SOUTHERN RAILWAY

MONSOON
INSTRUCTIONS
(REVISED – 2003)

Issued by
ENGINEERING DEPARTMENT
SOUTHERN RAILWAY
CHENNAI – 3

(For Official Use Only)

 MONSOON INSTRUCTIONS

The following instructions are issued in amplification of those already contained in

Chapters VII Part "B" and X of the Indian Railways Permanent Way Manual 1986
(Reprinted 1999)and Chapter VII of Indian Railways Bridge Manual (1998). These
should be read in conjunction with the GENERAL AND SUBSIDIARY RULES in force.
These instructions cancel all the previous instructions issued on this subject.

These instructions should be carefully studied by all officers and staff of the Way,
Works and Bridges Department and carried out with care and promptitude. It will be the
responsibility of the Supervisory Staff and Inspecting officers to explain these rules to
the Group D Permanent Way Staff and to make sure that they correctly understand
their duties in every case.

It is by sustained vigilance and prompt action that safety of trains can be ensured
and the importance of the same cannot be over-emphasised.

(DANI THOMAS) (R. SUNDARARAJAN)

CHIEF BRIDGE ENGINEER PRINCIPAL CHIEF ENGINEER
SOUTHERN RAILWAY SOUTHERN RAILWAY
 SOUTHERN RAILWAY

INDEX

Page No.

1. General 1

2. Pre-Monsoon precautions 1-5

3. Maintenance of Rain Gauges 5

4. Danger Level Marks on Railway Bridges 5-8

5. Monsoon Patrolling 8 - 15

6. Vulnerable Locations. 15

7. Weather/Cyclone warning. 16 - 19

8. Report on damages caused by monsoon and floods 20

9. Report on bridges with past history 20

10. Temporary arrangements. 21

..oOo..
 LIST OF APPENDICES

1. "A" - Sections and periods for normal Monsoon patrolling.

2. "B" - Statement showing the reserve of boulders, empty cement bags, sand to be
maintained at suitable points --

i) Chennai Division
ii) Palghat Division
iii) Trivandrum Division
iv) Tiruchchirappalli Division
v) Madurai Division

3. "C" Classification of Railway Affecting Tanks:

i) Tamilnadu
ii) Andhra Pradesh
iii) Pondicherry (Union Territory)
iv) Karnataka
v) Kerala.

4. "D" - Railway Affecting Works (R.A.W.) Tablet.

5. "E" - List of bridges and rivers on Southern Railway for recording water levels.

6. "F" - Night Patrol Charts.

7. "G" - Map showing rainfall regions as per India Meteorological Department.

8. "H" - Terms used by India Meteorological Department in weather warnings.

9. "J" - Statement of damages due to floods.

10. "K" - Instructions for installation and use of the FRP Rain Gauge, non-recording.

11. "L" - Salient Dimensions of temporary girders and staging drawings of Christ Church
cribs for varying heights.

.oOo.
 Monsoon Instructions

SOUTHERN RAILWAY

MONSOON INSTRUCTIONS

1. GENERAL

1.1 The Southern Railway has to cope with both the South west and the North-east
monsoons. The South west monsoon sets in on the West coast early in June and
gradually spreads inland penetrating to the East coast by about the middle of that month. It
gives heavy rainfall along the West coast but thereafter its intensity decreases until it peters
out with high winds and occasional heavy showers towards the East. As the rains
continue, filling in Railway Affecting Tanks, rendering the low lying ground water logged
and saturating the banks, conditions develop when slips, settlement of banks, and other
adverse effects of the monsoon may be expected.

1.2 The South-west monsoon generally commences early in June and extends upto the
end of August or the middle of September. Thereafter, before the advent of the North-east
monsoon which sets in during October, there may be a period of severe rain- storms
extending through September. These storms occur at a time when the Railway Affecting
Tanks are full and the ground is generally saturated also, and though the rain continues for
only a short period, it is so heavy that dangerous conditions are apprehended.

1.3 The period extending from the middle of August to the end of October is a critical one
and records show that the highest flood discharges and heavy slips and breaches occur
during this time.

1.4 The North-east monsoon sets in during the beginning of October and extends upto the
middle of January. This monsoon has its severe effects near the East coast on the South
Broad Gauge/Metre Gauge system and the north-east line of the Broad Gauge. During
this period, cyclonic storms with great destructive effects are not uncommon and special
vigilance is therefore called for.

1.5 The West coast which bears the brunt of the South west monsoon continues to have
rain even during the period of the North-east monsoon and hence requires vigilance for a
long period. A statement showing the different sections of the Southern Railway affected
by the South West and the North East monsoons and the period during which monsoon
patrolling should be introduced is enclosed as Appendix `A'.

2. PRE-MONSOON PRECAUTIONS

2.1 It is necessary to take certain precautions and carry out safety works and to be
prepared for the monsoons.

2.2 All catch water drains and side drains must be cleared of silt, vegetation and other
obstructions to ensure a free flow and quick drainage of storm water.

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 Monsoon Instructions

The bridge ventways must also be cleared of vegetation and other obstructions; where
silting is noticed in some spans, it should be removed to ensure that the full ventway will
function in discharging the flood water. To guard against excess silt removal and
consequent lowering of the bed level, effort must be made to ascertain the original bed
level under the different spans either from the completion plan or bridge tablet or bridge
register or by trial pits and on no account should silt be removed below the normal bed
level.

2.3 Protective works and river training works must be maintained in good condition and if
repairs are necessary, they must be completed before the advent of monsoon.

2.4 In the case of rivers which have shown a tendency to progressively rise in the past silt
removal may not be a remedy from economic and practical point of view and a generous
vertical clearance will have to be provided for such bridges without the need to lift the
bottom of deck frequently. All such cases should be watched and reported to the
Headquarters Office with proposals.

2.5 The high flood level marks and the danger level marks must be clearly painted. The
danger level marks must be painted with bright red paint which can be easily seen by the
patrolmen or the special watchmen during the night with the help of a hand torch or signal
lamp. The high flood level marks must be painted with white paint.
2.6 Spare trollies must be kept in readiness at the headquarters of SSE/SE/JE (P.Way),
and his Assistants and at other stations in the proximity of points where danger is
apprehended. Motor trollies must be checked up for the fitness of their condition and an
adequate stock of consumable stores kept ready.

2.7 The equipment of patrolmen and other watchmen must be checked up and
replacements made in time so as to be in readiness for introducing patrolling along the
track at short notice.

2.8 Selection of Patrolman.-- Intelligent, experienced and trustworthy men should be

selected from the Permanent Gangs by SSE/SE/JE(P.Way) to work as Patrolmen and
Watchmen, preferably those who can read bridge and telegraph post numbers. The men
selected should be sent to the Divisional Medical Officer for vision test and shall not be
employed as Patrolmen unless they have passed the requisite medical test.

2.9 Certificate to be submitted by SSE/SE/JE(P.Way)

The SSE/SE/JE(P.Way) shall submit a certificate to the Divisional Engineer through
Assistant Divisional Engineer a month in advance before the commencement of the
monsoon that he has made all arrangements for monsoon patrolling and for watching
vulnerable locations/bridges and that the patrolmen and watchmen have been made
conversant with their duties, rules for protection of the line and vulnerable locations in their
beats. He will also submit to the Assistant Divisional Engineer a list of names of patrolmen
and watchmen with their duties/locations assigned during the patrolling season.
2.10 (a) A reserve of boulders, Empty cement bags, and Sand must be maintained at

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 Monsoon Instructions

suitable points from where they could be trained out to places where breaches or other
flood disasters are apprehended. A list of such places where these materials are to be
stacked is shown in Appendix `B'.

(b) Senior Divisional Engineer/Divisional Engineer of the particular section should

examine that if at any place other than those mentioned in Appendix `B'where such
reserves are needed, and ensured that such reserves are maintained keeping all
concerned suitably advised.

2.11 River Training Works - List/Conditions and Causeway - List/Conditions:- locations

where reserves of pitching stones and boulders are maintained in terms of Para 709 of
Indian Railways Bridge Manual, 1998 should be furnished by Sr.DEN/DEN.

Para 709 of Indian Railways Bridge Manual 1998 States as under: Pitching stone,
boulder and other monsoon reserves

i) Locations and quantity of reserve stock of pitching stone, boulder and other monsoon
reserves should be fixed by the Chief Engineer/Chief Bridge Engineer.

ii) Arrangements should be made to stock them before the onset of monsoon at locations
specified in stacks or in loaded wagons.

iii) Reserve stock should not be used except in emergency; where it is used, it should be
recouped.

iv) The "Reserve" for use in bridges should be stacked at suitable locations above the
HFL close to the bridge and the protection works.

v) Before the onset of monsoon a certificate should be sent by the Inspector in charge in
the following form to reach Divisional Engineer / Sr.Divisional Engineer before 31st March.
CERTIFICATE

"I certify that all monsoon reserve stocks as specified, have been recouped with the
exception of the following for which action has been taken as indicated
below:_______________________.
Date: Signature:
Designation:

vi) The annual return of pitching stone, boulder and monsoon reserve should be
submitted by each Sr.Divisional Engineer/Divisional Engineer to the Chief Bridge Engineer
by 31st April. It should be accompanied by a statement of training works added or
abandoned during the year with recommendation for reduction or increase to the Reserve".
vii) Permanent remedial measures should be taken as soon as possible in every case and
recurring expenditure avoided or minimised.

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 Monsoon Instructions

viii) Attention to Paras 724 and 725 of Indian Railway Permanent Way Manual is drawn
regarding the other monsoon reserves.
2.12 The criteria for classification of Railway Affecting Work including Railway Affecting
Tanks are given in Appendix "C" State-wise for Tamilnadu, Andhra Pradesh, Karnataka,
Union Territory of Pondicherry and Kerala. The Divisional Engineer/Assistant Engineer will
maintain an up-to-date list of Railway Affecting Works as jointly approved by the Railway
and the State Government. The list shall invariably show the particulars of the State
Authorities responsible for maintenance of each Railway Affecting Work. These Railway
Affecting Tanks are inspected annually by the officials of the state and reports are sent to
DENs. The action to be taken by the DENs and ADENs on these reports is given in Para
726(3) of Indian Railways Permanent Way Manual. Sr.DENs/DENs must see that their
ADENs inspect with the State Government officials jointly, those tanks which are not
maintained in safe condition and which are likely to endanger the safety of the track. ADEN
should report to DEN/Sr.DENs about the action being taken by the Public Works or
Revenue Department. The Sr.DEN/DEN should prevail upon the authorities concerned to
carry out all necessary repairs before the ensuing monsoon. If there is any doubt
regarding safety and the necessary repairs are not carried out in time, by the State
Government Officials, action
should be taken to post Special Watchmen in the places likely to be affected by such tanks,
and to draw attention of the State Government officials in writing to the same.

2.13 All the bridges which are likely to be affected by the Railway Affecting Tanks or other
Railway affecting storage works should be marked with the letters "R.A.W." on the top of
the upstream parapet of the bridges followed by an arrow mark in red paint distinctly
indicating the direction and distance of the Railway Affecting Works. A typical sketch of
the "R.A.W" tablet is shown in Appendix "D". A list of all such storage works including
R.A.Ts requiring repairs should be maintained by the Assistant Divisional Engineers and
Divisional Engineers. The Divisional Engineers should send a list of such storage works
including "R.A.T" to the Headquarters office so that the condition of the storage works can
be discussed at the respective State Committee of Engineers meeting for expediting
repairs.

2.14 The temporary Engineering fixed signals must be painted bright and well maintained,
the lamps being kept in perfect condition.

2.15 The Rivers and Floods Registers must be brought up to date and kept in readiness
for further postings. At such of the bridges, where during the monsoon, the water readings
may touch danger level mark, and also at other vulnerable points as considered essential
(i.e. where there is likelihood of danger arising suddenly during monsoons) special types of
"Caution" and "Termination" indication boards as per clause 10(c) of SR 15.05 of General
and Subsidiary Rules (1976) must be fixed at 600m from vulnerable places including
bridges which are prone to damages.

2.16 Flood discharge gauge must be painted on the upstream and downstream sides of
the pier or the abutment of every bridge where the low level discharge normally passes, so
that the level of water and afflux, if any, can be read throughout the year.

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 Monsoon Instructions

2.17 A list of bridges for which daily water level has to be recorded is enclosed as
Appendix `E'. The concerned SSE/SE/JEs(P.way) should maintain a record of all these
readings in a register opened for this purpose. They should post trained men for recording
the water levels. A duplicate copy of the records should be sent to the concerned
Sr.DEN/DEN by the SSE/SE/JE(P.way) for maintaining similar registers in the Divisional
Offices.

3. MAINTENANCE OF RAIN GAUGES

3.1 The DRMs(Works) will maintain a Register of Rain Gauges installed within their
jurisdiction indicating the designations of the persons manning them. The rain gauges
maintained by the SSE/SE/JE(P.WAY) must be inspected by them prior to the
commencement of the monsoon to ensure that they are in working condition and
replacement of unserviceable parts arranged promptly. It should be ensured that daily
readings of every rain gauge are taken at 8.30 hours in the morning. The incidence of
rainfall 75mm or more during 24 hours should be telegraphically advised by the person
in-charge of the rain gauges to the DRMs(Works), the ADENs incharge and the General
Manager(Works). Hourly rain gauge readings are to be recorded when there is continuous
and heavy downpour of rain.

3.2 Rain gauges made of Fibre Glass Reinforced Polyester and self recording rain
gauges have come into existence.

The Old steel rain gauges are being progressively replaced by Fibre Glass Reinforced
Polyester rain gauges to be maintained by the SSE/SE/JEs(P.way). In this connection, a
pamphlet containing instructions regarding the installations and maintenance of non
recording Fibre Glass Reinforced Polyester Gauges, issued to SSE/SE/JE(P.way) is given
as Appendix 'K'.

4.DANGER LEVEL MARKS ON RAILWAY BRIDGES

4.1 The danger level is that level which when reached, safety of the bridge is likely to be
adversely affected.

4.2 All traffic shall remain suspended till such time a responsible official as specified in
Para 706 of IRBM inspect the bridge, track and approaches thoroughly and declares it safe
for passage of trains.

4.3 The danger level shall be fixed for each bridge by the Divisional Engineer with great
caution and due regard to the conditions obtaining at site. In deciding the danger level,
various factors such as nature of soil, depth of foundations, existence of drop and curtain
walls, flooring, depth of maximum permissible scour, the highest recorded flood level, the
level of the bottom of girders, the springing level of arch, top of the guide bunds, free board
to be allowed, velocity of water observed at bridge site, afflux noticed and the past history
of the bridge are to be taken into account. In fixing the danger level a marginal safety
should be allowed taking into consideration, the characteristics of the river or stream such

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 Monsoon Instructions

as, whether it is subjected to sudden flood or gradually rising floods and whether it carries
floatsam. Fixing of danger level at a higher level than necessary may result in
unnecessary restrictions to traffic and may lead to non-seriousness with regard to
implications of action required in case of water level approaching or exceeding danger
level.

4.4 Danger level shall be the level which is lower of the following:

a) The level which provides adequate vertical clearances;

b) The level which provides minimum free board to the approach banks and guide
bunds as stipulated in Clause 4.9 of Bridge Substructure Code.

c) The level of water which is likely to cause an unduly large afflux say more than
0.5m, which may cause large scour endangering the bridge; and

d) The water level which if exceeded may cause excessive scour endangering the
bridge.

4.5 In cases, where there is no past history of damage or serious threat to the bridge, free
boards are adequate for approach banks and protection works, no excessive afflux say
more than 0.5m is observed/anticipated and no excessive scour endangering the bridge
has occurred/been anticipated, the broad guidelines for fixing Danger level are given
below:

a) Girder and Slab bridges.

---------------------------------------------------------------------------------------------
Waterway Clearance below bottom of girder/Slab
----------------------------------------------------------------------------------------------
i) < 6.10m 150 to 300mm depending on the span
and site conditions.

ii) > 6.10 < 12.2m. 450mm

iii) > 12.20 < 30.5m 600mm

iv) > 30.50 < 61.0m. 750mm

v) > 61.00m 1200mm

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

b) Arch Bridges:

i) For small arch bridges of spans less than 4.0m, the danger level shall normally be at

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 Monsoon Instructions

the springing level;

ii) For larger spans and for multiple span arches, the danger level shall be at 2/3rd rise
below the crown of the arch;
iii) Where higher HFLs have been recorded in the past, without any dangerous afflux or
scour, or damage to approach embankments, danger level may be raised suitably at
the discretion of Chief Bridge Engineer.

c) Box Culverts:
Danger level at the bottom of slab.

d) Pipe Culverts:
Danger level at the top of inside of pipe.

e) Balancing Culverts and bridges:

Danger level at 50mm below top of pier/abutments in case of culverts with girders and
slabs or the crown intrados of the arch.

4.6 In case where danger to bridge has occurred or the bridge has been seriously
threatened, eventhough the waterlevel was less than the danger level, the revision of
danger level should be considered.

4.7 In case where floods higher than danger level have occurred several times in the
past without causing any damage to the structure, the desirability of revising the danger
level may be examined.

4.8 Fixing of the Danger level for any new bridge or any revision of the existing Danger
level should be done with the approval of the sectional Divisional Engineer/Senior
Divisional Engineer incharge, who should record the reasons for revising the Danger level.

4.9 All danger levels should be recorded in the bridge inspection register.

4.10 Marking danger level:

The danger level should be marked on the abutments or on the first and last pier of
the bridge. In the case of long multiple span bridges, the danger level mark should be
repeated suitably on intermediate piers. These marks should be fixed on the upstream side
of the bridge, conspicuously visible to the inspecting officials, patrolmen and watchmen.
The danger level should be marked with a bright red band 5 cm wide centrally over a white
band 10 cm wide for a length of 60 cms.

4.11 Action to be taken when water level rises above the danger level:
(a) When the water level rises over the danger level mark, the patrolman or stationary
watchman, if posted at the bridge, must be prepared to stop the trains. He must protect the
track at once on both sides of the bridge as per Para 5.12 and should proceed to the

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 Monsoon Instructions

nearest station and inform the occurrence to the Station Manager and return to the bridge
site after doing so. The Station Manager must arrange to communicate the same
immediately to the adjacent Station Manager, the gangmate and SSE/SE/JE(P.way) and
his assistants. Pending the arrival of SSE/SE/JE(P.way) and his assistants the bridge
must be protected and all trains stopped, until the water level has fallen below the danger
level mark without any adverse effect on the bridge.

(b) On receipt of the message apprehending danger, the SSE/SE/JE (P.WAY) will
immediately reach the site and ensure protection of track, if not already done.

(c) After examining and ensuring that the bridge, its approaches and protection works
are in safe condition, if necessary, by taking sounding and probing, the SSE/SE/JE
(P.WAY) may allow the trains at such speeds, as he may decide depending on the
conditions at site.

(d) SSE/SE/JE (P.WAY) shall advice the ADEN giving the following particulars copying
the message to the Sr.DEN/DEN.
(i) Flood level and its position with respect to danger level, rising or falling;

(ii) Difference or level between upstream and downstream, action/effect of flood on

the bridge or protection works;

(iii) Any special action required.

5. MONSOON PATROLLING

5.1 Commencement and Termination:- Monsoon patrol must be introduced in

accordance with the instructions laid down in the General and Subsidiary Rules (1976)
Para 15.05. The dates from which patrolling will start during Monsoon period and the
sections of line to be patrolled are given in Appendix "A". It will be the responsibility of the
Sr.DEN/DEN and the ADEN to ensure that the monsoon patrol is in vogue for the full
period as mentioned in the Appendix (A).

5.2 If the local conditions warrant, the SSE/SE/JE(P.way) of the section concerned may
introduce or continue monsoon patrolling outside the stipulated dates, duly advising all
concerned.

5.3 Preparation of Patrol Charts.- (1) The Sr. Divisional Engineer/Divisional Engineer will
prepare patrol charts for each of the sections where monsoon patrolling is required to
be done, taking into consideration the train timings of the time table in force during
monsoon. The principles governing the preparation of patrol charts shall be -

(a) Ordinary patrolling will be carried out by a single patrolman, but in regions where
danger from wild animals, dacoits and other risks as in ghat sections exist patrolling in pairs

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 Monsoon Instructions

may be introduced with the approval of the Chief Engineer.

(b)All trains carrying passengers between sun-set and sunrise get the maximum
protection possible.

(c) As far as possible each block section will be treated as a unit and the length will be
divided into equal beats. The length of each patrol beat should not normally exceed 5 Km.
Where the block section is more than 10km an intermediate flag station, if any or any other
suitable point may be fixed as intermediate station, to keep the length of beat at about 5
km.

(d) The walking speed of patrol man may be taken as 3km/hour.

(e) The maximum distance covered by a patrol man should not normally exceed 20km
in a day.

(f) A period of atleast 1/2 hour is desirable between consecutive beats.

(g) If the frequency of train services is high, and one set of patrol men is not able to
cover all the trains in the section, a second set of patrol man may be introduced to reduce
the interval.

(h) For giving better protection to all passenger trains, between sunset and sunrise it
would be advantageous to plot the scheduled paths of all passenger trains and then plot
the patrol movements in such a way, so as to minimize the time interval between patrolling
the beat and passage of train

(i) The patrol charts should show all vulnerable locations where stationary watchmen
are posted

(2) Sample patrol charts are appended for guidance as Appendix 'F'

5.4. The equipment of patrolman, stationary or mobile will be as under:-

(1) Para 1007 of IRPWM: Each patrolman shall be provided with the following equipment
and such other, as may be prescribed by special instructions:

a) One Staff
b) Number plate 15 cm square (to be numbered consecutively from the beginning of each
Permanent Way Inspector's length in white letters on black background).
c) 12/10 fog signals in a case.
d) Two tricolour hand signal lamps.
e) Protective clothing according to local dress regulations.
f) One match box.
g) Two red flags and one green flag (day patrol only).

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 Monsoon Instructions

h) Patrol book in a tin case.

i) One three cell Electric torch.
j) Whistle thunderer.
k) One haversack.
l) Three flare signals fusees in ghat, suburban, automatic and absolute permissive block
territories, double and multiple line sections in other than suburban sections.

(2) Where patrolling is undertaken in pairs or stationary patrol consists of two men, the
equipment need not be duplicated but the additional patrolman will be provided with an
extra hand signal lamp; whistle thunderer and protective clothing.

5.5. Distribution of Patrol Charts.-- Before commencement of the monsoon, requisite

number of copies of patrol charts should be supplied by the Senior Divisional
Engineer/Divisional Engineer to the Assistant Divisional Engineers, SSE/SE/JEs(P.way),
the Divisional Operating Manager (for distribution to the Control staff ) Station Managers
and SSEs of running sheds. The SSEs of running shed will acquaint Drivers of passenger
trains, when they may expect to pass patrolmen, if running to time. By inviting Drivers to
look out for patrolling, an immediate and practical means of supervising the patrolmen is
introduced. The task of despatching patrolmen at the right time and signing their patrol
book when they arrive at or depart from a station devolves upon the Station Manager/Block
Hut-in-charge.

5.6.Patrol Books and Systematic Patrolling.-- A Patrol book containing sufficient

number of pages should be supplied to each patrol with a tin case.

The books shall be serially numbered to correspond with the number of patrol on each
section. The first page of the book shall contain the name of patrolman, kilometreage of
patrol section and its number. The remaining pages will contain columns for date, station,
time of arrival and departure and signature of Station Master.

Patrolmen shall be on duty at the time specified for each in the patrol chart.

The Patrolman whose beat commences/terminates at a station shall present the

patrol-book in his possession to the Station Master/Block Hut-in-charge who will enter
therein the time of arrival and departure and sign the book. The Station Master/Block
Hut-in-charge will also record the time of arrival and departure in his Diary/Train Register
Book. The patrolman shall then patrol his length at the end of which, he will exchange his
patrol book with that of the next patrolman and retrace his beat. The intermediate patrols
do likewise. In this way each patrol book will be conveyed from one station to the other and
back again. Owing to close proximity of stations, patrol books may be passed through one
or more intermediate stations, before it is returned to the original station. If patrolman
meets Stationary watch man posted at any vulnerable location, he shall take signature of
the watchman in his patrol book. Similarly the patrolman should sign in the pocket book of
vulnerable location watchman.

If a patrolman on arrival at the end of his beat does not find the next patrolman to take

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 Monsoon Instructions

over the book, he must proceed ahead, until he meets him. The patrolman should report
the absence of any man from his beat to the Mate the next day.

Station Master will see that the men come on duty sober and fully equipped that their
lamps are trimmed and filled with oil and that they leave for their patrol duty in time.

5.7 Action to be taken by SM, when Patrolman does not arrive in time:-
If a patrolman does not turn up within 15 minutes of his scheduled arrival, the Station
Master of a Block Station on a Beat Section shall take the following action :-

(i) He shall stop run through trains proceeding into the Block Section and arrange to issue
Caution Orders to the Drivers of all trains restricting the speed to 40Kms an hour during
day when the visibility is clear and 15Kms an hour during night or during day in thick or
foggy weather or in dust storms when the visibility is poor.

(ii) He shall advise the Station Master of the other Block Stations on the Beat Section and
obtain their acknowledgements.

(iii) He shall also advise the nearest SSE/SE/JEs (P.WAY) by wire and sent a written
message to the nearest Gangmate instructing him to proceed along the line to ascertain
the cause of his absence and also to arrange for a substitute. A copy of this message shall
be sent to the SSE/SE/JE (P.WAY), the ADEN and DEN by the first means.

Until one of the Station Masters of block stations on a Beat Section receives definite
advice the Caution Order refer to Clause (i) shall be issued to the Drivers of both "Up" and
"Down" trains in accordance with Rule 4.09 of GRS(1976), the cause being entered as
follows.
Beat No........Night Patrolman between.....station and
..........station who was due to arrive at.........station
at ..........hours has not arrived yet.

5.8 Duties of Patrolmen.--

(1) The duties of a patrolman shall be as follows:-

a) He should walk to and fro over the beat in accordance with the chart pertaining to his
"patrol-section" looking out for subsidence, slips, signs of erosion, trees blown across the
track during storms or any other causes likely to endanger the safety of line. Bridges and
their approaches should be specially watched.

b) He should apprehend damage to line when any one or more of the following occur:

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(i) the flood is rising or its level is higher than the High Flood Level Mark in white or the
danger level mark in red.
(ii) there is damage to the protection work or on approaches even before danger level is
reached.

(iii) the water on one side of the embankment is at a much higher level than on the other
side.

(iv) when any obstruction such as a fallen tree is blocking the waterway of a bridge.

(v) the track shows signs of settlement.

(vi) the river is flowing in high velocity.

(c) On apprehending danger, or in any doubt he should take immediate steps in

accordance with Para 5.11 to stop trains and protect line.

(d) When no danger is apprehended, stand on the cess on the left hand side facing the
train and exhibit his number plate, turning the light of his lamp on to it, so that the number
can be seen from the passing train. He should also blow the whistle, when the engine and
brake-van of the train pass him.

(e) Obtain the signature of the Station Master/Block Hut-in- charge on duty at the
Station/Block Hut concerned for his arrival and departure and exchange patrol books with
adjacent patrolmen.

(f) Exchange reports as to the conditions on their beats with adjacent patrolmen and
stationary watchmen on the way.

(g) Heed instructions from Drivers who may report a condition of danger at a kilometerage
and proceed to the place indicated and take necessary measures.

(2) It is of supreme importance that patrolmen and watchmen thoroughly understand

what they have to do in the event of an emergency. Every effort should be made to instruct
and drill the men in their duties. In the event of an emergency, the patrolmen should devote
their whole time and energy to the protection of the line and summoning of assistance.
Having protected the line and summoned assistance, they should resume their patrolling.

5.9 Check on Patrolling :

(i) Patrolling should be checked and the following are the schedule of inspection for night
Patrolling by

(a) SSE/SE/JEs P.WAY shall cover his jurisdiction as under:

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Official By train By trolley

JE/I/II/P.WAY Once a fortnight Once a week either by trolley or foot
SSE/SE/(P.way- Once a month Once in two weeks
in-charge)

b) The Assistant Divisional Engineer shall cover his entire sub division once in a Month by
Train/Push Trolley/Motor trolley in the night and check the Patrolman

(c) The Sr.Divisional Engineer/Divisional Engineer shall cover the entire Division, once in
three months either by Train/Push Trolley/Motor Trolley in the night and check the Patrol
man

(ii) The SSE/SE/JE (P.Way) and his assistants must enclose statements showing details
of such inspections with their weekly diaries to the Assistant Divisional Engineers. The
Assistant Divisional Engineers and Sr.Divisional Engineers/Divisional Engineers should
particularly mention such inspections in their T.A.Journals and also in monthly inspection
diagrams to be submitted monthly.

5.10 Responsibility of Engineering Officials in the matter of Patrolling--

(1) Inspection of Patrol Books:-- The SSE/SE/JE(P.Way) must examine the patrol
books, initial the entries each time he trollies and take up irregularities. The Assistant
Divisional Engineer should examine the patrol books during his inspection.

(2) Supply of Equipment to Patrolman and Watchman:-- The SSE/SE/JE(P.Way)

will be responsible for seeing that each (patrolman) is provided with the equipment
specified and for periodical distribution of consumable stores like kerosene oil, match box
etc. The Mate will be responsible for seeing that the patrolman and stationary watchman
possess the correct equipment specified.

(3) The SSE/SE/JE(P.way) will be responsible for instructing the patrolmen in their
duties, in the rules for the protection of the lines and in acquainting them with all vulnerable
points on their beats. In addition to oral instructions, the SSE/SE/JE(P.way), shall, by
practical demonstrations, drill the patrolman in their detailed duties and responsibilities.

(4) Inspection of Equipment:-- The SSE/SE/JE(P.way) should check the equipment

of all patrolmen and watchmen once a month, record the results in patrol book and take
steps to recoup deficiencies.

5.11. Action to be taken when damage to line is apprehended:

(a) When damage to line is apprehended, the patrolman or stationary watchman, if
posted at the bridge, must be prepared to stop the trains. He must protect the track at once
on both sides of the bridge as per Para 5.12 and should proceed to the nearest station and
inform the occurrence to the Station Master and return to the bridge site after doing so.
The Station Manager must arrange to communicate the same immediately to the adjacent
Station Manager, the gangmate and SSE/SE/JE(P.way) and his assistants. Pending the

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arrival of SSE/SE/JE(P.way) and his assistants the bridge must be protected and all trains
stopped, until the water level has fallen below the danger level mark without any adverse
effect on the bridge.

(b) On receipt of the message apprehending danger, the SSE/SE/JE (P.WAY)will

immediately reach the site and ensure protection of track, if not already done.

(c) After examining and ensuring that the bridge, its approaches and protection works
are in safe condition, if necessary, by taking sounding and probings, the SSE/SE/JE
(P.WAY) may allow the trains at such speeds, as he may decide depending on the
conditions at site.

5.12 Action when Damage is Observed.-- In the event of any portion of the line being
breached or otherwise rendered unsafe for traffic the following procedure shall be
observed:--

A. In the case where two patrolmen are employed--

(1) Protecting the line:
(a) When damage is detected on single line--
The second lamp should be lit and danger signals shown at once in both directions.

(b) The two patrolmen shall then proceed in opposite direction showing danger signals
(red flag by day and red light by night) and when they are at a distance 600m. on Broad
Gauge and 400m. on Metre Gauge and Narrow Gauge from the point of danger, each
should place one detonator on to the rail; they shall then proceed to a distance of 1200 m.
on Broad Gauge and 800 m. on Metre Gauge/Narrow Gauge from the point of danger
where they should place three detonators on the rail about 10 metres apart.
On the double line the detonators must be placed on the line, in the direction on which
trains will approach.

(c) Should the nature of the obstruction be such as to render it impossible for either of
the patrolmen to get across the gap, as for instance a washaway with a strong flood, one of
the men should show the danger signal and endeavour to stop trains approaching the gap
from the other side while the other man should proceed towards the station on his side of
the gap, fix detonators and act as in (b).

(2) Reporting the Damage to Station Manager and Gangmate.--

(a) After protecting the track one of the two patrolmen who is nearest to the station and in
case mentioned in (c) the patrolman who has protected the track will proceed in all
haste,showing the danger signal, to the station and inform the Station Manager of the
danger. On his way back, if he meets with any gang quarters, he should inform the Mate of
the occurrence and the gang must immediately proceed to the affected kilometrage and
take necessary action to attend to the repairs.

(b) After protecting the track the other patrolman will proceed to the site of obstruction, and
remain there showing the danger signal, until the first patrolman joins him. In case the

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other patrolman has not been able to locate the gang hut on his way back from the station,
one of them should proceed to the gang hut and inform the gangmate.

B. In the case where one patrolman is employed--

(I) Protection of line:-- (a) When damage is detected on single line--

(i) Place a red flag during day and red lamp during night in a prominent position to warn a
train which may approach from one direction. Then run in the opposite direction from
which direction the train is likely to come with a danger signal (red flag by day and red
light by night) and place one detonator at 600 m. On Broad Gauge and 400 m on Metre
Gauge and Narrow Gauge and 3 detonators at 10 metres apart at 1200m.on Broad Gauge
and 800m.on Metre Gauge/ Narrow Gauge from the site of obstruction/damage.

(ii) Return to the site of obstruction/damage and protect the other side with detonators
similarly.

(iii) In the event of it being impossible to get to the other side of the obstruction/damage (as
in washaway) place the red lamp so that it can be seen from as great distance as possible
by a train approaching from that direction and protect other side with the detonator, etc., as
detailed in Sub-para B(I)(a)(i).

(b) When damage is detected on double line--

(i) Place the red flag/lamp in prominent position so as to warn an approaching train on one
track. Then run along the other track on which a train is expected first and place detonators
as in sub-para (a) (i).

(ii) Run back and protect with detonators the line on which the lamp/flag was prominently
placed earlier.

(II) Reporting Damage to Station Manager:-- The patrolman will return to the site of
obstruction after protecting the line in both directions and shall remain at the place of
obstruction and send word about the danger through the first Railway employee or other
persons he is able to contact at the spot itself.

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5.13. Action by Assistant Divisional Engineer and SSE/SE/JE(P.way)on Receipt of

Information Regarding Damage to the line:-- On receipt of information of any damage to
the line, the Assistant Divisional Engineer and the SSE/SE/JE(P.way) in-charge and
JE(P.way) concerned should proceed to site by the quickest possible means and take
necessary action for restoration.

6. VULNERABLE LOCATIONS

6.1 VULNERABLE LOCATIONS (POINTS)-- (1) Definition:--Vulnerable locations (points)

are those, where conditions unsafe for the passage of trains are apprehended and there is
need for stopping of trains in time in case such conditions develop e.g.--

(a) Bridges, having inadequate water-way, liable to scour in foundations,

oblique/parallel flow of water to the approaches, rise of flood above danger level
frequently.
(b) Bad banks liable to slips and subsidence.
(c) Bridges located across river courses fed by Railway affecting tanks.
(d) Cuttings and hill slopes frequently affected by landslides and boulder-falls.
(e) Causeway and Water overflowing on the track.
(f) Any tunnels through poor soil where adequate linning has not been provided.
(g) And any other condition likely to affect the safety of track.

6.2 List of Vulnerable Locations:--

A list of vulnerable locations should be maintained by each Assistant Divisional

Engineer/Divisional Engineer/Sr.Divisional Engineer in a register form and should be
reviewed and brought up-to-date before every monsoon. A copy of this list should be sent
to the Headquarters for investigation and recommendations for any protective works or
remedial measures so that the location or bridge can be planned for removal from the list of
vulnerable locations.

6.3. Guarding of vulnerable locations:--

(a) Stationary watchman should be posted round the clock at every nominated location
during the monsoon period.
(b) Stationary Watchman should keep a watch on vulnerable location and in case he
apprehends danger he should take action to protect the line in accordance with Para
5.11
(c) The equipment for watchman should be on the same scale as Patrolman except that
a watchman will not be provided with -
(i) Number plate
(ii) Haversack
(iii) Patrol book in tin case

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A notebook should however be provided to the watchman.

7. WEATHER/CYCLONE WARNING

7.1 Arrangements exist with the Meteorological Department, Government of India for
issuing telegrams of warning whenever storms, gales, and heavy rainfall are expected.
The conditions under which warnings are issued by the Meteorological Department are
detailed below:-

(a) Amount of rainfall considered dangerous-"75mm" and above in 24 hours.

(b) Wind velocity considered dangerous-"65" Km.p.h.and above.

7.2 The various terms used by I.M.D in their weather warnings are contained in
Annexure'H'. A map showing rainfall regions prepared in consultation with the I.M.D. is
available in Annexure'G'.

7.3 Warnees

7.3.1 The weather warning telegrams will be issued by the I.M.D. office at Chennai,
Bangalore and Thiruvananthapuram to the following officials of this Railway.

(i) The Chief Controller/Headquarters Office/Chennai

(ii) The Chief Controller/Chennai Division/Chennai
(iii) The Chief Controlller/Madurai Division/Madurai
(iv) The Chief Controller/Tiruchchirappalli Division/Tiruchchirappali.
(v) The Chief Controller/Palghat Division/Palghat
(vi) The Chief Controller/Trivandrum Division/Trivandrum

7.3.2 Besides the above warnees, arrangements exist with the IMD to issue copy of
telegrams issued to the Chief Controllers of the Divisions to the Coordinating Sr.Divisional
Engineers of the divisions of MAS,MDU,TPJ,PGT & TVC.

7.4 Dissemination of messages and action within Railway:

7.4.1 Action by Central Control- C.O.M. Office.

(i) At Headquarters Office the Central Control Unit who is the recipient of the Weather
Warning Telegrams will arrange for the distribution of the messages to the
CE,CBE,CTE,COM,CSO,CME,CEE & CSTE. A register should be maintained with full
particulars of Weather Warning messages and also time and date when such telegrams
are communicated over phone or copies delivered to the above Officers.

(ii) Central Control should also verify with the Divisional Control that such weather
warnings, telegrams have been received by the Chief Controller of the concerned Division
so that lapses can be remedied then and there.

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7.4.2 Action by the Divisional Control Office

i. The Chief Controller or in his absence the Dy.Controller should immediately arrange
for the weather warning telegram to be repeated verbatim to the Divisional Officers as well
as ADENs,SSE/SE/JE (P.WAY) concerned and all SMs, on the section likely to be affected
on the control telephone. The Controller repeating the telegram should record the name of
the SM on duty to whom the telegram has been repeated

ii. The preamble of the weather warning telegrams and the text received from the
Meteorological Department should be reproduced verbatim in the text of the XXR telegram.

iii. A register should be maintained in each Control Office showing full particulars of the
receipt and action taken on the weather/Cycloned telegrams/ Messages showing the Date
and Time of receipt of warning telegram/Message the full text and the Date and time of
despatch of telephonic advice to the Officials concerned and the name of the Station
Master on Duty to whom the telegram/message has been repeated.

7.5 Action by the Station Masters-Intimation to staff;-

On receipt of weather/cyclone advice from the Controller and the flood warnings from
the State Government Officials, the Station Master should take the following action:-

i) The Station Master on duty where ADEN/SSE/SE/JE (P.WAY)

are headquartered should immediately handover to the official concerned or to his
authorized officials, a copy of the verbatim telegram received and obtain an
acknowledgement. In case ADEN/SSE/SE/JE/P.WAY is out of headquarters, the SM
should advise Controller on Duty who will try to locate them in their jurisdiction and ensure
that the contents of the telegrams are communicated verbatim to the Engineering Officials
at the stations concerned. If the Controller on duty is unable to locate them, he may report
the matter to the Sr.DEN/DEN concerned. The Sr.DEN/DEN may then nominate the
officials to whom the message is to be issued.

ii The Station Master on duty should also send for the DTM Mate/Gang Mate of the
station yard gang and explain to him the contents of the telegram and obtain his
acknowledgement.

iii On receipt of cyclone, weather warning, the Station Master apart from alerting his staff
will also take immediate action to advise the residents of the Railway Colony in the vicinity
to take all necessary precautions and also to be in readiness to move to safer places
wherever there is likelihood of inundation. He will also take immediate action to ensure that
enough drinking water is stored in the overhead storages. Station Master should alert all
occupants of the Railway colony to be in readiness for rendering any assistance in case of
emergency.

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iv A register should be maintained at each station in the proforma given below:

Date & Time Text of the Name & Signature of Actual weather
Of message message in full Designation of the SM condition
Received the official to
whom
message was
repeated

The office copy of the telegram on which an acknowledgement has been obtained
should also be pasted in the Register.

7.6 Action to be taken by the Station Master, Driver and Guard - Regarding
Control of Train:

7.6.1 When a weather/cyclone warning message has been received forecasting heavy
rain or cyclonic storm and high winds are going to break through that may endanger the
safety of passengers/trains, the Station Master may, in consultation with the Guard and
driver, detain the train until the storm and high winds abate and it is considered safe to
allow the the trains to proceed from his station.
7.6.2 Inspite of the action outlined above should the Driver be still caught on run in a
storm and high winds of an intensity which in his opinion are likely to endanger the
safety of the passenger train, he should bring his train with least delay to a halt,
avoiding such stoppage at places like sharp curver, high embankments, cuttings, and
bridges and protect the train as per GRS and try to contact the nearest SM. He should
advise the passengers to keep all the shutters of the train open to avoid the risk of
overturning the train. The train could be restarted in consultation with the Guard only
after the storm and high winds abate and it is considered safe to proceed. In such
cases discretion of the Drivers and Guards who know the section is of utmost
importance and this must be exercised keeping the safety of passengers as of utmost
importance.

7.6.3 During thick foggy or tempestuous weather or dust storm or mist which render it
difficult or impossible for the Driver to see signals concerned and when there is doubt or
suspicion of the condition of a run through passing train or observation made that the
block section in the rear might have been affected or obstructed during the passage of
the train, caution orders should be issued to the Drivers

7.6.4: Station Masters shall also take readings of the anemometers installed at stations
and record the same in the train register at an interval of 6 hours as per the following
proforma.

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Date Time Reading of the Signature

Anemometer

7.7 Action by ADEN:

7.7.1 On receipt of cyclone/weather warnings, the ADEN will alert all his staff to be in
readiness to meet any eventuality. He should also ensure that all the loose fastenings
including sheets, tiles etc., of the station buildings as well as the residential quarters in
the places likely to be affected are secured properly.

7.7.2 He will also alert the residents of the railway colony to take all precautions and
be in readiness to move to safer places in emergencies.

7.7.3 He will also exercise discretionary checks as required to ensure action by

SSE/SE/JE (P.WAY) and that they are alert and active and be constantly in touch with
control office as required.

7.8 Action by SSE/SE/JE (P.WAY)

7.8.1 The SSE/SE/JE (P.WAY) on receipt of weather/cyclone warning should arrange

to advise monsoon patrol man/watchman and gang mates to be extra vigilant. During
non-monsoon periods as and when such warning telegrams are received, the
SSE/SE/JE P.WAY will introduce patrolling as soon as possible and also post
watchmen at all vulnerable locations and bridges by day as well as by night for a period
extending upto 48 hours beyond the period specified in the weather/cyclone warning
telegrams.

7.8.2 The SSE/SE/JE (P.WAY) should be out in his section as far as possible by
trolley during the period of warning and 48 hours beyond. When there is a sudden
cloud burst even during non-monsoon periods emergency patrolling should be
introduced duly informing the Station Masters on the section patrolled.

7.8.3 The SSE/SE/JE (P.WAY)should contact the Control frequently to keep the
Section Controller informed about the site conditions and have their trolleys always
available with them for moving to sites of breaches etc.

7.9 Action by DTM/Gangmate: On receipt of advice from Station Master, the

Gangmate should take the following action:

7.9.1 During the fair season, the mate should depute two reliable Gangmen provided
with Patrolmen's equipments for patrolling the Block Section on either side and for
alerting the intermediate Gangmates.

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7.9.2 During monsoon period the Mate of the station yard gang should send two
Gangmen in opposite directions to alert intermediate Gangmates, Patrolmen and
Watchmen

8. REPORT ON DAMAGES CAUSED BY MONSOON AND FLOODS

During the monsoon, report of damage must be sent promptly to the General
Manager(Works). In case full details are not available, the Divisions should send a
preliminary report over phone on the date of occurrence and follow it up with a detailed
report positively on the following day. All cases of interruption to traffic due to causes
such as floods, breaches, cyclones and other engineering causes, irrespective of
duration of interruption to traffic should be reported by the Division on the same day
itself to the Chief Bridge Engineer by phone and confirmed by wire/Fax. All cases of
interruption to traffic lasting more than 24 hours will be conveyed by the Chief Bridge
Engineer to the Executive Director, Civil Engineering (B & S) Railway Board on the
same day of occurrence by telephone to be followed up with a detailed report to the
Railway Board.

8.1 At the end of the monsoon, a statement showing the location of breaches, the date
and time of traffic suspended and restored and the approximate loss suffered by the
Railway due to breaches, floods, cyclone etc., and cost of restoration should also be
sent in the proforma (vide Appendix `J') by the Sr.DENs/DENs to the General
Manager(Works) not later than 15th January of every year. This statement will cover all
cases and not only those involving dislocation of traffic for more than 24 hours. If no
damage took place, a `Nil' statement must be sent.

8.2 A statement of monthly rainfall during the calendar year should be submitted from
all the rain gauge stations Except for bridges where large scale damages have occurred
the inspection of the affected bridges should be carried out immediately after the flood
season and the report submitted together with plans to show the extent of damages and
proposals for repairs, and special reports where large scale damages have occurred
must be sent as soon as possible after the occurrence.

9. REPORT ON BRIDGES WITH PAST HISTORY

Report on the bridges with past history as chosen by the Division is to be submitted
by Divisional Railway Manager(Works) to the General Manager(Works) not later than
15th March every year by which time the post-monsoon inspection of these bridges and
protective works must be completed. These reports must be comprehensive and give
the complete history of the bridge up-to- date, with hydraulic data available, the
recorded HFL during the year, the afflux and other aspects of interest like change in the
river course, silting up, scour, behaviour of protective works etc. In addition to the
above, the annual survey after floods has to be carried out for all major rivers 3 Kms.
upstream and 1 Km. downstream of the specified bridges and the same should be sent
separately as per instructions in Para 712(3) of IRBM (1998).

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10.TEMPORARY ARRANGEMENTS

To facilitate restoration of traffic during breaches and for easy reference at site of
accidents, details of temporary girders in use on the Southern Railway, sketches
showing the crib arrangements along with concise details of IRS girders upto 18.30 M
spans are given in Appendix `L' for reference. Staging drawings of christ church cribs
for varrying heights are given in Appendix "L" for reference.

E.D

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