power handling capacity of 8 watts, with power taps 8,
4 and 2 watts easily selectable on a terminal strip.
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3.9.4 It shall have an effective frequency range (-10 db) of at least 200 Hz to 8
KHz.
4.9.5 It shall have an output of at least 90 db at 1 KHz / 1W / 1m and 98 db at 1

KHz / 8W / 1m.
4.9.6 These type of loudspeakers shall be designed to withstand operation at

their rated noise power for 100 hours in accordance with IEC 268-5.
4.10 Paging Microphone:

4.10.1 A Paging Microphone shall be used for making announcements, at
stations where there is no need of zone selection, and the Call Station /
System Controller. It can also be used with a System Controller for
announcements to be made from the Control Room.
4.10.2 The Paging Microphone shall be suitable for keeping on a desktop, and
shall have following specifications.
a). A suitable unidirectional dynamic microphone cartridge, with
frequency response
on a gooseneck (- 10 minimum
of length db) of minimum 140Hz - 10KHz, mounted
390mm.
b). Switch for initiating and terminating announcements.
c). Nominal audio output of 1 volt to drive the booster amplifier.
d). LED, LCD panel or other visual indication of ON status.
4.10.3 Mains voltage for operation of Paging Microphone shall be 220 V AC

±10%, 50 Hz. Battery backup provision shall also be provided. The battery
voltage shallmay
Microphone be 24V DC, +20%
be inbuilt, / -10%.asThe
or provided power supply
a separate unit. for the Paging
4.10.4 The Paging Microphone shall be supplied with a suitable shielded cable of
minimum length 10 meters with a connector suitable for connecting it to
the booster amplifier & system controller.
4.10.5 The Paging Microphone shall comply with IEC 60065.
4.10.6 The Paging Microphone shall be capable of working in an ambient

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5. CABLE AND WIRING:

5.1 The loudspeaker cable connected from power amplifiers to the
loudspeakers operates at 100 volts. The generic type of cable shall be
insulated copper wire with minimum 32 strands of 0.2mm thick wire,
compliant with IS:694:1990 and IS:5831.
6.1.1 Unless otherwise specified all tests shall be carried out at ambient
atmospheric conditions.
6.1.2 For inspection of material, relevant clauses of IRS: S 23 and
6.1.3 Inspection and testing shall be carried out to the effect that all requirements
of this specification are complied with.
6.1.4 Inspection shall be carried out for various types of Booster Amplifiers, Horn
Loudspeakers, Line Array Loudspeakers (Column Loudspeakers), Ceiling
Type Loudspeakers, Sound Projectors, Wall Loudspeakers, Call Station,
Paging Microphone, System Controller, Router.
6.2 Type Tests:
6.2.1 For type test, two complete systems consisting of all type of devices &
equipments as per specification mentioned in clause 3, 4 & 5 shall be
subjected to following tests as applicable.

d) Environmental/ Climate Tests (Clause 7.4)
f) Endurance test (Clause 7.6)
g) Card-level & module level functional tests on all the cards.
h) System level functional tests.
6.2.2 Following systems should be submitted to RDSO for approval.
a) Call Station
b) System Controller
c) Router
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d) Booster Amplifier
e)
f) Horn Loudspeaker
Line Array Loudspeaker (Column Loudspeaker)
g) Ceiling Type Loudspeaker
h) Sound Projector
i) Wall Loudspeaker
j) Paging Microphone
6.2.3 The system shall successfully pass all the type tests for proving conformity
with this specification. If any one of the equipment fails in any of the type
tests, the purchaser or his nominee at his discretion, may call for another
equipment/card(s) of the same type and subject it to all tests or the
test(s) in in
permitted which failure test(s)
the repeat occurred. No failure (of the same model) shall be
6.2.4 Any other tests shall be carried out as considered necessary by the
purchaser.
6.3.1 The following shall constitute the acceptance tests which shall be carried
out by the inspecting authority for the purpose of acceptance on 20% of the
lots (minimum 2 each type of system) offered for inspection by the supplier:

c) Performance Test (Clause 7.5)
purchaser.
6.4 Routine Tests:
6.4.1 The following on

manufacturer shall comprise
every the routine
equipment and thetests
test and shall
results willbe
beconducted
submitted by
to
the inspection authority before inspection. The application software in
proper format shall also be submitted to the inspection authority in advance.

d) Card-level & module level functional tests on all the cards/ modules.
e) System level functional tests.
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purchaser.
7.0 TEST PROCEDURE :
The test procedure shall be based on the system design. The

methodologies to be adopted for various tests shall be decided taking into
account the system design/configuration.
Each equipment of the system shall be visually inspected to ensure

compliance with the requirement of clauses 3, 4 & 5 of this specification.
The visual inspection shall broadly include:
 Constructional details.
 Dimensional check.
 General workmanship.
 Configuration.
 Mechanical polarisation on cards.

 General track layout.
 Quality of soldering and component mounting.
 Legend printing.
 Green masking.
 General shielding arrangement of individual cards, wherever

applicable.
 Indications and displays.
 Mounting and clamping of connectors.
 Proper housing of cards.
7.2.1 Insulation Resistance Test shall be conducted as per RDSO/SPN/144.
7.3 Applied High Voltage Test:
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7.5.1 The equipment shall comply with the requirements as specified in Clauses
3, 4 & 5.
7.6 Endurance Test:
7.6.1 Endurance test shall

operation which be 30
shall be conducted on one without
days operation of the modules fordeterioration
giving any continuous
in performance.
8.0 QUALITY ASSURANCE :
manufacturing process and the environment under which it is manufactured,
the manufacturer shall ensure Quality Assurance Program of adequate
standard.
8.3 Validation and system of monitoring of QA procedure shall form a part of

type approval. The necessary Plant, Machinery and Test instruments as
given below shall be available with the manufacturer.
8.3.1 Plant & Machinery :
i). Electronic instruments for checking the frequency response of

booster amplifiers and various types of loudspeakers, the power
output of booster amplifiers, and the sound pressure level
of loudspeakers.
ii). Burn in chamber
iii). Anti static precautions at locations where microprocessors are
mounted on the printed circuit board.
iv). Microprocessor programming system
v). Computer aided design system
vi). Any other machinery & equipments required
8.4 Along with the prototype sample for type test, the manufacturer shall submit
the Quality Assurance Manual.
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23

9.1 The brand name or name of the manufacturer, together with model
number shall be clearly marked on each equipment.
9.2 The equipment and its sub assemblies shall be packed in cardboard
boxes with thermocole buffers. Before keeping in the cardboard box, the
equipment shall be wrapped with polythene or bubble sheet. The
equipment shall be finally packed in a wooden case of sufficient strength
so that it can withstand bumps and jerks encountered in a road/rail
journey.
10.0 INFORMATION TO BE FURNISHED BY THE PURCHASER:
10.1 The tenderer should clearly indicate details of required items for Public
Address System which shall mainly consist of items mentioned in clause
no. 3, 4 & 5 as per site requirement.
11.0 WARRANTY:
11.1 Manufacturer or Supplier shall provide minimum one year warranty from
date of commissioning of system which shall include repairing and
replacing of defective parts of system, if any.

11.2 Manufacturer or Supplier shall support the system for at least 5 years from
its commissioning. Memorandum of Undertaking for this is to be submitted
by the Supplier.
12.0 TRAINING:
complete assembly of the system through the use of various modules,
integration of hardware with software, if any, and complete operation of
the system.
12.2 Sets of service manual in two hard copies and two soft copies containing
details of technical specifications, installation and commissioning, trouble
shooting & maintenance schedule etc. shall be supplied along with the
equipment.
13.0 DOCUMENTATION:
13.1 The following documents should be supplied along with the system:
a) Mechanical drawings of each sub system/ rack.
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b) Operating Instructions
things, necessary and Service
installation Manual incorporating, among other
instructions.
c) Pre-commissioning check list.
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S
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RDSO SPECIFICATION
FOR
INTEGRATED PASSENGER INFORMATION SYSTEM
(TRAIN INDICATION, COACH GUIDANCE AND
PC BASED ANNOUNCEMENT SYSTEM)
SPECIFICATION NO: RDSO/SPN/TC/61/2007
Revision 2.0
Number of Pages: 72
TELECOM DIRECTORATE
LUCKNOW-226011
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DOCUMENT DATA SHEET
Specification No
Revision 2.0
RDSO/SPN/TC/61/2007
Title of the document
RDSO Specification for Integrated Passenger

Information System (Train Indication, Coach
Guidance and PC Based Announcement
System)
Author
Approved by
Shri M. Alam
Abstract
This document specifies technical specification of Integrated Passenger Information
System consisting of Train Indication, Coach Guidance and PC Based
Announcement System
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Name Organization Function Level
Executive Director/
Telecom RDSO - Approve
REVISIONS:
Chapter/ Effective from

Version Revision
Annexure Month/Year
RDSO/SPN/TC/61/2006 - FIRST ISSUE 2006
RDSO/SPN/TC/61/2006 All Pages 1st Revision September, 2006
RDSO/SPN/TC/61/2007 All Pages 2nd Revision October, 2007
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TABLE OF CONTENTS
S.No Name of the Item Page No
1 Scope 6
2 System Description 6
3 System Specifications 6
4 Software Requirements 25
5 Power Supply 30
6 Tests and Requirements 31
7 Test Procedure 34
8 Quality Assurance 35
9 Marking & Packing 35
10 Information to be supplied by Manufacturer 36
11 Information to be supplied by Purchaser 36
12 Training 37

13 Diagram -1 38
14 Diagram -2 39
15 Diagram -3 40
16 Annexure A 41
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I. SUMMARY:
This document covers the technical requirements of Integrated Passenger

Information System consisting of Train Indication, Coach Guidance and PC Based
Announcement System.
II. SOURCE:
Draft specification RDSO/ SPN/ TC/ 61/2007, Rev 2.0 has been prepared by
RDSO, Lucknow as per Railway Board letter No. 2004/Tele/TCM/1 dated
27/12/2005 and 03/04/2006.
III. FOREWORD:

In the absence of IRS specification, procurement may be made as per RDSO/ SPN
specification.
The Safety and reliability requirement of

RDSO/SPN/144
Basic environmental testing procedures for

IS:9000

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Draft Specification for Integrated Passenger Information System (Train Indication

Coach Guidance and PC Based Announcement System)
1. SCOPE:
The specification of Integrated Passenger Information System covers technical
requirements of PC based announcement system for announcing train information
to passengers, electronic display boards & coach guidance display boards for
displaying train information to passengers with the feature of networking and
operation from a centralized place.
2. SYSTEM DESCRIPTION:
The Integrated Passenger Information System shall consist of TWO Control

Console Units in redundant mode loaded with software for announcement, display
boards of different sizes, Coach Guidance display boards, At-a-glance display
boards, CCTV, Main Data Communication Hub (MDCH) and Platform Data
Communication Hub (PDCH) as shown in diagram-1.
The multiline display board shall display train number, name of train, expected
time, arrival/departure and platform number for multiple trains at a time. For major
stations, there should be separate arrival & departure display boards, whereas for
small way side stations there should be common display board for displaying
arrival & departure information. The platform display system shall display the
information of one train at a time scheduled for that platform. At-a-glance display
board with coach guidance may be provided at entry of platform to indicate the
details of train arriving on that platform or departing with coach composition of train
as per the requirement. The multiline display boards shall be located at the main
entrance/ concourse and platform display boards at suitable places on platforms/
foot-over bridges. The CCTV monitors shall display the train information similar to
that displayed by a display board. The CCTV monitors shall be provided in the
enquiry offices, waiting rooms or at any suitable place decided by the user. It
should also be possible to network such systems provided at different stations for
carrying out operation from a centralized place.
3. SYSTEM SPECIFICATIONS:
3.1 Hardware Requirements: The system shall consist of
3.2 Control Console Unit:
3.2.1 System should have provision for fully redundant control console units. In case of
failure of the first control console unit, the second control console unit should
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become operative. There should be continuous data synchronization between

these two operator consoles through a LAN link.
3.2.2 The main and standby Control Console Unit shall comprise standard PC of reputed
brand having minimum configuration as mentioned below:
a. Pentium – IV or equivalent processor (2 GHz or higher).

b. 512 MB SD RAM.
c. 80 GB HDD.
d. CD ROM.
e. 19” Color LCD Monitor.
f. Two VGA adaptors.
i) One for the monitor.
ii) Second with video output to provide display on CCTV automatically.
(If same functionality can be achieved with one adaptor, it can be acceptable).
g. 101 Key board.
h. Optical USB mouse.
i. One parallel port.
j. Multi port serial card (At least four serial communication ports)
k. UPS with minimum ONE hour battery backup for control console unit of make APC
or Numeric. Incase of any interruption in power supply, there should be no effect
on control console unit
l. Windows Xp or higher version
m. Ethernet card
n. Sound card with speakers and microphones. Microphone should be of following
minimum specifications
Frequency Response 20 Hz – 20K Hz
Impedance 32 Ω
Sensitivity 50 to 110 db
Power Handling 80 mW to 100 mW
Intex, Zebronics, I-Ball, Logitech or
Make
as specified by purchaser.
3.2.3 Two complete PC sets with separate UPS as per above given specifications with
LAN to work in stand by mode shall be provided. Change over of video & audio
signals from one control console unit to another should be through a manual switch
for redundancy. The switch should have two input ports for video signals coming
from two control console units and one output port that will go to the CCTV
network. It should also have two audio ports coming from two control console units
and one output port that will go to the audio announcement network.
3.2.4 The control console units shall be operated from any suitable control centre or
enquiry office, preferably in dust free and air conditioning environment to improve
the reliability of the system.
3.2.5 The control system shall be so designed as to work public announcement system
and the farthest indicator satisfactorily.
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3.2.6 Control Console Unit shall be provided with voice recording and voice playback
PCI plug-in type card of standard make for making PC based voice announcement.
3.2.7 Separate standard cabinet of suitable dimensions preferably as per schematic

shown in diagram-2 is to be provided to house two numbers of control console
units consisting of two sets of CPUs, key boards, LCD color monitors, UPS,
Ethernet switch, changeover switch and other accessories. There should also be
provision to place the Main Data Communication Hub and one speaker of 5 watts
(minimum) with volume control to monitor the announcement. The Ethernet switch
should be of at least 8 ports of D-Link or NETGEAR make.
3.2.8 Cabinet should be made of galvanized MS sheet of minimum 18 SWG thickness to

achieve modular and ergonomic design for good maintainability. The cabinet
should be rust free & powder coated in ivory/gray color. It should have front door of
tinted toughened glass and a metal rear door. Shelves of suitable height shall be
provided to accommodate the equipments. 230 Volts AC distribution box with
required numbers of sockets of at least 230 Volts/ 5 Amps rating shall be provided
in the cabinet. Proper earthing arrangement shall also be provided for cabinet.
3.2.9 The front and back sides of the cabinet shall have the facility for locking the
equipments. A separate opening with lock & key shall be provided on the front door
for taking out the key board and mouse from the cabinet for the operation of the
control console unit without unlocking and opening the front door. Gland plates
shall be provided on the top and bottom panel of cabinet for cable entry. Proper
cable guides are also to be provided inside the cabinet. Suitable ventilation should
be provided from both sides and rear of cabinet such that possibility of dust
accumulation inside the cabinet is minimized.
3.2.10 Keyboards & Monitors should be placed inside the cabinet at appropriate height for
easy and comfortable operation. Other equipments, which are placed inside the
cabinet, shall also be easily accessible for maintenance.
3.2.11 There should be provision in the cabinet to minimize the effect of external vibration
due to movement of trains etc. for normal operation of the system.
3.2.12 ON/OFF button for switching on & off the control console units shall be provided
separately. Pressing the button should switch on the system with auto running of
software. Again pressing the button should close program without corrupting data
and switch off the system.
3.2.13 The audio output for announcement from control console unit shall be interfaced
with the existing public address system.

3.2.14 Suitable hardware & software should be provided in the system for taking data &
required information from automatic train information system like train charting
server for displaying train information on various types of display boards, coach
guidance systems and for making announcement, if specified by the purchaser
(optional).
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3.2.15 LCD/ Plasma TV should be preferably used for the CCTV display. Size of the LCD/
Plasma should be decided by the purchaser as per site condition.
3.2.15.1 LCD TV should have the following minimum features:
No. of Pixels 1366 X 768

Viewing angle(H/V) 1700 / 1700
Brightness(cd/m2) 450
Contrast 1000:1
S-Video, Video/Composite video, PC Analog
Video I/P
input (RGB, D-sub)
Lamp Lifetime/
50000 Hrs (Minimum)
Backlight Life
LCD display should be preferably of HYUNDAI or

SAMSUNG or SANYO or NEC or PHILIPS or
Make SHARP or TOSHIBA make or as specified by the
purchaser.
3.2.15.2 Plasma TV used for the CCTV display should have the following minimum
features:
No. of Pixels 1366 X 768

Viewing angle(H/V) 1700 / 1700
Brightness(cd/m2) 1000
Contrast 10,000:1
S-Video, Video/Composite video, PC Analog
Video I/P
input (RGB, D-sub)
Lamp lifetime/
50000 Hrs (Minimum)
Backlight life
Plasma displays should be preferably of

PANASONIC or LG or SAMSUNG or SONY or
Make PHILIPS or NEC make or as specified by
purchaser.
3.3 Arrival/ Departure Train Information Display Board:

3.3.1 Display board shall be of three types, depending on its location.
a) Multiline display boards for displaying information of multiple trains.

b) Platform display board for displaying information of single train.
c) At-a-glance display board with coach guidance system for displaying the
information of train arriving/departing with coach composition.
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3.3.2 Multiline, platform and At-a-glance display boards shall be designed with minimum
8 bit CPU.
3.3.3 Multiline display board shall be located at the concourse/ main entrance and
platform display boards at the respective platforms. The exact location is to be
indicated by the purchaser.
3.3.4 The multiline display board shall be of 2 lines or more and maximum up to 10 lines.
Purchaser has to specifically mention the number of lines in each main display
board as per site requirement.
3.3.5 Separate display boards for “arrival” and “departure” of trains are to be provided
preferably on major stations if specified by the purchaser, otherwise a common
display board showing information of both “arrival” & “departure” of trains is to be
provided. However, the software should permit to display either “arrival” or
“departure” on both the boards.
3.3.6 In case, the information is more than the number of lines in display board, then the
display shall be done on time slot basis.
3.3.7 The platform display board shall display only one train at a time scheduled to arrive
on / depart from a platform.
3.3.8 The platform display boards which are suspended in the middle of platform shall
have double faced indications.
3.3.9 The display of the fixed titles viz. train number, name, expected time,
arrival/departure, platform number etc. should be screen printed in capital letters
on the milky white strip fabricated from acrylic sheet of minimum 3 mm thickness
and shall be clearly readable from a distance of minimum 50 meters in the
brightest part of the day. Color of characters should be preferably in “blue” or
otherwise specified by purchaser.
cancelled, indefinite late, diverted etc.
3.3.11 It should be possible to suspend or mount display board on a wall easily at the
platform entry or inside a concourse/ main entry of a railway station.
3.3.12 The display boards of various type shall be dust proof, weather proof, water proof
and vibration proof as per IP 54.

3.3.13 Display on the board shall be flicker free.
3.3.14 The display on a board shall be immune from the effect of 25 KV traction line or
electro-magnetic induction or any other electro-static induction.
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3.3.15 The information on display boards shall be displayed in turn in English, Hindi and if
so required by the purchaser in the regional language. Each display shall last for
specific period of up to 60 seconds and shall be adjustable from the control centre.
3.3.16 Every display board shall be covered with U.V. stabilized polycarbonate sheet with
thickness of minimum 3mm in order to give good visibility and protection against
dust. Single polycarbonate sheet without any joint should cover the complete
board.
3.3.17 LEDs with equal fringe and uniform intensity are to be used to ensure that the
information to be displayed is with excellent contrast so that no black patches are
visible on the display screen.
3.3.18 These display boards shall be constructed using PCB module of 16X48/ 8X48 LED
matrix. The mechanical mounting of these modules shall be such that easy
replacement of PCB module is possible in case of repair. Such replacement shall
not call for removing any other PCBs.
3.3.19 The construction of the whole unit of different type of display boards should be
modular, such that any module (i.e. PCB, connector, cable, power supply unit etc.)
can be easily removed when defective and a fresh module is fixed to make the
system functional again. Wiring between different modules should be done with the
help of male/female type of connectors. There should not be any requirement of
rewiring, re-soldering/ de-soldering or opening and reconnections of wiring etc.
during the maintenance, unless there is damage to the wiring. Proper cable guides
are to be provided inside the display board for drawing cables and wires neatly.
3.3.20 In Multiline, Single line & At-a-glance display boards, all the power supply modules
are to be mounted on the top of the display board with enclosure for easy
maintenance. CPU card and driver modules of display board should also be easily
accessible. LED display modules should be accessible from front side.
3.3.21 Suitable earthing arrangement has to be provided for earthing the body of display
board.
3.3.22 The relevant ICs for the display board should preferably be of surface mounted
3.3.23 There should be no changes in electronics to add extra modules to the display

boards in addition to the numbers mentioned in the specification.
3.3.24 –10
Display
0
C toboards
+700Cshall
and be capable
relative of working
humidity in anat ambient
up to 95% ambient temperature
temperature range
of 40 0of
C
without any degradation.
3.3.25 There should be in-built power supply to work directly on 230V AC with short circuit
protection with properly rated fuse at its input.
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3.3.26 The display board shall communicate with control console unit on optically isolated
interface through Main Data Communication Hub (MDCH).
3.3.27 The display boards should not display any garbage until the required information is
placed on them from the control console unit. All the embedded boards with CPU
should have watchdog circuit, which should reset the processor in case the
processor goes haywire due to any external disturbance caused by high voltage
traction etc.
3.3.28 Material used for the printed circuit board (PCB) shall be copper clad glass epoxy
of grade FR-4 or equivalent. The display PCB thickness shall be minimum 2.4mm.
The thickness for other PCBs shall be minimum 1.6 mm.
3.3.29 CONFORMAL COATINGS: Assembled and tested printed boards should be given
a) Humidity
b) Dust and dirt
f) Abrasion damage
3.3.30 The solder masks (green/black) shall be applied on the solder side and component
side of the card.
3.3.31 Following description shall be etched on the component side of the PCB:
c) PCB name
d) Part number
3.3.32 Following description shall be engraved on the PCB

3.3.33 Various types of display boards should have preferably the following character
sizes:
a) Character Size
For English, theon display board
character with be
size shall 16 of
Rows of LEDs:
10X16 LED matrix. There should
be a gap of preferably 2X16 LED matrix between two consecutive
characters and 6X16 LED matrix between two consecutive fields. However,
actual character size will depend on the font type.
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b) Character Size on display board with 8 Rows of LEDs:

For English, the character size shall be of 5X8 LED matrix. There should be
a gap of preferably 1X8 LED matrix between two consecutive characters
and 3X8 LED matrix between two consecutive fields. However, actual
character size will depend on the font type.
3.3.34 LED matrix of 16X48 or 8X48 should be designed such that the maximum
multiplexing should be 8 and the refreshing time should not cross 20 milliseconds.
3.3.35 Preferably 5 pair (5 core for working and 5 core for standby) PVC insulated twin
twisted screened cable in which each core is of size 7/0.2 (7 strands, each of 0.2
mm diameter) with nominal insulation thickness of 0.6mm and sheath thickness of
0.9mm as per standard BIS : 5308 PART-1 should be provided for the data
communication.
3.3.36 Separate arrival & departure train information display boards when provided at a
station should be fixed side by side at same level or as specified by purchaser.
3.3.37 In data communication, Class-D surge protection circuit should be provided in each
display board, coach guidance display board and data communication Hub.
3.4 Specifications of LED:
3.4.1 Super bright RED or ORANGE or GREEN or BLUE color LEDs of uniform intensity
are to be used for longer visibility in various types of display boards. Color of LED
is to be specified by the railways. The intensity of the illumination should be such
that it shall be possible to read the information clearly from a distance of minimum
50 meters. This visibility is to be checked and ensured for that part/ spot of
indicator which has maximum intensity of ambient light.
3.4.2 LED Specification:
Diffused/ Colorless clear Red or Orange or Green or Blue color LEDs (Light
Emitting Diodes) should meet following parameters.
5 mm Oval 5 mm Oval 5 mm Oval 5 mm Oval

1 Size
Radial Radial Radial Radial
Diffused/ Diffused/ Diffused/ Diffused/
2 LED Type Colorless Colorless Colorless Colorless
clear clear Clear Clear
3 Color Red Orange Green Blue
4 Wave Length 626+/-10nm 605+/- 10nm 525+/-10nm 470+/-10nm
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Horizontal: 600 Horizontal: 600 Horizontal: 600 Horizontal: 600

Viewing Angle (Minimum) (Minimum) (Minimum) (Minimum)
5 (50% IV
0 0 0 0
in mcd) Vertical:
(Minimum) 25 Vertical:
(Minimum) 25
Luminous
Intensity
6 500 mcd 500 mcd 1400 mcd 600 mcd
@ 20mA
biased current
Operating - 300C to - 300C to - 300C to - 300C to

7
Temperature +850C +850C +850C +850C
Avago/ Nichia/ Avago/ Nichia/ Avago/ Nichia/ Avago/ Nichia/

8 Make
OSRAM OSRAM OSRAM OSRAM
3.4.3 Viewing Angle of LED:
3.4.3.1 Connect the LED under test as shown in the above set up in a dark room.
3.4.3.2 Bias the LED such that the rated current flows in the LED under test.
3.4.3.3 Adjust the distance between the tip of the LED and Chromo meter or
Spectrometer diffuser to 10 cm exactly.
3.4.3.4 Place the Chromo meter or Spectrometer to measure the intensity in Lux in
the position indicated in the setup. Rotate the LED so that the chromo meter
or Spectrometer records maximum Lux. Record this value and position of
LED in degrees.
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3.4.3.5 Rotate the LED in Horizontal (X-direction) to a point, at which the Lux
reading is half of the value that was observed in the clause 3.4.3.4. Record
the position of LED in degrees. Calculate the degrees the LED was rotated
from the maximum intensity value to half intensity value. Record this value is
as θa (Theta). Similarly rotate the LED in opposite direction from the
maximum intensity value and mark the point where the Lux value observed
is half the value to the one observed in the center. Calculate the rotation in
degrees from maximum Lux value and record this value as θb.
3.4.4 Calculation of dispersion Angle:
Dispersion Angle= θa + θb
3.4.5 Intensity of LED in mcd:
30 cm
White target
Board
LED
under A
test
3.4.5.1 Connect the LED under test as shown in the above set up in a dark room.
3.4.5.2 Bias the LED such that the rated current flows in the LED under test
3.4.5.3 Adjust the distance between the tip of the LED and white board to 30 cm
exactly.
3.4.5.4 Use the Chromo meter or Spectrometer to measure the intensity in Lux at
the center of the pattern formed on the white board due the illumination of
the LED. The Value of the Lux observed at the center of the Pattern on the
white board is the intensity of the LED in Lux.
Intensity of LED (mcd) = 92.9*Lux value observed at point-A in above setup.
3.4.6 Pattern Observation on the White Board:
The pattern observed on the white board should be uniformly illuminated and free
from dark circles. The intensity should be maximum at center and should decrease
uniformly from the center as we move radially outward.
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3.4.7 Biasing of the LED:
In no case the average forward current shall exceed the limit as specified by the
manufacturer for that part.
3.4.8 Manufacturer shall maintain proper account of LEDs being used. The record shall
3.4.9 LEDs used in LED display units shall be of high performance quality and from
reputed manufacturers as stipulated by RDSO. The maximum junction temperature
of a LED shall not be less than 100 0C and epoxy used in the LED shall have UV
inhibitors.
3.4.10 Number of LEDs and their part number shall not be changed without prior approval
of RDSO.
3.5. Specifications of Multi Line Display Board:
3.5.1 Multi Line Display board shall be of following specifications:
Matrix for each Line 16 X 336
Total Matrix for Multiline (16 X No. of lines) X 336
No. of Lines per Board 2 lines or more & maximum up to 10 lines

No. of Sides Single Face or Double Face (as specified)
PITCH 10 mm
LED As per clause no: 3.4.2
RED or ORANGE or GREEN or BLUE

Color
(as specified)
Languages to be Displayed English, Hindi and regional language
160mm X 100mm for English approximately.

Character size 160mm X 140mm for Hindi or Regional
Language approximately.
Train No (4 chars), Train Name (15 chars),
Information to be displayed
Expt.Time (4 chars), Arr/Dept (1 char),
(English)
PF.No (2 chars)
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16 x 48 with variable brightness depending on

Display module
time of day & this should be adjustable.
Type of CPU 8 bit and above
Working Range voltage 160V – 270V AC
Ambient Operating
–100 to +700C
Temperature
3.5.2 Mechanical Specification:

The Mechanical specifications of the multiline display board shall be as under:
3450(L) X 600(H) X 150(D) - Single sided.

3450(L) X 600(H) X 200(D) - Double sided.
(All dimensions in mm).
Physical dimensions of
Two Line display board
Gap between two adjacent lines: 80 mm
(minimum).
Overall dimensions of display board should
not exceed the specified values.
Increase in dimension for
Maximum 240 mm in height only
each additional line
Case Material Galvanized MS Sheet
Thickness 16 SWG
Color Black
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3.5.3 Display format of multiline display board, each line consisting of the LED matrix of
16 X 336 should be preferably as per following format:
TRAIN NO TRAIN NAME EXPT.TIME A/D PF NO
4 Char 6 15 Char 6 4 Char 6 1 Char 6 2 Char

46 LEDs LEDs 184 LEDs LEDs 50 LEDs LEDs 10 LEDs LEDs 22 LEDs
3.5.4 Fields Format of Multi Line Train information Display Board:
TRAIN NO. TRAIN NAME EXPT.TIME A/D PF NO
7045 HYDERABAD Exp. 12:45 A 01
5090 GORAKHPUR Exp. 18:20 D 04
352 REPALLE Pass. Cancelled
7229 SABARI Exp. 17:45 A 03
7049 KRISHNA Exp. 13:20 D 01

3.6 Specifications of Single Line Display Board:
3.6.1 Single line display board shall be of following specifications:

No. of Lines per Board 1 Line
No. of Sides Single Face or Double Face (as specified)

PITCH 10 mm
Color
(as specified)
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Languages Displayed English, Hindi & Regional language

160mm X 100mm for English approximately.
Character size 160mm X 140mm for Hindi or Regional
Language approximately.
Train No (4 Char), Train Name (15 Char),
Information to be displayed
Expt. Time (4 Char), Arr/Dept (1Char),
(English)
PF No (2 Char)
16 x 48 with variable brightness depending on
Display module
time of day & this should be adjustable.
Ambient Operating
–100C to +700C
Temperature
3.6.2. Mechanical Specification:

The Mechanical specifications of the single line display board shall be as under:
3450(L) X 410(H) X 150(D) - Single sided

3450(L) X 410(H) X 200(D) - Double sided
(All dimensions in mm)
Physical dimensions
Overall dimensions of display board should not
exceed the specified values
Thickness 16 SWG
Color Black
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3.6.3. Display format of single line display board with LED matrix of 16 X 336 should be
preferably as per following format:

3.6.4 Fields format of 16 X 336 Single Line Train information Display Board:
3.7 Coach Guidance Display Boards:
3.7.1 The control console unit is to control the various coach guidance display boards
which are installed on different platforms. These display boards are interfaced to
the control console through the appropriate hubs as required.
3.7.2 Individual coach display board across the platform should show the position of the
coaches like A1, B1, S1, S6 etc. and train number alternatively with a time
difference which should be programmable as per requirement.
3.8. Specifications of Coach Guidance Display Board:
3.8.1 Coach Guidance Display board shall be of following specifications:

No. of Lines per Board 1 Line
No. of Sides Double Face
PITCH 10mm
Color
(as specified)
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Languages Displayed Alpha Numeric English

Character size 160mm X 100mm (approximately)
No. of character 4 Characters
Display module 16 X 48
Ambient Operating
–100C to +700C
Temperature

The Mechanical specifications of the Coach Guidance Display board shall be as
under:
540(L) X 250(H) X 200(D)

(All dimensions in mm).
Physical dimensions
Overall dimensions of display board
should not exceed the specified values.
Thickness 16 SWG
Color Black
3.8.2.1 Sun guard of suitable design made of Galvanized MS Sheet of minimum 16 SWG
thickness shall be provided on the top of coach guidance board, which is to be
placed in open area to protect against sun and rain.
3.8.3. Fields format of Coach Guidance Display Board:
GEN B-1 7045
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3.9 Specifications of At-a-glance Display Board with Coach Guidance Display

Board:
3.9.1 At-a-glance Display board shall be of following specifications:

8 X 240 – Arr. / Dept. train information system
Matrix for each Line
8 X 240 – Two line Coach indication system
No. of Lines per Board 3 Lines

No. of Sides Single Face
PITCH 10 mm
Color (as specified)
Languages to be
English only
displayed
80mm X 50mm (approximately) for Arrival &
Dept train information system
Character size
80mm x 50mm (approximately) for Coach
indication system
Train No (4 Char), Train Name (22 Char),
Expt. Time (4 Char), Arr./ Dept. (1Char),
No. of character PF No (2 Char)
3 characters for each coach information and two

lines for 24 coaches.
Display module 8 X 48

Ambient Operating
–100C to +700C
Temperature
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The Mechanical specifications of the At-a-glance Display board shall be as under:
2500(L) X 460(H) X 150 (D)

Physical dimensions (all dimensions in mm)
(Legending for first line
only) Overall dimensions of display board should not
exceed the specified values.
Gap between 1st & 2nd lines = 80 mm (minimum)
Gap between lines
Gap between 2nd & 3rd lines = 40 mm (minimum)

Thickness 16 SWG
Color Black
3.9.3 Display format of At-a-glance Display Board with Coach Guidance display system
with each line LED matrix of 8 X 240 should be preferably as per following format:

8x240 Matrix for display of coach composition with a gap of preferably 3 columns
between two coaches
8x240 Matrix for display of coach composition with a gap of preferably 3 columns
between two coaches
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3.9.4 Fields format of At-a-glance Display Board:
ENG GEN GEN S1 S2 S3 S5 S6 S7 S8 B1 B2 …
B3 A1 A2 H1 S9 S10 S11 S12 GEN GEN GEN SLR …
3.9.5 Physical size of ‘At-a-glance Display Board’ should be modified depending upon
width of foot over bridges, entrance of platforms, where such type of boards are
going to fixed as specified by purchaser.
3.10 Main Data Communication HUB (MDCH):
3.10.1 The Main Data Communication Hub will route the signals coming from the either
of the two console units to the destinations namely platform hubs, Arrival/
Departure Train Information Display Boards and Coach Guidance Display
Boards.
3.10.2 Main Data Communication HUB should be of multi port serial communication. It
should have minimum 2 serial ports for display information coming from the two
console units and at least 16 serial output ports for driving various types of
display boards or platform HUBs. All ports should be of optically isolated
communication type. The connectors for the data should be of type 9D.
3.10.3 The MDCH should be powered by 230 Volts AC mains and should operate from
160 to 270 Volts AC 50 Hz. The Hub should have LED indications for monitoring
the communication health of the display boards and Platform Data
Communication Hubs. The LED should glow red when link is failed and green
when link is OK.
3.10.4 The serial port connection to the coach guidance display boards along a line
should be daisy chained and in case of a failure (like power down) of a unit, the
extension of communication link should not be affected. Also in case of removal
of any coach display board for repair, the input and output connectors should be
mate-able to extend the communication link.
3.10.5 The main Hub should be able to integrate any display board or platform HUB and
should get its response. With this, communication health (connectivity) of each
display unit or platform HUB shall be available in the control center and one can
quickly diagnose the problem in case of faults.
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3.10.6 The communication network should be as per diagram-1. As shown in the

diagram, each output port of the Main Hub should be able to drive either one
multiline display board or At-a-glance display board or single line display board or
platform Hub or preferably 4 numbers of coach guidance display boards. These
coach guidance display boards shall be connected in multi drop communication.
All communications should be of optically isolated type.
3.10.7 All display boards should follow a uniform protocol as per annexure-A.
3.10.8 The communication shall be on 4/5 wire and the interface shall be well protected
against voltage surges.
3.10.9 Necessary diagnostic routines shall be provided to the operator with the help of
which he shall be able to avail the information regarding the faulty ports so that
the necessary action can be taken to rectify the same.
3.10.10 In case of failure of any particular port of Main Data communication Hub, the
spare port can be used immediately and the system should start functioning with
minimum down time.
3.11 Platform Data Communication Hub (PDCH):
3.11.1 The Platform Data communication Hub (PDCH) will route the data coming from the
main hub to the various type display boards including coach guidance boards.
3.11.2 PDCH should have provision of two serial ports for interfacing to Main data
communication HUB (one port as a spare) and at least 16 serial output ports for
driving various types of display boards.
3.11.3 The platform data communication hub should be preferably installed on each
platform at the halfway length of the platform, to drive the various display boards.
3.11.4 PDCH and MDCH shall be interchangeable by modifying the configuration.
4. SOFTWARE REQUIREMNTS:
4.1 Features of Announcement System:
4.1.1 The voice message will be stored in digital format using at least 16 bit analog to
digital and digital to analog converter card.
4.1.2 The system supplied

programmed shall be of Windows
for the announcement Xp or
of all type of higher – GUI
passenger basedtrains
carrying fully
through key board.
4.1.3 Repeat announcement shall be made by taking the cursor to location and a stroke
of key without affecting other operation. However calling an announcement
repeatedly due to repeated pressing of keys shall not be allowed until the called
announcement is finished successfully or paused by the operator.
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4.1.4 The format of the operation for the updating and announcement shall be user
friendly.
4.1.5 The system shall be user friendly to the maximum extent so that addition and
alterations can be done by the Railway Engineer without the help of suppliers and
programmer.
4.1.6 The system has to provide selection mechanism for the announcement messages,
language of announcement i.e. local, Hindi, English or all three or short
announcement in all the three languages. The announcement shall be delivered
fluent and professional enough to avoid unnatural pauses in between two pieces of
voice are delivered.
4.1.7 There shall be one window for each special announcement like courtesy,
emergency messages, scratch pad recording and play back, microphone on line
etc. The relevant window will be taken to front of all other windows, by pressing
GUI button on the main window. On pressing ‘ESC’ key it shall go back to main
window.
4.1.8 The details of information being announced shall be displayed on the monitor
screen.
4.1.9 The entire voice recording shall be done in a sound proof professional studio. All
the voice recording shall be of professional grade shall have approval of railways
before using in the systems.
4.1.10 It shall be possible to operate and alter the information on one screen itself.
4.1.11 It should be possible to select and play out courtesy slogans. Provision should be
available to play out any of the prerecorded music which can be started or
interrupted by the touch of a single button.
4.1.12 Mainly there shall be three type of announcements; one for train arriving on
platform, one for train arrived on platform and one for train departing from platform
in all languages. All these types of announcement shall be changed to new
platform number in case predetermined platform number is changed. Provision
shall be made for the operator to send out announcement related to train number,
platform numbers, and arrival/ departure just by keying in the train number,
platform number and delays/right time information for any of the following cases.
a) Late arrival of trains.
b) Right
c) Platform
timenumbers
arrival ofoftrains.
arriving or arrived trains and changed in platform numbers.
d) Departure of trains at scheduled or unscheduled time. It shall also be possible to
announce that trains is expected shortly or terminated or regulated and present
status of the train.
e) Cancellation of train
f) Route Diversion of train
g) Any other type of announcement as specified by purchaser.
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4.1.13 Format for online data entry screen for announcement & display of train’s details
shall be preferably as per the diagram-3.
4.2 Train Arrival/Departure Information Entry Software Features:

4.2.1 It should be possible to configure through software the selection of display in local
language, English and Hindi. Data entry shall be preferably through in script key
board layout as defined by Ministry of Information Technology, Govt. of India.
4.2.2 It should be possible to select through menu configuration the display of

information with various effects viz.
i) Typing effects
ii) Scrolling effects
iii) Erasing effects
iv) Curtain effects
4.2.3 It should also be possible to increase running speed of display in running mode.
4.2.4 It can be possible to add, modify delete, modifying timings of existing trains in the
master data base in Hindi, English & Local language.
4.2.5 The entry into Master Data Base should be password protected. It should be also
possible to add on new trains. There should be provision to change the password.
4.2.6 The operator can be able to make train message by typing only train number and
modification to timing and platform nos.
4.2.7 Hot key should be used for transferring data from PC to various Boards.
4.2.8 The information displayed at various boards shall be selected automatically related
4.2.9 While deleting or modifying any train entry on the monitor, the software will prompt
user for transferring data, so that the information at board always matches with
monitor information.

4.2.11 The data transferred to the board can be saved in a file on date basis and can be
possible to view or print the data of desired date. The data older than 15 days will
be sent to the backup and in the backup, it shall be maintained for another 30
days.
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4.2.12 The Train Arrival/Departure information display system software should be

developed under Windows Xp environment or higher version using standard
package.
4.2.13 Software should provide pictorial representation of the tasks through ICONS.
4.2.14 Various ICONS shall represent applications which can be used by click of mouse.
4.2.15 Dialog Box – It is required to gather or give information so that a task can be
completed, viz. saving a file.
4.2.16 Buttons with corresponding pop-up labels shall be available for the user to perform
tasks. The user has to just click his mouse on the button and the corresponding
task will be completed.
4.2.17 Command Buttons: This button shall be clicked to perform a command.
4.2.18 Check Box: Check Box is to be clicked to turn a particular feature ON/OFF.
When the check box is selected a tick mark should appear inside the box.
4.2.19 Scroll bars and list bars are also required.
4.2.20 Software should be developed using standard and sophisticated package with
good front – end designing features.
4.2.21 Communication health status of display boards and communication hubs should be
available on the PC.
4.2.22 The Software should have the facility to take the data of arrival/departure of trains
from train charting server. Necessary data and protocols are to be provided by the
train charting software developer. This feature should be provided if specified by
purchaser.
4.2.23 The Software should have provision to receive the data like train coach position
from control office computer or any other designated location, platform number
nomination from control panel or station master’s computer. All these data should
be integrated for making announcement and to be displayed on train arrival/
departure display boards and coach guidance system. However, there should be
provision to enter coach position and platform number in software.
4.2.24 The software shall have provision to configure the number of lines present in the
multiline display board.

cancelled, diverted, indefinite late etc. In case of reschedule of train, reschedule
time and “reschedule” text should be displayed alternatively in arrival/departure
field of display board.
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4.2.26 Display on the arrival/departure train information display boards shall be preferably
in the following format.
i) For example, Expected Time is taken as “05:30 Hrs” & platform number as “02”.
ii) For the types “Running Right Time”, “Running Late” & “Rescheduled”, platform
number is optional. For the rest, it is mandatory.
iii) For the type “Rescheduled”, two separate display texts containing “Reschedule”
& expected departure time will be displayed alternatively with configurable
duration.
4.3 Coach Guidance Software Features:
4.3.1 The software will have preloaded information of all the trains arriving at station or
departing from station with coach composition. When the train is likely to arrive at
station or depart from the station, the concerned operator is required to enter the
train number and coach position i.e., from ENGINE to GUARD Brake Van will be
displayed in editing mode.
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4.3.2 On the corresponding platform the train coach positions details are displayed on
the individual display boards (double faced), which are installed for each coach
respectively across the platform. Information should be displayed at reasonable
time interval.
4.3.3 The display cycle should be configurable from the control console with respect to
display of coach position & train number.
4.3.4 Software should be developed on standard package.
4.3.5 It should be able to display data on Coach Guidance Display Boards in English.
4.3.6 It should be possible to add, modify & delete coach composition of trains in the
master database.
4.3.7 The entry into Master Data Base will be password protected. It shall also be
possible to add new trains.
4.3.8 The operator should be able to enter details by typing only train number and
modification to coach nos.
4.3.9 Hot key should be used for transferring data from PC to various Boards.
4.3.10 The information displayed at various boards will be selected automatically related
4.3.11 While deleting or modifying any train entry on the monitor, the software will prompt
user for transferring data, so that the information at board always matches with
monitor information.
4.3.13 The position of the coaches as entered by the operator should be displayed in the
coach guidance display board.
4.3.14 Communication health status of displays should be available on the PC.
5. POWER SUPPLY:
5.1 Power supply units of all types of display boards and communication hubs shall be
operated from AC source ranging from 160 to 270 Volts 50 Hz AC, single phase
with over voltage, under voltage and short circuit protection.
5.2 All the power supply units shall be operated at 50% load of maximum working
capacity.
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5.3 Battery back up of least one hour shall be provided for each control console unit
through UPS.
5.4 Power supply requirement for all types of display boards shall be as low as
possible.
5.5 PVC insulated flexible 3 core power cables provided for each of the display boards
shall conform to specification no. IS:694:1990 reaffirmed 1995 or latest and shall
have sufficient cross sectional area of 2.5 sq mm copper conductor with insulation
thickness 0.7mm, sheath thickness of 1.0 mm and overall diameter 11mm to
withstand power load of the display board.
5.6 Suitable protection against transient coming in the power supply source or
5.7 “Class-C” protection should be provided in multiline & At-a-glance display boards.
5.8 Data Cable and Power Supply cable shall be taken through separate pipes/
conduits.
6. TESTS AND REQUIREMENTS:
conditions.
6.1.2 For inspection of material, relevant clauses of IRS: S 23 and RDSO/SPN/144 shall
apply.
6.1.4 Inspection shall be carried out for various types of display boards, Data
Communication Hubs and software. PC for Control Console Unit, UPS etc. shall be
checked during inspection for their functional performance required for proper
working of complete system as per specification.
6.2 Type Tests:

6.2.1 For type test, one complete system consisting of all type of display boards shall be
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(i) LED parameter tests (Clause 7.7)
6.2.2 , Separate 16x48 three-line single sided and 8x48 three-line single sided display
boards with proper enclosure shall be fabricated for carrying out environmental &
climatic tests. LED modules, processor cards, driver cards & power supply
modules should be taken from multiline/ single line display board and At-a-glance
display board on which functionality tests were carried out.
6.2.3 Following tests are to be carried out as per details given below:
8X48
16X48
Three Single
Three line Multi-line At-a- Coach
line line, single
single single glance guidance MDCH/
single sided
Tests sided sided display display PDCH
display sided
display display board display
board board
board board
board
Visual
Yes Yes Yes Yes Yes Yes Yes
Inspection
Insulation
Resistance Yes Yes Yes Yes Yes Yes Yes
test
Applied high
voltage test
Environmental
/Climatic test Yes Yes No No No Yes Yes
Performance
test
Endurance
Yes Yes No No No Yes No
test
LED
Yes Yes Yes Yes Yes Yes No
parameter test
6.2.4 Following systems should be submitted to RDSO after type approval.

i) One number of 16 X 336 single line single sided display board
ii) Two number of 16 X 48 double sided coach guided display boards
(One, on which environmental testing has been conducted & one additional)
iii) One main or platform data communication Hub on which environmental testing
has been conducted
iv) Two sets of complete software with auto installation in CD
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6.2.5 Only one complete system shall be type tested for this purpose. The system
shall successfully pass all the type tests for proving conformity with this
specification. If any one of the equipment fails in any of the type tests,
the inspecting authority or his nominee at his discretion, may call for another
equipment/ card(s) of the same type and subject it to all tests or the test(s) in which
failure occurred. No failure shall be permitted in the repeat test(s).
6.2.6 Total system on which type tests are to be conducted shall consist of:
i) One Cabinet with 2 PCs loaded with software and all other accessories
ii) One minimum 3-Line single sided Display board
iii) One Single line single sided Display Board
iv) One At-a-glance Display Board
v) Four Coach Guidance display boards
vi) Two Communication HUBs (One MDCH and one PDCH)
vii) One CCTV (minimum 32”)
viii)Audio Announcement with Amplifier
ix) Any other item(s) required
authority.
each type of system) offered for inspection by the supplier:
i) Visual inspection of complete system (Clause 7.1)

authority.
6.4 Routine Tests:

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i) Visual inspection of complete system (Clause 7.1)

authority.
7. TEST PROCEDURE:

Each equipment of the system shall be visually inspected to ensure compliance
with the requirement of clause 3 to 5 of this specification. The visual inspection
shall broadly include:

iv) Configuration.
v) Mechanical polarization on cards.

ii) Conformal
iii) Quality of soldering
Coating. and component mounting.

7.2.1
7.3 Insulation Resistance
Applied High VoltageTest shall be conducted as per RDSO/SPN/144.
Test:
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7.5.1 The equipment shall comply with the requirements as specified in Clauses 3, 4 & 5.
7.6 Endurance Test:
7.6.1 During type test, endurance test shall be conducted as per clause 6.2.3 for
continuous operation which shall be 168 hours at 60 0C burning for LED without
giving any deterioration in light output.
7.6.2 During acceptance test, endurance test shall be conducted on complete system for
continuous operation which shall be 48 hours at room temperature burning for LED
without giving any deterioration in light output
7.7 LED Parameter Test:
7.7.1 The parameters of LED are to be tested as specified in clause no: 3.4.2 for all the
tests mentioned below.
i) For type test, one LED from each 16x48 and 8x48 modules of each individual
display system shall be tested.
ii) For acceptance test, one LED from each side of single line display board, one
LED from coach guidance display board, one LED from each line & each side
of multiline display board and one LED from each line of At-a-glance display
board shall be tested
iii) For routine test, one LED from a batch of 1000 LEDs shall be tested. If it fails,
then total batch of LEDs shall be tested, of which if more than 1% of LEDs fails,
then entire batch of LEDs shall be rejected
8. QUALITY ASSURANCE:
process and the environment under which it is manufactured, the manufacturer
shall ensure Quality Assurance Program of adequate standard.
approval. The necessary plants, machineries and testing equipments required for
production & quality assurance as per Scheduling of Technical Requirements
(STR) shall be available with the manufacturer.
9. MARKING & PACKING:
equipment:

ii) Year of the manufacturer.
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iii) Serial number of Equipment

iv) Specification number
thermocole box, the equipment shall be wrapped with bubble sheet. The
10. INFORMATION TO BE SUPPLIED BY THE MANUFACTURER:
10.1 The following documents in two sets should be supplied along with the system:
i) Mechanical drawings of each sub system/ rack.
ii) Installation and maintenance manual incorporating trouble shooting exercises,
printed cards patterns, software etc.
11. INFORMATION TO BE SUPPLIED BY THE PURCHASER:
11.1 The purchaser should clearly indicate details of required items including hardware
and software which shall mainly consist of following items as per requirement.

Two sets to work in
Control Console Unit consisting of standard PC
1 with other accessories as per clause no: 3.2. standby
standardmode with
size cabinet
Announcement recordings in digital format as
2 One set with soft copy
per details given by Railways
Software for announcement system, various
3 types of display boards information One set with soft copy
management & CCTV management
Main Data Communication Hub and Platform

4 Data Communication Hub. Firm has to supply As per site requirement
these items depending upon requirement.
Color of LEDs: Red or Orange or Green or As specified by the

5
Blue. purchaser
Multiline Display Boards of required lines
(Single or Double sided and number of lines)
Single Line Display Board (Single or double
sided)
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8 Coach Guidance Display Boards As per site requirement
At-a-glance Display Boards with Coach

Guidance System (Single sided)
10 LCD/ Plasma TV As per requirement
11 Five pair shielded communication Cable As per requirement
purchaser
Suitable hardware & software for integration

14 with Automatic Train Information System as As per requirement
per Clause No: 3.2.14 (Optional)
12. TRAINING:
13. DIAGRAMS:
Detailed construction diagrams of Cabinet, Multiline Display Board (single sided &
double sided), Single Line Display Board (single sided & double sided), At-a-glance
Display Board, Coach Guidance Display Board & Main Data Communication Hub/
Platform Data Communication Hub are to be approved by RDSO before starting
manufacturing.
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Annexure – A
Of
Specification No:
RDSO/SPN/TC/61/2007 Revision 2.0
DATA COMMUNICATION PROTOCOL

FOR
INTEGRATED PASSENGER INFORMATION SYSTEM (IPIS)
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A.1 Scope:
This document sets the standard for the networking and data communication
protocol for Integrated Passenger Information System as per specification no:
RDSO/SPN/TC/61/2007, Revision 2.0. This information system comprises
arrival/departure train Information display boards and Coach Guidance display
boards with central control from PC based Control Console Unit. The entire
system data transmission and networking shall be built on serial communication
on two level hubs. Standardized method of networking and protocols are detailed
in this document.
A.2 Acronyms:
CCU - Control Console Unit
MDCH - Main Data Communication Hub
PDCH - Platform Data Communication Hub
TADDB - Train Arrival and Departure Display Board
CGDB - Coach Guidance Display Board
MSB - Most Significant Bit
LSB - Least Significant Bit
CRC - Cyclic Redundancy Check
A.3 Overview:
Passenger information system shall consist of mainly two types of display
boards, (i) Train arrival/departure display boards at different places of a railway
station and (ii) Coach guidance display boards on each platform. The data for
these
place. display boards
The network shall be specified
architecture entered, isaltered and
to cater thecontrolled from a central
railway environment and
conditions like railway electric traction, disturbances etc.
The data to all the systems, both information & coach composition are
disseminated and routed in the network. For this Main Data Communication Hub
and Platform Data Communication Hub are placed in the network. The Main Data
Communication Hub stands between CCU and the entire network. This is placed
preferably at CCU. All Platform Data Communication Hubs are connected to the
MDCH and placed at suitable location of the platform. Each PDCH disseminates
data to both TADDB and CGDB on the respective platform.
All packets will be originated either from CCU or MDCH or PDCH but never from
TADDB and CGDB. Application software in PC based CCU, provides the
controlling and GUI for the entire system.
The architecture and system block diagram can be referred in diagram-1 of

specification.
Data Communication Protocol for Integrated Passenger Information System

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A.4 Systems Description:

A.4.1 Control Console Unit (CCU):
CCU provides complete control and data entry for the Integrated Passenger
Information system. This works in redundant with another system for changeover
at failures.
the defined This CCUand
methods communicates
protocol. with each system placed in the network in
The CCU shall fulfill the following data communication functions.
i) Data send
(a) TADDB
(b) CGDB
ii) Get Link Status

(a) MDCH
(b) PDCH
(c) TADDB
(d) CGDB
iii) Set and Get the configuration

(a) MDCH
(b) PDCH
(c) TADDB
(d) CGDB
iv) Soft Reset

(a) MDCH
(b) PDCH
(c) TADDB
(d) CGDB
v) Clear Reset Status

(a) MDCH
(b) PDCH
(c) TADDB
(d) CGDB
A.4.1.1 Sending Data to TADDB:

i) Data shall be divided into packet size of maximum 4 Kilobytes each
ii) Each data packet shall have serial number
iii) It shall contain the status of last packet
iv) It shall identify the success response from the destination system
v) It shall identify the failure response (if any) from the various transmission
stages and retransmit.

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A.4.1.2 Sending Data to CGDB:

Coach Guidance Display Boards are required to display train number and coach
number alternatively in synchronization. In order to achieve this, the following
procedure is to be adopted.
i)
ii) Initially
Data toall
thethe boards shall
respective be stopped
boards with STOP command
shall be sent.
iii) Then START command shall be sent to all the boards.
A.4.1.3 Get Link Status of TADDB, CGDB, MDCH & PDCH:

CCU shall send this command periodically to all the HUBs, both MDCH and
PDCH, to find out the link status.
It shall also get the link status of TADDB and CGDB maintained in respective
connected hubs.
A.4.1.4i)Set and
Set Get
and the
Get theConfiguration: TADDB and CGDB:
configuration for
CCU shall send the command to set the display intensity value which can be
varied with respect to the ambient light conditions. It shall set the time period for
which the sent data is valid for displaying.
Get configuration shall send command to get the both set values of
1) Intensity
2) Data validity time.
ii) Set and Get the configuration for MDCH and PDCH:
CCU shall send the command to set the Hub Port configuration table, which shall
contain the information of PDCH, TADDB & CGDB identification numbers in
relation to the port it is connected.
Get command shall get the Hub port configuration table stored in that Hub.
A.4.1.5 Soft Reset:

CCU shall send this command to MDCH/PDCH/TADDB/CGDB to reset itself and
clear all the data content.
A.4.1.6 Clear Reset Status:

CCU shall send this command to MDCH/PDCH/TADDB/CGDB to clear reset
status after identifying the reset state of it.
A.4.2 Main Data Communication Hub (MDCH):

The MDCH bridges all the TADDB, CGDB and PDCH with CCU. The MDCH
receives all the data and command packets from CCU and directs to its
destination. The port to which the destination is connected is determined from the
port configuration table. It responds to the command addressed to it. In the event

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of invalid packet, non availability of port configuration table, invalid ID etc., the
MDCH shall report error to CCU.
The MDCH shall fulfill the following data communication functions:

i) Validate the packet received from all the ports.
ii)
iii) Route packets to
Send response forthe respecvtive
packets port. to it.
addressed
iv) Report error to CCU in case of any failure.
v) Maintain the communication link status of all the systems connected.
vi) Send Link status to CCU on request.
vii) It shall poll CGDBs at regular intervals for its status.
viii)It shall identify start/stop command packet and act on all the CGDBs
connected.
ix) It shall receive port configuration table from CCU and store in non volatile
memory.
A.4.3 Platform Data Communication Hub (PDCH):

The PDCH is the hub for all TADDB and CGDB in each platform. The PDCH
receives all the data and command packets from MDCH and directs to its
destination. The port to which the destination is connected is determined from the
port configuration table. It responds to the command addressed to it. In the event
of invalid packet, non availability of port configuration table, invalid ID etc., the
PDCH shall report error to CCU.
The PDCH shall fulfill the following data communication functions:

i) Validate the packet received from all the ports.
ii) packets to the respective port.
iii) Send response for packets addressed to it.
iv) Report error to CCU in case of any failure.
v) Maintain the communication link status of all the systems connected.
vi) Send Link status to CCU on request.
vii) It shall poll CGDBs at regular intervals for its status.
viii)It shall identify start/stop command packet and act on all the CGDBs
connected.
ix) It shall receive port configuration table from CCU and store in non volatile
memory.
A.4.4 Train Arrival Departure Display Board (TADDB):

The TADDB shall fulfill the following data communication functions.
i) Validate the packet received.

ii) Send response for packets addressed to it.
iii) Report error in case of any failure.
iv) Send Link status on request.
v) It shall receive configuration from CCU and store in non volatile memory.

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A.4.5 Coach Guidance Display Board (CGDB):

The CGDB shall fulfill the following data communication functions.
i) Validate the packet received.

ii) Send response for packets addressed to it.
iii) Report error in case of any failure.
iv) Send Link status on request.
v) It shall receive configuration from CCU and store in non volatile memory.
A.5 Data Transfer and Routing Overview:

All the packets will travel through HUBs between CCU and TADDB, CGDBs.
Each packet travels to a minimum of 1 and maximum of 3 levels to reach its
destination. The packet is validated at every level for its integrity. If any error
found, it is stopped from sending further levels. Error response is sent to the
sender.
Routing of some of the data and command packets are illustrated pictorially in
the following sections. The illustrations generally show the normal response and
error response is not shown.
A.5.1 Sending Data:
A.5.1.1 Data to CGDB Connected to PDCH:
P
D C
C G
D
H B
C C T
M
C G A
D
U D D
C
B D
H
B
T
A
D
D
B

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A.5.1.2 Data to TADDB Connected to PDCH:
P T
D A
C D
H D
B
C
C M
G
C D C
D
C G
U B
H D
T B
A
D
D
B
A.5.2 Stop:
A.5.2.1 Stop command to CGDBs Connected to PDCH:
P C
D G
C D
H B
T
C C A
M
C G D
D
U D D
C
B
H
T
A
D
B
Stop is broadcast command. PDCH send this command to all CGDB’s connected to it.

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A.5.3 Start:
A.5.3.1 Start command to CGDB Connected to PDCH:
P C
D G
C D
B
H
T
C C A
M
C G D
D
U D D
C
B
H
T
A
D
B
Start is broadcast command. PDCH send this command to all CGDB’s connected to it.
A.5.4 Link Check:
A.5.4.1 Link Check Command from PDCH to CGDB:
P
D C
C G
D
H B
C T
C M
G A
C D
D D
C
U B D
H
B
T
A
D
D
B

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A.5.4.2 Link Check Command from CCU to PDCH:
P
D C
M C G
D
C D H B
C C
U H C T
G A
D D
B D
B
T
A
D
D
B
A.5.4.3 Link Check Command from CCU to MDCH:
P
D C
C G
H D
B
C M
C D C T
U C G A
H D D
B D
B
T
A
D
D
B

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A.5.5 Set Configuration
A.5.5.1 Set Configuration Command from CCU to MDCH:
P
D C
C G
M D
C D H B
C C
U H C T
G A
D D
B D
B
T
A
D
D
B
A.5.6 Get Configuration
A.5.6.1 Get Configuration Command from CCU to MDCH:
P
D C
C G
M D
C D H B
C C
U H C T
G A
D D
B D
B
T
A
D
D
B

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A.5.7 Soft Reset:
A.5.7.1 Soft Reset Command from CCU to CGDB:
P
D C
C G
M D
C D H B
C C
U H C T
G A
D D
B D
B
T
A
D
D
B
A.5.8 Clear Reset Status:
A.5.8.1 Clear Reset Command from CCU to PDCH:
P
D C
C G
M D
C D H B
C C
U H C T
G A
D D
B D
B
T
A
D
D
B

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A.6 Communication Packet Format:
$AA
START
$CC
LENGTH MSB
LENGTH
LENGTH LSB
BLOCK-1
SOURCE MSB
SOURCE LSB
DESTINATION MSB CONTROL FIELD
DESTINATION LSB
SERIAL NUMBER
FUNCTION CODE (FC)
BLOCK-2
DATA
(Variable Length)
CRC MSB
BLOCK-3 CRC
CRC LSB
A.6.1 BLOCK-1:
START:
Every command frame will be started with these two identifiers.

The identifiers are
1. $AA
2. $CC
LENGTH:
The LENGTH is represented in two bytes as 16-bit value. It defines the no. of
bytes in between Source MSB and CRC LSB, Including these two.
CONTROL FIELD:
(a) SOURCE
(b) DESTINATION
(c) SERIAL NUMBER

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(a) SOURCE ADDRESS (2 Bytes):

This bytes field signifies from where the command is originated. The assigned
addresses are explained in destination address.
(b) DESTINATION ADDRESS (2 Bytes):
This
givesbytes field signifies
the address “to where”
of all CCU, MDCH, the command
PDCH is sent. Least
and TADDB. Most significant byte
significant byte
gives the address of the CGDB and most significant byte shall have id of MDCH
or PDCH where CGDB was connected. CGDB addresses never occupy MSB at
any time. If MDCH and PDCH find ‘00’ in LSB, it signifies that the packet
addressed to it and not to any CGDB and any non-zero value gives the address
of CGDB connected to that particular Hub.
The range of addresses is tabulated as under
Address (MSB) $00 Reserved

$01 - $EF Address of MDCH, PDCH and TADDB
$F0 - $FC Reserved
$FD and $FE Address of CCU
$FF Reserved
Address (LSB) $00 No significance for LSB

$01 - $FE Address of CGDB
$FF Broadcast to all CGDBs in the Hub
Various system addresses are given below
System Most significant byte Least significant byte

CCU $FD or $FE $00
MDCH MDCH address $00
PDCH PDCH address $00
TADDB TADDB address $00
CGDB MDCH/PDCH address CGDB address
(c) SERIAL NUMBER:

Every packet will be given a serial number at the origin. The response packet
shall have the same serial number received from the origin for unique identity.

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A.6.2 BLOCK-2:
FUNCTION CODE:
Function code will represent different type of packets and functions. The range of
function code is limited to $80 - $ BF. The range $C0 - $FF shall be only used for
giving response
function to any of
code received. the packet.
From This
this it can beisidentified
derived by
thatadding $40 toisany
the packet of the
response
packet or not.
Function Code Command Description

To find the link status with the
$80 Link check
destination
$81 Data Transfer Data transfer to TADDB and CGDBs.
$82 Stop To Stop all CGDBs connected to hub.
$83 Start To Start display

connected on all CGDBs
to hub.
$84 Set Configuration Sending Configuration data.
$85 Get Configuration Getting Configuration data.
$86 Soft Reset Apply software reset.
$87 Clear Reset Status Clearing the reset status of the system.
Previous command To know the status of the previous
$88
status send command.
To know the types of errors occurred in
$89 Protocol error
the protocol layer for any command.
To get the health status of internal
$8A Diagnosis command
hardware.
$8B Optional To know the system status
$8C Optional To know the system status
DATA:
Block 2 is for data, where length is variable.
The different values of status byte in response packet are given below. This byte
is placed as the first byte in Data field of BLOCK 2 of all the response packets.
The status bytes are broadly segregated into two types, depending upon the
errors occurred in protocol layer and application layer.

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As the protocol layer errors may occur in any of the commands, the error
response command comes with common function code $C9 (from MDCH/PDCH,
TADDB, CGDB). No command will originate from CCU with function code $89,
where as the application error response command comes with the corresponding
function codes.
S.No Value Description Layer

01 $00 Packet received and processed successfully Protocol
02 $01 Command size is more Protocol
03 $02 CRC fail Protocol
04 $03 Invalid destination address Protocol
05 $04 Invalid from address Protocol
06 $05 CCU ID conflict Protocol
07 $06 Invalid function code Protocol
08 $07 No buffer free for routing Protocol
09 $08 Transfer fail through hub Protocol
10 $09 Port testing by user is in progress Protocol
11 $0A No configuration Protocol
12 $0B Operation fail due to other conditions Protocol
13 $0C-$1F Reserved Application
14 $20 Abnormal start of data packet Application
15 $21 Mismatch in serial number of data packet Application
16 $22 Internal buffer overflow Application
17 $23 Invalid data length Application

18 $24 Invalid data Application
19 $25 Internal write error Application
20 $26 Due to other conditions Application
TABLE 1.0
A.6.3 BLOCK-3:
CRC:
This CRC is 16-bit value, and it is placed in the Block 3. This is calculated as
CRC of all the bytes starting from Length MSB to last byte stored in BLOCK 2.
CRC-16-CCITT (also known as CRC-CCITT) is used for data integrity. The
polynomial of CRC-16 is “x16+x12+x5+1” and its hex value is 1021.

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A.6.4 Link Check Command:
This command will originate from CCU/MDCH/PDCH.
BLOCK-1
Function Code - $80
BLOCK-2
No Data Bytes
BLOCK-3
A.6.4.1 Response packet from MDCH/PDCH:
BLOCK-1
Function Code - $C0
BLOCK-2
N – Data Bytes
BLOCK-3
Response packet from MDCH/PDCH for a link check command shall have the
BLOCK-2 in the under described structure.
First byte of the data shall be $00 for successful execution of the command.
Second byte of the data shall be status of the MDCH/PDCH as described in the
Table 2.0.
From third byte onwards, status of all the systems connected to each of the port
shall be placed in the following order. This shall cover all the ports of that
particular MDCH / PDCH.
Port No – 1
Port Type
No. of System Ids
Id
System Status
Id
System Status
..
..
Port No – 2
Port Type
No. of System Ids
Id

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System Status
Id
System Status
..
..
..
..
Port No – N
Port Type
No. of System Ids
Id
System Status
Id
System Status
..
All the ports, each port type i.e. either connected to a single system or CGDB’s in
multi drop, and all the system IDs connected through that port along with its
status shall be placed.
System status shall be formed as described in table 2.0.
Bit position Significance

1 = System Link ok
b7
0 = System Link not ok
1 = System in Reset State
b6
0 = System in Normal state
00 = System configuration not available
01 = System configuration available
b5-b4
10 = System configuration with default values
11 = Not used
b3-b0 Not used
TABLE 2.0
A.6.4.2 Response packet from TADDB/CGDB:
BLOCK-1
Function Code - $C0
BLOCK-2
N – Data Bytes
BLOCK-3

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BLOCK-2:
First byte of the data shall be $00 for successful execution of the command.
Second byte of the data shall be status of the TADDB/CGDB as described in the
Table 2.0.
A.6.5 Data Transfer Command:
A.6.5.1 Sending Data to TADDB/CGDB:
This command will originate from CCU.
BLOCK-1
Function Code - $81
BLOCK-2 N – Data Bytes
BLOCK-3
Data shall be divided into packet size of maximum 4 Kilobytes each. Each packet
shall start with the serial number 00 and continue to $FF. It shall also have the
status to indicate that the packet is the last packet of the series or any more to
succeed.
Data Packet shall have the following structure for BLOCK-2.
First byte shall indicate the serial number of the data packet. Ranging 00 - $FF.
Second byte shall have continuity status of the data packet.
$00 = No more packet in continuation to this.
$FF = Next packet to arrive in continuation to this.
Bit 0 of Third byte is to indicate whether to consider present data packet as

normal or default data packet.
Bit 0 = 0 (Normal data)
Bit 0 = 1 (Default data)
Bit 1 to Bit 7 reserved for future use.
Default data means the data to be displayed on various display boards if no train
data is available.
Structure of remaining bytes is given in the Display Data Structure section.

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A.6.5.2 Response Packet from TADDB/CGDB:
BLOCK-1
Function Code - $C1
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2: Status byte as given in Table 1.0.
A.6.6 Stop Command: This command will originate from CCU.
BLOCK-1
Function Code - $82
BLOCK-2
No Data Bytes
BLOCK-3
This is broadcasting command, so there will be no Response packet.
A.6.7 Start Command: This command will originate from CCU.
BLOCK-1
Function Code - $83
BLOCK-2 No Data Bytes
BLOCK-3
This is broadcasting command, so there will be no Response packet.
A.6.8 Set Configuration Command:
A.6.8.1 Set Configuration of TADDB/CGDB:

BLOCK-1
Function Code - $84
BLOCK-2
N – Data Bytes
BLOCK-3

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BLOCK-2:
Different values for the two data bytes available in the data field and their
description is given in the following tables.
1st byte:
Data byte value Description

$00 100% Intensity
$01 75% Intensity
$02 50% Intensity
$03 25% Intensity
2nd byte: It gives the time out value of the data present on the TADDB/CGDB in
minutes. Data on TADDB/CGDB will be cleared after this particular time.
A.6.8.2 Response Packet from TADDB/CGDB:
BLOCK-1
Function Code - $C4
BLOCK-2
N – Data Bytes
BLOCK-3
A.6.8.3 Set Configuration Command for MDCH/PDCH:
Set configuration command originates from CCU.
BLOCK-1
Function Code - $84
BLOCK-2
N – Data Bytes
BLOCK-3
The values for configuration table are provided in the BLOCK-2 of command
packet.
All the ports, each port type i.e. either connected to a single system or CGDB’s in
multi drop, and all the system IDs connected through that port shall be formed in
the following structure.

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Port No – 1
Port Type
No. of System Ids
Id
Id
Id
..
..
Port No – 2
Port Type
No. of System Ids
Id
Id
Id
..
..
Port No – N
Port Type
No. of System Ids
Id
Id
Id
..
..
Port number ranges 1 – 16.

Port Type 0 = Connected to single system, 1 = Multi drop
All the TADDB systems connected to PDCH shall also be added in the
configuration table of MDCH in order to route the packets. Unused ports need not
be considered for configuration.
A.6.8.4 Response packet from MDCH/PDCH:
BLOCK-1
Function Code - $C4
BLOCK-2 N – Data Bytes
BLOCK-3

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A.6.9 Get Configuration Command:
A.6.9.1 Get configuration command for MDCH/PDCH/TADDB/CGDB
BLOCK-1
Function Code - $85
BLOCK-2
N – Data Bytes
BLOCK-3
A.6.9.2 Response packet from TADDB/CGDB:
BLOCK-1
BLOCK-2 Function Code - $C5

N – Data Bytes
BLOCK-3
BLOCK-2:
First byte of data shall be $00 for successful execution of the command.
Second Byte:

$01 System configuration available
$02 System configuration with default values
$03 No configuration
Third Byte:
Data byte value Intensity level

$00 100% Intensity
$01 75% Intensity
$02 50% Intensity
$03 25% Intensity
Fourth Byte:
It gives the time out value of the data present on the TADDB/CGDB in minutes.

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A.6.9.3 Response Packet from MDCH/PDCH:
BLOCK-1
Function Code - $C5
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2:
First byte of data shall be $00 for successful execution of the command
Second byte:
$01 System configuration available

$02 System configuration with default values
$03 No configuration
The remaining bytes are from port configuration table of MDCH/PDCH as given
below:
Port No – 1
Port Type
No. of System Ids
Id
Id
Id
..
..
Port No – 2
Port Type
No. of System Ids
Id
Id
Id
..
..
Port No – N
Port Type
No. of System Ids

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Id
Id
Id
..
..
A.6.10 Soft Reset Command:
BLOCK-1
Function Code - $86
BLOCK-2
No Data Bytes
BLOCK-3
No Response packet from MDCH/PDCH/TADDB/CGDB.
A.6.11 Clear Reset Status Command:
BLOCK-1
Function Code - $87
BLOCK-2 No Data Bytes
BLOCK-3
Response packet from MDCH/PDCH/TADDB/CGDB:
BLOCK-1
Function Code - $C7
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2: Status byte as given in Table 1.0

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A.6.12 Previous Command Status:
This command will be originate from CCU.
BLOCK-1
Function Code - $88
BLOCK-2
No Data Bytes
BLOCK-3
BLOCK-1
Function Code - $C8
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2:
1st byte is the Status byte, as given in Table1.0.
2nd byte indicates whether previous serial number status is available or not.
00 – Status available
FF- Not available
3rd byte gives previous command serial number.
4th byte gives previous function code.
A.6.13 Protocol Error Command:
This command will originate from MDCH/PDCH/TADDB/CGDB.
BLOCK-1
Function Code - $C9
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2:
1st byte is the Status byte (error code), as given in Table1.0.
2nd & 3rd bytes state the record length of received command with protocol error.
4th, 5th, 6th & 7th bytes indicate the source and destination bytes of the received
command with protocol error.

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8th & 9th bytes indicate the serial number and function code of the received
command with protocol error.
A.6.14 Diagnosis Command:
BLOCK-1
Function Code - $8A
BLOCK-2
No Data Bytes
BLOCK-3
BLOCK-1
Function Code - $CA
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2:
1st byte is the Status byte, as given in Table 1.0.
2nd byte is the manufacturer ID.
The values of N data bytes should be produced at the time of RDSO approval,
because the hardware design may vary from manufacturer to manufacturer.
A.6.15 Optional Command:
BLOCK-1
Function Code - $8B / $8C
BLOCK-2
N – Data Bytes
BLOCK-3

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BLOCK-1
Function Code - $CB
BLOCK-2
N – Data Bytes
BLOCK-3
BLOCK-2:
1st byte is the Status byte, as given in Table 1.0.
2nd byte is the manufacturer ID.
The values of N data bytes should be produced at the time of RDSO approval,
because the design may be vary from manufacturer to manufacturer.
A.7 DISPLAY DATA STRUCTURE:
The TADDB or CGDB is an arrangement of sheet of LED dots (shown in the

Figure-1). Along with the display data, some other attributes are also need to be
specified. The necessary details are described under. The position where data
need to be dumped is specified as a window .The dimension of the window is
defined in 4 words. The window specifies the left column, right column, top row
and bottom row as its dimension to which it is bounded. The row number starts
from the bottom row of the display and increases towards top row. The Column
number starts from leftmost and increase towards rightmost column. Pictorial
representation of window is given in Figure-2.
To manage variable length of the character data, only the address is stated and
the data is set aside in the specified address.
Byte Bit
Parameter Possible range Remarks
No. Position
Window Left column Varies with board
1–2 b15 – b0 MSB first, LSB next
(2 bytes) size
3–4 b15 – b0 Window

(2 bytes)Right column Varies
size with board MSB first, LSB next
Window Top Row Varies with board

(2 bytes) size
Window Bottom Row Varies with board

(2 bytes) size

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Byte Bit
Parameter Possible range Remarks
No. Position
0 = Normal
b7 Reverse Video 0 or 1
1 = Reverse video
b6 – b3 Not used –
9
The dumping speed
of the Characters on
b2 – b0 Speed $00 – $04
display board.
As per TABLE-1.2
b7 – b4 Not used
10
b3 – b0 Effect code $00 – $08 As per TABLE-1.3
b7 – b6 Not used
b5 – b3 Letter size $00 – $05 As per TABLE-1.4
11
Space in between
b2 – b0 Gap $00 – $07 character to
character
No. of seconds the
current message
12 b7 – b0 Delay $00 – $FF
shall remain on the
display.
(MSB
Offset first, LSB next)
Address
where the character
codes aside. This
Address of Character address is relative to
13 b15 – b0 string the starting address
of display data
structure. & the
starting address of
the display data
structure is zero
…
…
… b7 – b0 Termination byte $FF
… b7 – b0 Termination byte $FF

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A.7.1 Character String:
Byte No of Possible
Parameter Remarks
No bytes range
The row number from where

Horizontal Varies with the character data shall dump.
1 2
offset board size $00 – The data shall display in
Horizontal centre of window.
The column number from
where the character data shall
Varies with
3 2 Vertical offset dump.
board size
$00 – The data shall display in
Vertical centre of window.
Character Character codes shall be as
… …
string per Unicode standard
… … … … …
… … Termination $FF End of character string
As per Unicode standards, Unicode from $E000 TO $F8FF can be used by private
users.
While displaying train data information on display boards, there should be gap between
one display data field and the other i.e., for example “Train No” and “Train Name”
should have gap in between them. $E700 should be used as a gap code. The two bytes
following the gap code will give the number of columns on board to be left blank
between two display data fields.
$E800 should be used for graphics display. Four bytes following $E800 will give the
offset address of the graphic data relative to the starting address of the first display data
structure. In the graphic data, first two bytes will give the width of the graphic data in
terms of columns. The column data for at a glance board should be of 1 byte and for all
other remaining display boards it should be of 2 bytes in which MSB first and then LSB
next

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Figure 2
Selected display
area
(Window) Window
top
Window Window
left right
Window
bottom
Display Mode:
1) Normal Video 2) Reverse Video
ABC ABC
TABLE 1.2
Speed value Relevant Speed
$00 Lowest
$01 Low
$02 Medium
$03 High
$04 Highest

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TABLE 1.3
Effect value Effect Name

$00 Reserved
$01 Curtain Left to Right
$02 Curtain Top to Bottom
$03 Curtain Bottom to Top
$04 Typing Left to Right
$05 Running Right to Left
$06 Running Top to Bottom
$07 Running Bottom to Top
$08 Flashing
TABLE 1.4
Available letter sizes for English language.

Size value Size
$00 7
$01 8
$02 10
$03 12
$04 14
$05 16
Note: Only 16 size font is available for Hindi & other regional languages.
.
A.8 Communication Speeds:
Between CCU and MDCH - 57600 bps

Between MDCH and TADDB/CGDB/PDCH - 4800 bps
Between PDCH and TADDB/CGDB - 4800 bps
Data length - 8 bits
Stop bits - 1 bit
Parity - None
******
***

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662
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UPGRADED AMENITIES AT MODEL STATIONS:
6.1. For the purpose of upgradation of amenities, some stations have been selected as Model
Stations, which include all A1, A &B category stations. Such stations would be provided with
the level of "Desirable Amenities" specified for the category (as given in Annexure - E).
9.2 Following aspects should also be kept in view while upgrading amenities at the stations:
(i) All toilets should be gradually converted to Pay & Use toilets as per guidelines issued
under Board's letter No. 05/TGIV/10/SAN/32/Pay& Use Policy Dt 7.6.06.
(ii) All the signage at the station should be standardised in terms of Railway Board's circular
No. 97/TGII/39/11 /signages dt. 11.3.99.
(iv) All stalls should be made modular and reduced in size as per the Board's circular no.
99/TGIV/10/P/NID dt. 15.3.99
(v) Effort should be made to avoid cooking activites on the platform and instead beverage
vending machines and sale of pre cooked and packed food should be encouraged. Effort
should also be taken to reduce the number of trolleys to minimum.
(vi) Ban-merries should be provided at A&B class stations.
(vii) The number of trolleys and catering stalls under the platform shelter should be reduced
to a minimum.
(ix) In the circulating area, proper traffic movement flow plan should be made. Proper
landscaping in the circulating area should also be developed. Wherever circulation areas
are redesigned, altered, or whenever stations are congested, possibility of providing FOB
landings directly into circulating area should be examined as it decongests main platforms.
There should be proper segregation of incoming and outgoing passengers, wherever
considered necessary (Detailed guidelines have been issued under Board's letter No.
2005/LMB/02/267 Dt 7.12.05) .
(x) Automatic vending machines should be encouraged to replace existing vending stalls.
(xi) The enquiry and Booking Offices should be specially brightened up at all the stations.
(xiii) All unauthorized entry points into the stations irrespective of their class should be
closed excepting the specified exit and entry.
10. AMENITIES FOR PHYSICALLY HANDICAPPED PASSENGERS:

10.1 As per extant instructions, Short term facilities, consisting of following 7 items are to be
provided at all stations:
(ii) Earmarking at least two parking lots for vehicles used by disabled persons.
(v) Provision of at least one drinking water tap suitable for use by a disabled person.
(vi)Provision of at least one toilet on the ground floor.
(vii) "May I help You" booth.
(Detailed drawings/guidelines for the above were laid down in RDSO's report of Nov.
1998, circulated under Board's letter No. 96/LM(B)/2/404 Dt 30.12.1998)
Above facilities have already been provided at all Al &A category stations, and are now
being extended to all B category stations which is targeted by 2007. This has to be ensured,
followed by their progressive provision at other category stations.
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11. l it is important to maintain the amenities provided at all the stations in good working
order at all times. Maintenance staff shall carry out repairs needed to restore the amenity to
functional order, immediately after receipt of information from the Station Master/Station
Manager. Hygiene and cleanliness should be an important activity for day to day monitoring.
11.2 General Manager shall arrange to provide adequate imprest with Station masters of
stations where Railways maintenance staff are not headquartered, to enable them organise
expeditious repairs to small items of passenger amenities such as hand pumps/taps, water
trolleys, clock, light/fans, urinal/latrines and furniture at the station.
12.0 PASSENGER AMENITY BOOKLETS:

Additions/Modifications to the passenger amenities available at the stations should be
incorporated in the data base 8s Passenger Amenities Management System (PAMS) and
printed in the form of Passenger Amenity Booklets of each division at the end of the financial
year. The details of Passenger Amenities available at stations should be updated and sent
every year to Board in floppies/E-mail in the format already circulated as well in hard copies.
664
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Annexure A:- CATEGORIES OF STATIONS FOR PROVISION OF PASSENGER

AMENITIES
S.No. Category Criteria
1. Al Non-Suburban stations with an annual passenger earning of

more than Rs. 50 crore
Annexure B:- MINIMUM ESSENTIAL AMENITIES AT A 1 CATEGORY OF

STATION
S.no Amenities A1
1 Booking Facility Present

2 Drinking water Present
Piped/Hand Pump
3 Waiting hall Present
4 Seating arrangement Present
5 Platform shelter Shady Present
trees
6 Urinals Present
7 Latrines Present
8 Platforms –High level- Present

Medium level-Rail level-
9 Lighting Present
10 Fans Present
11 Foot over bridge Present*
12 Time Table Display Present
13 Clock Present
14 Water cooler Present
15 Public Address system/ Present
Computer based
announcement
16 Parking-cum circulatory Present
area, with lights
17 Electronic Train indicator Present**
board.
18 Public phone booth Present
19 Signage (standardised) Present
* With cover.
** At station entrance/concourse, on Foot-over bridges(at landing locations) and on
platforms located appropriately to guide passengers at every stage.
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Annexure C:- NORMS FOR QUANTUM OF MINIMUM ESSENTIAL AMENITIES

S.no Amenities A1
1 Booking Facility (No. of 15
counters)$
2 Drinking water 12 taps on each PF
Piped/Hand Pump*
3 Waiting hall@ 150sqm
4 Seating arrangement ( No. 125
Of seats / PF)
5 Platform shelter Shady 500sqm
trees ( on each PF)
6 Urinals# 12
7 Latrines# 12
8 Platforms*** As in Annexure B
9 Lighting (Lux Level) 50
10 Fans** As given in Footnotes
11 Foot over bridge Minimum 1 FOB per station, as per
Annexure B
12 Time Table Display As per extant instructions
13 Clock To be decided by zonal railways.
14 Water cooler 1 on each PF
15 Public Address system/ As per extant instructions
Computer based
announcement
16 Parking-cum circulatory As per extant instructions
area, with lights
17 Electronic Train indicator As per extant instructions
board.
18 Public phone booth As per extant instructions
19 Signage (standardised) As per extant instructions
* At stations falling in water scarcity zones or, where water source dries up in
summer, drinking water facility should be ensured at every platform by means of
syntax tanks/CANS /Matkas/Piaos etc. as decided by GM of the Railways. At less
important stations, particularly those falling under category E 85 F, one water supply
source at a location convenient to passengers may be provided.
Drinking water facility would include all necessary units whether donated by private
parties or provided by the Railways themselves.
@ If the variation is marginally on the lower side (upto -5 sqm), then it can be taken
to be adequately provided.
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# 1. Number of latrines/urinals includes provision in waiting room/halls. l/3rd of the

toilet may be reserved for ladies. In case of 2 toilets existing, one each should be
earmarked for ladies 8s gents.
2.Number of latrines/urinals can be reduced in water scarcity areas by the Railway

with the approval of GM.
3. Includes pay and use toilets in terms of Board's letter No.

05/TGIV/ 10/SAN/32/Pay& Use Policy Dt 7.6.06.
$ The booking counters to operate round the clock except at stations where there is no
night working.
667
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Annexure D- NORMS FOR RECOMMENDED LEVEL OF AMENITIES

Nmax = Average no. of passenger at any time during peak including the inward and outward
passenger (exlcuding mela traffic)
Ndb = Design figure for number of passenger for 'A'&B' stations to be calculated as Ndb =
0.3 (Nmax)
Nds = Design figure for number of passenger for 'C, 'D'&TC' stations to be calculated as Nds
= 0.45 (Nmax)
S.no Amenities Recommended scale for provision
1 Booking Facility (No. of 1 window per 800 tickets per shift
counters) (shift with maximum number of tickets
sold should be taken)
2 Drinking water (No of taps) No. of taps=

distributed so Nmax/25.
that every Taps should
alternate be
coach
gets
benefit of a tap
3 Waiting hall 1.394 Ndb sqm
4 Seating arrangement ( No. Of seats) 0.4 Ndb
5 Platform shelter * ( on each PF) 0.28 Nmax
6 Urinals# Ndb/200
7 Latrines# Ndb/200
8 Platforms To be decided by the Zonal Railways
9 Lighting Norms indicated in Note below

10 Fans** As given below
11 Foot over bridge To be decided by the Zonal Railways
12 Time Table Display To be decided by the Zonal Railways
13 Clock To be decided by the Zonal Railways .
14 Water cooler To be decided by the Zonal Railways
15 Public Address system/ Computer To be decided by the Zonal Railways
based announcement
16 Parking-cum circulatory To be decided by the Zonal Railways
area, with lights
17 Electronic Train indicator board. To be decided by the Zonal Railways
18 Public phone booth To be decided by the Zonal Railways
19 Signage (standardised) To be decided by the Zonal Railways
* efforts should be to cover the entire PF.

** For covered platforms having width of 6-9 mts, one row of fans should be provided @one
fan in the centre of supporting columns. For covered platforms with more than 9mts width,
fans should be provided in 2 rows.
# l/3rd of urinals/latrines be reserved for ladies.
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Annexure E- OTHER AMENITIES

S.no Amenities A1
1 Waiting room (with bathing facilities)
Upper Class 2nd class Yes
Separate for ladies (combined upper and 2nd Class)
2 Cloak room Yes
3 Enquiry Counter Yes
4 NTES Yes
5 IVRS Yes
6 Public Address system Yes
/Computer based
announcement
7 Book stalls/other -stalls Yes
of essential goods
8 Refreshment room Yes
9 Parking/ circulatory area Yes
with lights ***
10 Washable apron with Yes
jet cleaning#
11 Electronic Train Yes
indicator board
12 Public phone booth Yes
13 Touch Screen Yes
Enquiry system
14 Water vending Yes
machines
15 Water coolers Yes
16 Signage Yes
(standardised)
17 Modular Catering Yes
Stalls*
18 Automatic Vending Yes
Machines
19 Pay & Use Toilets on platforms 8s circulating area. Yes
20 UTS Yes
21 Computerisation of complaints Yes
Provision of cyber cafes Yes
22
23 Provision of ATMs (preferably with ticketing facility) Yes
24 Provision of at least one AC VIP Lounge Yes
25 Food Plaza Yes
26 Train coach indication system Yes
27 CCTV for announcement and Yes
security purpose
28 Coin operated Ticket Vending Yes
Machines
29 Pre-paid Taxi service Yes
30 Static mobile charging facility Yes
31 Facelift of station building including facade Yes
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Numbered subscripts for A-1 category.
1: Upgradation to be taken up preferably under public-private
partnership schemes.
3: Subject to availability of space
5: Facelift including improvement of facade of station building, wherever
required, duly incorporating local and architectural features, along with
ornamental lighting in historical/heritage structures suitably.
670
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Annexure XII - Relevant Extracts from
ENVIRONMENT (PROTECTION) ACT, 1986
671
430/432

PREVENTION, CONTROL, AND ABATEMENT OF ENVIRONMENTAL POLLUTION
7. Persons carrying on industry operation, etc., not to allow emission or discharge of

environmental pollutants in excess of the standards - No person carrying on any industry,
operation or process shall discharge or emit or permit to be discharged or emitted any environmental
pollutants in excess of such standards as may be prescribed.
8. Persons handling hazardous substances to comply with procedural safeguards

- No person shall handle or cause to be handled any hazardous substance except in accordance with
such procedure and after complying with such safeguards as may be prescribed.
9. Furnishing of information to authorities and agencies in certain cases - (1)

Where the discharge of any environmental pollutant in excess of the prescribed standards occurs or is
apprehended to occur due to any accident or other unforeseen act or event, the person responsible
for such discharge and the person in charge of the place at which such discharge occurs or is
apprehended to occur shall be bound to prevent or mitigate the environmental pollution caused as a
result of such discharge and shall also forthwith
(a) Intimate the fact of such occurrence or apprehension of such occurrence; and
(b) Be bound, if called upon, to render all assistance, to such authorities or agencies as may be
prescribed.
(2) On receipt of information with respect to the fact or apprehension on any occurrence of the nature
referred to in sub-section (1), whether through intimation under that sub-section or otherwise, the
authorities or agencies referred to in sub-section (1) shall, as early as practicable, cause such
remedial measures to be taken as necessary to prevent or mitigate the environmental pollution.
672
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Annexure XIII - Relevant Extracts from CFR 29

432/432
GOVERNMENT OF INDIA
(RAILWAY BOARD)
The Executive Director/Carr.,

RDSO, Lucknow
Sub: Layouts for Disabled friendly coaches.

Ref: Board's letter of even No. dated 19.11.09
Board constituted a committee to deliberate upon and suggest suitable layouts for
disabled friendly coaches. The Committee has since submitted its report and Board
(MM, ML & MT) have accorded approval to the following recommendations:
(i) Provision of an AC Disabled friendly compartment in LHB design EOG

Power Cars for Rajdhani/ Shatabdi/ AC Duronto rakes and induction of at least
one such power car in each rake.
Accordingly, the layout and design of power cars of LHB-FIAT design needs to be
suitably modified for provision of an AC disabled friendly compartment in line with the
layout for AC disabled friendly compartment as existing in ICF design EOG power cars
for Garib Rath trains.
(ii) Providing access from the Guard's compartment to the disabled friendly
compartment in ICF design SLRD/SRD coaches.
The existing layouts for ICF design SLRO/SRO coaches equipped with screw
coupling do not have an access from the Guard's compartment to the disabled friendly
compartment. A "one-way" entry from guard compartment to disabled friendly
compartment (not easily permitting entry to the Guard's compartment from the disabled
friendly compartment) needs to be provided to enable the Guard access the disabled
friendly passengers, in case of assistance required by them. The existing layouts
accordingly need a revision by ROSO. The new layouts may be developed, principally
in line with the layout for a CBC equipped crashworthy SLRO coach layout to RCF's
layout Drawing No. LB-90017.
ROSO may immediately initiate action and submit the revised coach layouts as
above for Board's approval.
,
~
(Arvind~
Dir Mech Engg (Coaching)
Railway Board
2011 Layouts_for_Disabled_friendly_coaches 793

dsoy dk;Zky;hu mi;ksx gsrq
(For official use only)
Hkkjr ljdkj & jsy ea=ky;

Government of India – Ministry of Railways
LVs”ku ij ;k=h lqfo/kk;sa

PASSENGER AMENITIES IN STATION
dseVsd@2012@fl@Ikh , ,l@1-0
CAMTECH/2012/C/PAS/1.0
ebZ & 2012@May – 2012
egkjktiqj, Xokfy;j & 474 005

Maharajpur, Gwalior – 474 005
 : 0751 – 2470869 & Fax: 0751 - 2470841

PASSENGER AMENITIES
IN
STATION

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Foreword
Passenger traffic imparts a vital role to decide amenities which are to be

provided at stations. Stations of Indian railway have been classified in
several categories on the basis of annual passenger earnings.
Civil Engineering branch of CAMTECH has made an effort to bring out

this hand book to provide details of passenger amenities which are to be
provided at various classes of stations. It also covers the amenities which
are to be provided for physically handicapped persons.
I am sure that this hand book will certainly prove to be useful for Indian
Railways personnel.
CAMTECH/Gwalior Peeyoosh Gupta

Date : 10, May 2012 In-charge Executive Director

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Preface
Indian Railways, the world’s third and Asia’s second largest rail network has grown
into a vast network of 6,909 stations spread over a route length of 64,099 km. The
amenities provided by Railways at various stations depend upon the annual passenger
earnings of that station. Passengers, today, expect more passenger amenities from the
railway than they did in the past.
This handbook is prepared with the objective to provide informative details on

'Passenger Amenities in Stations'. It covers the details of Minimum Essential
Amenities, Recommended Amenities, and Desirable Amenities at various classes of
stations. It also includes the amenities, which will be provided for physically
handicapped persons at various classes of stations.
This handbook does not supersede any existing instructions from Railway Board,
RDSO & Zonal Railways and the provisions of IRWM, BIS codes & reports on the
subject. This handbook is not statutory and contents are only for the purpose of
guidance. Most of the data & information mentioned herein are available in some
form or the other in various books and other printed matter.
We welcome any suggestion from our readers for further improvement.
CAMTECH/Gwalior S.K. Saxena

Date : 30, April 2012 Dy. Director/Civil

fo’k;&lwph @ CONTENTS
Øekad fooj.k@Description i`’B la[;k
Sr. No. Page Nos.
izkDdFku@Foreword i
Hkwfedk@Preface ii
fo’k;&lwph@Contents ii
Lak”kks/ku iphZ@Correction slip iii
1.0 lkekU;@General 1
2.0 LVs”kuksa dk oxhZdj.k@Classification of stations 1
3.0 ;k=h lqfo/kk;sa@Passenger Amenities 2
3.1
U;wure vko”;d lqfo/kk;sa@Minimum Essential 2
Amenities
3.1.1
U;wure vko”;d lqfo/kkvksa dh la[;k dk ekin.M@ 8
Norms of Quantum of MEA
3.2 vuq”kaflr ;k=h lqfo/kk;sa@Recommended Amenities 9
3.2.1
vuq”kaflr ;k=h lqfo/kkvksa dk ekin.M@Norms for 10
Recommended Level Amenities
3.3 okaNuh; ;k=h lqfo/kk;sa@Desirable Amenities 11
3.4
“kkjhfjd viax ;kf=;ksa ds fy;s lqfo/kk;sa@Amenities for 15
Physically Handicapped Passengers
vk/kqfud LVs”kuksa ij mUur lqfo/kk;sa@Up-graded
4.0 16
Amenities at Model Stations
5.0 vU; egRoiw.kZ igyw@Other Important Aspects 17
;k=h lqfo/kkvksa dk vuqj{k.k@Maintenance of Passenger
6.0 18
Amenities
7.0 ;k=h lqfo/kk iqfLrdk@Passenger Amenity Booklet 18
miyC/k ;k=h lqfo/kkvksa dk izn”kZu@Display of Available
8.0 18
Amenities
Ikfjf”k’V@Annexure 19
fVIi.kh@Note

la’kks/ku ifpZ;ksa dk izdk’ku
ISSUE OF CORRECTION SLIPS
bl y?kq iqfLrdk ds fy;s Hkfo"; esa izdkf’kr gksus okyh la’kks/ku ifpZ;ksa dks
fuEukuqlkj la[;kafdr fd;k tk;sxk %
The correction slips to be issued in future for this handbook will be

numbered as follows:
dSeVsd@2012@fl@ih,,l@1-0@lh,l # XX fnukad________
CAMTECH/2012/C/PAS/1.0/CS. # XX date __________________
tgkWa “XX” lEcfU/kr la’kks/ku iphZ dh Øe la[;k gS ¼01 ls izkjEHk gksdj vkxs
dh vksj½
Where “XX” is the serial number of the concerned correction slip(starting

from 01 onwards).
izdkf’kr la’kks/ku ifpZ;kWa

CORRECTION SLIPS ISSUED
Ø-la- izdk’ku dh rkjh[k la’kksf/kr Ik`"B la[;k rFkk fVIi.kh

Sr. Date of issue en la[;k Remarks
No. Page no. and Item No.
modified

dseVsd@2012@fl@ih , ,l@1-0@CAMTECH/2012/C/PAS/1.0 1

PASSENGER AMENITIES IN STATIONS
1.0 lkekU;@General
Railway station is the first point of contact between railway and their passengers. This is the
gateway through which people find their way in to a town or city. World over Railway
stations are undergoing a major shift. Hence a special attention is required to passenger
facilities at stations.
Stations of Indian Railways have been classified in several categories depending upon the
passenger earning which is an indicator of the passenger traffic. As the passenger traffic is
increasing day by day, it is the duty of the administration to consider the growing demand of
passengers and to provide the required passenger amenities, while planning for
provision/augmentation of stations.
The annual passenger earning is an important parameter for deciding upon the category of a
station. It consists of earnings from both reserved and unreserved passengers. With
introduction of PRS, the earning accruing at a PRS centre may not reflect the actual earning
of the station. Therefore, earning in respect of reserved passengers should be taken on the
basis of passengers boarding the trains from the station and same should be obtained from
various PRS centre from where the passengers for those stations are booked. In respect of
earning from the unreserved passengers, the data should be collected from the tickets sold
through SPTM (Self Printing Ticket Machine)/ UTS (Unreserved Ticketing System), card
tickets, etc. The method for calculating earnings from UTS for passengers boarding the trains
at a station would be same as that for PRS.
In this booklet, emphasis has been given to include the various types of passenger amenities,
which are briefly described under the categories such as Minimum Essential Amenities,
Recommended Amenities, Desirable Amenities, and Amenities for Physically Handicapped
Persons.
2.0 LVs”kuksa dk oxhZdj.k@Classification of Stations

Stations are classified on the basis of annual passenger earning. Stations are classified in
following seven categories (Rly. Bds. Letter no. 94/LMB/2/175 dated 17/01/2007).
Categories of Stations for Provision of Passenger Amenities
Categories Criteria
A1 Non-suburban stations with an annual passenger earning more than Rs.50
Crores.
A Non-suburban stations with an annual passenger earning more than Rs.06
Crores and upto Rs.50 Crores.
B I) Non-suburban stations with an annual passenger earning between Rs.03
Crores to Rs.06 Crores.
II) Stations of tourist importance or an important junction station to be
decided by General Manager.
C All suburban stations.
LVs”kuksa ij ;k=h lqfo/kk;sa@Passenger Amenities in Station ebZ& 2012@May – 2012

D Non-suburban stations with an annual passenger earning between Rs.01 Crore

and Rs.03 Crores.
E Non-suburban stations with annual passenger earning less than Rs.01 Crore.
F Halts stations.
3.0 ;k=h lqfo/kk;sa@Passenger Amenities

Passenger amenities can be further divided into following categories:
a) Minimum Essential Amenities

b) Recommended Amenities
c) Desirable Amenities
d) Amenities for Physically Handicapped Persons
3.1 U;wure vko”;d lqfo/kk;sa@Minimum Essential Amenities
When a station is constructed, certain minimum amenities are required to be provided at each
category of station. These were earlier termed as basic amenities/ infrastructural facilities and
will now be called Minimum Essential Amenities (MEA).
Minimum Essential Amenities required to be provided in each categories of stations are listed
in Annexure – 1. Availability of these amenities will have to be ensured. Railways will
immediately undertake a survey to confirm availability of minimum amenities as per the
prescribed scale, at all the stations on the basis of passenger traffic.
 fVdV dk;kZy;@fVdV lqfo/kk;s@

a Booking Office/ Booking Facility
Booking window or booking facility is to be

provided at all types of stations. The booking
windows may be distributed function wise or
destination wise by the Commercial
Department. The booking offices should be
specially brightened up at all the stations.
The booking windows should be so located

that the circulation at the entrance or exit from
the station or the waiting hall is not affected
by the queues in front of the booking
windows. The length of the queue can be
estimated at the rate of half a meter per person
waiting in the queue.
Partition between passenger and booking clerk may be provided by toughened sheet glass or
clear acrylic sheet with a hole for inter-communication at suitable height above the counter
top and a suitable gap between the partition and the counter for collection of fare and issue of
tickets. The partition should be protected on the passenger side with steel grill.

Go to index
 ihus ;ksX; ikuh@a Drinking Water
Drinking water facility is to be provided at all

stations. Piped drinking water may be provided
at A1 to D category of stations and drinking
water supply by hand pumps at E and F category
stations.
 izrh{kky;@”ksM@Waiting Hall/ Shed
Except C class stations, all stations having waiting

hall or waiting sheds may be facilitated with the
seating arrangements for the passengers comfort.
Seating arrangement will be provided at all
stations except halt stations.
 IysVQkeZ vkJ; ;k Nk;knkj o`{k@Platform Shelter or Shady Trees

Categories under A1 to D may have platform shelters and category under E & F have shady
trees on platforms.
 Platform Covers: Depending on the

climatic conditions, number of passengers
and nature of traffic, platform covers should
be provided. At important and suburban
stations, the whole platform should be
covered. Large-scale covering of platforms
should be confined to
a. Junction stations.
b. Stations at Civil District Headquarters.
c. Stations at cities and towns with a population of more than 1 lakh.
d. Stations in heavy rainfall areas.
e. Suburban stations.
 Shady Trees on Platforms
a. The planting, protection and upkeep of

the trees will be the responsibility of the
Engineering Department. Traffic
Department should associate in watering
of plants at wayside stations wherever
feasible.

b. The species and spacing of the trees should be properly decided.
c. The trees should be so planted that they do not obstruct the visibility of signals or
infringe Schedule of Dimensions or infringe the Over Head Electric wires
(Traction or General Service) or obscure the platform lights or signs.
d. If the trees are already in existence, the positioning of the new equipment should
be so adjusted as to avoid cutting of trees as distinct from trimming their branches.
e. It would be advantageous to provide suitable raised masonry platforms around the

fully grown trees as an additional seating accommodation for the passengers.
 ew=ky;@Urinals
Except halt station, urinal

should be provided at all the
stations.
 laMkl@Latrines
Latrines should be provided at stations of all categories

except halt stations.
 IysVQkeZ@Platforms
Platforms are to be provided at

all type of stations. Platforms
may be of High level, Medium
level, and Rail level depending
up on the categories of stations.
The level of platforms and the

heights for various levels of
platforms shall be as under:
Level B.G. M.G. Category of

Station
High Level 760 mm above Rail level (840 405 mm above Rail A1, A & C
mm above Rail Level in case Level
of Suburban stations and
stations in cutting)
Medium Level 455 mm above Rail Level 305 mm above Rail B and D
Level
Rail Level At Rail Level At Rail Level E and F

a. Length of Platforms: The length should be adequate to accommodate the longest

train received at the station.
b. Width of Platforms: The width should be determined on the basis of the clearance
specified in the Schedule of Dimensions. The platform widths should be adequate to
permit a free unhampered movement of passengers.
c. Platform Surfaces:
 The platform surfaces should be of such material that it is dust free in dry weather
and mud free in rains. At important stations, surface of main platforms should be
paved with Kota Stone or Interlocking Pavers. To keep platform surface smooth
and clean, all trellis plying at the station should be provided with rubber tyre
wheels.
 In the case of single face platforms, the platform surface should have a slope of 1
in 60 away from the coping up to the edge of the berm, with the berm and the
slope of the platform filling being protected by turfing or pitching as considered
adequate.
 In the case of two face (island) platforms the platform surface should have a slope
of 1 in 60 away from the centre of the platform up to the coping on either side.
 The ends of the platforms should be provided with ramps at a slope not steeper
than 1 in 6.
 A demarcation line should be drawn 1.8 m from the edge of platform. In the area
so demarcated, trolleys shall not be allowed to enable free movement of
passengers in that area.
d. Platform Fencing: All single face platforms should be provided with a suitable
fencing or hedging of a height of 1.8 m with a berm of at least 600 mm beyond the
fencing or the hedging.
e. Whenever platforms are extended, washable aprons, if already existing, shall also be
extended simultaneous.
 Ikzdk”k O;oLFkk@Lighting
All stations may be electrified as per provision of Rly. Bd’s Circular No. 95/Elec.(G)/109/1,
dated 01/02/1995. Provision of lighting arrangement at halt stations is being done, if trains
stop at night at that station.
 ia[ks@Fans
Electric Fans are to be provided at all electrified

stations.

 QqV vksoj fczt@Foot Over Bridges
Foot Over Bridges should be provided at stations

come under categories A1, A, B and C. In categories
A1 and A, foot over bridge is provided with cover.
Foot over bridges or sub-ways as convenient and
techno-economically feasible should be provided
keeping in view the following factors:
 Interconnection between high level or low level platforms.

 The total number of passengers dealt with at the station.
 Frequency of train services.
 Blocking of the lines between platforms by freight trains.
 Lke;&lkj.kh ,oa fdjk;k&lwph izn”kZu@ Time-table and Fare-list Display
Display of Time-table is provided at all categories of

stations. Time-table and Fare-list should be displayed
on boards or cement plaques, with or without wire-
netting. These should be provided at suitable places, in
consultation with the Commercial Department, for
posting time-table and fare-list thereon.
 /kM+h@Clock
All stations should have clock for time display at

stations.
 okVj dwyj@Water Cooler
Water cooler will be provided at A1, A, B and C

category stations.
 mn~?kks’k.kk iz.kkyh @dEI;wVj vk/kkfjr mn~?kks’k.kk@Public Address System/ Computer

based Announcement
Public address system/ computer based announcement

will be provided at A1, A, and B category stations.

 ikfdZx&lg&lDZ;wysVjh {ks= e; izdk”k ds @Parking-cum-Circulatory Area with

Light
Parking-cum circulatory area, with lighting

arrangement is provided at only A1 and A category
stations.
 bySDVªkfud Vªus baMhdsVj cksMZ@Electronic Train Indicator Board
Electronic train indicator board will be provided at A1

and A category stations. It is provided at station
entrance /concourse on Foot over bridge at landing
location and on platform located appropriately to guide
passengers at every stage.
 tu nwjHkk’k dsUnz@Public Phone Booth
Public phone booths will be provided at A1 and A

category stations..
 ekud ladsr fpUg@Signage (Standardise)
Standard Signage will be provided at A1 category

stations only.

Go to index
3.1.1 U;wure vko”;d lqfo/kkvksa dh la[;k dk ekin.M@Norms for Quantum of Minimum
Essential Amenities
Norms for quantum of minimum essential amenities at various categories of stations are
listed below:
AMENITY CATEGORY OF STATIONS

A1 A B C D E F
Booking Facility 15 10 6 4 4 2 1
(no. of counters)$
Drinking Water 12 Taps 12 12 Taps on 6 Taps on 6 Taps 1 Tap 1 Hand

(no. of taps)* on each Taps each PF each PF on each /Hand Pump
PF on PF Pump on at stations
each each PF
PF
Waiting Hall@ 150 100 50 Sq.m. - 30 Sq.m. 15 Sq.m. 10 Sq.m.
Sq.m. Sq.m. Booking
Office cum
Waiting
Hall
Seating Arrangement 125 100 75 10 50 10 -
(no. of seats per PF)
Platform Shelters 500 400 200 Sq. m. 200 Sq. m. 50 Sq .m. Shady Shady trees
Sq. m. on Sq. m. on each PF on each PF on each trees on on each PF
each PF on PF each PF
each
PF
Urinals# 12 10 6 4 4 1 -
Latrines# 12 10 6 2 4 1 -
Platforms*** As in Annexure – 1
Lighting 50## 50## 30## 20 20 20 -
(Lux level)
Fans** As given below
Foot Over Bridge Minimum 1 FOB per station, as per Annexure – 1
Time Table Display As per extent instructions
Clock To be decided by Zonal Railways
Water Cooler 1 on each 1 on 1 on each PF 1 on each PF - - -
PF each
PF
P A System / As per extent instructions
Computer based
Announcement
Parking cum As per extent instructions
Circulatory Area with
Light
Electronic Train As per extent instructions
Indicator Board
Signage As per extent instructions
(Standardised)
$
At A1, A, B, C & D category of stations, the booking counters to operate round the clock
except at stations where there is no night working.

* At stations falling in water scarcity zones or, where water source dries up in summer,
drinking water facility should be ensured at every platform by means of Syntax Tanks/
Cans/ Matkas/ Piaos etc. as decided by GM of the Railways. At less important stations,
particularly those falling under category E & F, one water supply source at a location
convenient to passengers may be provided. Drinking water facility would include all
necessary units whether donated by private parties or provided by the Railways themselves.
@
If the variation is marginally on the lower side (upto 5 Sq. m.), then it can be taken to be
adequately provided.
#
1. Number of latrines/ urinals includes provision in waiting room/ halls. 1/3rd of the toilet
may be reserved for ladies. In case of 2 toilets existing, one each should be earmarked
for ladies & gents.
2. Number of latrines/ urinals can be reduced in water scarcity areas by the Railway with
the approval of GM.
3. Includes pay and use toilets in terms of Board’s letter No. 05/TGIV/10/SAN/32/Pay&
Use Policy Dated 07.06.06.
*** (a) On all New lines, Gauge Conversion & Doubling projects, minimum level of
platforms shall be medium level (Board’s letter No. 2003/LMB/14/29, dated
26.04.2005).
(b) Wherever platform height gets reduced on account of track works, the same should
be restored (Board’s letter No. 2003/LMB/14/29, dated 03.02.2005).
(c) Platform should be high level, irrespective of category, wherever EMU trains are
dealt with (Board’s letter No. 2006/LMB/2/121, dated 11.08.2006).
##
Excluding outdoor car parking for which it will be 20 Lux.
** For covered platforms having width of 6-9 meters, one row of fans should be provided at
rate of one fan in the centre of supporting columns. For covered platforms with more than
9 meters width, fans should be provided in 2 rows.
Note: (1) At stations where only one ASM is posted, only one booking window will be
provided. In respect of ‘E’ category stations, where the earnings is less than
Rs. 20 Lakh per annum, the quantum of amenities to be provided could be
decided by General Managers based on actual requirements.
(2) Scale of all the amenities prescribed above is the bare minimum to be provided at
the appropriate class of stations. Amenities over and above the prescribed
minimum scales will continue to be provided as per norms for provision of
amenities at “Recommended Level”.
3.2 vuq”kaflr ;k=h lqfo/kk;s@

a Recommended Amenities
The availability of amenities at station as per norms of minimum essential amenities (MEA)
as above may not be commensurate with the actual passenger traffic dealt at the station.
Hence, the requirement of actual amenities based on traffic as per the norms laid down in
Para 3.2.1 should be worked out and any augmentation based on this, will be known as
recommended amenities.

Provision of recommended level of amenities at stations, which is a parameter of adequacy of

scale of amenities provided as per actual passenger strength has not received adequate
attention. Railways should review the existing facilities vis-a-vis requirements for
recommended amenities and a time bound action plan be made for augmenting shortfalls, as a
thrust area.
In case quantum of amenities as worked out on the basis of norms of recommended amenities
is less than quantum prescribed for MEA in annexure – 1, the actual quantum of MEA to be
provided could be reduced with the approval of GM and Board should be intimated of the
same. No further delegation is permitted for such approval.
3.2.1 vuq”kaflr ;k=h lqfo/kkvksa dk ekin.M@ Norms for Recommended Level of

Amenities
The norms for recommended level of amenities at various categories of stations are as
mentioned below:
Nmax = Average no. of passengers at any time during peak including the inward and
outward passengers (excluding mela traffic).
Ndb = Design figure for number of passengers for A and B stations to be
calculated as Ndb = 0.3 (Nmax).
Nds = Design figure for number of passengers for C, D and E stations to be
calculated as Nds = 0.45 (Nmax).
S.N. Amenities Recommended Scale for Provision

Category A1, A and B Other Stations
1 Booking Facility 1 window per 800 tickets per shift (Shift with maximum
(no. of counters) number of tickets sold should be taken)
2 Drinking Water No. of Taps = Nmax/25 No. of Taps = Nmax /25
(no. of taps) Taps should be distributed
so that every alternate
coach gets benefit of a tap.
3 Waiting Hall 1.394 Ndb Sq.m. 1.394 Nds Sq.m.
(excluding ‘C’ Category)
4 Seating Arrangement 0.4 Ndb 0.4 Nds
(no. of seats)
5 Platform Shelter* 0.28 Nmax 0.28 Nmax
(on each platform)
6 Urinals# Ndb/200 Nds/200
7 Latrines# Ndb/200 Nds/200
8 Platform Level To be decided by Zonal Railways
9 Lighting Norms indicated in Note below
10 Fans** Norms indicated in Note below
11 Foot Over Bridge To be decided by Zonal Railways
12 Time Table Display To be decided by Zonal Railways
13 Clock To be decided by Zonal Railways
14 Water Cooler To be decided by Zonal Railways
15 Public Address To be decided by Zonal Railways

System/ Computer
Based Announcement
16 Parking cum To be decided by Zonal Railways
Circulatory Area with
Lights
17 Electronic Train To be decided by Zonal Railways
Indicator Board
18 Public Phone Booth To be decided by Zonal Railways
19 Signage To be decided by Zonal Railways
(Standardised)
* At important ‘A1, A’ category and suburban stations, efforts should be to cover the entire
platform.
# 1/3rd of urinals/ latrines be reserved for ladies.
** For covered platforms having width of 6 - 9 meters, one row of fans should be provided at
the rate of one fan in the centre of supporting columns. For covered platforms with more
than 9 meters width, fans should be provided in 2 rows.
Note: a) Norms for Recommended Level of illumination at various categories of stations as

per Railway Board’s Circular No, 2005/Elec(G)/150/1, dated 28.02.2006.
b) Emergency lighting to be provided as per Board’s letter no. 2004/Elect-I/109/1 Pt.,
dated 20.02.2006.
3.3 okaNuh; ;k=h lqfo/kk;sa@Desirable Amenities

Desirable amenities are those amenities which are considered desirable to improve customer
satisfaction and interface process at the station. The quantum of these amenities would
depend upon the category of the station. A comprehensive list of the desirable amenities is
given in Annexure – 2.
Followings are desirable amenities at stations:
 foJke d{k@Retiring Room: It is a desirable

amenity provided at A1, A, B and D category
stations.
 Árh{kky;@Waiting Rooms: Waiting rooms

will be provided at stations depending upon the
category of stations, class and gender. At A1
and A category stations a upper class, second
class and a separate waiting room for ladies
(combined upper and second class) will be
provided. At category B and D second class
waiting room will be provided. Waiting rooms
need not to be provided at suburban stations i.e.
category ‘C’ Stations.

 vekurh lkeku ?kj @Clock Room: Clock rooms will be

provided at category A1, A, and B stations only.
 iwNrkN dkmUVj@Enquiry Counter: Enquiry

counter will be provided at A1, A and B
category stations.
 ,u-VhbZ,l@NTES: National Train Enquiry

System will be provided at only at A1 and A
category stations.
 vkbZ-oh-vkj-,l@IVRS: Interactive Voice

Recording System will be provided at A1, A and
B category stations.
 mn~?kks’k.kk iz.kkyh@Public Address System :

Public address system is provided at only A1, A,
B, C and D category stations.
 fdrkc ?kj ,oa vko”;d lkekuksa dh vU; LVky@

Bookstalls and other Stalls for Essential
Goods: will be provided at A1, A, B, C and D
category stations.
 okVj dwyj@Water Cooler: will be provided at

all stations except category E& F.
 [kkuiku d{k@Refreshment Room: will be

provided at only A1, A and B category stations.
 ikfdZx&lg&lDZ;wysVjh {ks= e; izdk”k ds@

Parking cum Circulatory Area with Light: A1,
A, B, C and D category stations should have
parking and circulatory area. Light should include
high mast lighting wherever feasible.

 tsV Dyhfuax lfgr ok”kscy ,izu@Washable

Apron with Jet Cleaning : Washable apron
should be provided at A1, A and B category
stations. Washable apron may be provided in
a planned manner to cover only stations from
where trains terminate or originate or stop for
longer duration in the morning hours. At A1
category stations it should be at all platforms.
 Vªsu bUMhdsVj cksMZ@Train Indicator Board:

Train indicator boards are provided at A1, A,
B and C category stations.
 dksp bUMhdsVj cksMZ@Coach Indicator Board:

Coach indicator boards are provided at A1, A,
B and C category stations.
 Tku nwjHkk’k dsUnz@Public Phones Booths: Public phone booths are provided at all
categories stations excepts halt stations.
 [kkuiku ,oa fcdzh LVky@Catering and

Vending Stall: stalls will be provided at A to
E category stations. Only halt stations are
exempted.
 Vp LØzhu iwNrkN iz.kkyh@Touch Screen

Enquiry System : It will be provided at A1
and A category stations. At category A it
should be optional.
 Ikkuh fcØh e”khusa@Water Vending Machines: It will be provided at A1, A and B

category stations only. At Category A and B, it should be optional.
 ladsr fpUg@Signages: Standardised sign ages should be provided at all stations

except E and F category stations.
 vk/kqfud [kkuiku LVky@Modular Catering Stall: At all stations except E and F. In

end platforms it should be embedded with the wall.
 Lopkfyr fCkØh e”khu@Automatic Vending Machine: It is provided at A1, A, B and

C. At A, B and C, it should be optional.

Go to index
 IysVQkeZ ,oa lDZ;wysVjh {ks= esa Hkqxrku
vk/kkfjr izlk/ku@ Pay and Use
Toilets on Platforms and
Circulating Area: At all stations
except category F halt stations.
 vukjf{kr fVdV iz.kkyh@UTS: At all stations

except category F halt stations.
 f'kdk;rksa dk dEI;wVjhdj.k@Computerisation of Complaints: At A1 and A category

stations only. At A, it should be optional.
 lkbZcj dSQs@Cyber Café : At A1 category stations subject to availability of space.
 ,-Vh-,e dk izko/kku@Provision of ATMs

(preferably with ticketing facility): At all
stations except halt stations. At D & E, it
should be optional.
 ,d okrkuqdwfyr vfr fof”k’V

;k=h;ksa dk foJke x`g dk
izko/kku@ Provision of atleast
one AC VIP Lounge: Only at
A1 category.
 QwM Iyktk@Food Plaza: Only at A1 category.

 Vªsu dksp lwpuk iz.kkyh@Train Coach Indication System: Only at A1 category.
 mn~?kks’k.kk ,oa lqj{kk gsrq Dykst lfØV Vh- oh-@ CCTV

for Announcement & Security: Only at A1
category.
 flDdk lapkfyr fVdV fCkØh e”khu@Coin Operated Ticket Vending Machine: Only
at A1 category.
 iwoZ Hkqxrku VSDlh lsok@Prepaid Taxi Service: Only at

A1 subject to clearance of local authorities.
 LFkSfrd eksckbYk pkfTZkx

a lqfo/kk@Static Mobile Charging
Facility: Only at A1 category.
 vxzHkkx lfgr LVs”ku fcfYMax dk dk;kdYi@Face-lift of Station Building including

Façade: Only at A1 category, face-lift includes improvement of façade of station
building wherever required, duly incorporating local and architectural features along
with ornamental lighting in historical/ heritage structures suitably.
3.4 “kkjhfjd viax ;kf=;ksa ds fy;s lqfo/kk;sa@Amenities for Physically

Handicapped Passengers

A) As per extant instructions, short term facilities consisting of following 7 items are to
be provided at all stations:
 Provision of standard ramp with railing for barrier free entry.

 Earmarking at least two parking lots for vehicles used by disabled persons.
 Provision of a non-slippery walkway from parking lot to building.
 Provision of signage of appropriate visibility.
 Provision of at least one drinking water tap suitable for use by a disabled person.
 Provision of at least one toilet on the ground floor.
 “May I help You” booth.
(Detailed drawings/ guidelines for the above were laid down in RDSO’s report of
Nov.1998, circulated under Board’s letter No. 96/LM (B)/2/404, dated
30.12.1998).
Above facilities have already been provided at all A1 and A category stations, and are now
being extended to all B category stations. This has to be ensured, followed by their
progressive provision at other category stations.
B) As per extant instructions, long term facilities comprising of following 2 items are to
be provided:
 Provision of facility for inter-platform transfer.

 Engraving on edges of platforms.
Above facilities are planned to be taken up after provision of short term facilities. Regarding
inter-platform transfer, provision of 1 in 12 ramps/ lifts to existing FOBs/ Subways may not
be feasible as a general solution. This facility has to be mainly provided through pathways at
the end of platforms for handicapped passengers, on wheelchairs (to be provided free of cost),
duly escorted by coolies (on payment), as per present practice. Accordingly, pathways at
platform ends, wherever not existing presently, should be provided in a time bound manner,
beginning with A1 and A category stations. Moreover, these should be properly provided
with pre-cast cement concrete blocks at track crossings etc and laid to accurate level, to
ensure a smooth ride for handicapped persons on wheel chairs, without need for lifting at any
stage. The other long term facility, viz., engravings on platform edges may also be taken up
progressively beginning with A1 and A category stations.
4.0 vk/kqfud LVs”kuksa ij mUur lqfo/kk;s@

a Up-graded Amenities at Model
Station
For the purpose of up-gradation of amenities, some stations have been selected as model
station, which includes all A1, A and B category stations. Such stations would be provided
with the level of desirable amenities specified for the category (as given in Annexure – 2).
The amenities requiring less expenditure should be provided first and completed at all model
stations and the balance amenities as per Annexure – 2 to the extent feasible should be
provided at model stations.
Wherever amenities listed in Annexure – 2 are available at selected stations, they should be
improved in aesthetics & looks. This include furniture in retiring rooms, booking office etc.

public-private partnership should be leveraged for up-gradation of stations, toilets, waiting

rooms/ halls, retiring rooms etc.
5.0 vU; egRoiw.kZ igyw@Other Important Aspects

Definition of Platform: Island platform should be treated as single platform for provision of
Minimum Essential Amenities. (Circular No. 2000/LMB/2/212, dated 23.06.2000).
Following aspects should also be kept in view while up-grading amenities at the stations:
(i) All toilets should be gradually converted to Pay & Use toilets as per guidelines issued
under Board’s letter No. 05/TGIV/10/SAN/32/Pay& Use Policy, dated. 07.06.06.
(ii) All the signage at the station should be standardised in terms of Railway Board’s
circular No. 97/TGII/39/11/Signage, dated. 11.03.99.
(iv) All stalls should be made modular and reduced in size as per the Board’s circular no.
99/TGIV/10/P/NID, dated. 15.03.99.
(v) Effort should be made to avoid cooking activities on the platform and instead
beverage vending machines and sale of pre cooked and packed food should be
encouraged. Effort should also be taken to reduce the number of trolleys to minimum.
(vi) Ban-merries should be provided at A & B class stations.
(vii) The number of trolleys and catering stalls under the platform shelter should be
reduced to a minimum.
(ix) In the circulating area, proper traffic movement flow plan should be made. Proper
landscaping in the circulating area should also be developed. Wherever circulation
areas are redesigned, altered, or whenever stations are congested, possibility of
providing FOB landings directly into circulating area should be examined as it
decongests main platforms. There should be proper segregation of incoming and
outgoing passengers, wherever considered necessary (Detailed guidelines have been
issued under Board’s letter No. 2005/LMB/02/267, dated 07.12.05).
(x) Automatic vending machines should be encouraged to replace existing vending stalls.
(xi) The enquiry and Booking Offices should be specially brightened up at all the stations.
(xiii) All unauthorized entry points into the stations irrespective of their class should be
closed excepting the specified exit and entry.

Go to index
6.0 ;k=h lqfo/kkvksa dk vuqj{k.k@Maintenance of Passenger Amenities

 It is important to maintain the amenities provided at all the stations in good working
order at all times. Maintenance staff shall carry out repairs needed to restore the
amenity to functional order, immediately after receipt of information from the Station
Master/ Station Manager. Hygiene and cleanliness should be an important activity for
day to day monitoring.
 General Manager shall arrange to provide adequate imprest with Station masters of
stations where Railways maintenance staff are not headquartered, to enable them
organise expeditious repairs to small items of passenger amenities such as hand
pumps/taps, water trolleys, clock, light/fans, urinal/latrines and furniture at the station.
7. 0 ;k=h lqfo/kk iqfLrdk@Passenger Amenity Booklet

Additions/ Modifications to the passenger amenities available at the stations should be
incorporated in the data base & Passenger Amenities Management System (PAMS) and
printed in the form of Passenger Amenity Booklets of each division at the end of the financial
year. The details of passenger amenities available at stations should be updated and sent
every year to Board in floppies/E-mail in the format already circulated as well in hard copies.
8. 0 miyC/k ;k=h lqfo/kkvksa dk izn”kZu@Display of Available Amenities

At each station, a list shall
be displayed in station
manager/ masters room
showing the quantum of
minimum essential
amenities required to be
provided for that category
of stations per these
guideline, vis- a-vis, the
amenities actually
available. Details of other
amenities available at the
station should also be
displayed.
***

Ikfjf”k’V &1@Annexure &1

fofHkUu oxhZd`r LVs”kuksa ij U;wure vko”;d lqfo/kkvksa
Minimum Essential Amenities at Each Category of Station
S.N. Amenities A1 A B C D E F
1. Booking Facility yes yes yes yes yes yes yes
2 Drinking Water
Piped/Hand yes yes yes yes yes yes yes
Pump
3 Waiting Hall yes yes yes - yes yes yes
4 Seating
yes yes yes yes yes yes -
Arrangement
5 Platform Shelter yes yes yes yes yes - -
Shady Trees - - - - - yes yes
6 Urinals yes yes yes yes yes yes -
7 Latrines yes yes yes yes yes yes -
8 Platforms:
High level- yes yes - yes - - -
Medium level- - - yes - yes - -
Rail level- - - - - - yes yes
9 Lighting # yes yes yes yes yes yes yes@
10 Fans yes yes yes yes yes yes -
11 Foot Over Bridge yes* yes* yes yes - - -
12 Time Table Display yes yes yes yes yes yes yes
13 Clock yes yes yes yes yes yes yes
14 Water Cooler yes yes yes yes - - -
15 Public Address
System/ Computer yes yes yes - - - -
based Announcement
16 Parking-cum-
Circulatory Area with yes yes - - - - -
Lights
17 Electronic Train
yes** yes - - - - -
Indicator Board
18 Public Phone Booth yes yes - - - - -
19 Signage
yes - - - - - -
(Standardised)
#
stations may be electrified as provisions of boards circular no. 95/Elec(G)/109/1, dated
01.02.95.
@
where train stops at night.
* with cover
** At station entrance/concourse, on foot over bridge (at landing locations) and on platform
located appropriately to guide passenger at every stage.

Ikfjf”k’V & 2@Annexure – 2

okaNuh; ;k=h lqfo/kk;sa@Desirable Amenities
FACILITY STATION CATEGORY
A1 A B C D E F
Retiring Room Yes1 Yes Yes -- Yes -- --
Waiting Rooms with Bathing Facility
Upper Class Yes1 Yes -- -- -- -- --
Second Class Yes1 Yes Yes -- Yes -- --
Separate for Ladies (Combined Upper Yes1 Yes -- -- -- -- --
and Second Class)
Cloak Room Yes Yes Yes -- -- -- --
Enquiry Counter Yes Yes Yes -- -- -- --
NTES Yes Yes -- -- -- -- --
IVRS Yes Yes Yes -- -- -- --
Public Address System/ Computer Yes Yes Yes Yes Yes -- --
based Announcement
Book Stalls/ Other Stalls of Essential Yes2 Yes Yes Yes Yes -- --
Goods
Refreshment Room Yes Yes Yes -- -- -- --
Parking/ Circulatory Area with Yes Yes Yes Yes Yes -- --
Lights***
Washable Apron with Jet Cleaning# Yes Yes Yes -- -- -- --
Electronic Train Indicator Board Yes Yes Yes Yes -- -- --
Public Phone Booth Yes Yes Yes Yes Yes Yes --
Touch Screen Enquiry System Yes Yes** -- -- -- -- --
Water Vending Machines Yes Yes** Yes** -- -- -- --
Water Coolers Yes Yes Yes Yes Yes -- --
Signage (Standardised) Yes Yes Yes Yes Yes -- --
Modular Catering Stalls Yes Yes Yes Yes Yes -- --
Automatic Vending Machine Yes Yes** Yes** Yes** -- -- --
Pay & Use Toilets on Platforms and Yes Yes Yes Yes Yes Yes --
Circulating Area
UTS Yes Yes Yes Yes Yes Yes --
Computerisation of Complaints Yes Yes** -- -- -- -- --
Provision of Cyber Cafes Yes3 -- -- -- -- -- --
Provision of ATMs (preferably with Yes Yes Yes Yes Yes** Yes** --
ticketing facility)
Provision of at least One AC VIP Yes -- -- -- -- -- --
Lounge
Food Plaza Yes -- -- -- -- -- --
Train Coach Indication System Yes -- -- -- -- -- --
CCTV for Announcement and Security Yes -- -- -- -- -- --
Purpose
Coin operated Ticket Vending Yes -- -- -- -- -- --
Machine
Pre-paid Taxi Service Yes4 -- -- -- -- -- --
Static Mobile Charging Facility Yes -- -- -- -- -- --
Face-lift of Station Building including Yes5 -- -- -- -- -- --
Façade

Numbered subscripts for A-1 category:

1
Up-gradation to be taken up preferably under public-private partnership schemes.
2
Should provide for minimum essential medicines.
3
Subject to availability of space.
4
Subject to availability/ clearance from local authorities.
5
Face-lift including improvement of façade of station building, wherever required, duly
incorporating local and architectural features, alongwith ornamental lighting in historical/
heritage structures suitably.
Yes (in italics): Also prescribed as Minimum Essential Amenity under Annexure – 1
#
Washable aprons should be provided in a planned manner to cover stations/ platforms from
where trains terminate/ originate or stop for longer duration in the morning hours. However,
at A1 category stations, these shall be provided on all platforms.
* In end platforms, all stalls should be embedded in walls.
**Optional items.
***Should include high mast lighting wherever feasible.
***

Go to index
References
1. Indian Railway Works Manual (IRWM).
2. Railway Works Engineering by M. M. Agarwal.
3. Various Railway Boards circulars on the subject.
***

 fVIi.kh@NOTES 

xq.koRrk uhfr
jsyksa esa ;k=h vkSj eky ;krk;kr dh c<rh ek¡x dks iwjk djus
ds fy, xq.koRrk Áca/k Á.kyh esa vuqla/kku] fMtkbuksa vkSj
ekudksa esa mRd`"Vrk rFkk lr~r lq/kkjksa ds ek/;e ls lkafof/kd
vkSj fu;ked vis{kkvksa dks iwjk djrs gq, lqjf{kr] vk/kqfud vkSj
fdQk;rh jsy izkS|ksfxdh dk fodkl djukA
------------------------------------------------
QUALITY POLICY
To develop safe, modern and cost effective
Railway technology complying with Statutory and
Regulatory requirements, through excellence in
Research, Designs & Standards and Continual
improvements in Quality Management System to
cater to growing demand of passenger and freight
traffic on the Railways.
fMLDysej@Disclaimer
The document prepared by CAMTECH is meant for the dissemination of the

knowledge/ information mentioned herein to the field staff of Indian Railways. The
contents of this handbook/booklet are only for guidance and not statutory. Most of the
data & information contained herein in the form of numerical values are indicative
and based on the tests/trials conducted by various agencies generally believed to be
reliable. While reasonable care and effort has been taken to ensure that information
given is at the time believed to be fare and correct and opinion based thereupon are
reasonable. Due to very nature of research it can not be represented that it is accurate
or complete and it should not be relied upon as such. The reader/user is supposed to
refer the relevant codes/ manuals available on the subject before actual
implementation in the field.

gekjk mís’;
vuqj{k.k iz©|©fxdh vkSj dk;Ziz.kkyh dks mUu;u djuk rFkk mRikndrk
vkSj jsYos dh ifjlEifRr ,oa tu’kfDr ds fu"iknu esa lq/kkj djuk ftlls
vUrfoZ"k;ksa esa fo’oluh;rk] mi;ksfxrk vkSj n{krk izkIr dh tk ldsA
;fn vki bl lUnHkZ esa dksbZ fopkj vkSj lq>ko nsuk pkgrs gksa rks dì;k gesa bl irs ij
fy[ksaA %
lEidZ lw= : mi funs’kd (flfoy)
i=kpkj dk irk % Hkkjrh; jsy mPp vuqj{k.k izkS|ksfxdh dsUnz]
Ekgkjktiqj] Xokfy;j ¼e-iz-½
fiudksM - 474005
VsyhQksu % 0751&2470869
QSDl % 0751&2470841
bZ&esy % dircivilcamtech@gmail.com
Our Objective
To upgrade Maintenance Technologies and Methodologies and
achieve improvement in productivity and performance of all
Railway assets and manpower which inter-alia would cover
Reliability, Availability, and Utilisation.
If you have any suggestion & comments on the subject, please write to us
at following address:
Contact person : Dy. Director (Civil),
Postal Address : Indian Railway Centre for Advanced

Maintenance Technology,
Maharajpur, Gwalior (M.P.)
Pin code – 474 005
Phone : (0751) - 2470869
Fax : (0751) – 2470841
Email : dircivilcamtech@gmail.com

GOVERNMENT OF INDIA
(RAILWAY BOARD)
RB/L&A/005/2012
No. 2012/LM (PA)/3/5 New Delhi, dt.11.09.2012
General Managers,
All Indian Railways
Sub: Comprehensive instructions for provision of

Passenger Amenities at Stations
Railway Board had constituted a Committee of Executive

Directors to review the norms for provision of passenger amenities.
The terms of reference of the committee included a review of the
norms for provision of Passenger Amenities viz., minimum
essential, recommended and desirable amenities at stations
prescribed vide Board's letters no. 94/LMB/2/175 dated
17.1.2007 and 15.02.2007, in view of the changing requirements
and technological improvements in the country and suggesting
measures for improving General Cleanliness and environment
conditions at stations.
2. Accordingly, the Committee examined in detail the entire
gamut of amenities provided at stations and reviewed the existing
instructions on level of passenger amenities at stations and
submitted a report, which has been approved by Board. Based on
this report, revised comprehensive instructions on provision of
passenger amenities (enclosed) have been prepared.
3.. Salient features of the changes made with reference to

Board's letters no. 94/LMB/2/175 dated 17.1.2007 and 15.2.2007
are as follows:
a) For the purpose of categorization of stations, criteria have
been revised.
b) Adequate number of water taps to be provided and located
suitably to serve passengers of general second class coaches.
Push button taps to be provided at 'E' category stations with
suitable alternate arrangements where piped water supply is
not available. One tap at every alternate water booth to be
designed to meet the requirement of persons with
disabilities.
c) Provision of water coolers as per norms on platforms at 'Al'
to `D' category stations as Minimum Essential Amenity
(MEA).
2012 Railways - Comprehensive instructions for provision of Passenger Amenities at Stations 827
d) Induction of solar energy technology for improved lighting
and segregation of lighting levels during "no train" and
"train" periods.
e) Platform shelters to be suitably spaced to cover the area
where general second class coaches stop. Norms for platform
shelters for 'D' and È' category stations revised.
f) Escalators/elevators to be introduced at 'Al' category and
escalators at 'A' category, 'C' category and stations of tourist
importance under desirable amenities.
g) Travellator as ramp to be provided at 'Al' and 'A' category
stations as desirable amenities.
h) Provision of standard signage has been extended to 'A' and
`B' category stations under Minimum Essential Amenities.
i) Dustbins to be provided at a spacing of 50 meters at 'Al', 'A'
and 'B' category stations without obstructing the movement
of passengers.
j) Washable aprons with water hydrants/water jet system to be
provided on platforms where trains stop for longer duration
during the morning period.
k) Provision of Foot Over Bridges (FOB) at crossing stations,
during doubling or gauge conversion upto 'D' category
station, wherever no FOB is available.
1) AC VIP Lounge/ Executive Lounge to be provided at 'Al'
category stations under desirable amenities.
m) Coin Operated Ticket Vending Machines to be provided at
Àl, 'A', 'B' and 'C' category stations under desirable
amenities.
n) Passenger operated Touch Screen Enquiry terminals
extended to 'B' category stations also under desirable
amenities.
o) N-Max i.e. maximum number of passengers dealt at stations
during peak hours has been defined clearly.
p) Strategic measures to ensure cleanliness at stations have
been introduced.
4. The scheme of Adarsh stations was introduced in the year

2009. It is considered that there is an urgent need to shift the
focus of Adarsh stations from beautification to utility, comfort and
cleanliness and also to facilitate cleanliness and upkeep of the
station. Accordingly, revised instructions on Adarsh stations in
supersession of Board's letter No. 2009/TG-IV/ l0/PA/Adarsh
Stations dated 17/09/2009 are being issued separately.
5. Railways are requested to disseminate the contents of the
revised Circular (which supersedes the earlier circular issued
under Board's letter No. 94/LMB/2/175 dated 17.1.2007 &
15.2.07) widely in the field and take necessary action for its early
implementation.
This issues in consultation with the Finance Directorate of

the Ministry of Railways.
Please acknowledge receipt.
(DESH RATAN GUPTA) (A. MADHUKUMA REDDY)

Exec. Director(Land 8sAmenities)-III • Exec. Director (Passenger Marketing)
DA: 20 pages
No. 2012/LM (PA)/3/5 New Delhi, dt.I1.09.2012
Copy forwarded for information to the FA8sCA0s, all Indian

Railways
For Financial Commissi Railways
Copy to: (i) ED/EEM, ED (T&C), ED/Works, Railway Board
(ii) F(X) I, F(X) II, TG-III, TG-IV, Electrical (G) Branches,

Railway Board
(iii) MD/IRCON, MD/RVNL, MD/RITES

Enclosure to Letter No. 2012/LM (PA) /3/5 Dated 11.09.2012
COMPREHENSIVE INSTRUCTIONS ON
1. GENERAL:
1.1 Indian Railways carry the highest volume of passengers. Considering the
large volume of passenger traffic, Indian Railways need to create
infrastructure to meet the growing aspirations of rail users.
1.2 Comprehensive instructions issued in Jan' 2007 on provision of

passenger amenities at railway stations, have been reviewed in view of
technological advances and to fulfill the increased expectations of our
passengers for enhanced amenities/facilities at railway stations.
1.3 While planning for provision/augmentation of amenities, due

consideration needs to be given to the importance of the station from the
point of view of passenger traffic.
2. CATEGORISATION OF STATIONS:
2.1 Stations have been categorized in seven categories, i.e. Al, A, B, C, D, E

& F depending upon the earning which is the indicator of passenger
traffic. Criteria for categorization of stations are enclosed as Annexure I. -
2.2 The categorization of stations shall be reviewed every five years. The last
review was done in 2007-08 based on the earnings of 2006-07.
Categorization based on the earnings of 2011-12 shall be reviewed in
2012-13. Zonal Railways are advised to review the station categorization
in accordance with the earnings for the year 2011-12 as the revised
categorization shall remain unchanged for the next 5 years. The number
of stations falling under various categories shall remain unchanged till
next review is done.
2.3 For the purpose of categorization of stations, the basic parameter is the
passenger earnings of each station, from both reserved and unreserved
passengers. The earnings are to be calculated on the basis of the number
of passengers boarding at a particular station (both, reserved and
unreserved), irrespective of the location from where the ticket has been
issued. The data of passenger earning should be collected from PRS,
UTS, SPTM and JTBS etc.
3. MINIMUM ESSENTIAL AMENITIES (MEA):
3.1 When a station is constructed, certain minimum amenities are required

to be provided at each category of station (on the basis of projected
traffic/earnings). These are called Minimum Essential Amenities
(MEA).
3.2 Keeping in view of need for enhanced amenities at stations, norms of
some MEAs have been revised. Norms for provision of Minimum
Essential Amenities required to be provided in each category of stations
are enclosed as Annexure -H and quantum for provision of Minimum
Essential Amenities required to be provided are enclosed as Annexure-
III. Availability of these amenities will have to be ensured. Railways will
immediately undertake a survey to confirm availability of the minimum
amenities as per the prescribed scale, at all the stations on the basis of
earnings of the station and provide minimum essential amenities as per
the prescribed scale. Minimum Essential Amenities as per revised scale
prescribed in this circular, based on categorization of stations as per
passenger earnings for 2011-12, are required to be provided by 31St
March, 2016.Subsequently, quinquenial review is to be conducted with
respect to availability of minimum essential amenities vis-a-vis category
of stations at that time.
4. RECOMMENDED AMENITIES: Provision of Amenities as per

recommended scale:
4.1 The availability of amenities at station as per norms of "Minimum

Essential Amenities" (vide Annexure-III) may not be commensurate with
the actual passenger traffic dealt at the station. Hence, the requirement
of actual amenities based on traffic as per the norms laid down in
Annexure IV should be worked out and any augmentation based on this,
will be known as Recommended Amenities.
4.2 Powers of GM of the Railway to review -

In case quantum of amenities as worked out on the basis of norms for
Recommended Amenities in Annexure IV is less than quantum
prescribed for Minimum Essential Amenities in Annexure 'III', the actual
quantum of Minimum Essential Amenities to be provided could be
reduced, with the approval of GM and Board should be intimated of the
same. No further delegation is permitted for such approval.
4.3 Provision of recommended level of amenities at stations, which is a

parameter of adequacy of the scale of amenities provided as per actual
passenger volume, has not received adequate attention. Railways should
review the existing facilities vis-à-vis requirements for recommended
amenities and a time-bound action plan be made for augmenting
shortfalls, as a thrust area.
5. DESIRABLE AMENITIES:
5.1 Desirable amenities are those amenities which are considered desirable
to improve customer satisfaction and interface process at the station. The
quantum of these amenities would depend upon the category of the
station. Norms for Desirable level of amenities at various categories of
stations are given at Annexure V. -
5.2 Various amenities out of the list given in Annexure 'V' should be provided
based on the need and relative importance of the station.
5.3 Calculation of passenger volume:
5.3.1 The method of calculation of number of passengers per day and

maximum passengers at any time per day should be uniform. Zonal
Railways should ensure that the number of passengers per day
(originating passengers) is calculated as an average number of
passengers (reserved and unreserved category) booked by PRS and
UTS/other system over a period of one year (excluding the month
pertaining to the period of Mela traffic.). Normally, the number of
passengers handled at stations is double of reserved/booked passengers
to account for the inward passengers. However, the criteria for provision
of facilities at stations would continue to be based on earnings.
5.3.2 For the purpose of calculating N Max(the maximum number of

passengers), Zonal Railways should consider maximum number of trains
dealt with in any interval of half an hour at the station and multiply the
same by the average number of passengers dealt per train at that station.
The average number of passengers per train at a station shall be the
average number of daily passengers dealt with at the station divided by
the number of trains stopping at the station during 24 hours.
6. DISPLAY OF AVAILABLE AMENITIES:
At each station, a list shall be displayed in Station Manager/Master's

room showing the quantum of Minimum Essential Amenities required to
be provided for that category of station, as per these guidelines, vis-a-vis
the amenities actually available. The details of other amenities available
at the station should also be displayed.
7. PREPARATION OF MASTER PLANS AND PLANNING FOR PASSENGER

AMENITY WORKS:
7.1 The Zonal Railways shall carry out a survey of available amenities at
stations in relation to those listed in the Annexures.
7.2 Drawing from the results of this survey, a list of the Minimum Essential
Amenities, Recommended and Desirable Amenities to be provided,
should then be separately drawn up station-wise for each route. The
Master Plan for each station should show the amenities required.
7.3 These lists shall continue to form the basis for drawing up the Divisional
Action plans. Action Plans so formulated should then be amalgamated
into one General Action Plan and inter-se priorities for different works
assigned.
---- 7.4 Minimum Essential Amenities should be provided first as per the scale at
all categories of stations. Thereafter, priority should be given for
augmenting amenities to recommended level at Al, A, B & C category
stations.
7.5 Keeping the normal allocation of funds, under the Plan Heads "Passenger
Amenities" in view, a time -frame be allocated to each phase of the
General Action Plan. Low cost amenities items for which funds can easily
be earmarked be taken up earlier than those requiring heavy outlay even
if the latter are higher in the priority. Remaining works should be
prioritized in a manner such that, gaps in minimum essential amenities,
recommended amenities and desirable amenities are filled up, generally
in that order.
7.6 Minimum Essential Amenities as prescribed in Annexure shall be

provided as part of the concerned Plan Head at the time of construction
of new stations. Elimination of shortfall in Minimum Essential Amenities
at existing stations and augmentation of any facility at a station shall,
however, be charged under Plan Head "Passenger Amenities".
8. OTHER IMPORTANT ASPECTS:
8.1 Definition of Platform: Island platform should be treated as single

platform for provision of Minimum Essential Amenities. (Circular No.
2000/LMB/2/ 212 dated 23.06.2000)
8.2 Foot Over Bridges: New FOBs should be at least 6 m wide at 'A-1', 'A'
and 'C' category stations, wherever feasible. New FOBs at 'Al' & 'A'
category stations should be compatible for installation of escalators. Foot
over-bridges shall be provided at all crossing stations during
doubling/gauge conversion upto 'D' category stations, wherever the same
are not available.
8.3 Toilets: All toilets should be gradually converted to Pay & Use toilets as
per guidelines
t, issued under Board's letter No.
05/TGIV/ 1.0/SAN/ 32/Pay86 Use Policy Dt 7.6.06.
At Suburban stations:
(a) Only urinals should be provided at the end of the suburban island
platforms • as the major requirement of suburban passengers is a
urinal. Wash basins should invariably be provided near . the
urinals.
(b) The power to dispense with provision of toilets/urinals at the
platforms is delegated to the General Managers.
(c) Toilets should be provided only in concourse/circulating areas of
suburban stations. 'Pay & Use' toilets should be provided in the
concourse/circulating area of all stations. However, at stations
where the provision of 'Pay & Use' toilets is not feasible,
departmentally operated toilets can be provided with the approval of
Divisional Railway Manager.
4
At Non-suburban stations:
(a) The power of provision of urinals instead of full toilets at the
platforms of Al, A 8r, B category stations is delegated to the General
Managers.
(b) Only urinals should be provided on island platforms at other than
Al, A & B category stations. Wash basins should invariably be
provided near the urinals
8.4 Signage: All the signage at the station should be standardized in terms of
Railway Board's circular No. 97/TGI1/39/ 1 1 /signage dt. 11.3.99. For
location of signage, a plan should be made for each station.
8.5 Stalls & Trolleys: The number of trolleys and catering stalls under the
platform shelter should be reduced to a minimum and Automatic
vending machines should be encouraged to replace existing vending
stalls. The norms circulated by Tourism and Catering Directorate in this
regard should be adhered to.
8.6 Circulating Area: in the circulating area, proper traffic movement flow
plan should be made. Proper landscaping in the circulating area should
also be developed. Wherever circulation areas are redesigned, altered, or
whenever stations are congested, possibility of providing FOB landings
directly into circulating area should be examined as it decongests main
platforms. There should be proper segregation of incoming and outgoing
passengers, wherever considered necessary (Detailed guidelines have
been issued under Board's letter No. 2005/LMB/02/267 Dt 7.12.05).
8.7 Entry & Exit: Proper planning is essential to facilitate easy movement of
passengers at stations. In order to decongest the entrance, separate
entry/exit gates to be provided at stations, wherever feasible. All
unauthorized entry points into the stations irrespective of their class
should be closed excepting the specified exit and entry.
8.8 Illumination & Energy saving:' The illumination at the stations should
be improved. The enquiry and Booking Offices should be specially
brightened up at all the stations.LED based station name boards on the
station building shall be provided at A-1, A & B category stations as per
RDSO specifications. Platform name-boards should be suitably
illuminated so that the station name is visible at night to the passengers
travelling by trains.
For ensuring energy conservation:
(a) Platform lighting circuit shall be segregated such that during "No train"
period about 30% lights are 'ON' and before train arrival all the lights
are switched 'ON'. In this regard, necessary changes in electrical
circuits at stations may be planned in a phased manner.
(b) All the electrical fittings and power supply equipments with at least
BEE's 3 star rating shall be used.
5
(c) All important stations of historical and archeological value may be
suitably illuminated.
8.9 Mobile & Laptop Chargers:5 pin, 5 amp, 230v (Railway approved)
sockets for mobile and laptop charging shall be provided in adequate
numbers at refreshment rooms and Waiting Rooms.
8.10 Air Cooling System: At A-1, A 86 B category stations where natural

ventilation is not adequate, air cooling system should be installed
subject to feasibility.
8.11 Floorings: Flooring standards for platform, concourse and FOB/waiting

room, etc., as per instructions issued by RDSO (accepted by Board) may
be followed in new works, renovation or replacement works. (RDSO
letter No.WKS/WS/05/FS dated 22.09.09).
8.12 Booking counters: Booking counters upto 'E' category stations shall be
provided with UTS system.
8.13 Dustbins: Adequate number of uniformly designed standard dustbins

should be provided at all categories of stations. At A-1, A, B, and D
categories of stations, dustbins should be provided at regular spacing of
50 meters on each platform. At C and E category stations, adequate
number of dustbins as required should be provided. It must be ensured
that provision of dustbins does not impede the free flow of passengers.
9. AMENITIES FOR PERSONS WITH DISABILITY (PwD):
9.1. As per extant instructions, Short•term facilities, consisting of following 7

items are to be provided at all stations:
(ii) Earmarking at least two parking lots for vehicles used by disabled
persons.
(v) Provision of at least one drinking water tap suitable for use by a
disabled person.
(vi) Provision of at least one toilet on the ground floor.
(vii) "May I help You" booth.
(Detailed drawings/guidelines for the above were laid down in RDSO's
report ofNov.1998, circulated under Board's letter No. 96/LM(B)/2/404
Dt 30.12.1998)
9.2 Above facilities have already been provided at all Al 86A category Stations,
and are now being extended to all B category stations. Above facilities
should be provided at the remaining 'B' category stations at the earliest.
These facilities should also be extended to all other category of stations.
9.3 As per extant instructions, Long-terms facility, comprising of following 2

items are to be provided:
6
(i) Provision of facility for inter-platform transfer.
(ii) Engraving on edges of platforms.
Above facilities are to be provided at Al, A 86 B category stations.
9.4 Regarding inter-platform transfer, provision of 1 in 12 ramps/lifts to

existing FOBs/Subways may not be feasible as a general solution. This
facility has to be mainly provided through pathways at the end of
platforms for disabled passengers, on wheelchairs (to be provided free of
cost), duly escorted by coolies (on payment), as per present practice.
Accordingly, pathways at platform ends, wherever not existing presently,
should be provided in a time bound manner, beginning with Al and A 86
B category stations. Moreover, these should be properly provided with
precast CC/paver blocks at track crossings etc and laid to accurate level,
to ensure a smooth ride for handicapped persons on wheel chairs,
without need for lifting at any stage. The other long-term facility, viz.,
engravings on platform edges may also be taken up progressively
beginning with Al, A and 'B' category stations.
10.1 It is important to maintain the amenities provided at all the stations in

good working order at all times. Maintenance staff shall carry out repairs
needed to restore the amenity to functional order, immediately after
receipt of information from the Station Master/Station Manager. Hygiene
and cleanliness should be an important activity for day to day
monitoring.
10.2 General Manager shall arrange to provide adequate imprest with Station
masters of stations where Railways maintenance staff are not
headquartered, to enable them organize expeditious repairs to small
items of passenger amenities such as hand pumps/taps, water trolleys,
clock, light/fans, urinal/latrines and furniture at the station.
11. WEB BASED PASSENGER AMENITY MANAGEMENT SYSTEM:
Additions/Modifications to the passenger amenities available at the

stations should be incorporated in the data base 86 Passenger Amenities
Management System on web based IRPSM module. For this purpose,
window shall be opened periodically to update data and Railways shall be
required to complete updation of passenger amenities' data by the
notified date.
12. MEASURES FOR IMPROVING CLEANLINESS AND HYGINE:
Passengers coming to Railway Station should be educated through Public

announcements, posters, TV/Radio Commercial spots to keep the
Station clean. Punitive measures should also be put in place to penalize
people found littering, spitting, defecating at inappropriate places in
Railway Premises.
ANNEXURE-I
CATEGORIES OF STATIONS FOR

S No Category Criteria
1. Al Non-Suburban stations with an annual passenger earning of

more than Rs. 60 crores.
2. A Non-suburban stations with an annual passenger earnings of
Rs. 8 crores and upto Rs 60 crores.
3. B I. Non suburban stations with annual passenger
earnings between Rs. 4 crores to Rs. 8 crores.
II. Stations of tourist importance or an important junction
station (to be decided by G.M.).
4. C All suburban stations*.
5. D Non suburban stations with passenger earnings between Rs.

60 lakhs and Rs. 4 crores.
6. E Non suburban stations with passenger earnings less than Rs.
60 lakhs.
7. F Halts
*For station dealing with both suburban / non-suburban traffic, the Railway may
take a view regarding up-gradation of classification depending upon station
earnings, quantum of non-suburban traffic, etc.
Note: Annual Passenger Earnings at the station for the purpose of the amenities
shall be worked out as per para 2.3 of the instructions.
***
ANNEXURE - II
MINIMUM ESSENTIAL AMENITIES AT VARIOUS CATEGORIES OF STATIONS
Sl. Amenities . STATION CATEGORY

Al A B C D E F
No
1. Booking Facility
2. Drinking water
Piped/Hand
Pump
Yes Yes Yes - Yes Yes Yes
3. Waiting hall
4. Seating Yes Yes Yes Yes Yes -
Yes
arrangement
Platform shelter Yes Yes Yes Yes Yes Yes -
5.
- - - - - - Yes
Shady trees
Urinals Yes Yes Yes Yes Yes Yes -
6.
Latrines Yes Yes Yes Yes Yes Yes
7.
8. Platforms -
Yes Yes - Yes - - -
High level-
Medium level- - - Yes - Yes - -
- - - - - Yes Yes
Rail level-
Lighting # Yes Yes . Yes Yes Yes Yes Yes@
9.
10. Fans Yes Yes Yes Yes Yes Yes -
11. Foot over bridge Yes* Yes* Yes Yes © - -
12. Time Table Yes Yes Yes Yes Yes
Yes Yes
Display
Clock Yes Yes Yes Yes Yes Yes Yes
13.
14. Water cooler Yes Yes Yes Yes Yes - -
15 Public Address
system/Compu- Yes - - - -
Yes Yes
ter based
announcement
16 Parking-cum-
circulatory area, Yes Yes - - - - -
with lights
17 Electronic Train - - -
Yes *k Yes -
indicator board
18 Public phone - - - -
Yes Yes -
booth
19 Signage - - -
Yes Yes Yes
(standardised)
* With cover.
** At station entrance/ concourse, on Foot-over bridges(at landing
locations) and on platforms located appropriately to guide passengers at
every stage.
# Stations may be electrified as per provisions of Board's circular No.
95/Elec(G)/109/1 dt. 1.2.95.
@ Where train stops at night.
© Foot over-bridges shall be provided at all crossing stations during
doubling/gauge conversion upto D' category stations, wherever the same are
not available.
***
10
ANNEXURE -III
NORMS OF MINIMUM ESSENTIAL AMENITIES

S.N. Amenity STATION CATEGORY

Al A B C D E F
1 Booking 15 10 6 4 4 2 1
Facility %
(No. of
counters)
2 UTS as per Yes Yes Yes Yes Yes Yes -
norms
3 Drinking 20 20 20 6 8 2* Appropri
water A ate
drinking
(No. of water
taps/PF) $
AA
facility
**
4 Waiting hall 250 125 75 0 30 15 10 sqm

@ Sq m booking
office
cum
Wtg.hall
5. Seating 150 125 • 100 10 50 10

arrangeme-
nt ( No. of
seats / PF)
6 Platform 500 400 200 200 50 sqm + 50 Shady
shelter sqm sqm sqm+ trees
sqm sqm
( on each
PF)#
7 Urinals## 12 10 6 4 4 1
8 Latrines## 12 10 6 2 4 1
9 Foot over 1 with 1 with 1 101t

bridge® cover cover
10 Water cooler 2 on 2 on 2 on 2 on 1 on main

£ each PF each each PF main PF
PF PF
11
Yes Yes Yes - - - -
11 Signage
(standardized)
Platforms *** High High Medium High Medium Rail Level
12
Level Level Level Level Level
13 Lighting ++ As per Annexure II of Board's letter No.2004/Elec(G)/ 109/ 1 dated

18.5.2007
(Lux level)
14 Fans © As given below
15 Time table As per extant instructions.

Display
16 Clock To be decided by zonal railways.
17 Public As per extant instructions

Address
system/Com
puter based
announceme
nt
18 Parking-cum- As per extant instructions
circulatory
area, with
lights
19 Electronic As per extant instructions
Train
indicator
board.
20 Public phone As per extant instructions
booth
°A At Al, A, B, C & D category of stations, the booking counters to operate

round the clock except at stations where there is no night working.
AAt stations falling in water scarcity zones or where water source dries up in
summer, drinking water facility should be ensured at every platform by means
of syntax tanks/ CANS / Matkas/Piaos etc. as decided by GM of the Railways.
At less important stations, particularly those falling under category E & F, one
water supply source at a location convenient to passengers may be provided.
Drinking water facility would include all necessary units whether donated by
private parties or provided by the Railways themselves.
$ There should be one drinking water tap suitable for use by disabled persons
on alternate water booths at every platform.
AA Adequate number of water taps should be suitably located to serve
passengers of GS coaches, i.e. at the end of platforms.
12
*At È' category stations, wherever piped water supply is not feasible due to
local conditions, separate arrangement for potable water at each platform shall
be made available with the approval of General Manager of the concerned Zonal
Railway.
**drinking water arrangements should be made at halt stations by means of
water taps/handpumps/tubewells/sintex tanks/piaos as decided by the
General manager of the concerned Zonal Railway.
@ If the variation is marginally on the lower side (upto -5 sqm), then it can be
taken to be adequately provided.
#Shelter should be suitably spaced ensuring natural light and ventilation and
covering areas from where passengers aboard the General Coach.
+ Preferably light weight shelters.
##1. Number of latrines/urinals includes provision in waiting room/halls.
1/3rd of the toilet may be reserved for ladies. In case of 2 toilets existing, one
each should be earmarked for ladies 86 gents.
2. Number of latrines/urinals can be reduced in water scarcity areas by the
Railway with the approval of GM.
3. Includes pay and use toilets. The policy for setting up such toilets be
referred in terms of Board's letter No. 05/TGIV/10/SAN/32/Pay86 Use Policy
Dt 7.6.06.
® New FOBs should be at least 6 m wide at 'A-1', À' and 'C' category stations
wherever feasible. New FOBs at Àl' 86 À' category stations should be
compatible for installation of escalators.
00 Foot over-bridges shall be provided at all crossing stations during
doubling/gauge conversion upto 'D' category stations, wherever the same are
not available.
E To be provided as per Board's letter No. 69/Elec(g)/730/8 Dt. 30.03.1971.
*** (a)On all New lines, Gauge Conversion 86 Doubling projects, minimum level
of platforms shall be medium level(Board's letter No. 2003/LMB/ 14/29 Dt.
26.4.2005).Wherever medium level of platform is to be provided as per norms,
the same shall be with the foundation for high level platform. (Board's letter
No. 2012/LM(PA)/03/07/Policy dated 06.07.12). (b)Wherever platform height
gets reduced on account of track works, the same should be restored (Board's
letter No. 2003/LMB/14/29 Dt. 03.02.2005).(c) Platform should be high level,
irrespective of category, wherever EMU trains are dealt with(Board's letter No.
2006/LMB/2/121 Dt. 11.8.2006).
++Solar energy based lighting needs to be introduced to provide emergency
lighting at "D" and "E" Category stations, wherever feasible, in non-electric
traction areas.
© For covered platforms having width of 6-9mts; one row of fans should be
13
Note: (1) At stations where only one ASM is posted, only one booking window
will be provided. In respect of 'E' category stations, where the earnings is less
than Rs. 20 lakh per annum, the quantum of amenities to be provided could
be decided by General Managers based on actual requirements.
(2) Scale of all the amenities prescribed above are the bare minimum to
be provided at the appropriate category of stations. Amenities over and
above the prescribed minimum scales will continue to be provided as
per norms for provision of amenities at "Recommended Level".
***
14
ANNEXURE - IV

Nmax= Maximum number of trains dealt with in any interval of half an hour at
the station multiplied by the average number of passengers dealt per train at
that station. The average number of passengers per train at a station shall be
the average number of daily passengers dealt with at the station divided by the
number of trains stopping at the station during 24 hours.
Ndb = Design figure for number of passenger for 'A'&'B' stations to be

calculated as Ndb = 0.3 (Nmax)
Nds = Design figure for number of passenger for 'C', 'UWE' stations to be
calculated as Nds = 0.45 (Nmax)
S.No. Amenities Recommended scale for provision
Cat. Al, A & B Other stations
1. Booking Facility 1 window per 800 tickets per shift (shift with
maximum number of tickets sold should be
(No. of counters)
taken)
2. Drinking water No. of taps= No. of taps= Nmax/25.
Nmax/25. Taps
N
(No. of taps)
should be
distributed so that
every alternate
coach gets benefit of
a tap
3. Waiting hall/Shed 1.394 Ndb sqm 1.394 Nds sqm(Excluding C)
4. Seating arrangement 0.4 Ndb 0.4 Nds
(No. of seats)
5. Platform shelter* 0.28 Nmax 0.28 Nmax

(on each PF) .
6. Urinals# Ndb/200 Nds/200
7. Latrines# Ndb/200 Nds/200
8. Platform level To be decided by the Zonal Railways
9. Lighting 0 As per Board's letter no. 95/Elec(G)/ 138/5 dated
19.3.96 Norms indicated in Note below.
10. Fans ** As per Board's letter no. 95/Elec(G)/ 138/5 dated

19.3.96.
15
11. Foot over bridge To be decided by the Zonal Railways
12. Time Table Display To be decided by the Zonal Railways
13. Clock To be decided by the Zonal Railways
14. Bathrooms$ 1/400 Ndb 1/400 Ndb at other junction

86 terminal stations only
15. Water Coolers To be provided if total number of

passengers,inward and outward is more than
1000 per day (As per Bd's letter no.
69/Elec(g)/730/8 Dt 30.3.71.
To be decided by the Zonal Railways
16. IVRS A - 48 lines (calls A central IVRS with

72000) adequate lines should be
provided to cover all
B - 24 lines (calls
suburban stations -
5000-20000) Minimum 6 lines if IVRS is
otherwise justified
17. Public Address To be decided by the Zonal Railways

system/Computer
based
announcement
18. Parking-cum- To be decided by the Zonal Railways
circulatory area,
with lights .
19. Electronic Train To be decided by the Zonal Railways

indicator board.
20. Public phone booth To be decided by the Zonal Railways
21. Signage To be decided by the Zonal Railways

(standardized)
* At important Al, CA' category and suburban stations, efforts should be to cover
the entire PF.
# 1/3 rd of urinals/latrines be reserved for ladies.
@ (a) Emergency light: From Auxiliary Transformer (AT) connected to traction
supply, 10 light points for Al and A category stations on each platform.
Emergency light from DG set/Solar supply on each platform at all stations where
traction supply is not available, except E F category stations. (b) Minimum One
light in ASM room, Booking Window, Waiting Hall each, one light on each FOB at
every 30 meter, 03 lights on each platform and one light in circulating area shall
16
be provided as emergency light with suitable back up power source such as
Solar/wind etc.
** For covered platforms having width of 6-9 mts, one row of fans should be
$ At suburban stations, bathrooms need not be provided.
Note:Norms for recommended level of illumination at various categories of
stations are as follows (Ref Bd's Circular No 2005/Elec(G)/150/1 Dt 28.2.06)
S No. Area Proposed lux level for category I/ II/ III statior
1. Station circulating area 50/30/20
Outdoor car parking 20/ 20/ 20
2. Station concourse area 100/ 100/ 100
3. Booking office, reservation 200(localized above counter) & 100 in

office, enquiry office remaining areas for category I, II, III stations.
4. Parcel &luggage 150/ 150/150

office counter 150/150 /150
5. Platform covered .50/30/20
Open area
6. Waiting halls/rooms 100/100/ 100
7. Retiring rooms 100/100 /100
8. Restaurant & kitchen in

general building area:
i) restaurant area:
ii) Kitchen: 150/150 /150
iii) Stores: 100/100/ 100
100/100/ 100
9. Foot over bridge 50/30/20
10. Other service buildings 200 for SM's office for category I, II, III station.
inside Railway station area
Category (I) -Stations on Zonal railway HQs State capita l s an d a ll Al & A

category stations
Category (II) - Stations on Rlys. Divisional Hq./State Distt. HQs & all B
Category stations
Category (III) - Stations in remaining Categories
***
17
ANNEXURE-V
NORMS OF DESIRABLE AMENITIES AT VARIOUS CATEGORIES OF STATIONS
S.No Amenities STATION CATEGORY
A-1 A B C D E F
1. Retiring room Yes' Yes Yes - - - -

2. Waiting room (with
bathing facilities)
Upper Class Yes' Yes - - - -
2nd class Yes' Yes Yes - Yes -
Separate for ladies Yes' Yes - - -

(combined upper
and 2 nd Class)
3. Cloak room Yes Yes Yes - -

4. Enquiry Counter Yes Yes Yes - - - -
5. NTES Yes Yes - - - - -
6. IVRS Yes Yes Yes - - -
7. Public Address Yes Yes Yes Yes Yes -
system /Computer
based
announcement
8. Book stalls/other - Yes2 Yes Yes Yes Yes - -
stalls of essential
goods
9. Refreshment room Yes Yes Yes - - -
10. Parking/circulatory Yes Yes Yes Yes Yes -

area with lights ***
11. Washable apron Yes Yes Yes - - - -

with jet cleaning #
12. Electronic Train Yes Yes Yes Yes - -
indicator board
13. Touch Screen Yes Yes Yes - -
Enquiry system
14. Water vending Yes Yes** Yes** - - - -
machines
15. Foot Over Bridges Yes Yes Yes Yes Yes®
16. Escalators Yes3 Yes3 - Yes3 - - -
18
Yes4 Yes4 - - - - -
17. Travellator
Yes Yes Yes Yes Yes - -
18. Signage
(standardized)
Modular Catering Yes Yes Yes Yes Yes - -
19.
Stalls*
Automatic Vending Yes Yes** Yes** Yes** -
20.
Machines
Yes Yes Yes Yes Yes Yes
21. Pay & Use Toilets
on end platforms &
circulating area.
Yes4 - - - - - -
22. Provision of cyber
cafes
Yes Yes Yes Yes Yes Yes -
23. Provision of ATMs
(preferably with ** **
ticketing facility)
Yes - - - - -
24. Provision of at least
one AC
VIP/Executive
Lounge
Yes - - - - -
25. Food Plaza
Yes - - - - - -
26. Train coach
indication system
27. CCTV for Yes - - - - - -
announcement &
security purpose
Yes Yes Yes Yes - -
28. Coin operated
Ticket Vending
Machines
29. Pre-paid Taxi Yes5 - - - - - -
service
High Level Platform Yes Yes Yes Yes Yes6 - -
30.
Yes(in italics): Also prescribed as Minimum Essential Amenity under Annex. II.
*** Should include high mast lighting wherever feasible.
# Washable aprons with water hydrant/jet system should be provided at all
platforms where morning train stops for longer duration to ensure cleanliness and
better maintenance.
® On double line sections.
* In end platforms, all stalls should be preferably embedded in walls.
**Optional items vide Board's letter 1\16.94/LMB/2/175 dated 16.1.05.
19
Numbered subscripts:
1: Up gradation to be taken up preferably under public-private partnership

schemes. Retiring Rooms need not be provided at 'D' category stations.
3: Escalators at 'Al', 'A' 86 'C' category stations arid stations of Tourist importance.
4: Subject to availability of space& feasibility.
6: With the approval of General Manager.
***
20
2013 Ramped FOB Drawing_WKS-D-2 897
gg`
23
(RAILWAY BOARD)
SUBURBAN TRAIN SERVICES OF INDIAN RAILWAYS, WITH

PARTICULAR EMPHASIS ON SECURITY OF WOMEN PASSENGERS
TWENTY-THIRD REPORT
LOK SABHA SECRETARIAT
NEW DELHI
FEBRUARY, 2014/ Magha 1935 (Saka)

SCR NO. 185
TWENTY-THIRD REPORT
STANDING COMMITTEE ON RAILWAYS

(2013-14)
FIFTEENTH LOK SABHA
(RAILWAY BOARD)
SUBURBAN TRAIN SERVICES OF INDIAN RAILWAYS, WITH

PARTICULAR EMPHASIS ON SECURITY OF WOMEN
PASSENGERS
Presented to Lok Sabha on 06.02.2014
Laid in Rajya Sabha on 06.02.2014

NEW DELHI
February, 2014/ Magha 1935 (Saka)

CONTENTS
COMPOSITION OF THE COMMITTEE................................................................. (iii)
INTRODUCTION............................................................................................. (v)
PART-I
CHAPTER I INTRODUCTORY........................................................ 1
- Understanding Suburban Train Services……………… 1

- Financial overview of the Suburban segment of the Indian 6
Railways …………………………………………………………………….
CHAPTER II PASSENGERS’ AMENITIES IN SUBURBAN TRAIN 10

SERVICES…………………………………………………………………….
- Amenities for Suburban Passengers at Platforms……………… 10

- Amenities provided in the Suburban trains……………………….. 16
- Amenities for Persons with Disabilities at Suburban 19
Platforms……………………………………………………………………..
CHAPTER III PASSENGER SECURITY………………………………………………….. 21
- Overall Security Structure of Indian Railways…………………… 21

- Women representation in RPF………………………………………… 25
- Security of women passengers in the suburban train 27
network………………………………………………………………………
- Complaint Mechanism………………………………………………… 34
PART-II
RECOMMENDATIONS………………………………………………………………………………………………... 36
ANNEXURE
Annexure I, II, III, IV and V……………………………………………………………………………………….. 58
APPENDIX
Minutes of the Sitting of the Standing Committee on Railways held on 09.10.2013,
31.10.2013, 08.01.2014 and 27.01.2014……………………………………………………………………….

Constituted on 31.08.2013
COMPOSITION OF STANDING COMMITTEE ON RAILWAYS (2013-14)
Shri T. R. Baalu - Chairman
MEMBERS
LOK SABHA
2. Shri Partap Singh Bajwa
3. Dr. Ram Chandra Dome
4. Smt. Maneka Sanjay Gandhi
5. Shri Pralhad Joshi
6. Shri Bhaskar Rao Patil Khatgonkar
7. Dr. Nirmal Khatri
8. Shri Surendra Singh Nagar
9. Shri Devender Nagpal
10. Shri Anand Prakash Paranjpe
11. Shri Rayapati Sambasiva Rao
12. Shri Rudra Madhab Ray
13. Shri Magunta Sreenivasulu Reddy
14. Smt. Satabdi Roy
15. * Vacant
16. Shri Ganesh Singh
17. Shri Lal Ji Tandon
18. Shri Ashok Tanwar
19. Shri Harsh Vardhan
20. Dr. Vivekanand
21. Smt. Dimple Yadav
RAJYA SABHA
22. Shri Husain Dalwai

23. Shri Prabhat Jha
24. Shri Om Prakash Mathur
25. Dr. Barun Mukherji
26. Shri K. Parasaran
27. Shri Ambeth Rajan
28. Shri Tarini Kanta Roy
29. Shri Bashistha Narain Singh
30. Shri Ishwar Singh
31. Shri Nandi Yellaiah
Constituted vide LS Bulletin No.5635 dated: 04.09.2013
* Yashodhara Raje Scindia ceased to be a Member vide Lok Sabha Bulletin Part II No.5977 dated
19.12.2013.

1. Shri K. Vijayakrishnan - Joint Secretary

2. Shri Arun K. Kaushik - Additional Director
4. Ms. Swati Parwal - Committee Officer
(iv)

INTRODUCTION
I, the Chairman of the Standing Committee on Railways (2013-14), having been

authorised by the Committee to present the Report on their behalf, present this
Twenty-Third Report of the Standing Committee on Railways on ‘Suburban Train
Services of Indian Railways, with particular emphasis on Security of Women
Passengers’.
2. The Committee took evidence of the representatives of the Ministry of Railways

(Railway Board) on 09.10.2013, 31.10.2013 and 08.01.2014.
3. The Committee considered and adopted the Report at their sitting held on
27.01.2014. Minutes of the related sittings are given in appendix to the Report.
4. The Committee wish to express their thanks to the officers of the Ministry of
Railways (Railway Board) for appearing before the Committee and furnishing the
material and information which the Committee desired in connection with the
examination of the subject. They would also like to place on record their deep sense of
appreciation for the valuable assistance rendered to them by officials of Lok Sabha
Secretariat attached to the Committee.
5. For facility of reference and convenience, the observations and recommendations

of the Committee have been printed in bold letters in Part-II of the Report.
NEW DELHI; T.R. BAALU

5 February, 2014 Chairman,
16 Magha, 1935 (Saka) Standing Committee on Railways

PART I
CHAPTER I
INTRODUCTORY
The Indian Railways is the lifeline of the nation, with a route length of 64,600
kilometres, providing both passenger and freight services. Over the years, it has
evolved as the most common and affordable mode of transportation for the people.
The passenger services of the Indian Railways are available on both suburban and
non-suburban segments. The non-suburban sector comprises long distance
Express/Mail train services whereas the suburban sector has short distance local
trains providing accessibility to major cities.
Understanding Suburban Train Services
1.2 Suburban rail, urban rail, commuter rail, or regional rail, plays a major role in
the public transport system of many of India‟s major cities. Suburban rail is defined
as a rail service between a central business district and its suburbs, a conurbation or
other locations that draw large numbers of people on a daily basis. In other words,
suburban train services are the vital link which connects Suburban Centres to the
„Urban conglomerates‟.
1.3 In the Indian Railway system, „suburban section‟ has been separately defined
only on six Zonal Railways, namely, Central, Eastern, Southern, South Eastern,
South Western, Western and on Metro Railways. On the South Central Railway,
„suburban section‟ has been defined w.e.f. February, 2013. Metro Railway, Kolkata,
has been included in suburban train services from 2011-12.
1.4 The details of the coverage of suburban trains both in terms of passengers
and areas, Zone-wise, are as under (Table 1):
Zone Coverage of sub-urban Coverage of sub-urban train

train in terms of area in terms of passengers
Southern Railways 167 Km 11.2 lakh per day
Western Railways 123.78 Km 34.84 lakh per day
1

Eastern Railways 923 Km 27.84 lakh per day
Central Railways 310 Km 40 lakh per day
South Eastern 249 Km 3.67 lakh per day
Railways
South Central 43 Km 1.40 lakh per day
Railways
1.5 The relevance of suburban train services can be established from the fact
that in the year 2011-12 it carried 4,377 million passengers (53.23 percent) whereas
the non-suburban sector handled 3,847 million passengers (46.77). The Table below
further substantiate this point by showing the proportion of suburban traffic to that
of the total traffic over the last five decades:
Table 2: Proportion to total traffic - No. of Passengers (Percentage)
1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2011-12
Non- 57.34 49.86 44.64 41.45 40.80 46.92 46.77

Suburban
Suburban 42.66 50.14 55.36 58.55 59.20 53.08 53.23
(all
classes)
Grand 100.00 100.00 100.00 100.00 100.00 100.00 100.00

Total
1.6 The huge passenger traffic on the suburban network further establishes its
socio-economic contribution to the urban centres. The suburban train services
contribute in the economic development of the urban hub by making it accessible
and by decongesting it and also mitigating the problem of urban migration.
1.7 Undoubtedly, the suburban train facilities also ease the burden on road
traffic, though the Committee have been apprised by the Railway Ministry that there
is no recent study undertaken to assess the modal share of suburban segment of rail
passengers vis-à-vis those using road transport.

Frequency of Suburban Trains
1.8 During the course of the Study Tour of the Committee to Kolkata, Mumbai
and Hyderabad, the Committee received complaints regarding slow frequency of
suburban trains leading to difficulty in boarding and de-boarding the trains. In this
regard, Central Railway has submitted that on slow corridor a frequency of 4
minutes in peak and non-peak is maintained and on fast corridor a frequency of 3.45
minutes in peak. During non-peak, the fast corridor is utilised for running of
Mail/Express, freight and other trains. The South Central Railway stated that they
maintain frequency of 8 minutes and 16 minutes during peak and non-peak hours,
respectively.
Type of Suburban Trains - EMU and MEMU
Electric Multiple Units (EMU)
1.9 Suburban trains that handle commuter traffic are mostly Electric Multiple
Units (EMUs) which have wider car body and have quick acceleration and
deceleration. They usually run in 9/12/15 car configuration to handle traffic. One
unit of EMU coach consists of one motor and two trailer coaches. Thus, a nine-coach
EMU train consists of one motor and two trailer coaches. A standard EMU unit (3
coaches) is designed to accommodate 320 sitting passengers, but the number of
actual number of passengers can easily be twice or thrice that number or even four
times, with standees, during rush hour.
1.10 The first EMU service was introduced on Indian Railways in Mumbai in the
year 1925. Presently, the number of EMU services in Mumbai alone has crossed
1600 per day on Central Railway and 1300 per day on Western Railway.
1.11 As informed by the Ministry of Railways, at present, EMU services are running
in Central, Eastern, Northern, Southern, South Central, South Eastern and Western
Railways. The number of rakes in service and EMU services run per day is tabulated
below:

Table 3: No. of EMU rakes in service and EMU services run per day
Railways Total Rake Length/No. of rakes EMU
rakes in services/
service day
6 car 9 car 10 car 12 car 15 car
CR 126 0 36 0 89 1 1662
ER 144 0 64 19 61 0 1272
NR 19 2 0 4 10 3 107
SR 67 7 39 0 21 0 686
SCR 9 0 9 0 0 0 121
SER 32 0 27 0 5 0 178
WR 84 0 1 0 81 1 1305
Total IR 481 9 176 23 267 5 5331
1.12 The Table above clearly shows that although maximum 12 car rakes are in
service, but still - almost 37 percent - 9 car rakes are in operation. However, during
the Study Tour of the Committee to Kolkata, the members of ZRUCC/NGOs and
passengers‟ associations have suggested that there is an urgent need to increase
the number of coaches on suburban trains from 12 to 15. This would ease the
problem of over-crowding as well as prevent entry of unauthorized male passengers
into the ladies compartments. Again, during the visit of the Committee to the
suburban section from Tambaram to Nungambakkam, Chennai (Southern Railway),
the Committee witnessed considerable over-crowding in all coaches even at non-
peak hours and the same suggestions regarding augmentation of coaches were
received by the Committee.
1.13 In this regard, the Ministry of Railways have stated that considering the ever
increasing traffic in the suburban sector, Railways are progresivly increasing the
length of trains from 9 car to 12 car and 15 car on the basis of feasibility of running
and availability of coaches and infrastructure. All trains in Mumbai suburban on
Western Railway have been augmented to 12 car and 15 car. On CR, NR and NCR,
EMU services upto 15 car are running. Similarly, on other suburban systems, the

EMU trains are being augmented progressively and necessary infrastructure is also
being planned to run longer trains.
1.14 It has been further stated by the Ministry that in the Mumbai suburban
system, the existing conventional DC EMU rakes are being replaced with energy
efficient EMU rakes with IGBT based three-phase propulsion system having
regenerative braking features. 128 rakes have been inducted into passenger
services by the end of 2011-12. These rakes are about 30-35 % more energy
efficient than conventional EMUs.
1.15 Regarding the introduction of new trains on the suburban sector to further
ease the load on the existing infrastructure and to meet the rising traffic, the
Ministry has submitted that out of 156 suburban services announced in the Railway
Budget 2011-12, 153 services have already been introduced. In the Railway Budget
2012-13, 187 suburban services were announced and were to be introduced during
the same financial year. However, 80 suburban trains have been introduced so far.
Mainline Electrical Multiple Units (MEMUs)
1.16 Unlike EMU trains that are designed for running in a Metropolitan city and its
suburb, MEMU trains are designed for semi-urban and rural areas. MEMU trains also
have end vestibule (the passageways connecting two coaches) and foot steps which
are not there in EMU. The width of a MEMU train is similar to that of passenger
coaches. Each MEMU train has a standard configuration of 8 coaches (two units).
Each Unit comprises of one driving Motor coach and three trailer coaches and the
sitting capacity of each unit is 405. One 8 car MEMU train can accommodate 2430
passengers in dense crush loading with seating and standee passengers. The length
of the MEMU train can extend to 12 coaches, 16 coaches and 20 coaches to meet
with traffic requirement.
1.17 The first Mainline Electrical Multiple Unit service was started on the Asansol-
Burdwan section of Eastern Railway on 11.07.1994. At present, MEMU services are
running in Eastern, East Central, Northern, North Central, Southern, South Central,

South Eastern, West Central, South East Central, South Western and Western
Railways. The number of rakes in services and MEMU services run per day is
tabulated below:
Table 4: No. of MEMU rakes in service and MEMU services run per day
Railways Total Rake Length/ No. of rakes MEMU

rakes in services/day
services
8 car 12 car 16 car 20 car
ER 16 4 12 0 0 82
ECR 11 0 0 11 0 40
NR 24 6 14 2 2 109
SR 13 13 0 0 0 48
SCR 10 2 8 0 0 47
SER 16 16 0 0 0 77
SECR 11 11 0 0 0 46
WR 14 0 14 0 0 71
SWR 1 1 0 0 0 8
Total 116 53 48 13 2 528
IR
1.18 Thus, a total of 116 MEMUs are in service with a maximum number of 8 car
rake MEMU. The Committee have received several suggestions regarding
augmentation of existing MEMU services on Indian Railways from 8 to 12/16
coaches.
Financial overview of the Suburban segment of the Indian Railways
1.19 The Ministry have stated that the budget is allocated Grant-wise and
sub-head-wise only. There is no budgetary segregation for suburban services
seperately. Expenditure incurred for running Suburban Services is not being
separately maintained in the books of account since most of the expenditure
incurred is joint cost shared all types of train services. Overall and zone-wise
financial performance of the Suburban Train Services during the last 5 years is given
in the Table below.
6

Table 5: Financial position of suburban services on Indian Railways
(Rupees in Crores)
2006-07 2007-08 2008-09 2009-10 2010-11 2011-12
MUMBAI AREA
CENTRAL RAILWAY
Expenses 686.17 726.01 947.33 1123.78 1215.68 1282.88
Earnings 583.17 619.14 631.64 653.19 690.45 711.80
Loss/Prof. -103.00 -106.87 -315.69 -470.59 -525.23 -571.08
WESTERN RAILWAY
Expenses 399.33 422.69 559.96 650.09 696.84 720.72
Earnings 453.09 548.99 547.05 553.35 596.56 632.18
Loss/Prof. 53.76 126.30 -12.91 -96.74 -100.28 -88.54
TOTAL
Expenses 1085.50 1148.70 1507.29 1773.87 1912.52 2003.60
Earnings 1036.26 1168.13 1178.69 1206.54 1287.01 1343.98
Loss/Prof -49.24 19.43 -328.60 -567.33 -625.51 -659.62
KOLKATA AREA
EASTERN RAILWAY
Expenses 893.43 984.94 1277.63 1517.05 1584.69 1728.68
Earnings 310.14 317.92 320.60 344.13 371.47 383.57
Loss/Prof -583.29 -667.02 -957.03 -1172.92 -1213.22 -1345.11
SOUTH EASTERN RAILWAY
Expenses 192.86 218.48 248.84 317.79 329.21 367.00
Earnings 37.43 43.24 47.68 48.13 47.11 49.85
Loss/Prof -155.43 -175.24 -201.16 -269.66 -282.10 -317.15
TOTAL

Expenses 1086.29 1203.42 1526.47 1834.84 1913.90 2095.68
Earnings 347.57 361.16 368.28 392.26 418.58 433.41
Loss/Prof -738.72 -842.26 -1158.19 -1442.58 -1495.32 -1662.27
CHENNAI AREA
SOUTHERN RAILWAY
Expenses 230.61 253.63 338.38 379.17 403.87 450.20
Earnings 90.78 110.91 117.48 125.10 160.92 145.72
Loss/Prof -139.83 -142.72 -220.90 -254.07 -242.95 -304.48
KOLKATA AREA
METRO RAILWAY*
Expenses 0.00 0.00 0.00 0.00 0.00 333.09
Earnings 0.00 0.00 0.00 0.00 0.00 107.14
Loss/Prof 0.00 0.00 0.00 0.00 0.00 -225.95
ALL INDIA
Expenses 2402.40 2605.75 3372.14 3987.88 4230.29 4882.57
Earnings 1474.61 1640.20 1664.45 1723.90 1866.51 2030.25
Loss/Prof -927.79 -965.55 -1707.69 -2263.98 -2363.78 -2852.32
1.20 The Committee have also been informed that the Operating Ratio of the
Suburban Services is not calculated separately. However, the operating ratio as
provided by the various Zones during the Study Tour of the Committee is given
below in Table 6:
Sl. Railway 2008-09 2009-10 2010-11 2011-12 2012-13

No. Zones
1. CR 145 167 171 176 194
2. ER 173.45 186.25 178.52 182.10 178.86
*
Metro Railway, Kolkata has been included in suburban Train services from 2011-12.

3. SR No separate Operating Ratio is calculated for Suburban
Services
4. SCR 57.80 47.96 52.28 73.41 88.09
5. SER No separate Operating Ratio is calculated for Suburban

Services
6. WR 168 166 166 186 191
7. Kolkata Metro 253 248 226 311 328
OR= (Net Working Exp. + Appropriation to Funds) / Gross Earnings.
1.21 On being asked whether the Ministry has taken/proposed to take any measures
to enhance revenue in the suburban segment, the Ministry submitted that the Indian
Railways continuously strive to attract more passengers with a view to augmenting
revenue through the following measures:
• Introduction of new services to cater to requirement of different segments of

passengers.
• Enhancing the composition of suburban services to trains with 12 cars and 15
cars.
• Increase in frequency of existing services.
• Changing timings of trains to suit passengers‟ convenience.
• Running of special trains.
• Stepping up of ticket checking drives on a massive scale by inducting staff
from all departments.
• Special focus on manning and collection of tickets at the gates to avoid
leakage of revenue.
• Commercial publicity to enhance auxiliary revenues.

CHAPTER 2
PASSENGERS‟ AMENITIES IN SUBURBAN TRAIN SERVICES
Today, the Indian Railways, as a major utility provider, is under constant pressure to
meet the rising expectations of the twenty-first century India. The responsibility of
the Railways does not end with the transportation of passengers and goods but
rather begins with that. The major responsibility of the Railways is to ensure that
the journey of the commuters is smooth and comfortable and for this they provide
some basic amenities to its commuters.
Amenities for Suburban Passengers at Platforms
2.2 The Indian Railways has about 483 suburban stations. While planning for
provision/augmentation of stations, due consideration needs to be given to the
importance of the station from the point of view of passenger traffic. Stations have
been divided into seven categories, viz., “A1”, “A2”, “B”, “C”, “D”, “E” and “F”
categories, depending upon the earnings as an indicator of volume of passenger
traffic.
2.3 Suburban stations come under “C” category. When a station is constructed,
certain minimum amenities are to be provided at each category of stations. For a
suburban station, these amenities are as under (at Table 7) :
S.No. Amenities Norms

1. Booking facility (No. of counters) 4
2. Drinking water (No. of taps) 6 taps on each platform
3. Seating arrangement (No. of seats/platforms) 10
4. Platform shelter (on each platform) 200 sqm.
5. Urinals 4
6. Latrines 2
7. Foot over bridge 1
8. Water cooler 2 on each platform
9. Platform High level
10. Lighting arrangement Annexure A (As per
11. Fans Annexure II of Board‟s
10

letter No. 2004/Elec
(G)/109/1 Dated
18.05.2007)
12. Time Table display As per instant instructions
13. Clock To be decided by zonal
Railways
14. Public Address System/Computer based
announcement
15. Parking-cum-circulatory area, with lights As per instant instructions
16. Electronic Train Indicator board
17. Public Phone booth
2.4 The Ministry of Railways has submitted that the above minimum essential
amenities, as per norms, are mandatorily provided at all Suburban stations.
However, the availability of amenities at stations as per above norms may not be
commensurate with the actual passenger traffic. Hence, the requirement of actual
amenities based on number of passengers as per the norms are worked out and
augmentation of amenities is done based on this criteria which are known as
“Recommended Amenities”.
2.5 “Desirable Amenities” are those amenities, which are considered desirable
to improve customer satisfaction and interface process at the station. The quantum
of desirable amenities provided would depend upon the category of station. These
include items like catering and vending stalls, adequate parking and circulating area,
train indication board, public address system, etc.
2.6 With a view to providing upgraded amenities at stations, the scheme of

“Adarsh station” has been introduced from the year 2009. Under this scheme,
977 stations have so far been identified for development out of which 258 are
suburban stations. For the suburban stations which constitute the majority of
identified Adarsh Stations, the areas of focus are as under:
Ethnic-ethos – local art/architecture to be reflected in a distinctive and

colourful manner.
11

Focus on quick entry and exit for passengers (minimum two entry and two
exit points).
Railway road, i.e., access from civil road to station premises to be smooth
with no unauthorized fetters on this road.
Provision of signage, i.e. location of ladies/handicapped coach.
Electronic train indicator board/plasma TV train indicator system.
Toilets: minimum 4 urinals of which 2 should be toilets at the platform.
These will be renovated / made by Railways but operated on „Pay and Use‟
basis. The location would preferably be the home platform/concourse on
either side of the station only for ease of drainage and sanitation.
Provision of full shelters on the platforms for better protection from elements.
Provision of Booking Office on both sides, as required.
Provision of wide FOBs, as required.
Improving the stairs‟ quality.
Provision of adequate drinking water arrangements at suitable points,
ensuring no hindrance to free flow of passengers.
Provision of adequate lighting even at circulating areas.
Focus on maintenance of assets.
Conservancy contracts for cleaning.
Computer based public address system.
Earmarked parking.
Lifts/escalators (subject to feasibility).
High level platform.
Water cooler.
Unreserved ticketing system.
FOB/circulating area/concourse, etc., ramps at entry to stations for physically
handicapped and Sr. Citizens.
Separate parking for disabled persons.
Non-slippery walkway from parking lot to station building.
A toilet for differently abled.
„May I Help You‟ booth.
12

Trolley path/end pathway for inter-platform movement of wheelchair for
differently abled.
Wheel chair.
Mobile charging points, etc.
2.7 The Ministry, in their written submission to the Committee, has stated that
every endeavour is made to maintain all passenger amenities at the stations in good
working order at all times; maintenance staff carry out repairs needed. However,
invariably, in all the submissions made to the Committee by the suburban trains‟
commuters of different zones, the absence of the above mentioned basic amenities
has been pointed out.
2.8 The Ministry also submitted:
“defacing the railway property by spitting, urinating, defecating in the railway

premises is a punishable offence. Indian Railways (Penalties activities
affecting cleanliness at railway premises) Rules, 2012 under the Railways Act,
1989 has been duly framed vide Gazette Notification dated 26.11.2012 to
penalize the persons affecting cleanliness & hygiene at Railway premises.
Railways have given wide publicity by public address system, posters at
prominent places in stations, nukkad nataks, pamphletsm, etc. Whosever
contravenes any of the provisions of these Rules or fails to comply with such
provisions shall be punished with a fine which shall not exceed five hundred
rupees.”
Lack of Proper Illumination
2.9 In the petitions submitted to the Committee, it has been pointed out that
there is lack of proper illumination at most of the suburban stations, platforms,
circulating areas and around ladies‟ toilets. This often leads to anti-social activities
like pick-pocketing, chain snatching, harassment of both male and female
commuters during late hours at the hands of thieves, drug-addicts, alcoholics, etc.
On being asked to furnish the detailed guidelines covering the quantity and quality
13

of these basic amenities that shall be mandatorily provided at all suburban stations,
the reply by the Ministry is as follows:
“Policy guidelines for ensuring approved lux level for different category of stations,
including suburban stations (C-category) and Foot Over Bridge (FOB) for improved
lighting for different locations of stations have been issued vide Board‟s letter no.
2004/Elect(G)/109/1 dated 18.05.2007 (copy enclosed at Annexure A). Lighting at
suburban stations are provided as per this norm.”
Height, length and width of the platforms
2.10 The Committee have also received complaints regarding the uneven height of
platforms which results in serious injuries to commuters and is a big handicap for
differently abled people from availing the suburban services. The issue has also
been highlighted in the meeting of the Committee with ZRUCC/NGOs and
passengers‟ associations during the Study Tour to Mumbai that new rakes had been
introduced over the suburban railways which had a difference in height and
consequently disembarking/embarking on platforms/trains was difficult.
2.11 On being asked about the measures that have been taken by the Railways to
raise the platform levels to international standards in order to match the door level
of the trains so that differently abled people, elderly citizens, pregnant ladies, small
children and critically ill patients with or without wheelchair can enter the bogies
with ease, the Ministry has informed that the feasibility of reducing the gap between
Platform level and Coach level for suburban stations is under examination.
2.12 The Committee were informed by various ZRUCC and passengers‟

associations that no measures have been initiated by the Railways to broaden the
width of the platforms where augmented rakes EMU/MEMU cars have been
introduced. About the prescribed width of the platform, the Ministry has submitted
that as per Indian Railway Standards, the width of the platform is determined on the
basis of clearance specified in the Schedule of Dimensions (SOD) and should be
14

adequate to permit free and unhampered movement of passengers. Standard width
has not been prescribed for any railway platform.
Absence of Basic Amenities
2.13 It came to the notice of the Committee that at suburban stations where
toilets are available, their upkeep is not up to the mark. „Akshara Safety Auditors‟
have successfully carried out several safety audits in 2012-13 on local railway
stations of Mumbai (Central, Western and Harbour lines). According to them, the
condition of ladies toilets on all the stations audited were very bad with broken
doors and windows of toilets and unclean and highly unhygienic conditions. In most
of the stations audited, toilets were found at the outskirts of the local station. This is
again very inaccessible and unsafe for women passengers. There have been
complaints that at some stations the toilets are kept locked and reserved for railway
staffs‟ personal use, for example the Thiruvottiyur Station.
2.14 To the query regarding absence of toilet facilities at several suburban

stations, the Ministry has furnished the following reply:
“As per extant policy, toilets should be provided only in concourse / circulating areas
in suburban stations. Provision of toilets is not preferred on platforms at suburban
stations as the major requirement of suburban passengers is urinal.
Amenities provided at stations are maintained in satisfactory condition. The repairs

/ maintenance of facilities including toilets is undertaken as per requirement. The
names of the stations, where broken doors & windows were observed have not
been mentioned. However, Committee‟s observations have been noted and
concerned Zonal Railways shall be suitably advised in this regard.”
2.15 In their reply to the query related to non-availability of potable water at the
suburban stations, the Ministry have stated that potable drinking water is provided
at all stations, including suburban stations. However, temporary shortage, which
15

may occur due to drying up of source, etc., is made good by alternative means like
tankers / Piaos, etc.
2.16 During the course of examination of the subject, the Committee received
complaints regarding the maintenance of the infrastructure of the suburban train
system. In their submission, the Ministry have stated that amenities provided at
stations are maintained in satisfactory condition. The repairs/maintenance of
amenities, including platform surface and foot over bridge, are undertaken as per
requirements.
Amenities provided in the Suburban trains
2.17 The details of amenities being provided to commuters in suburban trains

{Electrical Multiple Unit (EMU) & Mainline Electrical Multiple Unit (MEMU)} are as
under:
1) Introduction of new state-of-the-art AC/DC EMU rakes with improved

ventilation system, GPS based Passenger Information system,
improved seating arrangements and better interiors & exteriors
aesthetics in Mumbai area.
2) Cushioned seats in 1st Class compartment.
3) For the safety of ladies commuters, vertical/horizontal bars or
expanded metal provided in windows of ladies coach.
4) Fibre glass Reinforced Plastic (FRP) type windows.
5) Provision of toilets in Mainline Electrical Multiple Unit (MEMU) trains.
6) To improve the riding comfort of passengers, air suspension system
provided in secondary stage.
7) To reduce the overcrowding problem, the train length of existing trains
is being progressively increased.
8) Earmarking of seats exclusively for Ladies, physically handicapped &
vendors.
9) Provision of fluorescent tube lights for better illumination level.
16

10) Introduction of stainless steel EMU rakes in Eastern
Railway having superior aesthetics.
2.18 On being questioned about the toilet facilities in the suburban trains services,
the Ministry of Railways has informed that as per the present policy guidelines, toilet
facilities are provided in DEMU/MEMU trains having journey time of more than 2
hours. First MEMU rake with toilet facilities has been turned out by RCF in the month
of April 2010. Presently, there is no policy for provision of toilet facilities in EMU
trains.
Provision of AC rakes
2.19 The Ministry have stated that at present, no air-conditioned Electrical Multiple
Unit (EMU)/Mainline Electrical Multiple Unit (MEMU) suburban train is running on
Indian Railways. It is planned to introduce air-conditioned EMU services on Mumbai
Suburban on trial basis.
2.20 During the tour of the Committee to Kolkata, the Committee enquired about
the time-frame for replacement of existing Non-AC rakes with AC rakes. The General
Manager, Kolkata Metro, have submitted before the Committee in writing that the
existing fleet of 27 Metro rakes consists of 13 AC rakes and 14 (7 BHEL make and 7
NGEF make) non-AC rakes. 7 BHEL make non-AC rakes have been planned for
replacement by new AC rakes on completion of their extended codal life of 28 years
by 2015-16. Balance 7 NGEF make non-AC rakes have been planned for
rehabilitation since they have considerable residual life and will be in service till
2022-23.
Absence of Separate Booking Counters
2.21 The Committee have received suggestions regarding introduction of seperate

booking counters for female and disabled passengers; however, the Ministry has
stated that there is no policy for earmarking of separate ticket booking counters for
ladies. Most of the available general booking counters are being utilized to their
17

optimum capacity and at some of the stations there are long queues; in such a
situation, earmarking one/some of the counters for exclusive use of specific
category of passengers would put a constraint on facilities available to general
passengers which is not desirable. Moreover, with a view to enhancing the
convenience of the passengers in purchasing tickets, Railways have been adopting
modern technological means like computerized UTS (Unreserved Ticket System),
ATVMs (Automatic Ticket Vending Machines), JTBS (Jansadharan Ticket Booking
Sewaks) and STBS (Station Ticket Booking Sewaks). Further, provision of additional
counter for exclusive use of ladies, senior citizens, etc. would have financial
implications and require additional resources. A few counters for ladies has,
however, been earmarked at some stations such as Howrah, Mumbai Central,
Churchgate, Borivali, Andheri, Secunderabad, Hyderabad, etc.
Issues related to Suburban Train Time-Table
2.22 The Committee have received written complaints that the Western Railway
does not publish Suburban Time Table regularly. To this, the Ministry has explained
that the Western Railways prints public Time Table for suburban trains every year in
the month of July and is being sold at Rs 8 per copy.
2.23 Similar other petitions have also been received stating that in Mumbai
suburban Time Table book, railway officials‟ name, address, telephone nos. etc., are
given. But in Chennai suburban, such details are not provided. The Committee have
received complaints regarding the format and missing information in the Time Table
booklet. Through the various submissions made to the Committee, it has been
noticed that suburban train Time Tables are either not displayed or made available
at the stations/platforms or at the booking counters.
2.24 In this regard, the Ministry has furnished the following explanation to the
Committee:
“In suburban time table of Chennai Division the address, Phone Numbers and
name of Public Grievances officers and Vigilance officers are provided. The
18

existing pattern of suburban time table booklet has been vogue for a long
period of time. Chennai Division is responsible for publishing the Suburban
time table. The suburban time table is to be published annually during 1st
week of every July. But due to preference given to Working time table at
Railway Printing Press, Royapuram, at times printing and supply of suburban
time table gets delayed. Sufficient quantity of Suburban Time Table is made
available based on demand. During 2013-14, 10,000 copies were published.
Suburban Time Table are made available at ticket counters for Rs. 5. Request
for printing of additional 10,000 copies has also been placed.”
4. Amenities for Persons with Disabilities at Suburban Platforms
2.25 In accordance with the “Persons with Disabilities (Equal Opportunities,

Protection of Rights and Full Participation) Act, 1995, the Indian Railways, in 1998,
through Research Designs Standards Organisation (RDSO) drafted guidelines to
make the Indian Railways accessible to Persons with Disability (PwD), i.e., make
them Barrier Free. The detailed guidelines prepared by the RDSO regarding
amenities to be provided at Railway Station and other Public Buildings for Persons
with Disabilities have been given in Annexure B.
2.26 The RDSO guidelines conclude with the following points:
i) The facilities for the persons with disabilities should be provided in all
important future constructions.
ii) As far as provision of these amenities at existing railway stations and

other public utility buildings of Railways is concerned, the scope of work is
voluminous, therefore, this work has to be planned in the phased manner. The
following phases are recommended:
Phase -I: Station buildings at Zonal Railway headquarters.
Phase - II: Railway stations of State capitals.
Phase - III: Important public utility buildings like Computerised Reservation Office,
etc.
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Phase - IV: Other important stations as identified by Zonal Railways.
2.27 When asked to furnish information regarding the technical solutions that have
been provided by the Railways for making the suburban train services accessible for
the differently abled, the Ministry of Railways have stated that Railways has planned
to provide the facility like provision of standard ramp, provision of signages,
earmarking two parking lots, provision of non-slippery walkway from parking to
station building, provision of at least one disabled friendly toilet, „May I Help You‟
booths, inter-platform transfer facility, etc., to differently abled persons in two
phases: short term and long term. In Eastern Railway, the short term facility has
already been provided in all A-1, A, B and eight numbers of „C‟ category stations. In
all suburban rakes, three seats are earmarked in each motor coach for differently
abled persons.
20

CHAPTER 3
PASSENGER SECURITY
The safety and security of the passengers is another important area of concern of
the Indian Railways. Since the suburban train network caters to the daily needs of
primarily the working class as a local mode of transportation, the security issues and
concerns of the suburban trains system are different from that of long distance
trains. Besides, a large chunk of suburban commuters comprises of women
passengers.
Overall Security Structure of Indian Railways
3.2 On the vital aspect of safety of passengers, the Ministry of Railways has
informed the Committee that at present, a three-tier security system comprising of
the Government Railway Police (GRP), District Police and the Railway Protection
Force (RPF) is looking after the Railway‟s security as under-
(i) District Police:- Security of tracks and bridges and tunnels and law
and order problems beyond outer signals of railway stations.
(ii) Government Railway Police (GRP):- Prevention and detection of

crime, registration of cases, their investigation and maintenance of law
and order in the railway premises as well as on running trains. For this
purpose, a separate wing of State Police in the name of „Government
Railway Police‟ functions in the respective States. Controlled by the
respective States, 50% of the cost of Government Railway police is
borne by the Railways and the balance is paid by the State
Government concerned as a legacy of British era policing system over
the Railways.
(iii) Railway Protection Force:- Protection and security of railway

property, passenger area and passengers and matters connected
21

therewith. The Railway Protection Force functions under the Ministry of
Railways.
RPF‟s role in ensuring passenger safety
3.3 The RPF was constituted as a statutory force by an Act of Parliament in the
year 1957, i.e. the RPF Act, 1957 (later amended in the year 1985 declaring the RPF
as an armed force of the Union) for better protection and security of railway
property. By amendments in the RPF Act and the Railways Act in the year 2003, the
role and responsibility of the RPF was widened by including security of passengers
and passenger area within the ambit of its duties, though without commensurate
legal powers.
3.4 Though the Ministry has further informed that as such, the cases of crime on
Railways are reported to, registered and investigated by the Government Railway
Police, yet RPF supplements efforts of the States for better protection and security
of railway property, passengers and passengers‟ area and matters connected
therewith. In the event of occurrence of any crime against passengers or their
belongings, including cases of sexual harassment, either in a running train or at
railway platform, the GRP Thana concerned is to be approached for lodging of FIRs.
Assistance of on duty RPF staff may be taken for getting a case registered with the
GRP concerned in case the train is being escorted by the RPF staff.
3.5 Further, criminals involved in passenger related offences, apprehended by the

RPF, are handed over to the GRPs concerned for further legal action. Special drives
are also conducted by the RPF against criminal gangs involved in drugging of
passengers. The RPF, as informed by the Ministry, has been discharging the
following responsibilities towards security of passengers and passenger area since
2003 -
(i) Escorting of trains- Presently RPF is escorting 1275 important

mail/express trains on an average, daily. Besides, 2200 trains are
escorted by the GRP personnel.
22

(ii) Access Control- RPF is providing access control at all the important
stations of the country.
(iii) Prosecution of offenders under the Railways Act- Prosecution of

offenders involved in unauthorised activities in trains/station premises,
viz., alarm chain pulling, unauthorised vending/hawking, unauthorised
entry into ladies and reserved compartments, etc., is being done under
the relevant provisions of the Railways Act.
(iv) Coordination with GRP/District Police – Regular coordination

meetings are held with the GRP/Civil Police authorities by the RPF at
the Divisional, Zonal and Railway Board level to ensure smooth
transportation of passengers and freight over Indian Railways.
3.6 To a query regarding the steps taken by the Ministry of Railways to

strengthen Railway security, a list of the following measures was submitted to the
Committee:
(i) Implementation of an Integrated Security System is underway to strengthen

security surveillance mechanism over 202 sensitive stations of the Indian Railways.
The system comprises of following four broad areas-
Internet Protocol based CCTV surveillance system

Access Control
Personal and baggage screening system
Bomb Detection and Disposal System
Contracts have already been awarded by 12 Zonal Railways for installation of

the system over 23 stations and work is under progress.
(ii) Recruitment drive for filling up of 17087 posts of Constables (existing

vacancies as well as newly created posts) is underway over Zonal Railways.
23

(iii) An All India Security Helpline is being set up to provide a unique Helpline
Number to railway passengers for round the clock security assistance during their
journey.
(iv) Networking of RPF Posts and Security Control Rooms of the RPF for faster
dissemination of data/feedback/complains is underway. Pilot project has been
implemented over Western and Central Railway and zonal security control rooms.
(v) Amendments in the Railway Property (Unlawful Possession) Act, 1966 has
been done with widening of the ambit of penal provisions and empowering
authorised officer of the RPF to initiate enquiry on receipt of information about
commission of an offence against railway property under the Act.
(vi) A proposal has been moved by the Ministry of Railways for amendment in the
RPF Act to empower the RPF to deal with passenger related offences. Above
proposal has been concurred and approved by the Ministries of Home Affairs and
Law and Justice. As advised by the Cabinet Secretariat, comments of States have
been solicited on the above proposal. Comments have been received from 22
States and UTs and comments are awaited from the remaining States.
Role of GRP in upholding Railway‟s security
3.7 According to the Ministry of Railways, the strength of GRP personnel over
Indian Railways is about 38,000. This GRP strength is spread over different Zonal
Railways in consonance with the territorial boundary of the respective States. As per
the information received from Zonal Railways, the percentage of GRP deployment in
suburban stations/sections varies from State to State. Whereas 43.75% of the GRP
staff have been deployed in suburban sections in Delhi, the deployment of GRP staff
stands at 20.10 % in Haryana. In Maharashtra, deployment of GRP staff in suburban
system stands at 25.46% over Western Railway and 59% over Central Railway. At
the same time, deployment of GRP personnel of Tamilnadu in suburban sections of
Chennai over Southern Railway stands at 9% whereas it stands at 90% in Sealdah
and 16 % in Howrah.
24

3.8 It has been further stated that policing on Railways is a State subject and the
prevention of crime, registration of cases, their investigation and maintenance of law
and order in Railway premises as well as on running trains are, therefore, the
statutory responsibility of the State Governments, which they discharge through the
Government Railway Police (GRP) of the States concerned. As such, the cases of
crime on Railways are reported to, registered and investigated by the Govt. Railway
Police. However, the Railway Protection Force (RPF) supplements the efforts of GRP
by deploying their staff for escorting of important trains in affected areas and access
control duties at important and sensitive stations. Regular coordination is being
maintained with the State Governments concerned and intelligence inputs are
shared with the Intelligence Bureau, Government Railway Police/ Local Police from
time to time.
Women representation in RPF
3.9 According to the background material supplied to the Committee, presently

the representation of women in RPF is about 1.7%. The Railway Board clarified to
the Committee that earlier, non-gazetted posts (Constables and Sub-Inspectors) in
the RPF were filled through male candidates only. With a view to strengthening
security of women and to increasing the representation of women personnel in the
Force, a policy decision has been taken to reserve 10 % of the notified vacancies for
women candidates.
3.10 In the Railway Budget 2013-14, certain measures for improving safety and
security of passengers were announced. Measures related to safety of women
passengers are:
Twelve companies of women RPF personnel set up to strengthen the security

of rail passengers, especially the women passengers.
Recruitment to RPF with 10 percent vacancies reserved for women.
3.11 In this regard, the Ministry of Railways has stated that sanction of posts for
creation of 04 women companies, earmarked from newly created posts, has already
25

been conveyed to the Zonal Railways concerned. Further, the Committee have been
apprised that, with the approval of the Ministry of Railways, a proposal for creation
of eight more companies of women RPF personnel has been forwarded to the
Ministry of Finance and the matter is under consideration of the Finance Ministry.
3.12 The Ministry further informed the Committee that as far as reservation of 10
% of the vacancies for women candidates is concerned, the policy has already been
followed for filling up of 511 posts of Sub-Inspectors for which recruitment process
is nearing completion. Similarly, 10% of the vacancies are also reserved for women
candidates for filling up of 17087 posts of constables for which written tests have
already been conducted.
Gender-wise break-up of Railway Protection Force is given below at Table 8.
Gender wise
Zone Male Female
RB 13 1
CR 3710 149
ECoR 1736 55
ECR 2732 47
ER 6484 153
NCR 2363 73
NER 2674 64
NFR 3009 89
NR 6352 196
NWR 1619 58
SCR 2455 60
SECR 1273 48
SER 3234 88
SR 3627 115
SWR 1157 45
WCR 1236 45
WR 3725 129
Total* 47399 1415
*Excluding RPSF
26

5. Security of women passengers in the suburban train network
3.13 On being asked about the overall and Zone-wise percentage of women
passengers using the suburban train services, the Committee were apprised that the
suburban tickets are unreserved tickets where the gender of the passenger is not
captured. Therefore, an exact assessment of the percentage of women passengers
using suburban train services is not available with the Indian Railways. However,
according to a study of the passenger demand conducted by NCAER for the Indian
Railways, approximately 12% of the suburban travellers are women passengers.
3.14 When asked to provide the data relating to the number and nature of cases
registered with the Railway security services by female passengers of suburban
trains in various Zones over the last five years, the following reply was forwarded by
the Ministry:
“Cases of crimes against passengers in Railways including crimes against female

passengers of Suburban Trains are being reported to, registered and investigated by
the Government Railway Police (GRP) concerned of the State Governments.
Number of cases of crimes against female passengers of Suburban Trains reported
during the years 2008, 2009, 2010, 2011 and 2012 are as under:
Year No. of cases against women passengers reported in Suburban trains
Rape Molestation Eve-teasing Snatching
2008 0 1 2 35
2009 0 2 0 50
2010 0 9 3 155
2011 0 13 2 165
2012 0 14 2 98
Measures initiated for security of women passengers in suburban

sections:
27

3.15 As far as the safety and security of women passengers is concerned, the
Ministry of Railways has submitted to the Committee that various effective measures
to prevent crime against women passengers in suburban trains are being taken in
coordination with the Government Railway Police concerned in Zonal Railways based
on the crime situation. These measures as stated by the Railways have been listed
below:
(i) Structural aspects : Segregation of ladies accommodation from that

of general
 Separate and earmarked ladies coaches / compartments in all suburban trains

have been arranged. As per para 58 of the Railway Act, 1989, every railway
administration shall, in every train carrying passengers, earmark for the
exclusive use of females, one compartment or such number of berths or
seats, as the railway administration may think fit.
Details of Ladies Coaches in EMU suburban trains of CR & WR are placed at
Annexure C. Details of Ladies Coaches in other EMU suburban trains are
placed at Annexure D.
 Ladies special trains have been introduced in suburban sections during peak
hours to facilitate lady commuters.
 To ensure safe public space for lady passengers, separate waiting rooms for
women manned by lady personnel have been provided at major Railway
stations, including suburban sections, over Indian Railways.
 Adequate lighting arrangements have been made on the platforms and
concourse area of important stations.
(ii) Conventional Methods:
 32 Ladies Special Trains running in suburban sections (Mumbai-04, Delhi-06,

Kolkata-16 and Chennai-06) are being escorted by lady RPF staff in both
directions.
28

 The ladies compartments in local trains are being escorted by RPF and GRP
during peak / non-peak hours. Zone-wise details are at Annexure E.
 Staff deployment is made during late night and early morning local trains to
ensure proper security to the lady passengers.
 Ladies compartments of 64 local trains running in Mumbai suburban section
over Western Railway are being escorted by RPF during night (2200 hrs. to
0600 hrs.)
 Besides, GRP/Maharashtra is providing escorts in ladies compartments of local
trains in Mumbai suburban section during night.
 300 Home Guards (Male 270 & Female 30) have been sanctioned by GM/
Western Railway. About 200 Home Guards are deputed on the platforms daily
with RPF in suburban stations.
(iii) Drives against entry of male passengers in ladies compartments:
 Regular drives to prevent entry of male passengers in ladies compartments

are being conducted. Combined teams of lady RPF personnel and Ticket
Checking staff in the form of Mahila Vahini named as Tejaswini (Central
Railway Mumbai), Bhairavi & Virangana (Northern Railway Delhi), Tejaswini &
Rakshini (S.E. Railway Kolkata), Surakshini (Western Railway Mumbai), etc
have been formed to conduct regular drives against entry of male persons in
ladies compartments. 6400 such male persons have been prosecuted under
section 162 the Railways Act during the current year (upto August, 2013).
(iv) Sensitization of RPF personnel and front-line Railway officials:
 Awareness campaigns are being organized to sensitize RPF and the front line
Railway personnel like ticket checking staff and on board employees who
have constant interface with the travelling public. The staff concerned are
being regularly counselled to take special care of women passengers
travelling alone and to provide necessary assistance whenever required
during journey.
29

 RPF staff are being regularly briefed during „Suraksha Sammelans‟ and during
mounting of their duties to play a proactive role for ensuring safety and
security of women passengers.
 A Seminar on „Gender Sensitization‟ in association with National Commission
for Women was organized at India International Centre, New Delhi, on
02.05.2013. The Seminar was chaired by Hon‟ble Chairperson of NCW and
attended by various members of NCW. 250 RPF officials of various ranks
participated in the Seminar. Sensitization of law enforcing agencies to protect
and safeguard the modesty of women travelling in Railway has been
emphasized. Other Zonal Railways have also been directed to hold similar
Seminars.
(v) Awareness programmes:
 Passenger awareness programmes are being launched by announcement

through loudhailers / PA system as well as pasting of stickers providing the
Security Help Line Numbers of RPF Security Control Rooms for reporting
untoward incidents of crime and sexual harassment so that immediate action
can be taken against miscreants.
 Mass media programmes are being launched by Zonal Railways to create
awareness regarding crime against women passengers amongst general
public through electronic and print media.
(vi) Training Module:
 Training modules of various courses conducted by all the RPF Training

Centres in Zonal Railways include Gender Issues and offences against
women.
 Besides, RPF Academy at Lucknow is also conducting similar courses and
Seminars / Workshops for RPF officers of all Zonal Railways.
30

 Training module/ programme is being made / organized to create positive
and proactive attitude amongst the Railway employees towards crime against
women.
3.16 Although the Ministry of Railways have submitted to the Committee that
elaborate security arrangements are in place to ensure the safety of female
commuters, however, the various Zonal Railway Users Consultative Committee
(ZRUCC), NGOs and passengers‟ associations have underlined their grave concern
before the Committee over the distinct lack of security at the stations/platforms and
in trains. They also felt that suburban rail sections were vulnerable and the current
security apparatus is inadequate. Moreover, women‟s groups and commuters
themselves expressed their sense of insecurity in suburban trains/platforms/stations
during night time.
3.17 During the visit of the Committee to Chatrapati Shivaji Terminal (CST),
Mumbai, the Committee learnt that the main problems encountered by the women
travelers include unauthorized entry of male passengers in the reserved
compartments, cases of molestation and harassment as well as of snatching of
chains/handbags. The daily commuters also complained that during the non-peak
hours the frequency in train services further declines and some of them prefer to
use bus services.
All India Security HELPLINE number
3.18 The Ministry has informed that setting up of an “All India Security Help-Line”
is under process to provide a unique Help-Line Number to railway passengers for
round-the-clock security related assistance during the journey. This service shall be
made available through a unique toll free phone number. Northern Railway is the
nodal zone for implementation of the work and CRIS is the implementing agency.
3.19 Moreover, it has been stated that space has been allocated for setting up of a
call center at 6th Bn, RPSF Campus, Daya Basti. Detailed estimates to the tune of Rs.
31

5.20 crore have already been approved. A four digit no. 1322 has been allocated by
the Department of Telecom for the above helpline. The Helpline system will be
managed through professional call center agents being supervised by a team of DIG
and four Inspector level staff of RPF. Further, Board has decided that hiring of
professional call center agents will be for an initial period of two years and a final
view will be taken after a performance review at the end of the contract period.
Funds to the tune of Rs. 25 Cr have been requested for roll out phase of RPF
Security Management System (RSMS) as RSMS network will be utilized for
transmission of passenger complaints (received through Helpline) to Zones
concerned.
3.20 Regarding the suggestion of installation of CCTVs cameras in ladies coaches

and on platforms, the Ministry replied that platforms of major suburban stations are
either provided with CCTV cameras or the work for provision is in progress.
However, currently, no policy to provide CCTV Cameras in ladies coaches of
suburban trains exists and no such work has been undertaken.
3.21 Further, on another suggestion regarding placing of ladies compartment in

the front next to the motorman cabin rather that at the rear end, the Ministry stated
no ladies compartment/coach of a suburban train is provided at the rear end. To
ensure safety of women passengers, one ladies compartment is provided in the front
just next to the Motorman coach and one ladies coach next to guard cab in 9/12 car
rakes. Further, in 12 car rakes an additional ladies coach is provided in the middle of
formation to facilitate lady passengers to entrain and detrain easily. Further, RPF
escorts have been provided to ensure safety of lady passengers during night.
Crowd Management at suburban stations/platforms
3.22 RPF staff have also been deployed by Zonal Railways for ensuring smooth
entry/exit of commuters in suburban sections. For long distance trains running in the
suburban area, queue system is formed for crowd management at originating and
important railway stations in coordination with the GRP, particularly in GS coaches
considered to be over-crowded.
32

3.23 Other measures like deployment of additional RPSF staff and Home Guards,
etc. are also initiated by the Railways to manage extra rush of passengers at
important stations during summer rush/pooja rush/vacation period.
Problems caused by women vendors
3.24 The Committee have received written complaints regarding problems faced by
regular lady passengers of Howrah-Burdwan Main Line and other suburban trains
due to women vendors who generally travel with their belongings (basket of
vegetables, fruits, etc.) in ladies‟ compartment instead of separate compartment
allotted for the vendors. They generally sit on the floor of the compartment and
occupy most of the space adjacent to the doors of the compartment and thus the
doors are blocked. This has created a lot of inconvenience among the ladies in peak
hours as they find it difficult to enter into or get down from the train through the
narrow space within a few seconds.
3.25 On being asked why the Railway Security allows vendors with their goods to
enter either the general compartment or the ladies compartment, the Ministry
replied that unauthorized vendors are not allowed to enter the general and ladies
compartments. Regular raids and drives are conducted against unauthorized vendors
by RPF and offenders are prosecuted under section 144 of the Railway Act. The
Ministry further informed that vendor season tickets are issued in Second Class only,
at rates prescribed from time to time by the Railway Board except in the case of the
Mumbai suburban section of Central and Western Railways where a surcharge, fixed
and revised by the Central and Western Railways from time to time, may be levied in
addition to the fare charged. The rates of vendor season tickets are charged 1.5
times of MST fares. The maximum distance limit for which a vendor season ticket
can be issued is 150 Kms. A free allowance of 60 kgs shall be admissible on the
outward journey, subject to the condition that they do not carry anything with them
except empty cans/baskets, etc. on their return journey. If the extra luggage in
33

excess of the free allowance of 60 kgs in the outward journey is carried and
detected, the weight in excess of the free allowance will be charged at six times.
3.26 Regarding the provision of separate bogies meant only for vendors in
suburban train services, the Ministry have made the following submission:
“In Western Railways, there are no separate bogies reserved for vendors in
suburban trains; however, there are 4 luggage compartments for use of vendors in
suburban trains. In Eastern Railways, one separate bogie each of the both end in all
the 12 bogie Suburban services (708 services) and ½ (half) portion of bogie of the
both end in the rest of the suburban services (567 services) are provided only for
vendors by this Railway. In Southern Railways, a portion of coach is earmarked for
vendors in middle of suburban trains. In Central Railways, luggage compartments
are available on both ends and in the middle of all rakes. In South Eastern Railways,
a portion of a coach on either end of each suburban train has been earmarked for
vendors. In South Central Railways, there is no separate bogies meant for vendors,
however, one portion in Trailer Car (TC-D) is earmarked for vendors.”
Complaint Mechanism
3.27 Regarding the complaint redressal mechanism of the Railways, the Ministry
has informed that redressal of public grievances is an important thrust area with the
Government of India and the Ministry of Railways. Indian Railways function not only
as a commercial organisation but also as a public utility service. In view of the
enormity of operations and interface with a large number of passengers every day,
grievances do occur and efforts are undertaken for their redressal and to find ways
to eliminate causes for such complaints. Indian Railways has a well knit Public
Grievances Redressal Machinery which takes prompt action on
grievances/complaints registered by the travelling public. At the Railway Board‟s
level, Executive Director (Public Grievances) is the Public Grievances Redressal
Officer. At Zonal Railway‟s level, the Additional General Managers function as the
Directors of Public Grievances and coordinate. For the work of redressal of Public
complaints at Divisional level, Additional Divisional Railway Managers have been
34

nominated as Public Grievances Redressal Officers. They hold periodic meetings with
Divisional Officers and Station Managers in this regard. The Station Managers have
been made personally responsible for the Public Grievances. Suggestions
Boxes/Public Grievances Booths/May I Help You Booths have been kept at important
stations. Complaint and Suggestion Books have also been provided at key public
place areas like Stations/Refreshment Rooms/Reservation Offices, etc. and with the
Train Superintendents of the trains and also with Guards of the trains.
35

PART II
RECOMMENDATIONS/OBSERVATIONS
1. The Suburban Railways, apart from being one of the major services
rendered by the Indian Railways, also plays a facilitating role in
addressing the challenges of the public transport system in many of
India‟s important cities. Various Railway Zones, viz., Central, Eastern,
Southern, South Eastern, South Western and Western and Kolkata Metro,
are providing dedicated suburban services in the country covering about
4,377 million passengers, working out to 53.23 percent of the total
passengers on the Indian Railway system. In view of this, it is imperative
that the Railways provide the best of the services and amenities to this
huge travelling public who use these services on a daily basis. A
substantial segment of the Railways‟ clients comprises of women
passengers. As such, besides providing adequate facilities to women
passengers, ensuring their safety and security has been a matter of grave
concern to the Committee. The Committee have made an in-depth
examination of the subject and arrived at certain conclusions which have
been discussed in the succeeding paragraphs.
2. The Committee observe that since the inception of the suburban
services, the proportion of suburban traffic has more or less been on the
higher side as compared to the non-suburban traffic. However, the
Committee find that the quantum and quality of services and facilities
36

provided in the suburban sector are much below the expectations of the
commuters. Most of the Electric Multiple Units (EMUs) which number
53313 per day run with dense crush loading. During interactions of the
Committee with commuters in different Zones, there had been a
persistent demand from them for replacing the existing 9 coach car with
that of 12/15 coach cars. The Committee are not convinced with the
argument of the Ministry of Railways that augmentation of the existing
EMU services on Indian Railways from 9 to 12/15 coaches is a continuous
process and this depends upon the traffic requirements and availability of
infrastructure required for operation of 12/15 coach EMU trains. The
Committee feel that periodic surveys should be conducted in respect of
each of the suburban railways to assess the actual requirement of
9/12/15 coaches EMU trains at different points of time during the day and
the trains should be run accordingly. The Indian Railways should also
dwell to keep in sharper focus the future burden on the suburban railways
keeping in view the continuous influx of population into the Metros.
3. The Committee are of the view that the criterion of minimum traffic
for augmentation of coaches is largely met by many suburban stations,
particularly during peak hours. Hence, the Committee strongly
recommend that immediate surveys should be undertaken by all the Zonal
Railways to determine the traffic at all the suburban stations and to
upgrade the infrastructure to accommodate the augmented coaches.
Presently, out of the total 481 EMU rakes in service, only 5 number of
37

rakes have 15 car capacity. The Committee is of the view that suburban
train services have to expand with time because of spatial factors.
Therefore, the Committee advice the Railway Board to target 15 coach
EMUs rather than 12 coach EMUs so that the investment and development
of infrastructure could be more far-sighted. This would go a long way in
enhancing the carrying capacity on the suburban system, besides easing
out on passenger rush, that can be a check on untoward incidents.
4. The Committee have received numerous requests from the
passengers, particularly women passengers, for increasing the frequency
of suburban trains, to avoid difficulty in boarding and deboarding. The
Committee call upon the Railways to seriously consider increasing the
frequency of suburban trains, particularly during peak hours. This will not
only facilitate smoother boarding and deboarding by daily commuters but
also help security personnel in managing the peak hour rush. In
particular, the Ministry of Railways should consider increasing the
frequency of exclusive ladies special suburban trains, at least during the
peak hours. They should further consider changing timings of train
services to suit passengers‟ convenience, after conducting periodic
surveys and studies. The Railway stations should also be provided with
escalator facilities to ease passenger congestion.
5. The Committee have been informed that in the Mumbai Suburban
System, the existing DC EMU rakes are being replaced with 30-35% more
energy efficient EMU rakes which also have regenerative braking features.
38

128 rakes are reported to have been inducted into passenger services by
the end of 2011-12. The Committee desire that the replacement of the
remaining EMU rakes should be done at the earliest and such advanced
technology may be considered for other Railway Zones also in a time-
bound manner.
6. Unlike EMU trains that are designed for running in a Metropolitan
City and its suburbs, the Mainline Electrical Multiple Units Trains (MEMU)
are designed for semi-urban and rural areas. The Committee note that out
of the total MEMU rakes of 116 in different Zones, only 48 rakes are 12 car
rakes, while 53 rakes are 8 car rakes. There are only thirteen 16 car rakes
and just two 20 car rakes. The Committee feel that this is one of the
crucial reasons for the extreme overcrowding in suburban trains, leading
to severe discomfort for the travelling public, especially women. They,
therefore, recommend that the augmentation of all MEMU rakes to
12/16/20 car rakes should be undertaken and completed in a time-bound
manner.
7. The Committee are dismayed to note that out of the 187 suburban
services which were announced in the Railway Budget of 2012-13, only 80
suburban trains have been introduced so far. They desire that the
remaining services should be introduced without any further delay; the
Committee may be apprised of the progress of this endeavour.
39

8. The Committee observe that the operational losses incurred by the
suburban railways on all India basis has been going up with every passing
year, and during 2012-13 stood at Rs.2852.32 crore which is a matter of
grave concern. The Committee desire that the specific reasons for
incurring such huge losses by the suburban railways should be examined
urgently and appropriate steps taken to ensure that at least they reach
break-even level without any additional financial burden on the
commuters.
9. The Committee have been informed that the Operating Ratio of the
Suburban Services is not calculated separately. However, during the Study
Tour of the Committee to various Zones, they were informed that the
Operating Ratio in respect of suburban services in Central Railway,
Eastern Railway, South Central Railway, Western Railway and Kolkata
Metro was to the extent of 194, 178.86, 88.09, 191 and 328, respectively.
Such a high level of Operating Ratio in respect of suburban services is
certainly not acceptable. The Committee want that all suburban railway
systems should be asked to regularly work out the Operating Ratio; the
Railways should also examine the reasons for such high levels of
Operating Ratio and take appropriate steps to address the matter.
10. The Indian Railways has about 483 suburban stations. Depending
upon the importance of the station from the point of view of passenger
traffic, the stations in Indian Railways have been categorized into seven
categories, viz., A1, A2, B, C, D, E and F. Suburban stations come under

40

category „C‟ where certain minimum amenities have been specified. The
Committee regret to note that although the Railways have specified a
very impressive list of basic amenities that should be provided in the
suburban stations, yet they have not been very successful in ensuring that
all these amenities are made available to the travelling public. In this
context, the Committee find that 258 suburban stations have been
identified for development as „Adarsh Stations‟ with specific areas of focus
relating to passenger facilities and amenities. However, during the Study
Tours, the Committee noted, and were also apprised by the commuters,
that several of the listed facilities were not available to the passengers.
In view of this, the Committee urge the Ministry to deliver all its promises
as far as basic amenities are concerned without any further delay.
11. Looking into some of the amenities that are of prime importance, the
Committee note that toilet facility is one of the foremost basic amenities
and its absence from a public space like a railway station/platform will
result in serious inconvenience to the commuters. During their Study
Tours, the Committee found that toilets, especially ladies toilets, were
badly maintained, located at the outskirts of the stations in poorly lit
areas, and often remained locked. The Committee desire that the Zonal
Railways take immediate and effective steps to improve the situation. The
Committee earnestly suggest that the Railways should undertake safety
audits of the suburban stations and take necessary action to tackle issues
that crop up in the light of the audit observations. To promote
41

transparency and public watch, the Committee desire the Railway
authorities to provide/display names and contact numbers of the
maintenance staff and responsible senior officials at specified areas in the
station/platform and at all the toilet entrances. Where facilities are in
disrepair, the Railways should urgently and expeditiously do the needful.
12. Regarding onboard toilet facilities, the Committee have been apprised
that toilet facilities have been provided in the new MEMU rakes and not in
the existing coaches since it is not possible to retro-fit such coaches. The
Committee note that the total number of EMU and MEMU rakes presently
in service is 471 and 116, respectively. Thus, EMU rakes are four times in
number than the MEMU rakes. The Committee desire that the Indian
Railways should consider replacement of the existing EMU rakes with
MEMU rakes with toilet facilities in a time-bound manner. The Committee
will like to be apprised of the action taken in this regard.
13. The Committee are surprised to note that despite detailed policy
guidelines issued regarding proper lighting at suburban stations, the non-
implementation of the same is very conspicuous. In the opinion of the
Committee, it is absolutely essential that proper lighting is provided in the
station premises, platforms and circulating area, besides at toilet
facilities, to thwart anti-social elements and instill a sense of confidence
in travelers, especially women. The Ministry of Railways should conduct
periodic checks to ensure proper and adequate lighting arrangements at
suburban stations. Similarly, encroachments of Railway land by criminal

42

elements and trespassing into station premises by unauthorized persons
should be strictly prohibited.
14. The Committee have noted that the uneven height of platforms and
coach level is a major cause of several casualties at platforms, besides
causing grievous injuries to many passengers. Smooth boarding and
deboarding of trains are seriously impaired because of uneven height of
rakes and platforms, particularly during peak hours. Women, children,
patients and differently abled persons face considerable difficulty in view
of this. The Committee understand that the feasibility of reducing the gap
between platform level and coach level for suburban stations is still under
examination of the Ministry of Railways. Taking into consideration the
heavy footfall and peak hour rush at the suburban platforms, the
Committee strongly recommend to the Railways to look into the issue of
uneven platform-coach height and to take immediate steps to do the
needful in the larger interests of the safety of the travelling public.
15. The volume of suburban passenger traffic has gone up steadily in the
last decade whereas the facilities at railway stations have remained more
or less stagnant. One crucial issue is the width of the platforms that
should have been increased to accommodate the rapidly increasing
passenger traffic. Where the platforms have been extended to
accommodate twelve coach trains, in certain cases the width of the
platforms has been narrowed to as low as 7 to 8 feet which is indeed
hazardous. Even the Railway bridges are narrow which could lead to
43

stampede-like situations during peak hours. The Committee, therefore,
desire the Railway Ministry to examine whether the presently prescribed
width of platform is adequate to facilitate easy and unhampered
movement of passengers at suburban stations. The Schedule of
Dimensions prescribed in the Indian Railway Standards may be
specifically looked into. The Committee should be apprised of the steps
taken in this regard.
16. The provision of platform shelters falls under the list of mandatory
amenities to be provided by the Ministry of Railways at the suburban train
stations and platforms. The Committee recommend that the Railways
should provide shelters for the foot over bridges also as passengers find it
very difficult to use them during summer, rainy season and inclement
weather.
17. The Committee, while noting the assertion of the Ministry of Railways
that potable drinking water is provided at all the suburban stations, state
that they have been informed by commuters about a number of suburban
stations where this basic amenity is still lacking or where they are not
maintained properly and hygienically. The Committee would urge the
Ministry to ensure that there is regular and uninterrupted supply of
potable water at every suburban station.
18. The Committee have been informed that while no air-conditioned
EMU/MEMU is currently running on the Indian Railways, it is planned to
44

introduce AC EMU services on Mumbai Suburban on trial basis. The
Committee desire that they may be apprised of the progress in this
matter.
19. The Committee are deeply concerned at the lack of proper
maintenance of the suburban railway property. During their visit to
various places, the Committee found that the coaches of suburban trains
and the walls of suburban stations and platforms were defaced with
posters, banners, festive decorative materials, rampant spitting, etc. The
Committee strongly recommend that such defacement of Railway
property must be severely dealt. It is the responsibility of the Railways to
protect and maintain the rakes of the trains. The Committee would like to
stress that a foolproof mechanism should be put in place to ensure the
protection of the suburban railway property, which should include proper
display of warnings against any sort of vandalism of railway property,
proper surveillance through both physical monitoring and through CCTVs,
imposition of penalty/punishment, thereby promoting a culture of
upholding railway property as a national asset. Further, the Committee
stress that the rakes of all the suburban trains must be cleaned on a daily
basis without fail as it is part of the basic amenities which Railways are
duty-bound to ensure.
20. The Committee have found that unauthorised vendors, beggars and
hawkers are a severe nuisance on suburban trains, stations, platforms,
over bridges, pathways, etc. They not only obstruct the free movement of
45

the passengers but also indulge in pick-pocketing and other such crimes.
The Committee strongly recommend that all unauthorised hawkers and
beggars shall be strictly prohibited from boarding trains or operating at
platforms/stations. Further, non-commuter licenced vendors/hawkers
must carry their ID cards issued by the Railways and must wear their
Railway Badges, carrying their names and licence numbers. The Railways
must ensure that vendors, along with their luggage, travel in the luggage
compartment or earmarked areas of coaches reserved exclusively for their
use. The Committee note that different Zones have different areas
marked for vendors in trains. The Railways may look into this, identify
which is the best practice, and consider introducing such practice
uniformly across the suburban railways in all Zones.
21. The Committee have received several written complaints regarding
problems relating to the Suburban train Time-Table. The Committee
suggest that Zonal Railways should regularly publish user-friendly
suburban Time-Table in consultation with the commuters‟
forums/associations. These Time-Tables should be developed in a manner
to serve as a handy guide book for the commuters which must, inter alia,
include such details as railway officials‟ names and phone numbers, etc.
Unauthorised publications of Time-Tables by private agencies should be
investigated and appropriate action taken by the authorities concerned.
Time Tables should be made available in local languages as well. Most
46

importantly, the Railways should seriously look into the issue of shortage
of Time-Tables and ensure their easy availability at all Railway premises.
22. Proper signage and Electronic Train Indicator Board are part of
basic provisions assured by the Railways. Much to the Committee‟s
regret, the absence of proper signage and Electronic Train Indicator
Boards are so conspicuous in most of the suburban stations/platforms.
The lack of signage indicating the location of ladies/handicapped coaches
or toilets leads to confusion, difficulties and even harassment of female
commuters and differently abled passengers. The Committee, therefore,
desire that immediate steps be taken by the Ministry to declare proper
signage as an “absolutely essential amenity” for smooth and easy flow of
passengers. The Railways are primarily a service-provider and, therefore,
they must strive continuously to eliminate all problems faced by the
commuters availing its services. In this context, the Committee consider
Electronic Train Indicator Boards as an absolute necessity which should
be prioritised by the Railways.
23. The Committee find the RDSO standards with regard to the amenities
to be provided at Railway Stations for persons with disabilities
(Annexure B) as part of the fundamental amenities. However, the
Committee are highly disappointed and very critical of the apathetic
attitude of the Railway authorities in giving practical effect to these
recommendations. The Committee desire that the Railways should take
expeditious steps to implement the recommendations of the RDSO

47

guidelines in letter and spirit for the benefit of the differently abled
commuters in line with the provisions of the Persons with Disabilities
(Equal Opportunities, Protection of Rights and Full Participation) Act,
1995. The Committee also desire that they be informed regularly of the
progress achieved in providing facilities like standard ramps, signages,
designated parking lots, non-slippery walkway, disabled friendly toilets,
inter-platform transfer facility, “May I Help You” booth, etc., for the
benefit of the differently abled commuters.
24. A suggestion was put forth before the Committee that where there
is a designated compartment for differently abled persons, that
compartment should be relocated to the extreme ends, just behind the
Motorman‟s cabin and in front of the Guard Cabin. It was submitted to
the Committee that by doing so, boarding and alighting crowds from the
immediate neighbouring coaches will be absent, reducing difficulties and
discomfort to the differently abled commuters. It was further submitted
that the Guard and the Motorman will be in a position to get the train
moving only when the differently abled passengers have safely
boarded/deboarded the coach. The Ministry may like to consider this
suggestion and apprise the Committee of action taken.
25. Considering the high rate of accidents and fatalities on the suburban
train network, the Committee believe that some kind of instant medical
aid system should be built in into the suburban trains and stations. A
paramedic and a helper with stretcher, ladder and medical box could be
48

suitably accommodated on suburban trains. It may also be advisable to
prominently display the method of administering Cardio Pulmonary
Resuscitation (CPR) in all coaches. The Ministry may examine the
feasibility of such an arrangement expeditiously.
26. With millions of passengers using the suburban train services in the
country, the safety and security of the travelling public in general is a
matter of serious concern. The terrorist attack on the Mumbai Railway
System has brought the issue into sharper focus. Threats like terrorist
attacks pose a grave danger to the commuters and the Railway security
mechanism should be equipped to adequately and effectively deal with
such threats. Escorting of trains, access control, crowd management,
medical emergency, etc., are issues that need urgent and proactive
attention. Security procedures like frisking and baggage screening should
be strictly complied with to avoid any security lapse that can lead to
disastrous consequences. The Indian Railways would be advised to look
into all these aspects and come out with an appropriate strategy,
including by use of latest technology, to counter any challenge to the
safety and security of passengers and also to Railway property.
27. The Committee understand that in view of the three-tier security
arrangement on the Indian Railway system, the Railways have to
maintain regular coordination with the State Governments, as the cases of
crimes on Railways are reported to, registered and investigated by the
Government Railway Police (GRP); the Railway Protection Force (RPF)

49

which functions under the Ministry of Railways, supplements the efforts
of the GRP. However, the Committee is of the view that such an
ambiguous segregation of powers and responsibilities among the three
authorities can be problematic in addressing security challenges. The
Committee suggest that the Ministry of Railways should consider further
streamlining and fine tuning of the entire security arrangement so that
the safety and security of passengers and railway property are not
compromised in any way due to multiplicity of agencies. In addition, the
filling up of vacancies of security personnel should be accorded the
highest priority and recruitment/training completed expeditiously.
28. The Committee are glad to learn that the implementation of an
Integrated Security System is underway to strengthen security
surveillance mechanism over 202 sensitive stations of the Indian
Railways. The Committee are keen to know the progress made in this
direction and hope the Ministry of Railways will soon implement this
system in the entire Indian Railways, including, of course, in the suburban
sections.
29. Coming to the security of women passengers in the suburban train
networks, the Committee note with utmost anxiety several issues that
impinge on this critical area. The recommendations of the Committee in
this regard may be applicable not merely to the suburban train services
but to the entire Indian Railway network. While the Railways do not
have the exact figures of the number of women commuters in the

50

suburban trains, a study by NCAER has shown that approximately 12 per
cent of the suburban travellers are women which in real terms is in itself a
significant number. That puts an added onus on the Indian Railways to
ensure the safety and security of the women commuters. Several issues
have come to the notice of the Committee which are examined in the
succeeding paragraphs.
30. The Committee have observed that different Railway Zones have
separate women HELPLINE numbers which only adds to the confusion
among the commuters. Besides, these numbers are neither properly
displayed nor adequately publicised by the Zones. An emergency number
is an instant rescue for women commuters in distress. Therefore, the
Committee strongly recommend that the Railway Board should expedite
the process of providing a simple and uniform HELPLINE number for the
entire Indian Railways which should be given wide publicity through both
the print and the electronic media. This number should also be
prominently displayed inside and outside the train coaches and at the
stations/platforms and at girls‟ schools and colleges, offices and working
women hostels. The number should be printed on the suburban train
tickets and train Time Tables also in English and the respective regional
language. This number should be toll free number and monitored round-
the-clock by professional staff so that immediate assistance could be
provided to women commuters in case of any emergency.
51

31. The Committee observe that the coaches earmarked for ladies in the
EMUs do not have emergency alarms system. The Committee, therefore,
desire the Railways to install an emergency alarm bell or warning bell in
the ladies coaches. Further, this emergency alarm bell must be connected
to the Loco Pilot cabin and the Guard‟s cabin displaying the coach number
and, if feasible, also to the RPF booth of the nearby station.
32. The Committee believe that security vigilance cameras act as a strong
deterrent against anti-social elements. Hence, the Committee recommend
installation of security cameras inside the coaches, at the platforms and at
stations. These CCTVs should be monitored round the clock by the Railway
security personnel. At the same time, the Committee would caution that
such surveillance should not compromise on the personal privacy of the
commuters. The Railways may also explore the possibility of
announcements and electronic displays inside coaches on station details
like which station comes next, etc., as is done in the case of Delhi Metro.
Besides, the Committee feel that ladies coaches must be properly guarded
with one lady guard present in the coaches all the travelling time. The
public address system at Railway stations should also be used to
announce the Helpline Number, warn against unauthorised entry into
women‟s coaches and punishment that can result therefrom, and in
general to sensitize the travelling public on gender concerns. Further, the
Committee call upon the Railways to ensure that there is no trespassing
52

either in the ladies coaches or ladies waiting rooms and that stringent
action is taken against any violators.
33. The Committee are very unhappy with the present security
arrangements onboard and at stations which they witnessed during their
Study Tours. The Committee, thus, strongly recommend that the Ministry
of Railways should ensure visible security presence at the
stations/platforms and on trains, particularly during late hours, to prevent
untoward incidents and to instill a sense of security in the women
commuters.
34. The Committee note that women commuters often face difficulties due
to women vendors who generally travel with their belongings (baskets of
vegetables, fruits, etc.) in ladies‟ compartment even when there are
separate compartments allocated for vendors. It has also been brought to
the notice of the Committee that beggars, hawkers and anti-social
elements manage to board the ladies coaches. The Committee take a
serious note of such unauthorised entry into ladies coaches and
recommend that no beggar or vendor or such other groups should be
permitted to board the ladies compartments. The Committee feel that
intensive and extensive ticket checking drives should be undertaken to
prevent revenue leakage and also entry of unauthorised passengers into
the coaches. The Committee also suggest that combined teams of RPF
personnel and ticket checking staff in the form of Mahila Vahini should
53

regularly conduct surprise checks in all Railway Zones to deter any
harassment of women commuters.
35. During their interaction with various women‟s groups, a suggestion
was made to the Committee that the Railways should display
advertisements against obscenity inside coaches and in the Station
premises. The Committee would like the Railways to consider the
suggestion and inform them of the action taken in this regard.
36. The Committee understand that one ladies compartment is provided in
the front just next to the Motorman coach and one ladies coach next to
Guard cabin in 9/12 car rakes. Further, in 12 car rakes, an additional
ladies coach is provided in the middle of formation to facilitate lady
passengers to entrain and detrain easily. The Committee desire that the
placement of ladies compartment should be examined again in the light of
several incidents of harassment of women commuters. They should feel
safe and secure after they board the train, and they should feel assured
that they will not face difficulty because of unusual placement of coaches,
especially during early mornings or night time, more so with ill-lit
platforms, circulation areas and station premises. The Committee want
the Railways to also consider giving a distinct color code to the ladies‟
compartment/coach to make it easily identifiable by all women
commuters, even illiterate or uneducated passengers. Also, there should
be digital/neon display boards/signages on platforms which would guide
and accurately indicate the positioning of ladies coaches. Moreover, the

54

Railways should consider putting more women‟s coaches during peak
hours for their comfortable travel.
37. The Committee regret to note that the ordeal of the women suburban
commuters begin with their struggle to purchase tickets. The Ministry of
Railways have clarified that there is no policy for earmarking separate
booking counters for ladies. However, the Committee understand that
few ticket counters for ladies has been earmarked at some stations on the
Eastern and South Eastern Railways. Considering the ever increasing rush
at the platforms, the Committee believe that it is high time for the
Ministry of Railways to issue instructions in the direction of providing
separate booking counters for ladies, elderly and differently abled
commuters at all the suburban stations, near the entrance to the stations
premises.
38. The Committee are distressed to note that the present representation
of women in the Railway Protection Force is very minimal at only 1.7%.
The Committee feel that such under-representation of the women in RPF
is one of the reasons for lack of security of women passengers. The
Committee have been informed that a policy decision has been taken to
reserve 10% of the notified vacancies for women candidates. The
Committee strongly recommend that the Ministry of Railways must
expedite the process of recruitment of women candidates in RPF.
The Committee have been apprised that a proposal for creation of eight
more companies of women RPF personnel has been forwarded to the

55

Ministry of Finance for consideration. The Committee urge the Ministry of
Railways to follow up on the proposal and keep the Committee apprised of
its progress.
39. The Committee would like to stress that the Indian Railways should
lay greater emphasis on gender sensitization of Railway officials in
general and RPF personnel in particular by organising seminars and
Workshops with the involvement of various stakeholders. Gender
Awareness Programmes should also be conducted periodically. The
training modules of Railway personnel should also incorporate gender
sensitization as an important component.
40. The Committee have been apprised that the Indian Railways has a
well-organised Public Grievances Redressal Machinery which takes
prompt action on grievances/complaints registered by the travelling
public. At the Railway Board‟s level, Executive Director (Public
Grievances) is the Public Grievances Redressal Officer. At the Zonal
Railways‟ level, the Additional General Managers function as the Directors
of Public Grievances and coordinate. At the Divisional level, the Additional
Divisional Railway Managers have been nominated as Public Grievances
Redressal Officers. They hold periodic meetings with Divisional Officers
and Station Managers in this regard. The Station Managers have been
made personally responsible for public grievances. However, the
Committee have learnt from the experience of common commuters that
proper information about such an elaborate hierarchy of Public Grievance

56

Redressal Officers is not available in the public domain. Besides, there is
no mechanism of informing the complainant about the action taken with
regard to his/her complaint. The Committee, hence, suggest to the
Ministry to make its complaint redressal mechanism more commuter-
friendly and more transparent by adopting state-of-the-art technology
and by putting in place an effective follow-up mechanism. The Ministry
should take immediate steps to remove the various lacunae in its existing
grievance redressal system through discussions with the ZRUCCs, NGOs
and Passengers‟ Associations. The Committee may be updated of the
action taken in this direction on a regular basis.
NEW DELHI; T.R. BAALU

5 February, 2014 Chairman,
16 Magha, 1935 (Saka) Standing Committee on Railways
57

WITH DISABILITIES
1.0 INTRODUCTION:
Government of India, have passed an act, namely, “The persons with

disabilities (Equal Opportunities, Protection of Rights and full
Participation) Act-1995 ” to cater for the needs of the persons with
disabilities. To implement the provision of the act, Railway Board had
issued instructions to all the railways vide letter no.96/LM(B)/2/404 dated
13-12-96 but not much headway could be made in absence of standard
design and drawings of amenities to be provided at railway stations.
Railway Board therefore, advised RDSO to take up the task of necessary
study and prepare guidelines for providing the requisite amenities for
implementation for provisions of the act vide letter no.97/LM(B)/2/404
dated 24-4-98.
2.0 TERMS OF REFERENCE:
Terms of reference to RDSO are as under: (Railway Board letter no.

98/LM(B)/3/13 dated13-7-98)
i) To study :
• Guidelines issued so far on this subject.

• Provision of National Building Codes,
• Bye-laws and other legislation.
ii) To formulate detailed practical instructions for adoption by the

Railways in future constructions of public buildings. Following
areas, in planning and design of buildings, need to be enhanced.
• Parking space for disabled persons
• Separate walk ways with guiding blocks of non-slip material
• Ramps with suitable slopes
• Separate entry with adequate width for the wheel chair users.
• Lifts with adequate width of door and operation panels

accessible to the disabled.
• Separate toilets with fittings accessible to disabled persons

particularly to wheel chair users.

WITH DISABILITIES
• Audio video signages and indicators for diverse disability

groups.
• Barrier free foot paths along the roads.
3.0 RELEVANT CLAUSES OF THE ACT :
Extracts from the relevant portion of the act are reproduced below:
Clause 44 (b)
“adapt toilets in rail compartments, vessels, aircrafts and waiting rooms in

such a way as to permit the wheel chair users to use them conveniently.”
Clause 45(d)
“engraving on the edges of Railway platforms for the blind or for persons
with low vision”.
Clause 46
“The appropriate Government and the local authorities shall, within the
limits for their economic capacity and development, provide for :
a) ramps in public buildings;
b) adaptation of toilets for wheel chair users;
c) braille symbols and auditory signals in elevators/lifts;
d) ramps in hospitals, primary health centres and other medical care

and rehabilitation institutions”.
4.0 DEFINITIONS:
Non-ambulatory Disabilities :
Impairments that regardless or cause of manifestation, for all practical

purposes, confine individuals to wheel chairs.
Semi-ambulatory Disabilities :

WITH DISABILITIES
Impairments that cause individuals to walk with difficulty or insecurity.

Individuals using braces or crutches, amputees, arthritics, spastics, and
those with pulmonary and cardiac ills may be semi-ambulatory.
Hearing Disabilities:
Deafness or hearing handicaps that might make an individual insecure in

public areas because he is unable to communicate or hear warning
signals.
Sight Disabilities:
Total blindness or impairments affecting sight to the extent that the

individual functioning in public areas is insecure or exposed to danger.
Wheel Chair:
Chair used by disabled people for mobility. The standard size of wheel
chair shall be taken as 1050 x 750mm.
5.0 LITERATURE SURVEY:
The following literature, was collected from different sources and studied:
i) A report of ‘Core Group Committee’ for formulation and final

recommendation of new schemes for implementation of persons
with disabilities’ in the area of “Barrier Free Environment” issued
by “National Institute for the Orthopaedically Handicapped (Under
Ministry of Social Justice & Empowerment)”.
ii) “Model Building Bye-laws to provide facilities for Physically
Handicapped persons” by Chief Architect, CPWD.
iii) IS : 4963-1987.
iv) Drawings prepared by “Access Council for the Rights of Disabled”.
v) A booklet issued by “Public Transport - Disability Services”

Melbourne, Australia.
6.0 GENERAL PRINCIPLES AND CONSIDERATIONS: (IS:4963-

1987)

WITH DISABILITIES
Clause 3.1 Wheel Chair:
The standard size of wheel chair shall be taken as

1050x750mm. For details regarding wheel chair, IS
7454-1974 and IS 8086-1976 may be referred to.
Clause 3.2 Functioning of a wheel chair:
Clause 3.2.2 The fixed turning radius of a standard wheel chair, wheel
to wheel, is 450mm. The fixed turning radius, front
structure, to rear structure is 785mm.
Clause 3.2.3 The average turning spaces required is 1800 x 1800mm.
Clause 3.3 Adult Individual Functioning in a Wheel Chair:
Clause 3.3.1 The average unilateral vertical reach is 1500mm from the
floor and ranges from 1350 to 1600mm.
Clause 3.3.2 The average horizontal working (table) reach is 775mm

and ranges from 715 to 830mm.
Clause 3.3.3 The bilateral horizontal reach, both arm extended to

reach side shoulder high, ranges from 1350 to 1770 and
averages 1560mm.
Clause 3.3.4 An individual reaching diagonally, as would be required

in using a wall mounted dial telephone or towel
dispenser, would make the average reach ( on the wall)
1200mm from the floor.
Clause 3.5 People with Hearing Disabilities:
Clause 3.5.1 People with hearing disabilities, have particular difficulty

in comprehending sounds and works in noisy
environments. Loud speaking (announcing) systems
should be clearly audible. Supplementary visual
information should be provided for at railway stations.
Clause 3.6 People with Sight Disabilities:
Clause 3.6.1 For people with sight disabilities, orientation can be

aided by marking with the use of colour, illumination and,

WITH DISABILITIES
in certain cases, the texture of material. Design and plan
arrangements should be simple and uncomplicated..
Contrasting colours should be used to aid the
identification of doors, stairs, ramps, passage ways,
skirting boards, etc. Surfaces can be varied to indicate
passage ways, changes of direction, etc. Orientation
hints should be specially illuminated. Hand rails can be
used as a locational aid.
Clause 3.6.2 To minimise the risk of falls and injuries, hazards such as
posts, single steps and projections from walls should be
avoided where ever possible. Hazards should be
emphasized by means of illumination and by contrasting
colours and materials.
Clause 3.6.3 People with sight disabilities are often sensitive to glare.
Unwanted mirroring effects and reflections may be
avoided by attention to the location of windows and
illumination, and the choice of floor and wall surfaces.
People with sight disabilities often have difficulty in
reading signs and other printed informations. Blind
people are restricted to tactile reading, Visual
informations in railway stations should be supplemented
with audible information.
7.0 AMENITIES TO BE PROVIDED IN RAILWAY STATION PREMISES

AND OTHER PUBLIC UTILITY BUILDINGS OF RAILWAYS:
The following facilities are required to be provided for the persons with
disabilities at railway stations and other public utility buildings:
7.1 Parking: (Sketch-1)
For parking of vehicles of handicapped people/people using wheel chair,

following provision shall be made:
i) Surface parking for two car spaces shall be provided near entrance
for the handicapped persons with the maximum travel distance of
30m from building entrance.
ii) The width of parking bay shall be minimum 3600mm.

WITH DISABILITIES
iii) The information indicating that the space is reserved for wheel
chair users shall be conspicuously displayed.
iv) Guiding floor materials shall be provded.
7.2 Approach to Buildings: (Sketch-2)
Every station/public utility buildings shall have at least one entrance

accessible to the handicapped persons and shall be indicated by
signage. It should be Barrier free from parking place to the
platform/reservation hall or entrance of the building.
i) Ramped Approach: (Sketch-3)
Ramped approach shall be provided to negotiate the plinth height

of the station building. Ramp shall be finished with non-slip
material. Minimum width of ramp will be 1800mm with minimum
gradient at 1:20 and maximum gradient of 1:12 for a short distance
upto 900mm. Maximum length of flight will be 9000 mm.
ii) Stepped Approach/Stair Case : (Sketch-3A)
For the handicapped who are not using wheel chair stepped
approach with tread size of seat less than 300mm and maximum
riser of 150mm shall be provided.
7.3 Ramp for Foot-over Bridges: (Sketch -3 )
Ramps for FOBs or sub-ways should be provided to facilitate boarding of

trains at other than the main platforms by the persons with disabilities.
7.4 Ticket Window: (Sketch-4)
Every station should have atleast one ticket window for handicapped
persons. The height of the counter from the floor level to the top should
be not more than 800mm. Audio-visual signal should be provided at
appropriate locations.
7.5 Toilet: (Sketch 5 & 5A)

WITH DISABILITIES
Every station should have atleast one toilet with drinking water facilities
for handicapped persons. The special features shall be as follows:
i) Vertical rail should be 835mm to 1295mm above the floor level.
ii) Pull rail of the door should be 1070mm above from the floor level
as shown in the sketch.
iii) Height of WC shall be 500mm above the floor level the rim of
wash basin shall be 780mm above the floor level.
7.6 Lift: (Sketch-6)
The location of lift shall be nearest to the exist/entrance place. Guiding

floor should be provided up to the entry of lift i.e. the door of the lift. Size
of lift shall be 2000 x 1100 mm. Minimum door width shall be 900mm.
7.7 Telephone Facilities: (Sketch-7)
At least one public telephone should be accessible for usage by

physically disabled persons:
i) Maximum height of the telephone should be 1300 mm.
ii) Seat height should be 450mm from the floor level as shown in the
sketch.
7.8 Canteen: (Sketch-8)
At least one counter should be made accessible to physically disabled

persons. The height of service counter and eating table should be
800mm from floor level as shown in the sketch.
7.9 Signage/Indicator: (Sketch-9)
Appropriate identification of specific facilities with in Railway Station

premises/other public utility buildings for the handicapped persons should
be done with proper signage. Audiovisual signals for visually impaired
and those with hearing disabilities should be provided.
The symbols/informations should be in contrasting colour and

properly illuminated because people with limited vision may able to
differentiate amongst primary colours. International symbol mark for

WITH DISABILITIES
wheel chair as shown in the sketch, to be installed at lift, toilet, parking
areas etc. that have been provided for the handicapped persons.
Signs should be designed and located, so that, they are easily

legible by using suitable letter size (not less than 20mm high). For
visually impaired persons information board in braille should be installed
on the wall at an suitable height and it should be possible to approach
them closely. To ensure safe walking there should not be any protruding
sign which creates obstruction in walking. Public Address System may
also be provided in busy public areas.
7.10 Guiding /warning floor material: (Sketch-10)
The floor material to guide or to warn the visually impaired persons with a
change of colour or material with conspicuously different texture which is
easily distinguishable form the rest of the surrounding floor material, is
called as guiding/warning materials. The guiding/warning floor material is
meant to give the directional effect or warning to the physically disabled
person at critical places. This floor material should provided in the
following areas:
i) The access path from parking area to the building.
ii) Immediately at the beginning/end of walk way where there is a

vehicular traffic.
iii) At the location with abruptly changing in level or ramp.
iv) Immediately in front of an entrance/exist and the landing.
v) For rest of the floor area, non slip material should be used.
vi) Kerb should be 25mm high and floor joint shall be flushed at all the
places.
7.11 Use of Braille:
For visually handicapped persons, Braille symbol shall be used at the

height of 800mm on right side of door entrance.
7.12 The sketches are not to scale and all dimensions are in millimeters.
8.0 RECOMMENDATIONS:

WITH DISABILITIES
i) The facilities for the persons with disabilities should be provided in

all important future constructions.
ii) As far as provision of these amenities at existing railway stations

and other public utility buildings of Railways is concerned, the
scope of work is voluminous, therefore, this work has to be planned
in the phased manner. The following phases are recommended:
Phase - I : Station buildings at Zonal Railway headquarters.
Phase - II : Railway stations of state capitals.
Phase - III: Important public utility buildings like Computerised

Reservation Office etc.
Phase - IV : Other important stations as identified by Zonal

Railways.

Annexure - C
Details of Ladies Coach In EMU suburban trains of CR & WR:
Details of Class reserved for Ladies CR WR
Number of Coach/seating capacity in EMU trains
9 car 12 car 15 car 9 car 12 car 15 car
First Class Ladies (24 Hrs) 13 13 99 - 26 26

(One partial (One partial (One partial (One partial (One partial
coach) coach) & one full coach) coach)
coach)
First Class Ladies (7 .00 to 21.00 13 26 26 - 26* 26*
Hrs) (One partial (Two partial (Two partial (One (One
coach) coaches) coaches) partial partial
Coach) Coach)
Second Class Ladies ( 24 Hrs) 147 222 308 - 159 233
(Two partial (Three (Four partial (Two partial (Three partial
coaches) partial coaches) coach) coach)
coaches)
Second Class Ladies (7.00 to 11.00 25 - - - 62** 62**
Hrs & 17.00 to 20.00 Hrs) ( One partial (One (One partial
coach) partial coach)
coach)
Ladies Vendors ( 04.00 to 10.00 Hrs) 8 8 16 - 06# 06#

(One partial (One (Two partial (One partial (One partial
coach) partial coach) coach) coach)
coach)
* First Class ladies from 5.30 to 23.00 Hrs. ** II nd Class Ladies from 7.00 to 23.00 Hrs.
# Ladies vendor from 3.00 to 13.00 Hrs.

Annexure -D
Details of Ladies Coach In EMU suburban trains:

Rlys. Divn. No. of coaches/Seating capacity
6 car 9 car 10 car 12 car 15 car
Eastern Railway HWH - One One Two -
(110) (110) (220)
SDAH - Two@ Two@ Two -
(136) (136) (220)
Northern Railway - - Two Two Two
(220) (220) (220)
Sourthern Railway Two* Two** - Four$ -
(146) (174) (317)
South Central Railway Three^
(144)
South Eastern Railway - Two# - Two -
(220) (220)
@ Two partial compartments of Vendor coach.
* Two partial coaches working in Chennai Beach - Velachery section
** Two partial coaches working in Chennai - Sullurupeta and Chennai – Arakkonam sections.
$ Three partial coaches & one complete middle motor coach working in Chennai Beach – Chinglepet section
^ Three partial coaches
# One coach is limited from 8.00 Hrs to 13.00 Hrs & 17.00 to 20.00 Hrs

ANNEXURE E
List of Measures adopted by various railway zones to ensure safety of

women commuters during late night and early morning hours
Western Railway:-
128 armed Police men (GRP) are deployed in 64 groups of trains on

ladies compartments during late night and early morning for security
of women passengers in sub-urban sections.
Altogether, 60 numbers of local trains are being escorted by RPF from

22.00 hrs. to 06.00 hrs. from Churchgate to Virar & back for security
of ladies commuters travelling late night and early morning.
03 special teams of RPF (One team for Churhgate to Andheri, one

team for Andheri to Borivali & one team for Andheri to Virar) are
deployed in local trains in sub-urban sections running during late
night from 21.00 hrs. to 06.00 hrs.
Emergency Help Line Number 1311 is functioning round the clock

and has been displayed in ladies coaches and wide publicity through
Print Media and through Mega Phone by PA System is being given.
To ensure escorting of local trains, regular interaction with the lady

passengers is being maintained and the ladies coaches are being
checked by supervisory officers at different sub-urban stations
between 22.00 hrs to 06.00 hrs.
CCTV surveillance is being monitored round the clock.
Central Railway:-
GRP/ Mumbai are deploying 234 Police personnel in 117 groups to

escort ladies compartments of local trains during night hours i.e. from
20.30 hrs. to 06.30 hrs. besides, deployment of sufficient manpower at
stations too.

During late night hours, RPF officers and staff remain more vigil while
performing duty and are being checked by supervisory officers.
Quick response is being ensured to the needy caller on Help-Line

No.1275 dedicated to women commuters round the clock.
CCTV surveillance is being monitored round the clock.
Northern Railway:-
There is no EMU train service in Delhi Suburban sections during late

night and early morning hours.
However, all the 6 ladies special trains run during peak hours in
suburban sections are being escorted by RPF daily.
Eastern Railway:-
211 local trains running during late night and early morning in sub-
urban sections over Sealdah & Howrah Division being escorted by GRP by
deploying 323 police personnel to ensure security of women passengers in
sub-urban trains.
68 local trains running during late night and early morning are being
escorted by RPF over Sealdah and Howrah divisions by deploying 136 RPF
personnel.
Besides 14 nos. ladies special trains are being escorted by lady RPF
staff.
High profile presence of RPF is maintained at platforms of important

stations to instill a sense of security amongst the lady passengers besides
keeping surveillance through CCTV cameras.
RPF personnel have been advised to keep extra vigil over the ladies
compartments at sub-urban stations especially during late night and early
morning.
South Eastern Railway:-

02 numbers of sub-urban trains are being escorted by RPF during
late night by team of 1 male Hd. Constable and 3/4 lady Constables.
Quick Response Team (QRT) under supervision of lady Sub-

Inspectors are functioning round the clock in sub-urban sections to
ensure security to women passengers.
Southern Railway:-
41 local trains are being escorted by 18 women police personnel

during late night and early morning hours in sub-urban section of
Chennai.
One lady RPF personnel travels in ladies coaches of 16 EMU trains in

the morning and evening peak hours i.e. 08.00 to 12.00 hrs. & 16.00
hrs. to 20.00 hrs. daily.
Women help-line numbers viz 044-25353999, 044-25331963 and

09003161710 have been displayed in trains and Railway Stations to
facilitate lady passengers to call for help round the clock.
Railway Police/ Chennai Central & Chennai Egmore formed special

teams to control crimes against women passengers in sub-urban
trains.
South Central Railway:-
36 pairs of sub-urban trains including late night and early morning plying
in suburban area are being escorted by 3 RPF women Head
Constables/Constables and 183 RPF/Home Guard personnel (Ref: LOP,
Point 11).

APPENDIX
MINUTES OF THE SECOND SITTING OF THE STANDING COMMITTEE

ON RAILWAYS (2013-14)
The Committee sat on Tuesday, the 9th October, 2013 from 1100 hrs. to
1220 hrs. in Committee Room No.62, Parliament House, New Delhi.
PRESENT
SHRI T.R. BAALU - CHAIRMAN
MEMBERS
LOK SABHA

4. Smt. Yashodhara Raje Scindia
5. Shri Lalji Tandon
RAJYA SABHA
7. Shri Om Prakash Mathur

8. Dr. Barun Mukherjee
SECRETARIAT

2. Shri Abhijit Kumar - Director

REPRESENTATIVES OF THE MINISTRY OF RAILWAYS (RAILWAY BOARD)
1. Shri Arunendra Kumar Chairman, Railway Board & Ex.-officio Secretary

to the Government of India
2. Shri D.P. Pande Member Traffic, Railway Board & Ex.-officio

Secretary to the Government of India.
3. Shri P.K. Mehta Director General (RPF)
4. Shri Amitabh Lal Additional Member (Commercial)
5. Shri S.K. Seth Additional Member (Staff)
2. At the outset, the Chairman welcomed the representatives of the

Ministry of Railways (Railway Board) to the sitting of the Committee. The Committee
took strong exception to the absence of Member Electrical in the meeting and
stressed that all the members of the Board should be present in all future sittings of
the Committee.
3. Xxx xxx xxx xxx
4. The Committee, then, sought clarifications on the issues relating to

‘Suburban Train Services of Indian Railways with particular emphasis on Security of
Women Passengers’. The representatives of the Ministry replied to the queries to
the Members. However, the Committee expressed their dissatisfaction and decided
to discuss the subject in length at their next sitting.
5. Xxx xxx xxx xxx
6. Xxx xxx xxx xxx
7. A copy of the Verbatim Report of the sitting has been kept.
The Committee then adjourned.

MINUTES OF THE THIRD SITTING OF THE STANDING COMMITTEE
The Committee sat on Thursday, the 31st October, 2013 from 1600 hrs. to
1715 hrs. in Committee Room No. ‘D’, Parliament House Annexe, New Delhi.
PRESENT

SHRI NANDI YELLAIAH - CONVENOR
MEMBERS
LOK SABHA

4. Shri Pralhad Joshi
8. Smt. Satabdi Roy
9. Shri Ganesh Singh
12. Shri Harsh Vardhan
13. Dr. Vivekanand
RAJYA SABHA

SECRETARIAT
1. Shri Abhijit Kumar - Director


1. Shri Arunendra Kumar - Chairman, Railway Board & Ex.-officio

Secretary to the Government of India
2. Shri Subodh Jain - Member Engineering, Railway Board & Ex.-

officio Secretary to the Government of India.
Xxx xxx xxx xxx
2. At the outset, the Chairman welcomed the Representatives of the Ministry of

Railways, Railway Board and the Municipal Commissioner of Lucknow to the sitting of
the Committee. Xxx xxx xxx xxx
3. The Chairman, then, left the Chair and nominated Shri Nandi Yellaiah,
Member, as the Convenor to chair the sitting.
4. Xxx xxx xxx xxx
5. The Committee raised certain queries on the issue of the safety and
security of women in suburban trains and other matters related to the suburban train
services. The representatives of the Ministry replied to the queries raised by the
Members.
6. A Verbatim record of the sitting has been kept.


MINUTES OF THE EIGHTH SITTING OF THE STANDING COMMITTEE
The Committee sat on Wednesday, the 8th January, 2014 from 1100 hrs. to
1250 hrs. in Committee Room ‘D’, Parliament House Annexe, New Delhi.
PRESENT
ISHWAR SINGH - CONVENOR
MEMBERS
LOK SABHA
3. Shri Bhaskar Rao Patil Khatgonkar

8. Shri Magunta Sreenivasulu Reddy
RAJYA SABHA

SECRETARIAT

2. Smt. Geeta Parmar - Deputy Secretary

1. Shri Arunendra Kumar Chairman, Railway Board & Ex.-officio Secretary

to the Government of India
2. Shri Rajendra Kashyap Financial Commissioner, Railway Board & Ex.-

3. Shri Subodh Jain Member Engineering, Railway Board & Ex.-

4. Shri Kul Bhushan Member Electrical, Railway Board & Ex.-officio

5. Shri Alok Johri Member Mechanical, Railway Board & Ex.-officio

6. Shri A.K. Mital Member Staff, Railway Board & Ex.-officio

7. Shri D.P. Pande Member Traffic, Railway Board & Ex.-officio

2. At the outset, the Chairman welcomed the Chairman and other officials of the
Ministry of Railways (Railway Board) to the sitting of the Committee.
3. xxxx xxxx xxxx
4. Thereafter, the Committee took oral evidence of the representatives of the

Ministry of Railways on the subject ‘Suburban Train Services of Indian Railways with
particular emphasis on Security of Women Passengers’. During the evidence, the
Members raised certain queries related to the subject. The representatives of the
Ministry of Railways replied to the same.

5. The Chairman, then, left the Chair and nominated Shri Ishwar Singh, Member,
as the Convenor to chair the sitting.
6. The representatives of the Ministry then briefed the Members on various

issues raised by them from time to time. The Members sought further clarifications
on the issues related to their constituencies. The Representatives of the Ministry of
Railways responded to the same.
7. The evidence was concluded.
8. A copy of the Verbatim of the proceedings of the sitting has been kept.
The Committee then adjourned to meet again on 27.01.2014.
_______________________________________________________________
xxxx: not related to the Report.

MINUTES OF THE NINTH SITTING OF THE STANDING COMMITTEE
The Committee sat on Monday, the 27th January, 2014 from 1100 hrs. to
1200 hrs. in Committee Room No. 62, Parliament House, New Delhi.
PRESENT
ISHWAR SINGH - CONVENOR
MEMBERS
LOK SABHA
3. Shri Ram Chandra Dome

6. Smt. Satabdi Roy
8. Dr. Vivekanand
RAJYA SABHA

SECRETARIAT

2. Smt. Geeta Parmar - Deputy Secretary

xxxxx xxxxx xxxxxx
2. At the outset, the Chairman welcomed the Members to the sitting of the
Committee. Thereafter, the Committee considered and adopted the draft Report on
the subject ‘Suburban Train Services of Indian Railways, with particular emphasis on
Security of Women Passengers’ without any modifications.
3. The Committee, then, authorized the Chairman to finalize the Report and
present/lay the same to the House in the light of factual verification received from
the Ministry of Railways.
4. xxxxx xxxxx xxxxxx
__________________________
xxxx: not related to the Report.

NORTHERN RAILWAY
Headquarters Office,
Baroda House,
New Delhi.
No. SD/TP/2021 Dated. 02.2022
CAO/Const., CAO-IVConst.,
Northern Railway, Northern Railway,
Kashmere Gate, Delhi Kashmere Gate, Delhi.
Divisional Railway Manager, CAOIC/USBRL,

Northern Railway, Northern Railway,
DLI, FZR, LKO, MB & UMB Jammu Tawi.
Sub:- Standard type plan for Minimum Essential Amenities (MEA) and Accessibility
plan for Divyangjan.
Indian railway is committed to make Railway accessible for Persons with Disabilities
(Divyangjan) as part of "Sugamya Bharat Abhiyan" or "Accessible India Campaign" of
Government of India to fulfill the mandate as outlined under Rights for persons with Disabilities
(RPwD) Act,2016. As per section 40 of the Act, rules laying down standards for accessibility for
urban and rural areas are to be fomulated. Sections 41 to 43 mandate Government authorities for
providing accessibility facilities and services in compliance with standards.
In compliance of the provision, contained in Section 41(1) of "The Rights of persons with
Disabilities Act, 2016", Railway Board has issued "Harmonized guidelines for standards of
accessibility & provision of facilities for persons with Disabilities (Divyangjan) in Indian Railway".
Therefore in compliance of above saturatory requirements, to assist field offices these

Standard type plans for Minimum Essential Amenities (MEA) and Accessibility plan for
Divyangjan have been prepared in conformance to Harmonized guidelines issued by MoHUA,.
Standard for Universal Accessibility 2021, Harmonized guidelines for Divyangjan over Indian
Railway issued by Railway Board and comprehensive instructions for provisions of passenger
amenities issued by Railway Board in 2018.
The following plans (Type plans O-105/2022, NRHQ Plan no. SD/01/02-2022) are prepared
and enclosed herewith:-
S.No Sheet no Description of Drawing

101of06 Key Plan: Station Building, FOB & Circulating Area
02 of 06 Vehicular Circulation and Parallel Parking Details
03 of 06 Tactile Path Layout Plan to FOB
04 of 06 Tactile Path Details to Water Booth& Toilet Block
5 05 of 06 Details of Tactile at Ticketing Window, Table Top Crossings &End Ramp
6 06 of 06 Details of Handrails and Grab Bars
The purpose of these General Arrangement Plans are to provide practical guidance for
universal design of all elements of external and internal built environment, thereby catering to the
1 of 2

accessibility needs of Divyangjan, elderly and other passengers. These plans have been framed to
guide field officers in designing of spaces to ensure equitability and easy access and movement
within and around station building. These Plans will also be helpful, for
planning universally
accessible stations and ensuring minimum essential Passenger Amenities during doubling works
and major upgradation of existing stations being undertaken by various
executing agencies.
If any discrepancies found in above General Arrangement Plans, kindly inform this office.
You are also requested to send your comments/remarks/suggestion, if any to this office so that
necessary improvement/corrections may be incorporated.
Encl.: As above
(Mona SrivastD
Chief Enge/Stn. Dev.
Copy to:
a) Secy/GM:- for kind information of GM.
b) Secy/PCE:- for kind information of PCE.
c) CMD/RITES:- for kind information please.
d) VC/RLDA:- for kind information please.
e)CMD/RVNL:-for kind information please.
) CMD/IRCON:- for kind information please.
g) Sr.DEN/C, DLI, FZR, LKO, MB & UMB:- for kind information please.
2 of 2

2022 Plan Accessibility Minimum Essential Amenities NR
* )?- tbveoq PLE
,r,\q}D
corrigentlum to lertter No. 20rgrlM (pAy03/06, dt.09.04.201g

aq{sqso ot orqiaq\
GENERAL MANAGER'S OFFICE
GOVERNMENT OF NNDTA (qr{ilIr(F,R)

?1 FEB 2i,?? MtNtsrR !g (tq {Trfrq)
<lftq iei/Southerr
_xa ilway
R/{l *€l
ld/Chennai-600 003
No.2018/LM (PA)/03/06 E
New Dethi, Dated: Ih.OZ,ZOZZ

The General Manager(s),
AllZonal Railwavs
sub: comprchcnoive instrrnctions for provision of passenger Amonrtes

fnclliti+s
and user
nt etntionsr.
Ref: Board's letter no- 2LrgrLM (pAy03 t06, dt.0g,a4,z0rg.
Please refer to this office letter of even numher clatecl 0g.04.201g stipulgting thc
i^r\t- uutttl.tt'ultultr:lvu InltruCtlOttS for
fitlovtslr'lr ul'Pxyyrjnger Amenl'tlec and urcr tacilrtics at stal.iu's.
2' suggestions were received from Railways for amendment in various paras w.r.t the
-Zonal
discrepancies noticed in the Comprehensive instruction issued vide above referred letter.
3' tuaffio volume and expectations of the travelling public, competent

Au review the existing poliry. The modificationVadditionvdeletions
made in
the under:
Existing Policy Para
Para Foot Over Bridge and High level Foot Over Bridge and High level
3.2 (iii) Platform are included in Minimum Platform are included in Minimum
Essential Arnenities (MEA) for all Essential Amenities (MEA) for all
categories of stations on broad gauge. categories of stations on broad gauge.
Priority will be accorded to the higher Priority will be accorded to the higher
category station over lower category category station over ,lower category
sanctioning and station while sanctioning and
executing the work of'raising the height executing the work of raising the height
of platform and provision of FOB. No of platform and provision of FOB. No
work of raising the platform to medium work of raising the platfomr to medium
Ievel shall be taken trp henceforth. All level shall be taken up henceforth. All
existing sanctioned works for raising the existing sanctioned works for raising
height of platform from raiVlow level the height of platform from rail/low
shall be made to high lievel. level shall be made to high level.
To improve accessibility for platform

interchange on railway stations,
ly for persons with
a- O.

*2-
disabilities, a ramped subway shall bp
considered as the hrst and the most
preferred means of accessibility
followed by a second alternative of an
FOB with ramp, wherever feasible.
First preference shall be given to dog
legged ramp (l:12 slope) on FOB.
Wherever future augmentation of
platforms and number of lines or
double decker operations are envisaged,
the ramped subway may be explored
as first preference. New Passenger
Terminals to be developed may be
designed with subways with escalators
instead of FOB.
Ilcncc, attempt shuuld bc made
. toprovide Subways/FOBs st all
of stutions in a phased
categories
manner according to priority.
Subways/l'UBs ore to bc providcd at
NSG/I-5 and SG/l-3 category stations
and non-provision of the same at these
stations may be treated as deficiency
under MEA. However, non-provision
of Subways/ FOBs at NSG-6 &HGll-3
category stations may not be regarded
as deficiency under MEA.
Para 4 These are broad guidelines for These are broad guidelines for
the providing passenger amenities at providing passenger amenities at
covenng stations. However, GMsiDRMs may stations. However, GMs/DRMS may
letter make need based modification dulv make need based modification in
recording the j ustifi caJion thereof. design duly recording the justification
thereof for the quantum of facilities
envisaged in these comprehensive
instructions including stations where
running of double stack containers are
involved.

-3-
Design of FOBs should be standardized FOB should be preferably 20 feet wide
(especially the widtlh) for the stations at NSG/I-3 and SG-l category stations
based on ths footfall (at least 6 m wide). where feasible. For other category of
FOBs with both stairs and ramp facility stations, Zonal Railways may decide
should be provided to make them upon the width of FOB based on the
accessible for senior citizens and feasibility and requirement. Handrails
persons with physical disability as well shall be provided as per design.
as ease of self carryinLg trolley bags. The
category of station and length of shelter
is indicative and thr: exact dimension
should be as per the requirement of the
station.
Escalators, wherever pcrmissible, shall

bc provided for nll ptriltforms at a etation
hoth for upwnrd nnd downrvnrd
tlirectlou. Additional !'U.8, it' justitied
shull lrc pruvidetl wittr escalators subject
lu rrvuilubility of fund aud priurity iu
terms of category of station.
Para 9 9.1 As per extant instructions, Shon

term facilities, consisting of following 7
items are to be provided at all stations:-
For provision of Amenities for
Divyangian (PwDs) at stations,
(i) Provision of standard ramp with Harmonized guidelines for standards of
(ii)
railing for barrier ti.ee entry. accessibility &provision of facilities
Earmarking atleast two parking lots for Persons with Disabilities
for vehicles used b,/ disabled persons
@ivyangian) in Indian Railway issued
(iii) Provision ofnonr-slippery walkway vide Board's letter No. 2019/Stn.Dev.-
from parking fot to building Il03l06tPolicy/PwDs dated
(iv) Provision of signarge of appropriate 12.02.2020as amended from time to
visibility tirne pnay be referred.
(v) Provision of at teast one drinking
water tap suitable for use by a
disabled person.
(vi) Provision of at least one toilet on
ground floor
(vii) "tvtay I Help you" booth.
(DetaileO drawings/guidelines for the above

were laid down in ITDSO's report of
Nov.1998. circulated under Board's tetter
No.96/LM(By2l 4A4 Dt.30, 12. I 99S)
9.2 As per extant instructions, long-

terms facility, comprising of following
2 items are to be provided:
i) Provision of facility for inter-
g.
-V-
platform transfer
(ii) Engraving on edges of platforms
Above facilities ar€: to be provided

NSG/I -4 category st:ltions.
Policy on provision of amenities to

Divyangian (PwD) at stations will be
issued separately.
9.4 Regarding inter-platform transfer,

provision of I in 12 ramps/lifts to
existing FOBs/Subways may not he
llasiblc ds d gcucral sululiuu. This
fhcility has to be mainly provided
tluuugh puilrwuyu u[ the end ol
platforms for disabled passengers, on
whrelchairs (to be provided free of
cost), duly csuorted by coolies (on
payment), as per present practice.
Accordingly, pathu'ays at platform
ends, wherever not existing presently,
should be provided in a time bound
manner, beginning with NSG/I-4
category stations. Moreover, these
should be properl'y provided with
precast CC/paver blocks at track
crossings etc and laid to accurate level,
to ensure a smooth rirle for Persons with
Disabilities (PWDs) on wheel chairs,
without need for lifting at any stage.
The other long-term facility, viz.,
engravings on platform edges may also
be taken up progre,ssively beginning
with NSG/I-4 category stations. New
passenger terminals to be developed
shall be designerl uith subways with
escalators instead offbot over bridges.
Y
I. Station Category
Station Category
Annexure Am€
NSG s.N
III-A ities NSG NSG NSG NSG NSG NSG
3 I 2 3 4 5 6
(Item
No.l0) I with l0 FOB with
I
I with
covel with I @@ @@+
over cover
cover

-f,_
- Foot over-bridges shall be - Foot over-bridges shall be
ided at all stations with more than ided at all stations with more than
platform during
doubling/gauge platform during doubling/gauge
onversion wherever the same are not ion wherever the same are not
vailable.
II. Anne-
Amc Stertion Category Statlon Category
xure-III-C s.N
nity s.N Amenity
HGI HG2 IIG3
(Item HGI HG2 HG3
6 FOB I
No.6) I 6 FOB @(Dr o@r @(D'
[ @@* -a
ramped subway shall be
considered as the first and the most
preferred means accessibilitv of
followed by a second alternative of ;
FOB with ramp, wherever feasible,
at all stations with
more than one
platform during
doubling/gauge conversion wherever
Firstpreference shall be given to dog

legged ramp (l:12 slope) on FOB.
Wherever funre augmentation
ofplatforms and number of lines or
double decker operations are envisaged,
the ramped subway may be explored as
first preference.
Annexure Annexure II-C & III-C stipulates for Fans have been included in Minimum
il-c Minimum Essential Amenities and Essential Amenities for HG-l category
nonns of MEA at vrrious categories of halt stations. Hence, fans are to be
& ilI.C Ifalt Stations. provided in HG-l halt (as per existing
categonzation) as Minimum Essential
Amenities. This has been irrcluded in
Annexure II-C & ilI-C as item No.l0
Annexure -II- C (toth row added)
Ameni Station Category

s.N
ties
HGT HG2 HG3
l0 Fans I
o,

-6- (-1
Annexure III-C 1to,h row added)
Ameni Station Category

s.N
ties
HGl HG2 HG3
t0 Fans I
4. All other details of the instructions issued vide above referred leffer will remain unchanged.
Necessary action may be taken accorclingly.
5. This issues with the approval ol'Board (MI, M(O&BD) &MF) and concurrence of Finance &
Commercial Directorate of Ministry of Railways.
6. Please acknowledge receipt.
n4*L'Lv %va (-/-r

(Rakesh Choudhary) (Neeraj Sharma)
Exec. Director (SD&Trans) Exec. Director @assenger Marketing)
No. 2018/LM(PA)/03/06 New Delhi, Dared: l1 gZ.zOZZ
Copy forwarded for information and necessary action please to:
(i) PFAs, AllZonalRailways.

(ii) The Dy. Comptroller and r\uditor General of India (Railways), Room No.224,
Rail Bhawan. New Delhi.
(iii) PCCMs All Zonal Railways
for Member Finance, Railway Board
Copy to:- (i) EDPM, ED/EEM, ED (T&C), ED/Works, EDF(X)-II Railway Board
(ii) F(X)-L F(X)-[, TG-III,'IG-IV, SD-I, Electrical (G) Branches, Railway Board
(iii) MD/IRCON, MD/R\AIL, MDIRITES, VC/RLDA


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1990 Railways - Facilities for handicapped at the stations 2

1996 Railways -The Persons with disabilities Act 1995 Provision of

The Ckl1eral Nanager, .

( Sub: Facilities fo~ hundicapped persona at the

. "1. Provision of ramps for easy entry of r!heel I

2. . T.bis 11ay pIe aoe be kept in vi my and provided \.,hile

3. J...photo-cOi)~r of the :_nternat ionally adopted sic;n

1990 Railways - Facilities for handicapped at the stations 2

NO. 96/Lh( B) / 2/404

The General Managers,

"Sub: '1'he person3 with disabilitfes(~qualOpportunities,

'fhe above Act has be en brought in to force with effect from 7 th

Glnuse 44 (b) '.'"

"adapt toilets in rail compnrLments, vessels aircrafts and waiting

, (a) rnrnf.~',in public bl1ildil\g~; "

Please acknowledge rocf~ipt 3Jld ensure compliance.

~- .-. ..----- /:J &'~~~~

Government of India, have passed an act, namely, “The persons with

2.0 TERMS OF REFERENCE:

Terms of reference to RDSO are as under: (Railway Board letter no.

• Guidelines issued so far on this subject.

ii) To formulate detailed practical instructions for adoption by the

• Parking space for disabled persons

• Separate walk ways with guiding blocks of non-slip material

• Ramps with suitable slopes

• Lifts with adequate width of door and operation panels

• Separate toilets with fittings accessible to disabled persons

1998 RDSO Standards post PwD Act 1995 4

• Audio video signages and indicators for diverse disability

• Barrier free foot paths along the roads.

3.0 RELEVANT CLAUSES OF THE ACT :

“adapt toilets in rail compartments, vessels, aircrafts and waiting rooms in

a) ramps in public buildings;

b) adaptation of toilets for wheel chair users;

c) braille symbols and auditory signals in elevators/lifts;

d) ramps in hospitals, primary health centres and other medical care

Impairments that regardless or cause of manifestation, for all practical

1998 RDSO Standards post PwD Act 1995 5

Impairments that cause individuals to walk with difficulty or insecurity.

Deafness or hearing handicaps that might make an individual insecure in

Total blindness or impairments affecting sight to the extent that the

5.0 LITERATURE SURVEY:

i) A report of ‘Core Group Committee’ for formulation and final

iv) Drawings prepared by “Access Council for the Rights of Disabled”.

v) A booklet issued by “Public Transport - Disability Services”

6.0 GENERAL PRINCIPLES AND CONSIDERATIONS: (IS:4963-

1998 RDSO Standards post PwD Act 1995 6

The standard size of wheel chair shall be taken as

Clause 3.2 Functioning of a wheel chair:

Clause 3.2.3 The average turning spaces required is 1800 x 1800mm.

Clause 3.3 Adult Individual Functioning in a Wheel Chair:

Clause 3.3.2 The average horizontal working (table) reach is 775mm

Clause 3.3.3 The bilateral horizontal reach, both arm extended to

Clause 3.3.4 An individual reaching diagonally, as would be required

Clause 3.5 People with Hearing Disabilities:

Clause 3.5.1 People with hearing disabilities, have particular difficulty

Clause 3.6 People with Sight Disabilities:

Clause 3.6.1 For people with sight disabilities, orientation can be

1998 RDSO Standards post PwD Act 1995 7

7.0 AMENITIES TO BE PROVIDED IN RAILWAY STATION PREMISES

7.1 Parking: (Sketch-1)

For parking of vehicles of handicapped people/people using wheel chair,

ii) The width of parking bay shall be minimum 3600mm.