G&SR
G&SR
G&SR
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(Railway Board)
No. 69-RR/4
Dated New Delhi, the 11th February, 1976.
R E S O L U T I O N
General Rules for Indian Railways (Open Lines), 1976
administered by the Government, and for the time being used for
public carriage of passengers, animals or goods.
The considerable advance made in the recent years in method
of signalling and interlocking, modes of traction and introduction of new
types of equipment necessitated a revision of the General Rules, which
had been revised last in 1929, for working open line of Railways in India.
The revision of these rules was also advocated by the Railway Accidents
Committee, 1962, and the Railway Accidents Inquiry Committee 1968,
who desired that the revision of the Rules should be consistent not only
with the conditions obtaining at present but likely to obtain in the
foreseeable future, and emphasised the need for keeping the basic
complexion of rules intact while at the same time providing for
technological changes in recent years.
2.
For this purpose a Committee composed of officers
selected from the Traffic and Signal Departments was appointed by the
Railway Board in 1968. The Committee submitted a set of draft rules for
consideration by the Board in February 1970. The Commission of
Railway Safety, whose comments were also invited, did not favour the
adoption of these draft rules, which had proposed the abolition of certain
existing fundamental concepts such as classification of stations,
minimum equipment of signals for each class of station, etc. In the
Annual Report for 1971-72, the Commission stated that a wholesale
revision and re-arrangement of the rules which formed the basis of train
working and safety of operations for over 100 years and which were
ingrained in the minds of thousands of railway staff, would not be
16
desirable. Accordingly, the Commission conveyed to the Railway Board
its inability to agree to the adoption of the New General Rules as drafted.
(1)
(2) 3.
In consideration of the strong views
expressed by the Commission of Railway Safety and the
positive recommendations of the Railway Accidents
Committee, 1962, and the Railway Accidents Inquiry
Committee, 1968. Member Traffic, Railway Board, decided
in September, 1972, that the revision of the existing General
Rules should be so undertaken as to be in consonance with
these views and to cover such aspects only of the existing
rules as require modification in the light of technological
changes or where certain existing rules have outlived their
use. A fresh revision of the General Rules was accordingly
taken up by the Safety Directorate in consultation with other
Directorates of the Railway Board.
(3)
(4) 4.
A provisional issue of the revised General
Rules was circulated to the Railway Administrations; the
Research, Designs and Standards Organisation; the
Commission of Railway Safety; Railway Staff College,
Vadodara; Indian Railway Institute of Signal Engineering and
Telecommunications, Secunderabad; Indian Railways
Institute of Advanced Track Technology, Pune; Indian
Railways Institute of Mechanical and Electrical Engineering,
Jamalpur; etc., for criticism and suggestions under
Government of India, Ministry of Railways (Railway Board)
letter No. 68-RR/2/Vol. V, dated 25-7-1974.
(5)
5.
The exhaustive views and comments received from the
Railway Administrations, the Commission of Railway Safety, other
Railway Institutions and the Ministry of Law, having been considered by
Member Traffic, Railway Board, in consultation with the concerned
Directorates, a complete revised set of General Rules for Railways
administered by the Government have now been framed, sanctioned and
issued by the Central Government with Notification No. 69-RR/4 of this
days date to be brought into use on such date as the Central
Government may, by notification in the Official Gazette, appoint.
(1) 6.
The Central Government desire that the said
rules may be brought to the notice of the Administrations of
the several railways not administered by the Government
17
and that the Heads of Railway Administrations of such
railways may be invited to submit a formal application for the
adoption of the rules, with such modifications (if any) as may
be considered necessary in each case.
(2)
(3) Order :
Ordered that this Resolution, with its
enclosures, be published under a Notification in the Official
Gazette as required by section 47 of the Indian Railways Act.
1980 (9 of 1980), and that a copy thereof be kept open for
inspection of railway stations as directed by sub-section (6)
of the same section, also that a copy of this Resolution and
of its enclosures be communicated to the Governments,
Administrations and Officers, noted below, for information.
B. M. KAUL
Member Traffic, Railway Board, and Ex-Officio
Secretary to the Government of India
Documents accompanying :
General Rules for Indian Railways (Open Lines), 1976
administered by the Government.
Secretaries, Ministries of Communications; Defence; Home
Affairs; Law, Justice and Company Affairs; Petroleum; Shipping and
Transport; and Tourism and Civil Aviation.
The Chief Secretaries to the Governments of Andhra Pradesh,
Assam, Bihar, Gujarat, Haryana, Himachal Pradesh, Jammu and
Kashmir, Karnataka, Kerala, Madhya Pradesh, Maharashtra, Manipur,
Meghalaya, Nagaland, Orissa, Punjab, Rajasthan, Sikkim, Tamil Nadu,
Tripura, Uttar Pradesh and West Bengal.
The Chief Secretaries, Administrations of Andaman and Nicobar;
Arunachal Pradesh; Chandigarh; Dadra and Nagar Haveli; Delhi; Goa,
Daman and Diu; Lakshadweep, Minicoy and Amindivi; Mizoram; and
Pondicherry.
Additional Deputy Controller and Auditor General of India
(Railways) and Ex-Officio Director of Railway Audit.
18
The Commissioner of Railway Safety.
The Additional Commissioners of Railway Safety, Central,
Eastern, Northern, North Eastern,
Southern, South Eastern, and
Western Circles.
The General Managers, Chittranjan Locomotive Works, Diesel
Locomotive Works and Integral Coach Factory.
The General
(Railways), Calcutta.
Manager,
Metropolitan
Transport
Project
Transport
19
The Secretary, Indian Railways Conference Association.
The Director, National Archives of India.
The Librarians, Central Secretariat Library, National Library,
Calcutta, Parliament Library and Railway Board Library.
The Superintendent, Library and Research, Ministry of Law,
Justice and Company Affairs.
20
ARRANGEMENT OF RULES
CHAPTER I
PRELIMINARY
Rules
1.01
1.02
1.03
preparation
2.10
2.11
A. General Provisions
3.01
3.02
21
3.03
3.04
3.05
3.06
3.07
3.08
3.09
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
3.21
3.22
3.23
3.24
C.
3.25
Equipment of Signals
Obligation to provide fixed signals at
stations
22
3.26
3.27
signalling
3.28
lower
3.29
quadrant signalling
Minimum equipment of fixed signals at
other stations provided with two-
aspect
3.30
3.31
3.32
signalling
Additional fixed signals at stations
generally
Signals at class D stations
Provision of an Advanced Starter,
Shunting Limit Board or Block
Section
3.33
3.34
3.35
Limit Board
Exceptions to Rules 3.27, 3.28, 3.29
and 3.32
Fixed signals at level crossings
Protection and working of points of
outlying sidings
D.
Points
3.36
3.37
3.38
3.39
3.40
3.41
3.42
Stop Signal
3.43
3.44
23
3.45
3.46
3.47
3.48
3.49
3.50
3.51
E.
Hand Signals
3.52
3.53
3.54
3.55
3.56
3.57
3.58
3.59
3.60
3.61
Detonating Signals
impairing
3.62
3.63
3.64
detonators
visibility
Placing of detonators in case of
obstruction
Replacement of detonators on the line
Knowledge
and
possession
of
G.
3.65
3.66
3.67
Flare Signals
24
signals
H.
Defective
fixed
Signals
and Points
3.68
3.69
defective
3.70
defective
3.71
3.72
3.73
3.74
3.75
3.76
3.77
3.78
3.79
3.80
3.81
3.82
3.83
3.84
is
attached to
train
25
3.85
A.
4.01
4.02
4.03
4.04
4.05
4.06
4.07
Standard time
Adherence to advertised time
Setting watch
Time of attendance for train crew
Proper running line
Direction of running
Supply of Working Time Table and
Schedule
of
Standard
Dimensions
B.
4.08
4.09
4.10
4.11
4.12
4.13
Speed of Trains
Train Crew
4.14
4.15
4.16
4.17
regarding
Master
Means of communication
Guards and Drivers equipment
Manning of engine in motion
26
4.21
4.22
4.23
4.24
4.25
4.26
D.
4.27
4.28
4.29
E.
4.30
4.31
4.32
4.33
4.34
4.35
4.36
4.37
4.38
4.39
4.40
4.41
4.42
4.43
27
4.44
4.45
4.46
4.47
4.48
4.49
4.50
4.51
4.52
4.53
4.54
4.55
4.56
4.57
4.58
4.59
station
4.60
4.61
4.62
4.63
4.64
4.65
4.66
28
CHAPTER V
CONTROL AND WORKING OF STATIONS
5.01
5.02
5.03
5.04
5.05
5.06
5.07
5.08
5.09
5.10
5.11
5.12
5.13
5.14
5.15
5.16
5.17
5.18
tempestuous
5.19
5.20
5.21
5.22
5.23
29
CHAPTER VI
ACCIDENT AND UNUSUAL OCCURRENCES
6.01
6.02
6.03
6.04
6.05
breakdown
6.06
6.07
Operator
6.08
6.09
6.10
6.11
Accident or obstruction
Working in case of accident or failure
of communications
Protection of trains stopped between
stations
Trains unusually delayed
Sending advice
of accident
or
Train in a block section without
authority to proceed
Report of conditions likely to affect
running of trains to Controller or
Centralised
Traffic
Control
Train parting
Portion of train left in a block
section
Fire
Vehicles escaping from station
CHAPTER VII
SYSTEMS OF WORKING
7.01
7.02
Systems of working
Applicability of General Rules referring
to the working of signals and
trains
CHAPTER VIII
THE ABSOLUTE BLOCK SYSTEM
A.
8.01
Essentials
30
B.
Clear
8.02
8.03
8.04
C.
8.05
approaching
8.06
is
1.
Class
Stations
8.07
approaching
8.08
2.
Class
Stations
8.09
station
8.10
8.11
on single line
Obstruction within station section at a
Class B station on single line
Obstruction outside station section at a
31
Class B single line station
equipped
8.12
equipped
with manually operated multipleaspect
8.13
signals
Obstruction outside the first Stop signal
at a Class B station on single
line
E.
8.14
8.15
8.16
General Provisions
Line
9.01
9.02
double
line is to be passed at on.
B.
Line
9.03
9.04
single line
32
9.05
9.06
9.07
line is
9.08
to be passed at on
Person in charge of working trains on
Automatic Block System on
single line
C.
9.09
9.10
section
9.11
9.12
9.13
the
Automatic
9.14
9.15
9.16
Block System
Procedure when Semi-Automatic
Stop signal is on
Passing a gate Stop signal at on in
Automatic signalling territory
Illustrative diagrams
CHAPTER X
THE FOLLOWING TRAINS SYSTEM
10.01
10.02
33
10.03
Safety
Conditions to be observed in working
trains on the Following Train
System
10.04
12.01
34
12.02
12.03
System
System where applicable
Conditions to be observed for following
trains on the Train-staff and
Ticket
12.04
12.05
12.06
12.07
12.08
12.09
System
Driver to have Train-staff or Train-staff
Ticket
Train-staff or Train-staff Ticket : by
whom to be delivered to Driver
Train-staff or Train-staff Ticket : when
to be delivered to Driver
Train-staff to be kept on engine
Trains not to be started until Train-staff
returned
Train-staff or Train-staff Ticket to be
given and Ticket to be cancelled
on
12.10
System
12.11
12.12
12.13
12.14
12.15
12.16
12.17
arrival of train
Procedure when engine is disabled on
the Train staff and Ticket
Train-staff Tickets : how kept
Train-staff.: how kept
Distinguishing marks on Train-staff
Tickets and boxes
Form of Train-staff Ticket
Record of Train-staff Tickets issued
Obstruction outside the Home signal
Protection of trains on the Train-staff
and Ticket System
CHAPTER XIII
THE ONE TRAIN ONLY SYSTEM
13.01
13.02
13.03
13.04
35
disablement on the one Train
only
System
CHAPTER XIV
BLOCK WORKING
A.
14.01
14.02
14.03
General Provisions
B.
Electrical Block
Block
Stations
at
which
Certificate of Competency
Bell Code
Acknowledgement of signals
Train Signal Register
Authority to proceed
Driver to examine authority to proceed
Conditions for closing the block section
Responsibility of Station Master as to
authority to proceed
Special responsibility as to electrical
token instruments and to the
Failure of electrical block instruments
or track circuits or axle counters
Closing of Intermediate Block Post
C.
Electrical Block
Block
Stations
at
which
Transmission of signals
36
14.16
14.17
14.18
14.19
14.20
14.21
14.22
14.23
14.24
14.25
Working
Equipment
14.26
on the
Permanent Way or Works
15.01
15.02
15.03
15.04
Works
15.05
15.06
37
15.07
15.08
the
15.09
15.10
15.11
15.12
15.13
15.14
15.15
15.16
15.17
when
line
Showing of signals
Assistance in protection of trains
Gangmate in each gang
Knowledge of signals and equipment of
gang
Inspection of gauges, signals, tools and
implements
Responsibility of Gangmate as to safety
of line
Blasting
Putting in or removing points or
crossing
Duties of Gangmate and Gangman
apprehending danger
B.
The
Working
of
Lorries,
Trollies and
Motor Trollies
15.18
15.19
15.20
15.21
15.22
15.23
15.24
15.25
15.26
15.27
15.28
38
LEVEL CROSSINGS
16.01
16.02
16.03
16.04
16.05
16.06
16.07
16.08
16.09
16.10
16.11
Knowledge of signals
Supply and care of equipment
Road traffic
Gateman to observe passing trains
Channel for flange of wheels
Defects at level crossings
Obstructions at level crossings
Parting of a train
Trespassing
Transfer of charge of gate
Height gauges
CHAPTER XVII
WORKING OF TRAINS ON ELECTRIFIED
SECTIONS OF RAILWAYS
17.01
17.02
17.03
17.04
17.05
17.06
17.07
multiple units
17.08
17.09
at neutral sections
Tower wagon
Additional rules for electrified sections
CHAPTER XVIII
MISCELLANEOUS
18.01
39
CHAPTER 1
PRELIMINARY
1.01.
40
(1)
(2)
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
41
single line, that the block section is obstructed or is to be
obstructed;
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(16)
(17)
(18)
42
(a)
(b)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
(26)
43
(27)
(28)
(29)
(30)
(31)
(32)
Intermediate
Block
Signalling
means
an
arrangement of signalling on double line in which a long block
section is split into two portions each constituting a separate
block section by providing an intermediate Block Post;
(33)
(34)
(35)
(36)
44
(37)
(38)
(39)
(40)
(41)
(42)
(43)
(44)
Overhead
Equipment
means
the
electrical
conductors over the tracks together with their associated fittings,
insulators and other attachments, by means of which they are
suspended and registered in position for the purpose of electric
traction;
(45)
45
(46)
(47)
(48)
(49)
(50)
(51)
(52)
(53)
(54)
(1)
Station Section means that section of station limits at a class B station provided with two aspect signal,
which is included :-
46
(a)
(b)
(i)
(ii)
(iii)
(2)
(a)
on a double line :-
(i)
(ii)
(b)
on a single line :-
(i)
(ii)
(55)
47
(56)
(57)
(58)
(59)
(60)
Two-Aspect
Signalling
means
a
signalling
arrangement in which each signal displays at any one time either
of the two aspects.
S.R. 1.02/1 General Rules & Subsidiary Rules. The General
Rules apply to all Railways. The Subsidiary Rules are prefixed S. R. and
apply only to Northern Railway.
S.R. 1.02/2 Revision of Rules. The General Rules are issued and
are liable to revision by the Government of India (Railway Board) and
Subsidiary rules by the General Manager.
Authority to issue SRs is vested with the Chief Operating Manager alone.
It is not delegated to any other officer. Revisions will be notified by
correction slips.
S.R. 1.02/3 Authority to issue Working Rules and Instructions.
(a)
(b)
Power to
delegated
Divisions
Divisional
48
authority to issue Working Rules except when necessary in
an emergency and then only in the name of Divisional Rly
Manager or Divisional Safety Officer.
(c)
(d)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
49
(h)
(2)
50
clear for at least 400 metres beyond the Home signal, or upto
the Starter;
Class B stations - where Line Clear may be given for a train
before the line has been cleared for the reception of the train
within the station section; and
Class C stations - block huts, where line clear may not be
given for a train, unless the whole of the last preceding train has
passed complete at least 400 metres beyond the Home signal,
and is continuing its journey. This shall include an Intermediate
Block Post.
(3)
(a)
(b)
51
CHAPTER II
RULES APPLYING TO RAILWAY SERVANTS
GENERALLY
2.01. Supply of copies of rules - The Railway Administration
shall supply (a)
(i)
to each station.
(ii)
(iii)
(b)
(c)
(a)
(b)
(c)
52
(d)
obtain a new copy from his superior in case his copy is lost
or defaced, and
(e)
ensure that the staff working under him are supplied with all
corrections and that they also comply with the provisions of this
rule.
2.03 Knowledge of rule - Every railway servant shall -
(a)
(b)
(c)
(d)
53
2.04. Assistance in observance of rules - Every railway
servant shall render assistance in carrying out these rules and report
promptly any breach thereof, which may come to his notice, to his
superior officer and other authorities concerned.
2.05. Prevention of trespass, damage or loss (1)
(2)
(a)
(b)
(c)
(d)
(a)
(b)
(1)
(2)
54
2.09. Taking alcoholic drink, sedative, narcotic, stimulant
drug or preparation.
(1)
(2)
(i)
(ii)
(a)
(b)
(c)
(d)
55
(e)
(1)
(a)
(f)
i)
56
refuse to grant line clear to a train coming to his station until
storm abates and he considers movements of trains safe.
ii)
iii)
The Guard and the Driver of the train in cooperation with the
railway staff travelling in the train shall try to see that doors and
windows of the coaches are kept open by the passengers to
allow free passage of the wind through the coaches.
CHAPTER III
SIGNALS
57
A. General Provisions
3.01. General use of signals - The signals prescribed in these
rules shall be used for controlling the movement of trains in all cases in
which exceptions are not allowed by approved special instructions.
3.02. Kinds of signals - The signals to be used for controlling
the movement of trains shall be :(a)
Fixed signals.
(b)
Hand signals.
(c)
(d)
Flare signals.
3.03. Use of night signals by day - The signals prescribed in
these rules for use by night shall also be used by day in tunnels and in
thick, foggy or tempestuous weather impairing visibility.
3.04. Placing of signals and signal arms; painting of signal
arms :-
(3)
(1)
(2)
(b)
In the case of a yellow arm, a black bar shall take the place of the
white bar on the side facing trains.
58
(c)
Calling-on arms shall be painted white with a red bar on the side
facing trains to which they refer, and white with a black bar on the other
side.
S.R. 3.04/1 All signals on a section, in both directions, must be
inspected jointly by Signal Inspector, Traffic Inspector and Loco Inspector
both by day and by night at least once every quarter, to see whether the
Signal or their repeaters are clearly visible from the adequate distance.
A joint report shall be made to the Divisional Rly. Manager on the result
of such inspections.
B. Description Of Fixed Signals
3.05. Use of fixed signals -
(1)
(2)
(3)
(4)
(a)
(b)
(5)
59
signals and 45 or 90 above the horizontal in case of multipleaspect upper quadrant signals.
3.06. Description of Warner signals and their indications :(1)
(2)
(a)
(b)
(3)
(a)
(b)
on the same post below the first Stop signal or the last
Stop signal.
(4)
(5)
(a)
Off
60
picture
picture
ASPECT :
Proceed with
Proceed
caution
Indication :
Proceed with
Proceed
caution and be
prepared to stop at the next
Stop signal
61
(b)
picture
picture
ASPECT:
Stop
Proceed
with
Proceed
with
caution
Indication:
Stop dead
caution
and
be
prepared to
stop at the
next stop
signal
62
(c)
picture
ASPECT:
Proceed
Indication:
Proceed
(6)
63
(a)
picture
picture
ASPECT :
Proceed with
caution
Proceed
Indication:
Proceed with
caution and be
prepared to
stop at the next
Stop signal
Proceed
64
(b)
picture
Off
picture
picture
ASPECT:
Stop
Proceed with
Proceed
caution
Indication:
Stop dead
Proceed
Proceed
with
caution
and be prepared to
stop at the next stop
signal.
(7)
65
Provided that when such a Warner signal applies to a gate Stop
signal, it shall not display the Proceed aspect unless there is
adequate distance between the gate stop signal and the first
Stop signal of the station ahead. The adequate distance in such
a case shall never be less than 1200 metres.
(8)
(1)
(2)
Off
picture
picture
66
ASPECT :
Caution
Proceed
Indication:
Proceed and be
Proceed
prepared to stop at
the next stop signal
Note - This signal shall be provided only in Modified Lower
Quadrant signalling.
(3)
picture
picture
Signalling
67
ASPECT:
Caution
Proceed
Attention
Indication:
Proceed and
Proceed
be prepared
to stop at
the next
Stop signal
Proceed and
be prepared
to pass next
signal at such
restricted
speed as may
be prescribed by
special instructions
Note - The distance between the two yellow lights shall be 1.5
metres when this signal displays Attention aspect at night.
(4)
Off
position
picture
picture
picture
68
ASPECT:
Caution
Proceed
Attention
Indication:
Proceed and
be prepared
to stop at
the next Stop
signal
Proceed and
Proceed
be prepared
to pass next
signal at such
restricted speed
as may be
prescribed by
special
instructions
(5)
(6)
(7)
69
until the level crossing gates have been closed and locked for
the passage of trains in the latter case.
3.08. Description of Stop signals and their indications :(1)
(2)
Picture
Picture
ASPECT:
Stop
Proceed
Off
70
Indication:
Stop dead
Proceed
(3)
Off
Position
picture
picture
picture
ASPECT:
Stop
Proceed
Indication:
Caution
71
Stop dead
Proceed
Proceed and be
prepared to stop
at the next stop
signal
(4)
(a)
picture
picture
ASPECT:
Stop
Proceed
Off
72
Indication:
Stop dead
Proceed
(b)
Off
picture
picture
picture
ASPECT:
Stop
Caution
Proceed
73
Indication:
Stop
Proceed
Proceed and be
prepared to stop
at the next Stop
signal
(c)
signal
in
Multiple
Four-Aspect
On position
Off
position
picture
picture picture
picture
ASPECT:
Stop
Indication:
Caution
Proceed
Attention
74
Stop dead
Proceed
Proceed and
Proceed
and
be prepared
be
to stop at
to
prepared
pass next
the next
signal at such
stop signal
restricted
speed as may
be prescribed
by special
instructions
(2)
(3)
(4)
75
Home signal is, in consequence of its position, inconvenient for
this purpose.
3.10. Kinds of fixed Stop signals for departing trains (1)
(2)
(3)
(4)
(5)
(1)
76
(a)
(b)
(i)
(ii)
(iii)
(c)
(2)
(1)
(a)
77
(b)
(2)
(3)
(4)
(5)
(a)
Off
position
Picture
Picture
Aspect:
Proceed slow
78
Indication:
Driver shall obey
then draw
the aspect of the
caution
Stop signal
be prepared to
Stop
ahead with
and
(b)
picture
picture
and
Off
79
ASPECT :
Proceed slow
Indication:
Driver shall obey
then draw
the aspect of the
caution
Stop signal
be prepared to
Stop and
ahead with
and
(6)
(a)
picture
picture
Off
80
Aspect:
Proceed slow
Indication:
Driver shall obey the
and then
aspect of the Stop signal
ahead with
Stop
draw
caution and be
prepared to stop
short of any
obstruction
(b)
Off
81
picture
picture
ASPECT:
Proceed slow
Indication:
Driver shall obey the
then draw
aspect of the Stop signal
caution
and be prepared to
stop short of any
obstruction.
3.14. Shunt signals -
Stop and
ahead with
82
(1)
(a)
A shunt signal is a subsidiary signal and
shall be either(i)
(ii)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Off
83
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
(b)
84
On position
position
Off
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
85
(9)
(a)
On position
position
Off
picture
picture
ASPECT:
Stop
slow
Proceed
Indication:
Stop dead
Proceed with
caution for
86
shunting
(10)
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Off
87
Stop dead
Proceed with
caution for
shunting
(b)
picture
picture
ASPECT:
Off
88
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
(2)
(1)
(2)
banner type, or
89
(3)
(b)
(c)
Picture
Picture
Aspect:
Off
90
Signal On
Signal Off
Indication:
Signal which it
Signal
repeats is at on
repeats
which it
is off
(4)
Picture
Picture
91
Aspect:
Signal On
Signal Off
Indication:
Signal which it
Signal which it
repeats is at on
repeats is off
(5)
The aspects and indications of a colour light type Repeating
signal are shown below :Colour light type Repeating Signal
On Position
Position
picture
picture
Off
92
ASPECT:
Signal On
Signal Off
Indication:
Signal which it
Signal
repeats is at on
repeats
which it
is off
Provided on
Automatic
Letter A in
Stop
black on white
signal
circular disc
SemiWhite illumipicture
nated letter A
Automatic
93
Stop signal
against black
background
when working
as an automatic
Stop signal, and
letter A
extinguished
when working as
a Manual Stop
signal
picture
Colour light
Letter P in black
Distant or
on white circular
Warner signal
disc
on a post by
itself
picture
Note :- Where
a
colour light Distant
signal is combined with a Last Stop
signal as provided for under subrule
(7) of Rule
3.07. the marker shall be
dispensed with.
94
Appearance
Description
picture
Provided on
Intermediate
Block Stop
Letter IB in
black on white
signal
circular disc.
picture
Calling-on
Letter C in
signal
black on white
circular disc.
picture
Repeating signal
in semaphore
Letter R in
black on white
signalling
circular disc
territory
picture
illuminated
Repeating signal
white
95
in colour light
letter R
signalling
against black
territory
background
Appearance
Description
picture
Letter G in
Provided on
black on yellow
circular disc
96
black
background
Note :- Letter A shall be lit only when the gates are closed and
locked against road traffic.
(2)
Appearance
Description
Picture
One black ring
Provided on
Approach Stop
signal for goods
on semaphore
lines arm
running
only
Picture
Letter D in
Approach Stop
97
signal for Dock
black on
platform
semaphore
arm
(3)
(1)
Pictures
(2)
(3)
98
3.20 Placing of Stop signals at converging junctions Unless otherwise permitted by approved special instructions, where two
or more lines converge, signals shall be placed on separate posts.
Where the number of signals shall be placed on separate posts. Where
the number of signals is considerable, these may be provided on a
bracket post or a signal bridge or gantry.
3.21 Signals on bracket post or signal bridge or gantry Where signals are placed on a bracket post or a signal bridge or a
gantry, these shall be :(a)
(b)
(c)
(a)
(b)
(1)
99
(a)
(b)
(2)
as prescribed in these rules for Calling-on Shunt, Coacting and Warner signals, or
under approved special instructions.
Where under approved special instructions more than one
signal is placed on the same post the topmost signal shall apply
to the extreme left hand diverging line and the second signal
from the top shall apply to the next line from the left and so on.
Provided that in exceptional cases where two home
signals are placed on the same post, under approved special
instructions, the top signal shall apply to the main line and the
lower signal shall apply to the other lines.
3.23. Electric repeater:- The arm and light of any fixed signal
which cannot be seen from the place from which the signal is worked
shall be repeated to such place by means of an efficient electric repeater.
S.R. 3.23/1 Failure of Electric Repeater :- In case of failure of
electric repeater, the signal to which it refers should be taken ass
defective unless it can be ascertained by visual observation from a
nearby convenient place that the arm or indication of signal is clearly
visible.
3.24. Back-lights -
(1)
(2)
(3)
100
(4)
(a)
(b)
At class B stations
...
a Starter, and
(b)
at class C stations
Home.
...
A Distant
and
101
3.28. Minimum equipment of fixed signals at station
provided with modified lower quadrant signalling - Modified lower
quadrant signalling may be introduced only where it is expressly
sanctioned by a special order of the Railway Board. The minimum
equipment of fixed signals to be provided for each direction shall be as
follows :(a)
at class B; stations
a Warner
...
A Distant, a Home,
...
A Distant
and
at class A stations
...
A Warner, a Home
...
an
a Starter,
(b)
Outer
and
home.
on a double line
...
Starter, and
both on
a single and a double
line, a Warner shall be
provided
in
accordance with
Rule 3.06, if trains run
through
at
102
speed exceeding
50 kilometres an hour without
stopping, and
(c)
at class C stations
Home.
a Warner and a
(2)
103
the side which faces the station and fitted with a lamp showing
white light in both directions to mark its position by night) shall be
provided. It shall be placed at a distance of not less than 180
metres in advance of the Home signal and shall protect the
fouling mark of the outermost trailing points, if any. The location
of such board shall mark the limit of the block section at such
stations.
3.33.
Exceptions to Rules 3.27, 3.28, 3.29 and 3.32
-Notwithstanding anything contained in Rules 3.27, 3.28, 3.29 and 3.32 (a)
if the station has only one connection off the main line, the
station shall be worked in accordance with approved special
instructions;
(b)
(c)
(1)
104
(2)
(a)
(b)
(c)
105
D. Working of Signals and Points
3.36. Fixed signals generally (1)
(2)
A signal which has been taken off for the passage of a train
shall not be placed on until the whole of the train which it
controls has passed it, except-
(a)
in case of emergency, or
(b)
(3)
106
(b)
At station where points and signals are interlocked a Stop or
Warner signal which has been taken OFF for a train movement,
shall not except in an emergency, be put back to ON until the
movement has been completed.
(c)
In case starter and advance starter taken OFF for
departing trains (i.e. trains starting from a station after coming to
stop) are required to be put back for purpose of precedence or
crossing the following precaution must be taken :(i)
The driver of the train for which the signal has been
taken OFF should be advised by a written memo to the effect that he
should not start and that his signal will be replaced to ON. His written
acknowledgement should be obtained on the office copy of the memo
with clear signature.
(ii)
Till the driver has been advised in writing and
acknowledgement received, the route set should not be altered except to
avert an accident.
(d)
On single line section, where a Tangible authority has
been delivered to the driver, the same should be withdrawn from him.
S.R. 3.36/4. Position of Signal arm to correspond with the
position of corresponding level-Except in the following cases the position
of a signal arm must always correspond with the position of the lever
operating it and if this is not so signal concerned shall be treated as
defective :(i)
(ii)
(iii)
107
S.R. 3.36/5. Signals not be taken off except by means of
relevant levers. Under no circumstances a signal is to be taken off by
pulling the wire working the signal by hand or by any other method
except by pulling its appropriate lever.
3.37. Normal aspect of signals. (1)
(2)
(a)
all facing points over which the train will pass are correctly
set and locked,
(b)
all trailing points over which the train will pass are correctly
set, and
(c)
the line over which the train is to pass is clear and free from
obstructions.
S.R. 3.38/1 (a) Setting of points when two Trains are to be
crossed At non-interlocked stations, and at such interlocked stations on
the single line where the layout and interlocking permits in the event of a
crossing, the facing points must be set and locked for the respective
lines on which each train is to be received, before signals are taken off
for any of the trains.
(b)
Setting of points against blocked line - At stations
where the layout and interlocking permits, when a running line is
blocked by stabled load, wagon, vehicle or by a train which is to cross or
give precedence to another train or immediately after the complete
arrival of a train at the station, the points in rear on double line sections
and at either end on single line sections should be immediately set
108
against blocked line except when shunting or any other movement is
required to be done on that line.
If all the lines at a station happen to be locked, when line clear
has been granted to a train, the points should be set for the line occupied
by a stabled load or a goods train in that order.
In case all the lines at a station are occupied by passenger
trains, points should be set for a loop line. In such cases points should
be preferably set for a loop line occupied by a train, whose engine is
facing the direction of approach of the incoming train.
S.R. 3.38/2. - Custody of keys and labels- The Station Master
on duty shall be responsible for the safe custody of the keys of all points,
point locks and signal locks as well as of the Station Masters set of line
labels. These keys and labels, when not in use, shall be kept in the
points key-box which shall always be kept padlocked, the key of the
padlock being kept in the personal custody of the Station Master on duty
(for reception and dispatch of train at non-interlocked station, see
Appendix B).
S.R. 3.38/3 - Use of Line Admission Books-At stations where the
Station Master Incharge of Line clear working is not in a position to
decide independently on which line a train shall be received or to ensure
that any particular line shall remain clear till the arrival of the train, lines
for the reception of train shall be allotted by the person nominated in this
behalf in the Station Working Rules.
The person so nominated shall in good time before the expected
arrival of a train, decide on which line it is to be received. He shall then
enter the No. of the line in the line Admission Book (Form OPT-113) and
send the book to the Yard Foreman or other person in charge of shunting
operations, who shall sign his name in the prescribed space as an
assurance that the line shall be kept clear till the complete arrival of the
train in question. The person authorised to allot the line shall not advise
the station master of the line allotted until he has received back the book
and satisfied himself that the signature of the shunting staff concerned
has been correctly recorded.
At stations where one or more shunting engines work and where
the Station Master is not in a position to personally ensure that the line
109
on which it is intended to receive the train is clear (excepting at stations
where track circuiting is provided), the Station Master shall maintain a
line admission book which he shall send out to the person authorised to
allot the line after filling in the relevant columns. He shall not authorise
lowering of the reception signals for the train until he has received back
the book duly signed.
The Yard Foreman or other person incharge of shunting
operations shall maintain a pocket book in which he shall keep a note of
the number of line he is required to keep clear for the reception of each
train during his duty hours.
The detailed procedure for the allotment of lines and for the use
of Line Admission Books shall be laid down in the Station Working Rules.
S.R. 3.38/4 - At big junction stations/yards having high density of
traffic, where the Station Master, incharge of line clear working, is not in a
position to either verify personally the clearance of reception lines or to
know sequence of train arriving at his station line clearance book instead
of line admission book shall be maintained.
The lines without any reference to trains shall be allotted by
person maintained in this behalf in the Station Working Rules, in line
Clearance Book and trains shall be received on such allotted and clear
lines as operationally convenient.
The procedure for ascertaining the physical clearance of lines
through lines clearance book shall be the same as for line admission
book and shall be embodied in the Station Working Rules of the
concerned station.
Divisional Railway Manager shall decide the station where line
clearance book is to be used.
3.39. Locking of facing points - Facing points, when neither
interlocked nor key locked, shall be locked for the passage of a train
either by a clamp, or by a through bolt, with a padlock. It is not sufficient
to lock the lever working the points.
3.40. Conditions for taking off Home Signal -
110
(1)
(a)
(b)
(2)
Where a train has first been brought to a stand outside the Home
signal, the signal may be taken off if-
(a)
(b)
(3)
(a)
180 metres at station equipped with twoaspect lower quadrant or two-aspect colour light
signals or
(b)
(4)
111
(1)
(a)
(b)
(2)
112
A Calling on signal shall not be taken off until the train has been
brought to a stand at the Stop signal below which the Calling on signal is
provided3.46. Use of fixed signals for shunting (1)
(2)
(a)
(i)
(ii)
(iii)
113
(b)
(i)
(ii)
(c)
(i)
(ii)
(iii)
114
possible, but without infringing the fouling marks at either end, so
that the last vehicles of the trains as far as practicable are clear of
each other.
(ii)
If the height of the platform is 760 mm, or more, the
passenger train arriving first should be received on the loop line provided
it does not involve reception of a stopping passenger train on a nonplatform line. In case the loop line is a non-platform line the first train
shall be admitted on the platform line and, after the passengers have
detrained and entrained, it shall be shunted on to the non-platform line,
and the second passenger train shall then be admitted on the platform
line. The first arriving train shall thereafter be despatched from the nonplatform line;
or
after the passenger train arriving first has been admitted on the
platform line, the second passenger train shall be passed through on a
clear line, as a shunting movement, and carefully backed on to the
platform line after the departure of the first train;
after the passenger train arriving first has been admitted on the
platform line the second passenger train shall then be passed through on
a clear line, as a shunting movement and carefully backed on to the
platform line, while the first train is still standing on the platform line, only
if the platform is long enough to accommodate both the trains.
(b)
If one of two passenger trains is not booked to stop at
the station, the train booked to stop shall be admitted first on the platform
line and the other train not booked to stop shall be passed through the
other line.
(c)
If neither of the two passenger trains is-booked to stop at
the station, the first arriving passenger train shall be admitted on the
platform line and the second passenger train shall be passed through the
non-platform line.
3.48. Stoppage of trains out of course at stations provided
with two-aspect signalling - When a train which is booked to run
115
through has to be stopped out of course at a station equipped with twoaspect signals, it shall not be received until (a)
(b)
(c)
(d)
(1)
(2)
(a)
(b)
(c)
(3)
116
brightly and that the lenses of lamps and spectacle glasses are
properly cleaned and back lights clearly visible.
(4)
Whenever night signals are used the Station Master shall not
grant Line Clear unless he has ensured, either personally or in
the manner prescribed under special instructions, that the lamps
of fixed signals at his station which are not approach lighted and
which apply to the train are burning. If signal lights cannot be
kept burning he shall, before giving Line Clear, initiate action in
accordance with the procedure prescribed in Rules 3.68 or 3.72.
(5)
(6)
117
3.50. Traps, slip sidings and catch sidings - The Station
Master shall take steps to ensure that the point of all traps, slip sidings
and catch sidings, and other points are set against the line which they
are intended to isolate, except when it is not necessary that they should
be open for the purpose of isolation.
3.51. Points.(1)
All points shall normally be set for the straight except when
authorised by special instructions.
(2)
(3)
118
(1)
(2)
(3)
Stop dead
picture
picture
119
How given by night:
By showing a red light or by violently waving a white light or
horizontally across the body of the person showing the signal as
illustrated below:
Picture
Picture
120
3.54. Proceed hand signal.Indication Proceed
How given by day :
By holding a green flag or by holding one arm steadily as
illustrated below:
Picture
Picture
Picture
121
3.55. Proceed with caution hand signal. Indication:
Proceed
slowly
reducing speed
further if the signal is given at
a progressively slower rate
How given by day :
By waving a green flag vertically up and down or by waving one
arm in a similar manner as illustrated below :
Picture
Picture
122
How given by night:
By waving a green light vertically up and down as illustrated
below :-
Picture
123
3.56. Hand signals for shunting - The following hand signals
shall be used in shunting operations in addition to the Stop hand signal:(a)
Indication:
the
person
signalling
How given by day:
By a green flag or one arm moved slowly up and down as
illustrated below:
Picture
Picture
124
How given by night:
By a green light moved slowly up and down as illustrated
below :-
picture
125
(b)
Indication:
signalling
How given by day:
By a green flag or one arm moved from side to side across the
body as illustrated below :-
picture
picture
picture
Note :- The hand signals for Move away from the person signalling
and Move towards the person signalling shall be displayed slower
and slower, until the stop hand signal is given if it is desired to stop.
(c)
Indication:
Moving slowly for
126
Coupling
How given by day :
By a green and a red flag held above the head or both hands
raised over the head and
moved toward and away from
each other as illustrated below :-
picture
picture
127
How given by night :
By a green light held above the head and moved by twisting the
wrist as illustrated below :-
picture
(a)
(b)
(2)
Every railway servant shall see that the staff under him
concerned with use of hand signals are adequately supplied with
all necessary equipment for hand signalling and have a correct
knowledge of their use.
128
(3)
(4)
(1)
(2)
(1)
(2) (a)
129
(i)
(ii)
(iii)
(b)
(c)
(d)
(e)
detonating
Allahabad,
12 or such
instruction.
130
The Fog Signal man shall place two detonators on the centre of
the head of the rail with the label or brand upwards, which shall
be securely fastened to the rail by bending the clasp round the
upper flange of the rail, about 10 metres apart from each other,
which on explosion under the wheels of an engine will warn the
driver of his proximity to the outer Warner or distant signal of the
station as the case may be.
(f)
(g)
(h)
(i)
The position of the fog signal post, the fog signals and the
fog signalman are shown in the diagram below :-
picture
picture
131
(j)
(k)
(l)
132
than three hours at a stretch. The four employees detailed as
fog signalmen will be replaced by the appointment of two or
more class four staff at the station and by one or two temporary
men in the engineering gang from which the permanent men
have been withdrawn.
(i)
(ii)
(m)
133
(n)
(o)
(p)
(q)
134
(i)
Both on controlled sections i.e. sections of the line on
which stations are connected by telephone with a Control office and with
adjoining station and on section on which there is no Control when the
conditions of weather are such as to require the posting of Fog
Signalmen under General Rule 3.61 and Subsidiary Rule 3.61 (d), the
fact will be advised by Station Masters by telephone and in the absence
of a telephone by a telegraphic message with Private Number in either
case, which shall be acknowledged by a similar message to the sender
by each recipient.
Example-From S.M. BKO
To Control, ALD (Omit on Non-controlled sections).
Copy to S.Ms. KSQ and UNG.
No. 7 BKO. Fog. Signalmen out 22/30, dated 10th
October, Private Number 76 (seventy-six) Ack.
(ii)
Except in the case of booked crossings, as shown in working
Time Table between trains carrying passengers Control on controlled
section and Station Masters on non-controlled sections shall not arrange
a crossing between two trains at a station, unless there is clear margin of
not less than 10 minutes between the due arrival of the two trains to be
crossed. This margin of ten minutes shall be over and above the normal
running time or running time inclusive of the time allowed over any
temporary restriction which may be in force at the time.
(iii)
The procedure prescribed in Clause (ii) above, shall apply to
crossing in the following cases :(a)
When one or both of the trains carrying passengers booked to
cross or take precedence or give way at a station, runs late causing the
crossing to take place at another station.
(b)
A train carrying passengers and a goods train of any description,
including express Goods trains, even though a booked crossing is shown
in working Time Table.
135
(c)
Note - For the definition of train, attention is called to G.R. 1.02 (58)
(iv)
(v)
(1)
(2)
136
each side of the obstruction. On double line, both tracks will be similarly
protected whenever necessary to stop approaching trains (see also G.R.
6.03).
3.63. Replacement of detonators on the line .- Every railway
servant placing detonators on the line shall see that they are, when
necessary, replaced immediately after a train has passed over them.
S.R. 3.63/1- On single line sections for trains leaving a station,
the fog signalman deputed to place detonator shall show to the Driver
Proceed (Green) hand signal in accordance with G.R. 3.54.
3.64. Knowledge and possession of detonators.(1) (a)
(b)
(2)
(3)
(i)
137
(ii)
(iii)
(iv)
(i)
(ii)
(iii)
(iv)
etc. shall
from the
Masters,
of their
138
(i)
(ii)
(iii)
(i)
(ii)
(iii)
139
(i)
(ii)
(iii) (a)
(i)
(ii)
140
(iii)
(b)
(i)
(ii)
Driver should be more vigilant and on the look out for the
fog signalman.
(iii)
(iv)
(v)
(vi)
141
(iv)
(v)
While testing detonators from a tin case the one which is the
oldest as regards the date of manufacture should be used.
(vi)
(vii)
(viii)
The staff while observing the safety radius of 45 metres laid
down in sub-rule (vii) above, place themselves as far as possible
in rear of the locomotive or train or wagon passing over the
detonators as it has been found in practice that splinters from
detonators seldom fly in a direction towards the rear of the wheel
which explodes them.
(ix)
142
issued for use the following particulars shall be entered in the
register:i)
ii)
iii)
iv)
(xi)
143
(1) (a)
(b)
(2)
(3)
(a)
Supply :-
(i)
(ii)
144
journey, in case the one, already supplied to them might
have been used for protecting obstruction etc.
(c)
(i)
(ii)
(iii)
(iv)
(v)
(d)
Storage instructions.
(i)
(ii)
(iii)
145
record of the number of fuses received and issued on each
occasion, with full particulars.
(iv)
(e)
(f)
Life of Fusees :The average life of a fusee is 7 years. Although this period
has been given for general guidance, the fuses may be tried out in
the manner prescribed even after the seventh year to see if they are
serviceable, and if found serviceable, may be used. They should be
scrapped and destroyed, if found unserviceable, in accordance with
para (g) below.
(g)
146
H. Defective fixed Signals and Points
3.68. Duties of Station Master generally when a signal is
defective :(1)
(a)
(b)
(c)
(d)
(2)
(3)
147
Cabinman/Switchman concerned or, where there is a Cabin A.S.M., by
the latter, whether :(i)
(ii)
(iii)
(iv)
(v)
(b) (i)
148
reception/departure arranged as per the procedure prescribed in
these rules for reception/despatch of trains on defective signals.
NOTE :- The station Working Rules of each station shall
enumerate the precise signals provided with reverser or electric
signal motors or colour light signal units to make the application
of this procedure clear to the Cabinman.
(ii)
149
defective signal. If the signal lamp has been lit, it shall be put out until
the signal is put back to ON.
S.R. 3.68/4. Defective interlocking :- When interlocking fails or
becomes defective at an interlocked station, the relevant signals shall be
treated as defective.
S.R. 3.68/5. A shunt signal where provided should be used for
shunting operations unless it is defective. The driver will ensure that
shunt signal is taken off before he passes it except in the case he is
informed that it is defective. In such a case he will be guided by hand
signal exhibited by the person incharge of shunting operations.
The person-incharge of shunting operation shall ensure that all
relevant points are properly set and facing points are not gaping and also
the facing point locks where provided are operated locking the points.
S.R. 3.68/6. Reporting of Defective Signals to the Signal
Maintenance Staff - (a) On receipt of information of a signal being
defective, the Station Master on duty shall report such defects with
complete particulars either in writing by Telegraph or on control/local
phones, if any, available to the concerned Signal Maintainer/s with copy
to the Signal Inspector/s. A copy of the reports of Signal/Signals shall
also be endorsed to the Traffic Inspector, and the Control on controlled
section.
The Station Master shall also make an entry of the failure
immediately in the Signal Failure Register.
(b)
On arrival, the Signal Maintainer shall contact the Station
Master, inspect the defective gear, issue disconnection memo (if
required) rectify the faults and certify the failure in the Signal Failure
Register. In case of doubt, he should ask the Station Master to
demonstrate the failure. If the failure cannot be demonstrated by the
Station Master to the person attending the fault then Unable to
Demonstrate remarks should be entered in the signal Failure Register
and jointly signed.
(c)
If the defect has been put right and certified by the
person attending to the fault, the Station Master should satisfy himself, if
necessary, by demonstration by the person attending to the fault.
150
Thereafter, the Station Master and the person attending to the fault shall
jointly issue a rectification message to all concerned and make an entry
in the Signal Failure Register.
S.R. 3.68/7. Failure of signal lights, where colour light
signals are provided (a)
(b)
(c)
(1)
(2)
151
acknowledge it and advise the Station Master of the Station
where the signal has become defective, of the number of the first
train which will be notified of the defective signal and again on
receipt of the advice that the defective signal has been put into
proper working order, shall advise the number of the train so
notified last.
(3)
(a)
(b)
(c)
(d)
(4)
152
(i)
(ii)
(iii)
(b)
153
and the particulars of signal/signals/time in his note book. Similar entries
should be made by the Station Master in a special register.
S.R. 3.69/5 (a)
(i)
(ii)
(iii)
(iv)
(v)
The same form shall not be used for both approach and
departure signals. One form may, however, be used for one
or more defective signals of the group of approach signals
and similarly one form may be used for one or more group of
departure signals.
(vi)
(vii)
(viii)
When a train is being worked with more than one engine
in front, the driver of the additional engine shall also sign on
the Form OPT/ 373 before it is handed over to the Driver of
the leading engine for acceptance and acknowledgement.
154
(ix)
(1)
(2)
155
(3)
(4)
(1) (a)
156
(b)
(2)
(1)
(2) (a)
(b)
157
(3)
(1) (a)
(b)
(c)
(d)
(e)
158
Provided that during night, if in the case of a semaphore
Stop signal for approaching trains only, the Driver finds the signal
light extinguished, he shall bring his train to a stop at such
signal. If he finds that the day aspect of such signal is clearly
visible and is satisfied that the signal is in the off position, he
shall proceed past it upto the station cautiously at a restricted
speed obeying all intermediate Stop signals, if any, relating to
him, and report the matter to the Station Master for necessary
action.
(2)
(i)
(ii)
(1)
159
Station Master of the block station in rear on the telephone, if
provided on the signal post.
(2)
(3)
(4)
160
the station in rear he shall wait for 5 minutes at the signal and if
within this period the signal is not taken off, he may, after advising
the guard of this fact by sounding one long whistle which may be
repeated if necessary, and after exchanging all right signal with him
pass the Intermediate Block Stop signal at on and proceed
cautiously into the block section ahead. When an Intermediate Block
Stop signal is passed in this manner the speed of the train shall not
exceed 15 KMPH if the visibility is good. Where, owing to any
reason, the line ahead cannot be seen clearly the driver shall
proceed at a very slow speed, which shall under no circumstances
exceed 8 Km per hour. From the Intermediate Block Stop Signal to
the first Stop Signal of the block station ahead, the driver shall be
extremely vigilant and cautious and be on the look out for
obstructions, so that he is always in a position to stop short of any
possible obstruction.
On reaching the block station ahead, the Driver shall report the
failure of the signal/the telephone as the case may be to the Station
master.
(4)
When the driver has to pass an IBS signal at ON, he shall
proceed cautiously as laid down in GR. 3.75 (3) and will continue to
proceed cautiously until he reaches the foot of the next stop signal
and even if that signal is ON the driver shall continue to look out for
any possible obstruction short of the same and will act upon its
indication only after he has reached it.
(5)
However, if the Station Master of the block station
immediately in rear of an Intermediate Block Stop Signal is aware
that such a signal is defective, he shall, before despatching a train,
obtain the line clear for the block section between the Intermediate
Block Stop Signal and the block station in advance and then issue a
written authority to the Driver to pass the Intermediate block Stop
Signal ahead at on without stopping at the signal.
An endorsement shall be made on such an authority that the line
clear for the block section upto next station has been obtained under
Private Number quoting the private number so obtained from the station
master of the block station in advance.
161
Note - 1.
(1)
(2)
162
(a)
(b)
(c)
(1) (a)
(b)
(2)
(a)
(b)
163
very cautiously on hand signals given by a member of the
engine crew or the Guard who shall walk ahead of the train
for this purpose.
(c)
(d)
(3)
(4)
164
3.80. Duties of Driver when an Approach Stop signal is on
or defective. (1)
(a)
(b)
(2)
(1)
(a)
(b)
165
(2)
(3)
(1)
(2)
166
(3)
(1)
(2)
167
CHAPTER III
SIGNALS
A. General Provisions
3.01. General use of signals - The signals prescribed in these
rules shall be used for controlling the movement of trains in all cases in
which exceptions are not allowed by approved special instructions.
3.02. Kinds of signals - The signals to be used for controlling
the movement of trains shall be :(e)
Fixed signals.
(f)
Hand signals.
(g)
(h)
Flare signals.
3.03. Use of night signals by day - The signals prescribed in
these rules for use by night shall also be used by day in tunnels and in
thick, foggy or tempestuous weather impairing visibility.
3.04. Placing of signals and signal arms; painting of signal
arms :-
168
(4)
(3)
(4)
(d)
In the case of a yellow arm, a black bar shall take the place of the
white bar on the side facing trains.
(e)
Calling-on arms shall be painted white with a red bar on the side
facing trains to which they refer, and white with a black bar on the other
side.
S.R. 3.04/1 All signals on a section, in both directions, must be
inspected jointly by Signal Inspector, Traffic Inspector and Loco Inspector
both by day and by night at least once every quarter, to see whether the
Signal or their repeaters are clearly visible from the adequate distance.
A joint report shall be made to the Divisional Rly. Manager on the result
of such inspections.
B. Description Of Fixed Signals
3.05. Use of fixed signals -
(3)
(4)
169
position of the arm and the night aspect is shown by the light or lights
to the right of the signal concerned.
(5)
(6)
(c)
(d)
(6)
(3)
(4)
(c)
(d)
(4)
(c)
(d)
on the same post below the first Stop signal or the last
Stop signal.
(6)
170
arrangement shall be such that the Warner signal cannot be
taken off while the Stop signal above it is on.
(7)
(b)
picture
picture
ASPECT :
Proceed with
Proceed
caution
Indication :
Proceed with
Proceed
caution and be
prepared to stop at the next
Stop signal
Off
171
(c)
picture
picture
ASPECT:
Stop
Proceed
with
Proceed
with
caution
Indication:
Stop dead
caution
and
be
prepared to
stop at the
next stop
signal
172
(d)
picture
ASPECT:
Proceed
Indication:
Proceed
(7)
173
(b)
picture
picture
ASPECT :
Proceed with
caution
Proceed
Indication:
Proceed with
caution and be
prepared to
stop at the next
Stop signal
Proceed
174
(c)
picture
Off
picture
picture
ASPECT:
Stop
Proceed with
Proceed
caution
Indication:
Stop dead
Proceed
Proceed
with
caution
and be prepared to
stop at the next stop
signal.
(9)
175
Provided that when such a Warner signal applies to a gate Stop
signal, it shall not display the Proceed aspect unless there is
adequate distance between the gate stop signal and the first
Stop signal of the station ahead. The adequate distance in such
a case shall never be less than 1200 metres.
(10)
(3)
(4)
Off
picture
picture
176
ASPECT :
Caution
Proceed
Indication:
Proceed and be
Proceed
prepared to stop at
the next stop signal
Note - This signal shall be provided only in Modified Lower
Quadrant signalling.
(4)
picture
picture
Signalling
177
ASPECT:
Caution
Proceed
Attention
Indication:
Proceed and
Proceed
be prepared
to stop at
the next
Stop signal
Proceed and
be prepared
to pass next
signal at such
restricted
speed as may
be prescribed by
special instructions
Note - The distance between the two yellow lights shall be 1.5
metres when this signal displays Attention aspect at night.
(5)
Off
position
picture
picture
picture
178
ASPECT:
Caution
Proceed
Attention
Indication:
Proceed and
be prepared
to stop at
the next Stop
signal
Proceed and
Proceed
be prepared
to pass next
signal at such
restricted speed
as may be
prescribed by
special
instructions
(8)
(9)
(10)
179
until the level crossing gates have been closed and locked for
the passage of trains in the latter case.
3.08. Description of Stop signals and their indications :(3)
(4)
Picture
Picture
ASPECT:
Stop
Proceed
Off
180
Indication:
Stop dead
Proceed
(4)
Off
Position
picture
picture
picture
ASPECT:
Stop
Proceed
Indication:
Caution
181
Stop dead
Proceed
Proceed and be
prepared to stop
at the next stop
signal
(5)
(b)
picture
picture
ASPECT:
Stop
Proceed
Off
182
Indication:
Stop dead
Proceed
(c)
Off
picture
picture
picture
ASPECT:
Stop
Caution
Proceed
183
Indication:
Stop
Proceed
Proceed and be
prepared to stop
at the next Stop
signal
(d)
signal
in
Multiple
Four-Aspect
On position
Off
position
picture
picture picture
picture
ASPECT:
Stop
Indication:
Caution
Proceed
Attention
184
Stop dead
Proceed
Proceed and
Proceed
and
be prepared
be
to stop at
to
prepared
pass next
the next
signal at such
stop signal
restricted
speed as may
be prescribed
by special
instructions
(6)
(7)
(8)
185
Home signal is, in consequence of its position, inconvenient for
this purpose.
3.10. Kinds of fixed Stop signals for departing trains (6)
(7)
(8)
(9)
(10)
(2)
186
(c)
(d)
(iv)
(v)
(vi)
(d)
(3)
(2)
(c)
187
(d)
(6)
(7)
(8)
(9)
(b)
Off
position
Picture
Picture
Aspect:
Proceed slow
188
Indication:
Driver shall obey
then draw
the aspect of the
caution
Stop signal
be prepared to
Stop
ahead with
and
(c)
picture
picture
and
Off
189
ASPECT :
Proceed slow
Indication:
Driver shall obey
then draw
the aspect of the
caution
Stop signal
be prepared to
Stop and
ahead with
and
(7)
(b)
picture
picture
Off
190
Aspect:
Proceed slow
Indication:
Driver shall obey the
and then
aspect of the Stop signal
ahead with
Stop
draw
caution and be
prepared to stop
short of any
obstruction
(c)
Off
191
picture
picture
ASPECT:
Proceed slow
Indication:
Driver shall obey the
then draw
aspect of the Stop signal
caution
and be prepared to
stop short of any
obstruction.
3.14. Shunt signals -
Stop and
ahead with
192
(2)
(a)
A shunt signal is a subsidiary signal and
shall be either(iii)
(iv)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
Off
193
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
(c)
194
On position
position
Off
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
195
(10)
(b)
On position
position
Off
picture
picture
ASPECT:
Stop
slow
Proceed
Indication:
Stop dead
Proceed with
caution for
196
shunting
(11)
picture
picture
ASPECT:
Stop
Proceed slow
Indication:
Off
197
Stop dead
Proceed with
caution for
shunting
(c)
picture
picture
ASPECT:
Off
198
Stop
Proceed slow
Indication:
Stop dead
Proceed with
caution for
shunting
(4)
(2)
(3)
banner type, or
199
(4)
(b)
(c)
Picture
Picture
Aspect:
Off
200
Signal On
Signal Off
Indication:
Signal which it
Signal
repeats is at on
repeats
which it
is off
(5)
Picture
Picture
201
Aspect:
Signal On
Signal Off
Indication:
Signal which it
Signal which it
repeats is at on
repeats is off
(5)
The aspects and indications of a colour light type Repeating
signal are shown below :Colour light type Repeating Signal
On Position
Position
picture
picture
Off
202
ASPECT:
Signal On
Signal Off
Indication:
Signal which it
Signal
repeats is at on
repeats
which it
is off
Provided on
Automatic
Letter A in
Stop
black on white
signal
circular disc
SemiWhite illumipicture
nated letter A
Automatic
203
Stop signal
against black
background
when working
as an automatic
Stop signal, and
letter A
extinguished
when working as
a Manual Stop
signal
picture
Colour light
Letter P in black
Distant or
on white circular
Warner signal
disc
on a post by
itself
picture
Note :- Where
a
colour light Distant
signal is combined with a Last Stop
signal as provided for under subrule
(7) of Rule
3.07. the marker shall be
dispensed with.
204
Appearance
Description
picture
Provided on
Intermediate
Block Stop
Letter IB in
black on white
signal
circular disc.
picture
Calling-on
Letter C in
signal
black on white
circular disc.
picture
Repeating signal
in semaphore
Letter R in
black on white
signalling
circular disc
territory
picture
illuminated
Repeating signal
white
205
in colour light
letter R
signalling
against black
territory
background
Appearance
Description
picture
Letter G in
Provided on
black on yellow
circular disc
206
black
background
Note :- Letter A shall be lit only when the gates are closed and
locked against road traffic.
(3)
Appearance
Description
Picture
One black ring
Provided on
Approach Stop
signal for goods
on semaphore
lines arm
running
only
Picture
Letter D in
Approach Stop
207
signal for Dock
black on
platform
semaphore
arm
(4)
(2)
Pictures
(4)
(5)
208
3.20 Placing of Stop signals at converging junctions Unless otherwise permitted by approved special instructions, where two
or more lines converge, signals shall be placed on separate posts.
Where the number of signals shall be placed on separate posts. Where
the number of signals is considerable, these may be provided on a
bracket post or a signal bridge or gantry.
3.21 Signals on bracket post or signal bridge or gantry Where signals are placed on a bracket post or a signal bridge or a
gantry, these shall be :(d)
(e)
(f)
(c)
(d)
(2)
209
(c)
(d)
(3)
as prescribed in these rules for Calling-on Shunt, Coacting and Warner signals, or
under approved special instructions.
Where under approved special instructions more than one
signal is placed on the same post the topmost signal shall apply
to the extreme left hand diverging line and the second signal
from the top shall apply to the next line from the left and so on.
Provided that in exceptional cases where two home
signals are placed on the same post, under approved special
instructions, the top signal shall apply to the main line and the
lower signal shall apply to the other lines.
3.23. Electric repeater:- The arm and light of any fixed signal
which cannot be seen from the place from which the signal is worked
shall be repeated to such place by means of an efficient electric repeater.
S.R. 3.23/1 Failure of Electric Repeater :- In case of failure of
electric repeater, the signal to which it refers should be taken ass
defective unless it can be ascertained by visual observation from a
nearby convenient place that the arm or indication of signal is clearly
visible.
3.24. Back-lights -
(5)
(6)
(7)
210
(8)
(c)
(d)
At class B stations
...
a Starter, and
(b)
at class C stations
Home.
...
A Distant
and
211
3.28. Minimum equipment of fixed signals at station
provided with modified lower quadrant signalling - Modified lower
quadrant signalling may be introduced only where it is expressly
sanctioned by a special order of the Railway Board. The minimum
equipment of fixed signals to be provided for each direction shall be as
follows :(a)
at class B; stations
a Warner
...
A Distant, a Home,
...
A Distant
and
at class A stations
...
A Warner, a Home
...
an
a Starter,
(b)
Outer
and
home.
on a double line
...
Starter, and
both on
a single and a double
line, a Warner shall be
provided
in
accordance with
Rule 3.06, if trains run
through
at
212
speed exceeding
50 kilometres an hour without
stopping, and
(c)
at class C stations
Home.
a Warner and a
(4)
213
the side which faces the station and fitted with a lamp showing
white light in both directions to mark its position by night) shall be
provided. It shall be placed at a distance of not less than 180
metres in advance of the Home signal and shall protect the
fouling mark of the outermost trailing points, if any. The location
of such board shall mark the limit of the block section at such
stations.
3.33.
Exceptions to Rules 3.27, 3.28, 3.29 and 3.32
-Notwithstanding anything contained in Rules 3.27, 3.28, 3.29 and 3.32 (d)
if the station has only one connection off the main line, the
station shall be worked in accordance with approved special
instructions;
(e)
(f)
(3)
214
(4)
(d)
(e)
(f)
215
D. Working of Signals and Points
3.36. Fixed signals generally (3)
(4)
A signal which has been taken off for the passage of a train
shall not be placed on until the whole of the train which it
controls has passed it, except-
(c)
in case of emergency, or
(d)
(4)
216
(b)
At station where points and signals are interlocked a Stop or
Warner signal which has been taken OFF for a train movement,
shall not except in an emergency, be put back to ON until the
movement has been completed.
(c)
In case starter and advance starter taken OFF for
departing trains (i.e. trains starting from a station after coming to
stop) are required to be put back for purpose of precedence or
crossing the following precaution must be taken :(i)
The driver of the train for which the signal has been
taken OFF should be advised by a written memo to the effect that he
should not start and that his signal will be replaced to ON. His written
acknowledgement should be obtained on the office copy of the memo
with clear signature.
(ii)
Till the driver has been advised in writing and
acknowledgement received, the route set should not be altered except to
avert an accident.
(d)
On single line section, where a Tangible authority has
been delivered to the driver, the same should be withdrawn from him.
S.R. 3.36/4. Position of Signal arm to correspond with the
position of corresponding level-Except in the following cases the position
of a signal arm must always correspond with the position of the lever
operating it and if this is not so signal concerned shall be treated as
defective :(iv)
(v)
(vi)
217
S.R. 3.36/5. Signals not be taken off except by means of
relevant levers. Under no circumstances a signal is to be taken off by
pulling the wire working the signal by hand or by any other method
except by pulling its appropriate lever.
3.37. Normal aspect of signals. (3)
(4)
(d)
all facing points over which the train will pass are correctly
set and locked,
(e)
all trailing points over which the train will pass are correctly
set, and
(f)
the line over which the train is to pass is clear and free from
obstructions.
S.R. 3.38/1 (a) Setting of points when two Trains are to be
crossed At non-interlocked stations, and at such interlocked stations on
the single line where the layout and interlocking permits in the event of a
crossing, the facing points must be set and locked for the respective
lines on which each train is to be received, before signals are taken off
for any of the trains.
(b)
Setting of points against blocked line - At stations
where the layout and interlocking permits, when a running line is
blocked by stabled load, wagon, vehicle or by a train which is to cross or
give precedence to another train or immediately after the complete
arrival of a train at the station, the points in rear on double line sections
and at either end on single line sections should be immediately set
218
against blocked line except when shunting or any other movement is
required to be done on that line.
If all the lines at a station happen to be locked, when line clear
has been granted to a train, the points should be set for the line occupied
by a stabled load or a goods train in that order.
In case all the lines at a station are occupied by passenger
trains, points should be set for a loop line. In such cases points should
be preferably set for a loop line occupied by a train, whose engine is
facing the direction of approach of the incoming train.
S.R. 3.38/2. - Custody of keys and labels- The Station Master
on duty shall be responsible for the safe custody of the keys of all points,
point locks and signal locks as well as of the Station Masters set of line
labels. These keys and labels, when not in use, shall be kept in the
points key-box which shall always be kept padlocked, the key of the
padlock being kept in the personal custody of the Station Master on duty
(for reception and dispatch of train at non-interlocked station, see
Appendix B).
S.R. 3.38/3 - Use of Line Admission Books-At stations where the
Station Master Incharge of Line clear working is not in a position to
decide independently on which line a train shall be received or to ensure
that any particular line shall remain clear till the arrival of the train, lines
for the reception of train shall be allotted by the person nominated in this
behalf in the Station Working Rules.
The person so nominated shall in good time before the expected
arrival of a train, decide on which line it is to be received. He shall then
enter the No. of the line in the line Admission Book (Form OPT-113) and
send the book to the Yard Foreman or other person in charge of shunting
operations, who shall sign his name in the prescribed space as an
assurance that the line shall be kept clear till the complete arrival of the
train in question. The person authorised to allot the line shall not advise
the station master of the line allotted until he has received back the book
and satisfied himself that the signature of the shunting staff concerned
has been correctly recorded.
At stations where one or more shunting engines work and where
the Station Master is not in a position to personally ensure that the line
219
on which it is intended to receive the train is clear (excepting at stations
where track circuiting is provided), the Station Master shall maintain a
line admission book which he shall send out to the person authorised to
allot the line after filling in the relevant columns. He shall not authorise
lowering of the reception signals for the train until he has received back
the book duly signed.
The Yard Foreman or other person incharge of shunting
operations shall maintain a pocket book in which he shall keep a note of
the number of line he is required to keep clear for the reception of each
train during his duty hours.
The detailed procedure for the allotment of lines and for the use
of Line Admission Books shall be laid down in the Station Working Rules.
S.R. 3.38/4 - At big junction stations/yards having high density of
traffic, where the Station Master, incharge of line clear working, is not in a
position to either verify personally the clearance of reception lines or to
know sequence of train arriving at his station line clearance book instead
of line admission book shall be maintained.
The lines without any reference to trains shall be allotted by
person maintained in this behalf in the Station Working Rules, in line
Clearance Book and trains shall be received on such allotted and clear
lines as operationally convenient.
The procedure for ascertaining the physical clearance of lines
through lines clearance book shall be the same as for line admission
book and shall be embodied in the Station Working Rules of the
concerned station.
Divisional Railway Manager shall decide the station where line
clearance book is to be used.
3.39. Locking of facing points - Facing points, when neither
interlocked nor key locked, shall be locked for the passage of a train
either by a clamp, or by a through bolt, with a padlock. It is not sufficient
to lock the lever working the points.
3.40. Conditions for taking off Home Signal -
220
(2)
(c)
(d)
(3)
Where a train has first been brought to a stand outside the Home
signal, the signal may be taken off if-
(c)
(d)
(4)
(c)
180 metres at station equipped with twoaspect lower quadrant or two-aspect colour light
signals or
(d)
(5)
221
(2)
(c)
(d)
(3)
222
A Calling on signal shall not be taken off until the train has been
brought to a stand at the Stop signal below which the Calling on signal is
provided3.46. Use of fixed signals for shunting (3)
(4)
(b)
(iv)
(v)
(vi)
223
(c)
(iii)
(iv)
(d)
(iv)
(v)
(vi)
224
possible, but without infringing the fouling marks at either end, so
that the last vehicles of the trains as far as practicable are clear of
each other.
(ii)
If the height of the platform is 760 mm, or more, the
passenger train arriving first should be received on the loop line provided
it does not involve reception of a stopping passenger train on a nonplatform line. In case the loop line is a non-platform line the first train
shall be admitted on the platform line and, after the passengers have
detrained and entrained, it shall be shunted on to the non-platform line,
and the second passenger train shall then be admitted on the platform
line. The first arriving train shall thereafter be despatched from the nonplatform line;
or
after the passenger train arriving first has been admitted on the
platform line, the second passenger train shall be passed through on a
clear line, as a shunting movement, and carefully backed on to the
platform line after the departure of the first train;
after the passenger train arriving first has been admitted on the
platform line the second passenger train shall then be passed through on
a clear line, as a shunting movement and carefully backed on to the
platform line, while the first train is still standing on the platform line, only
if the platform is long enough to accommodate both the trains.
(b)
If one of two passenger trains is not booked to stop at
the station, the train booked to stop shall be admitted first on the platform
line and the other train not booked to stop shall be passed through the
other line.
(c)
If neither of the two passenger trains is-booked to stop at
the station, the first arriving passenger train shall be admitted on the
platform line and the second passenger train shall be passed through the
non-platform line.
3.48. Stoppage of trains out of course at stations provided
with two-aspect signalling - When a train which is booked to run
225
through has to be stopped out of course at a station equipped with twoaspect signals, it shall not be received until (e)
(f)
(g)
(h)
(2)
(3)
(d)
(e)
(f)
(7)
226
brightly and that the lenses of lamps and spectacle glasses are
properly cleaned and back lights clearly visible.
(8)
Whenever night signals are used the Station Master shall not
grant Line Clear unless he has ensured, either personally or in
the manner prescribed under special instructions, that the lamps
of fixed signals at his station which are not approach lighted and
which apply to the train are burning. If signal lights cannot be
kept burning he shall, before giving Line Clear, initiate action in
accordance with the procedure prescribed in Rules 3.68 or 3.72.
(9)
(10)
227
3.50. Traps, slip sidings and catch sidings - The Station
Master shall take steps to ensure that the point of all traps, slip sidings
and catch sidings, and other points are set against the line which they
are intended to isolate, except when it is not necessary that they should
be open for the purpose of isolation.
3.51. Points.(4)
All points shall normally be set for the straight except when
authorised by special instructions.
(5)
(6)
228
(4)
(5)
(6)
Stop dead
picture
picture
229
How given by night:
By showing a red light or by violently waving a white light or
horizontally across the body of the person showing the signal as
illustrated below:
Picture
Picture
230
3.54. Proceed hand signal.Indication Proceed
How given by day :
By holding a green flag or by holding one arm steadily as
illustrated below:
Picture
Picture
Picture
231
3.55. Proceed with caution hand signal. Indication:
Proceed
slowly
reducing speed
further if the signal is given at
a progressively slower rate
How given by day :
By waving a green flag vertically up and down or by waving one
arm in a similar manner as illustrated below :
Picture
Picture
232
How given by night:
By waving a green light vertically up and down as illustrated
below :-
Picture
233
3.56. Hand signals for shunting - The following hand signals
shall be used in shunting operations in addition to the Stop hand signal:(a)
Indication:
the
person
signalling
How given by day:
By a green flag or one arm moved slowly up and down as
illustrated below:
Picture
Picture
234
How given by night:
By a green light moved slowly up and down as illustrated
below :-
picture
235
(b)
Indication:
signalling
How given by day:
By a green flag or one arm moved from side to side across the
body as illustrated below :-
picture
picture
picture
Note :- The hand signals for Move away from the person signalling
and Move towards the person signalling shall be displayed slower
and slower, until the stop hand signal is given if it is desired to stop.
(c)
Indication:
Moving slowly for
236
Coupling
How given by day :
By a green and a red flag held above the head or both hands
raised over the head and
moved toward and away from
each other as illustrated below :-
picture
picture
237
How given by night :
By a green light held above the head and moved by twisting the
wrist as illustrated below :-
picture
(c)
(d)
(5)
Every railway servant shall see that the staff under him
concerned with use of hand signals are adequately supplied with
all necessary equipment for hand signalling and have a correct
knowledge of their use.
238
(6)
(7)
(3)
(4)
(2)
(3) (a)
239
(iv)
(v)
(vi)
(j)
(k)
(l)
(m)
detonating
Allahabad,
12 or such
instruction.
240
The Fog Signal man shall place two detonators on the centre of
the head of the rail with the label or brand upwards, which shall
be securely fastened to the rail by bending the clasp round the
upper flange of the rail, about 10 metres apart from each other,
which on explosion under the wheels of an engine will warn the
driver of his proximity to the outer Warner or distant signal of the
station as the case may be.
(n)
(o)
(p)
(q)
The position of the fog signal post, the fog signals and the
fog signalman are shown in the diagram below :-
picture
picture
241
(k)
(l)
(m)
242
than three hours at a stretch. The four employees detailed as
fog signalmen will be replaced by the appointment of two or
more class four staff at the station and by one or two temporary
men in the engineering gang from which the permanent men
have been withdrawn.
(iii)
(iv)
(q)
243
(r)
(s)
(t)
(r)
244
(i)
Both on controlled sections i.e. sections of the line on
which stations are connected by telephone with a Control office and with
adjoining station and on section on which there is no Control when the
conditions of weather are such as to require the posting of Fog
Signalmen under General Rule 3.61 and Subsidiary Rule 3.61 (d), the
fact will be advised by Station Masters by telephone and in the absence
of a telephone by a telegraphic message with Private Number in either
case, which shall be acknowledged by a similar message to the sender
by each recipient.
Example-From S.M. BKO
To Control, ALD (Omit on Non-controlled sections).
Copy to S.Ms. KSQ and UNG.
No. 7 BKO. Fog. Signalmen out 22/30, dated 10th
October, Private Number 76 (seventy-six) Ack.
(ii)
Except in the case of booked crossings, as shown in working
Time Table between trains carrying passengers Control on controlled
section and Station Masters on non-controlled sections shall not arrange
a crossing between two trains at a station, unless there is clear margin of
not less than 10 minutes between the due arrival of the two trains to be
crossed. This margin of ten minutes shall be over and above the normal
running time or running time inclusive of the time allowed over any
temporary restriction which may be in force at the time.
(iii)
The procedure prescribed in Clause (ii) above, shall apply to
crossing in the following cases :(a)
When one or both of the trains carrying passengers booked to
cross or take precedence or give way at a station, runs late causing the
crossing to take place at another station.
(b)
A train carrying passengers and a goods train of any description,
including express Goods trains, even though a booked crossing is shown
in working Time Table.
245
(c)
Note - For the definition of train, attention is called to G.R. 1.02 (58)
(vi)
(vii)
(2)
(3)
246
each side of the obstruction. On double line, both tracks will be similarly
protected whenever necessary to stop approaching trains (see also G.R.
6.03).
3.63. Replacement of detonators on the line .- Every railway
servant placing detonators on the line shall see that they are, when
necessary, replaced immediately after a train has passed over them.
S.R. 3.63/1- On single line sections for trains leaving a station,
the fog signalman deputed to place detonator shall show to the Driver
Proceed (Green) hand signal in accordance with G.R. 3.54.
3.64. Knowledge and possession of detonators.(2) (a)
(c)
(4)
(5)
(v)
247
(vi)
(vii)
(viii)
Station Masters, Loco Foreman and Permanent Way
Inspectors are responsible for seeing that the stock of detonators
is never allowed to fall below the minimum.
S.R. 3.64/2. Supply of Detonators.
(v)
(vi)
(vii)
(viii)
The users of push trolley , motor trolley, lorries,
arrange for the supply of detonators either direct
Divisional Rly. Managers or through the Station
Permanent Way Inspectors or Loco Foreman
Headquarters station, as may be convenient.
S.R. 3.64/3. Storage of Detonators.
etc. shall
from the
Masters,
of their
248
(iv)
(v)
(vi)
(iv)
(v)
(vi)
249
(iii)
(iv)
(iv) (a)
(iv)
(v)
250
(vi)
(c)
(vii)
(viii)
Driver should be more vigilant and on the look out for the
fog signalman.
(ix)
(x)
(xi)
(xii)
251
(x)
(xi)
While testing detonators from a tin case the one which is the
oldest as regards the date of manufacture should be used.
(xii)
(xiii)
Excepting the crew of the locomotive employed in the test,
no person shall be allowed to remain within a radius of 45
metres of the detonator which is being tested. The engine crew
shall also keep themselves well within the cab while passing
over the detonators.
The official incharge of the testing
operation shall, before commencement of the operation, be
responsible for posting sufficient men to ensure that no person
encroaches upon the 45 metres safety radius until the test is
completed.
(xiv)
The staff while observing the safety radius of 45 metres laid
down in sub-rule (vii) above, place themselves as far as possible
in rear of the locomotive or train or wagon passing over the
detonators as it has been found in practice that splinters from
detonators seldom fly in a direction towards the rear of the wheel
which explodes them.
(xv)
252
issued for use the following particulars shall be entered in the
register:i)
ii)
iii)
iv)
(xiii)
The staff in possession of detonators must not make any
improper use of them.
G. Flare Signals
3.65. Description of Flare signals - A flare signal, which
includes a fusee, emits a bright red flame when lighted and is used for
warning the Driver of an approaching train of any obstruction.
3.66. Use of flare signals - When it becomes necessary to
protect an obstruction in a block section, a flare signal may be used as
prescribed by special instructions while the railway servant proceeds to
place detonators.
S.R. 3.66/1 Bonafide Users-Guards, Patrolmen and Gatemen
working on the double/multiple line, Ghat/Suburban, and Automatic
territories shall be supplied with fusee which will form part of their
personal equipment. The Fuses shall be supplied packed in suitable
damp proof containers. They will be stocked at guards and Drivers
headquarters and crew changing stations, so that it can be ensured that
the staff are in possession of a fusee before commencement of the
journey in case the one already supplied to them may have been used
for protecting an obstruction.
3.67. Knowledge and possession of flare signals -
253
(2) (a)
(c)
(4)
(5)
(b)
Supply :-
(iii)
(iv)
254
journey, in case the one, already supplied to them might
have been used for protecting obstruction etc.
(d)
(vi)
(vii)
(viii)
If flame is not immediately visible cause before striking
again.
(ix)
(x)
(e)
Storage instructions.
(i)
(v)
(vi)
255
record of the number of fuses received and issued on each
occasion, with full particulars.
(vii)
(f)
(g)
Life of Fusees :The average life of a fusee is 7 years. Although this period
has been given for general guidance, the fuses may be tried out in
the manner prescribed even after the seventh year to see if they are
serviceable, and if found serviceable, may be used. They should be
scrapped and destroyed, if found unserviceable, in accordance with
para (g) below.
(h)
256
H. Defective fixed Signals and Points
3.68. Duties of Station Master generally when a signal is
defective :(2)
(e)
(f)
(g)
(h)
(4)
(5)
257
Cabinman/Switchman concerned or, where there is a Cabin A.S.M., by
the latter, whether :(vi)
(vii)
(viii)
interlocked level crossing gates, if any, have been closed
and locked;
(ix)
(x)
(c) (i)
258
reception/departure arranged as per the procedure prescribed in
these rules for reception/despatch of trains on defective signals.
NOTE :- The station Working Rules of each station shall
enumerate the precise signals provided with reverser or electric
signal motors or colour light signal units to make the application
of this procedure clear to the Cabinman.
(iii)
259
defective signal. If the signal lamp has been lit, it shall be put out until
the signal is put back to ON.
S.R. 3.68/4. Defective interlocking :- When interlocking fails or
becomes defective at an interlocked station, the relevant signals shall be
treated as defective.
S.R. 3.68/5. A shunt signal where provided should be used for
shunting operations unless it is defective. The driver will ensure that
shunt signal is taken off before he passes it except in the case he is
informed that it is defective. In such a case he will be guided by hand
signal exhibited by the person incharge of shunting operations.
The person-incharge of shunting operation shall ensure that all
relevant points are properly set and facing points are not gaping and also
the facing point locks where provided are operated locking the points.
S.R. 3.68/6. Reporting of Defective Signals to the Signal
Maintenance Staff - (a) On receipt of information of a signal being
defective, the Station Master on duty shall report such defects with
complete particulars either in writing by Telegraph or on control/local
phones, if any, available to the concerned Signal Maintainer/s with copy
to the Signal Inspector/s. A copy of the reports of Signal/Signals shall
also be endorsed to the Traffic Inspector, and the Control on controlled
section.
The Station Master shall also make an entry of the failure
immediately in the Signal Failure Register.
(b)
On arrival, the Signal Maintainer shall contact the Station
Master, inspect the defective gear, issue disconnection memo (if
required) rectify the faults and certify the failure in the Signal Failure
Register. In case of doubt, he should ask the Station Master to
demonstrate the failure. If the failure cannot be demonstrated by the
Station Master to the person attending the fault then Unable to
Demonstrate remarks should be entered in the signal Failure Register
and jointly signed.
(c)
If the defect has been put right and certified by the
person attending to the fault, the Station Master should satisfy himself, if
necessary, by demonstration by the person attending to the fault.
260
Thereafter, the Station Master and the person attending to the fault shall
jointly issue a rectification message to all concerned and make an entry
in the Signal Failure Register.
S.R. 3.68/7. Failure of signal lights, where colour light
signals are provided (d)
(e)
(f)
(4)
(5)
261
acknowledge it and advise the Station Master of the Station
where the signal has become defective, of the number of the first
train which will be notified of the defective signal and again on
receipt of the advice that the defective signal has been put into
proper working order, shall advise the number of the train so
notified last.
(6)
(e)
(f)
(g)
(h)
(5)
262
(iv)
(v)
(vi)
(c)
263
and the particulars of signal/signals/time in his note book. Similar entries
should be made by the Station Master in a special register.
S.R. 3.69/5 (a)
(x)
(xi)
(xii)
(xiii)
The Signature of the Station Master on duty shall be in
full on the form. Initials are not permitted.
(xiv)
The same form shall not be used for both approach and
departure signals. One form may, however, be used for one
or more defective signals of the group of approach signals
and similarly one form may be used for one or more group of
departure signals.
(xv)
(xvi)
The original foil shall be the foil to be delivered to the
Driver. It shall be delivered to the driver who shall sign for
the same, showing also the time of receipt, in the spaces
provided in the form itself for the purpose, in the carbon
copy. The carbon copy shall not be delivered to the Driver
but shall form the station record.
(xvii) When a train is being worked with more than one engine
in front, the driver of the additional engine shall also sign on
the Form OPT/ 373 before it is handed over to the Driver of
the leading engine for acceptance and acknowledgement.
264
(xviii) No correction, erasure or overwriting whatsoever must
be made while preparing the Form OPT/ 373- a mistake is
made, the form should be cancelled and the word cancelled
should be written across the form and afresh form prepared.
S.R. 3.69/5 (b) (i) The Driver who receives the Form OPT/ 373
for a defective Stop Signal shall pass the signal concerned at a reduced
speed not exceeding 15 KMPH on hand signal from the Railway servant
deputed in terms of G.R. 368 (b) subject to the exceptions indicated in
the note in the form OPT/ 373 itself. He shall observe all due caution
and be prepared to stop short of any obstruction including level crossing
gates situated within station limits.
(ii)
The Driver shall make over all form OPT 373 received by
him along with his Joint Train Journal to the Loco Foreman at the end of
the journey.
3.70. Duties of Station Master when a departure Stop signal
is defective. (5)
(6)
265
(7)
(8)
(2) (a)
266
(c)
(3)
(2)
(3) (a)
(c)
267
(4)
(2) (a)
(f)
(g)
(h)
(i)
268
Provided that during night, if in the case of a semaphore
Stop signal for approaching trains only, the Driver finds the signal
light extinguished, he shall bring his train to a stop at such
signal. If he finds that the day aspect of such signal is clearly
visible and is satisfied that the signal is in the off position, he
shall proceed past it upto the station cautiously at a restricted
speed obeying all intermediate Stop signals, if any, relating to
him, and report the matter to the Station Master for necessary
action.
(3)
(iii)
(iv)
(5)
269
Station Master of the block station in rear on the telephone, if
provided on the signal post.
(6)
(7)
(8)
270
the station in rear he shall wait for 5 minutes at the signal and if
within this period the signal is not taken off, he may, after advising
the guard of this fact by sounding one long whistle which may be
repeated if necessary, and after exchanging all right signal with him
pass the Intermediate Block Stop signal at on and proceed
cautiously into the block section ahead. When an Intermediate Block
Stop signal is passed in this manner the speed of the train shall not
exceed 15 KMPH if the visibility is good. Where, owing to any
reason, the line ahead cannot be seen clearly the driver shall
proceed at a very slow speed, which shall under no circumstances
exceed 8 Km per hour. From the Intermediate Block Stop Signal to
the first Stop Signal of the block station ahead, the driver shall be
extremely vigilant and cautious and be on the look out for
obstructions, so that he is always in a position to stop short of any
possible obstruction.
On reaching the block station ahead, the Driver shall report the
failure of the signal/the telephone as the case may be to the Station
master.
(4)
When the driver has to pass an IBS signal at ON, he shall
proceed cautiously as laid down in GR. 3.75 (3) and will continue to
proceed cautiously until he reaches the foot of the next stop signal
and even if that signal is ON the driver shall continue to look out for
any possible obstruction short of the same and will act upon its
indication only after he has reached it.
(5)
However, if the Station Master of the block station
immediately in rear of an Intermediate Block Stop Signal is aware
that such a signal is defective, he shall, before despatching a train,
obtain the line clear for the block section between the Intermediate
Block Stop Signal and the block station in advance and then issue a
written authority to the Driver to pass the Intermediate block Stop
Signal ahead at on without stopping at the signal.
An endorsement shall be made on such an authority that the line
clear for the block section upto next station has been obtained under
Private Number quoting the private number so obtained from the station
master of the block station in advance.
271
Note - 1.
(3)
(4)
272
(d)
(e)
(f)
(2) (a)
(c)
(3)
(e)
(f)
273
very cautiously on hand signals given by a member of the
engine crew or the Guard who shall walk ahead of the train
for this purpose.
(g)
(h)
(5)
(6)
274
3.80. Duties of Driver when an Approach Stop signal is on
or defective. (2)
(c)
(d)
(3)
(2)
(c)
(d)
275
(4)
(5)
(4)
(5)
276
(6)
(3)
(4)
277
CHAPTER IV
WORKING OF TRAINS GENERALLY
A. Timing and Running of Trains
4.02.
Adherence to advertised time No
passenger train or mixed train shall be despatched from a
station before the advertised time.
278
Attendance
of
Drivers
and
Assistant
(a)
At station where trains originate or loco changing
stations, crew shall report for duty in the shed 45 minutes before their
engine is due to leave shed. In the case of Diesel and Electric Locos
279
where Shunters/Engine Turners are provided for taking out locos from
shed and attaching on load, the Driver shall be called out as laid in Subpara (b) below.
(b)
For through trains, at intermediate stations where only
crew is required to be changed, the crew should sign ON 15 minutes
before the arrival of the train. This time may be increased depending
upon the local conditions subject to the maximum limit of 45 minutes.
280
B. Speed of Trains.
4.08. Limits of speed generally. (1) (a) Every train shall be run on each section of the
railway, within the limits of speed sanctioned for
that section by approved special instructions.
(b) The sectional speed sanctioned and permanent
speed restrictions shall be shown in the Working
Time Table.
(2)
281
maintenance of the track, as well as Guards, shall from time to time
check the speed of train to ensure that Drivers do not exceed the
maximum permissible speed limits laid down either in the rules or in the
permanent or temporary speed restrictions. Should they find that the
authorised speed has been exceeded, they should inform the Drivers at
next stop and submit a report as early as possible to the Divisional
Safety Officer and the Divisional Mechanical Engineer. In the case of
Electric hauled trains, D.E.E./RSO should be advised.
S.R. 4.08/3. Speed of trains entering dock platform lines :The speed of trains entering dock platform lines shall not exceed 8
KMPH.
S.R. 4.08/4 Attaching of goods stock to passenger trains.
(i) Goods stock may be attached to run on passenger trains (except
Mail or Express trains) with strict adherence of marshalling
orders of mixed trains after duly certified Fit to run on`
passenger trains by the train examiner staff.
(ii) The maximum speed of such trains should not exceed 75 KMPH
on broad gauge and 50 KMPH on metre gauge. The caution
order must be issued to the driver instructing him not to exceed
the above speed limits.
(iii) Goods stock must be attached next to the engine unless the
contents are live stock, explosives, dangerous inflammatory
goods in which case these should be attached in the rear.
(iv) On metre gauge section where the gradients are 1 in 100 or
steeper, the mixed trains should be marshalled with the coaching
vehicles next to the engine and goods vehicles attached in rear
of coaching vehicles.
(v) Piped vehicles must not be attached behind the rear breakvan of
a fully vacuumed/air braked train. They may, however, be
attached inside the rear brakevan provided interference to
electric connection is not caused.
(vi) The Guard is responsible for seeing that the vacuum Air brake is
connected up throughout the train. If it is not so connected, he
282
must not give the signal to start until he has informed the driver
and got his written acknowledgement. The driver is then
responsible for travelling at a reduced speed or taking any other
precaution that may be necessary.
(vii) Train examiners at all coaching and goods maintenance and fit
to run stations shall examine all goods stock attached to
passenger trains even though the train to which they are
attached is not ordinarily examined at that station. At these
stations, this examination will be limited to the goods stock only
and will be confirmed to safe to run examination.
(viii)
On such sections where no C&W staff is provided at the
terminal station, the C&W staff at originating station of mixed
train will give the certificate for both outward and inward journey
of the wagons whether loaded or empty indicating the terminal
station.
4.09. Caution Order.-
283
4.10. Limits of speed over facing points. (1) The speed of trains over non-interlocked facing points
shall not exceed 15 kilometres an hour in any
circumstances and the speed over turn-outs and
cross-overs shall not exceed 15 kilometres an hour
and unless otherwise prescribed by approved special
instructions which may permit a higher speed.
(2) Subject to the provisions of sub-rule (1), a train may
run over interlocked facing points at such speed as
may be permitted by the standard of interlocking.
S.R. 4.10/1 The prescribed limits of speed over facing points at
interlocked stations are given in the Working Time Table of each
Division.
S.R. 4.10/2 The Driver must observe the prescribed speed limits
over turn-outs and cross overs and shall not resume normal speed until
the entire length of the train has cleared the same and until this has been
so indicated to him by the Guard by exchanging an All Right signal. In
such cases the Guard shall not give all right signal to the Driver unless
the last vehicle of his train has cleared the trailing points.
4.11.
stations :-
284
4.12 Engine pushing :(1) No engine or self propelled vehicle shall push any
train outside station limits except in accordance with
special instructions and at a speed not exceeding 25
kilometres an hour;
285
286
vehicle or in the nearest vehicle to it which if fitted with a vacuum/air
brake valve or a hand-brake, which he can work from the position in the
vehicle and guide the driver with the hand signals.
S.R. 4.12/3 When a train, due to unforeseen circumstances has
to return to a Station from which it has proceeded, it must be brought to
a stand, on the single line at the first signal, and on the double line at the
last stop signal of the same line or the first stop signal of the opposite
line whichever comes first and must be piloted from there into the station
by one of the station staff.
S.R. 4.12/4 Limits of speed of trains being pushed.- When the
engine is pushing the train :(a) The speed must not exceed (i) 25 KMPH on the straight line or 8
KMPH over a turn-out or where the gradient is steeper than 1 in
150 when the brake-van is leading and (ii) 8 KMPH in all cases
when the brake-van is not leading;
(b) When approaching points which are in his facing directions, the
Guard must stop the train and satisfy himself that the points are
correctly set and locked.
S.R. 4.12/5 The movement of train or vehicle outside station
limit with engine pushing during night or in thick foggy or tempestuous
weather impairing visibility without the leading vehicle being equipped
with head light, marker light and without the guard or staff with facility to
control the movement with application of vacuum/air brake shall not be
permitted, except in case of emergencies, when such movement will be
at a speed not exceeding 8 KMPH with the driver continuously whistling.
4.13
foremost :-
tender
287
288
289
S.R. 4.14/2 The shunting engines working in station yards need
not be provided with headlights.
S.R. 4.14/3 The speed of the trains running with tender
foremost or without headlight shall be as follows:
(a) (i) Engine Foremost : During night, the Driver shall work the
train cautiously at a reduced speed not exceeding 50 KMPH
on B.G. and 40 KMPH on MG. The engine whistle shall be
used frequently.
(ii) Tender foremost : The speed during night or in thick and
foggy weather shall be restricted to 15 K.M. per hour. The
engine whistle shall be used frequently, particularly while
approaching and passing unmanned and manned level
crossing preceded by whistle boards or otherwise known or
visible to driver.
(b) The Driver of the train engine the headlight of which has become
defective shall inform the Power Controller about the defect so
that the latter shall in turn advise the Station Master ahead and
the Foreman/Shedman incharge of the shed to which the engine
is booked. The Power Controller shall also try to arrange for
necessary attention to the defect en route by the staff of the
nearest loco shed/Electric Chargeman.
(c) On the Narrow Gauge, however, no train shall be worked with an
engine whose electric headlight is defective except that if the
electric headlight fails enroute, the Driver may work the train to
clear the block section, exercising caution. Fresh engine shall
be arranged to work the train onward if the electric headlight
cannot be put back to working order.
S.R. 4.14/4 Electric headlights are not to be used during engine
movement within station or Running shed Yards.
290
291
4.16. Tail board or tail lamp(1) In order to indicate to the staff that a train is complete,
the last vehicle shall, except as provided for in subrule (2), be distinguished by affixing to the rear of it(a) by day, a tail board of approved design or a red
painted tail lamp of approved design which may be
unlit, or
292
293
(1) The Station Master shall see that the last vehicle of
every train passing through his station is provided
with a tail board or tail lamp or such other device in
accordance with the provisions of Rule 4.16.
(2) If a train passes the station without such indication to
show that it is complete, the Station Master shall(a) immediately advise the station in advance to stop
the train to see that the defect is remedied and to
advise whether or not the train is complete.
(b) meanwhile withhold the closing of the block
section to ensure that no train is allowed to enter
the block section from the station in rear, and
(c) unless the station in advance has advised that the
train is complete, neither consider the block
section in rear as clear nor close it.
S.R. 4.17/1 (a) For run through trains and for other trains which
come to a stop at a place where the Station Master can conveniently
inspect the tail lamp/tail board or its authorised substitute in the rear of
the last vehicle of the train personally the duty of ascertaining that the
train has arrived complete will devolve on the Station Master.
(b)
At station where two or more cabins are provided,
whenever stopping trains come to a stand so far from the Station
Masters office that he cannot readily see if the train has arrived
complete, this duty will devolve on the cabinman nearest to which the
last vehicle comes to rest. In such a case, as soon as a stopping train
arrives, the Cabinman will satisfy himself that it has arrived complete by
seeing the tail lamp/tail board or its authorised substitute affixed in the
rear of the last vehicle on the train and until he has so satisfied himself
he must not replace the Home Signal lever to normal. After the train has
arrived complete, he will put the Home Signal lever to normal and report
294
the complete arrival of the train by telephone to the Station Master.
Where there is a key transmitter, the transmission of the Home Signal
key back to the Station Master is the Cabinmans assurance that the
train has arrived complete. In other cases, the Cabinman must give a
Private Number. Until the key of Private Number is transmitted the
Station Master must not the train out of section signal.
(c)
In case of a train arrives incomplete in respect of the tail
lamp/tail board or its authorised substitute, the Cabinman will inform the
Station Master by telephone and the Station master will acknowledge
this information with a Private Number. After he receives the private
number, the Cabinman will put the Home Signal lever to normal and
transmit the key if any. The Station Master will then send the Complete
Arrival Register to the Guard to certify whether the train is complete or
not against the entry of his train in the complete Arrival Register. On
receiving back the Register and satisfying himself that the Guard has
certified the complete arrival of the train, the Station Master shall then
inform the Cabinman that the train has arrived complete and will give
another private number in token thereof.
(d)
At stations other than those provided with two or more
cabins, a complete Arrival Register shall be maintained for the purpose
of obtaining complete arrival certificates from Guards of stopping trains.
This Register shall have the following columns:
Dat
e
Train
No.
Time of Arrival
Hrs.
Mts
The Station master shall send the register to the Guard through
one of his station porters after entering the date and train number. The
Guard shall, after satisfying himself that the last vehicle of his train is
standing clear of all fouling marks, record the arrival time and his full
signature in the appropriate columns. Thereafter he and the Station
porter together shall signal to the Station Master on duty by waving
green flag during day and green lights during the night as an indication
of the train having arrived complete. The Station Master shall close the
line on receipt of hand signals from the Guard and Station Porter but
shall not give line clear or obtain Line Clear from the Block Station from
which the train has just arrived unless he has received back Register
and satisfied himself that the Guard has certified the complete arrival of
the train.
295
S.R. 4.17/2 (a) If a train passes a station without a tail lamp or
tail board, the Station Master shall take immediate steps to stop the train
if possible, or failing this, he shall send a telegram to the station in the
direction in which the train is proceeding the code word LAMOUT being
used with a Private Number. When block Instruments are in use the
signal 000000-00 (six Pause two) will be sent and confirmed immediately
with an exchange of Private Numbers between the two Block stations
concerned.
(b)
On section on which Train Control is in operation the
Station Master of a Station through which the train passes without a tail
lamp or tail board shall also inform Control of the occurrence who will
record it and arrange to stop the train at the next station.
On double/multiple line sections, if a train passes the station
without tail lamp/tail board the SM/Switchman/Cabinman shall
immediately stop the movement of trains on the adjacent line/lines, the
driver of which shall be given a caution order containing instruction to
keep a sharp look out for any obstruction on either line/lines and report
at the next Station.
Normal working on other line shall be resumed after it is
ascertained that there is no obstruction on adjacent line/lines.
4.18 Means of communications. (1) No passenger train or mixed train shall be despatched
from any station, unless every passenger carriage is
provided with means by which communication can be
made with the Guard or the Driver.
(2) Sub-rule (1) shall not apply to(a) passenger or mixed trains in case of complete or
partial failure of vacuum; and
(b) such particular trains as may be exempted under
approved special instructions.
296
4.19. Guards and Drivers equipment.(1) Each Guard and Driver shall have with him, while on
duty with his train, the following equipment:(a) a copy of these rules or such portions thereof as
have been supplied to him under Rule 2.01,
(b) a copy of the Working Time Table, and all
correction slips and appendices, if any, in force on
that section of the railway over which the train is to
run,
(c) a hand signal lamp,
(d) a whistle (for Guards only),
(e) a red flag and a green flag,
297
298
(vi) One Guards memorandum book.
(vii) Guards certificate book forms E I Com./246 (all guards
incharge of trains carrying passengers).
(viii)
Detechabe pressure guage with adaptor for Goods
Guard
(ix) One fusee (for Guards working on double/multiple line
sections and on Ghat, Suburban and automatic block
territories only).
(x) One pressure indicator (Gauge) with adapter (Goods Guards
only).
(xi) LED based Tail Lamp for all Guards.
(xii) One Tail Board of approved design.
(xiii)
Pliers
(xiv)
Ten red colour Arm Band to Guard of all Passenger
Trains (to enable easy identification of Railway Staff in case
of accident
(xv) Water bottle
S.R. 4.19/3 (a) The following additional articles shall comprise
the personal equipment of the Driver which he must carry with him at all
times, while performing duty on the foot-plate :FOR DIESEL HYDRAULIC/DIESEL ELEC. LOCOS.
S.
No.
1.
Description
Quantity
2.
3.
4.
299
5.
Screw Driver
6.
Duster
7.
8.
Water Bottle
9.
10.
11.
Fusee
(for
drivers
working
on
Doubles/Multiple line sections and on
Ghat, Suburban and Automatic Block
territories only).
12.
2 (inclusive on
given in G.R.
4.19(1).
Description
Quantity
1.
2.
Screw Driver 8
3.
4.
5.
Rubber washer
6.
7.
Duster
300
8.
9.
10.
11.
Competency certificate
12.
13.
Insulated Pliers
14.
15.
Adjustable Spanner 12
16.
Pin Punch
17.
Chisel flat 9 or 10
18.
Fusee
(For
drivers
working
on
Double/Multiple line sections and on
Ghat, Suburban and Automatic Block
territories only).
19.
2
(inclusive
one given in
G.R. 4.19(1)).
(b)
In addition to the items listed in (a) above, every Driver
shall also carry while on duty on the foot-plate a tool box containing the
following items.
FOR DIESEL HYDRAULIC/DIESEL ELECTRIC LOCOS
S.
No.
Description
Quantity
301
1.
2.
3.
4.
1 each
5.
1 (for driver
working WDM4 locos only).
6.
Pinch Bar 24
7.
8.
Note : Item 7 & 8 will be for B G only and shall be used on air brake
trains.
FOR ELECTRIC LOCOS
S.
No.
Description
Quantity
1.
2.
Tommy bar 24
3.
Brush Banister
4.
5.
6.
Emergency Telephone
302
7.
8.
Note :- Item 7 & 8 will be for BG only and shall be used on air brake
trains.
(c) (i) The Driver of a light engine will also carry one red flag and
one hand signal lamp, which will be issued to him for each
particular occasion.
(ii) Drivers and Fireman who are supposed to wear glasses
must possess two pairs of suitable spectacles while on duty
and they should also sign in the Appearance Book that they
are carrying one spare pair of glasses. In case a Driver or
Foreman uses separate spectacles for near and distant
vision then he must carry a spare pair of each.
S.R. 4.19/4 Loco Equipment : Each Loco coming out of outpit/shed will have the following equipment available on the engine.
For Diesel Hydraulic/Diesel Electric Locos.
(i) Engine Repair Book
(iv) Brush
(vi)
Emergency
field
Telephone (for WDM-2 and
WDM-4 BG Loco except
Truck Type WDM-2 locos).
303
(vii) Spare hose pipe for
BP and FP (complete with
clamp and palm)
One set.
(v)
Emergency
Telephone
Field
4.20 Manning of engine in motion (1) Except when otherwise provided by special instructions, no
engine shall be allowed to be in motion on any running line
unless the Driver as also the Assistant Driver or the Fireman are
upon it.
(2) Subject to the provision of sub-rule (3), in no circumstances shall
a person other than the Driver or railway servant duly qualified in
all respects drive an engine on any running line.
(3) If a Driver becomes incapacitated while the engine is in motion,
the Assistant Driver or the Fireman, if duly qualified, may work
the train to the next station cautiously and where the Assistant
Driver or the Fireman is not duly qualified, he shall bring the train
to a stop and send a message to the Station Master of the
nearest station to make arrangements for a Driver to take over
304
the train, and for so doing he may take the assistance of the
Guard.
S.R. 4.20/1 In controlled sections where emergency portable
telephones are provided on the train/engine, information regarding the
incapacitation of the driver may be given to the Control.
S.R. 4.20/2
Learning
Asst./Assistant Driver-
road
by
first
Fireman/Diesel
No.
of
2 trips
Over 2 years
3 trips
Note: If a driver reports to LF/Traction Foreman of not
learning the road fully 4th trip may be allowed.
In case of Loco Pilots only, the SLI/LF/TF of the Section/Shed
will test their knowledge and sign on the certificate confirming that the
Loco Pilot is fully acquainted with all the signals and terrain of the section
on which is required to work.
305
4.21 Driving an electric train.(1) In case of electric trains, the Driver shall be in the
leading driving compartment when the train is in
motion or when the train is standing on any running
line except as otherwise prescribed in these rules.
(2) (a)
306
Compartment at a restricted speed of 15 KMPH. During this period,
Assistant Electric Driver, shall operate the manual control and the driver
shall be in the leading cab and apply the emergency brakes in the event
of emergency.
S.R. 4.21/3 (a) Only drivers of Electric Rolling Stock shall be
allowed to drive the Electric Rolling stock on any part of the running line.
(b)
To train up Assistant Drivers, Drivers may allow them to
drive the engines under their direct supervision on certain sections as
specified by Divisional Electrical Engineer.
(c)
Staff under training for driving an electric engine, when
specially authorised by the Divisional Electrical Engineer (Rolling Stock),
may drive such engine under the supervision of a certified Instructor.
While the trainee is driving under these conditions, the supervising
instructor shall keep a continuous watch over the trainee and keep
himself in readiness to take any action, that may be required to control
the engine in an emergency.
(d)
No person shall be allowed to move an Electric Rolling
Stock within the limit of the loco shed and stabling sidings unless he has
been certified by an Officer of the Electrical Traction (Rolling Stock) to do
so.
4.22 Riding on engine or tender(1) No person other than the engine crew shall be
authorised to ride on the engine or tender of a steam
locomotive, except in accordance with special
instructions.
(2) Except as may be permitted by special instructions,
no person other than the engine crew shall be
authorised to enter any driving compartment of a
single or multiple unit train or train propelled by
electric, diesel or petrol engine.
307
manipulate
any
308
309
(iv) While granting the line clear, SM of the station in advance must
clearly repeat the number and description of last vehicle under
exchange of private number. The number and description of the
last vehicle and the private numbers should be recorded in the
Train Signal Register.
(v) Last Vehicle Board or tail lamp should be fixed at the tail end of
the rearmost vehicle by the Guard. In case the Guard is not
provided, then G.R. 4.25 and S.Rs thereunder must be followed.
(vi) The Guard of the train shall travel on the engine.
(vii) The Guard, the driver and his Assistant shall look back
frequently during the journey to see that the rear portion of the
train is following in a safe and proper manner.
(viii)
If the gradient of the section is steeper than 1 in 100,
engine should be attached in the rear of the train without
brakevan as banker engine. In such cases, the Guard shall ride
on the engine in rear. If more than one Engine are attached are
banker, the Guard shall travel in the leading loco of the bankers.
Whenever tail lamp/tail board has been fixed on the last vehicle
of train running without brakevan, no speed restriction for passage
through stations should be prescribed. Such trains should be treated at
par with trains running with brakevans fitted with tail lamp or tail board.
However if, for any reason, tail lamp/tail board cannot be fixed on the last
vehicle, the following additional precautions should be taken :(a) The train shall run through station at a restricted speed of 20
KMPH. during day, provided the visibility is clear. At night or in
thick foggy weather, when visibility is affected, such a train
should stop at each station for verification of the last vehicle
number and to ensure complete arrival of the train.
(b) Between stations, the train without brakevan running on last
vehicle number may run at the sectional speed subject to other
speed restrictions in force. However in thick foggy weather, the
train shall run duly observing the precautions laid down in the
GSR when visibility is restricted.
310
(c) The Station Master on getting the train number of the train
without brakevan and its last vehicle number, will inform the endcabins under exchange of private numbers.
(d) The Cabinman/Station Master/ASM of the cabin must check the
last vehicle number of the train with that obtained from the
station in rear or SM on duty, and clear the section only after the
complete arrival of the train.
(e) In case the staff on duty in the cabins are unable to tally the last
vehicle number with that obtained from the Station in
rear/Section Controller, or are unable to read the last vehicle
number of the train, they should contact the other
cabinman/ASM on duty and ask them to stop the train and verify
the last vehicle number with that received from the control. In
the event of SM/ASM/Cabinman failing to stop the train and
verify the last vehicle number, the station ahead should be
advised to stop the train and tally the last vehicle number is
properly verified by stopping the train and the complete arrival of
the train is ensured, the block section in rear should not be
closed.
(f) If the actual last vehicle number does not tally with that obtained
from SM, the Guard travelling on the engine should be asked to
certify complete arrival of the train by issuing an arrival certificate
indicating the correct number of the vehicle.
(g) Whenever there are no end cabins, the responsibility to tally the
last vehicle number shall devolve on the Station Master.
311
On Metre Gauge and Narrow Gauge sections where the ruling
gradient is 1 in 100 or steeper marshalling of goods wagons on mixed
trains should be in such a way that goods vehicles are attached in rear of
the train instead of in the front.
S.R. 4.24/2 Vacuum/air braked vehicles or wagons upto a
maximum of two bogies or 4 four wheelers may be attached behind the
rear brakevan of vacuum/air fitted trains, provided all these vehicles or
wagons are connected with the vacuum/air brake on the train.
S.R. 4.24/3 In the event of there being two bogies or 4 four
wheeler vehicles behind the rear brakevan on a train carrying passenger,
an inspection carriage may be attached in rear in addition but no other
type of vehicles.
S.R. 4.24/4 In the case of fully vacuum/Air braked train only
vacuum braked or piped vehicles shall be attached, and in all such
cases, the vacuum/air brake pipes shall be brought into use, the only
vacuum pipes on the dummies being the leading pipe of the engine and
the trailing pipe of the last vehicle.
in an emergency, or
under special instructions.
312
i)
ii)
L.V. Board/tail lamp must be made available to the driver and the
last vehicle indicator shall invariably be fixed at the tail end of the
rear most vehicle by the driver. The tail lamp is essential in
running such a train in the night time.
313
clear for the block section between intermediate block stop
signal and the block station in advance.
vi) Assistant Driver/Fireman will keep a continuous look out, while
running through a station, towards the rear, and shall
acknowledge any danger signal shown by the station staff.
vii) When such a train stops at a station the Station
Master/Switchmen/Cabinmen shall ensure that the train has
arrived complete and is standing clear of the fouling mark.
viii) During thick, foggy and tempestuous weather and during total
failure of communication and single line working on double line
section running of train without Guard is strictly prohibited.
ix) Extra sets of detonators should be carried by the Driver who
shall be responsible for protection of the train.
x) When such a train is stopped between stations on account of
accident, failure, obstruction or other exceptional cause and the
driver finds that his train cannot proceed further, he shall
immediately on single line, protect the train in front and the Asst.
Driver/Fireman in the rear. In case of double line, when adjacent
line is not blocked, the driver shall protect in front and Asst.
Driver/Fireman in rear. In case adjacent line is blocked the
driver shall first protect the adjacent line and then his own line in
front and Asst. Driver/Fireman in the rear.
xi) In case of passenger carrying trains, the driver shall also be
provided with first aid box, portable field telephone and
emergency light equipment.
xii) In automatic block sections/CTC territory, no train shall be
allowed to follow until the proceeding train which has been
allowed to run without Guard has arrived complete at the next
block station in advance.
S.R. 4.25/2 When two or more Guards are running with a train,
the Head Guard shall ride in the rear brake van except in the case of
Rajdhani Express when he will travel with Train Superintendent.
314
4.26 Couplings- No vehicle that is not fitted with a coupling or
couplings of approved pattern shall be attached to any train.
315
316
equipment is dead and earthed. All movement of the crane jib shall be
carefully controlled so as not to foul the traction overhead equipment.
Wherever possible the direct blast from the crane funnel to the overhead
equipment and particularly to section insulators shall be avoided.
(b)
Except in an emergency, 24 hours notice of intention to
work a crane adjacent to overhead equipment shall be given to the
Divisional Electrical Engineer (Traction Distribution) in order to make
arrangements for overhead equipment staff to stand by. When possible
the working of cranes shall be included in the weekly programme. In an
emergency the Traction power Controller shall be advised and he shall
make arrangement for overhead equipment staff to stand by.
(c)
No crane shall be worked in energized section unless
ONE staff is present.
S.R. 4.27/6 Care shall be taken to ensure that covers of tank
wagons funnels of steam cranes, or such other items are not left in such
a position as to foul their traction overhead equipment.
317
4.29. Damaged or defective vehicles(1) No vehicle which has been derailed shall run between
stations until it has been examined and passed by a
competent Train Examiner:
Provided that in case of a derailment between stations,
the Driver may, if the vehicle has been rerailed and if
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319
serious accident. The train shall be thoroughly examined
before being admitted into the station yard.
S.R. 4.29/2 Examination of hot axle by driver.- If an axle box
is found running hot at station other than a train examining station, the
Driver must decide if the vehicle is safe or unsafe to run any further, and
if safe, give a certificate to the Guard accordingly.
S.R. 4.29/3 Hot axle between stations - If an axle is observed
to be running hot between stations, the train must be brought to a stand
and the axle examined by the Driver. If he considers it safe to run after
repacking and oiling the box, the train will proceed up to the station
where such vehicle can be detached, at such speed as he considers
safe.
S.R. 4.29/4 Guards shall enter in their journals particulars of
cases of axles running hot during the journey and also report the same
by memo to the Train Examiner at the next train examining station.
S.R. 4.29/5 (a) Other instructions regarding hot axle.It is a criminal offence knowingly to allow a hot box to remain in
use unless under supervision of the Train Examining Staff. It is also
criminal to commit any act, such as stealing waste or removing a cover
which will cause an axle box to become unsafe and any person detected
in such crime is liable to be prosecuted.
(b)
The greatest danger exists when an axle runs hot en
route on a non-stopping train. Station staff and Cabinmen must keep a
sharp look-out and arrange to send ahead the Stop and Examine
signals if a hot axle is detected or suspected. On a controlled section
the Station Master must advise the Controller on duty of the fact so that
he can take immediate action.
S.R. 4.29/6 (1) The signs of an axle running hot in stages are as
follows :(a) The box commences to warm up and can only be detected in
this stage by feeling with the hand, which should be placed on
the side of the box facing the rear.
320
(b) There is a strong smell of heated oil and waste, which can be
detected at some distance from the vehicle.
(c) A whistling noise may commence at any time during the process
of heating. A box which is whistling must be examined.
(d) The box becomes sufficiently hot to ignite the waste and oil .
Flames and smoke can be seen issuing from the box and the
metal of the box becomes red hot. In this condition the axle will
break within a few miles.
(2) The signs of a roller bearing Hot Boxes are as follows :(a) There is splashing of grease around the roller bearing axle box
and the wheel/bogie surrounding it.
(b) There is an emission of smoke from the axle boxes due to
burning of grease and is often visible during day time, usually it
is also accompanied by a smell of burning grease.
(c) Unusual metallic sound like whistling or creeking sound is heard
on roller bearing hot box. Axle Box cover maybe get damaged
missing.
(d) In some cases, the grease may run so hot as to catch fire and
flames can be seen.
(e) Skidding of wheels and tilting of particular spring usually takes
place at the last stage when due to breakage of roller bearing
components the wheels may get locked. A roller bearing hot box
may cause a seizure of wheels within a short time leading to
derailment.
S.R. 4.29/7 At road-side stations where there are no Train
Examining Staff, before a wagon is desptched, the axle-boxes must be
examined. If the covers are deficient, it is simple matter to see if the box
contains waste or not. If any box is empty, the wagon must be detained
and a telegram sent to the nearest Train Examiner who will arrange to
pack it. Station Master must see that orders are made known to all the
Class IV staff at their stations.
321
S.R. 4.29/8 Water must not be thrown on axle-box or axle, when
hot. When it is decided that a vehicle should be cut off, a telegram must
be sent to the nearest Train Examiner stating the number and the owning
railway giving a copy to the booking and destination stations.
322
b) SM should maintain an Examination-cum-Brake Power Register
wherein coming train number, composition incoming BPC
number from-to date, percentage of Brake Power, composition of
outgoing train, time of arrival of outgoing train engine. Old
BPC/manuscript BPC, percentage of Brake Power, faults
detected by guard & driver departure time, remarks, signature of
ASM, signature of guard should be recorded.
c) Driver will conduct a Brake Feel Test at the earliest to ensure
that the train has adequate brake power.
d) However, if the incoming train has come with an invalid BPC or if
the incoming train has come with a valid BPC, but the rake
integrity has been disturbed beyond permissible limits action
shall be taken as under :
i.
ii.
iii. In such cases while checking the load, the guard and driver
shall jointly ascertain the brake power of the train.
iv. Thereafter, the guard shall prepare a memo in triplicate
indicating the number of operative as well as inoperative
pistons as also the number of piped vehicles and
percentage brake power which shall be signed jointly by the
guard and driver, in addition to filling in the Examinationcum-Brake Power Register, one copy of this certificate will
be retained by the driver, one copy by the guard and one
copy will be given to the Station Master for station record.
v.
323
Rocket detention less than 24 hrs. at that station. In these
cases, only ASM will record the particulars in the Register.
4.32. Examination of train by Driver - The Driver
shall before the commencement of the journey and after
performing any shunting enroute, ensure-
324
325
(2) The Guard shall not give the signal for starting the train unless
he has received the permission of the Station Master to start, in
the manner prescribed by special instructions.
(3) The Guard shall not give the signal for starting unless he has
satisfied himself that, except in accordance with special
instructions, no person is travelling in any compartment or
vehicle not intended for the use of passengers.
(4) The Station Master shall see, before he gives the Guard
permission to start a train, that all is right for the train to proceed.
(5) The permission of the Station Master referred to in sub-rule (2)
may be dispensed with in case of suburban trains on such
sections of a railway as may be specified by special instructions.
(6) When permission of the Station Master to start has been
dispensed with under sub-rule (5) or at a station where no
Station Master is posted, the Guard shall see, before giving the
starting signal, that all is right for the train to proceed.
S.R. 4.35/1 Warning Bell - At terminal, junction, engine
changing and refreshment stations, a warning bell or gong will be
sounded five minutes before the starting time of a passenger train.
S.R. 4.35/2 Station Masters permission start the train will be given.
(A) for passenger trains by sounding three beats for Up trains and
two beats for Down trains on the station bell. At large junctions,
where local conditions do not permit ringing of the bell, the exact
nature of permission of the Station Master should be mentioned
in the Station working Rules specifically and all the staff
concerned instructed suitably by the Divisional Railway Manager
concerned.
(B) For Goods Trains where it is not possible for the Station Master
to advise the Guard directly, such permission will be given as
follows :(i) On the single line delivery of authority to proceed shall be
deemed as Station Masters authority for the train to start
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and this will be conveyed by the Driver to the Guard by
sounding of whistle.
(ii) On double line, the taking off of the Departure Signals shall
be deemed to be the permission of the Station Master to
start the train. This will also be communicated by the Driver
to the Guard by sounding the whistle. The Guard shall give
starting signal to the Driver by sounding his whistle and at
the same time waving a green flag by day or green light by
night horizontally at full stretch of the arm above his head. If
due to curvature or any other obstruction the Driver cannot
see the Guards signal the Station Master on duty shall relay
the Guards signal to the Driver.
S.R. 4.35/3 The Station Master before giving his permission to
start a passenger train must satisfy himself that correct starting signal
has been taken OFF or written permission to start has been delivered to
the driver.
327
S.R. 4.38/1 The duties of first firemen are required to be
performed by the Diesel Assistant/Assistant Driver, in case of diesel and
electric locomotives.
328
(c) Provisions (a) & (b) above shall, in no way, absolve the Driver of
his responsibility in respect of observance of and compliance with
the signals.
329
(b) The signals shall be exchange :(i) As soon as the rear brakevan has clear the station.
(ii) As soon as the train has started, and
(iii) As soon as the rear brakevan has cleared the speed
restricted zone.
S.R. 4.42/2 Manner of exchange of signals- (a) The Guards
Signal shall be given to the Driver by holding a green flag steadily by day
and by holding a green light steadily by night and during thick or foggy
weather.
(b)
The Drivers Signal shall be given on his behalf by a
Fireman who shall show towards the Guard a green flag steadily by day
and a green light steadily by night and during thick or foggy weather.
(c)
On a straight road, these signals shall always be given
on the left hand side of the train and, on a curve, on that side from which
they can best be seen.
S.R. 4.42/3 Exchange of Signals when there are more than one
Guard- When there are more than one Guard or a Brakesman with a
train, the Guard or Brakesman travelling in the first portion of the train
will show a green signal to the Head Guard of the train as soon as the
train starts that he is his place and until such a signal is received, the
Head Guard shall not exchange green hand signal with the Driver.
S.R. 4.42/4 Driver to stop; if Guards signal not received- if a
driver does not receive an all right signal from the rear brakevan, he
shall stop the train.
S.R. 4.42/5 (a)
(i) In case of a train running through a station, the Station Master
shall show an all-right signal to the train if all is right for the train
to continue the journey otherwise he shall show Danger signal or
other prescribed indication. While running through station, the
Driver and the Guard shall be on the look out for such signals
which shall be duly acknowledged by the Guard except in case
330
of Rajdhani Express. In case the Driver and the Guard do not
receive such signals, they shall exercise extra caution to ensure
that all is right for the train to proceed on. Failure on the part of
Station Master to display signals shall be reported in the Guards
Journal and also to the Asst. Station Master on duty at the next
stopping station. On controlled sections, the same will be
relayed to the Section Controller for taking suitable action by the
Asst. Station Master receiving the report under exchange of
Private Numbers.
(ii) If the Guard fails to exchange all-right signal, the Asst. Station
Master on duty should immediately advise the Station in
advance and give Stop and Examine bell signal (six pause
one) explaining the circumstances for giving this signal under an
exchange of private number. The Section controller will also be
advised.
Note :All-Right Signal to be shown by the Station Master
refers to Proceed Signal as defined in General Rule 3.54 i.e. by
holding out and showing a green light steadily by night and during
thick or foggy weather.
(b)
In the event of the view of the passing train being
obstructed by another train or by vehicles or by any other obstruction,
the green hand signal shall as far as possible be shown from a place
from where it can clearly be seen by the Driver and Guard of the train
concerned. When, however, two trains are passing through the station
simultaneously or a train be possible for the Station Master to cross over
and exchange signals with the train which is running on the other side of
the stabled load/train the Station Master shall depute a competent
railway servant to show All Right signal.
(c)
(i)
Cabins in large yards where shunting is
performed by Pilots, shall not exhibit all right signal to the trains running
through the stations when there is nothing wrong with the train. Should,
however, anything wrong with the train be noticed, danger signal must
be displayed to the Driver and the Guard of the train.
(ii)
Cabins at other stations should show a similar all-right
signal to the passing train if all is right for the train to continue its journey.
Where, cabin and station buildings are on the same side, and at all panel
interlocked stations, the Station Master shall depute one of his
331
competent staff on duty with hand signals to show all right signal from
the off side to the passing train if all is right. Should, however, they find
anything unusual, they must display a danger signal to the passing train
and bring this fact to the notice of Station Master on duty who shall take
further action as stated in G.R. 4.42 (2).
(d)
While showing all right signal the Station Master and
Cabin staff shall see whether the train is proceeding safely and
particularly look out for Hot Axle.
S.R. 4.42/6 Exchange of signal between the Drivers of Electric
and Diesel engines and the Station Staff-(a) The Driver of a
diesel/electric locomotive must invariably stand up in his cabin and
exchange signal while running through. He should exchange signal with
the Station Master if the station building is on his side. In case the
station building is on the off side. the Assistant Driver should exchange
all right signal with the Station Master on duty.
(b)
(i)
The Driver/Assistant Driver of a diesel/electric
locomotive should whistle running through a station.
(ii)
If the driver or his assistant fails to exchange
signal or whistle, the Assistant Station Master on duty should
immediately advise the station in advance and give Stop and Examine
signal (six pause one) explaining the circumstances for giving this signal
under exchange of private number. The Section Controller will also be
advised.
(iii)
The station Master in advance on receiving such
advice when the train is booked to run through, will put back the
departure signal to ON but the departure route must be kept set and
locked for the passage of the train. If time permits, three detonators 10
metres apart will be placed immediately beyond the starter signal to
draw the attention of the Driver/Driver Assistant.
(iv)
In case the Driver comes to a stop at the Starter
Signal, the detonator, if placed, will be removed and the train allowed to
proceed after ascertaining from the driver the reasons for non-exchange
of signal or of not whistling at the last station. The reason given by the
driver will be advised to the Controller.
332
(v)
In case the driver fails to stop at the Starter
signal and runs through after exploding detonators and dis-regarding the
departure signals, the station staff should try to attract the attention of
the Guard. The Guard on receiving danger signal from the station staff
will stop the train.
The station staff will treat it as an accident under
Accident Manual para (D) (2) i.e. driver passing signals at danger. and
take suitable action as laid down in the Accident Manual.
(vi)
The station staff will at the same time advise the
next station in advance by giving train running without proper authority
signal (six pause five) specifically asking the station in advance to raise
both reception and departure signals.
(vii)
The station in advance will immediately put back
all signals to ON and arrange to place detonators as far away from the
Home Signal as possible.
S.R. 4.42/7
In the case of an electric train, the Section
Controller should advise the Traction Power Controller the section in
which the train is working. The TPC will then arrange to switch off the
power supply to that section.
S.R. 4.42/8
If the train stops outside first stop signal,
reception of the train should be done as per GR 5.09.
S.R. 4.42/9
Guard and Driver of running trains will be
responsible to watch any train passing on the adjacent line and attract
the attention of the guard or the driver of that train by exhibiting danger
hand signal, if any condition is noticed which may endanger its safety. In
case of trains running in opposite direction, as on double/multiple lines,
the guards and drivers of the two trains will exchange green hand
signals after having examined each others train. In case anything
unusual is noticed, a danger hand signal shall be exhibited to attract the
attention of the Guard and driver of the other train.
333
334
4.45 Attracting attention of Driver(1) If any Guard sees reason to apprehend danger or
consider it necessary for any reason to stop the train,
he shall use his best endeavours to attract the
attention of the Driver.
(2) In the absence of other means of communications
with the engine, a Guard desiring to attract the
Drivers attention shall apply his hand brake sharply
and suddenly release it, and wherever possible, he
shall reverse the side lamps to show red towards the
engine.
(3) When the attention of the Driver has been attracted,
the necessary hand signals shall be down.
335
4.47. Application of Guards hand brake.(1) When the Driver sounds the prescribed code of
whistle or the brake whistle, the Guards shall
immediately apply their hand brakes.
(2) When a train is travelling down a steep incline, the
Guards shall, if necessary to steady the train, assist
the Driver with their hand brakes.
4.48. Permission of Guard to detach engine from
train.- When a train has been bought to a stand outside
station limits or anywhere on a grade, the Driver shall not
detach his engine from the train without the permission of
the Guard who, before giving such permission, shall satisfy
himself that the van-brakes have been put on securely and
take such other measures as may be necessary or
prescribed by special instructions :
Provided that detaching of engines from trains in such
cases may be prohibited altogether under special
336
Indication
Whistle Code
Before starting
337
1.(a)
(i)
(ii)
(iii)
(iv)
(b)
(i)
(ii)
0
0
0
0
0
0
2. (a)
(b)
(c)
00
00
00
3. (a)
(b)
-0
-0
(c)
-0
4. (a)
(b)
000
000
5. (a)
0000
(b)
6.
-00
7. (a)
(b)
(c)
(d)
0-0
0-0
0-0
0-0
0000
338
authority
8. (a)
(Continuous)
(c)
(Continuous)
(d)
(Continuous)
(e)
(Continuous)
(f)
(Continuous)
10. (a)
Train parting
-0-0
(b)
-0-0
(b)
(c)
(d)
9. (a)
(b)
(Continuous)
339
11. (a)
00-
(b)
00-
(c)
00-
(d)
00-
12.
--
13.
-0-
14. (a)
Signal
arm
extinguished
light
-00
(b)
Signal arm
taken off
improperly/insufficiently
-00
(c)
Defective signal
-00
15.
---
16. (a)
Apprehension of danger
00000000000
(Frequently)
(b)
00000000000
(Frequently)
(c)
00000000000
(Frequently)
(d)
lowered
but
00000000000
(Frequently)
340
Note :- The signals above are illustrated by O for a short whistle and
____________ for a long whistle.
4.51. Bell signals between Driver and Guard.When bell communication is provided between the Driver
and the Guard of the train, bell signal code, as may be
prescribed by special instructions, shall be used.
4.52. Throwing out water, fire or cinders.- A Driver
or Fireman shall not throw out water, fire or cinders, when
passing through a station yard or tunnel, or when on a
bridge.
S.R. 4.52/1 Ash pan shall never be cleaned out except on the
ash-pits provided for the purpose. If a driver finds it necessary to clean
his ash pan on a siding where there is no ash-pit, the ashes must
immediately be thoroughly damped and levelled off to rail level. Ashes
must never be raked out on wooden sleepers.
341
342
343
344
case of train parting. One Brake-van shall always
be attached to the rear of the train.
(b) The Guard shall be responsible for seeing that the
brakes of all vehicles on his train are applied as
necessary.
S.R. 4.62/3 Station Master shall avoid unnecessary detention to
Divisional Material trains.
S.R. 4.62/4 Unloading material while train is in motion- Material
must not be unloaded from ordinary trucks while in motion. Trucks
specially constructed for dropping materials clear of the running rails and
provided with machinery for regulating the discharge of ballast, may be
unloaded while in motion at a speed not higher than 8 KMPH.
S.R. 4.62/5 Carriage of other than workmen prohibited- Guards
of Material trains must not allow any but Way and Works workmen and
staff who are working with their trains to travel on a material train unless
proper passes are held by them.
S.R. 4.62/6 (a) A Material train shall always stop at a station
preceding the section in which the train is to work
and the Guard shall send to the Station Master an
application on Form No. E-223 stating at what time
he will be ready to start, noting the time this advice
is sent. Before detaching the top copy of this
advice, the Station Master shall note in pencil with
carbon paper underneath, the time advice is
received and that at which his reply is sent. He shall
also write his reply stating what arrangement he has
made for the Divisional Material Train to start. He
shall then keep one copy and return the other in the
book to the Divisional material train Guard.
(b) In the case of working Material Train before sending
the Line clear inquiry signal bell code, the
Message stating whether the train is to proceed
onward or return after working and the time by which
it will clear the Block section shall be exchanged
between Station Masters. A copy of this message
and its reply must be pasted in the train signal
345
register and the Guards signature obtained thereon
as an assurance that the time by which the section
will be clear, as given in the message is correct.
S.R. 4.62/7. No material Train working on the double line shall,
except under unavoidable circumstances return on the
same line to the station from which it started but shall go
on to the next station and return by the proper line (See
also S.R. 4.12/3).
S.R. 4.62/8. The Station Master shall also issue to the Driver a
Caution order Form on which shall be distinctly stated :(i) That the train may work on the line between his station
and the next,
(ii) Whether he has to return to he despatching station or
proceed to the next station,
(iii) The time at which the train is to arrive at the station.
S.R. 4.62/9
When running through between block station
and when running with the engine leading, the speed of a material train
must not exceed that prescribed for goods trains of similar weight.
S.R. 4.62/10 (a) When the engine is pushing, the train shall be
worked in accordance with G.R. 4.12 and its S.Rs.
(b)
When the engine is pushing the train and brakevan is
not leading the speed must not exceed 8 KMPH.
4.63. Workers on material train - The Guard of a material
train shall, before giving the signal to start, see that all the workers are
on the train, and warn them to sit down.
S.R. 4.63/1 Loose shunting of vehicles with workmen : Loose
shunting of or against vehicles with workmen in them is strictly
prohibited.
S.R. 4.63/2 Material train running after Sunset- If a material
train is running through after sunset, the Guard is responsible that the
346
workmen do not travel in loaded trucks the side of which are less than
300 mm. above the material in them.
4.64 Protection of material train when stabled. (1) A material train shall not be stabled on a running line
at a station, except in unavoidable circumstances.
(2) When a material train is stabled at a station, it shall be
protected in the following manner and the Station
Master shall ensure that :(a) the vehicles of the material train have been
properly secured and are not fouling any points or
crossings;
(b) all necessary points have been set against the line
on which the material train is stabled and such
points have been secured with clamps or bolts and
cotters and padlocks, and
(c) the keys of such padlocks are kept in his personal
custody until the material train is ready to leave
the siding or line.
(3) The Guard shall not relinquish charge until he has
satisfied himself that the material train has been
protected as prescribed in this rule.
4.65 Working of track maintenance machines. Track laying or on track tamping or maintenance
machines shall be worked only with the permission of the
Station Master and in accordance with special instructions.
347
348
below the rank of PWI, who will be responsible for taking the
traffic block and for protection of the lines while the work is
in progress. Hereinafter, he will be called PWI incharge.
SR 4.65/3 COMPETENCY CERTIFICATE:
(1) Operator of the machine shall not use/operate the Track
machines unless
(a) He is in possession of a valid Track Maintenance Machine
Competency Certificate for driving and working of the machine in
taken of his being competent to operate the machine. The
Competency Certificate will be issued by Dy. C.E. Incharge of
Track Machines.
The certificate of competency will be issued in the following
proforma :Certificate of Competency to work on track machine.
Shri..................................S/o Shri..............................................
Designation...............................................HQ......................................
........................................ has been examined in the relevant rules in
respect of operation of track machines and Safety Rules as well as
latest changes made in them and has been found conversant and
competent to operate these machines.
This
certificate
is
valid
upto
................................
No................................. Date ....................................................
Signature ...............................
Designation ...........................
Date ......................................
(b) He is fully conversant with the system of working, signalling of
the section and has undergone road learning as prescribed for
Drivers and has recorded this fact in a competency book kept on
the machine. This will be countersigned by CFO/incharge.
349
(ii) The Operators of the machines responsible for
operating/running of the machines shall follow the schedule
of initial training/refresher courses in train working rules as
prescribed for train drivers.
(iii) He must possess a certificate of Medical fitness issued by a
Railway Medical Doctor, as prescribed for train driver.
SR 4.65/4 EQUIPMENT :
The Operator of the machine will be responsible to ensure that
the following equipments complete in all respect and in working
condition, are available on each Track Maintenance Machine before the
machine is put on a running line :a) Two red and one green HS flag.
b) Two tri-colour HS Lamps.
c) Two chains with padlocks.
d)
One watch.
j)
350
n) Skids- Two Nos.
S.R. 4.65/4.1
Each Track Maintenance Machine must be equipped with
prescribed head and tail-light, marker lights and flasher lights as per
GR 4.14 to 4.16 and the SRs thereto.
While moving in convoy the LV Board/Tail lamp, should be fixed
only on the last machine in the direction of movement.
SR 4.65/5. RULES FOR OPERATION :
i)
ii)
351
requisition to the PWI incharge endorsing the duration of the
block permitted and other special instructions, if any.
c) Single line Section : Work and Proceed :
SM will obtain line clear from Station in advance, lower Last stop
signal issue special caution order indicating the number of Maintenance
Machines permitted to work within the block section which will be signed
by all the Operators of Track Maintenance Machines and will be handed
over to the PWI incharge along with token if any. PWI incharge shall
travel on the last Track Maintenance Machines.
On completion of the work, machines will be received by
lowering reception signals, Station porters should display green flag
signal at the foot of first stop signal till the last machine enters the
Station.
On reaching the Station in advance, PWI incharge will hand over
the token, if any, as well as the caution order only when the last machine
clears the block section. He will also certify that the track is fit for train
movement. Then only the SM will close the line.
d) Single Line Section : WORK AND RETURN :
i)
SM will obtain line clear from station in advance, lower last stop
signal, issue special caution order indicating the number of Track
Maintenance Machines permitted to work with the block section, the
stations where they will return etc. which will be signed by all the
Operators of Track Maintenance Machines and will be handed over to
the PWI incharge along with token/tablet. PWI incharge shall travel on
the first track maintenance machine.
On completion of the work. The machines will be received by
lowering reception signals.
Station porter should display green
flag/signals at the foot of first stop signal till the last machine enters the
station. PWI incharge shall hand over the token/tablet as well as special
caution order to the SM on duty only when all track maintenance
machines have cleared the block section. He will also issue a certificate
352
to the SM that track is fit for train movement. Then only SM will cancel
the line clear and normalise the block instrument.
Similar procedure should be followed in case of block working
through axle counter on SRE-NTC Single Line Section. However, no
physical authority to proceed will be handed over to PWI incharge.
SM will block back the section in accordance with para 6001 of
Block Working Manual, take out the shunting key, issue a special caution
order indicating the number of Track Maintenance Machines permitted to
work within the Block Section, the Station where they will return etc.
which will be signed by all the operators of track maintenance machines
and will be handed over to the PWI incharge along with the shunting key.
In addition OPT-373 will also be issued for passing the last stop signal at
danger. PWI incharge shall travel on the first track maintenance
machine.
On completion of the work, the machines will be received by
lowering reception signals.
Station Porter should display green
flag/signals at the foot of first stop signal till the last machine enters the
Station.
PWI incharge shall hand over the shunting key as well as the
special caution order to the SM on duty, only when all the Track
Maintenance Machines have cleared the block section. He will also
issue a certificate to the SM that the track is fit for train movement. Then
only SM will remove the Block Back.
e) DOUBLE LINE SECTION - WORK AND PROCEED :
i)
SM will obtain line clear from station in advance, lower last stop
signals, issue a special caution order indicating the number of Track
Maintenance Machines permitted to work within the Block Section which
will be signed by all the Operators of Track Maintenance Machine and
will be handed over to the PWI incharge. PWI incharge shall travel on
the last Track Maintenance Machine.
On completion of the work, the machines will be received by
lowering reception signals.
Station porter should display green
353
flag/signals at the foot of first stop signal till the last machine enters the
station.
On reaching the station in advance, PWI incharge will hand over
to the SM, the specialcaution order only when the last machine clears
the block section. He will also certify that the track is fit for train
movement. Then only the SM will close the line.
ii) Via Wrong Direction :
Station Master will take the line clear from station in rear on
block telephone indicating the number of Track Maintenance Machines
which will work from that Station upto the next station prepare paper line
clear ticket issue special caution order clearly indicating the number of
track machines to work, the Station to which the machines will go on
completion of work, the line on which the machines will work. The paper
line clear ticket and the special caution order should be signed by all the
operators and then should be handed over to the PWI incharge who
shall travel on the last machine.
The machines shall be piloted out of the station on a written
authority issued by the SM after all the facing points have been correctly
set and locked and trailing points correctly set over which the machines
will pass.
On approaching the next station after completion of the work, the
operators shall bring, their machines to stop opposite the first stop signal
pertaining to the right line or at the last stop signal pertaining to the
wrong line (on which they are running) whichever they come across first.
The SM at the other end of the block section shall depute a
Railway staff in uniform at the foot of the signal (whichever the machines
would encounter first) who shall stop the machines on danger hand
signal and thereafter pilot them into the station on a written authority
issued by the SM.
If the operators find that no Railway servant in uniform has been
deputed at the foot of the signal to Pilot the train into the station, GR 4.44
shall be observed.
354
All the crossover points in the facing direction over which the
machines shall proceed shall be clamped and pad locked.
On reaching the station at the other end of the block section,
PWI incharge will hand over the paper line clear ticket, special caution
order to SM only when the last machine clear the block section. He will
also certify that the track is fit for train movement. Then only the SM will
close the line and normal train running may be resumed.
f)
355
On reaching the station, PWI incharge will hand over the caution
order to the SM only when the last machine clear the block section. He
will also certify that the track is fit for train movement. Then only the SM
will close the line and normal working may resume.
ii) Via the wrong direction :
SM will block back the section in accordance with Block Working
Manual para 6001, put the needle of the block instrument directly to
Train on Line, take out the shunting key in case of Daido double line
block instrument, issue special caution order indicating the number of
Track Maintenance Machines, Station where they will return etc. which
will be signed by the operators and then will be handed over to the PWI
incharge along with the shunting key, if any. PWI incharge will travel on
the first track machine.
The machines shall be piloted out of the station on a written
authority issued by the SM after all the facing points have been correctly
set and locked and trailing points correctly set over which the machines
will pass.
On completion of the work the machines will be received by
lowering reception signals. Station porter should display green flag/hand
signal at the foot of first stop signal till the last machine enters the station
section.
PWI incharge shall hand over the shunting key, if any, as well as
the specialcaution order to the SM on duty, only when all the Track
Maintenance Machines have cleared the block section. He will also
issue a certificate that the track is fit for train movement, then only the
SM will remove the block back.
SR 4.65/6 : PRECAUTIONS :
i)
356
ii)
The Station Master on either side shall inform all the Level
crossings equipped with telephones falling in this block
section about the total number of track machines permitted
to work in the block section under exchange of Private
number.
iii) While the track machines are moving in the block section in
convoy, it will be the responsibility of the operators of their
machines to remain at a minimum distance of 120 mtrs. of
each other.
iv) In course of working, when required to pass a manned or
unmanned gate, each track machine shall stop short of the
level crossing and pass only after ensuring the safety of the
track machine and the road traffic.
v) The PWI incharge shall always take four efficient flagmen
equipped with banner flags, twelve detonators, two fusees
and red hand flags each, to protect the machines. One
flagman shall exhibit banner flag at a distance of 600 mtrs.
on either side of the site of work and one flagman showing a
stop hand signal at a distance of 1200 metres on either side
of the site of work.
vi) Some machines tend to foul the adjacent lines, while
working on double line sections or in the yard. BRM may
foul the adjacent line when stretching out its blades. If any
part of a machine is likely to foul the adjacent line while
working, the PWI incharge shall request SM in writing to
block both the lines and such work should only be
undertaken, if blocking both the lines has been permitted by
the control and the SM and both the lines have been
protected as per para 4.65/6 (v) above.
vii) In case of CSM/DUO or any other such machine where the
operator is not in a position to get a view of front directly, he
shall ensure by deployment of his assistants in the front/rear
cab that any obstruction/infringement i.e. machine moving
ahead of banner flag etc. is communicated to him verbally or
by display of HS/Flag etc., so that movement of the machine
may be controlled accordingly.
357
358
ii)
359
The above instructions may also be followed for movement and
working of one or more tower wagons. In that circumstances, one
traction foreman should be the overall incharge for movement and
working of Tower Wagon.
However these rules are not applicable to Track relaying
machines.
360
CHAPTER V
CONTROL AND WORKING OF STATIONS
5.01
(1)
(2)
(3)
(4)
361
is literate shall submit to the Station Master, a declaration in writing that
he has read and understood such rules.
S.R. 5.01/2 No member of the station staff, particularly in the
charge of points and signals, or shunting, shall leave his duty without
being relieved by some competent person and without the knowledge
and permission of the Station Master. Pointsmen and Signalmen shall
remain on duty, if Line Clear is given for a train, until that train has been
received and the conditions for granting permission to approach have
been restored.
5.02. Supply of copies of rule and distribution or exhibition
of other documents.- The Station Master shall see(a)
(b)
(c)
that both the sheet time tables and fare list are correctly
exhibited at the station if it is open of for the booking of traffic;
and
(d)
that copies of the Act, and the Goods and Coaching Tariffs
are available for inspection by the public.
5.03. Obedience to orders and keeping of books and
returns. - The Station Master shall see that all orders and instructions
are duly conveyed to the staff concerned and are properly carried out,
and that all books and returns are regularly written up and neatly kept.
5.04. Signal Cabins.-
(1)
362
perform their duties correctly, and in order to maintain an
effective supervision over the said staff, frequently visit the signal
cabins.
(2)
(3)
(1)
(2)
(1)
(2)
363
the particulars as contained in the prescribed form is issued as
an emergency measure, reason therefor shall be recorded in the
station diary.
5.08.
Access to and operation of equipment.No
unauthorised person shall be permitted to have access to or operate
signals, points electrical block instruments and electrical communication
instruments or any other appliances connected with working of the
railway.
5.09. Reception of a train on an obstructed line (1)
(a)
(b)
(c)
ensure that all the points over which the train has to
pass are correctly set and the facing points locked.
(2)
(a)
(b)
(c)
364
(3)
(4)
(5)
The Driver shall keep his train well under his control and be
prepared to stop short of any obstruction.
S.R. 5.09/1 - The written authority referred to in G.R. 5.09 (2) (c)
and G.R. 5.10 (d) shall be on a prescribed form OP/T-374.
S.R. 5.09/2 - If the block is cleared after a driver has been
advised that his train will be received on a blocked line the Station
Master may receive the train on signals, in such case he shall issue a
written Memo instead of issuing Form OPT-374 to the driver informing
the driver that the train is being received on signals as the block has
been cleared.
5.10 Reception of a train on a non-signalled line. -
(1)
(a)
(b)
(c)
all the points over which the train has to pass are
correctly set and the facing points locked; and
(d)
365
(2)
(1)
(1)
(2)
366
(1)
(2)
(3)
367
At stations provided with shunting staff the Yard Master or the
Station Master is responsible to ensure that such precautions are duly
observed.
S.R. 5.13/3 Shunting of Passenger and Mixed Trains at other
than an engine changing or junction or terminal station - At a station
other than an engine changing or junction or terminal station, the Guard
in charge of the passenger/Mixed train is responsible for safe shunting of
the train, whether, of the whole train or part of it. Whether a shunting
Jamadar/Gunner is provided or not, and he is also responsible:(i)
(ii)
(iii)
(i)
(ii)
(iii)
368
either in the working rules or in the duty list of staff, the persons
who will carry out this duty.
When vehicles containing Passengers have to be shunted, the
person conducting the shunting must warn passengers by blowing a
whistle at least twice and by audibly announcing the fact that vehicles
are to be shunted. The movement is not to commence till all doors are
closed and foot boards are clear of passengers.
S.R. 5.13/5. (a) (i) Shunting on good trains where no shunting
Jamadar/Gunners are provided to be supervised by Guards- The Guard
of a goods train is responsible (a) for attaching and detaching vehicle to
and from his train. He must personally supervise the shunting, and
exhibit the necessary signals himself. Instructions for the necessary
shunting to be done will be given to the Guard by the Station Master on
duty.
(ii)
shunted;
(iii)
performed;
(iv)
for the locking of facing points over which shunting is
performed as per S.R. 5.14/1.
(b)
When a BOX wagon is attached or detached at roadside
station, the Guard should see to the correct setting of the empty/loaded
box.
S.R. 5.13/6 Shunting of goods trains at station where
shunting Jamadar/Gunners are provided - (a) The attaching and
detaching of vehicles to and from goods trains will be done by Shunting
Jamadar/Gunner under the instructions of the Station Master on duty.
The Traffic Inspector is responsible that Shunting Jamadars/Gunners
understand rules which govern shunting operations and that all
necessary precautions are taken by Shunting Jamadars/Gunners when
shunting is being performed at station where gradient exist. The
Shunting Jamadars/Gunners should also ensure compliance with S.R.
5.14/1,
369
(b)
In all cases the Guard of the train is held responsible
that the correct vehicle is attached or detached from his train.
S.R. 5.13/7 Responsibility of Guards for shunting of complete
trains in the station yard- Whenever a complete train of any description is
to be shunted from one line to another or placed in or taken out from a
siding, such as in the process of crossing or giving precedence to
another train the Guard incharge of the train will supervise the shunt and
will be responsible;
(a)
that points and crossing are correctly set and facing points
locked for the shunt as per S.R. 5.14/1;
(b)
(c)
370
lines as possible. Each vehicle placed on a siding must be coupled to
any other already there and brakes put down. When shunting on any
one siding is finished, the vehicles must be coupled up and the end
vehicles spraged or chained.
S.R. 5.13/11- Shunting with coupled engine - Shunting with
coupled engine is not allowed except- (a) when a complete train has to
be shunted from one line to another.
(b)
When the load to be shunted cannot be hauled by a
single engine owing to a gradient.
S.R. 5.13/12 - Clear crossing during shunting operations All staff connected with shunting duties are responsible for keeping rail
crossing clear during shunting operations and for the passage of trains.
The point of clearance is indicated by a white sleeper between tracks.
S.R. 5.13/13 - Hand shunting of vehicles - When it is
necessary to hand shunt any vehicle, responsible subordinate must
supervise the work. Labourers and other must not be allowed to hand
shunt vehicles by pushing them at the buffer. They must either push
vehicles from between the buffers or at the sides of the vehicles, outside
the rails. Contractors and Traders labour must not be allowed to move
vehicles at stations, except under the orders and personal supervision of
a responsible member of the station staff. The above instruction does
not apply to the movement of vehicles on merchants sidings and on
sidings serving plinths and similar place allotted to individual trades.
S.R. 5.13/14 - Uncoupling moving vehicles - Uncoupling
vehicle while it is in motion is forbidden except in slow movements in
hump yards.
S.R. 5.13/15 - No passenger carrying vehicles should be kept
standing on blocked line in the rear of the train carrying passengers
stopped at a station.
S.R. 5.13/16 - When shunting is to be done for attaching or
detaching coaches on Mail/Express and passenger trains, the shunting
engine must first come to a halt 20 metres away from the train before
moving for coupling up.
371
S.R. 5.13/17 - No engine should be allowed on any running line
at a station occupied by a train or vehicles carrying passengers, except
the train engine or banking engine or shunting engine required to
perform shunting on that train. The movement of such an engine should
be permitted only under the control of the person in charge of shunting.
S.R. 5.13/18 - Shunting of wagons of other stock marked sick or
damage labelled loaded with a part of the consignment protruding to a
dangerous extent, on yard lines adjacent to passenger running lines
should be regulated, as far as possible during the intervals between
passenger train movements. In every case the staff should exercise
utmost caution and while undertaking such shunting immediately, if the
situation so warrants, take all necessary precautions.
5.14. Responsibility for shunting - The Station Master shall
see that the shunting of trains or vehicles is carried on only at such times
and in such manner as will not involve danger.
S.R. 5.14/1 Whenever any passenger or Goods train whether
whole part thereof, has to be shunted, the facing points over which
shunting is carried on must invariably by secured as detailed below:(a)
(b)
(c)
(d)
372
Shunting must be supervised by the Guard or shunting staff
available at the station, displaying proper hand signals to the driver.
The ASM/SM on duty shall confirm this action to the section
controller, through a private number.
S.R. 5.14/2 (a) In case of shunting of coaches occupied by
passengers or during shunting over emergency cross over, the facing
points must be clamped and padlocked.
(b)
Defective points in non-interlocked yard, if set by any
means, must be clamped and padlocked before any movement of a
train/coaches occupied by passengers is allowed over them.
5.15. Shunting at Station under Centralised Traffic Control :
(1)
(2)
373
5.18 Drawing of a train to an advanced position at night or
in thick, foggy or tempestuous weather impairing visibility.- At night
or in thick, foggy or tempestuous weather impairing visibility, a train
waiting for an authority to proceed shall not be allowed to draw out to a
Starter in an advanced position, or upto an Advanced Starter, except
where track circuits indicate the presence of the train in an
advanced position.
5.19 Obstruction of running line. (1)
(2)
(i)
(ii)
(iii)
374
(iv)
(a)
(i)
Stations with Level yards All vehicles should be coupled together and one wheel of the
vehicles nearest the points at each and should be secured by
the Safety Chain. The Safety Chains should be padlocked in the
375
presence of the Station Master and keys retained in his personal
custody.
(ii)
(iii)
(v)
(b)
(i)
(ii)
(iii)
376
Note :- In terms of Chapter II of the schedule of Dimensions, a
station yard will be taken to extend (i) on single line to a distance of
45 metres (150 ft.) beyond outer-most points at either end of the
station (ii) on double line where 2 aspect signalling provided from
Home Signal to a distance of 45 metres (150 ft.) beyond outer most
points at the trailing end, or where there are no loops to last stop
signal of each line, (iii) on double line where multiple aspect
signalling is provided to a distance of 45 metres (150 ft.) beyond
outermost Points at either end of the Station or when there are no
loops from Block Section Limit Board to last stop signal of each line.
S.R. 5.19/6 - Recording (occupation) of running lines at the time
of change of duty- The Station Master on duty should record in the diary
the occupation of the running line, both coaching and goods and the time
of train handing over charge. The incoming Station Master should sign
this entry in the diary in token of being aware of the condition of the
running lines within his jurisdiction at the time of taking over. This,
however, will in no way absolve him of his responsibility to ensure that a
reception line is clear before receiving a train on it.
S.R. 5.19/7 - Use of lever collars at inter-locked station provided
with cabins or ground frame :(i)
(ii)
377
(a)
(b)
(iii)
(a)
(b)
378
5.21.
Loose shunting. Cranes, vehicles containing
passengers, workers, explosives, dangerous goods or live-stock or any
other vehicle that may be specified under special instruction, shall not be
loose shunted and no loose shunting shall be made against them.
S.R. 5.21/1 - Definition of loose shunting - Lose shunting
means vehicles being pushed by an engine and then being allowed to
run forward by their own momentum.
S.R. 5.21/2 - Restrictions regarding loose shunting - (a) No
vehicle may be loose shunted unless it is provided with an efficient hand
brake or is coupled to at least one other vehicle fitted with an efficient
hand brake.
(b)
(c)
(i)
(ii)
(iii)
(iv)
Gas holders.
(v)
(d)
Loose shunting into dead end sidings shall not be carried out
unless specifically permitted in the Station working Rules.
(e)
379
(f)
380
an accident or for any other reason, vehicles are left on a running line, or
on a line from which they could escape so as to foul a running line, the
brakes must be pinned down and one wheel of the vehicle nearest the
points of each must be secured with a safety chain. The safety chains
must be padlocked in the presence of the Station Master and the keys
retained in his personal custody.
S.R. 5.23/4 When vehicles are left standing in a siding which is
provided with a trap or scotch block, the trap or scotch block must be set
so as to prevent a vehicle from escaping and being blown away in the
event of a storm and fouling the adjacent lines. All vehicles must be
placed inside the traps or scotch block when provided and coupled
together. The scotch block must be kept locked across the line or the
trap points must be kept locked in the open to derail position, as the case
may be, the vehicles nearest the traps or scotch blocks must be chained.
S.R. 5.23/5 (a) Box wagons are provided with roller bearings
and are liable to move easily. When such wagons are placed on running
lines or in a siding with a gradient of 1 in 400 or steeper, all brakes must
be put hard on or if any cannot be put hard on the vehicle must be
spragged.
(b)
Any vehicle standing by itself must be secured with a
chain and of vehicles standing in a rake one vehicle out of every three or
part of three must be secured with a chain.
CHAPTER VI
ACCIDENTS AND UNUSUAL OCCURRENCES
6.01 Accident or obstruction :(1)
381
(2)
(3)
(b)
(c)
(1)
382
Guard of the fact by sounding the prescribed code of whistle or
through other means and exchange hand danger signals with
him. The Guard and the Driver shall then immediately take the
following action in the rear and the front (i)
(a)
(b)
(d)
383
(e)
(f)
(g)
(h)
(ii)
384
above and the Guard shall proceed towards the engine
watching the train carefully. If the Guard finds that the
adjacent line is obstructed, he shall proceed ahead to assist
and ensure protection of the adjacent line as mentioned
above. In case he finds that the adjacent line is not
obstructed, he shall, after consultation with the Driver, go
back to protect the train in the rear in the manner prescribed
in clause (i) above, if he has not already sent another
competent person for the purpose.
(iii)
(iv)
(v)
385
Only after protecting the adjacent line/lines in the manner
prescribed in clauses (ii), (iii) and (iv) above, shall the action
be taken to protect the line on which the affected train is
standing both in front and in the rear.
(vi)
Action to locate and remove the cause of stoppage :Action to locate and rectify any defect either in the engine or
a vehicle or to remove any other obstruction which might
have caused the stoppage shall be taken, if practicable only
after having assured that the train has been protected
properly in accordance with the procedure laid down above.
(vii)
Removal of protection from adjacent lines :If subsequently, the adjacent line/lines are found to be free of
obstruction, the protection may be removed except where it
is desired to stop an approaching train to obtain assistance.
(2) (i)
(ii)
386
Note :- If the right hand side of the brakevan is not visible to the
driver due to curve or any other reason, the red indication will be
given on the left side.
S.R. 6.03/2 If the locomotive is not disabled and can be
detached without delay, the Driver instead of sending his Fireman or
going forward himself on foot shall give advice to the Guard and
immediately detach his engine and proceed with it to place the
detonators on the line. On placing the detonators he shall leave his
Assistant Driver or Fireman to display hand signal at the place where
three detonators have been placed.
In case information of the
occurrence cannot be conveyed immediately by means of PCP/ECP
telephone, the Driver after placing the detonators shall go forward with
the engine to the next station.
S.R. 6.03/3 (a) If the train has been disabled on double or
multiple line section or on a ghat or suburban section or on a section
worked on Automatic Block System and the protection of the disabled
train as required under G.R. 6.03 cannot be complied with due to
insufficient time and an approaching train is observed on any of the other
adjacent lines the crew of the train involved in the accident shall
immediately take the following action :(i)
(ii)
(iii)
(iv)
387
(b)
Where, however, a train running in the same direction as
the disabled train on adjacent line is approaching the site obstruction and
there has not been sufficient time for the Guard or the person deputed
under sub-clause (a) to complete the protection of that adjacent line in
terms of sub-clause (b), (c), (d) or GR. 6.03 the Guard shall light a fusee
immediately and fix it in the ground in the same manner as the Driving
during night or thick or foggy weather in addition to displaying a stop
signal as prescribed i.e. by showing a red flag by day or by showing a
red light by night or in thick or foggy weather and endeavour his utmost
to stop the approaching train short of the obstruction.
On single line section, if the Driver and Guard have fusees with
them, they should light up the same if they consider that it will help in
protecting the train.
(c)
When the Driver of an approaching train sees the flasher
light/blinking light or the light of the fusee, he shall at once take action to
stop his train short of the obstruction and render all possible assistance
to the affected train just as he would act when he sees a danger signal or
hears the distress whistle code of another engine, or explodes a
detonator.
(d)
the flasher light shall be switched off only when the
Driver finds that his train is in a position to proceed or after it has been
assumed that the adjacent line, if any, is free from obstruction and it is
not necessary to stop any approaching train to obtain assistance.
In case the flasher light is not provided or it fails, the head light
may be switched On and Off repeatedly to attract the attention of the
approaching train.
S.R. 6.03/4 On Delhi-Rewari section of Metre Gauge the
distance at which the detonators shall be placed as under :(a)
(b)
388
6.04. Trains unusually delayed.
(1)
(2)
389
S.R. 6.05/1 (a) If a train is stopped outside station limits, the
advice of accident or breakdown should be given to the control office by
means of PCP/ECP set if provided on the train. In case this is not
possible due to any reason, a train passing on the other line should be
stopped and given a written report for delivery to the next station. In
other cases, written report of the accident should be sent through the
Firemen or the Brakesman duly signed by the Guard or Driver.
In the control office, whoever receives such an advice, shall
immediately convey the information to Traction Power Controller/Section
Controller and the Power Controller, where available, for necessary
action.
(b)
When an assisting engine is sent out, the Station Master
who admits the assisting engine into the Section occupied by the
disabled train shall issue to the Driver of an assisting engine.
(a)
(b)
(c)
(i)
(ii)
(iii)
390
(d)
(e)
(f)
(1)
(2)
(3)
391
Provided that when a proper tangible authority to proceed is lost
on the run, the Driver may proceed to the next station and report the
occurrence to the Station Master.
S.R. 6.06/1
i)
ii)
iii)
iv)
v)
If the train fails to stop, the same bell code as stated in item
(i) to be repeated to the next station. The gateman en route is to
be informed also for stopping the train. The next station should
keep all signals in ON position and arrange to place three
detonators 10 metres apart as far away from the Home Signal as
possible. In case train stops, reception should be arranged as
per G.R. 5.09.
vi)
392
6.07. Report of conditions likely to affect running of trains
to Controller or Centralised Traffic Control Operator(1)
(2)
393
(1)
(a)
(b)
(i)
the Guard or Guards in the rear portion shalldo all they can to prevent a collision with the front
portion , and
(ii)
(c)
(2)
(3)
(4)
(5)
If the Driver of the parted train has already reached the block
station in advance before he could bring the front portion to a
stop, he shall instantly warn the Station Master of the parting as
394
also the railway servant in charge of a cabin, if passed on the
way, and shall not give up the tangible authority to proceed, if
any, till the block section is cleared of all the vehicles of his train.
(6)
(1)
(2)
(3)
(4)
(5)
(a)
395
(b)
(6)
(7)
(8)
(9) (a)
(b)
(c)
(10)
396
(11)
Guards
(b)
(i)
In the event of a Driver of a goods Train finding his train
come to stand on a gradient and he is unable to go forward, he shall on
no account back his train for the purpose of making a fresh start. He
must take action according to provisions of G.R. 6.09.
Before
uncoupling, the Guard must ensure that in the case of a load of empties
at least 50% of the brakes are pinned down and in case of a loaded train,
all the brakes are pinned down. These instructions apply to goods trains
only and passenger trains are not permitted to be parted in this fashion
on the gradient.
(ii)
In the event of the Driver of a goods train finding his train
having come to a stop on a plain section, the Guard will take immediate
steps to pin down firmly at least one third of the hand brakes of the
vehicles to be disconnected from the engine and also apply the hand
brake in the brakevan. This must be done before the train is divided or
397
the engine is uncoupled from the train. The Driver must ensure that
hand brakes of an adequate number of wagons have been pinned down.
(c)
When the Driver of a goods train finds his engine unable to haul
the train, he should endeavour to stop it (train) clear of the spring points
on the section. If, for some reasons, the train has to be stopped on a
spring point, he shall on no account back his train. He must obtain a
written permission from the Guard to divide the train into convenient
portion and then proceed to the station ahead with the front portion. He
shall return to take the rear portion in accordance with the rules in force.
Before uncoupling, the Guard shall ensure that the rear portion is
adequately secured to remain stationary. (A detailed list showing the
exact location of spring points is published in the Working Time table of
each Division).
(d)
In the case of multiple line sections, the Station Master on duty
before issuing written authority to the Driver will :
(a)
(b)
(c)
check from his records and ensure that the last train which
left station in rear had arrived complete.
Before resuming normal working, both the Station Master will
contact each other and tally the number of description of the last train
passed over that line and ensure that the line has been cleared. This
message shall also be confirmed by an exchange of private numbers.
6.10. Fire -
(1)
398
save life and property, to prevent it from spreading and to
extinguish it.
(2)
(3)
. 6.10/1 (a)
(b)
(c)
399
is left smouldering when they leave the spot. The nearest Permanent
Way Inspectors Gang and the first stopping station must be advised.
The train staff may obtain the assistance of passers by or villagers to
obtain water or assist and may pay, or promise to pay fair remuneration
for their service.
6.11 Vehicles escaping from station.- If any vehicle escapes
from a station, the Station Master shall take immediate steps to warn the
other stations or persons concerned as far as practicable, to prevent an
accident.
S.R. 6.11/1- Preventing accidents due to escaped vehicles (a)
(b)
(c)
(d)
400
sent to the station ahead as prescribed in clause (a) above. The
vehicle may, as a last resort, be derailed by placing a sleeper or
other obstacle on the line.
(e)
CHAPTER VII
SYSTEMS OF WORKING
7.01. Systems of working.
(1)
(a)
(b)
401
(c)
(d)
(e)
(f)
(2)
Section
Batala-Qadian
ii)
Nawan Shahr-Rahon
Ratangarh West-Sardar
Shahr
iv)
Garhi
HarsaruFarukhnagar
v)
Tilwara-Tilwara Mela
vi)
Raja
Ka
SahaspurSambhal Hatim Sarai
402
CHAPTER VIII
THE ABSOLUTE BLOCK SYSTEM
A. Essentials
8.01. Essentials of the Absolute Block System.(1)
(a)
403
(b)
(c)
(2)
(a)
(b)
(b)
(c)
(d)
all points have been correctly set and all facing points
have been locked for the admission of the train on the said
line.
404
8.03. Conditions for granting Line Clear at a class B station :(1)
(a)
(b)
(c)
(i)
(ii)
(iii)
(2)
(a)
(b)
(c)
(i)
the line is clearat stations equipped with two-aspect signalling - upto the
Shunting Limit Board or Advanced Starter (if any) at that end of
the station nearest to the expected train.
or
upto Home Signal if there is no shunting limit Board or advanced
starter,
405
or
upto the outermost facing points if there is no Shunting Limit
Board or Advanced Starter or Home signal;
(ii)
(a)
(b)
all signals taken off for the preceding train have been put
back to on behind the said train;
406
provided that on a single line, the line is also clear of trains
running in the opposite direction towards the block hut from the
block station at the other end.
C. Obstruction-Double Line
8.05. Obstruction on double line at a block station when a train
is approaching :(1)
(2)
(3)
(1)
(2)
(3)
407
Provided that when the block section in advance is
occupied by a train travelling away from the station, shunting or
obstruction may be permitted behind the train under special
instructions taking into consideration the speed, weight and
brake power of trains and the gradients on the section, and as
soon as intimation has been received that the train has arrived at
the block station in advance, the line shall be blocked forward if it
is still obstructed.
Note :- See Rule 8.14 also.
D. Obstruction-Single Line
D.1. Class A Stations
8.07. Obstruction on single line at a class A station when a
train is approaching - When Line Clear has been given, no obstruction
shall be permitted outside the Home signal, or, on the line on which it is
intended to admit the train, upto the Starter which controls, the train.
8.08. Obstructing the block section at a class A station on
single line - The block section shall not be obstructed for shunting
purposes, unless(a)
(b)
the Station Master has received Line Clear from the Station
Master at the other end of the block section, or
the block section is blocked back, or
(c)
(d)
408
D.2. Class B Stations
8.09. Obstruction in the face of an approaching train at a
class B station on single line - The line outside the Home signal in
two-aspect signalling territory or outermost facing points in multipleaspect or modified lower quadrant signalling territory in the direction of a
train for which Line Clear has been given, shall only be obstructed when
a Shunting Limit Board or an Advanced Starter is provided and under
special instructions which take into consideration the speed, weight and
brake power of trains, the gradients, the position of the first stop signal
and the distance from which that signal can be seen by the Driver of an
approaching train.
S.R. 8.09/1- Where in terms of G.R. 8.09 shunting is permitted
outside the home signal in two aspects signalling territory or outside
outermost facing points in multiple aspect or modified lower quadrant
signalling territory upto shunting limit board on Advanced starter in the
face of an approaching train, the Station Working Rules shall include a
specific mention to this effect. While permitting such shunting, the work
load, speed, weight and brake power of trains, the gradients, the position
of the first stop signal and the distance from which that signal can be
seen by the driver of an approaching train, shall be taken into
consideration.
8.09/2 - Where shunting is permitted under G.R. 8.09 it should
be specifically recorded on form OPT 79 as detailed in S.R. 8.15/1 (iv).
S.R. 8.09/3 - Shunting under G.R. 8.09 is not permitted during
thick foggy, tempestuous weather and impaired visibility.
8.10 Obstruction within station section at a class B station on
single line(1)
(2)
409
carried on towards the points over which the incoming train will
pass.
S.R. 8.10/1 Shunting under G.R. 8.10 (1) is not permitted during
thick, foggy, tempestuous weather and impaired visibility.
8.11. Obstruction outside station section at a class B
single line station equipped with two-aspect signals - The line
outside the station section and upto the Outer signal shall not be
obstructed unless a railway servant specially appointed in this behalf by
the Station Master is in charge of the operations, and unless(a)
(b)
410
8.13. Obstruction outside the first stop signal at a class B
station on single line - The line outside the first stop signal shall not be
obstructed unless the line has been blocked back.
S.R. 8.13/1:- When shunting is permitted under G.R. 8.13 the
rules as detailed in S.R. 8.15/1 (i), (ii), (iv) and (v) and S.Rs. 8.15/2 and
8.15/3 should be followed.
E. General Provisions
8.14. Block Back or Block forward - Block back or block
forward shall be done only in accordance with the procedure prescribed
by special instructions.
8.15 Authority for shunting or obstruction in block section While permitting shunting or obstruction in the block section, the Driver
shall be given authority for shunting in the block section as prescribed
under special instruction which authority may be(a)
(b)
(c)
411
authority to shunt in the Block section and a specific written authority on
shunting order (O.P.T./79).
(iii)
On double line - By handing over occupation key where
Daidos block instruments are in use by issuing specific written authority
to shunt on Form O.P.T./79 to the Driver. In case of other instrument,
specific instructions on O.P.T./79 should be issued.
(iv)
When Shunting is permitted from O.P.T./79 must be
issued to the Guard and the Driver of the train specifically mentioning the
following points on this form and acknowledgement of both obtained :
(a)
(b)
(c)
(d)
Limits of shunting.
Details of work to be done.
Running line and other line involved in the movement.
Approximate time upto which shunting is to be completed.
(v)
When shunting of a train is permitted suitable entries in
this regard should be made in the train signal register and Log Book of
ASM and switchman and Log Book of the cabinmen.
S.R. 8.15/2.
The Station Master will recover the
token/tablets/shunting occupation keys and/or written authority before
giving line clear for a train to approach from the direction referred to
thereon.
S.R. 8.15/3. When in terms of G.R. 8.15 shunting is permitted in
Block Section the Station working Rules shall contain suitable
instructions governing such movement.
8.16
Illustrative diagrams - Class A, B, and C class
stations on single line and double line are illustrated in the following
diagrams, which are not drawn to scale.
412
picture
CHAP. 1)
PRELIMINARY
2
Class A Single line station in two-aspect signalling territory with
Warner, Home
and Starter signals
picture
CHAP. 1)
PRELIMINARY
3
Class B Double line station in two-aspect signalling territory with
Warner, Outer
Home, Starter and Advanced Starter signals
picture
CHAP. 1)
PRELIMINARY
4
Class B Single line station in two-aspect signalling territory with
Outer and Home
signals
picture
CHAP. 1)
PRELIMINARY
5
Class B Single line station in two-aspect signalling territory with
Warner, Outer, Home,
Starter and Advanced Starter signals/Shunting Limit Boards
picture
CHAP. 1)
PRELIMINARY
6
Class B Double line station in multiple-aspect signalling territory
with Distant,
Home, Starter and Advanced Starter signals and Block Section
Limit Board
picture
CHAP. 1)
PRELIMINARY
7
Class B Double line station in modified lower quadrant signalling
territory with
Distant, Warner, Home, Starter and Advanced Starter signals and
Block Section Limit
picture
CHAP. 1)
PRELIMINARY
8
Class B Single line station in multiple-aspect signalling territory
with Distant,
Home, Starter and Advanced Starter signals/Shunting Limit
Boards
picture
CHAP. 1)
PRELIMINARY
9
Class B Single line station in modified lower quadrant signalling
territory with
Distant, Warner, Home, Starter and Advanced Starter
signals/Shunting Limit Boards
picture
CHAP. 1)
PRELIMINARY
10
Class C Double line station in two-aspect signalling territory with
Warner and
Home signals
picture
CHAP. 1)
PRELIMINARY
11
Class C Double line station in multiple-aspect signalling territory
with
Distant and Home signals
picture
CHAP. 1)
PRELIMINARY
12
Class C Single line station in two-aspect signalling territory with
Warner and Home signals
picture
picture
CHAP. 1)
PRELIMINARY
13
Class B Single line station in two-aspect signalling territory with
Outer and
Home signals
(Note to Rule 8.03 refers)
picture
CHAP. 1)
PRELIMINARY
14
Class B Single line station in multiple-aspect signalling territory
with Distant
Home and Starter signals
(Note to Rule 8.03 refers)
picture
CHAP. 1)
PRELIMINARY
15
Class B Single line station in modified lower quadrant signalling
territory with
Distant, Warner, Home and Starter signals
(Note to Rule 8.03 refers)
picture
CHAP. 1)
PRELIMINARY
16
CHAPTER IX
THE AUTOMATIC BLOCK SYSTEM
A. Rules applicable to Double Line.
(a)
(b)
(c)
(i)
(ii)
(2)
CHAP. 1)
PRELIMINARY
17
(1)
(2)
(3)
(4)
(5)
CHAP. 1)
PRELIMINARY
18
obstruction and should stop short of the same by 2 clear OHE
masts in electrified sections and 2 telegraph poles in nonelectrified sections.
S.R. 9.02/2. If a driver finds an automatic stop signal as
flickering/bobbing or the signal showing more than one aspect,
simultaneously he will observe S.R. 3.74/1 (a) or 3.74/1 (b) as the
case may be.
S.R. 9.02/3. In an automatic section, the Guard of a train
shall watch that the Driver does not exceed the prescribed speed
after passing on Automatic signal in ON position. If the Driver
exceeds the prescribed speed, the Guard shall take action as per
G.R. 4.45.
In the case of EMU trains, if the Motorman exceeds the
prescribed speed, the Guard (when not travelling with the
Motorman) shall also give two pause three rings on the bell code
to warn to Motorman.
B. Rules applicable to Single line
9.03
single line -
(1)
(a)
(b)
(c)
(d)
CHAP. 1)
PRELIMINARY
19
Clear is obtained, not only upto the first Stop signal
but also for an adequate distance beyond it;
(e)
(f)
(g)
(2)
(a)
(i)
a Home
(ii)
a Starter,
(b)
CHAP. 1)
PRELIMINARY
20
NOTE :-Under approved special instructions, the Automatic Stop
signal may be dispensed with.
9.05. Additional fixed signals in Automatic Block
territory on single line. (1)
(2)
(1)
(2)
(3)
CHAP. 1)
PRELIMINARY
21
(1)
When a Driver finds an Automatic Stop signal with an
A marker at on, he shall bring his train to a stop in rear
of that signal and wait there for one minute by day and
two minutes by night.
(2)
(3)
(4)
(5)
CHAP. 1)
PRELIMINARY
22
(6)
(7)
CHAP. 1)
PRELIMINARY
23
9.08.
Person in charge of working trains on
Automatic Block System on single line (1)
(2)
(3)
(1)
(2)
CHAP. 1)
PRELIMINARY
24
the protection of the occupied line one detonator shall be
placed at 90 metres from the train on the way out and
similarly two detonators, 10 metres apart, not less than
180 metres from the train or at such distance as has been
fixed by special instructions.
9.11. Driver to report failures. (1)
(2)
CHAP. 1)
PRELIMINARY
25
(A) (5) below. Controller and the Station Master concerned ahead
of the affected section shall also be informed.
(2)
The Station Master on duty at the Station in rear
of the affected section shall obtain Permission to Approach for
the train by one of the following means of communications viz.
(a)
Inter-Cabin/Station Telephone.
(b)
Control Telephone.
(c)
(3)
(i)
(ii)
(iii)
(4)
(a)
CHAP. 1)
PRELIMINARY
26
(b)
After ensuring that the first train has arrived safely at
the station ahead of the affected section, the drivers of all
subsequent trains shall also proceed with great caution,
subject to other speed restrictions in force and must
continue to look out for any possible obstruction.
(5)
(B)
(i)
Inter-Cabins/Station Telephone ;
(ii)
Control Telephone;
(iii)
(i)
(ii)
All the points over which the trains will run within the
affected area shall be correctly set and facing points
locked before the movement of any train is authorised
over them.
CHAP. 1)
PRELIMINARY
27
(iii)
Whenever any power operated points have to be
operated for diverting trains, these may be released and
operated locally under the written instructions of the
Station Master on duty by Signal Maintainer at Stations
where Signal Maintainers are available.
(iv)
(v)
(a)
(b)
(c)
An authority on the prescribed form OPT-188 and OPT189, authorising the Driver/Motorman to pass the Automatic
Signals between the two stations.
NOTE:- For passing manually operated signals in ON
position provisions under G.R. 3.68 to 3.72 will be applicable.
The Gate signals shall be passed according to the provisions
made in G.R. 3.73.
(vi)
CHAP. 1)
PRELIMINARY
28
(vii) (a)
In the event of a driver approaching or passing
any portion of a line where view ahead is not clear,
the Fireman/Asstt. Driver or the Guard with hand
signals must be sent in advance to guide the further
movement of the train. A sharp look out ahead should
be kept and the engine whistle freely used.
(b) A tunnel shall be entered only after it has been
ascertained that it is clear. If there is any doubt on
this point, the train shall be piloted by a railway
employee equipped with hand signals and detonators.
(viii)
The Guard shall keep a sharp look out in the rear and
be prepared to exhibit a danger signal to prevent the
approach of a train from the rear and to protect it, if
necessary, as per extant rules. Before entering a section
where there are tunnels, he shall also light the side and
tail lamps.
(ix) When approaching the next station the Driver shall bring
his train to a stand outside the first stop signal and sound
one long whistle. The Station Master after satisfying
himself that all points have been correctly set and facing
points locked, shall arrange for a man in uniform to pilot
the train from this signal, and he shall obey hand signals if
any relayed from the station platform. Manual/SemiAutomatic Signal, if any, will, however, be passed on the
written authority on the prescribed form to be issued by
the Station Master.
(x)
(xi)
CHAP. 1)
PRELIMINARY
29
course of total interruption of communications, shall be
maintained in the Train Signal Registers to be opened at
all the stations concerned.
(xii)
(xiii)
As soon as the signals are put right, normal working
of trains shall be resumed, but where signals continue to
remain inoperative and any of the means of
communications is restored, the Station Master shall
immediately send a message to the Station Master at the
other end of the affected section on the following form :From Station Master ............................................... to
Station Master ................................. No .................................
Train (Number & Description) ....................................................
arrived complete at ............................... hours.
Last
train ................................... (Number & Description) despatched to
your Station ........................................ at ......................... hours.
Cancel the present method of working of trains. Permission to
approach
shall
be
obtained
by
means
of ........................................................................ Acknowledge.
Private Number ...............................
On receipt of the above message the Station Master at
the other end of the affected section shall acknowledge in the
following form :
From Station Master .........................................................
to Station Master ................................. No ............................ Your
No ................................................Understand that Train (Number
and
Description)......................................................................................
.
which was the last train to leave my station has arrived complete
at your station. Train No .................................. which left your
station
has
arrived
complete
at
my
station
at ..................................... hours/not arrived. Present system of
train working is being/will be cancelled immediately after the
CHAP. 1)
PRELIMINARY
30
complete
arrival
of
the
train
No ........................................................................
Permission to approach for the next train will be obtained by
means of .................................. Private Number..............................
(xiv)
Permission to approach shall not be obtained or given
by any means of communications which has been
restored until both the Station Master are satisfied that all
trains despatched from their stations have arrived
complete at the other station. When the trains referred to
in sub-clause (xiii) above arrive complete at the stations,
their number and their arrival time will be communicated
to the other Station Master concerned under exchange of
Private Numbers. Thereafter an intimation of this shall be
given to the Section Controller, if possible.
9.13. Movement of trains against the direction of
traffic on the Automatic Block System. In Automatic
signalling territory, trains shall run in the established direction of
traffic only. Movement of trains against the established direction
of traffic is not permitted. When in an emergency it becomes
unavoidably necessary to move a train against the established
direction of traffic, this shall be done only under special
instructions which shall ensure that the line behind the said train
upto the station in rear is clear and free from obstruction.
S.R. 9.13/1. - In the event of obstruction of one or more
lines in an area consisting of two or more stations worked under
the Automatic Block System when signals are operative and
communication are available the following procedure shall be
adopted. (a)
obstructed.
1.
When it is desired to introduce temporary single
line working on double line on electric speaking instruments, the
Station Master at one end of the affected section shall on receipt
of reliable information in writing that one line is clear, take steps to
introduce temporary single line working on that line in consultation
CHAP. 1)
PRELIMINARY
31
with the Section Controller and the Station Master of the station at
the other end of the section.
2.
If there is reason to suspect that the line over
which temporary single line working is to be introduced is also
fouled or damaged, temporary single line working shall not be
introduced until a responsible engineering official not below the
rank of an Inspector has inspected that section and certified that
the road is safe for the passage of trains.
3.
The movement of trains on the affected section
shall be controlled by such stations and on such lines as are
prescribed by special instructions.
4.
All trains running in the wrong direction shall be
worked in accordance with the rules for the use of electric
speaking instruments on single line and line clear shall be
obtained on the inter-cabin/Station Group Telephone Morse
telegraph instrument or Control Telephone, as the case may be.
Line clear shall not be given unless the line on which the train is to
be received is clear at least 180 metres beyond the point opposite
the first stop signal pertaining to the correct line or the last stop
signal pertaining to the wrong line whichever is earlier. For each
first train running in the wrong direction line clear shall neither be
asked for nor given unless the two Station Masters have assured
under exchange of private numbers that all the trains running in
the right direction have already arrived complete at the Station in
advance.
Except for each first train running in the right direction for
which the procedure laid down for the trains running in the wrong
direction shall be followed, subsequent trains running in the right
direction may be allowed to follow each other on Automatic
signals indications provided the station in rear has intimated the
station in advance of the fact that he is permitting particular
train/trains to follow and has ascertained the latters readiness to
receive. It following them. Private numbers shall be exchanged
for this transaction.
5.
Train Signal Register, shall be introduced at
stations on affected station.
CHAP. 1)
PRELIMINARY
32
6.
Drivers of all trains on the effected area must be
so advised in writing by the station immediately in rear of the
affected section on which temporary single line working has been
introduced. A written authority should also be given to the drivers
of train running in the right direction to pass the last stop signals.
The drivers of train running in the wrong direction shall be given
the prescribed line clear tickets before entering the affected
section.
7.
All the points over which the train will run within
the affected area shall be correctly set and facing points locked
before the movement of any train is authorised over them.
Whenever any power operated points have to be
operated for diverting trains these may be released and operated
locally under the written instructions of the Station Master on duty
by the Signal Maintainer at station where Signal Maintainers are
available.
8.
After ascertaining that one of the lines is clear for
the passage of traffic, the Station Master proposing single line
working shall issue a message under exchange of private
Number, containing the following information, to the Station
Master at the other end of the affected section :(a)
(b)
(c)
(d)
Place of obstruction;
(e)
(f)
CHAP. 1)
PRELIMINARY
33
9.
On receipt of acknowledgement from the Station
Master at the other and confirmed by a private number single line
working may be introduced. Line clear shall be obtained on intercabin/Station Group Telephone or Morse telegraph instrument or
control telephone as the case may be and trains run on the
procedure set out above.
10.
(a) A caution order shall also be handed over to
the driver of each train on which shall be clearly stated :(i)
(ii)
(iii)
(iv)
CHAP. 1)
PRELIMINARY
34
inform all Gatemen and Gangmen on the way about the
introduction of temporary single line working. The road on which
the trains shall run shall also be specified.
12.
The speed of all trains running in the wrong
direction shall not exceed 25 kmph.
13.
When approaching the next station nominated
under special instructions under S.R. 9.13/1 (a) The Driver of the
train running in the wrong direction shall bring his train to a stand
opposite the first stop signal pertaining to the correct line or the
last Stop Signal pertaining to the wrong line or which he is
running, whichever he comes across first, and sound one long
whistle. The Station Master after satisfying himself that all points
have been correctly set and facing points locked, shall arrange for
a man in uniform, to pilot the train from this signal, who shall obey
hand signals, if any, relayed from the station platform.
Manual/Semi-Automatic signals, if any, shall, however, be passed
on a written authority on the prescribed form to be issued by the
Station Master.
14.
(a)
On receipt of written certificate from a responsible
engineering official that the obstructed track is free for passage of
trains, the Station Master will issue a message to the other station
or stations, as the case may be under exchange of private
numbers and decide, in consultation with Section Controller the
train after the passage of which the normal working has to be
introduced.
(b)
An entry shall also be made in the Train Signal
Register of all stations concerned showing the time double line
working was suspended, time single line working was suspended
and the time normal working was resumed.
15.
All the records in connection with the temporary
single line working shall be retained at the station and the
Transportation Inspector of the section must scrutinise them and
submit his report to the Divisional Railway Manager within seven
days of the resumption of normal working.
CHAP. 1)
PRELIMINARY
35
(b)
(A)
If one line or two lines (One up and one Down)
are obstructed :(i)
(ii)
CHAP. 1)
PRELIMINARY
36
(4)
Trains shall run on Authority to proceed without
Line Clear applicable upto the terminal station at the other end of
the affected section (to avoid stoppage of trains running on
through lines at the stations not provided with platforms on
through line).
In order to ensure that a minimum time interval of 15
minutes is kept between two consecutive following trains the
Divisional Railway Manager shall prescribe the stations in
between the affected section from where a written authority shall
be given to the Driver of the train authorising him to leave the
station. This authority shall be in addition to the Authority to
proceed with line clear already issued and shall not be given to
the Driver by the Station Master concerned on duty unless he has
satisfied himself that at least 15 minutes have passed since the
departure of the last proceeding train.
Suburban trains shall stop only at those stations having
platform on the through line. Where stoppage of a train at stations
where it is scheduled to stop is eliminated on this account,
passengers shall be suitably notified though loudspeakers or other
means at convenient stations.
(5)
Trains shall run at a speed not exceeding 25
kilometres per hour when the view is clear and 8 kilometres when
the view is not clear subject to other speed restrictions in force.
Speed over facing points will be restricted to 15 kilometres per
hour.
(6)
All movements on the through line, other than the
normal compliment of passenger and Scheduled Through Goods
trains, such as running of light engines from and to shed, shunting
Goods trains etc., shall be suspended. The running of normal
trains on the through line shall be controlled by hand signals.
(C) If three lines are obstructed.
Trains will be worked on the unobstructed line in
accordance with rule prescribed in S.R. 9.13/1 (a)
(D)
CHAP. 1)
PRELIMINARY
37
(i)
(ii)
(1)
(2)
(3)
When a Driver is authorised to pass a SemiAutomatic Stop signal at on by taking off the Calling-on
signal fixed below it, he shall follow the precautions
stipulated in Rule 9.02 or 9.07 as the case may be.
CHAP. 1)
PRELIMINARY
38
(b)
CHAP. 1)
PRELIMINARY
39
Automatic Change of Sequence of Aspect behind the train in
three-aspect signalling territory.
picture
CHAP. 1)
PRELIMINARY
40
Automatic Change of Sequence of Aspect behind the train in fouraspect signalling territory.
picture
CHAP. 1)
PRELIMINARY
41
CHAPTER X
THE FOLLOWING TRAINS SYSTEM
(2)
CHAP. 1)
PRELIMINARY
42
(a)
no train shall start until the Driver has been given a
written authority to proceed in the form prescribed for the
purpose and a written acknowledgement thereof has been
obtained from him the train being stopped for the purpose,
if not booked to stop;
(b)
(c)
(d)
(e)
(f)
(g)
CHAP. 1)
PRELIMINARY
43
S.R. 10.03/2 Before introducing the Following Train
System the relevant rules and precautions must be carefully
explained by supervisory staff to the running staff as well as to the
station staff concerned.
S.R. 10.03/3 The working under this system should be
supervised by an officer.
S.R. 10.03/4 The speed of trains following the first train in
terms of G.R. 10.03 (e) shall be restricted to 25 KMPH during the
day and 15 KMPH at night or in poor visibility conditions and will
be further subjected to speed restrictions in force.
10.04 Delivery of authority to proceed to Driver or
Guard on the Following Trains System. (1)
(2)
(3)
(a)
(b)
(4)
(a)
CHAP. 1)
PRELIMINARY
44
(b)
if the train is waiting to pass another train, until
the whole of the latter train has come in and is clear of
the running line for the former train.
10.05. Authority to proceed in the Following Trains
System. - The written authority to proceed for use on the
Following Trains System shall be in the following form S. No. ...........................
Railway
..........................................
CHAP. 1)
PRELIMINARY
45
*Strike out whichever is in applicable.
This ticket shall be given up by the Driver immediately on
arrival to the Station Master or other person authorised to
receive it and such person shall immediately cancel it and
place it on record.
(a)
(b)
(2)
(3)
CHAP. 1)
PRELIMINARY
46
advance, after which no more trains in either direction shall be
despatched between the two stations until the last train has
arrived at the block station in advance and the line has been
cleared between the two stations.
10.09. Protection of trains on the Following Trains
System. (1)
When a train is stopped between stations and if the
detention exceeds or is likely to exceed five minutes, it
shall be protected in accordance with the provision of
Rule 6.03, except that the Guard going back to protect the
train shall place one detonator, at 250 metres from the
train on the way out, and two detonators, 10 metres apart,
at 500 metres from the train, irrespective of gauge.
(2)
CHAP. 1)
PRELIMINARY
47
CHAPTER XI
THE PILOT GUARD SYSTEM
(b)
(a)
(b)
all the trains are timed to run at the same speed, and
such speed shall not exceed 24 kilometres an hour except
under special instructions and;
(c)
(1)
CHAP. 1)
PRELIMINARY
48
(2)
The Pilot Guard shall accompany every train.
Provided that when it is necessary to start two or more
trains from one end of the section before a train has to be
started from the other end, the Pilot Guard shall
accompany only the last of such trains, and shall
personally give the authority to proceed for the preceding
trains.
(3)
(1)
(2)
(3)
(4)
CHAP. 1)
PRELIMINARY
49
CHAPTER XII
THE TRAIN-STAFF AND TICKET SYSTEM
12.01. Essentials of the Train-staff and Ticket System.
- Where trains are worked between two stations on the Train-staff
and Ticket System. (a)
(b)
(a)
CHAP. 1)
PRELIMINARY
50
(b)
all the trains are timed to run at the same speed, and
such speed shall not exceed 25 kilometres an hour except
under special instructions; and
(c)
(1)
(2)
(3)
CHAP. 1)
PRELIMINARY
51
the front engine and the Train-staff shall be delivered to
the Driver of the rear engine;
Provided that if both the engines attached to the train are to
travel over the entire length of line to which the Train-staff
applies, and train is to be followed by other trains, a Trainstaff Ticket shall be delivered to the Driver of each of the
engines attached to the first mentioned train.
(4)
(5)
(6)
(7)
(1)
CHAP. 1)
PRELIMINARY
52
Station Master, or to some railway servant appointed by
special instructions to receive it.
(2)
(1)
(2)
(3)
CHAP. 1)
PRELIMINARY
53
(1)
Each Train-staff shall have shown upon it the name of
the Train Staff station at each end of the portion of line to
which it applies.
(2)
(3)
.................................... Railway
TRAIN-STAFF TICKET
Up (or down)
Train No ................................................
Time ............................ Hours ......................................... Minutes.
From .................................................. To .......................................
To Driver and Guard
You are authorised to proceed from ...............................................
station to ........................................................... station and the
Train-staff will follow.
Train No ......................................................................... in front
left ....................................... hours .........................................
minutes.
Signed ......................................
Station Master at ......................
(Station Stamp) ........................
Date .........................................
(Back of Ticket)
The Driver shall not accept this ticket unless he sees the
train-staff for the portion of line which he is about to enter.
This ticket shall be given up by the Driver, immediately on
CHAP. 1)
PRELIMINARY
54
arrival, to the Station Master or other person authorised to receive
it, and such person shall immediately cancel it.
12.15. Record of Train-staff Tickets issued. - The
Station Master shall keep a record in a book of each train staff
Ticket issued, showing the number of each ticket and the
particular train for which it was issued.
12.16. Obstruction outside the Home signal. - The
line outside the Home signal shall not be obstructed unless the
Train-staff of the portion of the line to be obstructed is at the
station.
12.17. Protection of Trains on the Train-staff and
Ticket System. - In the event of a train, which is followed by
another train, stopping on the line between stations, the Guard
and the Driver shall take action to protect the train in accordance
with the provisions of Rule 10.09.
CHAP. 1)
PRELIMINARY
55
CHAPTER XIII
THE ONE TRAIN ONLY SYSTEM
13.01. Use of the One Train Only System - Trains may
be worked on the One Train Only System, only on short terminal
branches on the single line.
13.02. Essentials of the One Train Only System Where trains are worked on the One Train Only System, only one
train shall be on the section on which this system is in force, at
one and the same time.
13.03. Authority to enter the section - A Driver shall
not take his train into the section unless he is in possession of the
authority to proceed as prescribed by special instructions.
13.03/1 On sections where trains are worked under the
one train only system the driver of the train will be given a wooden
staff as an authority to proceed.
13.04. Procedure in case of accident or disablement
on the One Train Only System. (1) (a)
(b)
CHAP. 1)
PRELIMINARY
56
proceed to such station, he shall instruct the Driver in
writing to keep the train stationary until his return, and
obtain his written acknowledgement.
(2) (a)
(b)
(3)
(4)
CHAP. 1)
PRELIMINARY
57
CHAPTER XIV
BLOCK WORKING
A. General Provisions
14.01. Means of granting or obtaining Line Clear The running of every train shall, in its progress from one block
station to another, be regulated by means of any one of or a
combination of the following (a)
(b)
track circuits,
(c)
axle counters, or
(d)
type,
(2) (a)
(b)
CHAP. 1)
PRELIMINARY
58
Railway Safety, permit the substitution, for the instruments
and installation brought into use in the first instance, of
any instruments or installation which do or does not
satisfy the conditions prescribed in clause (a).
14.03. Consent required before interfering with Block
working equipment - No railway servant shall interfere with the
block working equipment, or their fittings for the purpose of
effective repairs, or for any other purpose, except with the
previous consent of the Station Master.
S.R. 14.03/1
Disconnection of S&T Apparatus Whenever any work is to be executed where it becomes
necessary to interfere with any point, signals, or their fittings
signal wires, any interlocking gear, switches, locking or any other
gear, any block working equipment or their fittings, for the purpose
of affecting, repairs or for any other purpose or for making
alteration in the circuitory, the Station Master on duty must be
advised in writing on prescribed form (Disconnection Memo) and
his signature obtained before the work is started and after it is
completed.
The disconnection Memo should be prepared and offered
by the Maintainer Inspector, who is authorised to maintain the
equipment under his control. In case of any staff authorised to
issue disconnection memos but the reconnection portion of the
memo will be issued only by the proper staff authorised to
maintain the equipment.
The situations, where issue of disconnection memo is
called for, can be judged by the Maintainer Signal Inspector
keeping in view the nature of work involved. A few examples
where disconnection memos should be issued and got accepted
by the Operating Department before executing repairs renewals,
or interference of any signalling gear are given below :1.
CHAP. 1)
PRELIMINARY
59
2.
Repairs and replacement of detectors and their
fittings both Mechanical and Electrical.
3.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
CHAP. 1)
PRELIMINARY
60
For carrying out normal maintenance check and testing
signal and interlocking equipment which does not involve any
disconnection/interference/repair of signalling gear, which does
not involve any UN-SAFE working for train operation, issue of
disconnection memo is not considered necessary.
Pre-planned programme for taking disconnections should
be normally organised to avoid repercussions on train services.
However, where the issue of disconnection memo becomes
essential to ensure safety these can be issued without waiting for
prior programme. The Station Master on duty should receive and
acknowledge the disconnection memo and accept the same
normally except when the traffic conditions does not permit. In
case the proposed opening of the gear is not permitted the
disconnection memo should be returned with clear cut remarks
assigning reasons for refusal and an entry to this effect should be
made by the SM in his register with the remarks that could not be
accepted due to.............reason.
S.R. 14.03/2 Disconnection of apparatus - Before
taking in hand any block working equipment or their fittings for
effecting repairs or for any other purpose, the electric signal
maintainer authorised to do so or the Signal Inspector incharge of
the section shall advise the Station Master in writing and obtain
his signatures before the work is started and after it is completed.
S.R. 14.03/3 Precaution to be observed by staff
during such working :SMs/ASMs
(i)
(ii)
(iii)
CHAP. 1)
PRELIMINARY
61
(iv)
Date and time of permitting disconnection is clearly
indicated on the disconnection memo.
(v)
(vi)
(vii)
(viii)
Ensure that the points are set and clamped for the
correct route, before any movement is permitted.
(ix)
(x)
(xi)
(xii)
(xiii)
Entries in the register must be made for all
disconnection memo offered by S&T staff, including those
which are rejected, giving reasons for the rejection of the
disconnection a memo in each case.
CHAP. 1)
PRELIMINARY
62
S.R. 14.03/4 Opening of Cabin basement/Relay rooms
by S&T Staff.
Whenever any cabin basements/Relay Room is required
to be opened for maintenance/attending failures etc., the following
procedure shall be observed :At stations where S&T maintenance staff are posted
round the clock in the relay rooms, attached to the cabins/stations,
the relay rooms/cabin basements may be provided with a lock
whose key shall be kept by the authorised S&T staff on duty.
Double locking of such Relay Rooms is not considered necessary.
2.
At station where cabin basement/relay room is
not manned by the S&T staff round the clock, the cabin
basement/relay room shall be kept locked with a double lock, i.e.
one padlock of Station Master and other of an authorised S&T
staff. Such keys of the SMs padlocks must be kept in the
personal custody of the SM on duty and shall be given to the
authorised S&T Staff when required. The transaction of handing
over the key shall be recorded in the cabin basement/relay room
register and the entries should be signed both by the S&T staff
and SM on duty. Key of each location should be kept single with
proper label for identification. All keys should not be kept in a
bunch.
3.
Before parting with the keys of cabin basement,
the SM on duty will inform the concerned cabin under exchange of
private numbers. The entries in this regard should be made in the
TSR Register/cabin basement register and cabin log books.
4.
On return of the SMs padlock key by S&T staff,
SM on duty should ensure personally or through the concerned
cabin that the cabin basements relay rooms are properly locked.
For the cabin basements the ASMs shall get it ensured through
the respective Cabinman/Switchman under exchange of private
numbers.
5.
During the period when the key of the cabin
basement/relay rooms is with the S&T staff, the cabin Staff
CHAP. 1)
PRELIMINARY
63
concerned should pre-warn the S&T officials regarding the
movement of trains.
6.
S&T staff while carrying out maintenance
work/inspection etc. in the cabin basement relay room will be
personally responsible to ensure that no unsafe practices are
adopted.
7.
When the key of cabin basement relay room is
handed over to S&T Staff at the time of any failure of Signal/S&T
gear the SM should remain extra vigilant and in case of the failure
of any S&T gear, the first train should invariably be
despatched/received on OPT-373 and rules prescribed for
reception/despatch of trains at the time of failure of signal points
should be strictly followed. If a train movement is covered by
OPT-373, it should be completed as per procedure even if the
work of S&T staff is completed and keys are handed back, during
the train reception. Normal working should be resumed for
subsequent, train movements only.
8.
At the time of inspection the inspecting officials
should check that these instructions are rigidly followed by the
field staff.
B.
(1)
(2)
CHAP. 1)
PRELIMINARY
64
The Principal, Zonal Training Centre, Chandausi is
authorised to examine and to issue and renew certificate of
competency valid for a maximum period of five years from the
date of the previous test as shown in the certificate.
However, in exceptional circumstances, the validity of a
competency certificate issued by the Principal, Zonal Training
Centre, Chandausi to Class III Transportation staff may be
extended locally by an officer not below the rank of an AOM/ATM.
Such extension will be valid for a period of one year only and in no
case shall the validity of a competency certificate be so extended
more than once.
14.05. Bell code. - For the signalling of trains, the
prescribed code of bell signals as detailed below, shall be used,
and a copy thereof shall be exhibited in each block station near
the place of operation of the block working equipment :Ref.
No.
1.
Indication
Code
CALL ATTENTION OR
ATTEND TELEPHONE
2.
IS LINE CLEAR, OR
LINE CLEAR ENQUIRY
3.
TRAIN
ENTERING
BLOCK SECTION
4. (A)
(B)
TRAIN OUT
OF BLOCK
SECTION
How
acknowledged
One stroke or
beat
00
Two
Two
000
Three
Three
0000
Four
Four
00000
Five
Five
OBSTRUCTIO
N REMOVED
5. (A)
CANCEL
LAST SIGNAL
(B)
How
Signalled
One stroke
or beat
SIGNAL
GIVEN
IN ERROR
CHAP. 1)
PRELIMINARY
65
Ref.
Indication
No.
6. (A)
OBSTRUCTI
ON
DANGER
SIGNAL
(GENERAL)
(B)
(C)
TRAIN
PASSED
WITHOUT
LAMP OR
BOARD
TAIL
TAIL
000000
How
Signalled
Six
How
acknowledged
Six
0000000
Six pause
one
Six
one
pause
00000000
Six pause
two
Six
two
pause
000000000
Six pause
three
Six
three
pause
Six pause
four
Six
four
pause
Six pause
five
Six
five
pause
Sixteen
Sixteen
(D)
TRAIN
DIVIDED
0000000000
(E)
VEHICLES
RUNNING AWAY
IN
WRONG
DIRECTION ON
DOUBLE
LINE
OR INTO THE
BLOCK SECTION
ON SINGLE LINE
00000000000
(F)
7.
STOP
AND
EXAMINE TRAIN
Code
VEHICLES
RUNNING AWAY
IN
RIGHT
DIRECTION ON
DOUBLE LINE
TESTING
000000
000000
00000
CHAP. 1)
PRELIMINARY
66
Note - (1)
0 INDICATES A STROKE OR A BEAT
AND __ INDICATES A PAUSE
(2)
(1)
(2)
(3)
(4)
(1)
(2)
(3)
(4)
(5)
CHAP. 1)
PRELIMINARY
67
(6)
The person who keeps the register for the time being
shall be responsible for all entries made therein and for
correctly filling in each column thereof.
S.R. 14.07/1. Train Signal Register. The Specimens of
Train Signal registers for single line and double line are given in
the Block Working Manual.
S.R. 14.07/2. When an entry is found to be incorrect,
corrections made vide G.R.14.07 (5) should be initialled by S.M.
on duty.
S.R. 14.07/3. The Station Master, who makes any entry
for a train shall continue on duty till all entries affecting that train
are completed. By this is meant that the person who gives
permission for a train to enter the Block Section shall remain on
duty till the train has arrived and Train-out-section signal has
been given and acknowledged.
The person who receives
permission for a train to enter the Block Section shall also remain
on duty till the Train-out Section Signal is received and
acknowledged.
S.R. 14.07/4. In the case of a Material Train working in
the Block Section or a train that has been disabled in the Block
section or a train which cannot proceed due to impassable
obstruction. S.R. 14.07/3 need not be observed but the entry in
the Train Signal Register shall be initialled by both. An entry shall
also be made in the diary and initialled by both.
S.R. 14.07/5. Keeping of Train Signal Register - The date
at the top of the page will be at the date of the first entry on the
page. When going off duty, the Station Master must enter into the
train Signal Register Relieved ________________ hrs. date
_______________, sign his name and draw a line across the
book below his signature.
The relieving Station Master will first inspect the
instrument and Train Signal Register and see that the indications
on the instruments correspond with the entries in the Train Signal
Register and that all is in order. When he is satisfied, he will enter
CHAP. 1)
PRELIMINARY
68
below the line Taken over ___________ hrs.
_____________ and sign the full name.
date
(i)
(ii)
(iii)
(iv)
(1)
CHAP. 1)
PRELIMINARY
69
(2)
If the conditions mentioned in sub-rule (i) are not
complied with, the Driver shall not take the train past or
start from the station until the mistake or the omission is
rectified.
14.10. Conditions for closing the block section. (1)
(2)
(a)
(b)
(3)
(1)
(2)
CHAP. 1)
PRELIMINARY
70
(3)
The Station Master shall see that the authority to
proceed given to a Driver is accurate and that, when it is
in writing, it is complete and is signed in full and in ink.
(4)
(5)
(a)
(b)
(c)
CHAP. 1)
PRELIMINARY
71
(d)
when he receives the token of an incoming train,
it is put in the electrical block instrument immediately,
and
(e)
(2) (a)
(b)
(c)
(1)
CHAP. 1)
PRELIMINARY
72
(2)
When Line Clear has been so obtained, an entry to
that effect shall be made in the Train Signal Register, and
the train may be allowed to proceed on the issue of a
written authority to proceed, which shall also bear a
remark to that effect.
14.14. Closing of Intermediate Block Post. - If the
electrical block instruments provided at the stations on either side
of an Intermediate Block Post or the track circuiting provided
beyond the last Stop signal, or the axle counters provided at either
end of block section fail, the Intermediate Block Stop signal shall
be treated as defective and the Intermediate Block Post shall be
deemed to be closed and the section between the stations on
either side of the Intermediate Block Post shall be treated as one
block section.
C.
Electrical
Block
CHAP. 1)
PRELIMINARY
73
(2)
Such forms shall be bound up in books and kept at
each block station by the Station Master, or by some
railway servant appointed in this behalf by special
instructions.
S.R. 14.17/1. Details of various forms for the purpose of
G.R. 14.17, as laid down in the Block Working Manual shall be
followed.
14.18. Distinction of messages. (1)
(2)
(1)
(2)
CHAP. 1)
PRELIMINARY
74
Provided that no message or written authority to proceed
shall be destroyed before one month after issue.
14.22. Cancellation of Line Clear. - On a single line
when a Line Clear has been cancelled, no train shall be allowed to
leave in the opposite direction until a message has been received
acknowledging such cancellation and stating that the train for
which the Line Clear has been given is and shall be detained.
14.23. Driver to have authority to proceed. - The
Driver shall not take his train from a station unless he has in his
possession, as his authority to proceed, a Line Clear Ticket duly
signed by the Station Master.
14.24. Authority to proceed: when to be given to
Driver. - An authority to proceed shall not be given to the Driver
until the procedure prescribed for the purpose, so far as it is
applicable in the particular case, has been followed.
D. Line Clear Tickets
14.25. Line Clear Tickets. (1)
.....................................Railway
CHAP. 1)
PRELIMINARY
75
Driver of No ............................................................... Up (or
Down) The line is clear and you are hereby authorised to
proceed to ...................................... station.
Private No .....................................................................................
Station Master .............................................
(2)
(3)
(a)
(b)
(c)
(d)
(e)
CHAP. 1)
PRELIMINARY
76
If there are more than two branch or loop lines, Line
Clear Tickets of the remaining branches or loops shall
be distinguished by a large initial letter in a thick circle
in corresponding corners on both faces.
CHAPTER XV
PERMANENT WAY AND WORKS
A. Railway Servants Employed on the Permanent Way or
Works
15.01. Conditions of Permanent Way and Works. Each Inspector of Way or Works shall be responsible for the
condition of the permanent way and works under his charge.
15.02. Maintenance of line. - Each Inspector of Way or
Works shall (a)
(b)
CHAP. 1)
PRELIMINARY
77
considers likely to interfere with the safe running of trains,
at the same time taking such action as may be necessary
to prevent accidents.
S.R. 15.02/1 An Inspector of Way or Works, who receives
a report about a defect in permanent-way or works, shall
immediately inspect way or works and take all possible measures
to ensure the removal of defects found and shall take action as
indicated in GR. 15.02.
15.03. Keeping of material. - Each Inspector of Way or
Works shall see to the security of all rails, chairs, sleepers, and
other material in his charge, and ensure that such of the said
articles are not actually in use are properly stacked clear of the
line so as not to interfere with the safe running of trains.
S.R. 15.03/1. The stock of permanent-way materials,
tools, etc., not in use, shall not be left unguarded.
15.04. Inspection of Permanent Way and Works (1)
CHAP. 1)
PRELIMINARY
78
S.R. 15.04/2. P.W.Is to trolly over their length. - PWI
must trolly over the running lines on their length at least twice a
week. During these inspections the condition of bridges, cuttings,
level crossings, fastenings besides that of the permanent way
must be attended to.
S.R. 15.04/3 Inspection of signals and interlocking Signal Inspectors must inspect all the mechanical and electrical
signals and interlocking apparatus and must make a night
inspection of signal lights once a month.
15.05. Patrolling of lines :(1)
(2)
(A)
CHAP. 1)
PRELIMINARY
79
receiving the warning message will depute two reliable gangmen
for alerting gangs between stations on either side.
(B) Patrolling of the line :- (i) Detailed instructions for
patrolling the line including bridges etc., as also the duties of the
patrolmen and others concerned are issued by the Engineering
Department to all concerned.
(ii)
(iii)
(2)
(3)
CHAP. 1)
PRELIMINARY
80
charts. In this way each patrol book will be conveyed from one
station to the other and back again.
(4)
(5)
(6)
(a)
(b)
(c)
(7)
CHAP. 1)
PRELIMINARY
81
detonators and red signal lamps, and will arrange to send
information to the nearest station or if cut off by an
impassable obstruction, to the station in opposite direction
reporting the occurrence to the Station Master. He will
also send information to the Mate and P.W.I.
The Station Master receiving this advice will :(a)
(b)
(c)
(C)
CHAP. 1)
PRELIMINARY
82
made aware of these instructions by the Loco Foreman of
the Shed, which the D.M.E. of the division will ensure.
These instructions will apply only during the period these
sign-boards exist. The DENs have orders to fix these
boards immediately before the monsoon and remove
immediately after the monsoon.
(D)
CHAP. 1)
PRELIMINARY
83
work at once and shall himself ensure that the provisions of Rule
15.09 are observed.
S.R. 15.06/1 Officials authorised to give permission to
commence works :- These persons shall be (a)
(b)
CHAP. 1)
PRELIMINARY
84
the written permission of the Station Master and all necessary
signals have been placed at on.
Provided that the exhibition of Stop Signals may be
dispensed with, if such operations are performed or carried out
after the necessary signals, other than Automatic Stop Signals,
have in addition to being placed in the on position, been
disconnected, so that such signals cannot be taken off again until
it is safe to do so and the corresponding adequate distance
beyond such signals is kept clear.
Provided further that when the area of work is controlled
by Automatic signals, the railway servant in charge of the work
shall post a competent railway servant at an adequate distance in
rear of the site of the work to stop and warn any train approaching
the affected area.
S.R. 15.08/1 (a) The Inspector or the person incharge of
the work shall, before taking in hand any disconnection of points,
signal lock bars, or detector etc. will advise the Station Master in
writing on form S & T/DN. After the work has been completed and
the disconnected gear reconnected he will again give written
notice on the prescribed form to the Station Master and obtain his
written acknowledgement.
(b)
CHAP. 1)
PRELIMINARY
85
removed by the Station Master, or the authorised person,
after completion of the train or shunting movement, and
then the Signal Inspector or the person in charge the work
can resume work on the gear.
S.R. 15.08/2 Acquaintance with the Movement of Trains.
The Official referred to in S.R. 15.06/1 must study the Working
Time Table and special train notices so that they may be
thoroughly acquainted with the timings of trains on sections
concerned where works are to be undertaken.
S.R. 15.08/3. Works Requiring Total Block of line in a
Station Yard :(a)
Work involving the removal of rails, renewal of
switches, crossing or sleepers or any work which will affect the
safe working of trains in station limits, must not be commenced by
the Engineering officials in-charge of the work without previous
advice in writing to the Station Master on duty and except in an
emergency in the case of interlocked points, to the Signal and
Interlocking Inspector as well. Acknowledgement of the Station
Master must be received before commencement of work. Such
acknowledgement shall not be given until the relevant signals
have been placed at ON.
(b) Before commencing work on a line which can be
isolated from other running lines, the Engineering Official should
ensure that the line has been isolated and retain the keys of the
locking devices in his possession. Where isolation is effected by
the setting of points, they must be locked by means of clamps or
bolts and cotters.
(c) Before commencing work on a line which cannot be
isolated from other running lines, the Engineering officials should
provide the prescribed hand signals, detonators and banner flags,
at point not less than 30 metres on both sides of the work.
(d) On completion of the work, the Permanent Way
Inspector shall issue a notice of cancellation in writing to the
Station Master and, where necessary, to the signal and
Interlocking Inspector as well.
CHAP. 1)
PRELIMINARY
86
CHAP. 1)
PRELIMINARY
87
Permanent
Way
Inspector
..............................................
......
To
CHAP. 1)
PRELIMINARY
88
From
Station Master,
Inspector ..................
To
Permanent
Way
Copy
to
Station Master........................
Control.................................................
No. 24. Your No. 4 received at .......................... Up line
between ................................................ and ...................................
will be blocked after arrival of 9 Up of date
at ..................................
(3) On receipt of this message, the Station Master of
Station from which the blocking message was transmitted,
block the line, i.e., block back or block forward the line, as
case may be, in accordance with the procedure laid down in
the
will
the
the
CHAP. 1)
PRELIMINARY
89
Block Working Manual.
Station Master will record Block
Back/Block forward in the Train Signal Register endorsing time
and reasons for blocking the line.
The advice from the
Engineering official or any other advice in connection with the
block must be attached to the Train Signal Register or line clear
enquiry book.
(d) Procedure for removal of the block - (1) Block
back/Back forward must not be removed until the advice of
removal of the block by the Engineering official is received by the
Station Master.
(2) When removing a block, the Engineering official
responsible will send a joint telegram to the Station Masters on
both sides of the Block Section that has been blocked copy to
Control or, if a non-controlled section, to the Sr. Divl. Optg.
Supdt./Divl.
Optg.
Supdt.,
the
Divl.
Superintending
Engineer/D.E.N. and the Locomotive Foreman or the Shedman
incharge of the sheds concerned, advising them that the block has
been removed and asking for an acknowledgement.
The
message must be worded as follows, but official abbreviations will
be used.
From
To
Permanent Way
Master .......................
Inspector
Copy to Control and Divl.
Supdt. Engineer ....................
Station
CHAP. 1)
PRELIMINARY
90
No.
6
Block
between
...........................
and
.............................
removed
at
............................
Acknowledgement.
(3) The Station Master at either end of the Block section
concerned will acknowledge receipt of the message, each giving
copy to other Station Master as per example below :From
To
Station Master,
Inspector ...........
Permanent
Way
Copy
CHAP. 1)
PRELIMINARY
91
(1)
Whenever due to lines being under repair or due to
any other obstruction it is necessary to indicate to the
driver that he has to stop or proceed at a restricted speed,
the following signals shall be shown and, where
prescribed, detonators used, if on a double line in the
direction from which trains approach, and if on a single
line in each direction (a)
(b)
(c)
CHAP. 1)
PRELIMINARY
92
special instructions, where required. The railway
servant at the place of obstruction shall give Proceed
hand signal to indicate to the Driver when he may
resume normal speed after the train has been handsignalled past the place of obstruction.
(d)
(2)
(a)
(b)
(3)
CHAP. 1)
PRELIMINARY
93
(a)
the banner flag and three detonators referred to in
clause (a) of sub-rule (1) may be provided at 90 and
180 metres respectively; and
(b)
(4)
CHAP. 1)
PRELIMINARY
94
(ii)
(iii)
(iv)
CHAP. 1)
PRELIMINARY
95
wherever necessary and intermediate Flagman posted to
relay hand signals.
(v)
(vi)
(vii)
(viii)
The driver who receives the, Proceed with Caution
hand signal from the Flagman farthest from the site of
work shall then proceed with caution and be prepared to
stop his train short of the banner flag fixed across the line
600 metres, or 400 metres, as the case may be, from the
site of work. If it is necessary to stop the approaching
train short of the banner flag, the Flagman who is near the
CHAP. 1)
PRELIMINARY
96
banner flag must show a danger hand signal to the train
and stop it. If the train can be permitted to pass the site of
work at reduced speed, this Flagman must make sure that
the speed of the train has been reduced and then remove
the banner flag, give a Proceed with Caution hand
signals to the driver to move. After the train has passed,
he must replace the banner flag across the line - (on
single line section this Flagman, in the case of train
approaching from the opposite direction viz. from the site
of work, shall remove the banner flag and allow the train
to pass after which he shall replace the banner flag).
(ix)
(x)
(1)
CHAP. 1)
PRELIMINARY
97
painted yellow and black. This board shall be fixed on a
215 cm. high post (from the rail level to the bottom of the
Board) painted with 30 cm. high bands of white and black.
Picture
CHAP. 1)
PRELIMINARY
98
Picture
(i)
(ii)
CHAP. 1)
PRELIMINARY
99
Picture
The restriction book shall be in the following form :Engineering stop indicator at kilometre ......................
restricted speed .............................................. kilometres per hour.
Date
...............
.
...............
.
...............
.
...............
.
Train No.
.......................
Time
.......................
Signature of driver
..............................
.......................
.......................
..............................
.......................
.......................
..............................
.......................
.......................
..............................
CHAP. 1)
PRELIMINARY
100
Picture
(3)
CHAP. 1)
PRELIMINARY
101
to indicate to drivers where such restrictions are to be observed.
These indicators should not be lit at night.
(b) Where the speed over the facing points at a station is
less than the speed sanctioned at other stations on the same
section, a permanent speed indicator should be fixed on the post
of the first approach signal of the station.
S.R. 15.09/6.
Periodical notice of Engineering
restriction :- For works involving restrictions of speed of trains
the Divisional Superintending Engineer/D.E.N. will arrange
publication in the periodical gazette of the Railway, furnishing the
following details :(i)
(ii)
(iii)
(iv)
CHAP. 1)
PRELIMINARY
102
15.12. Knowledge of signals and equipment of gang Each Inspector of Way or Works shall see (a)
(b)
(1)
(2)
(a)
(b)
(c)
CHAP. 1)
PRELIMINARY
103
(d)
endeavour to prevent any trespassing by persons
or cattle on his length of line or within the fences
thereof, and
(e)
CHAP. 1)
PRELIMINARY
104
S.R. 15.16/2 When points are put into the main line
outside station limits, they must be locked and spiked, and
protected by temporary engineering indicators as described in SR
15.09/3. The speed of train over them is limited to 15 kms an
hour until the points are made over to the transportation staff.
S.R. 15.16/3 When a set of points is laid inside station
limits - The points must be kept disconnected from the working
lever. They should be locked and spiked, until they are formally
made over to transportation staff.
S.R. 15.16/4 - Alteration to running line :- No alteration
shall be made to a running line as defined in General Rule 1.02
(47) or to any trap or other points protecting a running line without
the previous permission of the Commissioner of Railway Safety
except in case of emergency.
S.R. 15.16/5 (a) When in an emergency, and interlocked
station has been altered so as to affect the interlocking, the
transportation staff must be informed at once that the station is no
longer to be treated as interlocked. If the alteration refers to
passenger running line the Commissioner of Railway Safety must
always be informed.
(b)
When extensive alterations are to be made in a
station yard, special rules must be drawn up for working the yard
during the progress of the work.
15.17. Duties of Gangmate and Gangman when
apprehending danger - If a Gangmate or Gangman considers
that the line is likely to be rendered unsafe, or that any train is
likely to be endangered in consequence of any defect in the way
of works or of abnormal rain or floods or any other occurrence, he
shall take immediate steps for securing the stability of the line and
the safety of trains, by using the prescribed signals for trains to
proceed with caution or to stop, as necessity may require, and
shall as soon as possible report the circumstances to the nearest
Station Master and the Inspector of Way or Works.
S.R. 15.17/1 - Precaution in case of fractures of rails :If a rail is fractured, danger signals must be exhibited until it can
CHAP. 1)
PRELIMINARY
105
be renewed or if the rail is broken and suspended, the nearest
sleeper may be shifted under the fracture so that the sleeper or
chair will take both ends. Trains may then by allowed to run
slowly until the Inspector replaces the affected rail. The inspector
must, however, ensure that the affected rail is replaced, as soon
as possible.
D. The working of Lorries, Trollies and Motor Trollies
15.18.
trolly. (1)
(2)
(3)
CHAP. 1)
PRELIMINARY
106
See S.R. 15.27/1 and S.R. 15.25/1 regarding manning of
lorries and motor trollies.
(b)
Trollies/Lorries/Motor trollies should always be
pushed and not pulled, except on up gradient steeper than 1 in
200, where lorries may be pulled in addition to pushing. Use of
sails or any other unauthorised aid for their propulsion is strictly
prohibited. On failing gradient, the speed of a lorry must not
exceed 8 KMPH.
(c)
Each lorry/trolly/motor trolly shall be marked on its
body as well as on its axle, its number and the designation and
code initials of the headquarter station of the person authorised to
use it.
15.19. Red Flag or light to be shown - Every lorry or
trolly when on the line shall show a red flag by day and a red light
by night during thick, foggy or tempestuous weather impairing,
visibility or in a tunnel in the direction from which a train may
come.
15.20. Equipment of trolly, lorry or motor trolly - Each
trolly, lorry or motor trolly shall have the following equipment :(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
CHAP. 1)
PRELIMINARY
107
Note :- The official in charge of the trolly, lorry or motor trolly
shall also be in possession of a watch in addition to the
prescribed equipment.
15.21. Efficient brakes - No lorry or trolly shall be placed
on the line unless it is fitted with efficient brakes.
S.R. 15.21/1 - Trollys in use on grades steeper than 1 in
50 must have two efficient and independent brakes which must
brake all four wheels. On other sections, the trolly need have only
one brake capable of braking all four wheels efficiently. These
brakes must be tested before each journey is commenced.
15.22. Qualified person to be in charge of lorry or
trolly when on the line (1)
(2)
(i)
(ii)
(iii)
CHAP. 1)
PRELIMINARY
108
(b)
(i)
Certificate of Competency :- No
Railway servant is permitted to work a trolly/motor trolly or lorry
unless he is certified to do so by the authorised officer. Each
certificate of competency issued shall be valid upto 31st
December from the date of issue. Certificate issued from June to
December may be made valid for the next calendar year also.
(ii)
The Authorised Officer for issue of a
competency certificate for push trolly/lorry as also to hold
necessary examination in the relevant rules shall be not lower
than an Assistant Officer of the engineering, Electrical, Signal or
Operating department for all staff of his department. The
Authorised Officer for issuing competency certificate to officers
shall not be lower than a senior scale officer of that department.
The Authorised Officer shall then grant a
Competency Certificate in the following form :Shri
................................
S/o
................................
(Designation) ....................................... at station ...........................
is found fully conversant with the sections on which he has to use
a push trolly/lorry and also with all the relevant rules in respect of
use of push trolly/lorry as well as the latest changes made in them
and is authorised to work a push trolly/lorry on ............................
section (each section to be separately mentioned).
This
certificate
is
valid
upto
December .............................. station ............................
Signature .....................................
31st
(Authorised Officer)
Dated .................................
Designation ..................................
The Competency Certificate referred to above should be renewed
for each calendar year.
(iii)
The authority to driver motor trolly shall be
granted according to the rules quoted below :-
CHAP. 1)
PRELIMINARY
109
CHAP. 1)
PRELIMINARY
110
event of my failure to comply with these rules, I shall alone be
held responsible.
Signature ..................................
Date ..........................................
(v)
Supervising officers and officials should test the
permit holders in their knowledge relating to driving of
trollies/motor trollies/lorries as often as possible.
(vi)
In the event of an officer or staff getting
transferred from one station to another it is necessary for him to
acquaint himself with all the rules in regard to any special
conditions obtaining on any of the sections within his jurisdiction
and to furnish the required certificate to the DRM.
S.R. 15.22/2 - Where licence has been granted to the
Manager of a Mill, coal or other company to run a trolly on the
railway within the prescribed limits, the Head Trollyman, incharge
of the trolly shall be a Railway servant appointed by the DRM and
he is to hold a current competency certificate.
S.R. 15.22/3 - The Head Trollyman appointed to have
charge of a private trolly shall equip himself with a copy of the
General & Subsidiary Rules and with any special orders relating to
the working of trollies on the Section of line to which the private
trolly license applies and shall give an assurance for the same to
the DRM concerned.
S.R. 15.22/4 - A pass shall be issued for every private
trolly to be kept by the Head Trollyman and shown on demand by
the Station Master or other official of the railway.
S.R. 15.22/5 - (a) Responsibility for safe working - When
there are two or more competent officials on the trolly/motor
trolly/lorry, officials working the vehicle shall be responsible for its
safe working.
(b)
While approaching level crossings, the official-incharge of the lorry/trolly/motor trolly should look out for road traffic
and ensure safe passage of his vehicle.
CHAP. 1)
PRELIMINARY
111
CHAP. 1)
PRELIMINARY
112
train. The Station Master shall advise the Control if it is necessary
to stop a Goods train out of course and act upon instructions
given.
S.R. 15.23/5 When there is room in train the Guard shall
not refuse to receive a trolly.
S.R. 15.23/6 When loading a motor trolly with petrol in
the tank the relevant rules of Red Tariff, as applicable to motor
vehicles are to be adhered to, namely
....................................... quantity of petrol not exceeding
10 litres may be left in the tank provided that :(i)
(ii)
(iii)
(iv)
CHAP. 1)
PRELIMINARY
113
CHAP. 1)
PRELIMINARY
114
Private
CHAP. 1)
PRELIMINARY
115
S.R. 15.25/5 - Reception of a motor trolly at a station
when following a train (a)
When a motor trolly is following train, a light
engine or another motor trolly on the authority of motor trolly
permit, the signals taken off for the preceding train. Light engine
or motor trolly shall not be restored to ON position until the
following motor trolly has been also passed such signals. In such
cases, the motor trolly shall be admitted on the same line as the
preceding train/light engine/motor trolly.
(b) If, in any case, motor trolly which is following a train
fails to arrive at the next station within a reasonable time after the
arrival of the preceding train/light engine/motor trolly, and is also
not in sight, the Station Master may put back the reception signals
to ON to perform any shunting, conduct other movement or to
open a level crossing previously closed for the train/motor trolly
movement but shall not, in any case, obstruct the block section in
the face of the approaching motor trolly. In such cases the motor
trolly will be received as mentioned in para (c) below :
(c) At stations where electric reversers are provided, or
where the reception signals automatically go back to ON position
with the passage of the train, the person incharge of the motor
trolly shall proceed cautiously upto the Home Signal on the double
line and upto the opposite shunting limit board or the advanced
starter signal in the opposite direction on a single line section, and
thereafter he shall be guided by the hand signals of the
Cabinman/Pointsman at the facing points. In such cases all
levers including signal levers, which were pulled for the reception
of the preceding train, must not normally be put back till the
following motor trolly has arrived. If, however, for any reason, the
levers have to be put back to perform any shunting, conduct any
other movement or open a level crossing previously closed for the
train/motor trolly movement, the Station Master will not allow
obstruction of the block section in the face of the approaching
motor trolly.
(d) In case of (b) and (c) above, it will be the personal
responsibility of the person incharge of the Motor trolly to ensure
CHAP. 1)
PRELIMINARY
116
that, before he goes across any level crossing, the level crossing
gates are closed against the road traffic.
S.R. 15.25/6. - Motor Trolly breakdown.
(a) In the event of the complete breakdown of a motor
trolly (i.e. it cannot be propelled even by hand) the official
incharge shall have it removed from the line at once. If the
breakdown occurs between stations and the motor trolly is running
on an Authority to proceed or Motor Trolly permit, the official-incharge shall at once employ the quickest means at his disposal to
advise the nearest Station Master in writing that the trolly has
been removed from the line, and will return the Authority to
proceed or the Motor Trolly permit at the same time. The Station
Master receiving this advice shall immediately telegraph to the
Station Master at the other end of the section, Motor Trolly which
left yours (or mine) at ............... hrs. has failed in the Block
Section, and has been removed from the track; private
number .............
(b) A copy of this message shall be recorded in the train
signal registers or line clear enquiry and reply books. Following
this, the station towards which the trolly was proceeding or, in the
case of Neals Token working, the Station Master who received
the token, shall give the Train Out of Section signal for the trolly
in the usual manner.
(c) When the motor trolly has been made fit to run,
whether by hand propulsion or under its own power, the official-incharge shall notify the nearer Station Master in writing that the
Motor Trolly is fit to run to the station to which he wishes to
proceed, and shall give the estimated time and will be taken for
the journey and will ask for the Authority to proceed or Motor
Trolly Permit. The Station Master receiving the message will
inform the Station Master at the other end of the Block Section
concerned accordingly and will then give or obtain the permission
to proceed to the destination and send it to the official-in-charge.
S.R. 15.25/7. - Motor Trollies running together - When
two motor trollies are running together in the same direction, they
must be kept at a sufficient distance apart so that the rear motor
CHAP. 1)
PRELIMINARY
117
trolly may be stopped within a safe distance if a trollyman should
slip from the front Motor Trolly or if the front motor trolly should be
stopped suddenly etc. On the level or on an uphill gradient the
distance between two motor trollies should not be less than
between 3 consecutive telegraph posts or about 180 metres and
on a down grade or with a strong wind behind, it should not be
less than 6 consecutive telegraph posts or 360 metres.
15.26. Protection of trolly on the line. - The qualified
person in-charge of a trolly shall, before leaving a station,
ascertain the whereabouts of all approaching trains, and shall,
when a clear view is not obtainable for an adequate distance (a)
(b)
CHAP. 1)
PRELIMINARY
118
CHAP. 1)
PRELIMINARY
119
when the view is obstructed. The permit holder shall
specify the period or periods during which the caution
orders are to be issued and shall obtain a written
acknowledgement from the Station Master. On double
line sections or where there are one or more adjoining
lines, Caution Order shall also be issued to Drivers of
trains running on the other line or adjoining lines,
indicating the line on which trolly is running.
(b)
The precautions laid down in G.R. 15.27 (2) for lorries shall
also be followed. The flagman shall be in addition to the
number of trollymen required vide S.R. 15.18/2. The
flagmen so posted shall only be withdrawn when a clear
view of at least 1200 metres on BG and 800 metres on
the MG and NG can be obtained in the direction from
which trains may approach.
S.R. 15.26/6. When a trolly is removed from track it
should be ensured that it does not foul any running line.
S.R. 15.26/7. Trollies running together - When two
trollies are running together in the same direction, they must be
kept at a sufficient distance apart so that the rear trolly may be
stopped within a safe distance if a Trollyman should slip from the
front trolly or if the front trolly should be stopped suddenly. On the
level, or on an uphill gradient the distance between light trollies
should not be less than that between two consecutive telegraphs
posts or about 100 metres, and on a down grade or with a strong
wind behind, it should not be less than 180 metres.
15.27. Protection of lorry on the line. -
CHAP. 1)
PRELIMINARY
120
(1)
Whenever it is proposed to place a lorry, whether
loaded or empty on the line, the line shall, if it is possible
to do so, without interference with the working of trains,
be blocked under the rules for working of trains.
(2)
(a)
(b)
(3)
(4)
CHAP. 1)
PRELIMINARY
121
banner flag across the track immediately the lorry comes
to stand or a train is seen approaching, and continue to
display the Stop hand signal.
(5)
(6)
(a)
CHAP. 1)
PRELIMINARY
122
(b)
Where it is impracticable to comply with G.R. 15.27
(1) the following procedure shall be followed :(i)
Northern Railway
No ..........................................
Lorry Notice
Dated .....................................
A
To
Station Master ....................................... Station Lorry
No .............................................. is required to work between
KM ...................................... and KM .......................................
between
.......................................
station
and
............................................
station,
by ............................................ line.
It
is
expected
reach
...............................................................
by ............................................... hrs.
.................................................
Official Incharge
B
Station Stamp
To
to
station
CHAP. 1)
PRELIMINARY
123
...............................................
Signature
of
the
Station
C
Lorry No .....................................
arrived ...................... station ..................... at ......................... hrs.
by ................. line/was removed from track at KM ..........................
Date .................................
............................................
Signature of Official
Removal report received at ...............................................
hrs.
Station Stamp
............................................
Signature of Station Master
Dated ................................
CHAP. 1)
PRELIMINARY
124
(ii)
The Station Master shall on receipt of this advice,
pass on the information under exchange of private
numbers to the Station Master at the other end of the
block section concerned and ascertain what trains are
expected from that direction specially during the period
specified on portion A. He shall then fill up portion B of
all the three foils of the form and return two foils to the
official incharge of the lorry, retaining one for his own
record.
(iii)
(iv)
(v)
CHAP. 1)
PRELIMINARY
125
Station Master, who will sign and return one foil, retaining
the other for his own record. This Station Master will then
advise the Station Master at other end of the block section
of the fact that the lorry has cleared the section. Action
will be taken as in Appendix A of the General and
Subsidiary Rules to discontinue issue of Caution Orders.
(vi)
(vii)
(c)
(d)
(e)
(i)
CHAP. 1)
PRELIMINARY
126
the visibility is restricted as on certain sections,
(ii)
or
(iii)
(iv)
(v)
(i)
(ii)
(iii)
(a)
(b)
CHAP. 1)
PRELIMINARY
127
(iv)
(v)
CHAP. 1)
PRELIMINARY
128
(c) Flagmen should be chosen from permanent or
temporary staff and not from casual labour. However, in case of
emergency or where sufficient permanent and/or temporary men
are not available, a panel of Flagmen may be formed out of casual
labourers who, before being put on the panel, must be tested in
accordance with the rules and also should be qualified in Medical
Category A-3. But such use of casual labourers shall be restricted
to minimum extent necessary and their use shall be authorised
personally by an officer, not below the rank of Assistant Engineer.
Every time such casual labourers are put on to work as flagmen,
the official incharge of the lorry should ensure that those Flagmen
are aware of their duties and responsibilities.
S.R. 15.27/4. (a) The Permanent Way Inspector should
ensure that Flagmen have a correct knowledge of the rules in
regard to the use of detonators and hand signalling, by examining
them once in three months.
(b)
Each Flagman should be equipped with a banner
flag, six detonators and a red hand flag.
(c) On sighting an approaching train or the Flagmens
Signal, the lorry must be removed clear of the line and kept in
such a manner that it cannot roll towards the line or obstruct it in
any manner.
(d) Orders to remove signals and advice as mentioned in
para 6 of GR. 15.27 will be in the form of hand signal from the
official incharge by waving green flag or a lamp to indicate
whether lorry has been removed and placed clear of the track.
S.R. 15.27/5 When two lorries are running together in the
same direction the official incharge of the lorry in rear shall be
responsible to see that the distance between them is adequate to
stop the rear lorry within a safe distance in case a lorryman slips
from the front lorry or the front lorry is stopped suddenly etc.
S.R. 15.27/6 The Trolly Signals referred to in S.R.
15.26/5 (a) shall also be used in a manner similar to that indicated
in S.R. 15.26/5 (a) for official incharge of lorries working without
block protection to get information whether any train is in sight or if
CHAP. 1)
PRELIMINARY
129
any train is approaching. When signals are not forthcoming from
the observation post, the indication given by the flagman
preceding/following the lorry in terms of G.R. 15.27 and
Subsidiary Rules thereto shall be acted upon.
S.R. 15.27/7 - Use of Rail dolleys - (1) Manning of Rail
Dolley - Every rail Dolley shall be manned by not less than two
able-bodied men. The person incharge of the rail Dolley shall be
a railway servant not lower in rank than a Gangmate/Keyman. He
should have passed in medical category A-3 and must hold a
certificate of competency for working a rail dolley. Certificate of
competency shall be issued either by an AEN by a PWI of the
section who must satisfy himself that the person to whom the
competency certificate is being issued, is fully aware of the rules
of working of Rail Dolley and is also well acquainted with the
concerned section.
Certificate of Competency shall be issued in the following
form :Shri
.....................................
s/o ...............................................
Designation ............................ at (Station) ......................................
has been tested and is found fully conversant with the section on
which the Rail Dolley is to be used, all the relevant rules in respect
of protection of Rail Dolley and for working them, as well as the
latest changes made in them. He is authorised to work a rail
dolley on ......... section (each section to be mentioned
separately).
This
certificate
December ..............................
is
Station ................................
Signature ...............................
(Authorised Official)
Date .....................................
Designation ...........................
valid
upto
31st
CHAP. 1)
PRELIMINARY
130
The Certificate of Competency must be renewed for each
Calendar year after a fresh test.
2. Working of rail dolley :(i)
(ii)
(iii)
(iv)
(v)
CHAP. 1)
PRELIMINARY
131
direction on single line. The flagman shall also carry
a banner flag and 3 detonators for use in any
emergency.
CHAP. 1)
PRELIMINARY
132
16.01/1 Certificate of Competency - Every Gateman
shall be tested by Permanent - way Inspector or Traffic Inspector
as the case may be, and issued a certificate of competency in the
form given below before he is put to work independently. The
competency certificate shall be valid for a period of five years.
Certificate of Competency
Certified
that
I
have
examined
Shri
..........................................
s/o
Shri
.......................
Designation ................................................. in his duties of
Gateman at level crossing Gate No................................. He is
also conversant in the use of hand signals, detonators and other
safety equipments provided at this gate. He is also conversant
with the procedure to be adopted during abnormal conditions at
this gate.
This certificate is valid for five years from the date of
issue.
Place...................................
Signature......................................
Date.....................................
Designation
(PWI/TI)....................
16.02. Supply and care of equipment - Every Gateman
shall (a)
(b)
CHAP. 1)
PRELIMINARY
133
closed to road traffic, the hand signal lamp should be kept it dimly
only.
S.R. 16.02/2.
Every gateman working on multiple
line/double line sections/suburban sections and automatic block
territories shall be supplied three fusees and every gateman
working on Ghat sections shall be supplied one fusee. These
fusees, may be used particularly at night or in thick, foggy and
tempestuous weather to stop the approaching train/trains short of
the obstructed level crossings when the gateman does not have
sufficient time to protect the obstruction as laid down in G.R. 6.03
and S.Rs. thereunder.
16.03 Road Traffic.
(1)
CHAP. 1)
PRELIMINARY
134
(3)
CHAP. 1)
PRELIMINARY
135
Divisional Railway Manager should personally decide to keep
them open to road traffic and should get approval of CE and CSO.
S.R. 16.03/4. - In case of level crossing gates not
protected by gate/station stop signals, the following procedure will
be followed for display of danger signal :(a)
(b)
CHAP. 1)
PRELIMINARY
136
(b)
CHAP. 1)
PRELIMINARY
137
caution order is issued to the Driver. Driver would only pass such
level crossing gate after ensuring that it is closed against road
traffic.
16.07.
Obstructions at level crossing - Every
Gateman, on noticing any obstruction on the line, shall at once
remove it or, if unable to do so shall (a)
(b)
(c)
(1)
CHAP. 1)
PRELIMINARY
138
gauge also pass under the overhead equipment or other
equipment with adequate clearance.
(2)
(3)
CHAPTER XVII
WORKING OF TRAINS ON ELECTRIFIED
CHAP. 1)
PRELIMINARY
139
SECTION OF RAILWAYS
17.01.
Applicability of General Rules - All rules
referring to the working trains shall also apply to electrified
sections except as otherwise provided in the rules contained in
this chapter.
17.02. Special definitions applicable to this Chapter In these rules, unless the context otherwise requires.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
CHAP. 1)
PRELIMINARY
140
17.03. Inspection of electrical way and works - The
electrical way and works shall be inspected regularly in
accordance with special instructions by officials nominated for the
purpose and in accordance with the duties assigned to them.
S.R. 17.03/1 The inspection as mentioned in G.R. 17.03
shall be carried out in accordance with the instructions laid down
in Northern Railway A/C., Traction Manual.
S.R. 17.03/2 Issue of Caution Order - In case of
breakdown of overhead equipment, when it is necessary for a
train to proceed cautiously, the Traction Foreman (overhead
Equipment) responsible for such notification, shall arrange for
issue of Caution Order in accordance with the rules in force. An
authorised person shall be present at the site and shall be
responsible for showing signals prescribed in G.R. 4.09 & S.R.s
thereto.
S.R. 17.03/3 Protection of trains in electrified section
- Whenever a driver finds that his train cannot proceed further on
account of OHE failure/brakedown of over head equipment, driver
and guard shall arrange protection of the line affected in
accordance with GR 6.03. In case of brakedown in an Automatic
Signalling section, the track must be protected in accordance with
GR 9.10. Thereafter driver/guard will take action to advise the
traction power controller on the nearest emergency telephone
circuit giving details of the brake down. In case this circuit is not
available, the information should be communicated through the
nearest station master/cabin ASM/switchman by first available
means.
17.04. Permit-to-work on electrical equipment - If work
is to be carried out adjacent to the electrical equipment or any
other part thereof by other than the competent railway servant,
such work shall be done only when and for such time as the
person-in-charge of the work has obtained a written permit-towork, duly signed and given by the railway servant authorised for
the purpose by special instructions. He, in turn, shall issue the
same only with knowledge of the Traction Power Controller.
CHAP. 1)
PRELIMINARY
141
S.R. 17.04/1 (a) A permit to work must be obtained if
work is to be carried out or any worker is required to come within
2 metres (6-7) of the overhead equipment.
(b) The permit to work can be issued by any competent
traction distribution official not lower in rank than a senior Lineman
pertaining to the section concerned, subject to prior sanction of
Divisional Electrical Engineer (Traction Distribution).
S.R. 17.04/2 Work on service buildings and structures in
the vicinity of live equipment.
Railway staff required to carry out work on service
buildings and structure in proximity of overhead equipment shall
exercise special care to ensure that tools, measuring tapes,
materials etc. are not placed in a position from, which they are
likely to fall on or make contact with electrical equipment.
17.05. Warning to staff and public :(1)
(2)
CHAP. 1)
PRELIMINARY
142
picture
CHAP. 1)
PRELIMINARY
143
shall be given to those responsible for the overhead equipment so
that the overhead equipment may be adjusted to conform to the
new conditions.
S.R. 17.06/1 - The notice under G.R. 17.06 shall be given
to the Divisional Electrical Engineer (Traction Distribution).
17.07. Tripping of circuit breakers of locomotives and
electrical multiple units at neutral sections. - Unless otherwise
allowed by special instructions, the Driver of the locomotive or
electrical multiple unit shall coast through the neutral section, duly
switching off powers. Necessary indication boards to this effect
shall be provided to guide the Driver to switch off and switch on
power.
S.R. 17.07/1 - Indication boards shall be provided at 500
metres and 250 metres in advance of the neutral section.
Additional boards shall be provided just short of and immediately
after the neutral section to indicate to the driver the points where
he should open and reclose the circuit breaker on the locomotive.
The boards to be provided are shown at A, B, C and D
respectively in the drawing on the opposite page.
CHAP. 1)
PRELIMINARY
144
picture
WARNING SIGNALS
ON POSTS 2 METRES ABOVE
RAIL LEVEL
17.08. Tower wagon. The rules for the movement and
working of tower wagons shall be laid down by special
instructions.
CHAP. 1)
PRELIMINARY
145
S.R. 17.08/1. The movement of tower wagons will be
governed by all the rules governing movement of trains.
S.R. 17.08/2 Driving of Tower Wagon :(i)
(ii)
(i)
(ii)
(iii)
(iv)
(i)
CHAP. 1)
PRELIMINARY
146
15.18 to 15.28 and subsidiary rules thereafter as
applicable to lorries.
(ii)
(a)
CHAP. 1)
PRELIMINARY
147
(b)
The lever/slide collars shall not be removed until the
Station Master or Cabin Assistant Station Master receives
from the Section Controller and acknowledges a message
supported by a private number cancelling the power
block. The section controller shall not issue such a
message unless he has received a written message duly
supported by a private number from the Traction Power
Controller cancelling the Power block.
Note :- When a movement of non-electric rolling stock
is to be made into or out of such lines under power
block, the lever collars may temporarily be removed
and replaced immediately after the movement it
completed.
S.R. 17.09/5 The following special precautions shall be
taken by the controllers, Station Masters and train crew on
electrified section when a section of OHE is found faulty.
1.
2.
a)
Faulty section.
The Section Controller shall, under exchange of
private numbers, advise the Station Masters of all stations
who are concerned with the working of trains in the affected
section to treat the faulty section as if the same is under
emergency power block and take action accordingly.
b)
CHAP. 1)
PRELIMINARY
148
ii)
iii)
CHAP. 1)
PRELIMINARY
149
4)
After despatching the first train with caution order in
the affected section, no subsequent train shall be allowed
to enter the section without permission from the Section
Controller. Action to remove speed restrictions shall be
taken by the Section Controller in consultation with the
Station Masters on receipt of report from the driver and
the guard are referred to above. The Section Controller
shall also then advise the Traction Power Controller of the
report of the Driver/Guard of the train indicating whether
or not there are any infringements and/or abnormalities in
OHE. Till such time it is decided to remove speed
restrictions, trains entering the affected section shall
continue to be issued caution orders prescribing clearly
the speed restrictions and other precautions as pointed
out in the above paras.
5)
6)
CHAP. 1)
PRELIMINARY
150
showing Red hand signal, putting back signals to ON and by
gesticulating etc. if, however, he fails to attract attention of the
Driver/Guard to stop the train, he shall inform the TPC directly or
through the section control, where TPC phone is not provided or
happens to be out of order. The TPC shall arrange to switch off
the power supply of the concerned section immediately.
CHAP. 1)
PRELIMINARY
151
CHAPTER XVIII
MISCELLANEOUS
CHAP. 1)
PRELIMINARY
152
APPENDIX B
RECEPTION AND DESPATCH OF TRAINS AT
NON-INTERLOCKED STATIONS
1.
Line Labels or Line Badges - Line Labels or line
Badges shall be used for the reception of trains at all noninterlocked stations except stations where facing points are
equipped with key locks and the system of key locking is such as
to render the use of line labels unnecessary.
There shall be one set of the line labels for the Station
master consisting of one label for each of the funning lines. All the
labels in this set except any that may have been handed over for
the reception of trains shall at all times remain in the personal
custody of the Station Master.
There shall be two sets of line badges for the Pointsmen
each consisting of one badge for each of the running lines. One
set shall refer to the Up direction and the other to the Down
direction. All the badges in each set except any that may have
been exchanged for the Station Masters labels shall at all times
remain in the personal custody of the Pointsman responsible for
the Operation of the relevant facing points.
A full description of the number and pattern of line labels
and line badges shall be given in the station working rules.
2.
Reception and despatch of trains - The Station
Master shall send for the Pointsmen detailed for duty at the facing
and trailing points and apprise them in each others hearing of the
description of the train, the line on which it is to be received,
whether it will stop or run through and whether any shunting is to
be done on it. Thereafter the following procedure shall be carried
out :(a)
At stations where key locking is provided at the
outermost facing points.
(1)
At stations where the outermost facing points
are normally locked (for the main line).
CHAP. 1)
PRELIMINARY
153
(i)
When train is
despatched from the Main Line.
to
be
received
on
and
CHAP. 1)
PRELIMINARY
154
CHAP. 1)
PRELIMINARY
155
On reaching the facing points, the Pointsman shall set the
facing points correctly and lock them with the key handed over to
him by the Station Master. He shall then extract the signal key
from the facing points lock and insert it in the key lock provided at
the signal post. He shall thereafter display a green hand signal to
the Station Master. From the time he gives the signal until after
the complete arrival of the train, the Pointsman shall be personally
responsible that the points are not interfered.
The Station Master shall after satisfying himself that the
route has been correctly set for the train and all the conditions for
taking off the reception signals have been complied with and that
the signal key of the trailing points key lock and the keys
applicable to the line other than the one of which the points are
required to be set are in his possession acknowledge the
Pointsmans signals and proceed to have the reception signals
taken off.
As the train is seen approaching, the Pointsman shall
display a green hand signal towards it, if the points are not
provided with an indicator; otherwise he shall hold his flag and
lamp, so that it will not be seen by the driver.
After the complete arrival of the train the Station Master
shall have signals put back to ON. The Pointsman shall then
extract the signal key from the post lock and by inserting it in the
facing points lock extract the facing points key. He shall then
return to the station and hand over the key to the Station Master.
When the train has to be despatched, the Station Master
shall satisfy himself that he has in his possession the signal key of
the trailing points key lock and the keys applicable to the line other
than the one for which the points are required to be set; and shall
thereafter give permission for the train to start.
3.
At non-interlaced stations where triple key-locks
are provided on the main line facing points and where the
corresponding Home Signal Key is released from one of the triple
key-locks by the application of the main line or loop line keys the
facing and the trailing points are kept normally unlocked. At such
stations either the trailing points may be pad-locked or the lever
CHAP. 1)
PRELIMINARY
156
operating the points may be pad-locked with points in the trailing
position for reception and despatch of trains. The detailed
procedure of reception and despatch of trains would be as
follows:(i)
Where the trailing points are pad-locked :When a train is to be received the Station Master of such
station while giving instruction to the Pointsman as to the line on
which it is intended to receive the train shall hand over the key of
the trailing points pad-lock. The Pointsman will then proceed to
the trailing points and after correctly setting and pad-locking the
trailing points, shall display green hand signal to the Station
Master in token of his having set and pad-locked the trailing points
correctly.
The Pointsman shall retain the trailing points pad-lock key
in his possession and then proceed towards the facing points. On
his way he shall obtain from the Station Master the relevant key of
the facing points lock to the line on which the train is to be
received along with the key of the facing points, the Pointsman
shall set the facing points correctly and lock them with the key
handed over to him by the Station Master. He shall then extract
the signal key from the facing points lock and insert the same in
the key lock provided at the signal post. He shall thereafter
display a green hand signal to the Station Master.
From the time he gives this signal until after the complete
arrival of the train the Pointsman shall be personally responsible
to ensure that the points are not interfered.
The Station Master shall, after satisfying himself that the
route has been correctly set for the train and all the conditions for
taking off the reception signal have been complied with and that
the keys applicable to the line other than the one for which the
points are required to be set are in his possession acknowledge
the Pointsmans signal and proceed to have the relevant reception
signals lowered.
When the train is seen approaching the Pointsman shall
display a green hand signal towards it if the points are not
CHAP. 1)
PRELIMINARY
157
provided with an indicator, otherwise he shall hold his flag or lamp
so that it will not be seen by the driver of the approaching train.
After the complete arrival of the train, the Station Master
shall have the signal put block to ON. The Pointsman shall then
extract the facing points key. He shall then set the points to
normal and lock the facing points padlock and return to the station
and hand-over the facing points key as also the key of the facing
points pad-lock to the Station Master, retaining the key of the
trailing points pad-lock in his possession.
When the train has to be despatched, the Station Master
shall satisfy himself that the keys of the trailing points pad-lock are
with the Pointsman as an assurance that the trailing points are
correctly set and pad-locked and shall give permission for the train
to start.
After the despatch of the train, the Pointsman shall
proceed to the trailing points and reset the trailing point in its
normal position and lock the points padlock. He shall than return
to the Station and hand over the trailing points padlock key to the
Station Master.
(ii)
Where the lever operating the points is padlocked with points in the trailing position.
The procedure shall be the same as that described above
except that :(a)
(b)
(c)
CHAP. 1)
PRELIMINARY
158
(d)
At stations where the use of the Line labels and
line badges is prescribed and where the signal levers
of the Home and Outer signals are under the direct
control of the Station Master.
The Station Master shall hand over the appropriate line
label to the Pointsman deputed to man the facing points. He shall
also give to the Pointsman the keys of all facing points over which
the train has to pass.
The Two Pointsmen shall proceed to their respective ends
of the yard and personally set the route and lock all facing points.
The Pointsman at the facing points shall then deliver the
appropriate line badge to the Station Master either personally or
through a Railway servant deputed for the purpose as provided for
in the Station Working Rules. Both Pointsmen shall display a
green hand signal to the Station Master after they have satisfied
themselves that the route has been correctly set and from the time
they give this signal until after the complete arrival of the train they
shall remain at the points and be personally responsible that the
position of the points is not altered.
Note :- At station where only one Pointsman is on duty at
one time, the Pointsman should first go to the trailing points, set
and lock them. He will then inform the Station Master that this has
been done and thereafter proceed to the facing points taking the
keys of the trailing points, he would display a green hand signal
towards the station which would be taken to mean that both facing
and trailing points have been correctly set and locked.
The Station Master shall acknowledge the green signal of
the Pointsman at the facing points and then have the reception
signals lowered after satisfying himself that conditions for lowering
these signals have been complied with.
On receipt of the appropriate line badge from the
Pointsman of the facing points and after satisfying himself that the
conditions for lowering reception signals have been complied with,
the Station Master shall acknowledge the hand signals of the
Pointsmen and proceed to have the reception signals lowered. As
the train approaches, the Pointsman at the facing points shall
CHAP. 1)
PRELIMINARY
159
display a green hand signal towards it. If the points are not
provided with an indicator, otherwise he shall hold his flag or lamp
so that it will not be seen by the Driver.
After the complete arrival of the train, the Pointsman shall
return to the station, all facing points being unlocked and the keys
returned to the Station Master. The Pointsman deputed to man
the facing points shall return the Station Masters line label and
take back his own badge.
When the train has to be despatched, the Pointsman
deputed to man the trailing points shall, after satisfying himself
that the points are correctly set, again exchange green hand
signals with Station Master who shall then have the starting
signal, if provided, lowered and give permission for the train to
start. The Pointsman shall remain at the trailing point and be
personally responsible that the trailing points are not altered from
the time he gives the hand signal until after the train has passed
over the points. Only after the train has cleared the trailing points
the Pointsman shall return to the Station.
(c) At stations where the use of line labels and line
badgers is prescribed and where the Outer signal is operated
from the facing points.
The procedure shall be the same at that described in para
2 (b) above except that :(i) The Station Master shall hand over to the Pointsman,
deputed to man the facing points, the keys of the padlocks on the
Home signal post and the winch operation the Outer signal in
addition to the line label and the keys of facing points.
(ii) The Station Master shall have the Home signal taken
off on receipt of the appropriate line badge from the Pointsman
and after acknowledging the green signals displayed by the
Pointsman at the facing and trailing points. On seeing the Home
signal in off position the Pointsman at the facing points shall take
the Outer signal off.
CHAP. 1)
PRELIMINARY
160
(iii) The Pointsman shall return the keys of the padlocks
on the Home signal post and of the winch to the Station Master
along with the keys of the facing points, on return to the station
office after the complete arrival of the train.
3. Crossing of trains.
The Station Master shall, before the arrival of either train,
decide which train he will admit first. He shall then give necessary
instructions to the Pointsmen in each others hearing, stating
distinctly the line on which each trains to be received, and which
of the trains is to be received first. In order to satisfy himself that
his instructions have been correctly understood, he shall ask each
Pointsman to repeat them to him in the hearing of the other
Pointsman.
Thereafter the following procedure shall be carried out :(a) At stations where key-locking is provided at the
outer most facing points. If the locking permits, each
Pointsman shall be required to set and lock the out most
facing points for the train to be received from his respective
end.
Otherwise the route shall be set right upto the
outermost trailing points for the train to be received first.
Signals shall be taken off for the train which is to be
received first and after this train has arrived complete and the
signals replaced to On, signals shall be taken off for the second
train.
After both trains have arrived and if no shunting is to be
done, each Pointsman shall show a red hand signal to the Station
Master, unlock the points and set them for the departure of the
respective trains. He shall then display a green hand signal to the
Station Master, and remain at the points until the train has cleared
them.
(b) At stations where the use of line labels and line
badges is prescribed and where the signal levers of the
Home and Outer signals are both under the direct control of
the Station Master.
CHAP. 1)
PRELIMINARY
161
CHAP. 1)
PRELIMINARY
162
displayed by the Pointsmen at the each end, the Station Master
shall have the Home signal taken off for the train which is to be
received first. On seeing the Home signal in off position, the
Pointsman at the facing point shall take the outer signal off.
After the first train has arrived complete and the signals lowered
for it have been replaced to on signals shall be taken off for the
second train in the same manner.
(iii) The Pointsmen should return the keys of the padlocks
on the Home signal post and of the winch to the Station Master
along with the keys of the respective points, on return to the
station.
Caution.
When it has once been decided which of the two trains is
to be admitted first, this arrangement should not be altered except
in an emergency. In such a case, the Station Master shall first of
all replace all signals to On. Signals may then be taken off for
one train at a time after both the trains have come to a stand
outside signals.
CHAP. 1)
PRELIMINARY
163
APPENDIX C
(iii)
CHAP. 1)
PRELIMINARY
164
(iv)
He will then station himself 55 metres behind the fog
signal post (see diagram under S.R. 3.61/1(i)).
(v)
(vi)
(vii)
(viii)
If a train is approaching at the time a Fog Signalman
is being relieved at a fog signal post, both men will allow
that train to pass and explode detonating (fog signals)
already placed and secured on the line. As soon as the
train has passed, or if no train is approaching, the Fog
Signalman who is being relieved, will pick up the last two
detonators (fog signals) he had placed on the line and
take them with any unexploded detonators or exploded
cases he has, back to the station. The Fog Signalman
coming on duty will place two fresh detonators on the line
as laid down in paragraph (3) of these instructions.
4.
Exception for Branch Lines. - On Branch lines
or Sections, on which traffic is light, the Station Master on duty
may, under special instructions, send a Fog Signalman out to the
fog signal post for reception of each individual train. This
procedure will only be permitted if it is provided for in the Station
Working Rules and in accordance with Subsidiary Rule 3.61/1(m).
5. Method of Securing. - Detonators (fog signals) shall
be placed on the line with the label or brand upwards, and shall be
secured by bending the clasp round the head of the rail.
6.
Placing detonator (fog signals) on a mixed
Gauge. - Where the use of detonators is necessary under these
CHAP. 1)
PRELIMINARY
165
rules on a mixed gauge, detonators shall be placed on one rail of
each gauge, or on the rail common to both.
Examples :
(a)
metres
10
A
2.
3.
(1) Rail common to broad gauge and metre gauge.
(2) Metre gauge rail.
(3) Second broad gauge rail.
(b)
metres
2.
A
A
B
B
3.
4.
10
10 metres
CHAP. 1)
PRELIMINARY
166
(c) in case (a); the detonator (fog signals) will be placed at A
A.
Note :- The detonating (fog signals) must always be
placed on the rail common to both gauges, irrespective of whether
it is nearest to the fog signals post, or not.
(b) In case (b); the detonating (fog signals) must be
placed at A A and B B.
7.
Renewal of detonating (fog signals). - On both
double and single lines, detonator (fog signals) shall be placed on
the rail for each train and shall be renewed each time a train
passes over them.
8.
Hand signals. - (i) The Fog Signalmen shall
always carry a lighted hand signal lamp in foggy or tempestuous
weather or in a dust storm.
(ii) If the Fog Signalman is aware of any obstruction on
the line, he shall show a danger hand signal to an approaching
train. under no other circumstances shall a Fog Signalman show
a hand signal to the Driver of an approaching train but on single
line sections, for a train leaving a station, the Fog Signalman shall
show a proceed (green) hand signal to the driver.
9.
Acknowledgement of Rules. - The Station
Master must obtain the signature or thumb impression of Fog
Signalmen in the Station Detonator Register, as an
acknowledgement that they know and understand the rules for fog
signalling of trains.
10.
Record of Detonators (fog signals) and
exploded cases. :(i) The Station Master on duty shall be responsible for
ensuring that the Fog Signalmen, before going out on duty to the
fog signal posts, count the number of detonating signals issued to
them. This number will be entered in the Station Detonator
Register in Form OP/T-124 and the Station Master on duty and
the Fog Signalman shall jointly sign the entry.
CHAP. 1)
PRELIMINARY
167
(ii) As each train has passed over the detonating signals
placed for it, the Fog Signalman will collect the exploded cases
(not omitting the cases of detonators which have failed to explode)
and when his period of duty is over, or when he is recalled on the
weather clearing up, he shall bring all the used detonators and
any unused detonators he still has, and make them over to the
Station Master on duty. The Station Master on duty must enter in
the Station Detonator Register in Form OP/T-124 the number of
used detonators and unused detonators, and both the Station
Master and the Fog Signalman, will sign against the entry, if the
Fog Signalman is illiterate, the Station Master will take his thumb
impression.
No..........................................
STATION DETONATOR REGISTER
(Specimen shown at next page)
At.................
INSTRUCTIONS
1.
Part I.
Part II.
Part III.
Part IV.
2.
CHAP. 1)
PRELIMINARY
168
the rules relating to the placing of detonating signals at
stations during thick or foggy weather. As an assurance of
this, the Station Master shall take the signatures or thumb
impression of such men in the appropriate column of Part I of
the register.
3.
4.
4.
You should place two fresh fog signals on the rail,
immediately a train has passed over the two placed before, and
collect the cases which the train has passed over.
5.
You must never leave your post until relieved by
another trained Fog Signalman.
6.
You must never sleep while on duty at the fog
signal post. You must realise that the lives of many people
depend on your alertness and devotion to duty.
CHAP. 1)
PRELIMINARY
169
7.
If a train is approaching at the time your relief
arrives, wait till the train has passed before you make over charge
to your relief.
8.
You must always carry a lighted hand signal lamp
in foggy or tempestuous weather or in a dust storm.
9.
Should you be aware of any obstruction on the
line, you must show a Stop (danger) hand signal to any
approaching train. Under no other circumstances shall you show
a hand signal to the driver of an approaching train but on single
line sections, for a train leaving a station you shall show a
proceed (green) hand signal to the driver.
10.
You should count the fog signals made over to
you before you go to a fog signal post. When relieved you should
bring back all unused fog signals and the cases of those which
have been exploded (not omitting the cases of detonators which
have failed to explode) and make them over to the Station Master
on duty. Remember to pick up the last two fog signals which were
on the rails at the time you were relieved.
11.
Both the Station Master on duty and you will sign
(or put your thumb impression) in the Station Detonator Register
for the number of fog signals taken out and brought back from the
fog signal post.
12.
Where broad and metre gauge rails are mixed,
fog signals shall be placed on one rail of each gauge, or on the
rail common to both. The Station Master on duty will explain to
you how to place the fog signals where the gauges are mixed.
CHAP. 1)
PRELIMINARY
170
APPENDIX D
GHAT RULES
...
Chunar-Chopan
...
Ghaggar-Kalka
Kalka-Simla
(iii) Firozpur-Division ...
Pathankot-Jammu Tawi
Nawashahr Doaba-Jaijon Doaba.
Pathankot-Joginder Nagar.
(iv) Moradabad Division...
Najibabad-Kotdwar.
Raiwala-Rishikesh.
NOTE :- 1.
2.
Mirthal-Chakki Bank.
Hardwar-Dehradun.
CHAP. 1)
PRELIMINARY
171
(b) All other Subsidiary Rules apply to the working of
Ghat Sections, except those modified or superseded by the Ghat
Rules.
(c) Certificate of Competency. - The under noted staff,
who are directly concerned with train movements, must qualify in
S.R.Gs. 1 to 66 and shall not assume duties on graded sections
until they are granted a certificate of competency by their
executive officers:1.
Drivers/Assist. Drivers
2.
Shunterpassed/Drivers
3.
Shunters.
4.
Firemanpassed/Shunters.
5.
Train controllers.
6.
7.
Assistant
Station
Masters, Train Despatchers
& Yard Foreman.
8.
Guards.
9.
Shunting
Jamadars/Gunners.
10.
Points/Line/Pilot
Jamadars.
11.
Levermen/Cabinmen
and Switchmen.
12.
Pointsmen
and
Shuntmen.
CHAP. 1)
PRELIMINARY
172
I,
the
undersigned,
hereby
certify
that
Shri ................................
has passed the examination in Subsidiary Rules for working
sections with steep gradient contained in unified Ghat Rules for
the Northern Railway.
.......................................................
(Designation of Divl. Officer)
NOTE :- Divisional Railway Manager may nominate Senior
Subordinates to examine, issue and renew certificates of
competency in respect of class IV staff.
BRAKES
S.R.G. 3 - Vacuum/Air Brake. - Rules on the Vacuum/Air
Brake are to be read in conjunction with other extent Vacuum/Air
Brake Rules.
S.R.G. 4 - Engine Brakes. - Every engine working on
Ghat Section must be filled with the automatic vacuum/Air brake
in good working order and must be itself braked either by the
vacuum brake, steam brake or air brake. The hand brake of all
engines must be in proper working order.
S.R.G. 5 - Vehicle Brakes. - (a) Train running on Ghat
Section must be vacuum/Air braked throughout. However, the
following proportion of vacuum piped or air-piped stock, may be
allowed on mixed or goods trains, provided the speed of 28 kmph
is not exceeded in the case of (i) and (ii) below.
(i) Grades of 1 in 50 and steeper - 5% subject to a
maximum of one 4 wheeled vehicle.
(ii) Grades from 1 in 51 to 1 in 99 - 10% of the total four
wheeled loaded vehicles on the train. For train with empty stock
or loaded 8 wheeled stock, lower brake power limits and special
Working Rules/Instruction prescribed by the Railways from time
to time shall apply.
(iii) Grades 1 in 100 to 1 in 199 - 15% of the total
vehicles on the train.
CHAP. 1)
PRELIMINARY
173
NOTE :- 1.
2.
3.
Kalka-Simla Section
...
From 40 Cms. at
to
45
CHAP. 1)
PRELIMINARY
174
Passenger Trains
Mixed Trains
Goods Trains
...
...
...
45/40 Cms.
42/37.5 Cms.
40/35 Cms.
Indications
(a) To open Steam
(b)
For
the
appli-cation of
manned hand
brakes and of
steam brakes
of rear engine if
any.
(c)
For
the
release
of
manned hand
brakes
and
steam brakes
of rear engine if
any.
(d)
For
the
creation
of
vaccum/air
pressure
removal
of
sprags.
CHAP. 1)
(e)
The driver
of rear engine
to
attract
attention
of
leading engine.
PRELIMINARY
175
One long blast
CHAP. 1)
PRELIMINARY
176
grades, and it is of the utmost importance that the vacuum above
the pistons should be restored by the use of the large ejector. But
before using the large ejector, the speed must be reduced to allow
for the increase of speed which will take place when the large
ejector releases the brakes. The large ejector must be used in
several short periods instead of one long period for the above
purpose. Advantage should be taken of long curves or starts after
stops at catch sidings to recreate the vacuum above the pistons.
Care must be taken that the speed during the release of the
brakes is not allowed to increase beyond a safe limit. If the speed
is allowed to get beyond a certain point, the brakes will not pull the
train up.
(b)
Drivers must note, that the reading of vacuum chamber
needle on the engine gives no indication as to the vacuum above
the pistons throughout the train.
S.R.G. 14 - Control of Vacuum/Air Brake on Running
Trains - (a) When a second leading engine is employed to pull a
train (and not a banking engine pushing it), the Driver of the first
leading engine will be held responsible for the working of the
automatic vacuum brake. The Driver of the second leading
engine must, however, in case of emergency, assist in stopping or
reducing the speed of the train by applying the steam/air and hand
brakes as may be required but he must not maintain or recreate
vacuum/air pressure.
(b)
When an additional engine or engines are
employed to push a train, the Drivers thereof must not interfere
with the working of the vacuum brake which shall be under the
control of the leading engine Driver, as laid down in para (a),
except in case of a run back, when the banking engine Driver
automatically becomes the leading Driver.
(c)
Whenever a Ghat Section comprises of either
descending or ascending gradient only and not both, in the same
direction, the second engine should be attached as under :(i)
(ii)
CHAP. 1)
PRELIMINARY
177
CHAP. 1)
PRELIMINARY
178
that the vacuum-brake throughout is in good working order and for
this purpose may leave their engines provided they leave a
competent man incharge and also provided that a Driver must not
leave his engine while standing on a grade.
After starting and on obtaining a speed of 15 kms. an
hour, the Driver must make a test application of the vacuum brake
and satisfy himself that he is able to control the train.
S.R.G. 17 - Blowing through Engine and Train Pipes (a) Before stabling an engine in shed and before taking it out of
shed, the Driver or Shunter must remove both these pipes from
the dummy plugs and give a good blow through with the large
ejectors, afterwards replacing the hose pipes on their dummies.
The train pipe drip valve must be kept clean and free from water.
(b)
When it is decided by the Train Examiner (or Loco
Foreman if there is no Train Examiner) that the train pipe should
be blown through, a man belonging to the Rolling Stock Branch
will be appointed to remove the tail hose pipe. He will signal to
the Driver when to blow through and will replace the hose pipe on
dummy after the pipes have been cleared.
S.R.G. 18 - Removing Snow From Couplings. - Snow
on hose pipe couplings or plugs must be cleaned off before
attempting to couple them. Whenever a hose pipe is uncoupled, it
must be placed at once on the dummy plug to keep the washers
free from snow.
WORKING OF BANKING ENGINES
S.R.G. 19 - Working of Banking Engines on Grades
Steeper than 1 in 100 - When a banking engine has to return to
the starting station after assisting the train upto the top of the
grade without actually going to the next station.
(a)
A caution order must be issued to the Driver of
the train engine notifying him that banking engine will assist the
train;
CHAP. 1)
PRELIMINARY
179
(b)
The banking engine will be placed in rear of the
train, but not coupled to it;
(c)
The Driver of the banking engine will be given a
specially marked Staff as authority to assist the train into the
block section, the staff must be delivered to the Driver personally
by the Station Master before handling over the authority to
proceed to the Driver of the train engine after satisfying himself
that the banking engine is ready in position behind the train.
(d)
The Guard will not give the starting signal until he
gets back to his brakevan.
(e)
After receiving the starting signal, the train engine
will whistle in the usual way and will not start until a responding
whistle is received from the banking engine which shall then
commence to push the train before the train engine Driver opens
steam;
(f)
After assisting the train to the top of the grade,
the banking engine will return to the starting station, stopping at a
stop-dead board provided for the purpose opposite the Home
signal from where it will be piloted into the yard. The Driver will
immediately make over the staff personally to the Station Master
and at the same time will sign the entry of the time of his return in
the train register.
(g)
The staff will be kept locked by the Station
Master until again required for use and must be correctly made
over to his relief when going off duty;
(h)
Not more than one staff shall be kept at a station
for use with banking engines in each direction;
(i)
On the single line, no permission to approach nor
authority to proceed (except for the train being assisted) shall be
given by the Station Master unless the staff is in his possession.
WORKING OF TRAINS
CHAP. 1)
PRELIMINARY
180
S.R.G. 20 - Sand Boxes - Dry, sharp sand not mixed
with clay, is essential on all Ghat sections and drivers must see
that their sand boxes are full and sanding gear is in working order.
S.R.G. 21 - Speed Restriction - The speed of trains laid
down in the working Time Table must be rigidly adhered to. In no
circumstance whatsoever may time be made up on descending
grades steeper than 1 in 50.
Whenever over crowding or roof/riding/foot board
travelling, on narrow gauge trains, is noticed by the station staff,
the Drivers and Guards of such trains should be issued a special
notice through OPT-80, asking them to reduce the speed of the
train. 20 KMPH on sections with sharp curves on down gradients
subject to other local restrictions. Besides, in case during the run
of the train, such foot board travelling/roof riding is noticed by the
Driver and/or Guard of the passenger trains in NG sections, the
Driver may on his own, reduce the speed of his train to a
maximum of 20 KMPH in the section with sharp curves on down
gradients.
In case of roof riding, the driver of the trains should stop
his train short of an overhead infringing structure, and he should
sound a warning whistle and thereafter proceed at a dead slow
speed till whole of the train has cleared the infringing structure.
S.R.G. 22 - Starting a Train - When a train with more
than one engine is ready to start, the leading engine must whistle
first. All being ready, the rear engine will open steam giving
prescribed whistles as a signal to all other engines to open steam
in turn, starting from the rear.
S.R.G. 23 - Admission of Train in Station - When two
trains are approaching a station from opposite directions and
cannot be received without one of them being stopped, the
descending train must be stopped at the first stop signal and the
ascending train given preference provided that the descending
train is not stopped in a tunnel or on a bridge.
S.R.G. 24 - Train stalling on a Grade Steeper than 1 in
50 - When a train has stalled and an attempt is to be made to
CHAP. 1)
PRELIMINARY
181
restart, all engine hand brakes must be applied and all Drivers will
open steam. When ready to start, the Driver with the authority to
proceed, will create vacuum and signal for release of hand brakes
by giving the correct whistle signals. When it is not possible to
start within 15 mts. S.R.G. 25 must be rigidly obeyed.
S.R.G. 25 (i) If for any reason, a train is brought to a
stand for a period longer than 15 minutes, the hand brakes of the
locomotive shall be applied in addition to the application of
vacuum/air brakes etc. If such stoppage happens to be, of train
having vehicles with roller bearings on a section with a grade of 1
in 150 and steeper, and train having vehicles other than roller
bearings on a section with a grade 1 in 100 and steeper, the
following additional precautions shall be taken:
On trains carrying the passengers, the Guard shall apply
hand brakes in the brakevan and sprags or wedges or scotch
blocks as the case may be to the wheels of two vehicles nearer to
the descending steep incline. On goods trains, hand brakes of at
least one third of the wagons in the train or 10 wagons behind the
engine and 5 wagons inside the brakevan, whichever is more,
shall be pinned down, in addition to the application of Guards
hand brake in the brakevan. Special care shall be taken for the
train with special type of wagons such as BOX, BOBS, BOI, BRH,
CRT. etc. which are fitted with roller bearings, while taking the
above precautions.
(ii)
When the train is expected to start, proper
vacuum/air pressure must be recreated/recharged, as the case
may be, and the vacuum brake/air brake must be applied before
the sprags or wedges or scotch blocks removed and/or hand
brakes released. Thereafter the vacuum/air brakes may be
released to start the train.
(iii)
The Driver himself or, on his direction, the
Fireman/Assistant Driver, shall be responsible for application and
release of the hand brakes of wagons behind the engine. The
Guard shall be responsible for similar action in regard to the
wagons inside the brakevan.
CHAP. 1)
PRELIMINARY
182
(iv)
Considering the condition of brake power on train,
the Driver may take additional precautions as mentioned in subrule (b) (i) above, during the stoppage of his train on section flatter
than 1 in 150 or 1 in 100 to avoid run away.
(v)
When two or more engines are employed on the
train, one engine is attached in the rear of the train on an
ascending grade.
S.R.G. 26 - Failure of the Vacuum/Air Brakes between
Stations - If the vacuum/Air brake becomes defective while the
train is running between stations so that it is dangerous to
proceed, the Driver must bring the train to a stand and take it in
portions to the next station, each portion being not more than he
can safely control. The vehicles left behind will be secured, as
laid down in S.R.G. 65 (b) and (c). The Guard will remain with the
portion of the train left behind and protect it.
BALLAST TRAINS
S.R.G. 27 - Brake of Ballast Trains - Each vehicle of a
ballast train, in addition to being provided with the vacuum/air
brake must be provided with an efficient hand brake capable of
being fastened down.
S.R.G. 28 - Application of Brakes when Stopping
Ballast Train on a Grade - On stopping a ballast train on a grade,
the Driver must give long blast of whistle to attract the attention of
the Guard, and thereafter give three sharp blasts for the
application of all hand brakes. The brakes must not be released
until the Driver has signalled for this by giving two sharp blasts.
S.R.G. 29 - Position of Ballast Train Engine when
Standing on a Grade of I in 50 or Steeper - Before entering a
section on which a ballast train is required to stand on a grade of
1 in 50 or steeper, the engine must be attached so that when the
train is standing, the engine is at the down hill end of the train.
S.R.G. 30 - Vehicles not to be Detached from a Ballast
Train where Grades are 1 in 50 or Steeper - Vehicle must not be
detached from ballast trains on a grade of 1 in 50 or Steeper. The
CHAP. 1)
PRELIMINARY
183
engine itself may be detached with the Guards permission after
he had seen that the hand brakes on each vehicle are properly
applied, as ordered in SRG 65.
S.R.G. 31 - Ballast Train not to work at Night - Ballast
train must not work at night except by a special order of the
Assistant Engineer or Divl. Engineer.
S.R.G. 32 - Restrictions and conditions for Pushing
Ballast Trains - Ballast trains are not allowed to be pushed
outside station limits over descending gradients. Such trains may
be pushed provided that :(i)
The portion of the line over which the train will run
is on a continuous ascending grade.
(ii)
The speed of the train must not exceed 15 kms.
per hour on the straight line and 8 kms. per hour on the turn out if
the leading vehicle is a brakevan and 8 kms. per hour, if the
leading vehicle is not a brakevan.
(iii)
The Guard must travel in the leading brakevan or
the leading vehicle and must exhibit hand signals to the Driver.
(iv)
The train crew must keep a good lookout
especially in the direction in which the train is moving and must be
prepared to stop short of any obstruction, and
(v)
When approaching turn-outs, the Guard must
stop the train and satisfy himself that the points are correctly set
and that all non-interlocked facing points are locked and manned.
Note :- This rule will also apply when the engine is placed
somewhere in the middle of the train in an emergency or in
exceptional circumstances.
SAFETY SIDING
S.R.G. 33 - Definition - There are two kinds of safety
siding called Catch and Slip siding.
CHAP. 1)
PRELIMINARY
184
Catch sidings are placed above stations approached by a
descending grade to protect them from run-away vehicles or
trains.
Slip sidings are placed below station on a grade to
prevent vehicles escaping from the station yard.
S.R.G. 34 - Catch Siding - (i) (a) The points of Catch
siding must always be set and locked for the Catch siding except
when a train is to be received or despatched.
(b)
Catch siding points should not be set for the
main line for the reception of an approaching train unless it has
first been brought to a dead stop at the first stop signal and the
driver whistles, except when the following conditions are fulfilled.
(i)
The line on which the train is to be received is
clear and the train is to be received on the main line.
(ii)
The points leading to the catch siding as well as
the points required for a run through train are set for the main line
immediately after granting line clear to the block station in rear.
(iii)
ahead.
(iv)
The gradients in the block section ahead are such
that the train can be brought under control easily.
(v)
Warner signal in the lower quadrant signalling
territory is not taken off and distant signal in multiple aspect
signalling territory is kept at caution position.
(c)
In the case of an outgoing train, the Catch siding
points must not be set for the main line unless permission to
approach has been received from the station in advance.
(d)
The points must be reset and locked for the
Catch siding as soon as the last vehicle of the train has passed
over them.
CHAP. 1)
PRELIMINARY
185
(ii)
Hand Signals will be exhibited at all Catch siding
points. The points shall be fitted with point indicator showing red
when the points are set for catch siding and white when they are
set for the main line (Except when spring points are provided).
S.R.G. 35 - Locking and Unlocking the Points of the
Slip Sidings. - (a) Except for shunting as allowed in SRG 47,
the points of slip sidings must be normally locked for the siding
and must only be unlocked and set for the main line immediately
before taking off the signals for the admission of an ascending
train or, in the case of descending train, after permission to
approach has been received from the station in advance. If the
authority to proceed, for a descending train which is booked to run
through the station, has not been received, the descending train
must be first brought to a dead stand at the first stop signal before
the Home and/or Outer signals are taken off for its reception. In
the case of a descending train, the slip siding points may only be
unlocked and set for the main line, when permission to approach
has been received from the station in advance. The points must
be reset for the slip siding as soon as the last vehicle of a train
has passed over them.
Note
1.
On Kalka-Chandigarh section, trains are not allowed to
run through stations provided with slip sidings. When a train is to
be despatched, the points must not be unlocked until the train is
ready and the driver has whistled for their unlocking.
2.
At certain slip sidings, spring points have been provided.
These are normally unlocked and are set for the siding. An
ascending train trails through them while entering the station.
These points need only be locked for despatch of a descending
train and this should be done only after permission to approach
has been obtained from the block station in advance.
(b)
Point Indicators at Slip Sidings - Point indicators
showing red, when the points are normally set for the siding and
white when set for the main line, shall be provided at all slip siding
points. (Except where spring points are provided).
CHAP. 1)
PRELIMINARY
186
(c)
The duty of locking and unlocking Catch and
Slip siding points may be performed only by the Pointsman in
whose special charge they have been placed under the orders of
the Station Master.
PATROLLING ON GHAT SECTIONS
S.R.G. 36 - Orders for Patrolling - (a) The Divisional
Engineer will decide and issue order regarding the Sections to be
patrolled and the date on which patrolling is to begin and stop.
(b)
During the monsoon period, i.e. from 15th June to
15th October, inclusive, there will be regular patrolling for night
running by special patrolmen to be employed for patrolling line
between Kalka and Simla on Kalka-Simla Railway line, and
between Nurpur Road and Talara and between Gular and
Joginder Nagar on Pathankot Joginder Nagar Railway line. The
Divisional Engineer will draw out the patrol charts.
(c)
As far as other Ghat sections are concerned, the
Divisional Engineers will decide the question whether regular night
patrolling is to be introduced.
(d)
Vulnerable points - All the vulnerable points will
be watched by static patrols, all such points being carefully
selected by the Divisional Engineer.
All vulnerable points
(including vulnerable bridges and locations which are subject to
slips, rock-falls. Water falls etc.) will be provided with sign boards
fixed at a distance of 800 metres on either side of the vulnerable
points. The fixing of these boards will be arranged by Divisional
Engineers immediately before the monsoon and removal
immediately after the monsoon.
(e)
The Railway track and bridges will be patrolled
during monsoons, stormy weather, heavy snowing or in the event
of any other emergency which may interfere with the safe running
of trains. Rains during the winter months also may be a source of
danger to the line and therefore, patrolling should also be
introduced on such sections where necessary during the winter
rains.
CHAP. 1)
PRELIMINARY
187
(f)
Gang Patrol - In the event of a sudden storm and
emergency during day and night, the Mate will on his own
initiative, organise patrolling over the length affected, independent
of any other patrolling being in operation. This patrol will confine
its inspection to known points of danger such as cuttings, culverts
and bridges likely to scour and their approaches, embankments
likely to be affected and those places which are liable to be in
danger on account of likely breach in railway affecting works such
as banks and dams. In the absence of the mate, the keyman will
organise this patrol. Half the gang will go out during the day and
half during the night.
S.R.G. 37. Patrol Charts - Patrol charts referred to in
S.R.G. 36 (b) for each section will be prepared by the Divisional
Engineer after the publication of the time table to come into force
from 1st April taking into consideration the following :(a) (i) As far as possible, each block section will be
treated as a unit of length and will be divided into approximately
equal beats;
(ii)
(iii)
The patrolman will go out on his beat in
accordance with the Chart. Patrol charts will be scrutinised by
APWI and PWI regularly and by AENs and DENs frequently when
on their inspection rounds. A Patrolman shall not be restored to
walk more than 18 KMs.
(b)
In drawing up patrol charts the Divisional
Engineers will arrange for maximum Protection possible for all
trains carrying passengers between the hours of sunset and
sunrise. This protection can be given by organising patrolling as
specified above and ensuring that :(i)
The patrolmen meet at the end of their beats
before a train (or the first train of a group of trains) enters the
section, or
(ii)
The patrolmen have met and are on their way
back when other trains or the group of trains enter the section, or
CHAP. 1)
PRELIMINARY
188
(iii)
The patrolmen are not back at the end of their
beats a long time before the train enters the section.
(c)
The patrol charts will show all trains between 18
hours and 6 hours with their time of entering and clearing the
section so that the charts will show at a glance how the trains
have been covered.
(d)
After drawing out the patrol charts, each chart will
be examined by the Divisional Engineer to see what cover has
been given to each train. If, on any block section, which is known
to be giving trouble, the interval between the patrol and the train is
too long, an intermediate patrol will be introduced to reduce the
interval.
(e)
Copies of patrol charts prepared by Divisional
Engineers for different sections will be distributed to the Assistant
Engineers, Permanent Way Inspectors and Assistant Permanent
Way Inspectors and copy of the relevant portion of the chart will
be issued to each Station Master with instructions :(i)
to record time of arrival and departure of
patrolmen in the patrol book and initial these entries, and
(ii)
to record time of arrival and departure of
patrolmen and their names in the station diary.
(f)
Copies of patrol charts together with a statement
showing places where Drivers, when running to time, may expect
to pass patrolmen, will be sent to the shed foreman by the
Divisional Engineer. Drivers will proceed cautiously if patrolmen
are not found at the expected kilometrages and report the matter
to the Station Master at the next station who will take necessary
action and advise all concerned.
(g)
A copy of the patrol charts for patrolling block
sections, list of stationery watchmen at vulnerable points and
mobile patrols between stations will be sent to the office of the
General Manager (Engineering) in the month of December every
year.
CHAP. 1)
PRELIMINARY
189
(h)
Officers and Supervisors of the Engineering and
Operating Departments, during inspections of stations, should
check station diaries to ensure that SMs record correctly the time
of arrival and departure of patrolmen.
S.R.G. 38 - Patrol Books - (i) Patrol Book in a tin case,
containing a sufficient number of pages, will be supplied to each
patrolman.
(ii)
The books will be serially numbered to
correspond with the number of the patrol on each section. The
first page of the book will contain the name of the patrolman,
kilometrage of the patrol section and its number. The remaining
pages will contain columns for date, station, times of arrival and
departure and signatures of Station Master on duty.
(iii)
Disposal of Patrol Books - Station Masters will
take over the patrol books from the patrolmen after sunrise and
will tear out the carbon copies and send them by the first available
train to the Assistant Engineer for his information and record.
(iv)
Reporting for Duty - Patrolmen will report at the
time shown in the chart for duty to Station Master of the station at
which they are headquartered. If any of the patrolmen fails to
report for duty, the Station Master must immediately send a
message to the nearest Permanent Way Mistry or PWI, so that
arrangements may be made at once for another man. A copy of
this message must be telegraphed to the Asst. Engineer for his
information.
When a patrolman, who is due to arrive at a station does
not turn up at the appointed time or does not turn up at all, the
Station Master on duty will take following action :(a)
section.
(b)
Advise the Station Master at the other end of the
Section to take similar action and also advise the Controller, and
CHAP. 1)
PRELIMINARY
190
(c)
Issue Caution Order on Form OPT-80 to all trains
proceeding into the block section advising the Driver to remain
cautious. Issue of Caution Order will be discontinued when the
patrolman from either end of the patrol section arrives at the
station and reports that all is well. In cases where the patrolman
does not turn up at all, the Station Master concerned should
initiate action to ascertain the reason therefor.
S.R.G. 39 - Duties of Patrolmen - (a) To walk to and
from over the beat in accordance with chart pertaining to his
Patrol Section looking for subsidence, slips, signs of erosion,
trees blown across the track during storms or any other causes
likely to endanger the safety of the line. Bridges and their
approaches will be specially watched. The following are some
instances when damage to the line may be apprehended :(i)
(ii)
(iii)
(iv)
(v)
(b)
(c)
CHAP. 1)
PRELIMINARY
191
(d)
(e)
(f)
(g)
(i)
(ii)
(iii)
(iv)
CHAP. 1)
PRELIMINARY
192
(v)
(vi)
(vii)
1 box of matches.
(viii)
Whistle.
(ix)
(i)
The danger signals will be displayed at once in
both directions.
(ii)
The two patrolmen will then proceed in opposite
direction showing danger signals. On reaching a distance of 600
metres on the Broad Gauge (400 metres on the Metre Gauge and
Narrow Gauge) from the point of danger, each will clip one fog
signal on the rail; they will then proceed to a distance of 1200
metres on the Broad Gauge (800 metres on the Metre Gauge and
Narrow Gauge) from the point of danger, where they will clip 3 fog
signals (2 on one side and one of the other) at a distance of 10
metres apart;
(iii)
Should the nature of the obstruction be such as to
render impossible for either of the patrolmen to get across the
gap, as for instance a wash-away with a deep flood or strong
current, one of the men will show a danger signal (red lamp or flag
as the case may be) and endeavour to stop trains approaching
the gap from his side while the other man will proceed, with all
haste, towards the station on his side of the gap, fixing fog signals
on the way as laid down in item (ii) above, and also informing the
mate of the occurrence, if there is any gang-quarter on the way.
CHAP. 1)
PRELIMINARY
193
(b)
In case where one patrolman is employed - when
damage is detected on the line he will (i)
place a red lamp in prominent position to warn a
train which may approach from one direction, and run in the
opposite direction and clip 1 detonator at 400 metres and 3
detonators at 800 metres from the damaged point;
(ii)
return to the damaged point and protect the other
side with detonators similarly;
(iii)
in the event of it being impossible to get to the
other side of the damaged point (as in a wash-away), place the
red lamp or flag so that it can be seen from as great a distance as
possible by a train approaching from that direction.
(c)
The patrolman will arrange to send information to
the nearest station, or, in case of an impassable obstruction, to
the station in the opposite direction reporting the occurrence to the
Station Master. He will also send information to the Mate,
APWI/PWI.
(d)
(i)
(ii)
(iii)
CHAP. 1)
PRELIMINARY
194
In the case of suspected damage to a portion of the line, a
bridge or its approaches, a thorough inspection will be carried out
testing the track, if necessary, by passing a light engine across,
after which trains will be piloted over the threatened zones. These
inspections, tests with light engine and piloting of trains will be
carried out by engineering official not lower than the rank of an
APWI. In case of doubt the APWI must not allow even a light
engine to pass across and must await the arrival of the PWI, AEN,
or higher railway officials.
S.R.G. 42 - Importance of Checks - Proper supervision
shall be exercised and frequent checks carried out to ensure that
the patrolmen and watchmen are on duty and carry out the tasks
assigned to them in an efficient manner. For this purpose the
following checks are prescribed :(a)
PWI and APWIs will cover their lengths by footplate of engine, trains and by trolley at irregular intervals
frequently both by day and night.
(b)
Assistant Engineers will exercise similar checks
over their entire section.
(c)
The Divisional Engineers will also exercise check
during their inspections and examine as many patrolmen as
possible in their duties.
S.R.G. 43 - Authority to Stop Night Running or Impose
Restriction on Pathankot-Joginder Nagar Section - Should
conditions warrant and the Assistant Engineer concerned be of
the opinion that the safety of trains is likely to be affected by rain
or any other contingency, he will immediately issue telegraphic
orders to Station Masters and all other concerned either
prohibiting night running on Pathankot-Joginder Nagar Section
entirely, or if circumstances allow, permitting trains to run at a
maximum speed of 15 Kms. per hour between Nurpur Road and
Baijnath Paprola and 8 Kms. per hour between Baijnath Paprola
and Joginder Nagar. When, under these orders, night running is
permitted at a restricted speed, every train will be piloted by an
Engineering employee not lower than the rank of a keyman.
CHAP. 1)
PRELIMINARY
195
Note : This rule shall not be taken to imply that the
permanent Way Maintenance Staff on other sections of the
railway are prohibited in any way from stopping traffic or
imposing speed restrictions in emergencies.
S.R.G. 44 - PWIs Certificate - PWIs will submit
certificate by 15th May each year to their Assistant Engineer, copy
to Divisional Engineer that they have made arrangements for
monsoon patrolling, and watching of vulnerable locations and
bridges and that patrolmen and watchmen have been made
conversant with their duties and rules for the protection of the line
and vulnerable locations in their beats. The PWIs will also submit
to their AENs lists of the patrolmen and stationary watchmen with
beats locations and bridges assigned to each. The PWI will issue
to each individual by name, a certificate stating that he has been
examined and is fully conversant with the rules, regulations and
duties and also the location of the beat or static posts of duty
assigned to him. A duplicate copy of this certificate should be kept
on record with the PWI in a Register and this copy of the
certificate will bear the signatures or thumb impression of the
individual concerned. The AENs and DENs on their rounds will
inspect this register and also examine as many as possible of the
patrolmen and watchmen in their duties.
SHUNTING
S.R.G. 45 - Loose Shunting - Loose shunting is
forbidden, except where specially authorised in the Station
Working Rules.
S.R.G. 46 - Hand Shunting - Hand shunting is forbidden,
except where specially authorised in the Station Working Rules.
S.R.G. 47 - Shunting at Stations with Slip Sidings Shunting is forbidden, unless the slip siding points are set and
locked for the slip siding, except when it is absolutely necessary to
shunt on the main line. In this case, the engine must be in front
and the points must be manned the whole time any shunting is
being carried out over them and must be reset for the slip siding
every time the engine has returned over them.
CHAP. 1)
PRELIMINARY
196
S.R.G. 48 Hand shunting at Stations with Slip Siding Hand shunting is forbidden, unless the points are set for the slip
siding.
RAIL MOTORS ON THE KALKA-SIMLA AND PATHANKOTJOGINDER NAGAR SECTIONS.
S.R.G. 49 - Obstruction on Line - If a rail motor meets
an obstruction on the line and it is unlikely that it can proceed
within one hour, the Driver must return to the last Station at a
speed which will enable him to stop short of any obstruction,
sounding his Horn frequently. He must requisition the services of
a railway servant to ride in the rail motor and keep a sharp lookout
in the direction of travel. If no railway servant is available, a
passenger - (if any) should be requested to keep a sharp lookout
from the back.
S.R.G. 50 - Failure of Motor - If the engine of a rail motor
fails, it may be allowed to gravitate to the next station, or the
station in rear, provided that both hand and foot brakes are in
working order. The speed and conditions laid down in S.R.G. 49
must be observed.
S.R.G. 51 - Accident to Rail Motor - If it is impossible or
unsafe to move a rail motor which has met with an accident, the
procedure laid down for the protection of trains with detonators
both in rear and in front, must be carried out by the Driver, who
must also chain the motor to the rail, put the hand brake hard on
and disconnect the ignition. He must then send a memo reporting
the accident to the nearest station or, if there is no railway servant
available to take it, he must go himself.
S.R.G. 52 - Moving after Sending for Assistance - If
the driver finds he can proceed after sending the memo reporting
the accident, he may do so only if he can get two railway servants,
one to go ahead and the other in rear of the rail motor for its
protection. If he is unable to obtain the services of two railway
servants, he must not move the rail motor until either assistance
arrives or he has obtained permission from the Station Master to
whom the accident was reported. Before the Station Master gives
CHAP. 1)
PRELIMINARY
197
this permission, he must advise the Station Master at the other
end of the Block Section under exchange of Private Numbers.
TROLLIES AND LORRIES
S.R.G. 53 - Brakes on Trollies - All siding trollies in use
on grades steeper than 1 in 50 must have two efficient and
independent brakes, which must together brake all four wheels.
On other ghat sections the trolley need have only one brake
capable of braking all the four wheels efficiently. These brakes
must be tested before each journey.
S.R.G. 54 - Brakes on Lorries - All material lorries
working on ghat sections must have an efficient screw brake
operating on all four wheels and also a tail rope, which must
always be manned when running downhill. The brake must be
tested before each journey.
Note :- Dip lorries are not allowed to work on ghat sections.
S.R.G. 55 - The person in charge of a trolley or lorry is
responsible for any accident resulting from a defect in the trolley
or lorry which he might reasonably have been expected to
discover.
S.R.G. 56 - Speed of Lorries - On falling grades the
speed of a lorry must not exceed 8 Kms. an hour.
S.R.G. 57 - Lorry only to run in Blocked Section or on
Line Clear - Before lorry is allowed to enter a Block Section, the
line must be blocked by the engineering official incharge or line
clear must be obtained. Not more than two persons, one
brakeman and one helper must travel on the lorry itself, the other
person would accompany the lorry on foot.
S.R.G. 58. - Working of Motor and Push Trollies. Except on Kalka-Simla and Joginder Nagar-Baijnath Paprola
sections, motor trollies on Ghat Sections may either be run on
Line Clear or trolly permit in accordance with the instructions
laid down in SR 15.25/4. Push trollies shall, however, run under
CHAP. 1)
PRELIMINARY
198
precautions mentioned in S.R. 15.26/5 which must be rigidly
observed. On Kalka-Simla and Joginder Nagar-Baijnath Paprola
sections, motor trollies and push trollies must be run on Line
Clear until and unless they are following a train on descending
grades when they can run on a Trolley permit (specified in SR
15.25/4). The speed of a trolley on Kalka-Simla and PathankotJoginder Nagar section should not exceed 25 Kms. per hour.
S.R.G. 59 - Trolley Permits and Passes on KalkaSimla and Pathankot-Joginder Nagar Sections - Trolley permits
must be specially endorsed as available over Kalka-Simla and
Pathankot-Joginder Nagar sections. A running trolley must be
incharge of a trolley permit holder. It is forbidden to place a trolley
on the line incharge of the Head Trolleyman.
No person, other than an employee of Northern Railway,
is allowed to ride on a trolley, unless he has trolley pass issued by
Divisional Superintendent or an officer authorised by the
Divisional Superintendent and then only provided that trolley
permit holder is Incharge of the trolley.
S.R.G. 60 - Trolley Break Down - (a) In the event of the
break down of a trolley, or its brake gear becoming defective
between stations, the official In charge shall have it removed from
the line at once. If the break down occurs between stations and
the trolley is running on an Authority to Proceed or Trolley
Permit the official Incharge shall at once employ the quickest
means at his disposal to advise the nearest Station Master in
writing that the trolley has been removed from the line, and will
RETURN the Authority to Proceed or the TROLLEY PERMIT at
the same time. The Station Master receiving the advice shall
immediately telegraph to the Station Master at the other end of the
section trolley which left yours (or mine) at ........................ hours
has failed in the Block section and has been removed from the
track, private number ........................
(b)
A copy of this message must be recorded in the
train registers of line clear enquiry and reply books. Following
this, the station towards which the trolley was proceeding or in the
case of Neales Token working, the station which receives the
CHAP. 1)
PRELIMINARY
199
Token, shall give the Train out of Section signal for the trolley in
the usual manner.
(c)
When trolley has been made fit to run, the official
incharge shall notify the nearest Station Master in writing that the
trolley is fit to run to the station to which he wishes to proceed,
and shall give the estimated time that will be taken for the journey,
and will ask for the Authority to Proceed or Trolley Permit. The
Station Master receiving the message will inform Station Master at
the other end of the block section concerned accordingly and will
then give or obtain the permission to proceed to the destination
and send Authority to Proceed or Trolley Permit to the official
Incharge.
S.R.G. 61 - Blocked Section - If a section between two
stations on which trollies may only run on line clear or trolley
permit, is blocked by an accident or by the Way & Works Branch,
a trolley may be run through the block provided the person
Incharge has issued a telegram to the Station Master of the
stations on each side of the block section stating that he is
proceeding through the block and that the block must not be
removed until he arrives at the station ahead. Before entering the
blocked section, he must get an acknowledgement of his telegram
from both stations.
S.R.G. 62 - Inspection between Stations - When it is
necessary to stop for work between stations, the trolley must be
taken off the line and left with Incharge of the trolleyman but if a
trolleyman cannot be spared, the trolley may be left after the
wheels have been securely chained and padlocked. On grades 1
in 40 and steeper, not more than two inspecting officials and four
trolleymen are allowed to travel on a trolley.
SECURING OF VEHICLES
S.R.G. 63 - In Sidings or Dead Ends - (a) The siding or
dead end must be provided with either :(i)
Scotch Block which must be kept locked across
the line when vehicles are standing in the siding, or
CHAP. 1)
PRELIMINARY
200
(ii)
Trap points which must be kept locked in the
open position when vehicles are standing in the siding, and
(iii)
All vehicles must be placed inside the traps or
scotch blocks and coupled together.
(b)
All hand brakes must be put hard on, or if they
cannot be put hard on, the vehicles must be spragged.
(c)
The vehicles nearest the traps or scotch block
must be chained, if there are more than three vehicles, one must
be chained, out of every three.
S.R.G. 64 - On Running Lines During Shunting When there is any risk of vehicles escaping into the block section,
all hand brakes must be put hard on, or, if any cannot be put-hard
on, the vehicle must be spragged.
S.R.G. 65 - In the Block Section - (a) Vehicles must not
be detached from an engine except in an emergency, or as
allowed under the rules for ballast trains.
(b)
In every case where it is decided to detach a
vehicle from an engine, the Driver must obtain a memo. from the
Guard, in accordance with G.R. 4.48 which must bear certificate
to the effect that the train has been properly secured in
accordance with S.R.G. 65 (c).
(c)
The detached vehicles must be secured by
putting all hand brakes hard on. Vehicles, the hand brakes of
which cannot be put Hard on must be spragged; the vehicle at
the down hill-end must be chained. Narrow Gauge disc wheeled
goods stock having central buffer couplers, must be secured by
passing the chain round the axle and the rail.
S.R.G. 66 - Sprags, Scotches, Wedges and Chains Every Guard must carry sufficient number of sprags or scotches
or wedges and chains to be able to comply with these rules.
CHAP. 1)
PRELIMINARY
201
APPENDIX E
TRACTION RULES FOR WORKING OF EMU TRAINS
TSR 1. (i)
In addition to these rules all general and
subsidiary rules which control the movement and operation of
steam, diesel and electric trains, shall also apply to the movement
and operation of EMUs except as otherwise provided in these
rules.
(ii)
Station Master, Inspector and staff working EMUs
must have thorough knowledge of these rules.
TSR 2. Definitions - (i) Motorman - means a duly
certified driver of a single or multiple unit train.
(ii)
Guards emergency Brake valve - means a
valve fitted in the driving compartments of electric suburban train
equipped with compressed air-brakes, by means of which the
Guard can apply the brakes of the train in times of emergencies.
(iii)
Jumpers - means multi-crore flexible cables
connected between all coaches of multiple unit trains by means of
which the control of the electrical equipment is effected from any
driving compartment in use.
(iv) Trailer Coach - Means a passenger carrying coach
equipped for coupling to and operating with motor coach, and not
possessing traction motors, pantographs or driving or high voltage
compartments.
TSR 3 - (i) Only one motorman is necessary for operation
of an EMU train.
CHAP. 1)
PRELIMINARY
202
(ii)
(a)
GR 4.15 (1) - Side lights showing white towards
the front and red towards the rear are not provided on EMUs.
(b) GR 6.03 (3) - On an EMU there is only one
motorman for driving and he must not leave his post except for
attending to defective equipment in his train.
TSR 4. Width of stock. - Owing to the extra width (3.658
metres) of the EMU stock as against (3.048 metres) of
conventional stock, staff are specially cautioned to stand well
clear of passing trains and to warn passengers of the danger of
standing too near the edge of the platform. Motormen and
Guards must not put their heads out of their compartments when
the train is running or when it is standing at a line when another
train is passing on the adjacent track.
TSR 5. Work inside EMU car shed - In case of work to
be done in EMU car shed, the rules as laid down in GR 17.04
should be followed.
TSR 6. Washing and cleaning of stock. - When EMUs
are placed in siding for washing, cleaning etc. the section switch
for that particular siding must be opened by the man incharge of
washing and the key retained by him.
TSR 7.
Accidents - Responsibility of Electrical
Department. - In the event of any accident occurring in which
electric coaching stock is involved or where damage to overhead
structures or equipment takes place, the railway servant who
notices it shall take necessary precautions against danger of
electric shock and shall inform the nearest Station Master, Train
Controller and Traction Power Controller to take immediate action
to cut off power supply, if necessary, and restore the equipment as
early as possible. The line is not to be re-opened for traffic until a
responsible official of the Electrical Department inspects the site
and certifies that the line is safe for the passage of train.
CHAP. 1)
PRELIMINARY
203
TSR 8. Warning Boards. - (i) For the protection of staff
employed on coaches/at car shed/stabling depots/or on platforms,
warning boards must be placed in a conspicuous position on the
ends of the coach or rake by the staff concerned before
proceeding to carry out any work in or under the coaches. This
board should bear a remark not to be moved in white letters on a
red background and on no account it should be removed except
by the man who placed them in position. To protect the staff while
at work and as extra precaution, motormen are prohibited from
entering any driving compartment while the warning boards are
in position.
(ii) Warning boards are on no account to be removed and
power applied until all precautions have been taken to ensure that
all men are clear of danger.
(iii)
Overhead equipment alive. - The whole of the
overhead equipment comprising of contact wire, catenary,
droppers, register arms, steady arm etc. is always to be
considered ALIVE and men working over the electrified area
must take care to see that nothing comes in contact with it. There
is danger of death if men come in contact, directly or indirectly,
with the overhead contact system.
TSR 9 Fire - (a) In the event of fire on an EMU stock, the
motorman shall immediately switch off the circuit breaker and
lower the pantograph. The train shall then be brought to a stop at
once.
(b) After cutting off electric supply to the affected circuits,
the motorman shall take necessary action to put out the fire.
(c) If fire cannot be extinguished by the above means, the
motorman shall advise the Traction Power Controller through the
emergency telephone to arrange for the affected section of the
overhead equipment to be made dead.
(d) In case of EMUs when the fusing or arcing or burning
has stopped, the defective coach will, if necessary, be isolated
from the rest of train. Should the coach affected be the leading
CHAP. 1)
PRELIMINARY
204
motor coach, the driver will operate trains as laid down in GR and
4.21.
(e) The Guard shall give all possible assistance to the
Driver in putting out the fire.
(f) Fire extinguishers of an approved type for use on
electrical fire shall be provided on each motor coach of an EMU
when an EMU rake is turned out of car shed after fortnightly
inspection. The Assistant Electrical Foreman incharge of the
inspection shall inspect the fire extinguishers and ensure that
these are in good working order.
TSR 10. Sand bins are provided in each motor coach of
EMU at switching stations, supply control posts, stations and
signal cabins. The supervisory official incharge must see that the
sand is kept dry and clear of rubbish, and is not used for any other
purpose.
TSR 11. Staff employed in the Electrical area must
immediately inform the sectional controller by telephone as quickly
as possible in the event of (a) accident (b) disabling of train (c)
unusual occurrence on overhead equipment or on overhead
feeders or high tension cables etc. (d) any occurrence affecting
the working of trains.
TSR 12. Messages sent through signal cabinman and
Station Master must be fully recorded by them in the Telegraph
Message Book and a note must be made in the diary.
TSR 13. The Section Controller will immediately take
action on the information received and promptly inform the traction
power controller who will take necessary action with any switching
operations which may be necessary on the overhead equipment
or at sub-station and will immediately inform Divisional Electrical
Engineer (Traction).
TSR 14. Access to the high tension compartment can be
had only by authorised persons in possession of a reversing
handle or special key provided for this purpose. Motormen and
other officials to whom such keys are issued should keep them in
CHAP. 1)
PRELIMINARY
205
their personal custody to prevent unauthorised person tampering
with the equipment.
TSR 15. No spanners or keys except those issued by the
Railway Administration should be used for operating the
equipment in electric trains.
TSR 16. (i) No unauthorised person is allowed to travel in
motormans and Guards Compartment of an EMU train unless he
holds a Motormans or Guards Compartment pass. The number
of authorised persons, other than the Motorman and Guard (if
travelling with Motorman), travelling in Motormans Cab must not
be more than two at any time.
(ii) A Motorman who is off duty is not permitted to enter or
travel in any of the driving compartments or to use his reversing
handle under any circumstances.
TSR 17.
A trainee or apprentice motorman when
authorised by Divisional Electrical Engineer (Traction) may drive
an Electric train under the supervision of a certified motorman and
the latter shall keep a continuous watch over the trainee or
apprentice and shall be responsible for safe working of the train.
TSR 18. A driving inspector is authorised to drive EMUs
provided he had been driving at least 16- Kms. in a calendar
month over the entire EMU territory.
TSR 19. Line chargemen and other maintenance staff
who are required to attend to defective equipment are allowed to
handle the equipment in running train. They shall, however, do
this with the utmost care to ensure that the safety of the train and
the equipment is not endangered in any way.
TSR 20. An electric multiple unit train shall carry (a) one
head light (b) one set of code lights in centre (c) Two red tail lights
in one fitting. The lights will have provision for blinking.
TSR 21. Responsibility for head lights etc. of EMUs The motorman is responsible for carrying the correct Head lights
by night and for ensuring that the tail lights are not exhibited in the
CHAP. 1)
PRELIMINARY
206
front. The Guard is responsible for seeing that the tail lights/tail
boards, as the case may be, are correctly exhibited. In case of
failure of electrical red tail lights, Guard should fix his hand signal
lamp on the bracket provided for this purpose.
TSR 22. Lighting and fan circuit of EMUs - Guards
must regulate the lighting of coaches and switch off the fans when
not required. In the event of a defect in the lighting or in circuits
the Guard will immediately inform the Motorman and the nearest
Station Master will arrange for electrical staff to rectify defects.
TSR 23. (a) Before an EMU train is brought on to a
running line after inspection or maintenance in an EMU shed or
stabling line, the brakes of the train shall be jointly tested by the
Motorman and Guard to ensure that electropneumatic and
automatic brakes are functioning normally and the brake pipe is
continuous throughout the train. The horn or whistle should be
sounded and precautions taken to see that no one is working on
EMU train before brake test is undertaken.
Procedure for Testing the Brakes :To be done by the Motorman
(i)
(i)
Acknowledge
rings.
(ii)
Start
the
air
compressor and when the
main reservoir pressure is
normal (4.55 kg/sq. cm to
7 kg/sq. cm) open the
isolating cock switch to
charge the brake pipe.
(ii)
When
the
brake
pressure is 4.2 Kg./sq. cm
give one ring to driver.
(iii)
Make an electrical
application to a pressure of
2.0
kg/sq.
cm.
(approximately).
(iii)
On
observing
2.0
Kg./sq. cm pressure in the
brake cylinder gauge, give
one ring.
by
five
CHAP. 1)
(iv)
Make a
application
(v)
Move
the
brake
controller handle to the
release
position
to
release the brake.
(v)
(vi)
On observing drop in
brake pipe pressure, move
brake controller handle to
Emergency.
(vi)
On observing pressure
3.5 kg./sq. cm. in the brake
cylinder gauge, move the
emergency valve handle to
OFF.
(vii)
full
E.P.
PRELIMINARY
207
(iv)
On
observing
3.5
Kg./sq. cm pressure in the
brake cylinder gauge, give
one ring.
Open
Emergency
application cock by means
of red brake handle to
destroy brake pipe pressure
to zero and will observe
3.540 kg/sq. cm pressure in
brake cylinder gauge.
(vii)
(viii)
When the brake pipe
pressure is zero, move the
brake controller handle to
the release position and
when the brake pipe
pressure is normal again,
apply the automatic brake
by reducing the brake pipe
Pressure to 3.8 kg/sq. cm.
(approx.).
(viii)
Observe the drop in
brake pipe pressure on the
gauge and then give one
ring.
(ix)
(ix)
Move
controller
the
brake
handle
to
On
observing
that
brake cylinder pressure is
CHAP. 1)
PRELIMINARY
208
zero and brake pipe
pressure normal on gauge,
give one ring.
release position.
(x)
Motorman
will
acknowledge completion of
test by giving five rings.
(x)
Note :- (i)
(ii)
(iii)
CHAP. 1)
PRELIMINARY
209
after two units have been coupled up. The train crew must assist
the station staff in coupling and uncoupling units.
(d) The motorman should check the working of the
deadmans safety device.
TSR 24. It is the duty of the Guard and the Motorman to
change the destination indicators at respective ends of the train.
TSR 25. Stabling an EMU train. - (a) When stabling an
EMU train in car Shed or on a stabling line, the motorman or
Engine Turner who has taken over the rake will carry out the
following essential operations:(i)
(ii)
Trip the
pantographs.
main
circuit
breakers
and
drop
the
(iii)
(iv)
(v)
(vi)
(vii)
CHAP. 1)
PRELIMINARY
210
NOTE :On arrival of a train at terminal station for
stabling, the Guard shall switch off lights and fans. No multiple
unit or coach may enter a shed at a speed exceeding 10 KM per
hour and only after sounding the whistle and coming to a stand
outside the shed.
TSR 26. Speed Control of EMU. - For any position of
the Master Controller chosen by the Motorman, the step by step
notching is controlled automatically. The Motorman should switch
on the Master Controller to the required position depending upon
the speed to be attained.
TSR 27. Oiling and Greasing. - Motorman must not oil
or grease any part of the train or equipment except to attend a
warm or hot bearing and when this has been done he must
specially report the occurrence to TLC.
TSR 28. Motorman must keep a sharp lookout for all
defects or anything unusual in the rolling stock equipment and
promptly report such defects to the TLC or to the line chargemen
and also record in the log book. In the case of serious defects, a
detailed report must be made by the Motorman.
TSR 29. Electric Trains outside Electrified Area. Electric Trains must not be hauled outside the electrified area until
the pantographs have been lowered.
TSR 30. Non-electrified Sidings. - Except in case of
emergency, electric train must not be placed in non-electrified
sidings within the electrified area, but when it is necessary to do
so, care must be taken by Motorman to ensure that all
pantographs are lowered and that there is no obstruction on or
alongside the siding that will be likely to come in contact with the
pantograph or any other part of the train, after which the train
must be shunted into the siding with caution.
TSR 31. (i) Every Motorman and Guard must have with
him while on duty all the equipments prescribed as per Annexure
A.
CHAP. 1)
PRELIMINARY
211
(ii)
The Guard and the Motorman should also ensure
that emergency telephone set is provided both in the front and
rear cab before starting the train.
TSR 32. (i) Automatic and semi-permanent coupler. EMU stock is fitted with Schaku couplers of two types, i.e.
automatic couplers for coupling unit to unit and semi-permanent
couplers for coupling the coaches of each unit. The units are
coupled merely by bringing them together at a slower speed
(between 3 to 5 KMPH). Both the automatic couplers should be in
uncoupled position. While coupling the stationary unit or coaches
it should have its brakes on. While uncoupling the automatic
coupler, uncoupling ropes of both the couplers are pulled
simultaneously and then the coaches are drawn apart. It is,
therefore, not necessary for the staff to go between the coaches
during coupling operation. While coupling in between coaches of
the unit, adjustable cup sleeves of end A type coupler are opened
by the handles provided on the semi-permanent coupler. Both the
semi-permanent couplers are aligned manually and then coupled
together by tightening the cup sleeves. Note that both the semipermanent couplers, i.e. End A and B are aligned properly
before coupling.
(ii) Coupling of Units. - In coupling units together, the
station staff will be responsible for seeing that the jumper
connections are properly made. Care is to be taken not to touch
the contacts or to let them come into contact with the rails, ballast
or metal-work of the coach when inserting jumpers in the
receptacles provided. In all cases, this operation will be carried
out under the supervision of the Motorman who will first ensure
that both the motor generator sets are switched off.
(iii) Stopping places for EMU trains. - EMU trains shall
be stopped at stopping marks as laid down in local orders.
(iv)
Guards to assist Station Staff. - Guard must
assist the station staff in coupling and uncoupling units which may
have to be attached or detached.
CHAP. 1)
PRELIMINARY
212
(v) Guards are responsible for seeing that all lighting and
fan switches and the main lighting switch are off before units are
uncoupled.
(vi) At stations or sidings where it is necessary for the
units to be disconnected, the person performing the work must
before uncoupling, receive the assurance on a register of the
Guard and Motorman that all the lighting and fan switches as well
as the motor generator sets on both halves of the train have been
switched off.
TSR 33. - When two separate units are coupled together
at stations, only one Motorman must be incharge and on no
account, a Motorman who is off duty allowed to use his reversing
handle under any circumstances.
TSR 34.
Formation of EMUs Unless special
instructions are issued to the contrary, the formation of EMUs is
not to be altered EMUs are not to be used to haul ordinary steam
train coaches.
TSR 35. Shunting of Single and multiple unit trains. When shunting is to be performed the rules contained in GR 5.14
must be complied with.
TSR 36. (i) Shunting and Setting Back. - When
performing shunting, the Motorman shall be in the driving
compartment nearest to the front and in the direction of
movement. When driving is being done from other than the
leading coach the man incharge of the movement must be in the
leading coach in such a position that the Motorman can readily
see his signals.
(ii)
Coasting. - Power must be switched off as early
as possible before the application of the brakes in order to reduce
consumption of electric energy.
(iii) Coasting Board to be observed in working trains.
- Motormen will normally observe the Coasting Boards. When
time is to be made up, they may switch off power later than
CHAP. 1)
PRELIMINARY
213
normal. The maximum permissible speed for the various sections
shall not, howsoever, be exceeded in order to make up time.
(iv) Stopping. - Care must be taken when applying the
brakes to stop the train as smoothly as possible and the brakes
must be put on at such a distance as will enable the Motorman to
pull up at the proper stopping point at the station platform.
(v) Brake Application. - Normally, the brakes should
only be applied after the Master Controller handle has been
returned to the OFF position, except in case of emergency.
TSR 37. (i) Dead mans Handle applied to in EMUs. Obstruction on the permanent way - If any obstruction is seen on
the line ahead and the train cannot be brought to a stand still by
ordinary application of brakes, the Motorman should remove his
hand from the master controller handle when the power will be cut
off and the brake applied automatically. This should only be done
when an emergency application of the brake is required. The
brake controller handle should then be moved to the full ON
position and the Master Controller switched off.
(ii) In the event of dead mans handle becoming defective
or inoperative the Motorman must stop his train immediately, call
the Guard and ask him to travel in the driving cub and should
inform the traffic controller who should take the train out of service
immediately if the defect is not rectified.
TSR 38. - (i) When EMU train is driven in accordance
with G.R. 4.21, its speed should not exceed 15 KMPH. At the first
station where facilities are available, the train should be cancelled
and withdrawn from service for repairs.
(ii)
Before giving the starting code signal to the
Motorman, the Guard must satisfy himself that the correct signals
are shown for the train to start and that the section is clear. The
Guard must keep a good lookout and must exhibit a green signal
to the Motorman. The absence of such signal shall indicate
Danger and the Motorman must stop at once. He must keep a
good lookout and be prepared to stop the train when necessary.
He will also be responsible for observing all further signals en
CHAP. 1)
PRELIMINARY
214
route. All caution orders, warning notices, advices and authorities
regarding defective signals, authorities to proceed without line
clear, etc. must be first delivered to the driver who will countersign
these before they are sent to the Guard in the leading
compartment. The Guard will retain such documents while he is
incharge and will be responsible for seeing that the orders are
carried out. At the end of the run these documents must be
handed over to the Motorman and his signature obtained.
TSR 39. - (a) The following code of Bell signals shall be
given by the Guard and acknowledged by the Motorman :Indication
1.
2.
Start train
Start Train when
working under GR 4.21
Code
00
Acknowledged by
00
00-00
00-00
3.
000
000
4.
Stop train.
Starting
the
train
& stopping
the train.
5.
0000
0000
6.
000000
000000
(b)
The following code of Bell signals shall be given
by the Motorman and acknowledged by the Guard.
Indication
Code
Acknowledged by
1.
Guard required by
Driver
000-000
000-000
2.
0000-00
0000-00 followed by
code to
start the train.
CHAP. 1)
PRELIMINARY
215
00000000
0000-0000
3.
Passing
an
automatic signal in on
position as per GR
9.02.
4.
Train
running
through station.
00
00
5.
For
brakes.
00000
00000
0000000
000-0000
6.
testing
the
TSR 40.
Disabled Train - In the event of an electric
train failing, another electric train or a locomotive may be used to
assist the disabled train, only after the motorman or the line
chargeman has certified that it is safe to be moved, and under no
circumstances, an electric train be used to assist a steam train.
TSR 41. - (i) In an emergency when it is necessary to
remove a disabled EMU rake by a steam engine, the ordinary
screw coupling of the engine may be used, care being taken to
reduce the amount of slack on the coupling as much as possible.
In the case of EMU Stock equipped with compressed air-brakes,
the train will be controlled on engine brakes only. The rake should
be pulled, if convenient but, if this is not so, it may be pushed to
the nearest point where the engine can run round, or the rake can
be side - tracked. The speed when hauling a disabled train must
be a cautious speed. Passengers must be detained at the earliest
opportunity when this can be done with safety.
(ii)
The Station Master must send the necessary
written instructions in a form prescribed for the purpose (given
below) for moving the train, to the motorman of the train to be
moved through the stream driver. The motorman must in such a
case, ride on the steam engine while his train is being so moved.
The Guard of the disabled train must ride in his own compartment.
CHAP. 1)
PRELIMINARY
216
FORM TSR/Optg./1
Memo
No
..................................
Time ....................................... Date ...............................
To the Motorman of Disabled Train No ............................................
The
driver
of
the
steam
locomotive
No ............................................
..............................................................................................
is
authorised to move your train. Please allow this after satisfying
your-self that all pantograph collectors have been lowered, and
see that they remain lowered during steam haulage.
TSR 42. Loss of time in locating defects - When a defect
occurs which the Motorman is unable to rectify, he must not waste
time in trying to locate defects after isolation has been effected
except in case where it would be unsafe to proceed. Every effort
is to be made to work the train to the nearest examining point and
to get it out of traffic as soon as possible.
TSR 43. Derailment. - In the event of derailment, the
traction power controller will pass the information to the electrical
foreman, who will treat it as if it is a line fault and shall proceed to
take all necessary precautions to prevent damage to the overhead
line during the re-railing process.
TSR 44. In the case of partial electrical disablement of an
electric multiple unit train, such train must be worked to
destination if possible and stabled there until certified fit for
running by electrical department.
TSR 45. Procedure when automatic brakes cannot be
operated from the leading driving compartment of EMU train. When the automatic brake cannot be operated from leading
driving compartment of an EMU train, the following procedure
should be observed.
(a)
All passengers must be detrained at the first
station with platform.
CHAP. 1)
PRELIMINARY
217
(b)
If the automatic brakes cannot be operated from
any driving compartment of an EMU train but the driving
apparatus in the leading compartment is in working order, the
guard shall accompany the driver on the leading compartment and
shall operate the hand brakes as required. The speed of the train
shall not exceed 8 KPMH.
(c)
If the brake apparatus in the leading compartment
only is defective, the guard shall be responsible for the operation
of the automatic brake from the nearest compartment (from the
front) in which the brake apparatus is in working order. He will
operate in accordance with the Motormans signals. The speed of
the train shall not exceed 8 KMPH.
(d)
If the driving apparatus in leading compartment in
addition to the automatic brake is defective the guard shall travel
in the leading compartment and operate the hand brake as
required.
The Motorman shall drive from the nearest
compartment in which the driving and automatic brake apparatus
is serviceable. The guard shall be responsible for giving such
signals as are required, to the motorman by means of the bell,
horn or whistle and the Motorman shall control the train in
accordance with these signals and the speed shall not exceed 8
KMPH.
(e)
Under the circumstances mentioned in (b), (c)
and (d) above the speed of the train shall not exceed 8 KMPH and
the Motorman shall arrange for the traffic control office and
nearest train examiner to be informed. The traffic control office
shall take immediate steps to have the train withdrawn from
service at the nearest station where siding accommodation is
available.
TSR 46. (a) In case of any emergency when the train is
held up in block section, the motorman/guard should stop the train
nearest to the telephone explaining the emergent situation and
asking for assistance if required and also switch on the blinker
lights.
CHAP. 1)
PRELIMINARY
218
(b)
When the Driver/Motorman of an approaching
train sees the blinking light of the disabled train, he will take action
as per S.R. 6.03/3 (c).
TSR 47.
Working of alarm bell and InterCommunication chain apparatus of an EMU train - When in an
emergency, the inter-communication chain handle is pulled by a
passenger, a red disc shoots out in the corresponding coach and
an electrical contact is made completing the electric circuit of the
alarm bell located in each driving cab and the alarm bell will
continuously ring in all the cabs warning the Motorman to stop the
train immediately. On hearing the alarm bell the Motorman should
apply the emergency brakes and stop the train as per extant rules.
After ascertaining the reason for chain pulling the guard should
reset the disc in the corresponding coach with the help of the pole
provided in the cab.
ANNEXURE A
(1)
The following articles shall comprise the
prescribed equipment of a guard working an EMU train which he
must carry with him at all time while performing duty.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
CHAP. 1)
PRELIMINARY
219
(II)
The following articles shall comprise the personal
equipment of a driver working an EMU train which he must carry
with him at all time while performing duty.
S. No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Description
Handbook and trouble shooting
directory for motorman
Copy of Working Time Table and
schedule
Motormans memo book
Memo book for reporting defects
Reversing handles
Motormans control keys
Brake control key
Carriage key
Modified key for motor coach door
Hand signal flags red and green with
sticks
Two cells torch with red and green
adopters, and Block spare bulbs.
Box of ten detonators
Illuminating signal fusee
Competency certificate for working on
Automatic system.
Rule book for working electric trains on
electrified sections.
Watch
Duster
Quantity
1
1 each
1
1
2
3
1
1
1
2
1
1
1
1
1
1
1
CHAP. 1)
PRELIMINARY
220
APPENDIX F
Rules for working (DMU) Diesel Multiple Unit Trains
DSR-I :
(i)
(ii)
(i)
CHAP. 1)
PRELIMINARY
221
(ii)
(iii)
(iv)
(i)
(a)
(b)
(c)
CHAP. 1)
PRELIMINARY
222
DSR-V :
Work inside DMU Car Shed :- In case of work to be
done in DMU Car Shed, it should be ensured that proper safety
precautions are taken like display of red flag/fixed light, blocking of
the movement on the line by scotch block and locking the same.
DSR-VI :
Fire:
(i)
(ii)
(iii)
CHAP. 1)
PRELIMINARY
223
DSR-IX :
No spanners of key except those issued by the Railway
Administration should be used for operating the equipment in
DMU trains.
DSR-X :
No unauthorised person is allowed to travel in motormans
or Guards compartment of a DMU train unless he holds a
motorman or guards compartment pass.
The number of
authorised persons, other than the motorman and guard (if
travelling with motorman) in motormans cabin must not be more
than 2 at any time.
DSR-XI :
The Diesel multiple unit train shall carry (a) one headlight
(b) one flasher light (c) one set of code lights (d) one red tail light.
DSR-XII :
Responsibility for headlights of DMU :- The motorman
is responsible for carrying out the correct headlights by night and
ensuring that the tail lights are not exhibited in the front. The
guard is responsible for seeing that the tail light/tail board as the
case may be correctly exhibited. In case of failure of electrical red
lights, the guard shall fix his hand signal lamp on the bracket
provided for this purpose.
DSR-XIII :
Lighting and Fans Circuits of DMU :- Guards must
regulate the lighting of coaches and switch off the fans when not
required. In the event of a defect in the lighting, the guard will
immediately inform the motorman and the nearest Station Master
will arrange for electrical staff to rectify the defects.
DSR-XIV :
CHAP. 1)
PRELIMINARY
224
(i)
Before a DMU train is brought on to a running line
after inspection or maintenance in a DMU Shed or
stabling line, the brakes of the train shall be jointly
checked by the motorman and the guard to ensure that
the brakes are functioning normally and the brake pipe is
continuous through out the train, the horn should be
sounded and precautions taken to see that no one is
working on DMU train before the brake test is undertaken.
(ii)
(iii)
(iv)
(v)
CHAP. 1)
PRELIMINARY
225
(i)
Two deadman knobs have been provided in the DMU,
one on the throttle handle and 2nd near the left knee of
the drivers desk. The deadman knob has to be kept
depressed both in the course of driving and during
intermittent halts of the train. In order to give the driver a
possibility of relieving the right palm by releasing the
deadman knob during station stops or during driving, a
knee operated mushroom headed switch has to be
pressed side wards to enable the deadman knob to be
released, without application of emergency brakes.
Before releasing the deadmans knob from the operating
handle it has to be ensured that the knee operated switch
is pressed by the Motorman.
(ii)
(a)
(b)
(c)
(d)
CHAP. 1)
PRELIMINARY
226
(b)
(c)
(a)
(b)
(c)
(d)
(e)
Take out the guards key from the guards lock switch,
switch off the knob.
(f)
(g)
CHAP. 1)
PRELIMINARY
227
(h)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Oil and water levels :- All oil and water levels shall
be checked by the motorman before leaving the Car
Shed. Any deficiency found should be got attended
before leaving the Car Shed.
DSR-XVIII :
(i)
CHAP. 1)
PRELIMINARY
228
(ii)
The guard and the motorman should also ensure that
emergency telephone set is provided both in front and
rear cab before starting the train.
DSR-XIX :
Coupling Unit
(i)
(i)
CHAP. 1)
PRELIMINARY
229
(ii)
Emergency brakes :- If any obstruction is seen on the
line ahead and the train cannot be brought to a stand still
by ordinary application of brakes the motorman should
remove his hand from the master controller handle when
the power will be out off and the brakes applied
automatically.
This should only be done when an
emergency application of brakes is required. The brake
controller handle then to be moved to the full on position
and the master controller switched off.
DSR-XXIII :
Working of DMUs when driver is not operating form the front
cab.
(i) The rules contained in GR 4.21 should also be applicable
for the DMU trains. The speed should not exceed 15
KMPH.
(A)
(1)
(2) (a)
(b)
CHAP. 1)
PRELIMINARY
230
shall be driven from the trailing driving compartment
by the Assistant Driver if he is duly qualified to drive;
and the Driver shall remain in the leading driving
compartment, and shall be responsible for correct
operation of the train.
(ii)
1.
2.
3.
4.
5.
6.
Indication
Starting train
Start
train
when
working under GR 4.21
Push back train
Stop train
Stop
train
when
working under GR 4.21
Guard leaving the cab
Code
00
00-00
000
0
0000
Acknowledged by
00
00-00
starting
the train
000
0 Stopping the train
0000
000000
000000
CHAP. 1)
PRELIMINARY
231
(b)
The following code of bell signals shall be given
by the motorman and acknowledged by the guard :1.
2.
3.
4.
5.
6.
Indication
Passing an automatic
signal in on position as
per GR 9.02
Train running through
station.
Guard required by
driver
Driver has received an
authority to pass a signal
at danger.
For testing the brakes
Protect train in rear
Code
00000000
Acknowledged by
0000-0000
00
00
000000
000000
000-000
00000
0000000
0000-00
followed
by code to start the
train.
00000
000-0000
CHAP. 1)
PRELIMINARY
232
and stop the train as per extant rules. After ascertaining the
reason for alarm chain pulling, the guard should re-set the disc in
the corresponding coach with the help of the pole provided in the
cab.
The following articles shall comprise the prescribed
equipment of guard working on DMU train which he must carry
with him at all time while performing duty :
1.
2.
3.
4.
5.
6.
One fusee.
7.
One whistle.
8.
9.
One watch.
10.
11.
12.
13.
1.
CHAP. 1)
PRELIMINARY
233
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
1
1
2 each
1
1
1
1
1
1
1
APPENDIX G
Rules for working push pull trains.
PPR-I
i)
ii)
CHAP. 1)
PRELIMINARY
234
i)
PPR-III
Definitions :
i)
ii)
iii)
iv)
(b)
SR-6.03(3) (a)
(iv)
[On a push pull train only
one Motorman is provided for driving and he must not
leave his post except for attending to defective equipment
in his train and for protection. On a Double or Multiple
CHAP. 1)
PRELIMINARY
235
line section if adjacent line is obstructed or fouled
Motorman himself will protect in front as per GR. 6.03.]
PPR-V
Work inside push pull Car Shed :In case of work to be done in push pull trains Car Shed, it
should be ensured that proper safety precautions are taken like
display of red flag/fixed light, blocking of the movement on the line
by scotch block and locking the same.
PPR-VI
Fire :
i)
ii)
iii)
CHAP. 1)
PRELIMINARY
236
he holds a Motorman or Guards compartment pass. The number
of authorised persons, other than the Motorman and Guard (if
travelling with Motorman) travelling in Motormans cabin must not
be more than 2 at any time.
PPR-IX
The Push Pull train shall carry (a) one headlight (b) one
flasher light (c) one red tail light (d) two marker lights (e) one code
light.
PPR-X
Responsibility for headlights of push pull trains :
The Motorman is responsible for carrying out the correct
headlights by night and for ensuring that the tail light are not
exhibited in the front. The Guard is responsible for seeing that the
tail light/tail board as the case may be are correctly exhibited. In
case of failure of electrical red lights, the Guard shall fix his hand
signal lamp on the bracket provided for this purpose.
PPR-XI
Lighting and Fans Circuits of Push Pull Trains :Guards must regulate the lighting of coaches and switch
off the fans when not required. In the event of a defect in the
lighting, the Guard will inform the Motorman and the next Station
Master who will inform control to arrange for electrical staff to
rectify the defects.
PPR-XII
i)
CHAP. 1)
PRELIMINARY
237
precautions taken to see that no one is working on push
pull train before the brake test is undertaken.
ii)
iii)
iv)
v)
i)
CHAP. 1)
ii)
PRELIMINARY
238
VCD shall operate bringing the engine to idle and
apply train brakes by venting of brake pipe pressure to
atmosphere in case the Motorman does not perform any
of the following functions for 60 seconds.
a)
b)
c)
d)
i)
ii)
CHAP. 1)
PRELIMINARY
239
jumpers in the receptacles provided. In all cases, this
operation will be carried out under the supervision of the
Motorman who will ensure that all the motor, generator
sets are switched off. Guards are responsible for seeing
that all lights and fans switches and the main light
switches are off before units are coupled or uncoupled.
PPR-XVI
Formation of push pull trains.
Unless special instructions are issued to the contrary, the
formation of PP trains is not to be altered. PP trains are not to be
used to haul ordinary train coaches.
PPR-XVII
Shunting of PP Trains.
When shunting is to be performed, the rules contained in
GR 5.14 must be complied with PPR-XVIII
Working of push pull trains when driver is not operating
from the front cab.
i)
CHAP. 1)
PRELIMINARY
240
the Guard shall also sound the horn or whistle as
necessary and apply the brake in case of emergency
and shall be responsible for stopping the train
correctly at signals, stations and obstructions.
Starting train
Starting
train
when working under
GR 4.21
3.
Push back train
4.
Stop train
5.
Stop train when
working under GR
4.21
Code
Acknowledged
Motorman
00
00-00
000
0
0000
000
0 (Stopping the train)
0000
by
CHAP. 1)
PRELIMINARY
241
00-0000
00-0000
6.
(b)
1.
2.
3.
4.
5.
6.
Indication
Code
Acknowledged
Guard
by
Passing
an
automatic signal in
ON position as per
GR 9.02.
Train
running
through station.
Guard
required
by driver
Driver
has
received an authority
to pass a signal at
danger.
For testing the
brakes.
Protect train in
rear
00000000
0000-0000
00
00
000-000
000-000
0000-00
0000-00 followed by
code to start the train.
00000
00000
000-0000
000-0000
CHAP. 1)
PRELIMINARY
242
communication chain handle is pulled by a passenger a red disc
rotates in the corresponidng coach and an Electrical contact is
made completing the electric circuit of the alarm bell located in
each driving cab. The bell will continuously ring in both the cabs
warning Motorman to stop the train immediately. On hearing the
alarm bell, the Motorman should apply the emergency brakes and
stop the train as per extant rules. After ascertaining the reason of
alarm chain pulling the Guard should reset the disc in the
corresponding coach.
The following articles shall comprise the prescribed
equipment of a Guard working on push pull train which he must
carry with him at all times while performing duty :
1.
2.
3.
4.
5.
6.
One fusee.
7.
8.
One Whistle.
9.
10.
11.
One watch.
12.
13.
14.
CHAP. 1)
PRELIMINARY
243
15.
Competency Certificate of working in Automatic Block
System.
The following articles shall comprise personal equipment
of Driver Working on PP train which he must carry with him at all
times while performing duty :1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
1
1
1
2 each
1
1
1
1
1
1
1
1
G.R. No.
CHAP. 1)
PRELIMINARY
244
Conditions under which Line Clear may be given for
Class C stations, Double and Single Lines, on the...................8.04
THE ABSOLUTE BLOCK SYSTEM
Essential of the................................................................. .8.01
Obstructing the Block section at Class A
stations, Single Line, on the...............................8.08, 8.15
Obstruction in the face of approaching trains
at Class B stations, Single Line, on the.......................8.09
Obstruction outside Home signal (or between
Home and Starter) at Class A stations, Double
Line, on the - when Block section is clear......8.06(2),12.16
Obstruction outside Home signal at Class B
Stations Double Line on the when Block section
is clear...........................................................8.06(2),12.16
Obstruction outside Last Stop signal at Class A
Stations, Double Line, on the when Block
section is clear........................................................8.06(3)
Obstruction outside Last Stop signal at Class B
stations, Double Line, on the when Block
section is clear...............................................8.15, 8.06(3)
Obstruction outside Station Section of Class B
stations Single Line, on the................................. 8.11
Obstruction outside the Outer signal at Class B
stations, Single Line, on the................................ 8.13
Obstruction when Block section at Class A stations,
A - (Contd.)
Double Line, on the - is occupied by train travelling
away from the station..............................................8.06(3)
Obstruction when Block section at Class B stations,
Double Line, on the - is occupied by train travelling
away from the station............................................8.06(3)
Obstruction when train is approaching Class A stations,
Double Line, on the...................................8.05(1), 8.06(2)
Obstruction when train is approaching Class A stations,
Single Line, on the.................................................8.07
Obstruction when train is approaching Class B stations,
CHAP. 1)
PRELIMINARY
245
Double Line, on the...................................8.05(2), 8.06(3)
Obstruction within station section of Class B stations
Single Line, on the.................................................8.10(1)
Thick or foggy weather at Class A and A B stations,
Double Line or Single Line...................................5.18
Access to Electrical Equipment................................................5.08
Accident(s) :Duty for securing safety........................................2.11
Fire.............................................................................6.10
Light engine stopped on line...................................6.03(4)
Obstruction or..............................................................6.01
Portion of train left on line........................................6.09(1)
Procedure in case of - on the One Train Only
system......................................................................13.04
Sending advice of - or breakdown.............................6.05
Train parting............................................................................6.08
Working in case of - or failure of Electric communications..6.02
Acknowledgement of signals at stations on Double
Line and Single Line at which Electric Block
Instruments are provided...........................................14.06
Acquaintance with Rules...........................................................2.03
Act. Definition of -....................................................................02(1)
Additional fixed signals :- At Class B Stations...............................................3.29(b)
- At stations generally.................................................3.30,
9.05
A - (Contd.)
Additional Rules :Applying to Railway Servants generally............................2.01
Applying to Station Masters.....................................5.01, 5.05
Adequate Distance :Definition of -...........................1.02(2), 9.01(2), 3.40(3)(b)
- for giving Line Clear on the Absolute Block
system.........................................................................8.01
- for taking Off Home Signal.............................. .3.40
CHAP. 1)
PRELIMINARY
246
For
taking
Off
Outer
Signal................................................................................3.41(1)
Advanced Starter
Defective -................................3.70(1)(2)
Duties of Driver when departure signals are at
On or defective.....................................................3.81
-not to be taken Off for Shunting purposes..............3.46
- where more than one Starter is provided......3.10(1)(2)(3)
Advice of Accidents or breakdown, Sending of.........................6.05
Alteration to track, on Electrified section of Railways..............17.06
Applicability of General Rules to Electric trains.........................17.1
Applicability of General Rules referring to the
working of signals and trains to the Automatic
Block System. .....17.02
Application
- for new copy of rules.............................................2.02(d)
- of Guards Hand brake.....................................4.47(1)(2)
- of the One Train engine only system......................13.01
Approaching train(s) Kinds of stop signals for..............................................3.09
Obstruction to.............................................................8.05,
8.07
Approved Special instructions, Definition of........................1.02(4)
Arms Distinguishing signals for signal..................................3.17
Painting of signal....................................................3.04(3)
Position of signal.....................................................3.04(2)
A - (Contd)
Assistance
- from Guards hand brake..........................................4.46
- in carrying out rules and reporting breaches
thereof..........................................................................2.04
Moving train after sending for......................................6.05
- to passengers.......................................................2.10(d)
Assistant Driver, Special definition of...................10.2(19)
Attaching vehicles outside rear brakevan...4.23, 4.24,
4.25
CHAP. 1)
PRELIMINARY
247
Attachment of lorries or trollies to train prohibited.....15.23
CHAP. 1)
PRELIMINARY
248
3.16, 3.12(2)
CHAP. 1)
PRELIMINARY
249
Double Line Single Line Block Instruments...............14.05
Blasting....................................................................................15.1
Block back. Definition of.....................................................1.02(8)
Block forward. Definition of.................................................1.02(9)
Block Instruments Certificate of Competency Double Line and
Single Line......................................14.04(1)(2)
Failure of - Double Line and Single Line.........14.13, 14.14
Procedure for Block stations on Double and
Single Line
at which
Electrical - are not
provided.......14.15
Use of Electric - at stations on Double and
Single Line where provided........................14.01, 14.13(1), 14.14
BlockSectionDefinitionof....................................................1.02(10)
Obstruction when - at Class A and B stations.
Double Line, on the Absolute Block System when
section is occupied by train travelling away
from the station.................................................8.06(3)
Block Station(s) at which Electric Block Instruments are not
provided, Double and Single Line..................14.15, 14.21
Authority to proceed from a.......................................14.08
Meaning of..............................................1.02(31), 1.03(2)
Block System
Absolute............................................................. .8.01
B - (Contd)
Automatic..............................................................9.01
Blocking back and Blocking forward
at Class A and B stations Double Line...............8.06
at Class A station, Single Line........................8.08, 8.15
at Class B station, Single Line.............................8.13
Books. Keeping of - and returns and obedience
to orders................................................................5.03
Bracket Posts, when to be used.................................3.19 to 3.21
Brake(s) Application of Guards hand...................................4.47
CHAP. 1)
PRELIMINARY
250
Assistance from Guards hand...............................4.46
Efficient.....................................................................15.21
- in the Guards brakevan to be applied before
detaching
engine.................................................................4.54
Brakesman..........................................................................1.02(28)
Brakevans, Guards and.................................4.25(2), 4.23, 4.24
C
Cabins, signal............................................................................5.04
Calling on signals.............................................................3.13, 3.45
Cancellation of Line clear at Block stations
on Single Line at which Electric Block Instruments
are not provided.................................................14.22
Carriages and Wagon doors, Closing and fastening of.............4.34
Catch, Traps and Slip sidings...................................................3.50
Caution Order, Double Line and Single Line.............................4.09
Certificate of Competency for Double Line and Single Line stations at
which Electric Block Instruments are provided..........14.04
Channel for flange of Wheels...........................................16.05
Charge of gate. Transfer of - by Gateman............................16.10
Charge of Lorry or Trolley. Qualified person
to be in - when on the line........................................15.22
Cinders water on fire. Throwing out........................................4.52
C - (Contd)
Class A stations Conditions under which Line clear may be given
at Double Line and Single Line on the Absolute
Block
System.......................................................................8.02
Meaning of......................................................1.03(2)
Obstructing the Block section at - Single Line,
on the Absolute Block system...............................8.08
Obstruction on Double Line in the block section
on the Absolute Block system................................8.06
Obstruction when train is approaching -
CHAP. 1)
PRELIMINARY
251
Double
Line
on
the
Absolute
Block
system.8.05(1),8.06(1)
Thick or foggy weather at - Double and
Single Line on the Absolute Block system............5.18
Class B stations Conditions under which Line Clear may be given
at - Double Line or Single Line on the Absolute
Block
system.......................................................................8.03
Meaning of.........................................................1.03(2)
Obstruction in the face of an approaching train
on Single Line on the Absolute Block system.........8.09
Obstruction outside Last Stop signal at
Double Line, on the Absolute Block system
when Block section is clear............................8.15, 8.06(3)
Obstruction outside station section of Single Line, on the Absolute Block system............8.11
Obstruction outside the First Stop at Single Line, on the Absolute Block system...........8.13
Obstruction when train is approaching Double Line, on the Absolute Block system..8.05(2),
8.06(1)(2)
Obstruction within Station Section of Single Line, on the Absolute Block system.......5.16, 8.10
Class C stationsMeaning of..............................................1.03(3), 1.02(31)
C - (Contd)
Class D stationsMeaning of.......................................................1.03(3)
Signals at..............................................................3.31
Classification of Station...........................................................1.03
Co-acting Signals......................................................................3.15
Colliery Pilots -
CHAP. 1)
PRELIMINARY
252
Tail and side lights on............................................4.15
Tail-board or Tail-lamps on......................................4.6
Combinations of arms or lights, Significance
of various...3.06, 3.07, 3.08
3.13, 3.14
3.16, 3.17
Communications Failure of Electric........................................................6.02
Meaning of ............................................................4.18
Completion of messages at Block stations on
Double Line and Single Line at which Electric
Block Instruments are not provided...................14.20
Conduct generally....................................................................2.10
Connections, Definition of...................................................1.02(15)
Consent required before interfering with
points and signal...............................................3.51(3)
Control of shunting................................................................5.13(3)
Copies of rules Application for new......................................................2.02
Supply of copies of translation of..............................2.01
Couplings................................................................................4.26
Single and Multiple Unit trains.....................................4.33
Cranes. Travelling.................................................................4.27(1)
Crossing or entering on running line. Permission and
signals before.........................................................3.82
Crossings. Putting in or removing........................................15.16
Curves. Precautions on-or during fog on the
Automatic Block system..........................................9.02(3)
D
Damaged or defective points. Report regarding.....................77(1)
Danger Duties of Gangmate when apprehending..........15.17
Signals, Showing of.............................................15.09
Work involving - to trains traffic.........................15.06
Damaged or defective vehicles..........................................4.29
Day. Definition of...............................................................1.02(17)
CHAP. 1)
PRELIMINARY
253
Defective
Duties of Driver when approach Signals are at
ON or...................................................................3.80
-Warner/Distant..............in off position.................3.71
-Warner not to be used when Stop signal is...............3.72
Defects Intimation to station when remedied.....................3.76
Report of by Gateman.........................................16.06
Definition(s)
- of detonating signals...........................................3.59
- of Facing and Trailing points..............................1.02(21)
Special applying to the working of Electric
trains on Electrified Sections of Railways.................17.02
Delivery of Authority to proceed to Driver.............14.11(14), 14.24
Delivery or Authority to Proceed when there are
two Drivers at stations on Single Line at which
Electric Token or Block Instruments are provided.14.11(5)
Departing trains. Kinds of stop signals for................................3.10
Description
General - of the Automatic Block system.................................9.01
- of Banner Flag....................................................3.57
- of Fixed signals...................................................3.05
- of Stop signals and their indications....................3.08
- of Warners and Distant Signals and their
indications............................................................3.07
Detaching engines....................................................................4.48
Detonating signals description of..............................................3.59
D - (Contd)
Detonators Duties of Driver when engine explodes..................3.78(2)
Placing of - in case of obstruction.............................3.62
Placing of - in thick or foggy weather........................3.61
Placing of - on a Mixed Gauge...........................3.60(2)
Protection of train by..............................................6.03
Replacement of - on the line.............................3.63
Securing of - on the line...................................3.60(1)
CHAP. 1)
PRELIMINARY
254
Stock of...............................................................3.64(1)
- use of, to protect lorries..........................................15.27
Direction of running...................................................................4.06
Disabled train, Procedure relating to.........................................6.05
Discipline of staff working trains.......................................4.04, 4.39
Duties of Driver as regards engine lamps and...............4.14, 4.32
Disc signals................................................................1.02(46), 3.14
Distant signal.............................................................................3.07
Distance Adequate or Overlap on the Automatic Block
system....................................................................9.01(2)
Definition of Adequate........................................1.02(2)
...........................................................................9.01(2)
Distinction.
Between
signals...................................................................................3.21(b)
- of messages - a Block station on Double and
Single Line at which Electric Block Instruments
are not provided...................................................14.18
Distinguishing marks on Train-staff tickets and boxes............12.13
Distinguishing signs for signal arms..........................................3.17
Divided. When a train has to be - between stations.................6.09
Documents
Distribution or exhibition of other...............................................5.02
Supply of to Inspector of Way or Works.......................4.07
Double Line. Authority to proceed..........................................14.08
D - (Contd)
Use of Electrical Instruments on.............................14.01
Dress or Badge of Pilot Guard................................................11.03
Driver(s) Attendance of.......................................................4.04
Attracting attention of................................................................4.45
Duties of..............................................................................1.02(19)
- as regards Engine Lamps and discs..................4.32(c)
- as to Signals when two or more engines are
CHAP. 1)
PRELIMINARY
255
attached to train.....................................................3.84
- before taking train on to running Line, on
Electrified Sections of Railways...........................4.32
- entering or crossing any running line...................3.82
- regarding signals..................................................3.78
- engine crew on line and when engine
explodes detonator....................................................3.78
- when approach Signal is On of defective............3.80
- when the Automatic Stop signal on the
Automatic Block system is On.............................9.02
- when the Proceed or Proceed with Caution
signal is shown.......................................................3.55
CHAP. 1)
PRELIMINARY
256
CHAP. 1)
PRELIMINARY
257
Certificate of Competency for stations on
Double Line and Single Line at which -are
provided..................................................................14.04
Completion of messages at Block stations on
Double Line and Single Line at which are
not provided........................................................14.20
Distinction of messages at Block stations on
Double Line and Single Line at which-are
not provided........................................................14.18
Driver to have Authority to Proceed for stations
on Single Line at which-are not provided................14.23
Failure of Block Instruments at stations on
Double Line at which-are provided.................14.13, 14.14
Forms for messages and Authorities to proceed
for Block stations on Double Line and Single
Line at which-are not provided.................... 14.17, 5.07
Line clear Tickets for stations on Single Line
at which-are not provided...................................14.25
Preservation of message and Authorities to
Proceed at Block station on Double Line and
Single Line at which-are not provided...................14.21
Signalling of trains at stations on Double Line
and Single Line at which-are provided...................14.01
Train Signal Register Book for stations on
Double Line and Single Line at which-are
provided....................................................14.07(1)(2)
Transmission of signals at Block stations on
Double Line and Single Line at which-are not
E - (Contd)
provided...............................................................14.15
Writing and signing of messages and Authorities
to Proceed for Block stations on Double and
Single Line at which - are not provided....................14.19
CHAP. 1)
PRELIMINARY
258
Acknowledgement of signals at stations on
Single Line and Double Line at which - are
provided.....................................................................14.06
Authority to Proceed when to be delivered
to Driver at stations on Single Line at which are provided..........................................................14.11(2)
Authority to Proceed when to be delivered to
Driver stopping at stations on Single Line at
which - are provided...............................................3.70(3)
Authority to Proceed when to be delivered to
Driver stopping at stations on Single Line at
which - are provided............................................14.11(4)
Caution Order for stations on Single and
Double Line - are provided........................................4.09
Delivery of Authority to Proceed when there
are two Drivers at stations on Single Line at
which - are provided........................................14.11(5)
Failure of Block Instruments at stations or
Axle counters or track circuits at which are provided..............................................................14.13
Responsibility of Station Master as to Authority
to Proceed at stations on Single Line and
Double Line at which - are provided........................14.11
Electric trains, Working of - on Electrified
Sections of Railways.............................17.01 to 17.09
Special responsibility of Station Master
as to Token and Token Instruments at Stations
E - (Contd)
on Single Line at which are provided......................14.12
CHAP. 1)
PRELIMINARY
259
Coupling Single and Multiple Unit trains on................4.33
Driving train from any compartment other than
the leading compartment on the Suburban
Multiple Unit system of.........................................4.21(2)
Fire on or adjacent to electrical
equipment on.......................................................6.10(2)(3)
Height Gauges a level crossings on the....................16.11
No unauthorised person allowed in driving
compartment on the Single or Multiple Unit
trains or electric engines on the..............................4.22
Train lights on the Suburban Multiple Unit
system of-................................................................4.14
Engine(s)
Detaching-..................................................................4.57
Driver to leave - when on duty....................................4.91
Duties of Driver as regards - Lamps and
Discs before starting................................................4.32
Duties of Drivers as to signals when two
or more - are attached to train..................................3.84
Light - stopped on line...........................................6.03(4)
Manning of - in motion..............................................4.20
One Train only system................................13.02, 13.04
Permission of Guard to detach - from train.................4.48
Precautions before detaching..................................4.57
Private.......................................................................4.66
Procedure when - is disabled. Train-staff
E - (Contd)
and Ticket system...................................................12.10
Pushing.....................................................................4.12
Riding on - or tender..........................................4.22(1)
Running tender foremost...................................4.13(1)(2)
Train-staff to be kept on-....................................12.07
Whistle, Sounding the...........................................4.50(1)
Entering or crossing running line. Permission
and Signals before...............................................3.12
EquipmentGuards and Drivers...................................................4.19
Minimum - of fixed signals - two aspect
CHAP. 1)
PRELIMINARY
260
signalling stations......................................................3.29
Minimum - of signals at station provided with
manually Operated Multiple Aspect Signals................3.27
- of gang. .............................................................15.12
- of stations for hand signalling...............................3.58(4)
Overhead - special definition of, or, electrified
Sections or Railways...........................................1.02(44)
Escaping vehicles from station...............................6.11
CHAP. 1)
PRELIMINARY
261
- of Electric communications.......................6.03, 6.04(1)
- of Electric Head lights.....................................4.14(4)
Procedure during - on the Automatic Block
System....................................................................9.12
- to show or imperfect showing of Fixed
signals...............................................3.74, 3.78 & 3.85
Trains stopped by..................................................6.03
Fare lists, exhibition of..........................................5.02
Fermented or spirituous liquor on duty.....................2.09
Fire..............................................................................6.10
Feeding post.........................................................17.02(2)
Throwing out water or cinders.................................4.52
CHAP. 1)
PRELIMINARY
262
3.71, 3.74
3.75, 3.76
5.09
Provision of...............................................3.25, 3.26, 3.27
3.29, 3.32, 3.38
3.34, 3.35
Flag(s)
Description of Banner................................................3.57
Red - or light to be shown....................................15.19
Signals for shunting without................................................3.56
Flange of wheels. Channel for.........................................16.05
Foggy WeatherPlacing of detonators in thick or........................3.61, 3.62, 3.64
Precautions during - Automatic Block system....................9.10
Thick or at Class A and B stations.
Double Line and or Single Line on the Absolute
Block system...............................................................5.18
Form(s)
- for messages and Authority to Proceed for Block
stations on Single Line and Double Line at which
Electric Block Instruments are not provided.....5.07, 14.17
- of Automatic Repeater signal on the Automatic
Block system...............................................................3.16
F - (Contd)
- of Automatic Stop signal on the Automatic
block system........................................................3.12(1)
- of Train-staff Ticket...............................................12.14
Fouling mark(s)Definition of.......................................................1.02(23)
Driver to see that train-stopped clear of.....................4.58
Function of Automatic Repeater signal on the
CHAP. 1)
PRELIMINARY
263
Automatic block system.....................................3.16(1)
G
CHAP. 1)
PRELIMINARY
264
General Provisions for the use of Electrical
Instruments on Double and Single Line......14.01 to 14.21
CHAP. 1)
PRELIMINARY
265
- to see that train is stopped clear of
Fouling marks...........................................................4.56
H
Hand brake
Application of-before detaching engine.......................4.45
Hand Shunting.............................................................5.19
- at station on steep gradient......................................5.20
Hand signalling. Equipment of station for............3.58(4)
Hand signals............................................................3.52 to
3.56
- how made.................................................................3.52
Knowledge and possession of...................................3.58
Proceed -how given.....................................................3.53
Proceed with Caution-when used and how
given...........................................................................3.55
Stop-how given......................................................3.53
Supply and care of-by Gateman......................16.02(b)
Headlights...................................................4.13(b), 4.14
High voltageequipment alterations to track..............................17.06
notice signals by...................................................8.40
Defective...................................................................8.69
Defined..................................................................3.09(3)
Duties of Drivers when-are on or defective................3.80
not to be used for shunting...................................... ..3.46
H - (Contd)
Train waiting at Outer or-first stop signal...................4.44
Hose or water crane...............................................4.53
Hours of attendance for duty....................................2.07
I
Imperfect showing or non-showing of fixed
signals...................................................3.74, 3.78, 3.85
Implements inspection of gauges, signals,
tools and..................................................................15.13
Indian Railway Act to be available at
CHAP. 1)
PRELIMINARY
266
station......................................................................5.02
Inspection
Daily - of station..............................................5.01 to 5.03
Commissioning of fixed signals................................3.26
of Electrical Equipment on Electrified
Sections of Railways.............................................17.03
-Inspection of gauges signals, tools and
Implements...............................................................15.13
of
Permanent-way
or
works............................................15.04
InspectorDefinition
of
Works.........................................1.02(29)
Way
InstructionsDefinition
of
Special........................................1.02(4)
Definition
Special......................................................1.02(50)
approved
of
avoided
K
in
or
and
Block-are
starting
or
CHAP. 1)
PRELIMINARY
267
station
on
CHAP. 1)
PRELIMINARY
268
Light (s)Back....................................................................................3.24
Head-...................................................................................4.14
Red - to be shown....................................................15.19,
6.03
Train...........................................................................4.14,
4.17
Train - on Electrified Sections of Railways.............4.14,
4.16(c)
Limit (s)Definition
station.......................................................1.02(52)
L - (Contd)
of
of
speed
generally.............................................................4.08
- of speed over facing points......................................4.10,
4.11
LineDefinition
of
main..........................................................1.02(38)
Definition
of
running-.....................................................1.02(47)
Duty
of
Driver
unacquainted
with....................................3.78(4)
Maintenance
of-.................................................................15.02
Obstruction
of-.....................................................................5.19
Proper
running-...................................................................4.05
Line Clear
Definition
of..................................................................1.02(37),
14.08
CHAP. 1)
PRELIMINARY
269
Station
Master
obtain.....................5.01(4)
only
to
give
and
responsibility
responsibilities
Loading................................................................................4.28
Loose
shunting....................................................................5.21
Lorry (ies)
Attachment of - or trollies to train
prohibited...........................................................................15.23
Distinction
between
and
trollies.........................................15.18
out
of
use........................................................................15.28
Protection
of
on
the
line..................................................15.27
Qualified person to be in charge of - or
trollies
when
on
the
line.....................................................15.22
Red
flag
or
light
to
be
shown
on........................................15.19
Time
of
running
of.............................................................15.24
Working
of
and
trollies
and
Motor
trollies........................15.18
M
Main
line.
of..................................................1.02(38)
Maintenance
line...........................................................15.02
Manning
of
engine
motion...............................................4.20
Definition
of
in
CHAP. 1)
PRELIMINARY
270
M - (Contd)
Manual signals...........................................................3.12,
9.14
Normal
aspect
of
Manual
signals........................................3.37
Marker light.................................................................3.17,
3.12
MaterialMaterial Train working of.........................................4.62 to
4.64
Keeping
of.........................................................................15.03
Maximum
Moving
Dimensions............................................4.28
Means
of
communication....................................................4.18
Means
of
giving
or
obtaining
line
clear..............................14.01
Miniature
signals.
use
of.....................................................3.14
Mixed
gauge.
Placing
of
detonators
on
a ......................3.60(2)
Mixed
train.
Definition
of..............................................1.02(40)
MotorTrollies..............................................................................15.25
Motor trolley(ies)Attachment
of
to
trains
prohibited...................................15.23
Red
flag
or
light
to
be
shown
on........................................15.19
Time
of
running
of.............................................................15.24
Working of..............................................................15.18,
15.27
CHAP. 1)
PRELIMINARY
271
Movement of train. Points affecting...........................3.38,
3.39
Moving of train carrying passengers after
it
has
been
stopped
at
station.............................................4.59
Multiple
unit
trains.
Coupling
Single
and............................4.33
Multiple Aspect Signals..........................................3.08(3)
(b)(c)
N
New copies of rules. Application for..........................2.02,
2.02
Night.
Definition
of........................................................1.02(42)
Night
signals.
Use
of
by
day.............................................3.03
Non-block
station.
Meaning
of.......................................1.03(3)
Normal position of Automatic signal on the
Automatic
Block
system..................................................3.37(2)
Normal position of Manual and Semi-Automatic
signals
on
the
Automatic
Block
system...............................3.37
N - (Contd)
NoticeExhibition
of-........................................................................5.02
O
Obedience to orders, and keeping of books and
returns.................................................................................5.03
Obligations to provide Fixed signals at
stations................................................................................3.25
CHAP. 1)
PRELIMINARY
272
Obstruction.
Definition
of.............................................1.02(43)
Obstruction(s)..........................................................6.01,
16.07
Definitions
- of line by Engineering Department
Precautions
before............................................................15.08
of
running
line...................................................................5.19
of
accident
or
obstruction................................................6.01
-Outside Home signal on the Train-staff and
Ticket
system....................................................................12.16
Placing
of
detonators
in
case
of..........................................3.16
- to approaching trains.......................................8.05, 8.06,
8.07
Train
stopped.....................................................................6.03
-when train is approaching Class A stations.
Single
Line,
on
the
Absolute
Block
system.........................8.07
-when train is approaching Class B stations.
Double
Line
on
the
Absolute
Block
system.....................8.05(2)
........................................................................................8.
06(1)
-within Station Section of Class B stations
Single
Line
on
the
Absolute
Block
system......................8.10(1)
.8.05(3)
Obstruction Danger signal
of the - at station on Single and Double Line
at which Electric Block Instruments are
provided........................................................................14.05(6)
CHAP. 1)
PRELIMINARY
273
CHAP. 1)
PRELIMINARY
274
Outlying sidings. Protected and working
of
of...........................................................................3.35
points
trains
Books
CHAP. 1)
PRELIMINARY
275
or
crossing
line.......................................................3.82
Permission to start train. Responsibility
of
Station
Master
giving.......................................4.35(4)
Permission
to
start
Station..........................................4.35
Permit(s) to workon
equipment.....................................................17.04
running
before
from
Electrical
Pilot Guard
Dress
or
Badge
of.............................................................11.03
Tickets
of...........................................................................11.06
- to accompany train to give Authority to
Proceed...............................................................11.01 to
11.06
Pilot Guard system
Points
affecting movement of train........................................3.38,
3.39
Damaged
defective.....................................................3.77(1)
Protection
and
working
of
sidings........................3.35
Definition
of
Facing
Trailing...................................1.02(21)
or
outlying
and
CHAP. 1)
PRELIMINARY
276
Portion
of
train
left
line....................................................6.09
Positionof
fixed
signals
arms...............................3.04(1)(2)
P - (Contd)
on
and
signal
Possession
and
knowledge
of
Hand
signals..................3.58(1)
Posts. Bracket and signal - when to be used........3.19(1),
3.20,
3.2
1
Precautions
when
view
of
signal
is
obstructed.................................3.78(3)
Presence
and
responsibility
of
Gangmate....................15.14(e)
Private
engines
and
vehicles...............................................4.66
Procedureduring
failures
on
the
Signalling.......................9.12
- in case of accident on the One Train Only
Automatic
system...............................................................................13.04
- when engine is disabled on the Train-staff
and
Ticket
system.............................................................12.10
Proceed SignalDuties
of
Driver
when
the
shown...................................3.55
given..........................................................................3.54
Proceed with Caution signal
repairs....................................................................15.09(c)
is
how
for
CHAP. 1)
PRELIMINARY
277
Production
of
Rules.........................................................2.02(c)
Proper running line.....................................................4.05,
4.06
PropertyResponsibility
of
for................................2.05(1)
Station
Master
Protectionof
Material
train
when
stabled...........................................4.64
of
lorries
on
the
line.........................................................15.27
of
trolley
on
the
line.........................................................15.26
of
points
of
outlying
sidings...............................................3.35
of
train
assistance
in.....................................................15.10
of
train
stopped
between
stations.....................................6.03
Pushing
engine....................................................................4.12
Putting
in
or
removing
points
or
crossings........................15.16
Q
Qualified person to be in charge of lorry or
trolley
when
on
line......................................................15.22
the
R
Railway
Act,
available
Station................................................5.02
Railway servants-
at
CHAP. 1)
PRELIMINARY
278
Rules applying to - generally...................................2.01 to
2.11
Conduct
of...........................................................................2.10
Hand
signals,
possession
and
of......................3.58
Knowledge
of
by........................................................2.03
Obedience
to
orders
rules............................................2.06
Conduct
generally
all.......................................................2.10
Report(s)by
Drivers
failures.........................................................9.11
by
Gatemen
defects....................................................16.06
of
accident
or
down.................................................6.05
knowledge
Rules
and
of
of
of
Break
CHAP. 1)
PRELIMINARY
279
Sections
Railways.........................................................17.05
of
Routing Signals(s)Defective.............................................................................3.75
Definition
of.....................................................................3.09(4)
R - (Contd)
Duties
of
Drivers
defective.......................3.80
when
is
On
or
RulesKnowledge
of.......................................................................2.03
Applying to Station Master.........................................5.01,
5.05
Assistance in carrying out - and reporting
breaches
thereof.................................................................2.04
Running lineDefinition
of...................................................................1.02(47)
Obstruction
of......................................................................5.19
Permission and signals before entering on
or
crossing...........................................................................3.82
Proper..................................................................................4.05
S
Systems
working.............................................................7.01
Safety.
Duty
securing....................................................2.11
Safety of line. Responsibility of Gang Mate
of
for
CHAP. 1)
PRELIMINARY
280
as
to
and...............................................................15.14
Sections (s)Automatic
signalling............................................................9.01
Block
of.......................................................1.02(10)
Special
definitions
electrified........................................17.02
Securing
of
vehicles
station.............................................5.23
Semaphore stop signals. Use of - and Warner
Signals
Definition
on
at
signals.................................................................................3.05
Semi-Automatic
signals...............................................3.12,3.37
Setting
watch.......................................................................4.03
Showing
of
signals............................................................15.09
Shunting - use of fixed signals..........................3.46, 5.14,
5.15
Control of - and securing of vehicles..........................5.13,
6.11
Loose...................................................................................5.21
on
steep
gradient..............................................................5.20
Signal for - without flags.............................................3.55,
3.56
Shunting
signals..................................................................3.14
S - (Contd)
Shutting
power...............................................................4.55
SidingsProtection
and
outlying........................3.35
working
of
off
points
of
CHAP. 1)
PRELIMINARY
281
section
and
switches.........................................................5.08
Signal(s)
at
gates.............................................................................3.34
Automatic
described..........................................................9.01
Automatic - how worked.............................................3.12,
9.01
Cabins...............................................................................5.04
Calling
on............................................................................3.13
Coacting.............................................................................3.15
Consent
required
before
interfering
with.........................3.51(3)
Definition
of
Fixed.........................................................1.02(22)
Definition
of
Last
Stop...................................................1.02(34)
Duties of Drivers regarding - and to be
vigilant and cautious...................................................3.78,
3.82
Forms
of
Automatic
Repeater
and
its
functions................3.16
Forms
of
Automatic
stop.....................................................3.12
- for Shunting without flags.........................................3.56,
3.55
General
use
of.....................................................................3.01
Home...................................................................................3.40
Inspection
of......................................................................15.13
Inspection
of
Fixed..............................................................3.26
Kinds
of...............................................................................3.02
CHAP. 1)
PRELIMINARY
282
-
Kinds
of
Stop
for
approaching
trains.................................3.09
Kinds
of
stop
for
departing
trains......................................3.10
Knowledge
and
possession
of
Hand-..................................3.58
Knowledge
of
Signal
and
Equipment
of
Gang...................15.12
Knowledge
of
By
Gateman.............................................16.01
Last Stop....................................................................3.42,
3.70
Manual - on Automatic Block system.........................3.12,
9.14
Minimum
equipment
of,
Multiple
Aspect..............................3.27
Minimum
equipment
of
Fixed..............................................3.29
Multiple
Aspect................................................................3.08(3)
Normal position of Fixed - Manual and
Semis automatic.........................................................3.37,
3.36
S - (Contd)
Off
position
Repeater.....................................3.16
of
Automatic
Outer...................................................................................3.41
out
of
use..........................................................................3.18
Position
of
Fixed..................................................................3.04
Responsibility of Gangmate as to - and
safety
of
line......................................................................15.14
Supply
and
care
of
Hand
by
Gateman............................16.02
Train
waiting
at
First
Stop
signal.........................................4.44
CHAP. 1)
PRELIMINARY
283
Use
of
night
by
day...........................................................3.03
Use of Semaphore Stop Signal and Warner/
Distant signals...........................................................3..05,
3.06
Warner
not
to
be
used
when
Stop
defective.....................3.72
Signal armsSignal
Lamps
of..........................................................3.49
Signalling.
Equipment
of
Hand......................3.58(4)
Care
station
for
Single LineAuthority
to
Proceed
on................................................14.08(b)
Driver..........................................................................1.02(19)
Overhead
Equipment..................................................1.02(44)
Permit-towork...................................................................17.04
Special
Instructions.
Definition
of.................................1.02(50)
Special responsibility of Station Master
regarding Token and Token Instruments at
stations on Single Line at which Electric
Token
or
Block
Instruments
are
provided.........................14.12
Speed
Limit
ofgenerally.................................................................4.08
Limit of-over Facing points.........................................4.10,
4.11
Limits
of-with
engine
tender
foremost................................4.13
Staff-
CHAP. 1)
PRELIMINARY
284
Shutting
Power...............................................................4.55
Duties
of
working
trains
journey...............................4.43
Warning
to
staff
public................................................17.05
Standard
Time.....................................................................4.01
S - (Contd)
Starting trainDuties
of
Guard
Master....................................4.35
and
Station(s)Definition
of...................................................................1.02(51)
Meaning
Block............................................................1.03(2)
Meaning
of
of..........................................................1.03
Meaning
of
Block.....................................................1.03(3)
Obligation
to
provide
Fixed
at.................................3.25
Signals
at
D.............................................................3.31
Station LimitsDefinition
of...................................................................1.02(52)
Leaving
vehicles
in
outside.....................................5.22
off
during
and
Station
of
classes
Nonsignals
Class
sidings
CHAP. 1)
PRELIMINARY
285
Station
Section
definition............................................1.02(54)
Stopping
and
Starting
train..............................................4.49
Obstruction outside - of class B stations
Single
Line,
on
the
Absolute
system.........................6.11
of
Block
Stop signal(s)Kinds
of
for
approaching
trains.........................................3.09
Kinds
of
for
departing
trains..............................................3.10
Last.............................................................................3.70,
3.42
Supply
and
care
of
Hand
signals
by
Gatemen..................16.02
System(s)Definition
of
working...............................................1.02(56)
of
T
Thick or foggy weather-at Class B stations, Double Line and
Single
Line
on
the
Absolute
system......................8.11(b)
T - (Contd)
TrainsMaterial
Train................................................................1.02(39)
Goods
Train..................................................................1.02(27)
Mixed
Train...................................................................1.02(40)
Passenger
Train............................................................1.02(45)
Running
Train...............................................................1.02(48)
Block
CHAP. 1)
PRELIMINARY
286
Disabled - Procedure relating to.................................6.03,
6.09
Duties of Drivers as to signals when two or
more
engines
are
attached
to..............................................3.48
Duties of staff on arrival of.......................................4.55 to
4.61
Examination
of
before
starting..........................................4.31
Guard
not
to
leave
till
handed
over...................................4.60
- Lights........................................................................4.14,
4.17
Parting
of.............................................................................6.08
Precautions before starting.....................................4.30 to
4.39
Protection
of
Assistance
to..............................................15.10
Protection of Single or Multiple Unit stopped between stations on Automatic Block
signalling.............................................................................9.10
Responsibility of Station Master regarding
Tail
board
or
Tail
lamp
of
passing.......................................4.17
Starting
and
stopping
of......................................................4.49
Timing and speed of................................................4.01 to
4.03
4.08 to 4.13
- waiting at First stop signal...........................................
4.44(1)
Warning
before
moving
Material.....................................4.50(2)
Working of - generally................................................4.01,
4.66
Working of Electric - on Electrified Sections of
Railways..............................................................17.02 to
17.09
CHAP. 1)
Work
involving
traffic...................................15.06
PRELIMINARY
287
danger
to
-
or
Train Entering Section Signal- for stations on Double Line and Single Line at
which
Electric
Block
Instruments
provided.............14.05(3)
are
load
on
CHAP. 1)
PRELIMINARY
288
Tower
wagon.....................................................................17.03
Unit train(s)Protection of Single and Multiple - stopped
between
stations.............................................................9.10(2)
Upkeep
of
lamps.......................................................3.49
signal
V
Vehicles - attached outside rear brakevan............................4.23 to
4.25
Private.................................................................................4.66
Shunting and securing of-..........................................5.13,
5.14
Visibility
Test
Object
in
thick
or
foggy
weather...........3.61(2)(a)
W
Warner (s) Defective.............................................................................3.72
W - (Contd)
Description
of
and
their
indications...................................3.06
Placing
of........................................................................3.06(3)
Signals..............................................................................3.43
Warning before
moving
train......................................4.50(2)
Material
CHAP. 1)
PRELIMINARY
289
Inspector
Instruction
Inspector
Works in
thick
or
foggy
weather.................................................15.07
- On roof of Rolling stock, on Electrified Sections
of
Railways....................................................................17.05(2)
- Permits to - special definition of, on Electrical
Sections
of
Railways.........................................................17.04
Working Definition
of
System
of........................................................7.01
near
cables......................................................................17.02
- of Lorries. Trollies and Motor Trollies...............15.18 to
15.28
- of Points and Signals............................................3.36 to
3.51
- of trains, generally.................................................4.01 to
4.09
Responsibility of Station master for whole working
machinery............................................................................5.01
of
track
maintenance
machines........................................4.65
CHAP. 1)
PRELIMINARY
290