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GRS Guide - LR 4
GRS Guide - LR 4
There are six Safety rules given by different authorities to ensure safe
and efficient train operation.
1. General Rules
2. Subsidiary Rules
3. Special Instructions
4. Approved Special Instructions
5. Station Working Rules
6. Miscellaneous Instructions.
General Rules
Subsidiary Rules
Special Instructions
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Station Working Rules (SWR)
Miscellaneous Instructions
➢ These are issued for the guidance of staff in the form of weekly
Gazettes, Divisional Safety Circulars, Safety magazines, posters etc.
3
Definitions
Block Overlap
➢ The adequate distance to be kept free before granting line clear.
➢ This is reckoned from FSS
➢ Not less than 400 mts in TA Area.
➢ Not less than 180 mts in MA area
➢ This may be relaxed by CRS only.
Signal Overlap
➢ The adequate distance to be kept free before taking off reception signals,
This is reckoned from the outer most trailing points in S/L and from
Starter in D/L.
➢ Not less than 180 mts in TA area and Not less than 120 mts in MA area
➢ This may be reduced by CRS only.
Authority to proceed means the authority given to the LP of a train, under the
system of working, to enter the block section with his train;
Block section means that portion of the running line between two block
stations on to which no running train may enter until Line Clear has been
received from the block station at the other end of the block section;
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Competent Railway Servant means a railway servant duly qualified to
undertake and perform the duties entrusted to him;
Loco Pilot means the engine Loco Pilot or any other competent railway
servant for the time being in charge of driving the train;
Facing and trailing points: Points are facing or trailing in accordance with the
direction a train or vehicle moves over them. Points are said to facing points
when by their operation a train approaching them can be directly diverted
from the line upon which it is running;
Fouling mark means the mark at which the infringement of fixed Standard
Dimensions occurs, where two lines cross or join one another;
Guard means the railway servant in charge of a train and includes a Brakes
man or any other railway servant who may, for the time being, be performing
the duties of a Guard;
Intermediate Block Post means a class ‘C’ station on single line, double line
or multiple lines, remotely controlled from the block station in rear;
Line Clear means the permission given from a block station in rear for a train
to leave the latter and approach the former; or the permission obtained by a
block station from a block station in advance for a train to leave the former and
proceed towards the latter;
Last Stop Signal means the fixed stop signal of a station controlling the entry
of trains into the next block section;
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Material train means a departmental train intended solely or mainly for
carriage of railway material when picked up or put down or for execution of
works, either between stations or within station limits;
Running line means the line governed by one or more signals and includes
connections, if any, used by a train when entering or leaving a station or when
through a station a or between stations;
Running train means a train which has started under an authority to proceed
and has not completed its journey;
Station means any place on a line or railway at which traffic is dealt with, or at
which an authority to proceed is given under the system of working;
Station Master means the person on duty who is for the time being
responsible for the working of the traffic within station limits, and includes any
person who is for the time being in independent charge of the working of any
signals and responsible for the working of trains under the system of working
in force;
System of working means the system adopted for the time being for the
working of trains on any portion of a railway;
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➢ Between Home signals, if there is no shunting limit boards or
advanced starters or
➢ Every railway servant shall have his copy of rule books supplied in
digital form or hard copy and make it available whenever inspecting
official notifies them.
➢ Keep it posted with all corrections and produce the same on demand by
any of his superiors.
➢ Railway servants need to carry/keep the G & SR book with them.
➢ Be conversant with the rules relating to his duties and pass the
prescribed examinations if any.
➢ Every Railway servant shall report for duty at such time and such place
and for such periods as may be fixed.
➢ He shall also attend at any other time and places at which his services
may be required.
➢ No Rly servant shall absent himself from duty or alter his appointed
hours of duty or exchange duty without the permission of his superior
or leave his charge of duty unless properly relieved.
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➢ If he wants to report sick while on duty he shall report to his superior
and report to Doctor after being relieved of his duties.
➢ He shall produce sick certificate from a competent Medical Authority
without delay.
SIGNALS
Kinds of signals
The signals which are used to control the movement of trains are four
kinds.
1) Fixed Signals.
2) Hand Signals.
3) Detonating Signal (Fog Signal)
4) Warning Signals.
FIXED SIGNALS
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Warner
P P
ON OFF Warner below a stop signal
Distant
P P
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➢ Color light Distant is provided with P marker. It shall be provided in rear
of F.S.S. / Gate Stop Signal / Intermediate Block Stop signal at an
adequate distance.
➢ Aspects and indication of a Distant signal provided in rear of F.S.S. shall
be as under.
Color of
Aspect Indication
Light
Caution One Yellow Be prepared to Stop at the next Stop signal
Attention Two Yellows Be prepared to pass the next Stop signal at restricted
speed.(Reception on main line/Loop line)
Proceed Green Run through via on main line
➢ Aspects and indication of a Distant signal provided for Gate Stop Signal
or IB Home shall have normally two-aspects only- Caution and Proceed.
➢ Where necessary more than one Distant signal may be provided, in such
a case, the outer most signal is called as Distant and the other signal is
called Inner Distant.
.
Inner Distant
➢ This is provided in sections where speed of run through trains
is 110 kmph and above and where braking distance required
for Goods trains is more than 1 km for more guidance of LPs.
➢ The normal aspect of Distant is Attention. It has only
two aspects Attention & Proceed.
➢ The distance between F.S.S. and Distant is 2000 mts.
➢ ID Marker is provided & normal aspect is Caution.
➢ Signal warning board is dispensed with.
Note: Under approved Special Instructions a color light
Distant Signal may be combined with GSS, LSS of
station in rear or with an IBSS.
Gate-cum-Distant
➢ It is combined with a Gate Stop Signal when a gate is
provided between Distant and Home signal.
➢ Normal aspect is Danger.
➢ `P` Marker shall not be provided.
➢ `G` Marker shall be provided as per rules for G.S.S.
➢ As long as gate is not closed, it works as a G.S.S.
➢ After the gate is closed, it works as Distant signal also. It
shall not be taken ‘OFF’ until the level crossing gates are
closed and locked for the passage of the trains.
LSS-cum-distant
➢ It is combined with L.S.S. and its Normal aspect is Danger.
➢ ‘P’ marker shall not be provided.
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➢ As long as line clear is not obtained through the Block Instrument, it
works as L.S.S.
➢ After L.C. is obtained through the Block Instrument, it works as Distant
Signal for a GSS or FSS also.
➢ It shall not be taken ‘OFF’ until Line clear has been obtained from the
block station in advance.
Outer
ON OFF
➢ It is a reception Stop Signal in two-aspect- territory at class
“B” station.
➢ In semaphore territory it is square-ended, painted Red with
White bar parallel to its end. It is interlocked with the Home
signal.
➢ Where ever it is provided, it is the F.S.S. It is provided at not
less than 400 mts. in D/L from the Home Signal and not less
than 580 mts in S/L from the outer most facing points.
➢ When Home signal fails, Outer is treated as failed.
Home signal
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➢ If provided on a bracket post, bridge or gantry, the tallest Signal refers to
Main line.
➢ In two-aspect territory where single arm is provided, speed over facing
points on main line and turn out shall not exceed 15 kmph.
➢ In multiple-aspect area for speeds up to 75 kmph, a single arm signal
may be provided. The facing points shall be provided with point
indicator.
➢ It is provided out side all connections on the line to which it refers.
➢ In multiple-aspect it is provided at not less than 300 mts. from the outer
most facing points in single line and not less than 180 mts. from the
outer most facing points or Block section limit board in D/L.
➢ In multiple-aspect territory;
➢ Home signal for main line has three aspects, i.e. Stop, Caution and
Proceed. For loop line it has two-aspects Stop and Caution.
Routing signal
➢ It is a reception stop signal in both two aspect and multiple aspect
territories.
➢ It is provided to indicate the line of reception to the LP, if the Home
signal does not indicate the same in consequent of its position,
inconvenient for this purpose.
Departure Signals
The stop signals which control the movement of trains leaving a station are of
two kinds Starter and Advanced starter.
Starter
Proceed ( for
Green Proceed
main line only )
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In multiple-aspect territory, if it is the L.S.S., for both main line and loop, line
it shall have only two-aspects, i.e. Stop and Proceed.
Advanced Starter
Subsidiary Signals
C C
ON OFF
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b) To receive a train on an obstructed road.
5) It shall be taken off only after the train has stopped at the signal.
Shunt Signal
➢ It is a Subsidiary signal for controlling shunt movements.
➢ It may be placed either on a separate post or below a stop signal.
➢ It may be provided below any stop signal except FSS.
➢ When a shunt signal is taken ‘OFF’ it authorizes the LP to draw ahead
with caution for shunting even when a stop signal if any is at ‘ON’.
➢ When a shunt signal is placed below a stop signal it shall show no light
in the ‘ON’ position.
ON OFF ON OFF
➢ Position light type shunt signal indicate the ‘ON’ and ‘OFF’ position by
the illumination of two white lights both by day and night.
➢ It may be provided either on a separate post or below a Stop signal.
➢ When provided below a stop signal it shows no light in the ‘ON’ position
and two oblique/inclined white lights in ‘OFF’ position.
➢ When provided on a separate post it shows two horizontal white lights in
‘ON’ position and two oblique white lights in the ‘OFF’ position.
➢ To indicate the line to which it refers an arrow mark is stenciled on the
top of the signal towards the line.
➢ Shunt signals are interlocked with the points and gates.
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Special signals
Repeating Signal
➢ When a fixed signal is not visible to the LP at a required adequate
distance due to curve or any other reason, a Repeating signal is provided
in rear of it.
➢ It is not a stop signal.
➢ It informs the aspects of the fixed signal in advance to the LP.
R R
Gate-Stop-Signal
➢ This a permissive stop signal provided in rear of the level crossing
which is outside station limits having heavy road traffic.
➢ Provided at an adequate distance to control train movement and to
ensure safety at the LC. These signals are interlocked with closing
and locking of the LC gate.
➢ This signal is provided with a G marker plate painted yellow with
G in black except in the following occasions-
G
a) When there is a bridge between LC gate and Gate stop signal.
b) If the signal is controlling the entry of trains into a
Rail-cum-road bridge.
c) If the signal is protecting points. This signal may be passed at ON.
Hand signals
Hand signals shall be shown by day using flags or bare hands and using
light by night. Hands shall be used by day during emergencies only when
flags are not available.
Occasions
a) If the Loco pilot finds his engine has not cleared the fouling marks of all
points and crossings he shall call the attention of the SM by giving three
long whistles and at the same time wave a stop hand signal.
b) If the guard finds that the last vehicle of his train has not cleared the
fouling marks of all points and crossings he shall inform SM at once and
exhibit stop hand signal to protect his train and prevent any movement
on the fouled line.
c) When the pointsman finds that the points are damaged he shall
immediately attract the attention of the SM by waving a red flag or red
lamp or by sending a messenger and shall show a stop hand signal
towards any train approaching the points.
d) It shall be exhibited during any other occasion, which endangers safety.
Occasions.
➢ During Starter signal failure.
➢ During Shunt signal failure.
➢ During gate stop signal failure without G marker inside station limits.
➢ During reception signal failure when the train is approaching on the
authority of T/369(1) issued by the station in rear or nominated station.
➢ When the Advanced starter protecting slip siding point fails.
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Proceed with caution signal.
➢ It is given for proceeding slowly.
➢ By day it is shown by waving a green flag or one arm vertically up and
down.
➢ By night it is shown by waving a green light vertically up and down.
➢ When the speed is to be reduced further the signal shall be given at a
slower and slower rate.
➢ It is exhibited by engineering staff for the trains passing over the work
spot.
Occasions
➢ It is exchanged between station staff and crew on both sides of the train
inside the station limits and between GDR outside the station limits.
➢ Cabins in large yards where frequent shunting takes place shall not
exhibit any signal unless anything unusual is noticed.
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➢ When a train is running through a station the all right signal is
exchanged between SM and GDR.
➢ The all right signal is to be acknowledged by the Loco pilot by given one
long whistle.
➢ It is exchanged between GDR in the following cases.
a) After restarting the train from the station and midsection.
b) After the train has passed safe over the summit of ghat.
c) After clearing the work spot, tunnel and such other places
required.
d) GDR shall exchange Allright signals with GDR of trains running on
adjacent line(s) and display Danger signal on noticing any
condition which may endanger safety.
➢ Loco pilots/Guards of trains provided with AC loco cab/SLR shall show
the all right signal to station staff by switching on the flickering light/tail
light and confirm by speaking on telephone.
➢ If the GDR of a pass through train fails to exchange All right signal with
SM/station staff on both sides, the train shall be stopped at the next
block station, treating it as a run away train.
➢ If the Loco pilot does not receive the All right signal from the guard he
shall call for it by giving two short sharp whistles and even then All right
signal is not received he shall stop the train and ascertain the cause.
Starting signal.
➢ It is given by the guard to the LP of the train for starting the train.
➢ It is given by blowing the whistle and waving a green flag by day and
green light by night overhead from side to side for passenger trains.
➢ This signal shall also be given for restarting a train.
➢ Guard shall give this signal only after getting permission to start from
SM.
Detonating signals
➢ These are known as detonators or fog signals, which are fixed on the rails
and when an engine or vehicle passes over them explode with a loud
report so as to attract the attention of the Loco pilot.
➢ The detonator consists of a metallic disc painted red and on the topside
the year of manufacture is embossed. When required to be used it shall
be placed on the rails with the label facing upwards and the metal bands
are fastened around the railhead.
➢ Ten detonators are supplied in a tin case to every SM, Loco pilot, Guard,
Patrolman, Gateman, keyman etc by the respective supervisors.
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➢ The normal life of a detonator manufactured in the year 2010 and
onwards is 5 years from the date of manufacture. The life of detonators
can be extended for a maximum of 3 years after conducting successful
test each year. TI, CRC, SMR, and SE/P.Way may conduct test under an
empty wagon moving at 8 to 10 kmph. The inspecting officials in regard
to their knowledge of the use detonators should test staff expected to use
the detonators once in three months. Detonators shall be stored in dry
places and shall not be exposed to dampness. After completion of 8 years
detonators shall be destroyed by soaking those in light mineral oil for 48
hrs, or by detonating them under wagon during shunting operations or
throwing them into deep sea or burning them in an incinerator.
➢ The detonators are chiefly used for protection of signals, and to protect
trains during accidents, obstructions etc.
Fog Signalling
➢ At stations situated in localities where fog, or dust storms or heavy rains
are generally prevalent, a visibility test post painted alternately black and
yellow shall be provided at a distance of 180mts from the centre of SM’s
office and illuminated during night, the VTO shall be specified in the
station working rules and it may be a semaphore arm by day or a light or
back light of semaphore signal by night or a light of a colour light signal
both by day and night.
➢ Before granting Line clear SM shall ensure the VTO is visible, when the
VTO is not visible, SM to advice station in rear to issue Caution order
and arrange for fog signaling.
➢ SM shall depute two trained Fog signalmen with 10 detonators each on
either end of the station limits.
➢ A fog signal post painted alternately black and white is erected at a
distance of 270 mts from the outer most stop signal and fog signal man
shall place two detonators 10 mts apart at the post and he shall
withdraw beyond the safety radius of 45 mts from the detonators before
they are exploded by an approaching engine or train.
➢ Should the Fog signalman be aware of any obstruction on the line, he
shall show a stop hand signal to any train approaching. On single line
sections the fog signal man shall exhibit PHS to the trains leaving the
station and no signals shall be shown towards approaching trains.
➢ When the engine explodes 2 detonators, it warns the Loco Pilot of his
proximity of FSS of the station. The LP shall look out for the aspect of the
signal and stop at the FSS and further proceed at a speed not exceeding
10 kmph. The fog signal man shall after passage of the train shall replace
the detonators.
➢ In case of dense fog prevailing in the section the maximum speed of
trains is to be restricted to 60 kmph in the absolute block system.
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speed as necessary, so as to have the train well under his control and be
able to stop short of any obstruction on the line.
➢ After proceeding 1.5 kms from the place where his engine exploded
detonator(s), if his engine does not explode any more detonator(s), the LP
may resume authorized speed, and report the incident to the next
station.
➢ In thick foggy or tempestuous weather impairing visibility when his
engine explodes 2 detonators within a distance of 10 mts apart, the loco
pilot shall control his train immediately and will follow the aspect of the
first stop signal within a distance of 270 mts.
➢ When Loco pilot explodes 3 detonators within a distance of 40 mts he
should control his train and move cautiously to stop short of any
obstruction and be guided by the signal he may receive on the line.
➢ When the LP notices a signal warning of an obstruction, except
detonator(s), he will stop his train immediately and act on advice of the
person exhibiting warning signal or on the basis of obstruction noticed
by him.
➢ In case on further details of exhibition of warning signal is noticed, after
stopping for 1 min by day and 2 min by night to ascertain the location
and cause of warning, LP shall proceed cautiously up to the next block
station.
Warning signals
SIGNAL FAILURE
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Reception stop signal failure
SM shall ensure the following before receiving a train.
➢ The line on which the train is to be received shall be kept clear and free
from obstruction up to berthing place.
➢ All the points for the nominated line shall be correctly set and facing
points locked.
➢ LC gates, if any shall be closed against the road traffic.
➢ All conflicting movements shall be stopped.
➢ All conflicting signals shall be kept at ‘ON’.
T/369(3b)
T/ 369(1)
➢ This authority is issued by SM of Nominated station/station in rear.
➢ For the purpose of issuing T/369 (1) to goods trains/LE the station
immediately in rear is the nominated station.
➢ T/369(1) is prepared in duplicate in prescribed format and issued to the
LP under acknowledgement.
➢ SM shall fulfill all conditions for clearing reception signals before
granting line clear for the train approaching with T/369(1).
➢ SM shall arrange to exhibit PHS at the foot of the defective signal.
➢ The LP shall not pass the signal without PHS.
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➢ The speed of the train with T/369(1) while passing the reception stop
signal at “ON” shall not exceed 15 KMPH.
➢ If the reception stop signal is restored, SM after stopping the train at the
foot of the signal shall issue a written memo to the LP to obey the off
aspect of the signal.
➢ T/ 369(1) shall not be issued in the following cases.
(a) When calling ON signal is provided.
(b) When all Home signals have not failed.
(c) When signal failed in off aspect/no light due to power supply failure.
(d) In Automatic area if manual home signal is not provided.
Flickering / Bobbing
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➢ If the signal does not assume a steady aspect and continue to
Flicker/Bob, treat it as defective.
➢ In the case of Automatic stop signal showing more than one aspect, the
most restrictive aspect of the signal shall be observed.
Intermediate starter
Intermediate starter shall be passed at `ON` where Calling- on signal is
taken off or with the authority of T/3693(b) with PHS.
➢ In case of shunt signal failure the station master shall ensure the correct
setting of points, closure of LC gates before authorizing the movement.
➢ The Shunt signal/Shunting permitted indicator shall be passed at `ON`
on the authority of T.370 + PHS.
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➢ He shall wait for 01 min by day and 02 mins by night, and if the signal is
not taken OFF within this period, he may draw ahead his train
cautiously up to the LC gate.
➢ If the Gatemen is exhibiting hand signals, proceed further past the gate,
or if the gateman is not available or not exhibiting hand signals he shall
stop 30 metres short of the LC. The Loco pilot shall proceed further on
getting hand signals from the gateman if available or from the ALP after
ascertaining that the gates are closed. He shall stop his train with the
last vehicle clearing the level crossing by two vehicles length to enable
the ALP or Guard to open the gate for road traffic and then board the
train. The Guard and the Loco pilot shall report the occurrence at the
next block station.
Passing Gate stop Signal without (G) marker at ON inside station limits
➢ Loco pilot shall stop his train at the foot of the defective Gate Stop Signal
and give one long continuous whistle.
➢ Inform the SM through Gate phone or ALP if SM is not already aware.
➢ LP shall not pass the GSS at ‘ON’ unless he receives the authority T.370
from SM.
➢ PHS is shown by the gatemen at the foot of GSS after closing gates and
ensuring the line is free from obstruction.
➢ When a Loco pilot finds that Gate-Cum-distant signal at ON, and if (G)
marker is provided, Loco pilot shall follow the procedure for passing GSS
with (G) marker at ON.
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➢ When a LP finds the Gate-cum-Distant at ON, and if (G) marker is not
provided. Loco pilot shall follow the procedure for passing GSS without
(G) marker at ON. The LP shall proceed cautiously till the next stop
signal is visible and be guided by the aspect of the signal.
Slip Siding
Catch Siding
Point set for main line. Point set for turnout/loop line
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➢ When the points are set for turnout, it will show knife edge of the disc
during Day and a Green light during Night in both the directions.
➢ This will be provided at stations where the speed over points is up to 50
kmph in Two Aspect and up to 75 kmph in Multiple Aspect signals with
single arm home.
➢ During Reception and Dispatch and shunting operation this must be
observed by the LPs.
Trap Indicator
➢ This is not a stop signal, but works in conjunction with a stop signal.
➢ An yellow cross light both during day and night in color light areas will
be the “Shunting permitted position”.
➢ No light during Day/Night is shunting “not permitted” indication.
➢ It authorizes movement in both the direction along with Hand signals.
➢ The stop signal cannot be taken off when the shunting permitted
indicator is showing “Shunting permitted position”.
➢ When this indicator fails form T.370 + PHS is the authority.
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Route Indicator
1 3
It may be –
➢ A stencil type where the route is shown by an illuminated stenciled letter or
number, or
➢ A multi-lamp type where route is shown by the burning of multiple
miniature lamps in the form of a letter or number, or
➢ A projector type where a number or letter is projected on an illuminated
plate in a box.
➢ These indicators show for all the lines including main line.
Note: Signals working in conjunction with Non-directional type Route
indicators shall be deemed to have failed if the Route Indicators show
no route or incorrect route when the signal is “OFF”.
Engineering Indicators
Caution Indicator
Speed Indicator
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➢ A triangular yellow board with black painted number.
➢ This is placed at a distance of not less than 30 mts in rear of
the work spot.
➢ It cautions the LP to reduce speed, as indicated in this board
while passing the work spot.
Stop Indicator
Termination Indicator
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➢ A rectangular board colored black with two yellow horizontal
bars at both ends and a yellow circle at the center.
➢ This is placed at not less than 1400 mts in rear of FSS,
Gate stop signal or IB signal.
➢ It is reflective type and not lit during night.
➢ At stations where inner Distant and Distant Signal are
provided this Warning Board may be dispensed with.
➢ On sighting this board LP shall locate for the aspect of the fixed signal.
➢ If the aspect of the signal is not visible LP to control the train
as if the signal is at ON till he locates the signal and be prepared
to stop at the Stop signal.
“S” Board
`W` Board
`W/L` Board
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It is provided in rear of all unmanned level crossing gates at a distance of
250 mts.
Loco Pilots shall give continuous whistle from this Board till the Level
crossing.
Stop Board
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Classification of stations
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Special class stations:
➢ Stations which cannot be worked under the rules of A, B, C & D class are
special class station.
➢ The SWR of special class stations where passenger trains run shall be
approved by CRS.
➢ Stations in Automatic Block system and some stations in Absolute Block
system are special class stations.
1. Both in D/L & S/L a Warner shall be provided in TAS when speed of
trains exceeds 50 kmph over facing points- main line.
2. At non-interlocked stations in TAS only outers may be provided under
ASIs.
3. In MAS S/L starter may be dispensed when speed of trains is up to
50 kmph, under Approved special instructions.
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➢ Any additional trips considered necessary shall be provided with the
approval of the controlling branch officer of the division.
➢ The scale of trips shall apply to all systems of working.
➢ A register is maintained at the crew booking points and SSE/Loco shall
up date the particulars every first of the month.
➢ LP/ALP should certify that his previous trip on the section was
performed within the last 3 months and shall also intimate 15 days in
advance about his LRS getting lapsed.
➢ No.of trips may be increased for difficult sections when permitted by
branch officers.
Interlocking
Non-interlocked
➢ In the beginning there was no interlocking between points and signals.
➢ Facing points can be altered in the face of approaching train.
➢ Human element only played an important role in ensuring safety.
➢ The speed of trains is restricted to 15 kmph over facing points.
Direct interlocking
➢ In this type the points and signals are grouped together and operated
from one and the same place from a cabin or panel.
Fully interlocking
➢ In this taking off reception signal detects setting of points at the trailing
end also.
➢ Reception signals can be taken of only after setting and locking all the
facing points for the line of reception up to signal overlap.
Essentials of interlocking
➢ It shall not be possible to take off signals unless the concerned points
are correctly set and facing points locked.
➢ When a signal is cleared it shall not be possible to alter points or open
LC gates.
➢ It shall not be possible to take off conflicting signals at the same time
leading to conflicting movements.
➢ Where possible points are interlocked with each other to avoid
conflicting movements.
Standards of interlocking
Depending on the volume of traffic, devices provided to confirm the
speed factor there are three standards of interlocking. The equipment of
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signal, mode of locking and operation of points, signals, etc vary in these
different standards.
Sl
Particulars STD I(R) STD II(R) STD III(R) STD IV(R)
No.
Optional, It
may be
1 Isolation provided for Essential Essential Essential
simultaneous
reception.
Type of Partial or full Partial or full Full Full
2 interlocking Direct or Direct or Direct only Direct
indirect indirect only
Point Compulsory Not Not Not
3
Indicator Compulsory required required
Mode of Hand bolt Plunger Plunger
4 locking plunger key type type
points
Signals – Distant, Home Distant, Distant, Distant,
MAS & starter is Home, Starter Inner Inner
optional Advanced Distant, Distant,
starter is Home, Home,
optional. Starter Starter
and and
Advanced Advanced
starter. starter.
Speed over
6 facing 50 kmph 110 kmph 140 kmph 160 kmph
points M/L
38
Isolation
Means of isolation
Trap Switch
➢ It is a single switch rail point used both on running lines and non
running lines.
➢ Whenever the line is to be isolated, trap points are kept open.
➢ Any vehicle which moves over open trap point will derail.
➢ When movement is authorised trap points will be in closed condition
and may be indicated by a trap indicator.
Sand Hump
➢ An extended portion of the track of approved design ending in a sand
hump on a sharp rising gradient.
➢ It can trap run away vehicles or trains and hence an efficient means of
isolation. It is also an efficient substitute for signal overlap.
Derailing switch
➢ It is a switch provided on a line to isolate it from adjacent lines.
➢ When it is open, any vehicle passing over it in the facing direction
derails without fouling other lines.
➢ Trap indicators may be provided to indicate whether they are closed or
open. Under approved special instructions this shall be used as a
substitute for signal overlap.
Standard Time
➢ The working of trains between stations shall be regulated by the
standard time prescribed by the Government of India.
➢ The standard time shall be signalled daily at 16.00 hrs as indicated in
the GPS clock installed in the control office.
➢ Control office shall notify all the stations through a general call.
➢ No passenger train or mixed train shall be started from a station before
the advertised time.
39
➢ At the train starting station the guard shall set his watch with the
station clock and communicate the time to the LP who shall set his
watch accordingly.
Speed of trains.
➢ Every train shall run on each section of the railway within the speed
limits sanctioned for that section by approved special instructions i.e.
no train shall exceed the maximum permissible speed of the section.
➢ The LP shall regulate and control the running of the train according to
the WTT.
40
Caution Order (GR/SR 4.09)
41
➢ It is issued for all stopping trains and run through trains stopping out of
course.
➢ This Caution order may be dispensed with for a stopping train if SM is
able to communicate through VHF set and ascertain that the LP is
already in possession of caution order.
Notice Station
➢ Notice station is indicated in WTT for the purpose of issuing caution
order.
➢ Normally a train starting station or a junction station where all trains
stop will be designated as notice station.
➢ Notice station for passenger trains need not be same for goods trains.
➢ LP and Guard shall not start a train from notice stations without caution
order.
General instructions with Caution order
42
Circumstances for the issue of Caution Order
Sl
No Circumstances Particulars of Caution
When LP reports about slack, rough running Observe special caution
1 or heavy lurch. Speed not to exceed 10
kmph
Unsafe conditions of bunds of tanks or rivers Speed 15 kmph by day
2
are reported. and 10 kmph by night
Water reaches danger level mark at bridges. Speed 15 kmph by day
3
and 10 kmph by night
Trolley on line on form T/1518. Trolley on line Caution
4
order
Gateman`s acknowledgement of a Observe PHS of gateman
non-interlocked LC gate outside station and pass LC not
5 limits not received for a train. exceeding 20 kmph &
whistle freely.
During thick, foggy or tempestuous weather Adverse weather
6 where there is poor visibility of signals. conditions, Stop at FSS
and proceed at 10 kmph.
Last train mentioned in the Line Block order. Look out for stop hand
7 signal from the
engineering official
For a traffic train to enter a block section on Line block removal
the expiry of line block period advise not received, Be
8
prepared for stop or
caution signals
Patrolman does not report within 15 minutes Speed 40 kmph by day
9
of his scheduled arrival or departure. 15 kmph by night
When LC has been obtained through control Speed on S/L 15/10
or VHF set, not supported by Identification kmph, D/L 25/10 kmph,
10
numbers Twin S/L first train 25
kmph
When Engineering gate signal is reported as Information about
11
defective failure.
Engineering works or repairs on the track. T/409 or T/B 409 with
12
details.
During emergency patrolling of track. Emergency patrolling in
13
force.
Any change in complement of signals or a Notification of the
signal is newly erected/relocated. change in signaling
14
arrangements for 90
days.
Particulars of the
Warner/Distant or FSS failed in OFF defective signal Observe
15
position stop hand signal at the
foot of the signal.
43
Train piloted on written memo on Speed not to exceed 15
Non- signaled or Non- running line. kmph or less as
16
mentioned in SWR.
When alarm chain apparatus is blanked off Coach No. and
17 on a coach/compartment of a train. instruction to look back
frequently.
Speed 15 kmph Guard in
When Engine pushing a train outside station
leading vehicle.
18 Limits
Speed 10 kmph Gd in
any other vehicle.
Train movements permitted on rail 10 kmph when certified
fracture/weld fracture after attending fit by Keyman/Gangmate
19 emergency repairs or Patrolman. for first
train & subsequent
trains 20 kmph.
Trains are unusually delayed running on Proceed cautiously and
D/L or Multiple line sections. ascertain the
20
whereabouts of the
delayed train.
Train started after occurrence of train Report of conditions of
21 parting and clearance of obstruction the track such as
distortion
Diesel locomotives permitted to enter during Speed restrictions or
22 power block. special precautions if
any.
Goods permitted to run without Guard/BV Specify the non provision
or without Guard and BV. of Gd/BV and advise to
23
carry the duties of
guard.
During overhauling of Interlocking lever Speed 15 kmph at
24
frames station
Indicate the location
25 When temporary neutral section is provided. where LP has to lower
and raise pantograph.
First train 20/10 kmph
by day/night and stop
Overhead equipment Break-down on
26 short of any obstruction
Double/multiple line section.
and report the condition
of track.
Absence of light is
No light in a color light signal due to power notified and LP to stop at
27
failure the foot of the signal
post.
44
condition of run through train or lookout for any
observations made that the block section in obstruction on the line`.
rear might have obstructed.
Any other conditions or circumstances which Particulars of caution.
30
may require the issue of caution order.
An engine shall push a train outside the station limits only under special
instructions.
An engine may push a train outside station limits in circumstances such as-
1. Regular working of Material trains.
2. Inability of engine to haul the load.
3. Line obstructed and trains required working to the point of
obstruction.
4. Working of relief trains during emergencies etc.
5. To pick up an injured passenger or a person knocked out by the
train, if considered necessary.
Once a train enters a bock section normally it should not be pushed back.
If the train is unable to go forward, and no relief engine is available, the
Guard in consultation with LP can decide to push back the train after taking
the following precautions.
➢ The Guard/LP shall contact SM/SCOR/TPC telephonically and obtain
permission to push back. Such permission shall be given by SM of the
station in rear supported by a PN.
➢ If SM/SCOR/TPC could not be contacted, the Guard/ALP shall walk to
the nearest station and SM shall then issue Caution Order permitting
pushing back.
➢ SM of the station in advance shall issue Caution order only after
obtaining permission supported by a PN from SM of station in rear.
➢ Guard of the pushing train shall travel in the leading vehicle fitted with
braking apparatus or hand brakes.
➢ If the leading vehicle is not so fitted, the Guard shall travel in the nearest
vehicle which is so fitted.
➢ The speed of the train, when Guard is traveling in the leading vehicle
shall not exceed 15 kmph and in any other vehicle, 10 kmph.
➢ Guard shall keep a good lookout and continuously exhibit PHS to the LP.
In absence of PHS, LP shall stop the train at once.
➢ On single line sections, the LP of pushing train shall stop outside the
FSS and whistle.
➢ SM shall arrange to receive the train by taking OFF the reception signals.
➢ On Double line sections when a train is pushed the LP shall bring his
train to a stop opposite the FSS pertaining to the other line or at the LSS
whichever he comes across first and whistle.
➢ The train shall be hand signalled inside the station by a written memo
issued by SM.
45
➢ A Patrol or a searchlight special with one or more vehicles in front of the
engine may be permitted to run at maximum speed of 40 kmph.
Flasher light
➢ This is fixed adjacent to head light in Diesel, Electric locos and EMUs,
MEMUs and DMUs.
➢ When switched on, this will show a flickering yellow light.
➢ As soon as a train is stopped due to accident or for any other reason the
LP must switch on flasher light, before going for protection.
➢ On seeing this light, the LP coming from the opposite direction should
stop his train as near to the engine and enquire the reason.
➢ If there is obstruction the LP of approaching train must arrange to
protect his own train in rear.
➢ This may be switched “ON” to stop a train coming from opposite
direction to convey any information.
➢ At station, if there is any obstruction on the adjacent line the LP shall
switch on Flasher light.
➢ During S/L working on D/L, LP of train running on wrong direction to
switch on Flasher light.
➢ TIC on S/L, LP of engine to open communication to switch on flasher
light.
➢ Presently Auto flasher light is provided to function in case of abnormal
condition in train.
46
Tail light and Side lights (GR/SR 4.15)
During night and in thick and foggy weather trains working outside
station limits shall be provided with a red tail light and two side lights
showing red towards the rear and white towards engine.
➢ Provision of side lights on goods train and EMU train may be dispensed
with.
➢ At night LP shall look back frequently and see that the side lamps are
burning to ensure that the train is complete.
➢ If both the side lamps are not burning LP shall give two short whistles.
➢ Guard shall then exhibit PHS towards the LP to indicate the side lamps
are not burning and LP shall give a long whistle and continue the
journey.
➢ When a train is waiting at a station to give precedence to another train
the Guard shall change the side light to show white towards the rear
and red towards the engine and the other left in its normal position.
After the following has been admitted Guard shall again put back the
side light to its normal position.
➢ To indicate to the staff that a train is complete the last vehicle in rear
shall be affixed by day a tail board.
➢ By night and thick foggy weather a red tail lamp either steady or flashing
light shall be provided.
➢ The Tail board/Tail lamp shall be of approved design.
➢ In emergencies under special instructions a red flag may be used in lieu
of Tail board/Tail lamp.
➢ In case of EMU stock turnover tail board painted with Red Cross mark
on white back ground is provided.
➢ Guards are responsible to ensure that Tail lamp/Tail board is affixed
only in rear of the last vehicle.
47
➢ One insulated screw driver and an insulated plier, Hammer
➢ LV Board/Tail lamp
Equipment of ALPs
➢ Red and Green flags.
➢ Rough journal book.
➢ Working Time table.
➢ Tri color torch
➢ Personal log book.
➢ Hammer-cum-screw driver
In addition LPs/ALPs should also be in possession of a Watch and two pairs
of spectacles required to wear under Medical advice.
48
➢ When the leading Cab of an Electrical locomotive/Dual cab Diesel
Locomotive becomes defective ALP if duly qualified shall drive from the
trailing Cab and LP shall remain in leading driving Cab and responsible
for correct operation of Brake system.
➢ The maximum speed shall not exceed 40 kmph.
EMU Stock
➢ In case EMU leading Cab fails, the Train shall be driven from the
nearest serviceable compartment.
➢ In such cases Guard shall travel in the leading Compartment and
convey necessary signals to the LP and in emergency apply brakes.
➢ The speed shall not exceed 30 kmph and where the Brake equipment is
inoperative from the leading Cab the speed shall not exceed 15 kmph.
Procedure for a Goods train to work without Brake Van (GR/SR 4.25)
49
➢ Caution Order issued - informing the LP about the absence of Guard.
➢ Tail Lamp or Tail Board put on, Fouling mark ensured
➢ During Crossing – SM to give the last vehicle number to Control &
exchange PN.
Note: Working of trains without Guard/BV/Both is not permitted during
TIC and in Ghat sections.
50
➢ Trains carrying ISMD should be dealt only on the lines nominated in the
station working rules at stations.
➢ Normally these trains shall be dealt on non platform lines.
➢ When dealt on PF lines speed shall be restricted to 5 kmph.
➢ Escort staff to inspect the loads at frequent intervals to ensure that the
position of the loads is not shifted during run.
➢ Change of route and diversion is not permitted.
Every LP before starting a train shall examine the notices issued for their
guidance and ascertain whether any special attention is required on that
section.
➢ BPC is correct in all respects end prescribed vacuum/Air pressure is
available in Engine & B-Van.
➢ Before commencement of journey the LP shall ensure that his engine is
in proper working order.
➢ The couplings between the engine and the train are properly secured.
➢ The head light & marker lights are in order and burning brightly when
required.
➢ In case of coupling multiple units the LP shall observe all electrical
couplings are properly made.
➢ During journey the LP shall obey all lawful orders of the Guard and in
station limits of SM in all matters affecting the starting, stopping or
51
movement of the train for traffic purposes so far as the safe and proper
working of his engine will admit.
➢ LP & ALP, shall keep a good look out while the train is in motion, shall
identify each Signal/ Engineering Indicator Boards and call out the
aspects to each other.
➢ The LP & ALP shall look back frequently to see whether the whole of the
train is following in safe & proper manner when they are not otherwise
engaged.
➢ They shall pay special attention after passing P. way gangs on line or a
manned LC gate to see whether any danger signal is being exhibited by
them warning of a danger of an accident.
➢ Exchange signals with Guard & station staff at such times & in such
manners as prescribed.
➢ Promptly observe caution spots and speed restrictions as mentioned in
Caution orders.
➢ When required assistance of Guard`s Hand Brake, the LP shall sound the
prescribed code of whistle.
➢ Use the Engine whistle as & when required at curves, cuttings, Tunnels,
LC gates & on Bridges.
➢ Before detaching the engine from the formation outside station limit for
any reason permission of Guard shall be obtained.
➢ The engine of a train carrying passengers shall not be detached outside
station limits except in an emergency as permitted by special
instructions.
Duties on Arrival
➢ When a train comes to a stand at the station the LP shall see that
wherever possible, his engine is clear of the fouling marks of all points &
crossing, If not he shall take steps to inform the SM & exhibit stop hand
signal to prevent any movement on the fouled line.
➢ Ensure that the train is secured & brakes are applied properly.
➢ He shall report regarding any defective signals, unusual run or any
occurrence to the SM in writing.
➢ Before shutting off power the LP shall determine where to shut off power
by paying particular attention to the gradient, state of weather, condition
of rails, brake power & length and weight of the train.
➢ LP shall not leave his working Locomotive when on duty, except in case
of absolute necessity and after a competent Rly servant has been placed
in change of the locomotive.
52
➢ When a train carrying passengers has been brought to a stand at a
station, LP shall not move it except under the orders of Guard.
➢ LP shall bring the train to stop at FSS and give a long whistle to warn
the Station Master.
➢ If the delay is without any apparent reason for 5 minutes and more LP to
give 2 long and 2 short whistle and call guard to come to engine.
➢ After consultation with the Guard shall depute the ALP to inform SM.
➢ If the signals are likely to be taken off, the messenger may remain at the
station.
➢ If the train is to be detained at the signal for a considerable period SM to
send a written memo mentioning reasons for detention through the
messenger.
➢ The messenger to get the initial of LP and hand it over to the guard. In
the absence of Guard LP shall retain it.
➢ Guard to make necessary remarks in the CTR.
➢ If stoppage is likely to exceed 15 minutes, the train to be protected in
rear [GR 6.03]
➢ During total interruption of communication if delay exceeds 10 minutes
or more, protection shall be done by guard in rear (GR 6.02).
Whistle code of
Sl. No Indication
Engine
a. Before starting:-
1. Indication to LP of assisting/banking
engine that the leading engine is ready to
start.
2. Acknowledgement by the LP of
assisting/banking engine to leading LP.
3. Engine ready to leave loco yard or after
completing loco work.
1 0 One short 4. Engine ready to go to loco yard.
On run-
1. Assistance of other engine not required.
2. Acknowledgement of LP of
assisting/banking engine that assistance
stopped.
a. Call for Guard’s signal.
2 00 Two short b. Signals not exchanged by Guard.
c. Signals not exchanged by station staff.
a. Guard to release brakes.
–– 0 b. Before starting engine or a train from
3 One long one short station/mid-section.
c. Main line clear after backing into siding.
a. Guard to apply brakes.
4
000 Three short b. Train is out of control, Guard to assist
a. Train cannot proceed on account of
0 0 0 0 Four short accident, failure, obstruction or other
5
exceptional cause.
b. Protect train in rear.
6 –– –– 0 0
54
Two long Two short Call for Guard to come to engine.
a. Token not received
b. Token missed
7
0 –– 0 c. With wrong `authority to proceed`.
short long short d. Passing Stop signal at On proper authority.
a. Before starting- Vacuum recreated on ghat
section, remove sprags.
b. Passing Automatic stop signal at `on`.
––––– one long c. Passing an IB stop signal at `On` when the
8 telephone provided on the signal post is out
of order and the LP is thus unable to contact
the station in rear.
d. On run- Acknowledgement of Guards
signal.
Note: The signals above are illustrated by `0` by for a short whistle and “–––“for a
long whistle.
56
➢ Points shall be set against the line and have been secured with clamp,
or bolts and cotters with padlock.
➢ SM shall keep the keys in his personal custody, until the material train
is ready to leave.
➢ SM and guard shall jointly ensure in addition to above that sufficient
number of hand brakes has been applied and BV brakes are screwed
down.
➢ Sufficient number of wheels is locked by safety chains and pad locked.
➢ Outside the station limit, the Guard shall take the above precautions.
Departure of a train from a non signaled / non running line (GR/SR 5.11)
57
➢ T/ 511 shall be issued by the SM in addition to authority to proceed.
➢ Train shall be piloted out of the station up to the last set of points at a
speed not exceeding 15 kmph.
➢ The number of the non- running / non- signaled line from where the
train is being started shall be written on the face of the authority.
➢ This form shall serve as ATP when endorsed with Line Clear obtained
from station and PN.
Control of shunting
➢ Shunting shall be controlled by fixed signals, Hand signals and verbal
directions.
➢ Outer, Home and LSS shall not be used for controlling shunt
movements.
➢ Starter signals where it is not the LSS may be taken off if interlocking
permits.
➢ Gate stop signals inside station limits may be taken off after closing gates
against road traffic.
Kinds of Shunting
`Loose Shunting` means vehicles being pushed by an engine and allowed
to run forward unattached.
➢ No vehicle shall be loose shunted unless provided with an efficient hand-
brake or unless the vehicle is attached to at least another vehicle fitted
with an efficient hand brake.
58
➢ The vehicle shall be accompanied by a railway servant to pin down the
hand brake.
➢ The Railway servant in-charge of shunting shall ensure that the wagons
do not escape from the yard and obstruct running lines.
➢ Loose shunting is prohibited in the following cases:
Dead Engines, ISMD loads, Wagons with defective hand brakes,
Wagons loaded with heavy machinery, Petrol and oil tank wagons,
Damaged vehicles, Wagons loaded with fragile goods, Coaching vehicles,
Track maintenance machines, Tower wagons, Cranes, Vehicles
containing passengers, workers, explosives, Dangerous goods or live
stock such vehicles which are marked `Not to be Loose Shunted`.
Hand Shunting
➢ Shunt movement which are performed manually without the aid of any
engine is called Hand shunting.
➢ Hand Brakes shall be in proper working order and always accompanied
by a Railway servant to pin down the hand brakes.
➢ Once Line clear has been given for a train and unless such line is
isolated hand shunting shall not be done.
➢ Not more than one bogie or two units shall be moved at a time.
➢ The wagons shall not be moved at a speed exceeding 5 kmph.
➢ On gradients 1 in 400 or steeper Hand shunting is totally prohibited.
Tokenless Area
DOUBLE LINE
60
61
Accident
Grievous injury
The injuries are defined in section 320 of the Indian Penal Code.
Threshold value: The minimum value beyond which the accident will be
treated as having serious repercussion on the basis of loss to railway property
or interruption to communication.
Threshold value of Railway property loss is fixed at one lakh rupees.
Threshold value of interruption to communication is as under.
62
Passenger Train: A train intended solely or mainly for the carriage of
passengers or workmen or a material train or Accident Relief train, a tower
wagon and includes Cattle special and Military special.
Engine Failure
An engine is considered to have failed when it is unable to work its booked
train from start to destination. Reduction of the load for a part of the journey
would constitute an Engine failure provided this is due to a mechanical defect
on the engine or mismanagement on the part of engine crew.
Consequential Accidents:
Accidents that normally result in loss of life, grievous injury or damage to
Railway property. eg. Collisions, Derailments, Fire in trains and trains
running in to road traffic at Level crossings.
Indicative Accidents:
Mishaps, generally not resulting in casualties, but which are indicative of
unsafe acts or potential hazards. eg. Averted collisions, Breach of Block rules
and Train passing signal at danger.
Kinds of Accidents
1. Train accidents
2. Yard accidents
3. Indicative accidents
4. Equipment failures
5. Unusual incidents
Classification of Accidents
For statistical purpose Accidents are classified in to classes A to R
excluding I and O.
Consequential Accidents
A – Collisions involving train carrying passengers or trains not carrying
passengers or collisions occurring in shunting, yards, Loco yards and
siding not involving a train.
B – Fire on trains.
C – Trains running in to road traffic and /or traffic running into trains at
level crossings at manned/unmanned LC gates.
D – Derailments of passenger trains or non-passenger trains or
derailments occurring in shunting, marshalling yards and sidings.
E – Other train accidents like train running over or against any
obstruction including fixed structure.
Indicative Accidents
F – Averted collision between trains carrying passenger or between non
passenger trains or between a train and an obstruction.
63
G – Breach of Block Rules like train entering a block section without ATP,
Train received on a blocked line not constituting an averted collision
and train entering catch/ slip siding or sand hump at a station.
H – Train passing signal at danger without proper authority.
Equipment Failure
Unusual Incidents
64
Sounding of Hooters
The duration of the long hooter shall be 45 secs for long and 10 secs for
the short, with 30 secs interval between two successive calls.
The emergency call shall also be given by the violent ringing of station
bell.
Break-Down Special
➢ Stabled in a suitable siding set apart exclusively for the purpose.
➢ Keys of Engineering tool van are with SSE/P.Way.
➢ Keys of Mechanical tool van are with SSE/C & W.
65
➢ Duplicate keys of both the tool vans are kept in separate sealed glass
fronted box in SMR office.
➢ Inspected by Depot Supervisors once in a month.
➢ Inspection by Divisional officers once in 3 months.
➢ Trail run is conducted once in 3 months..
➢ Turning-out time from the time of siren sounding
From 6.00 hrs to 18.00 hrs - 30 minutes.
From 18.00 hrs to 6.00 hrs - 45 minutes.
Accident Forms
ACC-3: Accident report by GDR to the nearest SM.
ACC-4: GDR report when a person/persons falling out of trains or
knocked down by train.
66
➢ GDR shall not brief the cause of accident to Press and Media.
➢ LP and ALP shall not desert the accident spot until properly relieved.
Systems of working
It is defined as the system adopted for the time being for the working of
trains on any portion of a railway.
The Railways has the right of way on its track, the rules regulating the
working of trains have to ensure that they do not collide each other. On
double line the direction of the traffic is permanently decided and the rules
have to guard against `follow on` collisions. This can be ensured by having
certain interval between successive trains. This interval can be on the basis
of space or time.
In the case of single line, direction of each train has to be worked is to be
established to avoid a `Head on` collision.
The set of rules laid down for the spacing of successive trains in the same
direction as well as to allow trains from the opposite direction is known as
the system of working for the time being for that section of the line.
B. DOUBLE LINE
➢ This is in use where the traffic is light on branch lines with one end as
terminus.
➢ In SWR this is the system in vogue between Rayadurg-Kadiridearapalli,
Gangavati-Karatagi and Bagalkot-Khajjidoni section. Under Approved
special instructions trains may be worked without fixed signals.
Essentials:
Where trains are worked on the “One Train Only System” only one Train
shall be in the section, where this system is in force, at one and the same
time.
68
Authority to Proceed
➢ A metal Token bearing the inscription “ONE TRAIN ONLY” and the
section to which it applies.
➢ SM has to keep this ATP in a box and lock it always.
➢ Non-availability of the metal token in the box indicates that the section is
occupied by a Train.
➢ In case of this metal token is lost or damaged badly, an emergency metal
token must be introduced duly informing TI, LF and DRM and make
entry in the station Diary.
➢ DRM has to arrange duplicate Metal Token and send it through TI.
➢ In case of accident, the Train to be protected on the side of base station
and then necessary action to be taken by advising the base station.
➢ The Guard is responsible for the Train until the section is cleared.
69
➢ SM shall give a written permission to the official-in-charge.
➢ Before commencing work on a line SM and the official shall jointly
arrange to isolate the line by setting of points or traps and locking by
means of cotter and bolts clamps and padlocks.
➢ If the line cannot be isolated from other lines, the official shall provide
the prescribed hand signals, detonators and Banner flags in the station
yard.
30
metres
10
10
metres 600 600
45
metres metres metres
600 600 45
metres metres 10 metres
30 10
metres metres
70
to flagman at the banner flag, who shall there upon remove the banner
flag and show proceed with caution hand signals.
➢ LP shall pass the work spot cautiously and after getting Allright signal
from Guard shall resume normal speed.
➢ When a train is not required to stop proceed with caution hand signals
shall be exhibited at a distance of 30 mts and again at a distance of
1000 mts from the work spot.
30
metres
1000
metres
1000
metres
30
metres
➢ LP may resume normal speed after the train has been hand signaled
past the place of obstruction.
71
➢ SMs on either side shall issue caution order for all trains indicating the
location of indicators also.
➢ The LP of a train shall reduce speed on approaching the caution
indicator and bring his train to a dead stop.
➢ The Engineering watchman shall handover E.R.7 Book to the LP.
➢ The LP shall fill in the date, train number and time and affix his
signature and return the book to the watchman.
➢ The watchman shall exhibit a “Proceed with caution” hand signal to the
LP.
➢ The LP shall restart and proceed cautiously at a speed not exceeding 10
kmph over the work spot.
➢ On reaching the termination board and after getting all right signal
from the guard the train shall resume normal speed. For short trains
and LE `s guard shall show allright signal after clearing the work spot.
Where trains are not required to stop at the work spot a speed indicator
shall be placed in place of the stop indicator and the LP shall proceed at a
speed as indicated on the speed indicator.
Note: Both works of short duration and long duration are temporary speed
restrictions.
Engine failure
➢ If the engine is for any reason unable to proceed, the Guard or LP shall
convey the message to control or the nearest SM by most expeditious
means.
➢ The train shall be protected and if no means of communication is
available ALP shall be sent with a report in ACC-3 mentioning the
location and nature of assistance required to convey the information to
the nearest SM.
➢ On receipt of information SM shall inform control and a relief is sent
into the obstructed block section on T/A 602.
➢ In the mean time if the Engine is able to move, it may do so at walking
pace but a railway servant with hand danger signal and detonator to
walk 600 mts in advance of the train.
➢ In case of double line to send advice to next station, the guard may stop
a train coming from opposite direction by placing detonators on
adjacent track or the LP switching on flasher light.
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Fire on trains
➢ GDR to stop the train.
➢ Guard to disconnect power supply.
➢ Then GDR to save passengers and Mail bags and render First Aid to
passengers.
➢ The carriage on fire must be isolated by uncoupling and drawn ahead
to prevent adjacent vehicles catching fire
➢ In case of vestibuled coach. It must be isolated by unfastening the
fittings after securing the rear portion.
➢ If not possible to unfasten, after uncoupling, the Engine must give a
sudden pull to tear off the vestibule and then the carriage isolated.
➢ After isolating the carriage, the fire must be extinguished by using Fire
Extinguisher, water from the Engine, water from nearby place etc,
➢ If water is available at a nearby place like river or well the carriage on
fire can be taken to that place and fire put out.
➢ Assistance of people living in and around can be had in putting out the
fire.
➢ In case of a town nearby, the services, of Fire services can be utilized
➢ In spite of all endeavour, if fire cannot be put out – allow it to burn.
➢ If the detention exceeds 15 minutes, train to be protected in the rear
and front.
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➢ On approaching the station ahead the LP shall stop at the Home Signal
of the station and repeatedly give long short, long short whistle to warn
the SM and send ALP to advise the SM that a portion of his train has
been left behind in the block section.
➢ SM shall acknowledge the whistle code and thereafter the train shall
enter the station.
➢ On arrival at the station the LP shall deliver the T/609 to the SM who
shall ensure the complete arrival of the front portion.
➢ The stub portion of form T/609 shall be prepared by the SM and issued
to LP of same engine or any relief engine to clear the left over portion of
the train.
➢ The LP proceeding with stub portion shall proceed exercising caution and
safely couple up the remaining portion on the Guards hand signal.
➢ After the rear portion is cleared the Guard shall give block section
clearance certificate to the SM and handover the tangible ATP if any.
➢ If the engine of a passenger train is unable to haul the full load, it shall
not be divided but it shall remain coupled to the train until an assisting
engine arrives.
Hot Axle
Symptoms of Hot axle in Roller Bearing Vehicle
▪ Splashing of grease around the hot axle box
▪ De-colorization of axle box front cover
▪ Red glow indication due to heated axle box front cover
▪ Metallic sound
▪ Smell of burnt grease
▪ Skidding of wheels
▪ Tilting of axle box
▪ Punctured front cover
▪ Peeling of paint from axle box front cover
In other Vehicles
▪ Warm or hot
▪ Smell of burnt oiled waste.
▪ Whistling sound
▪ Smoke and then flame
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➢ SM has to get the signature of GDR in the station diary after making
necessary remarks.
Restarting Memo for Reception Signal
Date:
Time:
From
SM_______ Station
To
The Loco Pilot of Train No.______
Having passed the reception signal (Description & signal No.) ______ at Danger
Without authority/* due to the signal flying back to danger while on the approach
of your train, and the train is being passed at Danger in terms of Loco +
Coach/Wagons or Rail length/OHE mast/Hectometer Post), you are hereby
authorised to restart your train and proceed cautiously at a speed not exceeding
15 kmph, *duly piloted by bearer of this authority on to Road No___/* duly
observing the “OFF” aspect of signal____(Description and Number)
(*Strike out whichever is not applicable)
Station Master
Station Stamp
Counter signed by Guard
Counter signed by Loco Pilot
Date:
Time:
From
SM_______ Station
To
The Loco Pilot of Train No.______
Having passed the departure signal(s) (Description & signal No.) ______ at Danger
without authority/* due to the signal flying back to danger while on the approach of
your train, and the train is being stopped at ______ (Location with reference to the
signal which has been passed at Danger in terms of Loco + Coach/Wagons
or Rail length/OHE mast/Hectometer Post), you are hereby authorised to restart your
Train, *duly observing the “OFF” aspect of *inter-starter signal No ___/LSS No_____/*
on the authority of Line Clear Ticket( if the train has entered the Block section/* and
back the train clear of the Starter/Advanced Starter Signal.
(*Strike out whichever is not applicable)
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Station Master
Station Stamp
Counter signed by Guard
Counter signed by Loco Pilot
When all the authorized means of communication has failed and Line
Clear could not be obtained through any one of the following means of
communications, Total Interruption of Communications is said to prevail
between the two block stations.
a) Block Instruments/Track circuits/Axle counters.
b) Telephone attached to Block Instruments
c) Station to Station fixed telephones
d) Fixed telephones like Rly Auto phones and BSNL phones
e) Control Telephones &
f) VHF sets not as sole means of communication in sections where
passenger trains run.
SM shall call GDR and brief them about the situation and communication
to be established with the SM at the other end of the block section by
sending any of the following in the order of preference.
i. Light Engine
ii. Train Engine after detaching from the waiting train.
iii. Motor trolley /Tower wagon
iv. Trolley/Moped trolley
v. EMU train/RMC after detraining the passengers.SM shall prepare
Form T/B 602 and issue to LP under acknowledgement.
It contains:
• An Authority To Proceed without Line Clear.
• Authority to pass dispatch signals at ON.
• Caution Order restricting speed to 15 kmph by day and view
ahead clear 10 kmph by night and view ahead not clear & walking
speed during impaired visibility such as thick or foggy weather.
• Line Clear Enquiry Message
• Conditional Line Clear Message
➢ The LP running with the authority T/B 602 shall switch on the flasher
light and be vigilant and cautious and frequently use the engine whistle.
➢ The LP shall not exceed the speed of 15/10kmph (Day/Night), or
➢ Walking speed during thick or foggy weather two men to walk in advance
at an adequate distance and pilot the train carrying Hand danger signals
and Detonators.
➢ Before entering tunnel, ensure it is free from any obstruction and head
lights, side lights, tail lights should be lit,
➢ No obstruction on the line beyond outermost facing points shall be
permitted by the SM until the engine returns.
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➢ In case of two engines or any other vehicles meeting in mid section, LPs
to decide to which station to proceed considering the importance of
waiting train, distance, gradient and presence of catch siding etc.
➢ After deciding which direction to proceed they may couple up if possible
or follow at an adequate distance.
➢ On arrival SM shall cancel the T/B 602 issued by him.
➢ The Engine sent to open communication on approaching the station in
advance shall stop at the FSS of the station and give a long whistle to
apprise the SM.
➢ Even after waiting for 10 mins there is no response from the SM the LP
shall depute his ALP to the station to inform the SM.
➢ SM on becoming aware may receive the train on signals.
➢ LP to handover from T/ B 602 to SM.
➢ SM shall issue Conditional Line Clear reply granting line clear with PN in
form T/ F 602.
➢ CLCT T/G 602 for up direction and T/H 602 for down direction to be
given for the engine to return with or without train attached.
➢ In case of trolley, it can be loaded in the train
➢ While returning the Engine / train shall run at booked speed.
➢ LP to stop at foot of the FSS of sending station.
➢ SM has to arrange reception by taking off signals.
➢ On arrival LP to hand over conditional line clear reply message to SM.
➢ Waiting train shall be started on CLCT and it can run at booked speed.
➢ In case of even flow of trains, for every succeeding train, Further Enquiry
and Reply shall be sent through guard of the preceding train.
➢ In case of uneven flow of trains, Line Clear shall be obtained through
first engine or trolley in form T/E 602.
➢ In this case, second and subsequent trains to be started at a clear
interval of 30mins.
➢ Speed of the first train-Booked speed
➢ Subsequent trains -25/10 kmph - view clear/ not clear.
➢ The particulars of train which has preceded and the train which will be
following shall be indicated in the CLCT.
➢ If a train is unable to proceed further due to any accident / failure /
obstruction, Guard to check up Tail board/ Tail lamp.
➢ Place one detonator at 250 mts on the way out and two detonators 10
mts apart at 500 mts from train.
➢ When trains follow one another, normally no train shall be backed.
➢ If unavoidable, it can be backed, after arranging protection from the
place up to where it has to be backed.
➢ This procedure to be followed until anyone of the means of
communications is restored.
➢ If any authorised means of communications is restored by the competent
authority and after ascertaining that the block section is clear, the
restoration message should be duly exchanged in form T/I 602 by both
the Station Masters before resuming normal working.
➢ TI shall scrutinize records and submit a report to DRM within 7 days of
occurrence.
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Total Interruption of Communication on Double line {6.02(iii)}
When all the authorized means of communication has failed and Line Clear
could not be obtained through any one of the following means of
communications, Total Interruption of Communications is said to prevail
between the two block stations.
1. Block Instruments
2. Telephone attached to Block Instruments.
3. Station to station fixed telephones
4. Rly Auto phones and BSNL phones.
5. Control Telephone
6. VHF sets
All trains shall be stopped and the SM shall advise GDR of the
situation.
Form T/C 602 to be issued. It includes
1. An Authority to Proceed without Line Clear
2. An authority to pass dispatch signals at ‘ON’
3. A Caution order with speed restrictions 25/10kmph (Day/Night)
o LP to proceed at walking speed and frequently use engine
whistle during thick or foggy weather and a competent railway
servant has to walk in advance of train, carrying Hand danger
signals and Detonators to ensure the view ahead is clear and
pilot the train.
➢ Before entering tunnel, the head lights, side lights, tail lights should be
lit, ensure the tunnel is clear.
➢ On approaching the station, LP has to stop at the foot of the FSS and
give a long whistle; SM may receive the train by taking off signals.
➢ If no response even after 10 minutes from SM train to be protected in
rear and SM shall be warned by sending ALP to the station.
➢ LP to handover from T/ C 602 to SM.
➢ If the train happens to stop due to any accident/failure/obstruction,
Guard to check up Tail board/Tail lamp.
➢ Place one detonator at 250 mts on the way out and two detonators 10
mts apart at 500 mts from train in rear.
➢ SM may start second and subsequent trains with a clear interval of 30
minutes.
➢ When trains follow one another, no train shall be backed.
➢ If unavoidable, it can be backed, after protecting train as above from the
point upto which the trains to be backed.
➢ This system of working to be continued until anyone of the means of
communications is restored.
➢ A record of all trains passed under this system shall be maintained in the
TSR at the stations.
➢ If any regular means of communications restored by competent authority
and after ascertaining that the block section is clear, the restoration
message should be duly exchanged in form T/I 602 by both the Station
Masters.
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➢ Then trains can be worked by regular system of working. TI shall
scrutinize the records and submit a report to DRM within 7 days of
occurrence.
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➢ The LP of the First Train to inform all Gatemen and gangmen on the way
about the introduction of TSL working and the line on which the trains
will run.
➢ LP shall switch on the Flasher light while running on the wrong line.
➢ The speed of the first train shall not exceed 25 kmph and subsequent
trains may run at booked speed.
➢ When train is running on right line – Except LSS, all signals may be
taken off.
➢ When the train is started on wrong line – The trains shall be piloted out
of the station on form T/511 after all facing and trailing points are
secured correctly up to the last set of points.
➢ On reaching the next station, the LP shall stop at FSS pertaining to the
right line or at LSS pertaining to the wrong line whichever comes across
first.
➢ Trains running on right line may be received on signals.
➢ Trains running on wrong line SM shall arrange to pilot the train into the
station on written authority through a competent railway servant.
➢ The Engineering officials shall intimate the SMs stating that the
obstructed line is free and safe for passage of trains.
➢ SM shall inform the message to SM of station at other end and exchange
PN.
➢ SM introduces normal working, after consulting with section controller
and after the last train which entered section during TSL working cleared
section.
➢ The Block instruments shall be brought into use.
➢ The intermediate stations which have been closed shall be again brought
in to operation.
➢ An entry to be made in TSR at all stations, showing time of D/L working
suspended and time of S/L working introduced and time of normal
working resumed.
➢ LP of the first train after the resumption of normal working shall inform
all Gatemen and Gangmen on the way regarding the restoration.
➢ The TI shall scrutinize all records and submit his report to the DRM with
in 7 days of resumption of normal working.
Protection rules on S/L, during TSL working on D/L and on M/L (GR/SR 6.03)
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Single Line
Double Line
➢ LP shall protect the adjacent line first in the train approaching direction.
Guard shall assist LP in arranging protection and to ensure the adjacent
line is protected and himself or any other competent person to arrange
protection in rear of the same line.
➢ If there is no obstruction on the adjacent line, then he has to protect the
train in rear first and then go towards LP.
➢ If sufficient time is not available for arranging protection or a train is
sighted the person going for protection shall place one detonator as far
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away as possible from the obstruction and exhibit warning signals
towards the approaching train.
Multiple Lines
➢ Guard to place 1 detonators at 250 mts in rear from train and at another
250 mts place 2 detonators 10 mts apart
➢ LP to place 1 detonators at 250 mts in rear from train and at another
250 mts place 2 detonators 10 mts apart
➢ If the train is to be backed, it must be protected from the place upto
which the train is going to be backed in case of emergency.
Note: Before going for protection, flasher lights must be switched ‘ON’ and
Warning signal shall be used wherever necessary.
Types of patrolling:
1. Monsoon patrolling ( night patrol)
2. Emergency patrolling.
3. Security patrolling.
4. Hot weather patrolling.
MONSOON PATROLLING:
85
➢ Patrolling introduced may be discontinued only after AEN of the section
is satisfied of the total cessation of adverse conditions.
➢ On the apprehension of a civil disturbance or due to any other causes,
den shall on receipt of advice arrange for security patrolling of the line.
➢ Where no trains are running during night keyman shall pass over his
length before the first train of the day in the direction.
➢ If necessary DOM shall advise AEN and JE/PWay shall depute staff to
patrol the line.
➢ Patrolmen shall patrol their beats according to the patrol charts issued
by DEN.
➢ The line to be patrolled is divided into beat sections with block stations at
either and which are called beat stations.
➢ Normally one patrolman, but wherever risk is involved two may be
considered with the approval of PCE.
➢ When patrolman has walked the length of his beat once out and
returned, he has completed a patrol.
➢ Each beat section is to be patrolled twice during the night but DRM may
reduce it to one.
➢ Beat length shall not exceed 5 kms and total length to be walked shall
not exceed 20 kms.
➢ A period of at least half an hour rest is desirable between consecutive
beats.
➢ The interval between two consecutive patrols of a beat shall normally be
about 3 hours but shall not exceed 4 hrs.
➢ Patrolman shall walk at a speed not exceeding 3 kmph.
➢ DEN shall ensure, one month before line patrolling that JE/PWay is in
possession of night patrol diagrams for his section.
➢ Beat books as per patrol diagram shall be maintained by SMs
➢ Patrolman shall obtain beat book from SM in time with all particulars
duly filled.
MARSHALLING ORDER
It is an arrangement of vehicles or wagon in a prescribed manner
in order to ensure safety, efficiency easy identification convenience
to passengers and general appearance.
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➢ Mail/ Express trains: Two ATC or SB coaches should be marshaled
inside the ATC or SB, SLR at both the ends.
➢ Not more than two bogies or their equivalent may be attached in
rear of rear most SLR.
➢ An officer carriage (Inspection Car), if fitted with hand brakes in good
working order may also be attached in addition to two bogies or their
equivalent.
➢ Non passenger coaches (VPU, VPLR) which do not carry passengers may
be marshaled as operational convenience. However as far as possible
these should be marshaled as outer most vehicles at either end to absorb
the impact of collision energy.
➢ Reserved bogies and saloons occupied by VIP’s should be treated as other
passenger coach and marshaled accordingly.
Passenger trains
➢ Main line passenger trains shall be marshaled as express trains.
➢ Minimum two ATC coaches shall be marshaled on both ends.
➢ Whenever goods stock is attached to passenger trains the maximum
speed shall not exceed 75 kmph and the stock shall be declared fit by the
Train examiner.
➢ POH/Sick coaches returning to shop for major repairs shall be attached
next to train engine or rear most as convenient.
➢ In case of short trains running with single SLR the SLR should be
marshaled in the middle. Three coaches are permitted in rear of short
trains.
Explosives
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➢ Acid and Poisonous articles no restriction in number and isolated by 3
wagons support from explosives and oil tank 2 from LPG and one wagon
support from dangerous goods.
Damaged vehicles.
➢ Only one is permitted and shall be attached in rear of the rear most BV
of a goods train.
➢ It shall be certified fit to run by TXR, and C & W fitter should accompany
the wagon.
➢ It is permitted to run only during day and detached at 18.00 hrs from the
formation.
Live stock
➢ Shall be attached as far away from the train engine or banking engine.
➢ A support of 4 bogies or 7 units shall be given from TE/Banking engine.
➢ It shall be attached after 3 wagons from explosives and other dangerous
goods.
Travelling Crane
➢ It shall be attached to a train with the certification of depot official.
➢ When proceeding for emergency relief operation to the accident site, it
shall be attached next to the train engine with jib leading.
➢ In electrified section the power shall be shut down before the crane
works.
ELECTRIFIED SECTIONS
Definitions:
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5. “Tower wagon” means a self-propelled vehicle which is used for the
maintenance and repairs of overhead equipment;
6. “Traffic Block” means Line Block.
7. “Authority-to-work” means an authority to work on overhead equipment
given by a Traction distribution official who has obtained Power Block
from Traction Power Controller, to another Traction distribution official.
8. “Traction Power Controller” means a competent railway servant who may
for the Time being be responsible for the control of power supply on the
traction distribution system.
9. “Traction Power Controller” means a competent railway official who is
responsible for booking of electric locomotives and running staff to meet
the requirements of traffic and maintenance. It is abbreviated as “TLC”
General instructions
Neutral Section:
➢ It means a short section of insulated and dead OHE, which separates the
areas fed by adjacent sub-stations or feeding posts.
➢ Before entering Neutral Section, LP shall switch off power supply and
after the engine clears Neutral section, LP shall switch on power supply.
➢ While approaching Neutral Section, the speed of trains shall not be less than
30 kmph.
➢ Warning Boards are provided at 500M and 250M to inform LP that he is
approaching a Neutral Section.
➢ Warning Boards are also provided to inform LP where to switch off power
supply and to switch on power supply.
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➢ TPC shall arrange to energize the Neutral section and to provide a
temporary Neutral Section, where necessary.
➢ Caution orders shall be issued to LP that the original Neutral Section is
energized and the location of temporary Neutral Section and also the
locations where to lower and raise pantograph.
➢ Warning boards shall be provided if temporary Neutral Section
arrangement continues for more than 24 Hours.
Kinds of Power Blocks:
1. Programmed Power Block;
2. Emergency Power Block;
3. Emergency Power Block by Electric loco LP;
4. Local Power Block;
TOWER WAGON:
➢ It is a self – propelled vehicle.
➢ It is used for maintenance or attending failure to OHE.
➢ For the purpose of working. It is considered as a light engine.
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➢ Speed of Tower wagon shall not exceed 40 Kmph for 4 wheelers and 100
Kmph for 8 wheelers.
Authority to work:
➢ When more than one OHE officials request TPC for power block in the
same section, TPC shall grant Power Block to only one official in form
ETR – 2.
➢ This OHE official is the one who has request for Power Block for longer
duration.
➢ He shall be advised about the name and other particulars of other OHE
official who has requested for Power Block.
➢ The OHE official to whom Power Block is granted shall give “Authority to
work” by message with PN.
➢ He shall give particulars of “Authority to work” to TPC in ETR – 2.
➢ The OHE official to whom Power Block is granted shall cancel Power
Block only after ensuring that the OHE officials to whom “Authority to
work” has been issued have completed their work.
Permit to work:
➢ No work shall be done by any railway staff within two metres from the
live parts of OHE without a “Permit to work” issued by concerned OHE
official in form ETR – 3.
➢ The official in charge of the work shall request the concerned OHE official
for issue of “Permit to work”.
➢ The concerned OHE official shall request TPC for power Block TPC shall
grant Power Block to concerned OHE official in form ETR – 2.
➢ After obtaining power Block, the concerned OHE official shall take safety
measures and issue “Permit to work” in form ETR – 3 to the Official
incharge of the work.
➢ The OHE official or his nominated representative shall be available
during the working period.
➢ After completion of work, the official in charge of work shall cancel
“Permit to work” and return it to the concerned OHE official.
➢ OHE official shall ensure that everything is in order and advise TPC for
cancellation of Power Block in form ETR – 2
➢ TPC shall energize the section and advise Section Controller.
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Rules for clearing stabled stock from a way side station
1) While stabling a train at a wayside station the LP shall handover the BPC
to the SM, who shall in turn handover the same to the outgoing LP or
when the stock is cleared subsequently.
2) If such a stabled stock is cleared within 24hrs of stabling, The BPC shall
remain valid; in such cases the GDR shall ensure vacuum/Air pressure
continuity before starting the train.
3) When the stock is not cleared within 24hrs of stabling the BPC shall
become invalid.
4) In such cases the GDR shall conduct a safety check and take the train to
the nearest Train examination yard for train examination and issue of
fresh BPC.
5) When a train has to be started from a wayside station without BPC the
GDR shall conduct a minimum safety check as follows-
➢ After attaching the train engine the LP shall create the required
amount of vacuum/Air pressure on the formation and destroy
vacuum fully or make a service application of Brakes.
➢ The GDR shall jointly walk along the full length of the train one on
either side to check the effectiveness of Brake power.
➢ They shall also ensure that all the couplings are properly locked and
there are no loose, missing or broken fittings such as brake gear pins,
draw gear pins, springs etc which may endanger the safety of the
train.
➢ After satisfying that the Brake power is adequate and the wagons are
safe for further movement the LP shall recreate the required amount
of vacuum/Air pressure before starting the train. The crew shall
ensure all the cylinders are in released condition.
➢ The crew shall also ensure that all wagon doors are closed/latched
before starting a train.
➢ When a train is formed enroute the guard and LP shall advise the
control for arranging train examination and issue of fresh BPC at the
next Train Examination yard.
➢ Where despite a change in composition the BPC is valid, the LP shall
create the required amount of vacuum/Air pressure in the leading
Engine and rear BV and the GDR shall conduct the vacuum/Air
continuity test.
➢ After ensuring that a minimum of 75% of Brake power is available
GDR shall start the train.
➢ GDR shall prepare a memo in triplicate mentioning that adequate
brake power is available and the train is fit to run.
➢ This GDR memo is valid up to the next Train examination point in
the direction of run.
➢ A train being cleared from an unloading point shall be offered for
Train Examination and issue of BPC at the nearest Train examination
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yard.
Note: These rules shall not be applicable for closed circuit rakes
having return BPC.
➢ Wagons attached from a no: of wayside stations shall be started from
each station after the safety check by the GDR.
Note: This shall not apply to wagons certified fit by C & W staff with
a fit memo.
➢ Whenever wagons are attached or detached from a Goods train
enroute the guard and LP shall check the train for adequacy of
Brake power and vacuum/Air pressure level.
➢ The validity of the original Brake power certificate of the train will
remain valid if the change in composition is only Ten four wheeler
units or less in case of vacuum braked trains and two
wagons/vehicles or less in case of Air-Braked Trains.
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➢ More than one Signal may be authorised to pass at ON in one form.
➢ Speed shall not exceed 15 kmph while passing the Signal.
➢ If LSS alone failed, PN obtained for granting LC through Block
Instrument from station in advance to mentioned on this form.
➢ Shall be issued to pass IBSS at ON during IB failure.
➢ When this form is issued PHS at the foot of the Signal is compulsory.
➢ One form to pass a number of shunt signals in the forward direction may
be used.
➢ PHS at every defective signal to be exhibited.
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T/509 – AUTHORITY TO RECEIVE A TRAIN ON AN OBSTRUCTED ROAD
➢ Shall be used only if there is no calling-on signal /SPT or defective.
➢ Train shall be piloted on this form and speed not to exceed 15 kmph.
➢ Delivered at FSS and piloted on to the obstructed line.
It Contains 3 portions;
o Authority to proceed without line clear.
o Authority to pass Departure signal at ON.
o Caution Order – speed, 15 / 10 kmph day/night.
o When there is no obstruction during Line Block normal speed
permitted.
➢ Issued for non traffic trains to enter block section during line block. eg:
Material train, Motor trolley, TMM etc.
➢ Can be issued to clear parted portion if LP comes without T/609.
➢ Prepared in triplicate and can be Manu scripted.
Contains 5 portions;
o Authority to proceed without Line Clear.
o Authority to pass departure Signals at ON.
o Caution Order – 15 / 10 kmph day / night.
o Line Clear Enquiry Message for waiting train.
o Conditional Line Clear Message granting Line Clear for the vehicle
to return, with PN.
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➢ If more than one train during uneven flow, T/E 602 also given along with
T/B 602.
➢ Prepared in duplicate and can be manuscripted.
T/C 602– AUTHORITY FOR WORKING TRAINS ON DOUBLE LINE DURING TIC
Contains 3 portions;
o Authority to proceed without Line Clear.
o Authority to pass LSS at ON.
o Caution Order – Speed 25/10 kmph Day / Night.
➢ Trains can be started with a time interval of 30 minutes and each train is
issued with this form.
➢ Prepared in triplicate and can be manuscripted.
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➢ Following trains shall be started after a time interval of 30 minutes and
the speed is restricted to 25 / 10 kmph view clear/not clear.
➢ This shall not be manu scripted.
➢ After any one of the authorised means of communication is restored,
restoration messages shall be exchanged by adjacent SMs’ in this form,
only after the last train entered during TIC cleared section.
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o Wherever possible, PN shall be mentioned.
o Speed limit –15/10 kmph Day/Night Single line.
o 25/10 kmph Day/Night Double line
o Prepared in duplicate counter signed by the Guard.
o An endorsement on the form shall be made for the reasons for
issuing this form.
T/D 1425 or T/C 1425 – LINE CLEAR TICKET FOR DN/UP DIRECTION
Occasions:
➢ During block failure/Suspension.
➢ In tokenless single line, for motor trolley to enter the section as a train.
➢ This form itself contains authority to pass LSS at ON.
➢ LP to ensure the following in this form;
o Train No and description
o Means of Communication through which LC obtained.
o Station to which LP is authorised to proceed shall be written in full.
o Last train which cleared the section.
o Private Number both in words and figures.
o Station Seal
o Signature of SM with seal.
Note: If means of communication is either control phone or VHF, an
endorsement stating ’ID Nos exchanged’ shall be made. Otherwise
speed 15/10 kmph Day/Night in single line
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