General Rules FOR Indian Railways: With The

`
GENERAL RULES
FOR
INDIAN RAILWAYS
WITH THE
SUBSIDIARY RULES
OF
WESTERN RAILWAY
2007
i
PREFACE
This book contains the General Rules common to all Indian

Railways and the Subsidiary Rules of Western Railway. It includes all
Amendment slips up to No. 205 of the General and Subsidiary Rules
of Western Railway (1981 edition) and also supersedes the same.
The General Rules are printed in bold type and the Subsidiary
Rules in normal type. The Subsidiary Rules have been given the same
number as the General Rules under which they are framed, but with the
prefix ‘SR’.
It is incumbent on every employee of Western Railway to obey

the Subsidiary Rules as well as the General Rules. The fact of the
Subsidiary Rules being printed in normal type in no way denotes that
they are of lesser importance than the General Rules.
This book is the property of the Administration and should be

returned by the holder on leaving service.
January, 2007 P. B. Murty

Western Railway, Churchgate Chief Operations Manager
Mumbai – 400 020.
ii
iii
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(Railway Board)
No. 69-RR/4
Dated New Delhi, the 11th February, 1976
NOTIFICATION
In exercise of the powers conferred by section 47 of the Indian

Railways Act, 1890 (IX of 1890), the Central Government hereby make
the following General Rules for all the Railways in India administered
by the Government and for the time being used for the public carriage
of passengers, animals or goods.
RESOLUTION
General rules for Indian Railways (Open Lines) 1976

administered by the Government and for the time being used
for the public carriage of passengers, animals or goods.
1. The considerable advance made in recent years in methods of

signalling and interlocking, modes of traction and introduction of new
types of equipment necessitated a revision of the General Rules,
which had been revised last in 1929, for working Open Lines of
Railways in India. The revision of these rules was also advocated by
the Railway Accidents Committee, 1962 and the Railway Accidents
Inquiry Committee, 1968 who desired that the revision of the rules
should be consistent not only with the conditions obtaining at present
but likely to obtain in the foreseeable future and emphasised the need
for keeping the basic complexion of rules intact while at the same
time providing for technological changes in recent years.
2. For this purpose, a committee composed of officers selected from

the Traffic and Signal Departments was appointed by the Railway
Board in 1968. The committee submitted a set of draft rules for
consideration by the Board in February, 1970. The Commission of
Railway Safety, whose comments were also invited, did not favour
the adoption of these draft rules, which had proposed the abolition of
certain existing fundamental concepts such as classification of
stations, minimum equipment of signals for each class of station
etc. In the Annual Report for 1971-72, the commission stated that a
wholesale revision and rearrangement of the rules which formed the
basis of train working and safety of operation for over 100 years and
which were ingrained in the minds of thousands of Railway staff,
iv
would not be desirable. Accordingly, the Commission conveyed to

the Railway Board its inability to agree to the adoption of the new
General Rules as drafted.
3. In consideration of the strong views expressed by the Commission

of Railway Safety and the positive recommendations of the Railway
Accidents Committee, 1962 and the Railway Accidents Inquiry
Committee, 1968, Member Traffic, Railway Board, decided in
September, 1972, that the revision of the existing General rules should
be so undertaken as to be in consonance with these views and to
cover such aspects only of the existing rules as require modification
in the light of the technological changes or where certain existing
rules have outlived their use. A fresh revision of the General Rules
was accordingly taken up by the Safety Directorate in consultation
with other Directorates of the Railway Board.
4. A provisional issue of the revised General Rules was circulated to

the railway Administrations; the Research, Designs and Standards
Organisation; the Commission of Railway Safety; Railway Staff
College Vadodara; Indian Railways Institute of Signal Engineering and
Telecommunications, Secunderabad; Indian Railways Institute of
Advanced Track Technology, Pune; Indian Railways Institute of
Mechanical and Electrical Engineering, Jamalpur; etc., for criticism
and suggestions under Government of India, Ministry of
Railways(Railway Board) letter No. 68-RR/2/Vol. V 25-7-1974
5. The exhaustive views and comments received from the Railway

Administrations, the Commission of Railway Safety, other Railway
institutions and the ministry of Law, having been considered by
Member Traffic, Railway Board, in consultation with the concerned
Directorates, a complete revised set of General Rules for Railways
administered by the Government have now been framed, sanctioned
and issued by the Central Government with Notification No. 69-/RR/
4 of this day’s date to be brought into use on such date as the Central
Government may, by notification in the Official Gazette, appoint.
6. The Central Government desire that the said rules may be brought to
the notice of the Administrations of the several railways not
administered by the Government and that the Heads of Railway
Administrations of such railways may be invited to submit a formal
application for the adoption of the rules, with such modifications (if
any) as may be considered necessary in each case.
Order.—Ordered that this Resolution, with its enclosures, be

published under a Notification in the Official Gazette as required by
v
section 47 of the Indian Railways Act, 1890 (9 of 1890) and that a

copy thereof be kept open for inspection at railway stations as directed
by sub-section (6) of the same section, also that a copy of this
Resolution and of its enclosures be communicated to the
Governments, Administrations and Officers, noted below, for
information.
B.M. KAUL
Member Traffic, Railway Board and
Ex- officio Secretary to the
Government of India.
Documents accompanying: -
General Rules for Indian Railways (Open Lines), 1976 administered

by the Government.
Secretaries, Ministries of Communications; Defence; Home Affairs;

Law, Justice and Company Affairs; Petroleum; Shipping and
Transport; and Tourism and Civil Aviation.
The Chief Secretaries to the Governments of Andhra Pradesh, Assam,

Bihar, Gujarat, Haryana, Himachal Pradesh, Jammu and Kashmir,
Karnataka, Kerala, Madhya Pradesh, Maharashtra, Manipur,
Meghalaya, Nagaland, Orissa, Punjab, Rajasthan, Sikkim, Tamil Nadu,
Tripura, Uttar Pradesh and West Bengal.
The Chief Secretaries, Administrations of Adaman and Nicobar;

Arunachal Pradesh; Chandigarh; Dadra and Nagar Haveli; Delhi; Goa;
Daman and Diu; Lakshdweep, Minicoy and Amindivi; Mizoram; and
Pondichery.
Additional Deputy Comptroller and Auditor General of India (Railways)

and Ex- Officio Director of Railway Audit.
The Commissioner of Railway Safety.
The Additional Commissioners of Railway Safety, Central, Eastern,

Northern, North Eastern, Southern, South Eastern and Western
Circles.
The General Managers, Central, Eastern, Northern, North Eastern,

Northeast Frontier, Southern, South Central, South Eastern and
Western Railways.
The General Managers, Chittaranjan Locomotive Works, Diesel

locomotive Works and Integral Coach Factory.
The General Manager, Metropolitan Transport Project (Railways),

Calcutta.
vi
The Chief Administrative Officers, Metropolitan Transport Projects

(Railways), Bombay, Delhi and Madras.
The Director General Research, Designs and Standards

Organisation, Lucknow.
The Principals, Indian Railways, Institute of Advanced Track

Technology, Pune; Indian Railways Institute of Mechanical and
Electrical Engineering, Jamalpur; Indian Railway Staff College,
Vadodara.
The Chairmen, Bombay Port Trust Railway, Calcutta Port Trust

Railway, Kandla Port Trust Railway, Madras Port Trust Railway and
Visakhapatnam Port Trust Railways.
The Managing Agents, Ahmedpur-Katwa Light Railway Company

Limited, Bankura-Damodar River Railway Company Limited, Katakhal-
Lal Bazar Railway Company Limited and Matrin Light Railways.
The General Managers, Bharat Railway and Central Provinces

Railways Company Limited.
The Secretary, Dehri-Rohtas Light Railway Company Limited.
The Chairmen, Railway Service Commission, Allahabad, Bombay,

Calcutta and Madras.
The Chairman, Railway Rates Tribunal.
The Secretary, Indian Railways Conference Association.
The Director, National Archives of India.
The Librarians, Central Secretariat Library, National Library, Calcutta,

Parliament Library and Railway Board Library.
The Superintendent, Library and Research, Ministry of Law Justice

and Company Affairs.
vii
INDEX SUMMARY
CHAPTER SUBJECT PAGE

Nos.
I PRELIMINARY 1-6
II RULES APPLYING TO RAILWAY 7-10

SERVANTS GENERALLY
III SIGNALS 11-116
IV WORKING OF TRAINS GENERALLY 117-196
V CONTROL AND WORKING OF STATIONS 197-212
VI ACCIDENTS AND UNUSUAL OCCURRENCES 213-258
VII SYSTEM OF WORKING 259
VIII THE ABSOLUTE BLOCK SYSTEM 261-280
IX THE AUTOMATIC BLOCK SYSTEM 281-328
X THE FOLLOWING TRAIN SYSTEM 329-334
XI THE PILOT GUARD SYSTEM 335-336
XII THE TRAIN STAFF AND TICKET SYSTEM 337-340
XIII THE ONE TRAIN ONLY SYSTEM 341-348
XIV BLOCK WORKING 349-368
XV PERMANENT WAY AND WORKS 369-430
XVI LEVEL CROSSINGS 431-468
XVII WORKING OF TRAINS ON ELECTRIFIED 469-498

SECTIONS OF RAILWAYS
XVIII MISCELLANEOUS 499

PART – A - ARRANGEMENT OF RULES i
Rule No Page No.
CHAPTER I
PRELIMINARY
1.01 Short title and commencement … 1

1.02 Definitions … 1
1.03 Classification of stations … 5
CHAPTER II
RULES APPLYING TO RAILWAY SERVANTS GENERALLY
2.01 Supply of copies of rules … 7

2.02 Upkeep of the copy of rules … 7
2.03 Knowledge of rules … 7
2.04 Assistance in observance of rules … 8
2.05 Prevention of trespass, damage or loss … 8
2.06 Obedience to rules and orders … 8
2.07 Attendance for duty … 8
2.08 Absence from duty … 8
2.09 Taking alcoholic drink, sedative, narcotic,
stimulant drug or preparation … 9
2.10 Conduct of railways servants … 9
2.11 Duty for securing safety … 9
CHAPTER III
SIGNALS
A. General Provisions
3.01 General use of signals … 11

3.02 Kinds of signals … 11
3.03 Use of night signals by day … 11
3.04 Placing of signals and signal arms ; painting of
signal arms … 11
B. Description of Fixed Signals
3.05 Use of fixed signals … 11

3.06 Description of Warner signals and their indications … 12
3.07 Description of Distant signals and their indications … 14
3.08 Description of Stop signals and their indications … 17
3.09 Kinds of fixed Stop signals for approaching trains … 20
3.10 Kinds of fixed stop signals for departing trains … 21
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ii PART – A - ARRANGEMENT OF RULES
Rule No Page No.
3.11 Intermediate Block Stop signal … 21

3.12 Kinds of fixed stop signals in Automatic Block territories … 21
3.13 Calling-on signals … 22
3.14 Shunt signals … 25
3.15 Co-acting signals … 28
3.16 Repeating signals … 28
3.17 Distinguishing markers and signs for signals … 30
3.18 Signals out of use … 33
3.19 Placing of Stop signals at diverging junctions … 33
3.20 Placing of Stop signals at converging junctions … 33
3.21 Signals on bracket post or signal bridge or gantry … 33
3.22 Placing of more than one signal on the same post … 34
3.23 Electric repeater … 34
3.24 Back-lights … 34
C. Equipment of Signals
3.25 Obligation to provide fixed signals at stations … 35

3.26 Commissioning of fixed signals … 35
3.27 Minimum equipment of fixed signals at stations
provided with manually operated multiple-aspects signalling 35
3.28 Minimum equipment of fixed signals at stations … 36
provided with modified lower quadrant signalling.
3.29 Minimum equipment of fixed signals at other stations … 36
provided with two-aspect signalling
3.30 Additional fixed signals at stations generally … 36
3.31 Signals at class ‘D’ stations … 36
3.32 Provision of an Advanced Starter, Shunting Limit … 36
Board or Block Section Limit Board.
3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32 … 37
3.34 Fixed signals at level crossings … 37
3.35 Protection and working of points of outlying sidings … 38
D. Working of Signals and Points
3.36 Fixed signals generally … 38

3.37 Normal aspect of signals … 40
3.38 Points affecting movement of train … 40
3.39 Locking of facing points … 40
3.40 Conditions for taking ‘OFF’ Home signal … 66
3.41 Conditions for taking ‘OFF’ Outer signal … 66
3.42 Conditions for taking ‘OFF’ last Stop signal or … 67
Intermediate Block Stop signal
3.43 Conditions for taking ‘OFF’ Warner signal … 67

PART – A - ARRANGEMENT OF RULES iii
Rule No Page No.
3.44 Conditions for taking ‘OFF’ gate Stop signal … 67

3.45 Conditions for taking ‘OFF’ Calling-on signal … 67
3.46 Use of fixed signals for shunting … 67
3.47 Taking ‘OFF’ signals for more than one train at a time … 68
3.48 Stoppage of trains out of course at stations provided with … 68
two-aspect signalling
3.49 Care and lighting of signal lamps … 69
3.50 Traps, slip sidings and catch sidings … 70
3.51 Points … 70
E. Hand Signals
3.52 Exhibition of hand signals … 74

3.53 Stop hand signal … 75
3.54 Proceed hand signal … 76
3.55 Proceed with caution hand signal … 76
3.56 Hand signals for shunting … 77
3.57 Banner flags … 78
3.58 Knowledge and possession of hand signals … 78
F. Detonating Signals
3.59 Description of detonating signals … 79

3.60 Method of using detonators … 79
3.61 Placing of detonators in thick, foggy or tempestuous … 79
weather impairing visibility
3.62 Placing of detonators in case of obstruction … 83
3.63 Replacement of detonators on the line … 83
3.64 Knowledge and possession of detonators … 83
G. Signals to warn incoming train of danger ahead
3.65 Description of to warn incoming train of danger ahead… 87

3.66 Use of warning signals … 87
3.67 Knowledge and possession of warning signals … 88
H. Defective fixed Signals and Points
3.68 Duties of Station Master generally when a signal is … 89

defective
3.69 Duties of Station Master when an approach … 91
Stop signal is defective
3.70 Duties of Station Master when a departure Stop … 93
signal is defective
3.71 Warner or Distant signals defective in the ‘OFF’ position… 94

iv PART – A - ARRANGEMENT OF RULES
Rule No Page No.
3.72 Warner not to be used when a Stop signal is defective … 95

3.73 Passing of a gate Stop signal at ‘ON’ … 95
3.74 Absence of a fixed signal or a signal without a light … 96
3.75 Passing of intermediate Block Stop signal at ‘ON’ … 97
3.76 Intimation to officials when defects remedied … 99
3.77 Defective or damaged points … 99
3.78 Duties of engine crew in respect of signals … 100
3.79 Duties of Loco Pilot in respect of a Calling-on signal … 102
3.80 Duties of Loco Pilot when an approach Stop … 102
signal is ‘ON’ or defective
3.81 Duties of Loco Pilot when a departure Stop … 103
signal is ‘ON’ or defective
3.82 Permission before entering on or crossing a running line… 104
3.83 Assistance of the engine crew regarding signals … 104
3.84 Duties of Loco Pilots as to signals when two or more
engines are attached to train … 104
3.85 Reporting of defects in signals … 104
Appendix – A – Station Detonator Register … 105
Appendix – B - Instructions for the supply and use of … 106
detonating (fog) signals at stations
Annexure-A - Signal & Telecommunication ... 109
Disconnection/Reconnection Notice
Annexure-B - Station Detonator Register (Pt.I to IV) 110
Annexure-C - Advance Authority to Pass Defective Signals 114
Annexure-D - Authority to Pass Signals in “ON” ... 115
or Defective Position
Annexure-E - Authority to pass Manual Stop Signals ... 116
in ‘ON’ or ‘Defective position’
CHAPTER IV
WORKING OF TRAINS GENERALLY
A. Timing and Running of Trains
4.01 Standard time … 117

4.02 Adherence to advertised time … 117
4.03 Setting watch … 117
4.04 Time of attendance for train crew … 117
4.05 Proper running line … 117
4.06 Direction of running … 117
4.07 Supply of Working Time Table and Schedule … 118
of Standard Dimensions

PART – A - ARRANGEMENT OF RULES v
Rule No Page No.
B. Speed of Trains
4.08 Limits of speed generally … 118

4.09 Caution order … 119
4.10 Limits of speed over facing points … 126
4.11 Limits of speed while running through stations … 127
4.12 Engine pushing … 128
4.13 Limits of speed with engine tender foremost … 129
C. Equipment of Trains and Train Crew
4.14 Head light, Marker Lights and Speedometer … 129

4.15 Tail and side lights … 131
4.16 Tail board or tail lamp … 132
4.17 Responsibility of Station Master regarding tail board … 134
or tail lamp of passing trains.
4.18 Means of communication … 137
4.19 Guard’s and Loco Pilot’s equipment … 137
4.20 Manning of engine in motion … 139
4.21 Driving an electric train … 140
4.22 Riding on engine or tender … 142
4.23 Brake-vans … 144
4.24 Position of brake-van on train … 147
4.25 Guards … 147
4.26 Couplings … 147
D. Vehicles and Cranes
4.27 Cranes … 148

4.28 Loading of vehicles … 152
4.29 Damaged or defective vehicles … 154
E. Precautions before Starting Train
4.30 Loco Pilot and Guard to examine notices before starting… 156
4.31 Examination of trains before starting … 156
4.32 Examination of train by Loco Pilot … 157
4.33 Examination of single and multiple units by Loco Pilot … 163
4.34 Duties of Guard when taking over charge of a train … 164
4.35 Starting of trains … 165
4.36 Guard to be in charge of train … 167
4.37 Subordination of Guards in station limits … 167
4.38 Assistant Loco Pilots to obey Loco Pilots … 167
4.39 Loco Pilot to obey certain orders … 167

vi PART – A - ARRANGEMENT OF RULES
Rule No Page No.
F. Duties of Staff Working Trains during Journey
4.40 Loco Pilot and Assistant Loco Pilot to keep a good … 167
look-out
4.41 Loco Pilot and Assistant Loco Pilot to look back … 168
4.42 Exchange of signals between Loco Pilot, Guard and … 168
station staff
4.43 Guard to keep a good look-out … 169
4.44 Train held up at first Stop signal … 169
4.45 Attracting attention of Loco Pilot … 170
4.46 Assistance from Guard’s hand brake … 170
4.47 Application of Guard’s hand brake … 171
4.48 Permission of Guard to detach engine from train … 171
4.49 Starting and stopping of train … 171
4.50 Sounding of engine whistle … 171
4.51 Bell signals between Loco Pilot and Guard … 174
4.52 Throwing out water, fire or cinders … 175
4.53 Hose or water crane … 175
4.54 Passengers … 175
G. Duties of Staff on Arrival
4.55 Shutting off power … 175

4.56 Guard to see that train is stopped clear of fouling … 175
marks
4.57 Detaching engine … 175
4.58 Loco Pilot to see that train is stopped clear of fouling … 176
marks
4.59 Moving of train carrying passengers after it has been … 176
stopped at station
4.60 Guard not to leave train till handed over … 176
4.61 Loco Pilot not to leave engine when on duty … 176
H. Working of Material Trains

4.62 Working of a material train in a block section … 177
4.63 Workers on material train … 180
4.64 Protection of material train when stabled … 180
4.65 Working of track maintenance machines … 180
I. Private Engines and Vehicles

4.66 Private engines and vehicles ... 180
Appendix – A
Rules for attachment and hauling of dead locomotive (s) … 181

PART – A - ARRANGEMENT OF RULES vii
Rule No Page No.
Annexure –A -Caution Order … 193

Annexure –B ‘NIL’ Caution Order … 194
Annexure –C-Reminder Caution Order … 195
Annexure –D -Train Examination Advise/ Report … 196
CHAPTER V
CONTROL AND WORKING OF STATIONS
5.01 Responsibility of the Station Master for working … 197

5.02 Supply of copies of rules and distribution or ... 197
exhibition of other documents.
5.03 Obedience to orders and keeping of books and returns … 197
5.04 Signal cabins … 197
5.05 Report of neglect of duty … 198
5.06 Station Working Rules … 198
5.07 Forms … 198
5.08 Access to and operation of equipment … 198
5.09 Reception of a train on an obstructed line … 198
5.10 Reception of a train on a non-signalled line … 199
5.11 Departure of a train from a non-signalled line … 200
5.12 Departure of a train from a line provided with a … 200
common departure signal
5.13 Control of Shunting … 200
5.14 Responsibility for shunting … 203
5.15 Shunting at stations under centralised traffic control … 203
5.16 Shunting during reception of trains … 203
5.17 Shunting near level-crossing … 204
5.18 Drawing of a train to an advanced position … 204
5.19 Obstruction of running line … 204
5.20 Shunting on gradients … 207
5.21 Loose shunting … 207
5.22 Leaving vehicles in sidings outside station limits … 208
5.23 Securing of vehicles at station … 208
Annexure–A- Authority to receive a Train on an …. 209
Obstructed Line
Annexure–B- Authority to receive a train on a non …. 210
signalled line.
Annexure–C- Authority to start from a Non Signalled Line... 211
Annexure–D- Authority to start from a Line with … 212
Common Starter Signal

viii PART – A - ARRANGEMENT OF RULES
Rule No Page No.
CHAPTER VI
ACCIDENTS AND UNUSUAL OCCURRENCES

6.01 Accident or obstruction … 213
6.02 Working in case of accident or failure of communications… 213
6.03 Protection of trains stopped between stations … 229
6.04 Trains unusually delayed … 233
6.05 Sending advice of accident or breakdown … 235
6.06 Train in a block section without authority to proceed … 235
6.07 Report of condition likely to affect running of trains … 235
to Controller or Centralised Traffic Control Operator.
6.08 Train parting … 237
6.09 Portion of train left in a block section … 240
6.10 Fire … 243
6.11 Vehicles escaping from station … 245
Annexure– A -Authority to Proceed for Relief Engine/… 246
Train into an Occupied Block Section
Annexure—B-Authority for Opening Communication … 248
during Total Interruption of communication on Single
Line Section
Annexure –C-Authority for Working of Trains during Total… 250
Interruption of Communication on Double Line Section
Annexure –D-Authority for Temporary Single Line … 252
Working on Double Line Section
Annexure– E- Line Clear Enquiry Message asking … 253
Line Clear for Despatch of Trains during Total
Failure of Communication on Single Line Section
Annexure– F-Conditional Line Clear Message … 254
Annexure– G-Conditional Line Clear Ticket (Up) … 255
Annexure– H-Conditional Line Clear Ticket (Dn) … 256
Annexure– I-Message on Restoration … 257
Annexure– J-Written Permission by Guard to … 258
Loco Pilot to Proceed to next Station from Mid Section
CHAPTER VII
SYSTEMS OF WORKING
7.01 Systems of working … 259
7.02 Applicability of General Rules referring to the working … 259
of signals and trains

PART – A - ARRANGEMENT OF RULES ix
Rule No Page No.
CHAPTER VIII
THE ABSOLUTE BLOCK SYSTEM

A. Essentials
8.01 Essentials of the Absolute Block System … 261
B. Conditions for granting Line Clear

8.02 Conditions for granting Line Clear at a class ‘A’ station … 261
8.03 Conditions for granting Line Clear at a class ‘B’ station … 263
8.04 Conditions for granting Line Clear at a class ‘C’ station … 265
C. Obstruction – Double Line

8.05 Obstruction on double line at a block station when … 267
a train is approaching
8.06 Obstruction on double line in the block section … 267
D. Obstruction – Single Line
1. Class ‘A’ Stations
8.07 Obstruction on single line at a class ‘A’ station when … 268

a train is approaching
8.08 Obstructing the block section at a class ‘A’ station … 268
on single line
2. Class ‘B’ Stations

8.09 Obstruction in the face of an approaching train at a ... 269
class ‘B’ station
8.10 Obstruction within station section at a class ‘B’ station
on single line . ... 269
8.11 Obstruction outside station section at a class ‘B’ … 270
single line station equipped with two-aspect signals.
8.12 Obstruction outside station section at a class ‘B’ … 272
single line station equipped with manually operated
multiple aspect signals.
8.13 Obstruction outside the first Stop signal at a class … 272
‘B’ station on single line
E. General Provisions
8.14 Block back or block forward … 272
8.15 Authority for shunting or obstruction in block section … 272
8.16 Illustrative diagrams … 272
Annexure – A – Shunting Order … 280

x PART – A - ARRANGEMENT OF RULES
Rule No Page No.
CHAPTER IX
THE AUTOMATIC BLOCK SYSTEM
A. Rules applicable to Double Line
9.01 Essentials of the Automatic Block System on … 281

double line
9.02 Duties of Loco Pilot and Guard when an automatic … 281
Stop signal on double line is to be passed at ‘ON’.
B. Rules applicable to Single Line
9.03 Essentials of the Automatic Block System on single line… 283

9.04 Minimum equipment of fixed signals in Automatic … 284
Block territory on single line
9.05 Additional fixed signals in Automatic Block territory … 285
on single line
9.06 Conditions for taking ‘OFF’ Manual Stop signals in … 285
Automatic Block territory on single line.
9.07 Duties of Loco Pilot and Guard when an Automatic … 285
Stop signal on single line is to be passed at ‘ON’.
9.08 Person in charge of working trains on Automatic … 286
Block System on single line.
C. Rules applicable to both Double and Single Lines
9.09 Working of trains on Centralised Traffic Control territory … 286

9.10 Protection of a train stopped in an Automatic block ... 287
signalling section
9.11 Loco Pilot to report failures … 288
9.12 Procedure during failure of Automatic signalling … 289
9.13 Movement of trains against the direction of traffic on … 317
the Automatic Block System
9.14 Procedure when Semi-automatic stop signal in ‘ON’ … 318
9.15 Passing a Gate stop signal is ‘ON’ in Automatic … 319
signalling territory
9.16 Illustrative Diagram … 321
Annexure--A--Authority to pass Automatic/Semi Auto-

matic/manually operated/gate stop signals. ... 323
Annexure--B--Authority to proceed without line clear
on automatic block signalling teritories. ... 324
Annexure--C--Authority to proceed for Relief Engine/
train into an automatic block signalling section. ... 326

PART – A - ARRANGEMENT OF RULES xi
Rule No Page No.
Annexure –D– Authority to Proceed on Automatic

Block System during prolong failure of Signals ... 328
CHAPTER X
THE FOLLOWING TRAINS SYSTEM
10.01 Essentials of the Following Trains System. … 329

10.02 Report to the Commissioner of Railway Safety … 330
10.03 Conditions to be observed in working trains on the … 330
Following Trains System
10.04 Delivery of authority to proceed to Loco Pilot or … 331
Guard on the Following Trains System.
10.05 Authority to proceed on the Following Trains System … 332
10.06 Responsibility as to proper preparation of authority … 333
to proceed on the Following Trains System.
10.07 Obstruction in face of approaching train or trains on … 333
the Following Trains System.
10.08 Cessation of working on the Following Trains system … 333
10.09 Protection of Trains on the Following Trains system … 334
CHAPTER XI
THE PILOT GUARD SYSTEM
11.01 Essentials of the Pilot Guard System … 335
11.02 Conditions to be observed for following trains on the … 335
Pilot Guard System
11.03 Pilot Guard’s dress or badge … 335
11.04 Pilot Guard to accompany train or give authority to … 335
proceed
11.05 Pilot Guard’s Tickets … 336
11.06 Protection of trains on the Pilot Guard System … 336
CHAPTER XII
THE TRAIN – STAFF AND TICKET SYSTEM

12.01 Essentials of the Train-staff and Ticket-System … 337
12.02 System where applicable … 337
12.03 Conditions to be observed for following trains on the … 337
Train staff and Ticket System
12.04 Loco Pilot to have Train-staff or Train-staff Ticket … 337
12.05 Train-staff or Train-staff Ticket : by whom to be … 337
delivered to Loco Pilot

xii PART – A - ARRANGEMENT OF RULES
Rule No Page No.
12.06 Train – staff or Train Staff Ticket : When to be … 337

delivered to Loco Pilot
12.07 Train – staff to be kept on engine … 338
12.08 Trains not to be started until Train – staff returned … 338
12.09 Train – staff or Train – staff Ticket to be given up … 338
and ticket to be cancelled on arrival of train
12.10 Procedure when engine is disabled on the Train-staff … 339
and Ticket system
12.11 Train – staff Ticket : how kept … 339
12.12 Train – staff : how kept … 339
12.13 Distinguishing marks on Train – staff Tickets and boxes … 339
12.14 Form of Train-staff Ticket … 340
12.15 Record of Train – staff Tickets issued … 340
12.16 Obstruction outside the Home signal … 340
12.17 Protection of trains on the Train-staff and Ticket System… 340
CHAPTER XIII
THE ONE TRAIN ONLY SYSTEM
13.01 Use of the One Train Only System ... 341

13.02 Essentials of the One Train Only System … 341
13.03 Authority to enter the section … 341
13.04 Procedure in case of accident or disablement on the … 346
One Train Only System.
CHAPTER XIV
BLOCK WORKING
A. General Provision
14.01 Means of granting or obtaining Line Clear … 349
14.02 Provision of instruments … 349
14.03 Consent required before interfering with block … 350
working equipment
B. Block Stations at which Electrical Block Instruments,

Track Circuits or Axle Counters are provided.
14.04 Certificate of competency … 350

14.05 Bell code … 351
14.06 Acknowledgement of signals … 351
14.07 Train Signal Register … 352
14.08 Authority to proceed … 352
14.09 Loco Pilot to examine authority to proceed … 353
14.10 Conditions for closing the block section … 353

PART – A - ARRANGEMENT OF RULES xiii
Rule No Page No.
14.11 Responsibility of Station Master as to authority to … 354

proceed
14.12 Special responsibility as to electrical token … 355
instruments and to the token
14.13 Failure of electrical block instruments or track … 355
circuits or axle counters
14.14 Closing of Intermediate Block Post … 361
C. Block Stations at which Electrical Block Instruments

are not Provided
14.15 Transmission of signals … 361

14.16 Train Signal Register … 361
14.17 Forms for messages and written authority to proceed … 361
14.18 Distinction of messages … 362
14.19 Writing and signing of messages and written ... 362
authorities to proceed
14.20 Completion of messages … 362
14.21 Preservation of messages and written authorities to … 362
proceed
14.22 Cancellation of Line Clear … 362
14.23 Loco Pilot to have authority to proceed … 362
14.24 Authority to proceed: when to be given to Loco Pilot … 363
D. Line clear Tickets
14.25 Line clear Tickets … 363
E Use and operation of Block Working Equipment
14.26 Use and operation of block working equipment … 363
Annexure- A -Train Intact Arrival Register … 364
Annexure- B- Line Clear Inquiry Message Book in … 365

the event of Failure/Suspension/Non provision
of Block Instruments Train Despatching Station
Annexure-C- Line Clear Reply Message Book in … 366

the event of Failure/Suspension/ Non-provision
of Block Instruments Train Receiving Station
Annexure- D- Paper Line Clear Ticket (Up) … 367
Annexure- E- Paper Line Clear Ticket (Dn) … 368

xiv PART – A - ARRANGEMENT OF RULES
Rule No Page No.
CHAPTER XV
PERMANENT WAY AND WORKS
A. Railway Servants employed on the Permanent Way or Works
15.01 Condition of Permanent Way and Works … 369

15.02 Maintenance of line … 369
15.03 Keeping of material … 369
15.04 Inspection of Permanent Way and Works … 369
15.05 Patrolling of lines … 370
15.06 Work involving danger to trains or traffic … 372
15.07 Work in thick, foggy or tempestuous weather
impairing visibility … 372
15.08 Precautions before commencing operations which … 372
would obstruct the line
15.09 Showing of signals … 380
15.10 Assistance in protection of trains … 387
15.11 Gangmate in each gang … 387
15.12 Knowledge of signals and equipment of gang … 387
15.13 Inspection of gauges, signals, tools and implements … 387
15.14 Responsibility of Gangmate as to safety of line … 387
15.15 Blasting … 388
15.16 Putting in or removing points or crossings … 388
15.17 Duties of Gangmate and Gangman when … 388
apprehending danger
B. The Working of Lorries, Trolleys and Motor Trolleys
15.18 Distinction between trolley, lorry and motor trolley … 390

15.19 Red flag or light to be shown … 391
15.20 Equipment of trolley, lorry or motor trolley … 391
15.21 Efficient brakes … 392
15.22 Qualified persons to be in charge of lorry or trolley
when on the line … 392
15.23 Attachment to train prohibited … 394
15.24 Time of running … 394
15.25 Motor trolley … 394
15.26 Protection of trolley on the line … 399
15.27 Protection of lorry on the line … 401
15.28 Lorries and trolleys out of use … 407
Appendix – A -Rules for Working of ‘ON TRACK’ … 408

TIE-TAMPERS

PART – A - ARRANGEMENT OF RULES xv
Rule No Page No.
Appendix –B -Special Instructions regarding new works ... 418
Annexure – A-Trolley/Lorry/OHE Ladder Trolley Notice … 429
Annexure – B-Motor Trolley Permit … 430
CHAPTER XVI
LEVEL CROSSINGS
16.01 Knowledge of signals … 431

16.02 Supply and care of equipment … 431
16.03 Road Traffic … 432
16.04 Gateman to observe passing trains … 433
16.05 Channel for flange of wheels … 434
16.06 Defects at level crossings … 434
16.07 Obstructions at level crossings … 435
16.08 Parting of a train … 436
16.09 Trespassing … 436
16.10 Transfer of charge of gate … 436
16.11 Height gauges … 436
Appendix - A - Instructions for manned level crossing

gates ... 437
Annexure –I -Working Instructions for Engineering … 444
Level Crossing Gates Interlocked with gate signals
provided with telephone with Normal position “Open to
Road Traffic”.
Annexure – II - Working Instructions for Traffic … 449
Level Crossing Gates Interlocked with stop signals
of the station provided with telephone with Normal
position “Open to Road Traffic”.
Annexure – III -Working Instructions for Traffic … 454
Level Crossing Gates Non-Interlocked provided
with telephone with Normal position “Closed to
Road Traffic”.
Annexure – IV -Working Instructions for Engineering … 458
Level Crossing Gates Non-Interlocked provided with
telephone with Normal position “Open to Road Traffic”.
Annexure – V -Working Instructions for Engineering … 462
Level Crossing Gates Non-Interlocked provided with
telephone with Normal position “Closed to Road Traffic”.

xvi PART – A - ARRANGEMENT OF RULES
Rule No Page No.
Annexure – VI -Working Instructions for Engineering … 466

Level Crossing Gates Non-Interlocked not provided
with telephone with Normal position “Closed to Road
Traffic”.
CHAPTER XVII
WORKING OF TRAINS ON ELECTRIFIED

SECTIONS OF RAILWAYS
17.01 Applicability of General Rules … 469

17.02 Special definitions applicable to this chapter … 469
17.03 Inspection of electrical way and works … 474
17.04 Permit-to-work on electrical equipment … 482
17.05 Warning to staff and public … 486
17.06 Alterations to track … 487
17.07 Tripping of circuit breakers of locomotives and … 488
electrical multiple units at neutral sections.
17.08 Tower Wagon ... 488
17.09 Additional rules for electrified sections. … 491
Appendix –A -Special precautions by Traction Power … 496

Controllers, Section Controllers, Station Masters and
Train Crew on Electrified Sections when a section of
the OHE is found faulty and / or abnormality is noticed /
reported on running trains.
CHAPTER XVIII
MISCELLANEOUS
18.01 Repeal and Saving … 499
********

PART- B - LIST OF ANNEXURES OF STANDARD FORMS i
Annex Issued
S. Chapter New Old Form Description
ure by Colour
No. Form No. No.
No. Rly.Bd
/ WR
1. III A S&T(T/351) S&T 12B Signal & Telecommu- RB Black
nication Disconnection/
Reconnection Notice
2 III B T/361 T/264 Station Detonator WR Black

(1,2,3&4) Register (Pt.I to IV)
3. III C T /369(1) T.87.B Advance Authority to RB Blue

Pass Defective Signals
4. III D T /369-(3b) T.87.B Authority to Pass RB Blue

Signals in “ON” or
Defective Position
5. III E T / 369(A) T.88.B Authority to pass Manual WR Black

Stop Signals in ‘ON’ or
‘Defective position’
6. IV A T /409 T.56.B Caution Order RB Green
7. IV B T /A 409 T.56.B ‘NIL’ Caution Order RB Green
8. IV C T/ B 409 T.270.B Reminder Caution Order RB Green
9. IV D T /431 T.83.B Train Examination RB Black

Advise/ Report
10. V A T /509 T.218.B Authority to receive a Train RB Blue

on an Obstructed Line
11. V B T/510 T.219,B Authority to receive a WR Blue

Train on a
non signalled line.
12. V C T /511 T.219.B Authority to start from a RB Blue

Non Signalled Line
13. V D T /512 T.219.B Authority to start from a RB Blue

Line with Common Starter
Signal
14. VI A T /A 602 T.52.B Up Authority to Proceed for RB Red

T.53.B Dn. Relief Engine/ Train into
an obstructed
Block Section
ii PART- B - LIST OF ANNEXURES OF STANDARD FORMS
Annex Issued
ure by Colour
No. Form No. No.
No. Rly.Bd
/ WR
15. VI B T /B 602 T.52.B Up Authority for Opening RB Red

T.53.B Dn Communication during
Total Interruption of
communication on
Single Line Section
16. VI C T /C 602 T.52.B Up Authority for Working of RB Red

T.53.B Dn. Trains during Total
Interruption of
Communication on
Double Line Section
17. VI D T /D 602 T.52.B Up Authority for Temporary RB Red

T.53.B Dn. Single Line Working
on Double Line Section
18. VI E T /E 602 T.58.B Line Clear Enquiry RB Red

Message asking Line
Clear for Despatch of
Trains during Total
Failure of
Communication on
Single Line Section
19. VI F T /F 602 T.58.B Conditional Line Clear RB Red

Reply Message
20. VI G T /G 602 T.237.B Conditional Line Clear RB Red

Ticket (Up)
21. VI H T /H 602 T.238.B Conditional Line Clear RB Red

Ticket (Dn)
22. VI I T /I 602 — Message on Restoration RB Black
23. VI J T /609 — Written Permission by RB Blue

Guard to Loco Pilot to
Proceed to next Station
from Mid Section
24. VIII A T /806 T.250.B Shunting Order RB Blue
25 IX A T /A 912 — Authority to Pass RB Blue

Automatic/Semi
Automatic/Manually
Operated/Gate Signals
PART- B - LIST OF ANNEXURES OF STANDARD FORMS iii
Annex Issued
ure by Colour
No. Form No. No.
No. Rly.Bd
/ WR
26 IX B T /B 912 T.52.B Up Authority to Proceed RB Red

T.53.B Dn. without Line Clear on
Automatic Block
Signalling Territory
27. IX C T /C 912 T.52.B Up Authority to Proceed for RB Red

T.53.B Dn. Relief Engine/Train into
an Automatic Block
Signalling Section
28. IX D T /D 912 — Authority to Proceed on RB Red

Automatic Block System
during prolong failure
of Signals
29. XIV A T /1410 T.23.B Train Intact Arrival Register RB Black
30. XIV B T /A 1425 T.58.B Line Clear Inquiry RB Blue

Message Book in the
event of
Failure/Suspension/
Non-provision of
Block Instruments
Train Despatching Station
31. XIV C T /B 1425 T.58.B Line Clear Reply RB Blue

Message Book in the
event of
Failure/ Suspension
/ Non-provision of
Block Instruments
Train Receiving Station
32. XIV D T /C 1425 T.45.B Paper Line Clear

Ticket (Up) RB Blue
33 XIV E T /D 1425 T.46.B Paper Line Clear RB Blue

Ticket (Dn)
34 XV A T/ 1518 — Trolley/Lorry/OHE Ladder RB Black

Trolley Notice
35 XV B T /1525 E.21.B Motor Trolley Permit RB Blue

CHAPTER I PRELIMINARY 1
CHAPTER I
PRELIMINARY
1.01 SHORT TITLE AND COMMENCEMENT: -
(1) These rules may be called the Indian Railways (Open Lines)
General Rules, 1976.
(2) They shall come into force on such date as the Central
Government may, by notification in the Official Gazette,
appoint.
1.02 DEFINITIONS.—In these rules, unless the context otherwise
requires,—
(1) ‘Act’ means the Railways Act, 1989 (24 of 1989);
(2) ‘adequate distance’ means the distance sufficient to ensure
safety;
(3) ‘approach lighting’ means an arrangement in which the
lighting of signals is controlled automatically by the approach
of a train;
(4) ‘approved special instructions’ means special instructions
approved of or prescribed by the Commissioner of Railway
Safety;
(5) ‘authorised officer’ means the person who is duly empowered
by general or special order of the Railway Administration,
either by name or by virtue of his office, to issue instructions
or to do any other thing;
SR 1.02 (5) The Chief Operations Manager is the Authorised Officer by virtue of
his office and is empowered to issue, amend, alter or delete
Subsidiary Rules.
(6) ‘authority to proceed’ means the authority given to the Loco
Pilot of a train, under the system of working, to enter the
block section with his train;
(7) ‘axle counter’ means an electrical device which, when
provided at two given points on the track, proves by counting
axles in and counting axles out, whether the section of the
track between the said two points is clear or occupied;
(8) ‘block back’ means to despatch a message from a block
station intimating to the block station immediately in rear on
a double line, or to the next block station on either side on a
single line, that the block section is obstructed or is to be
obstructed;
(9) ‘block forward’ means to despatch a message from block
station on a double line intimating to the block station
immediately in advance the fact that the block section in
advance is obstructed or is to be obstructed;
(10) ‘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;
2 PRELIMINARY CHAPTER I
(11) ‘Centralised Traffic Control’ means a system by which the

working of trains over a route, to which the system applies, is
governed by fixed signals remotely controlled from a
designated place;
(12) ‘Centralised Traffic Control Operator’ means the person on
duty who may, for the time being, be responsible for the
working of trains on the Centralised Traffic Control;
(13) ‘Commissioner of Railway Safety’ means a Commissioner of
Railway Safety appointed to exercise any functions under the
act, and includes a Chief Commissioner of Railway Safety;
(14) ‘competent railway servant’ means a railway servant duly
qualified to undertake and perform the duties entrusted to him;
(15) ‘connections’ when used with reference to running line, means
the points and crossings or other appliances used to connect
such line with other lines or to cross it;
(16) ‘Controller’ means a railway servant on duty who may, for
the time being, be responsible for regulating the working of
traffic on a section of a railway provided with the system of
speech communication;
(17) ‘day’ means from sunrise to sunset;
(18) ‘direction of traffic’ means-
(a) on a double line, the direction for which the line is signalled;
(b) on a single line, the direction for the time being established,
under the system of working, to allow trains to move in that
direction;
(19) ‘Loco Pilot’ means the engine Loco Pilot or any other
competent railway servant for the time being in charge of
driving a train;
(20) ‘electrical communication instrument’ means a telephone
instrument;
(21) ‘facing and trailing points’: points are facing or trailing in
accordance with the direction of a train or vehicle moves
over them. Points are said to be facing points, when by their
operation a train approaching them can be directly diverted
from the line upon which it is running;
(22) ‘fixed signal’ means a signal of fixed location indicating a
condition affecting the movement of a train and includes a
semaphore arm or disc or fixed light for use by day and fixed
light for use by night;
(23) ‘fouling mark’ means the mark, at which the infringement of
fixed Standard Dimensions occurs, where two lines cross or
join one another;
(24) ‘Gangman’ means a railway servant employed on permanent
way or work connected therewith;
(25) ‘Gangmate’ means the person in charge of a gang of
workmen employed on permanent way or work connected
therewith;
(26) ‘Gateman’ means a competent railway servant posted at a

level crossing for working the gates;
(27) ‘goods train’ means a train (other than a material train)
intended solely or mainly for the carriage of animals or goods;
(28) ‘Guard’ means the railway servant in charge of a train and
includes a Brakesman or any other railway servant, who may
for the time being be performing the duties of a Guard;
(29) ‘Inspector of Way or Works’ means any Inspector or Assistant
Inspector responsible for the construction or maintenance of
permanent way, points and signals, bridges or other works
connected therewith;
(30) ‘interlocking’ means an arrangement of signals, points and
other appliances, operated from panel or lever frame, so
interconnected by mechanical locking or electrical locking
or both, that their operation must take place in proper
sequence to ensure safety;
(31) ‘Intermediate Block Post’ means a class ‘C’ station on a double
line, remotely controlled from the block station in rear;
(32) ‘Intermediate Block Signalling’ means an arrangement of
signalling on double line in which a long block section is
spilt into two portions, each constituting a separate block
section by providing an Intermediate Block Post;
(33) ‘isolation’ means an arrangement, secured by the setting of
points or other approved means, to protect the line so isolated,
from the danger of obstruction, from other connected line or
lines;
(34) ‘last Stop signal’ means, the fixed Stop signal of a station
controlling the entry of trains into the next block section;
(35) ‘level crossing’ means, the intersection of road with railway
track at the same level;
(36) ‘level crossing gate’ means, any form of movable barrier,
including a chain, capable of being closed across the road at
the level crossing, but does not include a wicket or a turnstile
for the use of pedestrians;
(37) ‘Line Clear’ means, the permission given from a block station
to 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;
(38) ‘main line’ means, the line ordinarily used for running trains
through and between stations;
(39) ‘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;
(40) ‘mixed train’ means, train intended for the carriage of
passengers and goods, or of passengers , animals and goods;
(41) ‘multiple-aspect signalling’ means, a signalling arrangement

in which signals display at any one time any one of the three
or more aspects and in which the aspect of every signal is
pre-warned by the aspect of the previous signal or signals;
(42) ‘night’ means from sunset to sunrise;
(43) ‘obstruction’ and its cognate expression includes a train,
vehicle or obstacle on or fouling a line, or any condition
which is dangerous to trains;
(44) ‘overhead equipment’ means, the electrical conductors over
the tracks together with their associated fittings, insulators
and other attachments, by means of which they are suspended
and registered in position for the purpose of electric traction;
(45) ‘passenger train’ means a train intended solely or mainly
for the carriage of passengers and other coaching traffic, and
includes a troop train;
(46) ‘point and trap indicators’ are not signals , but are appliances
fitted to and working with points to indicate by day or by
night the position in which the points are set;
(47) ‘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 passing through a station or
between stations;
(48) ‘running train’ means a train which has started under an
authority to proceed and has not completed its journey;
(49) ‘shunting’ means the movement of a vehicle or vehicles with
or without an engine or of any engine or any other self-
propelled vehicle, for the purpose of attaching, detaching or
transfer or for any other purpose;
(50) ‘special instructions’ means instructions issued from time to
time by the authorised officer in respect to particular cases
or special circumstances;
(51) ‘station’ means any place on a line of railway at which,
traffic is dealt with or at which, an authority to proceed is
given under the system of working;
(52) ‘station limits’ means the portion of a railway, which is under
the control of a Station Master and is situated between the
outermost signals of the station or as may be specified by
special instructions;
SR 1.02 (52) On the double line section, the ‘station limits’ shall be between the
outermost signals on each line separately.
(53) ‘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;
(54) ‘station section’ means that section of station limits –
(1) at a class ‘B’ station provided with two-aspect signals, which
is included –
(a) on a double line, between the Home signal and the last stop
signal of the station in either direction; or
(b) on a single line-
(i) between the Shunting Limit Boards or Advanced Starters, (if
any),or
(ii) between the Home signals if there are no Shunting Limit

Boards or Advanced Starters, or
(iii) between the outermost facing points, if there are no Home
signals or Shunting Limit Boards or Advanced Starters;
(2) at a class ‘B’ station provided with manually operated
multiple-aspect or modified lower quadrant signals, which is
included-
(a) on a double line-
(i) between the outermost facing points and the last Stop signal
of the station in either direction, or
(ii) between the Block Section Limit Board, where provided, and
the last Stop signal of the station in either direction; or
(b) on a single line-
(i) between the Shunting Limit Boards or Advanced Starters, (if
any),or
(ii) between the outermost facing points, if there are no Shunting
Limit Boards or Advanced Starters;
(55) ‘Subsidiary Rule’ means a special instruction which is
subservient to the General Rule to which it relates and shall
not be at variance with any General Rule;
(56) ‘system of working’ means the system adopted for the time
being for the working of trains on any portion of a railway;
(57) ‘track circuit’ means an electrical circuit provided, to detect
the presence of a vehicle on a portion of track, the rails of
the track forming part of the circuit;
(58) ‘train’ means an engine with or without vehicles attached,
or any self-propelled vehicle with or without a trailer, which
cannot be readily lifted off the track;
(59) ‘Train Examiner’ means a railway servant duly qualified to
examine trains and certify their fitness for safe running and
includes any other railway servant who may for the time being
be performing the duties of a Train Examiner;
(60) ‘two-aspect signalling’ means a signalling arrangement in
which each signal displays at any one time either of the two
aspects.
1.03 CLASSIFICATION OF STATIONS.—

(1) Stations shall, for the purpose of these rules, be divided into
two categories – block stations and non – block stations.
(2) Block stations are those at which the Loco Pilot must obtain
an authority to proceed, under the system of working, to enter
the block section with his train; and under the Absolute Block
System consist of three classes–
Class ‘A’ stations – where Line Clear may not be given for a
train unless the line on which it is intended to receive the
train is clear for at least 400 meters beyond the Home signal,
or upto the Starter;
Class ‘B’ stations – where Line Clear may be given for a train
before the line has been cleared for the reception of the train
within the station section; and
Class ‘C’ stations – block huts, where Line Clear may not be
given for a train, unless the whole of the last preceding train,
has passed complete at least 400 meters beyond the Home
signal and is continuing its journey. This will also include an
Intermediate Block Post.
(3) Non- block stations or class ‘D’ stations are stopping places,
which are situated between two consecutive block stations,
and do not form the boundary of any block section.
SR 1.03 (1) Class ‘D’ stations are of two types. -
(A) Those at which there is a siding called key siding, known as ‘DK’
stations; and
(B) Those at which there is no siding called flag stations.
SR 1.03 (2) Special Class stations- Definition of. – Any station, which is not
worked under A, B, C or D class conditions, is termed as special
class station.
******
CHAPTER II RULES APPLYING TO RAILWAY SERVANTS GENERALLY 7
CHAPTER II
RULES APPLYING TO
RAILWAY SERVANTS GENERALLY
2.01 SUPPLY OF COPIES OF RULES. – The Railway Administration

shall supply–
(a) a copy of these Rules –
(i) to each station,
(ii) to each locomotive running shed and
(iii) to such other offices as it may prescribe,
(b) to each railway servant on whom any definite responsibility
is placed by the said rules, a copy of the rules, or of such
portions thereof as relate to his duties and
(c) to any railway servant a copy of these rules or translation of
the said rules or of such portions, thereof as relate to his
duties as may be prescribed by special instructions.
2.02 UPKEEP OF THE COPY OF RULES.—Every railway servant,
who has been supplied with a copy of these rules, as
prescribed under rule 2.01 shall—
(a) keep it posted with all corrections,
(b) produce the same on demand by any of his superiors,
(c) obtain a new copy from his superior in case his copy is lost or
defaced and
(d) ensure that the staff working under him are supplied with all
corrections and that they also comply with the provisions of
this rule.
2.03 KNOWLEDGE OF RULES.—Every railway servant shall—
(a) be conversant with the rules relating to his duties, whether
supplied or not with a copy or translation of the rules relating
to his duties and the Railway Administration shall ensure that
he does so,
(b) pass the prescribed examinations, if any,
(c) satisfy himself that the staff working under him have complied
with clauses (a) and (b) and
(d) if necessary, explain to the staff working under him, the rules
so far as these apply to them.
SR 2.03 All Guards and Loco Pilots/ Motormen/ Assistant Loco Pilot who
are required to work on Automatic Signalling Sections shall be
imparted one day’s intensive course once in a year, about the rules
pertaining to the Automatic Signalling System and their Competency
Certificates issued/ renewed in token of their knowledge and
proficiency in these rules. A record of such Competency
Certificates issued shall be maintained by Senior Divisional
8 RULES APPLYING TO RAILWAY SERVANTS GENERALLY CHAPTER II
Operations Manager / Divisional Operations Manager (as the case

may be), Divisional Mechanical Engineer/ Divisional Electrical
Engineer concerned. No Guard, Loco Pilot/ Motorman / Assistant
Loco Pilot shall be put on duty on such sections unless he possesses
such a certificate.
2.04 ASSISTANCE IN OBSERVANCE OF RULES.—Every railway
servant shall render assistance in carrying out these rules
and report promptly any breach thereof, which may come to
his notice, to his superior officer and other authority
concerned.
2.05 PREVENTION OF TRESPASS, DAMAGE OR LOSS.—
(1) Every railway servant is responsible for the security and
protection of the property of the Railway Administration under
his charge.
(2) Every railway servant shall endeavour to prevent—
(a) trespass on railway premises,
(b) theft, damage or loss of railway property,
(c) injury to himself and others and
(d) fire in railway premises.
2.06 OBEDIENCE TO RULES AND ORDERS.—Every railway servant
shall promptly observe and obey—
(a) all rules and special instructions and
(b) all lawful orders given by his superiors.
2.07 ATTENDANCE FOR DUTY.—Every railway servant shall be in
attendance for duty, at such times and places and for such
periods as may be fixed in this behalf by the Railway
Administration and shall also attend, at any other time and
place at which his services may be required.
2.08 ABSENCE FROM DUTY.—
(1) No railway servant shall, without the permission of his
superior, absent himself from duty or alter his appointed hours
of attendance or exchange duty with any other railway servant
or leave his charge of duty unless properly relieved.
(2) If any railway servant while on duty desires to absent himself
from duty on the ground of illness, he shall immediately report
the matter to his superior and shall not leave his duty until a
competent railway servant has been placed in charge thereof.
SR 2.08 (1) A railway servant who absents himself from duty or leaves his station
without permission, shall be treated as being absent from duty and
renders himself liable to disciplinary action including dismissal.
SR 2.08 (2) A railway servant, who overstays leave without previously having
obtained permission, shall render himself liable to disciplinary action
including dismissal.
CHAPTER II RULES APPLYING TO RAILWAY SERVANTS GENERALLY 9
2.09 TAKING ALCOHOLIC DRINK, SEDATIVE, NARCOTIC,

STIMULANT DRUG OR PREPARATION.—
(1) While on duty, no railway servant shall, whether he is directly
connected with the working of trains or not, be in a state of
intoxication or in a state in which, by reason of his having
taken or used any alcoholic drink, sedative, narcotic or
stimulant drug or preparation, his capacity to perform his
duties is impaired.
(2) No railway servant, directly connected with the working of trains,
shall take or use any alcoholic drink, sedative, narcotic or
stimulant drug or preparation within eight hours before the
commencement of his duty or take or use any such drink, drug
or preparation when on duty.
SR 2.09 Railway servant found intoxicated.
(1) Railway servant found in a state of intoxication on Railway premises
whether on or off duty will be liable to summary dismissal.
(2) When any Railway servant is found intoxicated on the Railway
premises or suspected to be in a state of intoxication, the evidence
of two independent witness and if possible, a medical report regarding
his condition should be obtained. Arrangement for his relief should
be immediately made and matter reported to the proper authority.’
2.10 CONDUCT OF RAILWAY SERVANTS.—A railway servant shall—
(a) wear the badge and uniform, if prescribed and be neat and
tidy in his appearance while on duty,
(b) be prompt, civil and courteous,
(c) not solicit or accept illegal gratification,
(d) give all reasonable assistance and be careful to give correct
information to the public and
(e) when asked, give his name and designation without
hesitation.
2.11 DUTY FOR SECURING SAFETY.—
(1) Every railway servant shall—
(a) see that every exertion is made for ensuring the safety of the
public,
(b) promptly report to his superior, any occurrence affecting the
safe or proper working of the railway which may come to his
notice and
(c) render on demand all possible assistance in the case of an
accident or obstruction.
(2) Every railway servant who observes—
(a) that any signal is defective,

(b) any obstruction, failure or threatened failure of any part of
the way or works,
(c) any thing wrong with a train, or
(d) any unusual circumstances likely to interfere with the safe
running of trains, or the safety of the public, shall take
10 RULES APPLYING TO RAILWAY SERVANTS GENERALLY CHAPTER II
immediate steps, such as the circumstances of the case may

demand, to prevent accident ; and where necessary, advise
the nearest Station Master by the quickest possible means;
Provided that in the case of a train having parted, he shall
not show a Stop hand signal but shall endeavour to attract
the attention of the Loco Pilot or Guard by shouting,
gesticulating or other means.
SR 2.11 (1) Precautions to be taken for working of trains during storm and strong
wind–
(A) When the warning message forecasting cyclone, storm or strong
wind has been received from the Meteorological Department and/or
there is a reasonable doubt that severe storm is going to break out
endangering the safety of passengers, trains, etc.
The Station Master shall, in consultation with the Guard and the
Loco Pilot of the train, detain the train and also refuse to grant line
clear to a train coming to his station until storm abates and he
considers movements of trains safe.
(B) Should a train be caught on the run in a cyclone, storm or strong
wind of an intensity which, in the opinion of the Loco Pilot, is likely
to endanger the safety of the train he shall immediately control the
speed of his train and bring it to a stop at the first convenient place
taking care as far as possible to avoid stoppage of the train at
places like sharp curves, high embankments and bridges (including
approaches thereof). In controlling the speed and bringing the train
to a halt, the Loco Pilot shall stop his train carefully and without a
jerk. He shall restart the train in consultation with the Guard only
after the cyclone, storm or strong wind abates and it is considered
safe to proceed.
(C) The Guard and the Loco Pilot of the train in co-operation with the
railway staff travelling in the train shall try to see that doors and
windows of the coaches are kept open by the passengers to allow
free passage of the wind through the coaches.
SR 2.11 (2) Anemometers – In case of Vulnerable locations and specially
selected bridges where Anemometers are installed at one of the
stations adjacent to bridges, the Station Master shall take the
following action if the Anemometer is indicating wind velocity higher
than the danger level as prescribed by Special Instructions (as
embodied in SWRs).
(A) The Station Master shall inform the Section Controller and the Station
Master on the other side immediately about the need to control the
movement of trains.
(B) The Station Master shall not start or allow the movement of trains
through his station and also not grant line clear to the trains, waiting
at the adjacent station, for his station.
(C) He shall resume normal running of trains in consultation with the
Section Controller and the Station Master at the adjacent station,
after the wind velocity is again below the danger level, as prescribed
by Special Instructions (as embodied in SWRs).
*****
CHAPTER III SIGNALS 11
CHAPTER III
SIGNALS
A. GENERAL PROVISIONS
3.01 GENERAL USE OF SIGNALS.-The signals prescribed in these
rules shall be used for controlling the movement of trains in
all cases in which exceptions are not allowed by approved
special instructions.
3.02 KINDS OF SIGNALS.-The signals to be used for controlling
the movement of trains shall be-
(a) fixed signals,
(b) hand signals,
(c) detonating signals and
(d) flare signals.
3.03 USE OF NIGHT SIGNALS BY DAY.-The signals prescribed in
these rules for use by night shall also be used by day in tunnels
and in thick, foggy or tempestuous weather impairing visibility.
3.04 PLACING OF SIGNALS AND SIGNAL ARMS; PAINTING OF
SIGNAL ARMS.-
(1) Fixed signals shall be clearly visible to the Loco Pilots of
trains approaching them and shall be placed immediately to
the left of or above the line to which they refer, unless
otherwise authorised by special instructions.
(2) In the case of semaphore signals, signal arms shall be placed
on left hand side of the post as seen by the Loco Pilot of any
approaching train to which they refer.
(3) (a) Except as provided for in clauses (b) and (c), signal arms shall
be painted with the same colour as the light exhibited in the
'ON' position with a white bar on the side facing trains to
which they refer and white with a black bar on the other
side. Such bars shall be parallel with the end of the arms.
(b) In the case of a yellow arm, a black bar shall take the place
of the white bar on the side facing trains.
(c) Calling-on arms shall be painted white with a red bar on the
side facing trains to which they refer and white with a black
bar on the other side.
B. DESCRIPTION OF FIXED SIGNALS
3.05 USE OF FIXED SIGNALS.-
(1) Except under approved special instructions, all railways shall
be equipped with fixed signals as prescribed in these rules.
(2) The aspects of a semaphore signal shall be displayed by the
position of the arm by day and by a light or lights by night.
Note: - In the illustrations given in this Chapter, which are not drawn
to scale, the day aspect of the semaphore signal is shown by
the position of the arm and the night aspect is shown by the
light or lights to the right of the signal concerned.
12 SIGNALS CHAPTER III
(3) The aspects of a colour light and position light signal both by
day and by night shall be the same and shall be displayed by
fixed light or lights.
(4) The arm of a semaphore signal shall work in -
(a) the lower quadrant in two - aspect signalling and
(b) the upper quadrant in manually operated multiple-aspect
signalling.
(5) The 'OFF' position of a semaphore signal shall be displayed
by day by the inclined position of the arm from 450 to 600
below the horizontal in case of two-aspect lower quadrant
signals and 450 or 900 above the horizontal in case of multiple-
aspect upper quadrant signals.
3.06 DESCRIPT ION OF WARNER SIGNALS AND T HEIR
INDICATIONS.-
(1) A semaphore Warner signal has a fish-tailed arm.
(2) A Warner signal is intended to warn a Loco Pilot-
(a) of the condition of the block section ahead, or
(b) that he is approaching a Stop signal.
(3) A Warner signal may be placed either-
(a) on a post by itself with a fixed green light 1.5 to 2 metres
above it by night, or
(b) on the same post below the first Stop signal or the last Stop
signal.
(4) When placed in accordance with clause (b) of sub-rule (3),
the variable light of the Stop signal shall take the place of
the fixed green light of the Warner signal and the mechanical
arrangement shall be such that the Warner signal cannot be
taken 'OFF' while the Stop signal above it is 'ON'.
(5) The aspects and indications of a semaphore Warner signal
are shown below: -
(a) Semaphore Warner signal in Two-Aspect Signalling Territory
on a post by itself
'ON' position 'OFF' position
ASPECT: Proceed with caution Proceed

Indication: Proceed with caution and be Proceed
prepared to stop at the next Stop signal
(b) Semaphore Warner signal in Two-Aspect Signalling Territory-

below a Stop signal
ASPECT: Stop Proceed with caution Proceed

Indication: Stop dead Proceed with caution Proceed
and be prepared to stop
at the next Stop signal
(6) The aspects and indications of a colour light Warner signal

are shown below: -
(a) Colour Light Warner signal in Two-Aspect Signalling Territory

on a post by itself
ASPECT: Proceed with caution Proceed

Indication: Proceed with caution and be Proceed
prepared to stop at the next
Stop signal
(b) Colour Light Warner Signal in Two - Aspect Signalling

Territory-below a Stop signal
ASPECT: Stop Proceed with caution Proceed

Indication: Stop dead Proceed with caution Proceed
and be prepared to stop
at the next Stop signal
(7) A Warner signal with a fixed green light above it by night, on

a post by itself, shall be located at an adequate distance in
rear of the Stop signal, the aspect of which it pre-warns:
Provided that when such a Warner signal applies to a gate

Stop signal it shall not display the 'Proceed' aspect unless
there is adequate distance between the gate Stop signal and
the first Stop signal of the station ahead. The adequate
distance in such a case shall never be less than 1200 metres.
(8) Where special circumstances justify the use of an unworked

Warner, it shall be secured in the 'ON' position and not be
coupled or duplicated for directing purposes.
SR 3.06 In case, the distance between the last Stop signal of one station
and the first Stop signal of the station ahead is less than 1200
metres, the Warner signal of the previous station shall be taken
'OFF' only when the first Stop signal of the station ahead is in the
'OFF' position.
3.07 DESCRIPT ION OF DISTANT SIGNALS AND T HEIR

INDICATIONS.-
(1) A semaphore Distant signal has a fish-tailed arm.

(2) The aspects and indications of a semaphore Distant signal

working in the lower quadrant are shown below: -
Semaphore Distant signal in Two-Aspect Signalling Territory
ASPECT: Caution Proceed

Indication: Proceed and be prepared Proceed
to stop at the next Stop signal
Note: - This signal shall be provided only in Modified Lower Quadrant

signalling.
(3) The aspects and indications of a semaphore Distant signal

working in the upper quadrant are shown below: -
Semaphore Distant signal in Multiple-Aspect Signalling

Territory
ASPECT: Caution Attention Proceed

Indication: Proceed and Proceed and be prepared Proceed
be prepared to to pass next signal at such
stop at the next restricted speed as may be
Stop signal prescribed by special
instructions
Note: - The distance between the two yellow lights shall be 1.5 metres
when this signal displays 'Attention' aspect at night.
(4) The aspects and indications of a colour light Distant Signal

are shown below: -
Colour light Distant signal in Multiple-Aspect Signalling

Territory
ASPECT: Caution Attention Proceed

Indication: Proceed and Proceed and be prepared Proceed
be prepared to to pass next signal at such
stop at the next restricted speed as may be
Stop signal prescribed by special
instructions
(5) A Distant signal shall be located at an adequate distance in

rear of the Stop signal, the aspect of which it pre-warns.
(6) Where necessary more than one Distant Signal may be

provided. In such a case, the outermost signal, to be located
at an adequate distance from the first Stop signal, shall be
called the Distant Signal and the other called the Inner Distant
signal, with the Distant signal capable of displaying 'Attention'
or 'Proceed' aspect only.
(7) Under approved special instructions, a colour light Distant

Signal may be combined with the last Stop signal of a station
in rear or with a Stop signal protecting a level-crossing.
When a colour light Distant signal is combined with the last

Stop signal of a station in rear or with a Stop signal protecting
a level-crossing, arrangements shall be such that the signal
shall not display a less restrictive aspect than the 'Stop' aspect
till Line Clear has been obtained from the station ahead in
the former case and until the level-crossing gates have been
closed and locked for the passage of trains in the latter case.
SR 3.07 (1) The 'adequate distance' referred to in GR 3.07(5) & (6) will mean full
braking distance for the fastest train operating on the section, except
where authorised otherwise by special instructions.
SR 3.07 (2) 'Attention' aspect of Distant Signal will signify 'Proceed and be
prepared to pass the next signal at restricted speed'.
SR 3.07 (3) In accordance with GR 3.07(6), in multiple aspect colour light

signalling territory more than one Distant Signal, i.e. Distant and
Inner Distant Signal may be provided, where necessary.
The first Distant Signal encountered by the Loco Pilot shall be

called Distant Signal and the second Distant Signal shall be called
Inner Distant Signal.
The Inner Distant Signal shall generally be located 1000 metres

ahead and the Distant Signal 2000 metres ahead of the first Stop
signal. Under this arrangement provision of a warning board is
eliminated.
The aspects of these signals will be understood as under: -
S. Condition Distant Inner Home Starter Advanced

No. Signal Distant Signal Signal Starter
Signal
01. To Stop at Home Double Yellow Red - -

Yellow
02. To stop at loop Double Double Yellow - -

line starter or Yellow Yellow with route
pass via loop indicator
03. To stop at main Green Double Yellow Red Red

line starter Yellow
04. To run through Green Green Green Green Green

main line
3.08 DESCRIPTION OF STOP SIGNALS AND THEIR INDICATIONS.-
(1) A semaphore Stop signal has a square ended arm.

(2) The aspects and indications of a semaphore Stop signal,

working in the lower quadrant are shown below: -
Semaphore Stop signal in Two-Aspect Signalling Territory
ASPECT: Stop Proceed

Indication: Stop dead Proceed
(3) The aspects and indications of a semaphore Stop signal

working in the upper quadrant are shown below: -
Semaphore Stop signal in Multiple-Aspect Signalling Territory
'ON' position ‘OFF' position
ASPECT: Stop Caution Proceed

Indication: Stop Dead Proceed and be Proceed
prepared to Stop at
the next Stop signal
(4) The aspects and indications of a colour light Stop signal are
shown below: -
(a) Colour light Stop signal in Two-Aspect Signalling Territory
ASPECT: Stop Proceed

Indication: Stop dead Proceed
(b) Colour light Stop signal in Multiple Three-Aspect Signalling

Territory
ASPECT: Stop Caution Proceed

Indication: Stop Dead Proceed and be Proceed
prepared to Stop at
the next Stop signal
(c) Colour light Stop signal in Multiple Four-Aspect Signalling

Territory
ASPECT: Stop Caution Attention Proceed

Indication: Stop Proceed and be Proceed and be Proceed
Dead prepared to stop prepared to pass
at the next Stop next signal at such
Signal restricted speed as
may be prescribed by
3.09 KINDS OF FIXED STOP SIGNALS FOR APPROACHING TRAINS.-
(1) The Stop signals which control the movement of trains

approaching a station are of three kinds, namely-Outer, Home
and routing signals.
(2) The Outer Signal, where provided, is the first Stop Signal of
a station and is located at an adequate distance outside the
point up to which the line may be obstructed, after Line Clear
has been granted to, or obtained by the station in rear.
(3) The Home signal is the first Stop signal of a station at which
an Outer signal is not provided and the second Stop signal of
a station at which an Outer signal is provided. It shall be
located outside all connections on the line to which it refers.
(4) The Routing signal is a signal used to indicate to a Loco Pilot

which of two or more diverging routes is set for him, when
the Home signal is, in consequence of its position,
inconvenient for this purpose.
SR 3.09 In case of multiple aspect signalling, the Home signal shall be

located at an adequate distance outside a point up to which the
line may be obstructed after Line Clear has been granted to, or
obtained by the station in rear.
3.10 KINDS OF FIXED STOP SIGNALS FOR DEPARTING TRAINS.-
(1) The Stop signals which control the movement of trains leaving
a station are of two kinds, namely-Starter and Advanced
Starter.
(2) When a train leaving a station is guided by only one starting

signal, it is the last Stop signal of the station and is called the
Starter.
(3) When a train leaving a station is guided by more than one

Starter Signal, the outermost starting signal is the last Stop
Signal of the station and is called the Advanced Starter.
(4) The Starter, where only one such signal is provided, or the
Advanced Starter, shall be fixed at the limit, beyond which
no train may pass, unless the Loco Pilot is given the authority
to proceed required under the system of working and shall
be placed outside all connections of the line, to which it refers
except where otherwise allowed by approved special
instructions. Shunting operations beyond this limit shall be
carried out only in accordance with special instructions.
(5) Where an Advanced Starter is provided, the Starter referring

to any line shall be placed so as to protect the first facing
points or fouling mark of the connections, to another running
line.
3.11 INTERMEDIATE BLOCK STOP SIGNAL.-
Intermediate Block Stop signal is the Home signal provided

at an Intermediate Block Post.
3.12 KINDS OF FIXED STOP SIGNALS IN AUTOMATIC BLOCK

TERRITORIES.-
(1) Stop signals in Automatic Block territory shall be colour light

signals and may be of the following kinds-
(a) an Automatic Stop signal which is not dependent upon

manual operation but is controlled automatically by the
passage of a train into, through and out of the automatic block
signalling sections;
(b) a Semi-Automatic Stop signal which is capable of being

operated either as an Automatic Stop signal or as a Manual
Stop signal, as required;
(i) when a Semi-Automatic Stop signal works as an Automatic

Stop signal, it assumes 'ON' and 'OFF' aspects automatically
according to the condition of the automatic block signalling
sections ahead;
(ii) when a Semi-Automatic Stop signal works as a Manual Stop

signal, it assumes 'ON' aspect automatically on the occupation
of the automatic block signalling section ahead, but assumes
'OFF' aspect when operated manually, provided the relevant
automatic block signalling sections ahead are clear;
(iii) when a Semi-Automatic Stop signal works as an Automatic

Stop signal, the 'A' marker provided under the signal is
illuminated. When the 'A' marker is extinguished, the signal
shall be deemed to work as a Manual Stop signal; and
(ba) a Modified Semi-Automatic Stop signal by converting one

of the Automatic Stop signal in mid-section under special
instructions; when the ‘A’ marker is illuminated the signal
works as Automatic stop signal, and when the ‘A’ marker is
extinguished it works as modified Semi-Automatic stop signal
and assumes ‘off’ aspect automatically or is taken ‘off’
manually as required; and
(c) A Manual Stop signal operated manually and which cannot

work as an Automatic or a Semi-Automatic Stop signal.
(2) Colour light signals in automatic Block territory shall be three-

aspect or four-aspect.
3.13 CALLING-ON SIGNALS.-
(1) A Calling-on signal is a subsidiary signal, which has no

independent aspect in the 'ON' position and shall be-
(a) a short square ended semaphore arm, or
(b) a miniature colour light provided with a 'C' marker.
(2) A Calling-on signal, where provided, shall be fixed below a

Stop signal governing the approach of a train. Under
approved special instructions, a calling-on signal may be
provided below any other Stop signal except the last Stop
signal.
(3) A Calling-on signal, when taken 'OFF' calls on the Loco Pilot
of a train to draw ahead with caution, after the train has been
brought to a stop, even though the Stop signal above it is at
'ON' and indicates to the Loco Pilot that he should be prepared
to stop short of any obstruction.
(4) A Calling-on signal shall show no light in the 'ON' position.
(5) The aspects and indications of a semaphore Calling-on signal

are shown below: -
(a) Miniature Semaphore Arm type Calling-on signal in Two-

Aspect Signalling Territory
ASPECT:
Proceed slow
Indication:
Loco Pilot shall obey the Stop and then draw ahead
aspect of the Stop signal with caution and be
prepared to stop short
of any obstruction
(b) Miniature Semaphore Arm type Calling-on signal in Multiple-
ASPECT:
Proceed slow
Indication:
Loco Pilot shall obey the Stop and then draw ahead with
aspect of the Stop signal caution and be prepared to stop
short of any obstruction
(6) The aspects and indications of a Colour light type Calling-on

signal are shown below: -
(a) Colour light type Calling-on signal in Two Aspect Signalling
Territory
ON' position 'OFF' position
ASPECT:
Proceed slow
Indication:
(b) Colour light type Calling-on signal in Multiple-Aspect
ASPECT:
Proceed slow
Indication:
3.14 SHUNT SIGNALS.-
(1)(a) A Shunt signal is subsidiary signal and shall be either-
(i) a white disc with a red bar across it, or
(ii) a position light signal.
(b) Under special instructions, a Shunt signal may be a miniature

semaphore arm.
(2) Shunt signals control shunting movements.
(3) A Shunt signal may be placed on a post by itself or below a

Stop signal other than the first Stop signal of a station.
(4) More than one Shunt signal may be placed on the same post
and when so placed the topmost Shunt signal shall apply to
the extreme left hand line and the second Shunt signal from
the top shall apply to the next line from the left and so on.
(5) When a Shunt signal is taken 'OFF', it authorises the Loco

Pilot to draw ahead with caution for shunting purposes
although Stop signal, if any, above it is at 'ON'.
(6) When a Shunt signal is placed below a Stop signal, it shall

show no light in the 'ON' position.
(7) In case Shunt signals are not provided, hand signals may be
used for shunting.
(8) The aspects and indications of a disc type Shunt signal are
shown below: -
(a) Disc type Shunt signal in Two-Aspect Signalling Territory
ASPECT: Stop Proceed slow

Indication: Stop dead Proceed with caution
for shunting
(b) Disc type Shunt signal in Multiple-Aspect Signalling Territory

for shunting
(9) The aspects and indications of a position light type Shunt

Position light type Shunt signal in Two - Aspect or Multiple -

White light White light

for shunting
(10) The aspects and indications of a semaphore arm type Shunt

(a) Miniature Semaphore Arm type Shunt signal in Two Aspect

signalling Territory

for shunting
(b) Miniature Semaphore Arm type Shunt signal in Multiple-


for shunting
SR 3.14 (1) Shunting permitted Indicators are not signals but appliances,
which work in conjunction with Stop signal and are provided
f o r shu nt i ng m ov em ent i n ei t h er di r ec t i o n i n t he no n-
interlocked portion of a yard after being isolated from the
interlocked portion.
SR 3.14 (2) A shunt signal may be placed at a post by itself or below a Stop
signal, other than the first and last Stop signals of a station.
3.15 CO-ACTING SIGNALS.-
(1) Co-acting signals are duplicate signals fixed below ordinary

signals and are provided where, in consequence of the height
of the signal post, or of there being an over-bridge or other
obstacle, the main arm or light is not in view of the Loco
Pilot during the whole time that he is approaching it.
(2) Co-acting signals shall be fitted at such height that either the
main arm or light, or the Co-acting arm or light, is always
visible.
3.16 REPEATING SIGNALS.-
(1) A Signal placed in rear of a fixed signal for the purpose of

repeating to the Loco Pilot of an approaching train the aspects
of the fixed signal in advance is called a Repeating Signal.
(2) A Repeating signal shall be provided with an 'R' marker and
shall be of-
(a) banner type, or
(b) a square ended semaphore arm, or
(c) a colour light signal.
(3) The aspects and indications of a banner type Repeating signal
are shown below:
Banner type Repeating signal in Two-Aspect Signalling
Territory
'ON' position ‘OFF' position
ASPECT: Signal 'ON' Signal 'OFF'

Indication: Signal which it Signal which it
repeats is at 'ON' repeats is 'OFF'
(4) The aspects and indications of a semaphore arm type

Repeating signal are shown below: -
Semaphore Arm type Repeating signal in Two-aspects


(5) The aspects and indications of a colour light type repeating

signals are shown below: -
Colour light type Repeating signal

SR 3.16 (1) A common Repeating signal may be provided for a group of Home
signals on the same bracket post and the Repeater will show the
'ON' aspect, if all the Home signals are showing the 'ON' aspect
and the 'OFF' aspect, if any one of them is showing the 'OFF' aspect.
SR 3.16 (2) More than one Repeating signal may be provided for one signal,
when so warranted by local conditions.
SR 3.16 (3) The 'ON' aspect of a Repeating signal signifies 'Proceed with Caution'
and the 'OFF' aspect of the Repeating signal signifies 'Proceed'
when the Stop signal the aspect of which, it repeats is 'OFF'.
SR 3.16 (4) Starter Indicator: - Starter Indicators may be provided to repeat the
aspect of the Starter as an aid to the Guard to enable him to know
the aspect of the starter. This repeater may be provided at a
convenient place. The Starter Indicator shall exhibit no light when
Starter is at 'ON' and yellow light when it is 'OFF'.
SR 3.16 (5) Where due to curve or excessive length of the train, it is not possible
to view starter signal by Guard, where feasible, a repeater signal
may be provided with the blank aspect in ‘on’ position and miniature
yellow aspecxt in ‘off’ position.
3.17 DISTINGUISHING MARKER AND SIGNS FOR SIGNALS. -
(1) Where necessary, signals shall be distinguished by prescribed

markers. Such markers shall be fixed on the signal posts below
the signal as under.
Appearance Provided on Description
Automatic Stop signal Letter 'A' in black on

white circular disc.
Semi-Automatic Stop White illuminated

Signal letter 'A' against black
A background when
working as an
Automatic Stop
signal and letter 'A'
extinguished when
working as a Manual
Stop signal
Colour light Distant or Letter 'P' in black on

Warner signal on a post white circular disc.
by itself.
Note: - Where a colour light Distant signal is combined with a last

Stop signal as provided for under sub-rule(7) of Rule 3.07, the
marker shall be dispensed with.
Intermediate Block Stop Letter 'IB' in signal

black on white
circular disc.
C Calling-on signal Letter 'C' in black on

white circular disc.
Repeating signal in sema- Letter 'R' in black on

R Phore signalling territory white circular disc.
Repeating signal in Colour White illuminated

light signalling territory letter 'R' against black
background
Gate Stop signal Letter 'G' in black on

yellow circular disc.
Gate Stop signal in Auto- Letter 'G' in black on

matic Block territory yellow circular disc
and white illuminated
letter 'A' against black
background.
Note: - Letter 'A' shall be lit only when the gates are closed and locked
against road traffic.
(2) Where necessary, signal arms shall be distinguished by

prescribed signs as under:
Approach Stop signal One black ring on

for Goods running lines semaphore arm
only.
Approach Stop signal Letter 'D' in black

for Dock Platform on semaphore
arm
(3) Other distinguishing markers or signs may be used with the

approval of the Board.
SR 3.17 When a gate Stop signal is a semi automatic Stop signal and protects
points in addition to the level crossing it shall be provided with white
illuminated letter 'A' and white illuminated letters 'AG' against black
background.
The indication of such signal shall be as under: -
(1) Letter 'A' shall be lit only when the gates are closed and locked
against road traffic and points are correctly set and locked for the
route.
(2) Letters 'AG' shall be lit only when the gates are either open to road
traffic or have failed but the points are correctly set and locked for
the route.
(3) Neither marker shall be lit when the points are not correctly set and
locked for the route or have failed.
(4) If both markers 'A' and 'AG' are lit, signals should be treated as
defective.
3.18. SIGNALS OUT OF USE.-
(1) When a fixed signal is not in use, it shall be distinguished by

two crossed bars, each bar being not less than 1 metre long
and 10 centimetres wide, as illustrated below: -
(2) A semaphore or disc signal when not in use shall be kept

fixed in the 'ON' position.
(3) Signals not in use shall not be lit.
3.19 PLACING OF STOP SIGNALS AT DIVERGING JUNCTIONS.-
Unless otherwise permitted by approved special instructions,

where two or more lines diverge, the signals shall be fixed
on a bracket post or an approved type of route indicator shall
be provided instead of separate signals;
Provided that for speed up to 75 kilometres per hour with

manually operated multiple aspect signals, only a single arm
Home signal may be provided instead of separate signals on
a bracket post or a route indicator. The facing points must be
provided with point indicators.
3.20 PLACING OF STOP SIGNALS AT CONVERGING JUNCTIONS.-
Unless otherwise permitted by approved special instructions,

where two or more lines converge, signals shall be placed
on separate posts. Where the number of signals is
considerable, these may be provided on a bracket post or a
signal bridge or gantry.
3.21 SIGNALS ON BRACKET POST OR SIGNAL BRIDGE OR

GANTRY.-
Where signals are placed on a bracket post or a signal bridge

or a gantry, these shall be
(a) so grouped that the respective signals are easily

distinguishable for each running line and are placed as nearly
as possible over the running lines to which they refer,
(b) so placed that the signal referring to the main line is higher
than the signal or signals referring to the other running line
or lines and
(c) so arrange that the extreme left hand signal refers to the
extreme left hand line and the second signal from the left
refers to the next line from the left and so on.
3.22 PLACING OF MORE THAN ONE SIGNAL ON THE SAME POST.-
(1) Not more than one signal referring to trains moving in the
same direction, whether on the same line or on separate
lines, shall be placed on the same post, except-
(a) as prescribed in these rules for Calling-on, Shunt, Co-acting

and Warner signals, or
(b) under approved special instructions.
(2) Where under approved special instructions more than one

signal is placed on the same post, the topmost signal shall
apply to the extreme left hand diverging line and the second
signal from the top shall apply to the next line from the left
and so on.
Provided that in exceptional cases, where two home signals

are placed on the same post, under approved special
instructions, the top signal shall apply to the main line and
the lower signal shall apply to the other lines.
3.23 ELECTRIC REPEATER.-The arm and light of any fixed signal

which cannot be seen from the place from which the signal
is worked shall be repeated to such place by means of an
efficient electric repeater.
SR 3.23 When an electric repeater is found defective, the Station Master

should go out and see from a convenient place personally whether
the signal has been correctly taken 'OFF' or returned to 'ON' correctly.
If this is possible, the signal should not be treated as a defective
signal, but concerned Electric Signal Maintainer should be asked
to put right repeater. In case it is not possible to personally see the
signal even from a convenient place near the station or cabin, the
signal to which it refers should also be treated as a defective signal
and action taken under GR s. and SRs 3.68, 3.69, 3.70, 3.71 until
such time as the repeater is put right by the Electric Signal
Maintainer.
3.24 BACK-LIGHTS.-
(1) Every semaphore or disc signal, the light of which cannot be

seen from the place from which the signal is worked, shall
be provided with a back-light to indicate whether the signal
light is burning or not.
(2) Back-light of signals shall show a small white light when 'ON'
and no light at all, in any other position.
(3) Any fixed light used in conjunction with a semaphore signal

shall show a back light.
(4) Back-lights may not be provided when alternative

arrangements are made at the place from which the signal is
worked to indicate whether signal lights are burning or not.
C. EQUIPMENT OF SIGNALS
3.25 OBLIGATION TO PROVIDE FIXED SIGNALS AT STATIONS.-

Fixed signals prescribed in this sub-chapter shall be provided
at every station, except-
(a) at stations between which trains are worked on the One Train
Only System and
(b) at stations which are exempted from the provision of signals

under approved special instructions.
3.26 COMMISSIONING OF FIXED SIGNALS.-Fixed signals shall not

be brought into use until they have been passed by the
Commissioner of Railway Safety as being sufficient to secure
the safe working of trains.
SR3.26 (1)(A) All new signals must be inspected and passed by a Sighting
Committee consisting of-
(i) Section Engineer (Signal),

(ii) Loco inspector,
(iii) Transportation Inspector.
Sighting certificate on Form No. S&T/SC should be promptly

submitted to the Divisional Signal and Telecommunication Engineer.
(B) No alteration to an existing signal which would require to be passed

by a Sighting Committee, must be taken in hand without the issue
of a Traffic Working Order which must not be operative for more
than three months, unless the work can be undertaken and
completed within one day.
SR 3.26 (2) Precautions when a signal is shifted or a new signal is brought into
use-
Whenever a new signal is brought into use or an existing signal is

shifted, which would affect the running trains, a caution order should
be issued for a period of 10 days, after the signal has been brought
into use or shifted, drawing the attention of the Loco Pilots to the
change that has been effected.
3.27 MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS

PROVIDED WITH MANUALLY OPERATED MULTIPLE-ASPECT
SIGNALLING.-The minimum equipment of fixed signals to be
provided for each direction shall be as follows-
(a) at class 'B' stations … a Distant, a Home and a Starter and

(b) at class 'C' stations … a Distant and a Home.
3.28 MINIMUM EQUIPMENT OF FIXED SIGNALS AT STATIONS

PROVIDED WITH MODIFIED LOWER QUADRANT SIGNALLING.-
Modified lower quadrant signalling may be introduced only

where it is expressly sanctioned by a special order of the
Railway Board. The minimum equipment of fixed signals to
be provided for each direction shall be as follows-
(a) at class 'B' stations … a Distant, a Home, a Warner

below the Main Home and a
Starter and
(b) at class 'C' stations … a Distant and a Home.
3.29 MINIMUM EQUIPMENT OF FIXED SIGNALS AT OTHER

STATIONS PROVIDED WITH TWO-ASPECT SIGNALLING.- The
minimum equipment of fixed signals to be provided for each
direction shall be as follows-
(a) at class 'A' stations … a Warner, a Home and a

Starter,
(b) at class 'B' stations-
On a single line… an Outer and a Home,
On a double line… an Outer, a Home and a Starter and

both on a single and a double line a
Warner shall be provided in
accordance with Rule 3.06, if trains
run through at a speed exceeding 50
kilometres an hour without stopping
and
(c) at class 'C' stations … a Warner and a Home.
3.30 ADDITIONAL FIXED SIGNALS AT STATIONS GENERALLY.-In

addition to the minimum equipment of signals prescribed in
Rules 3.27, 3.28, 3.29 and 3.32 such other fixed signals shall
be provided at every station as may be necessary for the safe
working of trains.
3.31 SIGNALS AT CLASS 'D' STATIONS.-At a class 'D' station, a

train may be stopped in such manner as may be authorised
by special instructions.
3.32 PROVISION OF AN ADVANCED STARTER, SHUNTING LIMIT

BOARD OR BLOCK SECTION LIMIT BOARD.-
(1) On a single line class 'B' station worked on the Absolute Block
System if the obstructing of the line outside the Home signal
or the outermost facing points in the direction of an
approaching train is permitted under special instructions
under Rule 8.09, a Shunting Limit Board or an Advanced
Starter shall be placed at such shunting distance from the
Home signal or the outermost facing points as local conditions

may require, provided the distance between the Shunting
Limit Board (bearing the words 'Shunting Limit' on the side
which faces the station and fitted with a lamp showing a white
light in both directions to mark its position by night) or the
Advanced Starter and the opposing first Stop signal is never
less then 400 metres in the two-aspect signalling territory and
180 metres in the multiple-aspect or modified lower quadrant
signalling territory. The location of such board or Advanced
Starter shall mark the limit up to which shunting may be
permitted.
(2) On a double line class 'B' station worked on Absolute Block

System equipped with multiple-aspect or modified lower
quadrant signalling and where there are no points or the
outermost points at the approaching end are trailing, a Block
Section Limit Board (bearing the words 'Block Section Limit'
on the side which faces the station and fitted with a lamp
showing white light in both directions to mark its position by
night) shall be provided. It shall be placed at a distance of
not less than 180 metres in advance of the Home signal and
shall protect the fouling mark of outermost trailing points if
any. The location of such board shall mark the limit of the
block section at such stations.
3.33 EXCEPT IONS T O RULES 3.27, 3.28, 3.29 AND 3.32-

Notwithstanding anything contained in Rules 3.27, 3.28, 3.29
and 3.32.
(a) if the station has only one connection off the main line, the
stations shall be worked in accordance with approved special
instructions;
(b) on any section where traffic is light and speeds slow, one
Stop signal only in each direction may be provided at each
station, such signal to be located at an adequate distance
outside the outer most facing points of the station and trains
worked in accordance with approved special instructions and
(c) on any Railway having very light traffic, all signals may be
dispensed with and trains worked under approved special
instructions;
Provided that at stations with manually operated multiple
aspect signals, where the speed of trains through a station
does not exceed 50 kilometres per hour, a Distant signal and
Home signal only may be provided in each direction under
approved special instructions.
3.34 FIXED SIGNALS AT LEVEL CROSSINGS.-

(1) Unless exempted under approved special instructions, every
level-crossing gate which closes across the line at a level-
crossing shall, except when interlocked with station signals,
be provided with signals fixed at an adequate distance from
the level-crossing showing Stop aspects in both Up and Down
directions, when the gates are open for the passage of road
traffic.
(2) Except where otherwise prohibited under special instructions,

a 'G' marker shall be provided on a gate Stop signal.
3.35 PROTECTION AND WORKING OF POINTS OF OUTLYING

SIDINGS.-Where there are points in the main line at a place
which is not a block station, provision for the protection of
such points, by signals or otherwise and for working them,
shall be made in order to secure the safe working of trains,
as laid down under approved special instructions.
D. WORKING OF SIGNALS AND POINTS
3.36 FIXED SIGNALS GENERALLY.-
(1) Every fixed signal shall be so constructed that, in case of

failure of any part of its connections, it shall remain at, or
return to its most restrictive aspect.
(2) A signal which has been taken 'OFF' for the passage of a
train shall not be placed 'ON' until the whole of the train which
it controls has passed it, except-
(a) In case of emergency, or

(b) Where arrangement is provided to restore the signal to 'ON'
automatically, the control operating the signal shall not be
restored to its normal position till the whole of the train has
passed it.
(3) No fixed signal within station limits shall be taken 'OFF'

without the permission of the Station Master and in the case
of a signal outside the station limits without the permission
of such person as may for the time being be in independent
charge of the working of such signal.
SR3.36 (1)(A) A fixed signal shall not be taken 'OFF' for a train, more than 10
minutes before the train is due or such lesser time as prescribed
under special instructions.
(B) On Automatic Block territory, the Loco Pilot and Motormen must
bring their train to a halt at stations where stoppages are scheduled
in the working timetable, even though the signal governing departure
from the station is showing 'OFF' aspect.
(C) In no circumstances must a signal be taken 'OFF' by pulling the
wires by hand or in any way, other than the prescribed method.
SR3.36 (2) In case of two aspect signalling territory, the Home signal shall
invariably be taken 'OFF' before the Outer. This does not, however,
absolve the Loco Pilot of his responsibility for observing and being
guided by the Home signal, as it is possible at a non-interlocked
station for the Outer to be pulled 'OFF' by mistake before the Home
and even at interlocked stations the contraction of the signal wire
might cause the Outer to droop slightly.
If, the Outer signal is 'OFF' and the Home signal at 'ON', the Loco
Pilot should bring his train to a stand at the Outer signal or as soon
as possible after passing the Outer signal and should not draw up
to the Home signal until the signal is taken 'OFF' unless he is
authorised to pass it at danger.
At stations where only one approach Stop signal is provided for
each direction [GR 3.33(b)], the Loco Pilot while passing this signal
shall keep a sharp look out to see that no train movement from the
opposite direction is taking place and shall keep his train under
control so as to be able to stop short of an obstruction on the facing
points in case of an emergency.
SR 3.36 (3) The staff responsible for taking 'OFF the signals must ensure that
correct signals are taken 'OFF' for the movement of a train. When a
train is being received or despatched from the station, the Station
Master on duty should also invariably watch the arms of the Home
signal and the last Stop signal during day and/or back lights and
light respectively during night to ensure that the correct approach
signal is taken 'OFF' and / or the last Stop signal has been taken
'OFF'. Where the signal arms or back lights/light are not visible, the
Station Master should ensure this by looking at the electric repeaters
where these are provided in his office.
SR 3.36 (4) The Staff responsible for taking 'OFF' signals and the Station Master
should see that the signal arms/lights or electric repeaters where
provided, in respect of all the signals provided with automatic
replacing arrangements have assumed their 'ON' position
immediately after the train for which they have been taken 'OFF',
has passed them.
The levers/slides, operating / controlling the signals should however,

be put back to normal only when the train has passed over the
facing points.
Detector levers, where provided, should also be restored to their

normal position whenever the movements, over the points they detect,
is over.
SR3.36 (5)(A) Signals once taken 'OFF' for the passage of train must not be replaced
to 'ON' in the ordinary course. The emergency referred to in GR
3.36(2)(a) shall be deemed to exist when an accident is to be averted.
(B) If in an emergency, a reception signal has to be placed to 'ON'

position before the arrival of the train to which it refers, no points
shall be altered until the train has come to a stand, except to prevent
an accident.
(C) In case Starters and Advanced starters are taken 'OFF' for departing
trains and are required to be put back for purpose of precedence or
crossing the following precautions must be taken prior to replacing
the Starter/ Advanced Starter signal to 'ON'.
(i) The Loco Pilot of the train for which the signal has been taken
'OFF' should be advised by a written memo to the effect that he
should not start and that his signal will be replaced to 'ON'. His
written acknowledgement should be obtained on the office copy of
the memo.
(ii) On single line section, where a tangible authority has been delivered
to the Loco Pilot, the same should be withdrawn from him.
(iii) The above written permission need not be given to the motorman
of EMU on Mumbai suburban section having assured means of
communication such as TMS. Before replacing signal to ‘ON’
position, the motorman should be advised under exchange of private
numbers among motorman, controller and panel station master
through TMS that he should not start and that his signal will be
replaced to ‘ON’.
3.37 NORMAL ASPECT OF SIGNALS.-
(1) Unless otherwise authorised under approved special
instructions, fixed signals except automatic signals, shall
always show their most restrictive aspect in their normal
position.
(2) The normal aspect of an Automatic Stop signal is 'Proceed'.
Where, however, the signal ahead is manually operated the
aspect normally displayed may be 'Caution' or 'Attention'.
3.38 POINTS AFFECTING MOVEMENT OF TRAIN.-
(1) The Station Master shall not give permission to take signals
'OFF' for a train until -
(a) All facing points over which the train will pass are correctly
set and locked.
(b) All trailing points over which the train will pass are correctly
set and
(c) The line over which the train is to pass is clear and free from
obstructions.
(2) When a running line is blocked by a stabled load, wagon
vehicle or by a train which is to cross or give precedence to
another train or immediately after the arrival of a train at the
station etc. the points in rear on double line sections and at
either end on single line sections should be immediately set
against the blocked line except when shunting or any other
movement is required to be done immediately in that direction
on that line.
3.39 LOCKING OF FACING POINTS.-Facing points, when neither

interlocked nor key locked, shall be locked for the passage
of a train either by a clamp, or by a through bolt, with a
padlock. It is not sufficient to lock the lever working the points.
SR 3.39 (1) Points to be normally unlocked-

Non-interlocked (padlocked) points, excluding permanently locked
points, Catch and Slip-siding points and points at road - side
stations where Points Jamadar are not provided, will remain unlocked
in their normal position.
SR 3.39 (2) Permanently locked Points-
(A) Non-interlocked (padlocked or key locked) points leading from

running lines to other lines, such as Goods Lines (other than goods
running lines). Sick Lines, Stabling Lines, Siding, etc. and those
leading from such lines to running lines, will be kept permanently
locked to ensure isolation of running lines. Non-interlocked points
of intermediate crossovers on running lines and those isolating the
traffic yard from other yards such as Loco Yards, etc., will also be
kept permanently locked.
Permanently locked points are divided into two-classes, viz. -
(i) Class 'A'. - Points, which are so seldom used or so near the station
that the Station Master on duty may reasonably be expected to
attend to them himself.
(ii) Class 'B'. - Points which are so often used or so far away from the
station that the Station Master on duty cannot reasonably be
expected to attend to them himself.
(B) Normal position of Permanently locked points on a running line is

for the running line and those leading towards a running line is
against the movement towards the running line.
(C) The number and classification of Permanently locked points and

their normal position will be given in the Station Working Rules.
(D) Re-locking permanently locked points after use.-
(i) In the case of 'A' Class Points, the Station Master must himself be
present and personally see that the points are reset and locked in
their normal position.
(ii) In the case of 'B' Class Points, the Points-setting staff to whom the
Station Master issues the keys must themselves reset and lock
them in their permanent position and personally inform the Station
Master of having done so.
(E) Catch and Slip-siding points are not permanently locked points
within the meaning of this rule. See. GR 3.50 also.
(F) Passage of train over permanently-locked points.- Before receiving

or despatching a train, the Station Master is responsible to take
the keys of all the permanently locked points in his personal
possession except when such a key is required to release a signal
and cannot be extracted until the signal lever is returned to its
normal position.
SR 3.39 (3) Locking of Signal Levers.- All signal levers will remain locked in the
normal position of signals, which is 'ON' vide GR 3.37.
SR 3.39 (4) Custody of keys of points, derailing switches, scotch blocks and
signals -
Except as otherwise provided for in the Station Working Rules -
(A) At stations where Points Jamadar are provided, the keys of non-
interlocked (padlocked) points, Derailing Switches and Scotch
Blocks in the portion of the yard in their respective charge, will

remain normally in their possession and at other stations where
Points Jamadar are not provided, in the custody of the Station
Master.
(B) At all stations, keys of all key-locked, permanently-locked and catch

and slip siding points and signals will remain normally in the custody
of the Station Master.
(C) Keys of points, Derailing Switches, Scotch Blocks and signals in

the custody of the Station Master, when not issued or on their return,
will remain locked in the key box or Station Master's Interlocking
Frame provided for the purpose, the key of which must remain in
the personal possession of the Station Master. These keys will be
issued for use by the Station Master personally and their issue by
any one else will be unauthorised.
(D) Any person, other than Station Master on duty, if found inserting,
manipulating or extracting any key from the Station Master's non-
interlocked/interlocked key box for the purpose of the train
movement, shall be liable for disciplinary action.
SR 3.39 (5) Setting and locking of points generally for reception and despatch
of trains.-
(A) Non-interlocked stations.-
(i) When one train is to be received and despatched.-All the facing

and trailing points, over which the train will pass will be set and
facing points locked for the line on which the train is to be received.
(ii) When two trains are to be crossed. - The points will be so set and
facing points locked so as to receive each train on its nominated
line before the signals are taken 'OFF' for the admission of the first
train. Adequate distance of 180 or120 metres, as may be required
for the taking 'OFF' of these signals in terms of GR 3.40 (3) may be
provided on the main line and the trailing points set against the line
concerned which will not constitute an obstruction for this purpose.
In case the loop terminates in a Snag dead-end or in a siding over
which the adequate distance as stipulated in GR 3.40 (3) is available,
the far-end points on the loop will be set for the snag dead-end or
the siding, as the case may be, instead of for the main line.
Note.- The trailing points provided with positive point locks and falling within
signal overlap should only be set for the line concerned, but need
not be locked in this position. Signal key for the post lock should
only be extracted from the positive point lock only after the first
arriving train has come to a halt. On arrival of the first train, the
points at departure end for the second train will be altered for the
line, set and locked in terms of SR 3.39 (5) (A) (i) on which the
second train will be admitted. If time permits, this may be done
before taking 'OFF' signals for the admission of the second train
otherwise before handing over the 'Authority to Proceed' to the Loco
Pilot of that train. If the second train is to run through, the points at
the departure end must be altered, set and locked as per SR 3.39
(5) (A) (i) before taking 'OFF' the approach signals for that train.
On arrival of the second train, the points at the departure end for
the first train will be altered for the line from which the first train will
be started.
(B) Interlocked stations.-
(i) When one train is to be received and despatched.-- In case a train

is to be received on the main line, all the facing points should be
set for main line and locked and all the trailing points set for the
main line. For reception of a train on the loop line, facing and trailing
points should be set for the loop and facing points locked. The far
end points may be set for access to the main line, Snag dead-end
or overlap dead-end according to the requirements of working.
(ii) When two trains are to be crossed on the single line and the layout
does not permit of simultaneous reception. -- When the loop does
not terminate in a Snag dead-end or in a siding over which the
adequate distance is available, all the facing and trailing points over
which the train is to pass will be set and facing points locked for the
line on which the train is to be received, except where otherwise
provided for in the Station Working Rules. In case the loop terminates
in a Snag dead-end or in a siding over which the adequate distance
as stipulated in GR 3.40 (3) is available, the points will be so set
and facing points locked so as to receive each train on its nominated
line before the signals are taken 'OFF' for the admission of the first
train and the far-end points on the loop will be set for the Snag
dead-end or the siding, as the case may be. In such cases, the
first arriving train will be admitted on the loop of which the far-end is
set for the Snag dead-end or the siding over which the adequate
distance is provided.
In case the first train has to be received on the main line, instead of
the loop line the points will be set for each line as in the case of
single train reception vide SR 3.39(5)(B)(i) above.
(iii) When two trains are to be crossed on the Single Line and the
layout permits of simultaneous reception.-- The points will be so
set and facing points locked so as to receive each train on its
nominated line, the far-end points on the loops being set for the
respective Snag dead-ends or the siding over which the adequate
distance is provided.
SR 3.39 (6) Issue and return of points keys generally at non-interlocked stations
for reception and despatch of trains.-
The Station Master shall issue to the Point-setting staff (Pointsmen

or Points Jamadar) only such keys as are required for altering the
points. In case of crossing, on arrival of the first train, keys for
altering points at the departure-end for the second train may be
issued to the Pointsman/Points Jamadar concerned or sent to him
through the third Pointsman or an authorised competent railway
servant. On receipt of the keys, the Points-setting staff must inspect them to see
that they have received the correct keys for the line for which they
are required to set the points in accordance with the Stations Master's
verbal instructions.
After the Station Master has issued the positive-keys of points locks
and the keys of Catch and Slip Siding points, he must receive back
the appropriate released keys, inspect them that they are correct
and record their numbers in the Train Signal Register before issuing
the Signal Keys for taking 'OFF' signals for an approaching train,
unless the released key is utilised on the signal post to release the
signal. In regard to return of the keys of the permanently locked
points see SR 3.39 (2).
In case of crossing, the Station Master may, however, issue the
signal keys for taking 'OFF' signals for the second train before the
points at the departure end are altered but he must not deliver the
'Authority to Proceed' to the Loco Pilot until he has ensured by
exchanging 'All right' signal personally with Pointsman/Points
Jamadar concerned that all the points concerned are correctly set
and facing points, if any, locked for the passage of the train and, in
case of running through train, he has also received the positive
keys of the points concerned.
The released keys will be brought either by the Pointsman/Points
Jamadar concerned or by an authorised competent railway servant
deputed for the purpose, in token of the points and derailing switches
having been correctly set and locked in accordance with the Station
Master's instructions.
Keys of padlocked points, other than those which are permanently

locked or Catch and Slip-siding points may, however, remain with
Points-setting staff during train movements but must be returned to
the Station Master immediately after such movements are over and
the points are restored to their normal position.
Detailed instructions regarding issue and return of keys for each

movement shall be given in the Station Working Rules.
Note: - Wherever SR 3.39 lays down that during the reception and despatch
of trains, points keys will be issued to or returned by the Points
Jamadar to the Station Master on duty, that procedure will apply
only in regard to those keys which have to remain normally in the
custody of the Station Master in accordance with SR 3.39(3).
SR3.39 (7)(A) Responsibility for correct setting and locking of points-- Except as
otherwise specified in the Station Working Rules, the Points-setting
staff, Pointsman or Points Jamadars, as the case may be, will be
responsible for the correct setting and locking of points.
(B) Responsibility of the Station Master for inspection of points

personally.-
(i) At non-interlocked stations, where Points Jamadars are not provided,
the Station Master shall inspect personally for correct setting and
locking and that they are not being damaged in any way-
(a) All padlocked or key locked facing points when a passenger train
has to run through and
(b) During crossing or overtaking, all padlocked facing points only, for
the second or subsequent arriving train when one of the trains is
carrying passengers. For this purpose a Material train with workmen
or a departmental train carrying staff is a train carrying passengers.
(ii) Where a Station Master personally inspects the points under this
rule, he shall take in his possession the keys of such points, whether
padlocked or key-locked except when the released key is utilised
to release the signals.
(iii) Notwithstanding SR 3.39(7)(B)(i) above, the Station Master shall

also inspect personally such points as may be specified in the
Station Working Rules.
SR 3.39 (8) Issue of signal keys generally at non-interlocked stations.-
When the necessary conditions for taking 'OFF' signals (GR 3.38,
G& SR. 3.39, GR 3.40 and SR 3.41 and instructions contained in
the Station Working Rules) are fulfilled, the Station Master will again
inspect the points keys in his possession to ensure that he has got
the correct keys and then issue the correct signal keys.
At stations where all signals are not directly under the control of
the Station Master, he will issue the signals keys of the signal
levers situated at the outermost facing points to the Pointsman/
Points Jamadar returning to the facing points after handing over his
badge, points keys, etc., or send the same through another
Pointsman at the station or through the Pointsman/Points Jamadar
who returns from the trailing points. The Station Master shall order
signals to be taken 'OFF' by giving a green 'All Right' signal to the
Pointsman/Points Jamadar at the facing points and the latter shall
not take 'OFF' the signal(s) until he has received such 'All Right'
signal.
During crossing, where the Outer signal lever is at the outermost

facing points and that of the home on the platform, the Station
Master will give out the key of the Home signal and see it is taken
'OFF' in his presence for that train which he decides to admit first
and Pointsman/Points Jamadar at the outermost facing points must
not take 'OFF' the corresponding Outer signal until he has first
seen the correct Home signal 'OFF'.
Where both the Outer and Home signal levers or the Outer signal
lever, if only an outer signal is provided, are at the outermost facing
points, the Station Master will give or send to the Pointsman/Points
Jamadar the keys of the signals for that train which he decides to
admit first.
The keys for taking 'OFF' signals for the second train shall be issued
only after the first train has arrived complete and is standing clear
of the fouling marks of the line on which the second train will be
received and the necessary conditions for taking 'OFF' signals are
fulfilled.
SR 3.39 (9) Manning of outermost facing points.-

The outermost facing point at non-interlocked stations where the
Home signal do not detect such points, shall be manned in addition
to their being correctly set and locked. The Station Master on duty
at such stations, shall exchange 'All Right' signal with railway
servant deputed to man such points before ordering signals to be
taken 'OFF' for the reception of a train.
Note: - Non-interlocked facing points, which are key-locked, need not be
manned.
SR 3.39 (10) Line Label and Badge system.-
(A) Applicability.-At non-interlocked stations, except at Modified Non-

Interlocked stations where the arrangements are such that the issue
of a particular key would ensure that points are set and locked for
the proper line before the Home signal key/lever/slide is released;
and at Key Locked stations where the arrangements are such that
the possession of the positive lock key by the Station Master is
proof of the setting and locking of points for a specific line, Line
Labels and Line Badges shall be used in accordance with the
following Rules.
At modified Non-interlocked and Key Locked yards, where points

on some of the running lines are padlocked and are not permanently-
locked points, Line Labels and Line Badges shall be used for such
running lines. Where the passenger yard is either Interlocked,
Modified Non-Interlocked or Key-locked and the goods yard is non-
interlocked (padlocked), Line Labels and Line Badges shall be used
for the non-interlocked portion of the yard.
At Modified Non-interlocked, Key locked and interlocked stations

in the event of failure of locking/interlocking as provided for in the
Station Working Rules.
(B)(i) Station Master's Line Labels.-
The Station Master will have distinctive sets of Brass Line Labels
(larger in size than the Badge) for each of the directions from which
trains may be received on any running line, i.e., for Up trains, Down
trains and for trains from each of the Branch Lines, if any. The
Labels for the different directions trains will be distinguished by the
shape of their handles, i.e., those referring to Up trains will have
Oval handles marked 'UP', those referring Down trains Rectangular
handles marked 'DOWN' and those referring to Branch Line trains
will have Triangular handles marked 'BRANCH'.
Each set shall consist of two Labels for each running line, one
Label to be handed over to the Pointsman/ Points Jamadar at the
Up end of the yard and the other to the Pointsman/Points Jamadar
at the Down end of the yard.
Labels for each running line will be marked with the number of the
line to which they refer and will have an equal number of projections
on the edge to distinguish them from the Labels of the other running
lines and to enable illiterate points-setting staff to recognise them
easily. The Line Labels will be of the shape and description as

illustrated below for line No.1.
Main Line Trains.-Up trains, thus.-
Down Trains, thus.-
Branch Line Trains.-Up or down trains, thus.-
In case of there being more than one Branch Line, the first Branch
Line will be called No. 1, second No.2 and so on and their Line
Labels will be distinguished by a single triangle-shaped handle in
case of Branch Line No.1 and double triangle-shaped handle in
case of Branch Line No. 2 and so on. Line labels for the different
Lines will be as illustrated below for Line No. 1.
Branch No. 1.-Up or Down trains, thus.-
(ii) Cross-over Labels.
For direct reception of trains on the platform line only from the
adjacent line via a cross-over, separate Cross-over Labels will be
provided and used in the same way as the Line Labels, provided
such a reception is authorised in the Station Working Rules. When
Cross-over Labels are issued, Line Labels referred to in the preceding
SR 3.39(10)(B)(i) will not be issued.
A cross-over Label will be distinguished from a Line Label by a

Cross cut through in its handle and will be of the shape and
description as illustrated below for Line No. 1.
Via Cross-over.
Down, trains, thus.-
Branch Line Trains.-Up or Down trains, thus.-
Via Cross-over
Line will be called No. 1, second No.2 and so on and their cross-
over Labels will be distinguished by a single triangle-shaped handle
in case of Branch Line No.1, double triangle-shaped handle in case
of Branch Line No. 2 and so on. Cross-over labels for the different
Branch Lines will be as illustrated below for Line No. 1.
Branch No. 2.-Up and Down trains, thus.-
Branch No. 3.-Up and Down trains, thus.-
(iii) The Station Master's Line Labels will be handed over by the Station
Master, one to each Pointsman / Points Jamadar concerned with
the points at each end of the yard immediately after instructions for
the reception of a train are given.
When there is a crossing of trains Line Labels for each train can be
issued at the same time but the Station Master must be careful to
see that he does not issue Line Labels of different shapes for the
same line and the Pointsmen / Points Jamadars must also see
that they do not receive Line Labels which do not correspond with
the verbal instructions given by the Station Master.
(iv) At stations with cabins and ground frames controlling points and
signals, the Points Jamadar/Pointsmen after receiving the line label
from the Station Master will return to their respective ends of the
yard and should make all arrangements to receive the train; the
Points Jamadar/Pointsman will thereafter exchange 'All right' signals
with the Station Master on duty for the nominated line and will proceed
to the cabin/ground frame and handover the corresponding Jamadar's
badge for the nominated line to the person in-charge of the cabin/
ground frame as prescribed in the Station Working Rules and will
retain the line label issued by the Station Master with him as a
physical proof of the correctness of the nominated line.
The surrendering of the badge is an admission on the part of Points

Jamadar/Pointsman that the correct line has been properly set.
The person incharge of the cabin/ground frame will then acknowledge
receipt of the Jamadar's badge and advise the line indicated by the
badge to the Station Master on duty on the telephone giving a private
number in token of having received the same.
The Private Number received and the line advised by the Cabinman/
Leverman must be recorded in the remarks column of the Train
Signal Register by the Station Master on duty, who should satisfy
himself about the correctness of the line while doing so.
(C) Pointsman/Points Jamadar's Line Badges.
(i) There will be two sets of Line Badges (smaller in size than the Line
Labels)-one set of STAINLESS STEEL for the Up Pointsman/Points
Jamadar and the other of BRONZE for the Down Pointsman/Points
Jamadar.
Each set shall consist of Badges for Up and Down trains and will
be distinguished by the shape of their handles, i.e. those referring
to Up trains will have Oval handles marked 'UP', those referring to
Down Trains Rectangular handles marked 'DOWN' and those referring
to Branch line trains will have triangular handles marked 'BRANCH'.
Each Badge in a set will be marked with the number of the line on
which an Up, Down or a Branch line train can be received and will
have an equal number of projections on the edge to indicate the
different running lines.
The Badges in each set will be of the shape and description as

illustrated below for Line No. 1.

Down trains, thus.-
Line will be called No. 1 second No. 2 and so on and the Badges
will be distinguished by a single triangle-shaped handle in case of
Branch Line No.1, double triangle-shaped handle in case of Branch
Line No. 2 and so on. Line Badges for the different Branch Lines
will be as illustrated below for Line No. 1:

(ii) Cross-over Badges-
In exchange for Cross-over Labels, separate Cross-over Badges

will be provided and exchanged in the same way as the Line Badges.
When Cross-over Badges are used, Line Badges will not be used.
A Cross-over Badge will be distinguished from a Line Badge by a
Cross cut through in its handle.
The Badges in each set will be of the shape and description as

illustrated below for Line No. 1.
Down trains, thus.-

Line will be called No. 1 second No. 2 and so on and the Badges
will be distinguished by a single triangle-shaped handle in case of
Branch Line No.1, double triangle-shaped handle in case of Branch
Line No. 2 and so on. Cross-over Badges for the different Branch
Lines will be as illustrated below for Line No. 1:
Branch Line No. 1.-Up or Down trains, thus.-
(iii) These sets will remain in the personal custody of the Points setting
staff (Pointsmen/Points Jamadars) on duty at Up and Down end of
the yard and each Pointsman/Points Jamadar will arrange to hand
over his appropriate Line Badge either personally, if time permits,
or through another Pointsman who may be utilised for this purpose,
after correctly setting and locking all the points in his charge for the
line assigned by the Station Master over which the train has to
pass and, after carrying out all the instructions given to him by the
Station Master for the reception of the train. The Station Master on
receipt of a Badge from each Pointsman/Points Jamadar, will keep
it in his personal possession till he returns it to the Pointsman/
Points Jamadar concerned.
Where there is a crossing of trains each Pointsman/Points Jamadar

will give to the Station Master his appropriate Line Badges for the
Up, Down and Branch line trains concerned for the lines, on which
each train is to be received before signals are taken 'OFF' for the
first train. If necessary, the Pointsman through whom the Pointsman/
Points Jamadar at the facing points for the first train sends his
Badges, shall after handing over these Badges to the Station Master
proceed to the Pointsman/Points Jamadar at the trailing points
(facing points for the second train) to collect from him also his
badges and hand them over to the Station Master.
(iv) On completion of the above stage, i.e., after points have been
correctly set and locked, the Pointsman/Points Jamadar at each
end of the yard shall also exchange with the Station Master a green
'All right' signal in token of the points having been set and locked
correctly as required and not being damaged in any way and for
having carried out all other instructions.
(D) Line Labels and Badges other than those referred to in the
preceding SR 3.39(10)(B) & (C) may be prescribed at a station to
meet with local conditions.
(E) All Line Labels and Badges in use at a station shall be specified in
the Station Working Rules.
(F) The Station code will be engraved on the reverse of the Labels and
Badges.
(G) Loss of Line Labels and Line Badges-
When a Line label or a Line Badge for a particular line is lost, the
Station Master will arrange for immediate replacement from the
Divisional Office and until such time as it is replaced, trains will be
received on the line concerned as laid down in SR 3.39 (14)(F).
SR3.39 (11) Custody of Labels, Badges and Tokens.-
All Labels and Tokens, such as Line Labels, Cross-over Labels,

Shunting Token [see SR 8.11(3)] unless issued by the Station
Master, shall remain locked in the Token Box and the Station Master
on duty will be personally responsible for their safe custody.
Line Labels and Tokens shall only be issued by the Station Master
on duty, personally to Pointsmen/Points Jamadars except as
otherwise authorised in the Station Working Rules.
The Pointsman/Points Jamadar's Badges will remain in the custody

of the Pointsman/ Points Jamadar on duty concerned unless handed
over to the Station Master for the reception of trains and the later
will return them to the Pointsman/Points Jamadar concerned on
receipt of the Line Labels.
SR 3.39 (12) Announcing trains.-
Single Line-
On receipt of a Line Clear enquiry, the Station Master on duty, if he

intends to give Line Clear, will cause the Station bell to be rung to
the prescribed code to indicate to the staff that Line Clear has been
asked for an Up or a Down train, as the case may be and that he
wishes to give Line Clear. At stations where shunting operations
are supervised by special shunting staff, the Points-setting staff
(Pointsman/Points Jamadar) in charge of the end of the yard from
which the expected train is due to arrive on hearing the bell, will
immediately stop all shunting (if any such shunting is in progress)
which may interfere with granting of Line Clear as laid down in the
Station Working Rules and will withdraw shunting token [SR 8.11(3)]
if the same has been issued earlier by the Station Master as a
proof that shunting beyond Station Section in the face of the
approaching train has been stopped.
At the same time, the Pointsman/Points Jamadar from the remote

end of the yard will also report to Station Master for instructions. As
soon as all the necessary conditions are fulfilled, the Station Master
on duty may grant Line Clear for the train. At other stations where
special shunting staff are not provided, the Station Master may
after fulfilling the necessary conditions for giving line clear may grant
the same and then cause the Station Bell to be rung to the prescribed
code. The Points-setting staff will then report for instructions.
Double Line -
Where Block-operations are controlled from a Block Cabin, the

Switchman/CASM on duty may, on receipt of a Line Clear enquiry,
give Line Clear if the necessary conditions are fulfilled and ring the
cabin bell to the prescribed code to indicate to the staff that Line
Clear has been given. The Station Master at the Station will then
similarly ring the Station bell and such staff as may be specified in
the Station Working Rules will report to the Switchman/Station
Master on duty for instructions.
Where Block operations are controlled from the station, the Station
Master on duty will take action as laid down for the Switchman.
SR 3.39 (13) Instructions to Points-setting staff (Pointsman/Points Jamadar)-
Single Line-
The Station Master will instruct both the Pointsmen/Points Jamadars

(one for each end of the yard) in the presence and hearing of each
other about-
(A) the description of the train and the name of the station from which
it is approaching;
(B) the line on which the train is to be received and whether it will stop
at the station and despatched or terminate or whether it will run
through;
(C) the train to be received first in the event of crossing and the reception
lines on which they will be received;
(D) Setting and locking of points for the reception and despatch of each
train [see SR 3.39(5)]
(E) Shunting to be done, if any; and
(F) The Level crossing gates, if any, required to be closed and locked
Both the Pointsmen/ Points Jamadars will repeat to the Station

Master the instructions received to confirm that they have understood
them correctly.
Double Line -
The Switchman/Station Master will give such instructions to staff

as may be prescribed in the Station Working Rules.
SR 3.39 (14) Procedure for reception and despatch at non-interlocked (padlocked,

Rudimentary interlocked/ modified non-interlocked and key locked)
station on single line.
(A) Reception of single stopping train-
(i) Exchange of Station Master's Line Labels and Pointsman's Badges

and issue of Points keys.
Where the Line Label and Badge System is in use vide SR 3.39
(10), the Station Master will issue the correct Line Label to the
Pointsman/Points Jamadar concerned with each end of the yard
who will first count the projections on the Label to see that they
have received the correct Label corresponding to the Station Master's
verbal orders.
The Station Master will also issue to both the Pointsmen/Points

Jamadars the necessary Points-keys in accordance with SR 3.39(6).
The Pointsmen/Points Jamadars will check to see that they have
received the correct keys.
(ii) Setting and locking of points and return of their keys.
Both the Pointsmen/Points Jamadars will then proceed to their

respective ends of the yard whether or not the Points are required
to be altered for the passage of train. They will stop all shunting
which may foul the passage of the train, clear the nominated line,
warn the staff concerned including Gateman, set all the points as
required correctly for the line on which the train is to be received
and lock all the facing points and inspect all unaltered points over
which the train has to pass to ensure that these are correctly set
and locked for the passage of the train and not damaged in any
way. If specified in the Station Working Rules, they will also see
that Level Crossing Gates, if any, on the portion of the line required
to be kept clear, have been closed and locked against road traffic in
accordance with the instructions laid down therein.
Both the Pointsmen/Points Jamadars will then return to the station,

handover points keys laid down in SR 3.39(6) and their Badges
and give verbal 'All Right' report for the correct setting and locking of
points as required for the passage of train and for having carried out
Station Master's instructions. The Station Master will inspect the
keys brought back by the Pointsmen/Points Jamadars to see that
he has received the correct keys.
The Pointsman/Points Jamadar concerned with the end of the yard

from which the train is approaching will then return to the outermost
points to man them when so required vide SR 3.39(9) and similarly
the Pointsman/Points Jamadar concerned with the other end of the
yard, may, if required by the Station Master for train duties such as
shunting, etc., return to the trailing points.
The Pointsman/Points Jamadar concerned with the facing points

need not return to the Station provided a third Pointsman or the
Pointsman who returned from the trailing points or an authorised
competent railway servant is deputed to bring the points keys and
the Badge from him or where he is not required to return the points-
keys vide SR 3.39(6) or to take signal keys vide SR 3.39(6). The
returning of the Points-keys, if any and his Badge will constitute
his assurance to the Station Master for the correct setting and
locking of points as required for the passage of train at his end and
for having carried out Station Master's instructions.
At station where there is only one Pointsman on duty for setting

and locking of points for reception of trains, he will first go to the
end of the yard farther from the approaching train and having carried
out all the instructions as already described above will, on his way
back, leave the keys and the Badge of that end with the Station
Master. The Station Master will inspect the keys brought back by
the Pointsman/points Jamadar to see that he has received the correct
keys. The Pointsman/Points Jamadar will then proceed to the end
from which the train is approaching and having set and locked all
the points and satisfied himself that they are not damaged in any
way and having carried out all the instructions as already described
above, will return to the station and hand over keys and the Badge
of that end also to the Station Master and give 'All Right' report
verbally for the correct setting and locking of all the points as required
and for having carried out his instructions. The Station Master will
inspect the keys brought back by the Pointsman/Points Jamadar
to see that he has received the correct keys. The Pointsman/Points
Jamadar will then return to man the outer most facing points, when
so required vide SR 3.39(9).
(iii) Taking 'OFF' the approach signals.
After the points have been correctly set and locked and the proper
Line Badges and the Points-keys as required are received and
checked by the Station Master and found correct, he will further
satisfy himself about the correct setting of the points, from the
Points Indicators, where provided and see that the conditions for
taking 'OFF' approach signals as laid down in SR 3.36(1) and (2),
GR 3.39, GR 3.40 and G & SR 3.41 and in the Station Working
Rules are fulfilled and that the Level Crossing Gates, if any on the
portion of the line required to be kept clear, are closed and locked
He will then exchange 'All Right' signal first with the Pointsman/
Points Jamadar at the trailing points, if one is present there and
then with the Pointsman/ Points Jamadar at the outermost facing
points to ensure further that they have correctly set and locked the
points as required and have carried out all other instructions given
to them and, in regard to the Pointsman/Points Jamadar at the
facing points, that he is also manning the outermost facing points.
The Pointsmen/Points Jamadars shall not exchange 'All Right'

signals with the Station Master unless they have carried out their
duties as detailed in SR 3.39(14)(A)(ii) and complied with all other
instructions received from the Station Master. The Station Master
will then again inspect the Points-keys and issue the Signal key or
keys as laid down in SR 3.39(8) and will have the signals taken
'OFF' in his presence.
(iv) Showing of Hand signal at the outermost facing points.
On approach signals being taken 'OFF' the Pointsman/Points

Jamadar manning the outermost facing points will show a green
hand signal to the approaching train.
(B) Despatch of trains.-
Where points have already been correctly set for the departure of a
train before its admission and there is no obstruction in the passage
of the train, the Station Master may hand over the 'Authority to
proceed' in accordance with G & SR 14.11 provided the Level
Crossing Gate, if any, at the departure end of the yard is closed
and locked against road traffic in accordance with the instructions
contained in the Station Working Rules and other conditions as
specified therein are complied with.
In case the points have to be altered after the arrival of a train for
shunting or other purposes, the Station Master will not hand over
'authority to proceed' and start the train until he has ensured by
exchanging 'All Right' signal personally with the Pointsman/Points
Jamadar concerned that all the points have been correctly set and
facing points, if any, locked, that there is no obstruction in the
passage of the train and in case of running through trains, has also
received the positive keys of the points concerned, and recorded
their numbers in the Train Signal Register. Where points are fitted
with Points Indicators, the Station Master must also satisfy him
self by seeing the Point Indicators that the Points are set correctly
for the line concerned. The Station Master should also see that the
Level Crossing Gates, if any, in the passage of the departing train
has been closed and locked against road traffic in accordance with
the instructions contained in the Station Working Rules and any
other conditions as specified therein are complied with.
The Pointsman/Points Jamadar, if present at the trailing points will

then exhibit a 'proceed' Hand signal indicating to the Loco Pilot that
the points are correctly set and locked for the train to proceed.
After the departure of the train, the Pointsman/Points Jamadar

concerned must inspect the points to ensure that they have not
been damaged in any way and restore them to their normal position
[see SR 3.39 (16)].
This procedure will also apply at Interlocked stations, which are

not interlocked for departure of trains.
(C) Procedure for reception and despatch of crossing trains stopping

at the station.-
(i) Reception of first train.
(a) The procedure for the reception of the first train will be as laid down
in SR 3.39(14)(A) except that.-
(1) Points for the respective trains will be set and locked vide SR 3.39(5)
(A) (ii) before taking 'OFF' signals for the first arriving train.
(2) The Station Master will not give the Pointsman/Points Jamadar the
keys of those facing points which have not to be altered for the
reception of any one of the two trains vide SR 3.39(6). He will send
these keys to the Pointsman/ Points Jamadar as soon as the train
expected to pass over these unaltered points has arrived complete
and is also standing clear of fouling marks.
(b) Each Pointsman/Points Jamadar will give to the Station Master his
Line Badges for the respective lines on which each train is to be
received vide SR 3.39(10)(C)(iii).
(c) The Pointsman/Points Jamadar at the trailing points for the first
train, if present there, will show a danger hand signal to prevent the
first train over-shooting the trailing points set against it.
(ii) Reception and Despatch of second train.
After the first train has arrived and come to a stand, the Station
Master will issue to the Pointsman/Points Jamadar concerned or
send to him through a third Pointsman, or an authorised competent
railway servant the keys of the points required to be reset for the
departure of the second arriving train and until such time as the
trailing points are reset for the second train, the Pointsman/Points
Jamadar will show a danger hand signal towards the station and as
soon as the points are reset he will show a green hand signal.
Where the points are fitted with Point Indicators, the Station Master
must also satisfy himself of the setting of the points by seeing the
Point Indicators. The Station Master will then exchange 'All Right'
signals first with the Pointsman/Points Jamadar at trailing end for
the second train and then with the Pointsman/Points Jamadar at
the facing points to ensure that all the fouling marks on the line on
which the second train is to be admitted are clear and in case, the
points at the departure end for the second train have been reset,
that they have been correctly set and facing points, if any, locked.
After satisfying that all other conditions for taking 'OFF' of approach
signals [see SR 3.39(14)(A)(iii)] are fulfilled and after receiving the

complete arrival report of the first train and after personally inspecting
all padlocked facing points for the second train in case one of them
is carrying passengers vide SR 3.39(7)(B), the Station Master will
issue the signal keys as laid down in SR 3.39 (8) and see the
signals for the second train are taken 'OFF' in his presence. The
procedure for its despatch shall be as laid down in the preceding
SR 3.39 (14)(B).
(iii) Despatch of first train.
On complete arrival of the second train, the Pointsman/Points

Jamadar, on receiving the Points keys, if any, will inspect them to
see that they are correct and set and lock the facing points and set
the trailing points, if any, for the departure of the first train and until
this is done, he will show a danger signal towards the station and
the Station Master will observe the procedure as laid down in the
preceding SR 3.39 (14)(B) before starting the train.
(iv) Crossing of trains with two Pointsmen on duty.
At stations with two Pointsmen on duty, the Station Master will

send the keys of the points referred to in SR 3.39(14)(C)(ii) above,
through an authorised competent railway servant as available and
the latter will also attend to other station duties including the taking
'OFF' and putting back to 'ON' signals under the supervision of the
Station Master on duty.
(D) Overtaking of one train by another.-Reception and despatch of trains.
The procedure for the reception and despatch of each train will be
as laid down for a single train vide SR 3.39(14) (A) and (B). Special
attention is drawn to SR 3.39(7)(B) regarding personal inspection
of facing points by the Station Master for the second and subsequent
arriving trains.
(E) Train running through.
The procedure for passing a train running through will be as laid

down for reception and despatch of a single train vide SR 3.39(14)(A)
and (B). Special attention is drawn to SR 3.39(7)(B) regarding
personal inspection of facing points by the Station Master. Also
see GR 3.41(2) and GR 4.11 and GR 14.11.
(F) Reception of trains when a Line Label or a Line Badge is lost.
The Station Master will be responsible for personally inspecting the

correct setting and locking of all points for the line concerned, for
seeing that they are not damaged in any way and for satisfying
other conditions necessary for the reception of a train.
SR 3.39(15) Procedure for reception and despatch of trains at interlocked station-
Interlocked points and signals will be worked in accordance with

the interlocking provided and instructions in respect thereof appended
to the Station Working Rules-see also SR 3.39 (5)(B) regarding
setting of points generally at such stations. Non-interlocked points

at these stations, if any, will be worked in accordance with the
instructions contained in the Station Working Rules. Taking 'OFF'
of signals will be governed by the relevant rules contained in G &
SRs 3.36, 3.37, 3.38, 3.39 and 3.40 and any instructions laid down
in the Station Working Rules. In case of running through trains,
provisions of G. and SR 4.10, 4.11 and SR 14.11 must also be
observed. Where stations are not interlocked for departure of trains,
such as under standard I of interlocking where starters may not be
provided, despatch of trains will be governed as at non-interlocked
stations vide SR 3.39(14)(B).
At station where train working is controlled from a block cabin, the

SM on the platform will nominate the line on which the train is to be
received. Where train working is controlled from more than one
cabin, such nomination will be given to both the cabins, i.e., the
cabin at the reception end and also the cabin having control on the
approach signals. After setting the road for the nominated line, the
Cabin ASM/ Switchman / Cabin man will seek permission of Platform
ASM on the telephone for taking 'OFF' the Home signal and will
exchange private number with him. He will also request Cabin ASM/
Switchman/Cabin man at the trailing end cabin to release his slot
on the Home signal, where such slotting is available and exchange
private numbers with him.
Where SM's control over the Home signal is provided, the private
number shall be exchanged prior to the release of SM's control over
that signal. The private number exchanged shall be recorded in the
Train Signal Register in the cabins and in the Line Concurrence
Register maintained in the Platform ASM's office.
Single stroke bell communication is provided to control movement

on the running lines between two cabins and detailed instructions
for their working will be given in the Station Working Rules.
Note - These instructions will not apply to stations where the lines are
track-circuited.
SR 3.39(16) Restoring points to their normal position and return of keys-
After a train movement is over, the Station Master will issue to the
Pointsman/Points Jamadar keys of those points, Derailing Switches,
Scotch Blocks, etc., which were altered from their normal position
for the passage of the trains and arrange to have them restored to
their normal position and receive back all the keys which normally
remain in his custody.
The Pointsman/Points Jamadar shall obtain the keys of such points

as were reversed for the movement, inspect them that they are not
damaged in any way, reset them to their normal position and return
the released keys to the Station Master. On receiving back a key
from a Pointsman/Points Jamadar, the Station Master must
personally inspect the same before placing it in the SM's key case
/ SM's interlocked key box to see that, he has received the correct
key and also ascertain from him, whether the Points, Scotch
Blocks, etc., as the case may be for which he has used it, are not
damaged in any way and have been reset and re-locked in their
normal position. In regard to permanently locked points, see SR
3.39 (1) & (2)
SR 3.39 (17) Berthing of Passenger Trains-
(A) (i) A stopping passenger train should normally be received on platform

line.
(ii) In case of crossing on single line, the first arriving train should always
be received on the loop line provided it does not involve reception of
a stopping passenger on a non-platform line.
(B) The following procedure should be followed when two passenger

trains cross at a station on the single line where there is only one
platform.
(i) When both passenger trains are booked to stop at the station.
(a) If the platform is at rail level or is not more than 455 mm high.- The
passenger train arriving first shall be admitted on the platform line
and the other train on the non-platform line. Each train shall be
drawn as for ahead as possible, but without infringing the fouling
marks at either end, so that the last vehicles of the trains, as far as
practicable, are clear of each other;
(b) If the height of the platform is 760 mm or more.- The passenger

train arriving first shall be admitted on the platform line and, after
the passengers have detrained and entrained, it shall be shunted
on to the non platform line and the second passenger train shall
then be admitted on the platform line. The first arriving train shall
thereafter be despatched from the non-platform line; or
After the passenger train arriving first has been admitted on the
platform line, the second passenger train shall be passed through
on a clear line, as a shunting movement and carefully backed on to
platform line after the departure of first train; or
After the passenger train arriving first has been admitted on the
platform line, the second passenger train shall then be passed
through on a clear line, as a shunting movement and carefully backed
on to the platform line, while the first train is still standing on the
platform line, only if the platform is long enough to accommodate
both the trains.
(ii) If one of the two passenger trains is not booked to stop at the
station.
The passenger train booked to stop shall be admitted first on the

platform line and the other passenger train not booked to stop shall
then be passed through the non-platform line.
(iii) If neither of the two passenger trains is booked to stop at the station.
The first arriving passenger train shall be admitted on the platform

line and the second passenger train shall be passed through the
non-platform line.
(iv) No train shall run through on the platform line when a passenger
trains is standing on the non-platform line.
(C) Special instructions necessary in this regard shall be detailed in

the Station Working Rules, along with other precautions to be taken.
SR 3.39 (18) Shunt off from one line to another line-
At station on the single line, a train received on the Main or straight

line must not be shunted off to another line to enable a train to run
through, except in cases of accident or emergency such as damage
to points. The train booked to run through must in such cases be
received on the loop line and dealt with in accordance with G & SR
4.10. In other circumstances when a train is shunted off from one
line to the other, the Station Master should obtain Controller's
permission.
Notwithstanding the preceding sub-rule, permission to shunt off a

train from a line on which it has been received may be prohibited or
restricted in the Station Working Rules, if necessary, in view of
local conditions.
SR 3.39 (19) Number of trains at a station during crossing-

Not more than 3 trains should cross at a station with one loop or 4
where there are two loops subject to Controller's permission. Where
the station layout permits accommodation of more trains, special
instructions should be laid down in the Station Working Rules.
Notwithstanding the preceding sub-rule, number of trains that shall

cross at a station may be restricted in the Station Working Rules,
if necessary, in view of local conditions.
SR 3.39 (20) The 'All Right' signal referred to in these Subsidiary Rules is given
by a green flag by day and a green light by night being moved in a
circle at arm's length. While exchanging signals the Station Master
must stand on the line for which the 'All Right' signals are being
exchanged. When the points from where the Pointsman/Points
Jamadar exchanges signals are not visible from the Station, the
Station Working Rules should embody instructions as to the place
from where such signals should be exchanged.
Except where otherwise specified, exchange of 'All Right' signals

between the Station Master and the Pointsman/ Points Jamadar or
the giving of 'All Right' report verbally by the Pointsman/Points
Jamadar to the Station Master is to ensure that the latter has set
and locked all the points and inspected them to see that they are
not damaged in any way and cleared the line as required and has
carried out all the instructions received, from the Station Master
regarding reception and/or despatch of trains and is present at the
points in case of 'All Right' signals. Until this is so, the Pointsman/
Points Jamadar should not give 'All Right' signal or 'All Right' report
verbally to the Station Master.
SR 3.39 (21) Change of duty.-
(A) (i) Normally, the Station Master will change duty according to roster
hours. However, if a Station Master or Switchman has granted or
obtained Line Clear for a train, he shall continue to remain on duty,
till such time the train has arrived at his station or reached the
station ahead and the 'Train Out of Section' signal has been given
or acknowledged and all the entries in the Train Signal Register
pertaining to the train are completed. The incoming Station Master/
Switchman shall take over charge at the rostered hour and will be
responsible for obtaining and granting fresh line clear.
Provided further that in case of trains in the Section getting unduly

delayed due to exceptional circumstances, viz., accidents, engine
failures, OHE failures and in case of trains and lorries/trollies working
in mid-section, the Station Master/Switchman may after making
the necessary entries in the Train Signal Register and Charge Book,
sign 'OFF' duty, such entries being initialled by the outgoing and
incoming Station Masters/Switchmen. The entry regarding the block
section being occupied must be made in red ink in Train Signal
Register and Charge Book. A line shall be drawn in red ink across
the Train Signal Register at the time of changing duty and the Station
Master or Switchman going off duty shall sign in full.
(ii) SR 3.39(21)(A)(i) above will apply also to Station Masters who are
provided with Slides for controlling signal.
Note: - In the event of a Material train or a Lorry being permitted to

work in the Block Section, SR 3.39(21)(A) above need not be
observed but an entry to this effect must be recorded in the remarks
column of Train Signal Register and initialled by both the persons.
(B) The Station Master shall also record in the Station Diary, the reception
and despatch, orders given, the occupation of running lines, i.e.,
whether they are clear or obstructed, the Line Labels and Tokens,
if any, issued to the staff concerned and the Pointsman/Points
Jamadar Badges in his possession and shall hand over the Labels,
Badges, Keys and Tokens with him personally to his reliever and
obtain his initials on these entries.
The relieving Station Master will be responsible to check them and

understand clearly the position regarding reception and despatch
of trains before allowing the relived Station Master to sign 'off duty'.
The Station Master taking over charge should not solely rely on the
entries in the Charge Book especially in regard to the occupation of
Running Lines and will ensure that the line concerned is clear and
free from obstruction before receiving a train.
(C) Pointsmen/Points Jamadars shall change duties in the presence

of the Station Master on duty and shall hand over Badges, Keys,
Line Labels and Tokens, if any, to their relievers, explaining fully to
the reliever the instructions for the reception and despatch of trains
received by them from the Station Master and the latter shall also
repeat the instructions to the outgoing Pointsmen/Points Jamadars
in confirmation.
(D) In the event of loss of any positive Points-keys, Line Labels, Line
Badges and Tokens, the Station Master must record the same in
the Station Diary and bring into the notice of the reliving Station
Master and obtain his initials on these entries.
SR 3.39 (22) Over all responsibility of Station Master-
Apart from the specific responsibility laid on the Station Master, as
indicated in the foregoing rules, he has the overall responsibility to
ensure that the staff working under him understand and follow the
procedures laid down. In this connection, attention of the Station
Master is drawn to GR 5.01.
3.40 CONDITIONS FOR TAKING 'OFF' HOME SIGNAL.-
(1) When a train is approaching a Home signal otherwise than
at a terminal station, the signal shall not be taken 'OFF' until
the train has first been brought to a stand outside it, unless.-
(a) on a double line, the line is clear for an adequate distance
beyond the Starter; or
(b) on a single line, the line is clear for an adequate distance
beyond the trailing points, or under approved special
instructions for an adequate distance beyond the place at
which the train is required to come to a stand.
(2) Where a train has first been brought to a stand outside the
Home signal, the signal may be taken 'OFF', if.-
(a) On a double line, the line is clear up to the Starter, or

(b) On a single line, the line is clear up to the trailing points or
under approved special instructions up to the place at which
the train is required to come to a stand.
(3) Except under approved special instructions, the adequate
distance referred to in sub-rule (1) shall never be less than-
(a) 180 metres at stations equipped with two aspect lower
quadrant or two aspect colour light signals, or
(b) 120 metres in the case of stations provided with multiple-
aspect signals or modified lower quadrant signals.
(4) Where a sand hump of approved design, or under approved

special instructions a derailing switch, has been provided for
the line on which a train is to be received, they shall be
deemed to be efficient substitutes for the adequate distance
referred to in sub-rule (3).
3.41 CONDITIONS FOR TAKING 'OFF' OUTER SIGNAL.-
(1) When a train is approaching the outer signal otherwise than

at a terminal station, the signal shall not be taken 'OFF', until
the train has first been brought to a stand outside the signal,
unless the line on which the train is to be received in the

station is clear-
(a) in the case of a double line, up to the starter signal and
(b) in the case of single line, for an adequate distance beyond

the first facing points.
(2) where the train has first been brought to a stand outside the
outer signal, the signal shall not be taken 'OFF', unless the
line is clear up to the first facing points, or up to the Home
signal at a station, where there are no facing points.
SR 3.41 At stations where only an Outer signal is provided vide GR 3.33 (b),
the conditions for its taking 'OFF' will be the same as far taking
'OFF' the Home signal vide GR 3.40.
3.42 CONDITIONS FOR TAKING 'OFF' LAST STOP SIGNAL OR

INTERMEDIATE BLOCK STOP SIGNAL. -The last Stop signal
or intermediate block Stop signal shall not be taken 'OFF' for
a train unless Line Clear has been obtained from the block
station in advance.
SR 3.42 The last Stop signal of a Block station in rear of an Intermediate

Block post, shall be taken 'OFF', when the track circuiting beginning
from this signal and extending up to an adequate distance beyond
the intermediate Block Post Home signal or the indication of axle
counting units provided in connection with short track circuits
indicates clear.
3.43 CONDITIONS FOR TAKING 'OFF' WARNER SIGNAL. -A Warner

signal shall not be taken 'OFF' for a train that is booked to
stop or for a train that has to be stopped out of course.
3.44 CONDITIONS FOR TAKING 'OFF' GATE STOP SIGNAL. -A gate

Stop signal shall not be taken 'OFF' until the concerned level-
crossing or crossings is or are free from obstruction and the
gates of such level-crossing or crossings are closed and locked
against road traffic. Where a gate Stop signal is interlocked
with station signals, it shall be worked in accordance with
3.45 CONDITIONS FOR TAKING 'OFF' CALLING-ON SIGNAL.- A

calling-on signal shall not be taken 'OFF' until the train has
been brought to a stand at the Stop signal below which the
calling-on signal is provided.
3.46 USE OF FIXED SIGNALS FOR SHUNTING.-
(1) The Outer, Home and last Stop signal of a station shall not be
taken 'OFF' for shunting purposes.
(2) At stations where Advanced Starters are provided, starters

may be taken 'OFF' for shunting purposes, except where the
interlocking interferes with this practice, in which case hand
signal shall be used, where shunting signals are not provided.
SR 3.46 Shunting past Starter in the 'ON' position.
Where an Advanced Starter is provided and the interlocking does

not permit the Starter to be taken 'OFF' for shunting purpose, Loco
Pilots are authorised to pass the Starter in the 'ON' position on
hand signals, if shunting signals are not provided.
3.47 TAKING 'OFF' SIGNALS FOR MORE THAN ONE TRAIN AT A

TIME.-
When two or more trains are approaching simultaneously

from any direction, the signals for one train only shall be
taken 'OFF', other necessary signals being kept at 'ON', until
the train for which the signals have been taken 'OFF' has
come to a stand at the station, or has cleared the station and
the signals so taken 'OFF' for the said train have been put
back to 'ON' except where under special instructions, the
interlocking or the layout of the yard renders a contrary
procedure safe.
SR 3.47 Except where simultaneous reception is permitted under special

instructions referred to in GR 3.47 during crossing of trains, the
Station Master shall not take 'OFF' signals for the second train until
the first train has arrived complete and is also standing clear of
fouling marks of the line on which the second train shall be received.
3.48 STOPPAGE OF TRAINS OUT OF COURSE AT STATIONS

PROVIDED WITH TWO- ASPECT SIGNALLING.-
When a train which is booked to run through has to be stopped

out of course at a station equipped with two-aspect signals, it
shall not be received until-
(a) at stations provided with working Warners but not provided

with Starters, the working Warner is kept at 'ON';
(b) at stations provided with Starters but not provided with

working Warners, the relevant Starter is kept at 'ON';
(c) at stations provided with both working Warners and Starters,

both the signals are kept at 'ON'; and
(d) at stations provided with neither a working Warner nor a

Starter, the first Stop signal is kept at 'ON' and the train brought
to a stand outside it.
SR 3.48 Stoppage of trains out of course at a station in automatic block

signalling territory-
Two detonators, 10 Metres apart shall be placed at a distance of

180 Metres in case of EMU/DMU/MEMU trains and 400 Metres in
case of other than EMU/DMU/MEMU trains from the end of the
station platform towards the approaching train and hand signals
displayed from the platform.
3.49 CARE AND LIGHTING OF SIGNAL LAMPS. -
(1) The Station Master shall see that lamps of fixed signals,
indicators and boards such as Shunting Limit Board, Block
Section Limit Board and Stop Board at his station are lighted
at sunset and are not put out until after sunrise, or at such
earlier or later time as may be prescribed by special
instructions.
(2) Sub-rule (1) shall not apply to-
(a) approach lighted signals,
(b) colour light and position light signals which shall be kept lit
throughout the day and night and
(c) the sections where no train is scheduled to run at night.
(3) The Station Master shall ensure that the lamps of fixed signals,
indicators and boards such as Shunting Limit Board, Block
Section Limit Board and Stop Board, when lit, are burning
brightly and that the lenses of lamps and spectacle glasses
are properly cleaned and back-lights clearly visible.
(4) Whenever night signals are used, the Station Master shall
not grant Line Clear unless he has ensured, either personally
or in the manner prescribed under special instructions that
the lamps of fixed signals at his Station which are not
approach lighted and which apply to the train are burning. If
signal lights cannot be kept burning he shall, before giving
Line Clear, initiate action in accordance with the procedure
prescribed in Rules 3.68 to 3.72.
(5) Before lighting a semaphore signal or indicator lamp, the

railway servant deputed for lighting it, shall inspect the lenses
and spectacle glasses. In case he finds the red roundel broken,
cracked or missing, he shall not light the lamp and shall report
the fact immediately to the Station Master who shall treat the
signal as defective.
(6) Every railway servant in charge of signals shall see that the
greatest care is taken in the focusing, cleaning and trimming
of signal lamps.
SR 3.49 Divisional Railway Managers will notify to the staff concerned time
of lighting and extinguishing of signal lamps taking into consideration
local conditions on their divisions in respect of the rising and setting
of the sun.
On sections, where goods trains are not run and night trains are
limited to one or two, Divisional Railway Managers may in addition
stipulate the timings for lighting up/put out of signal lamps in Station
Working Rules.
At the station on sections, where no trains run between sunset and
sunrise, signal lamps need not be lit at sunset.
3.50 TRAPS, SLIP SIDINGS AND CATCH SIDINGS.-The Station

Master shall take steps to ensure that the points of all traps,
slip sidings and catch sidings and other points are set against
the line which they are intended to isolate, except when it is
not necessary that they should be open for the purpose of
isolation.
SR 3.50 Normal position of points, derailing switches and scotch-blocks-
Normal position of all interlocked and non-interlocked points at a

station will be indicated on the Station Yard Diagram and that of all
the non-interlocked points on or leading to running lines will be
shown in the Station Working Rules. The Station Working Rules
together with the Station Yard Diagram and a separate copy of the
Station Yard Diagram must be hung up in the Station Office. Derailing
Switches will normally be set and locked to derail and the Scotch
Blocks set and locked on the line.
3.51 POINTS. -
(1) All points shall normally be set for the straight except when
otherwise authorised by special instructions.
(2) The railway servant concerned with the operation of points

and signals shall not, while on duty, leave the place of
operation of points or signals which are under his charge
except under special instructions.
(3) No railway servant shall interfere with any points, signals or

their fittings, signal wires or any interlocking or block gear
for the purpose of effecting repairs, or for any other purpose,
except with the previous permission of the Station Master.
SR 3.51 (1) The Station Master may give keys to the Interlocking Fitter (Signal
Maintainer) for the purpose of cleaning points locks after granting
Line Clear for a train from either direction provided no points in the
route of the train upto the block overlap (i.e. within adequate distance
from the first stop signal), signals or their fittings, signal wires or
any interlocking gears relating to such points are involved. He must,
however, before taking 'OFF' signals for reception of train, ensure
the compliance of conditions as detailed in G & S.R 3.40, 3.41 and
in the Station Working Rules.
SR 3.51(2)(A) Point Indicators used to protect and indicate the position of derailing
switches show a red target by day and a red light by night in both
directions with the switch open and a green light by night in both
directions with the switch closed.
All other Point Indicators show a white target by day and white light
by night in both directions when set for the straight and green light
by night in both directions when set for the turn out.
At night, the lamps of point and trap indicators on running lines
must be treated in the same way as signal lamps as laid down in
GR 3.49 and SR 3.49(2) Divisional Railway Managers may, however,
issue instructions authorising the Station Masters to keep the lamps
of shunt signals, points and trap indicators on other than running

lines to be kept lit only when required for shunting or other movement
on the lines and points concerned.
Note: - Points leading to short dead ends and used solely for the purpose
of trapping the running line or sidings, must be treated as derailing
switches.
(B) The Loco Pilot of a train shall be responsible for observing the position
of all facing points fitted with point indicators, while arriving at or
leaving a station.
SR 3.51 (3) Points and Signals, disconnection of: -
When it is necessary to disconnect any points, signals or locking

or any other signalling gear, the Station Master on duty must be
advised in writing on disconnection notice in form S & T (T/351) as
annexed in Annexure-A at the end of this chapter and his
acknowledgement is obtained on the counter foil before work is
started. Similarly after completion of the work including testing,
again advise him in writing in the reconnection notice in the above
form and acknowledgement is re-obtained on the counter foil.
After acknowledging the disconnection notice it is the personal

responsibility of Station Master to ensure that the points are
correctly set, locked and secured by means of clamps and padlocks
before permitting any train movement over the disconnected gears
till such time the reconnection notice is received.
If disconnection is taken on one end of cross over, the other end

should also be treated having been disconnected and the trains
movement shall be permitted as under.
(A) In case of Mechanically/Electrically operated Points at Stations in

non-suburban section:
(i) The end where the work is taken in hand should be clamped and
padlocked by the Station Master and trains be passed over the
same by piloting.
It should also be ensured that the other end of the crossover shall
be set for isolation and clamped and padlocked if the train passes
over the straight road.
(ii) The other end shall be set and locked for cross movements if the
movement is over the crossover.
The end where the work is not being done shall be treated as non-
interlocked and also clamped and padlocked before train working
is permitted as stated above.
(B) Procedure for working trains, during prolonged failure of points or

during major maintenance blocks of electrically operated points of
a crossover in Churchgate - Virar suburban section of Mumbai
division. -
Before executing the major planned maintenance/repair work detailed

instructions with clear responsibilities of each staff with designation
shall be issued well in advance and their assurances obtained in
written before the commencement of such work.
(i) On receipt of information from the operating staff about the failure of
points, S & T staff not below the rank of Sectional Engineer (Signal)
shall try to ascertain the nature of fault and the failure.
(ii) If the rectification of the failure is likely to take more than half an
hour or in case of major points block on Churchgate -Virar section
concerned authorised S & T official shall inform the ASM on duty in
writing on disconnection notice in form S & T (T/351) to initiate
action as (iii) below:
(iii) After acknowledging the disconnection notice the Station Master

shall ensure both ends of the crossover are correctly set locked in
normal position and secured by means of clamps and padlocks.
Stop collars shall be kept on buttons/ levers/ slides of concerned
points.
Station Master shall under no circumstances remove the clamps of

these points in normal setting till such time he receives the
reconnection notice from the concerned authorised S & T official
that the temporary modifications earlier made have been removed
and normal working restored.
(iv) After taking necessary precautions as per SR 3.51(3)(B)(iii) above

the Station Master shall advise the concerned S & T official in writing
stating that 'both ends of crossover points no(s) .................have
been clamped and padlocked in the normal position and the
necessary temporary modifications to the installations may please
be made'. S & T staff shall then carry out the temporary modification
as given in SR 3.51(3)(B)(v) below.
(v) Concerned authorised S & T official not below the rank of a Section
Engineer (Signal) on receipt of such a written advice from Station
Master as per SR 3.51(3)(B)(iv) above and with the approval of Sr.
DSTE/ DSTE/ ASTE shall carry out temporary modification at the
point/junction box of the concerned points where the work is
proposed to be carried out, so that steady normal indication of the
said point/crossover is available on the operating panel of the Station
Master. Before doing the above modification the concerned
authorised S & T official shall take action as under:
(a) Remove the concerned operating fuse.

(b) Remove fuses of all aspects except RED aspect of the signal leading
of respective points and keep it in safe custody.
(c) Disconnect the links above aspects of signals on cable termination
rack.
(d) Short the track circuit in advance of the controlling signal.
(vi) After carrying out temporary modifications as stated in the SR

3.51(3)(B)(v), the concerned S & T official not below the rank of
Section Engineer (Signal) shall advise Station Master in writing that
the temporary modification with respect to points no .........have
been carried out and clearance of ...............signal number(s)

...............have been restricted to 'ON' and trains can be passed on
'A' sign only.
(vii) Station Master shall arrange for posting suitable operating staff not
below the rank of a Pointsman/Platform Porter near the affected
points for the purpose of monitoring the conditions of clamps and
the points after every movement. The staff deputed to monitor the
points should be equipped with telephone communication (with
Station Master/ Cabin) hand signal lamps, red and green flags, tri
colour LED based HS lamp and detonators for protection of trains
in case the condition of the affected points or clamps on it, warrants
the same. In such a condition, he shall also advise the Station
Master on phone to stop train movement, till the condition of points
and clamps is set right.
(viii) Trains shall subsequently pass the signal on 'A' sign observing GR
9.02 & SR 9.02(1).
(ix)(a) After the defect is rectified and maintenance work is completed the
Section Engineer (Signal) in consultation with the Station Master
shall remove the temporary modifications to detection circuit, which
has been done as per SR 3.51(3)(B)(v) and shall give a memo to
Station Master stating 'Work with respect to points no./crossover
no. ................. has been completed and temporary modification
has been removed and the points are ready for testing'.
(b) Both the Station Master and Section Engineer (Signal) shall ensure
that 'A' sign to the signal has been removed, signals controlling the
movement over the section are at 'ON' position and the track is
clear.
(x) After the point is jointly tested by the concerned Section Engineer
(Signal) and authorised traffic official and fully satisfied, the Section
Engineer (Signal) shall restore all fuses and give reconnection notice
in writing that 'The temporary modification to the point detection
circuit earlier made has now been removed and made normal with
respect to points no(s) ............. and jointly tested'.
(xi) Station Master on receipt of reconnection notice shall acknowledge

on counter foil of reconnection notice and resume normal working
over the affected points under advice to the Section Controller.
SR.3.51(4)(A) In case of Stations provided with interlocked crank handle. -
(i) If a point is defective and has been set to the required position by
the crank handle, a normal movement can be made if the crank
handle is restored to its normal lock and the signals come off after
being taken off.
(ii) The points in the route are locked by the route setting with steady
point indications on the panel but the signal does not come off, no
cotter bolting / clamping and padlocking is required in such case.
(iii) If the route setting is not achieved for locking of points in the route,
cotter bolting / clamping and padlocking is to be done as per GR
3.39 although "N" or "R" indication is available and trains are to be
signalled past the defective signal.

(B) In case of stations provided with non-interlocked crank handles -
If a point is defective and is required to be set by a crank handle,
the crank handle should be issued to the Transportation official
deputed for setting the point to the required position. The ASM /
CASM. / Switchman incharge of taking off the signal shall not take
off the signal and authorize the movement over the point until,
(i) The crank handle is either returned back to him and kept by him in
the steel case / glass case provided for the purpose and locked or
(ii) The crank handle is retained in the possession of the Transportation
official not lower in the rank than ASM / CASM / Switchman who
shall exchange private numbers with the ASM / CASM / Switchman
incharge of taking off signal in token of the crank handle is being in
his personal custody and of the points being correctly set for the
intended move.
(iii) If the signal comes off, after the signal lever / button is operated or
the points in the route are locked by route setting with steady point
indication on the panel but the signal does not come off, no cotter
bolting / clamping and pad locking is required in such cases.
(iv) If the route setting is not achieved for locking of points in the route,
cotter bolting / clamping and pad locking is to be done as per GR
3.39, although "N" or "R" indication is available and trains are to be
signalled past the defective signal.
E. HAND SIGNALS
3.52 EXHIBITION OF HAND SIGNALS.-
(1) All hand signals shall be exhibited by day by showing a flag

or hand and by night by showing a light as prescribed in
these rules.
(2) During day a flag or flags shall normally be used as hand

signal. Hand shall be used in emergencies only when flags
are not available.
(3) During night a hand signal shall normally be given by showing

a red or green light. A white light waved violently shall be
used as a Stop signal only when the red light is not available.
SR 3.52 The arrangement of Red and Green slides in hand signal lamps
must be uniform holding the lamp with the front facing away, the
Green slide should be on the left hand side and the Red on the
right. Every railway servant using a lamp must see that the slides
are on the correct sides. The railway servant using the lamp must
verify every day just before coming on duty that all the glasses are
intact.
3.53 STOP HAND SIGNAL. -
Indication: Stop Dead
HOW GIVEN BY DAY:

By showing a red flag or by raising both arms with hands
above the head as illustrated below:
HOW GIVEN BY NIGHT:
By showing a red light or by violently waving a white light

horizontally across the body of the person showing the signal
as illustrated below:
3.54. PROCEED HAND SIGNAL. -

Indication: Proceed
HOW GIVEN BY DAY: HOW GIVEN BY NIGHT:
By holding a green flag or by holding By holding a green
light one arm steadily as illustrated steadily as illustrated
below: below:
3.55 PROCEED WITH CAUTION HAND SIGNAL.-

Indication: Proceed slowly reducing speed
further if the signal is given at a
progressively slower rate.
By waving a green flag vertically up and down By waving a green

or by waving one arm in a similar manner as light vertically up and
illustrated below: down as illustrated
below:
Note: - When the speed is to be reduced further, this signal shall be

given at a slower and slower rate and when a stop is desired,
the Stop hand signal shall be shown.
3.56 HAND SIGNALS FOR SHUNTING.-The following hand signals shall

be used in shunting operations in addition to the stop hand
signals.
(a) Indication: Move away from the person signalling.
By a green flag or one arm moved slowly By a green light

up and down as illustrated below: moved slowly up and
down as illustrated
below:
(b) Indication: Move towards the person signalling.

By a green flag or one arm moved from By a green light moved
side to side across the body as illustrated from side to side across the
below: as illustrated below:
Note: - The hand signals for 'Move away from the person signalling'
and 'Move towards the person signalling' shall be displayed
slower and slower, until the Stop hand signal is given if it is
desired to stop.
(c) Indication: Move slowly for coupling.
HOW GIVEN BY DAY:
By a green and a red flag

held above the head or both
hands raised over the head
and moved towards and
away from each other as
illustrated thus:
HOW GIVEN BY NIGHT:
By a green light
held above the
head and moved
by twisting the
wrist as illustrated
thus:
3.57 BANNER FLAGS.- A banner flag is a temporary fixed danger

signal consisting of a red cloth supported at each end on a
post and stretched across the line to which it refers.
3.58 KNOWLEDGE AND POSSESSION OF HAND SIGNALS.-
(1) Every railway servant connected with the movement of trains,

shunting operations, maintenance of installations and works
of any nature affecting safety of trains shall have-
(a) a correct knowledge of hand signals; and
(b) the requisite hand signals with him while on duty and keep
them in good working order and ready for immediate use.
(2) Every railway servant shall see that the staff under him
concerned with use of hand signals are adequately supplied
with all necessary equipment for hand signalling and have a
correct knowledge of their use.
(3) A red flag and a green flag by day or a lamp, which is capable
of showing red, green and white light by night, shall constitute
the requisite equipment for hand signalling.
(4) Every Station Master shall see that his station is adequately
supplied with all necessary equipment for hand signalling.
F. DETONATING SIGNALS
3.59 DESCRIPTION OF DETONATING SIGNALS.-Detonating signals,

otherwise known as detonators or fog signals, are appliances
which are fixed on the rails and when an engine or a vehicle
passes over them, they explode with a loud report so as to attract
the attention of the Loco Pilot.
3.60 METHOD OF USING DETONATORS.-
(1) A detonator when required to be used shall be placed on the
rail with the label or brand facing upwards and shall be fixed to
the rail by bending the clasps around the head of the rail.
(2) In case of a mixed gauge, detonators shall be placed on the
common rail or one rail of each gauge.
3.61 PLACING OF DETONATORS IN THICK, FOGGY OR

TEMPESTUOUS WEATHER IMPAIRING VISIBILITY.-
(1) In thick, foggy or tempestuous weather impairing visibility,
whenever it is necessary to indicate to the Loco Pilot of an
approaching train the locality of a signal, two detonators shall
be placed on the line by a railway servant appointed by the
Station Master in this behalf, about 10 metres apart and at least
270 metres outside the signal or signals concerned.
(2)(a) The Station Master may comply with the provision of sub-rule
(1) at his discretion; but shall always do so when visibility
conditions from any cause prevent him from seeing a prescribed
visibility test object from a distance of not less than 180 metres
or a lesser distance if expressly sanctioned by the Railway Board.
(b) The visibility test object may be-
(i) a post erected for the purpose and lighted at night; or
(ii) the arm by day and light or the back-light by night of a fixed
semaphore signal specified by special instructions; or
(iii) the light of a fixed colour light signal both by day and night
specified by special instructions.
SR 3.61(1) The visibility test object must be specified in the Station Working Rules.
The check of adequacy of visibility through the VTO is to guide the
SM/ASM so as that he can decide when detonators are to be placed
to warn the loco pilot of the location of an approach stop signal. Where
detonators are not required to be placed under conditions prescribed
below under para 3.61(17), the VTO has no relevance.
SR 3.61(2) Visibility test post shall be provided at all stations, except where Station
Working Rules specify a particular signal or the light or the back light
of a signal to serve as visibility test object. At stations, situated in
localities where fog or dust storms or heavy rains are generally prevalent
such posts must be provided separately.
SR 3.61(3)(A) The VTO may be a HS lamp of a type that correspond to the specific
type of signal lamp on the signals provided at the station i.e. a K. oil lit
HS lamp for K. oil lit signal, or an electrically lit with battery type HS
lamp for LED or colour light signals respectively.
(B) (i) VTO for Semaphore Signalling and for Two Aspect CLS -the VTO may
be the light (or arm by day) of a starter signal (where exists) or the
back light of Home signal etc as defined in GR 3.61(2)(b). In such
cases, the VTO is normally located 300-350 metres at a place from
where it is to be seen by the SM. During foggy or tempestuous weather,
when such a VTO is not seen by the SM, it shall determine that fog
has set-in.
The Visibility Test Object to be defined in the SWRs of stations, should
be on each end of a station (for junction stations there may be more
than two VTOs).
(ii) Prescribed VTO for Multiple Aspect Colour Light Signalling - Stations
with MACLS shall have a prescribed VTO located at a distance of 180
metres from a nominated location where the SM shall stand.
(iii) When a prescribed VTO is not visible from 180 metres or more
during dense fog, the SM shall not use his discretion as per GR 3.61
(2) (a) but will arrange to place the detonators to warn the loco pilot.
There should be one Visibility Test Post in MACLS territory located
at a distance of 180 metres from the place where at the SM shall
normally stand to see the prescribed VTO.
SR 3.61 (4) When the VTO (or the prescribed VTO) provided under conditions laid
down is not visible to the Station Master, he shall take action as under
(A) Ensure that signals are lit during night as well as during day in
Semaphore Signalling sections when visibility is impaired due to fog
and VTO is also lit.
(B) Observe the VTO before granting Line Clear to a train.
(C) In case prescribed VTO is not visible take action as under -
(i)Depute Fog Signalman with detonators to place detonators in
situation prescribed under para (D) below at 270-280 metres from
the first stop signal to inform in advance location of this signal to the
Loco Pilot of the approaching train
(ii) Engineering dept. will make all efforts to provide fog signalman.
(iii) No shunting should be carried out on non-isolated lines after
granting line clear to an approaching train.
(D) Where it is necessary to place detonators - The detonators should be
placed at 270 metres short of the first stop signal at stations as under
-
(i) At 'A' class station where Warner exists - detonators to be placed
short of Home signal and not the Warner.
(ii) At 'B' class station equipped with Lower Quadrant Signals-
detonators to be placed short of Outer signal.
(iii) In Multiple Aspect Signalling, where single Distant Signal is provided
detonators to be placed short of Home signal.
SR 3.61 (5) Adequate supply of detonators to be ensured. The Fog signalman
shall be provided with 20 detonating (fog) signals or such lesser number
as may be prescribed under special instructions. The fog signalman

shall place two detonators on the centre of the head of the rail, with the
label or brand upwards, which shall be securely fastened to the rail by
bending the clasp round the upper flanges of the rail, about 10 metres
apart from each other, which on explosion under the wheels of an
engine, will warn the Loco Pilot of his proximity to the first stop signal
of the station.
SR 3.61 (6) After the passage of each train over the detonating (fog) signals, which
have been so placed on the rails, the fog signalman shall immediately
replace them by two fresh detonators.
SR 3.61 (7) When the Railway servant referred to SR 3.61 (4) above has placed
one or more detonators on the line, he must withdraw beyond the
safety radius of 45 metres from the detonator or detonators before
they are exploded by an approaching engine or train. He shall be
responsible for warning as far as circumstances permit, any person in
the vicinity to stand beyond the safety radius.
Staff in observing the safety radius of 45 metres shall place themselves
as far as possible in rear of the locomotives, train or wagon passing
over the detonators.
SR 3.61 (8) The Fog signalman must see that the first stop signal which has been
taken off for a train to pass is replaced to danger after the passage of
the train.
SR 3.61(9) The position of the fog signal post, the fog signal and the fog signalman
are shown in the diagram below: -
(A) The fog signal post be erected at 270 metres from the first stop signal.
No fog signal post are to be provided at stations with Double Distant
Signal and at stations which do not qualify for placement of detonators.
(B) The fog signal post will be provided only at a station where there may
be requirement for placing detonators as indicated in SR 3.61(4).
SR 3.61 (10) Each of the persons referred to in SR 3.61(4) above, sent out with
detonating (fog) signals shall carry a lighted hand signal lamp.
Should the fog signalman be aware of any obstruction on the line, he
shall show a danger hand signal in accordance with GR 3.53, in the
direction in which a train is expected or approaching. On single line
sections for trains leaving a station, the fog signalman deputed to
place detonators shall show to Loco Pilot a 'Proceed' (Green) signal in
accordance with GR 3.54.
SR 3.61 (11) As soon as it is necessary for the Station Master on duty to take
action under SR 3.61(4), he will immediately call on duty, two
competent railway servant of station staff who are off duty. The Station
Master on duty may either use the two men called from off duty or two
of the men already on duty for the purpose of seeing that signals are
lit and for sending two men trained in fog signalling duties to either end
of the station limits, or he may utilise, if available, two Gangmen qualified
in the duties of Fog Signalmen detailed for the purpose by the Section
Engineer (P.Way), but in any event, the trained men sent out to the fog
signal posts must be regular employees of the Railway and not
'substitutes'.
SR 3.61 (12) The procedure in SR 3.61(11) refers to action to be taken by the
Station Master on duty in an emergency.
Divisional Railway Manager will notify the names of stations at which
fog prevails persistently. At each such station, four competent railway
servant of station staff (or if this number is not available it may be
made up by one or a maximum of two Gangmen per station being
deputed by the Section Engineer (P.Way) shall be posted and detailed
to act as a fog signalman. All four men be fully trained in fog signal
duties and must be regular employees of the Railway and not
'substitutes'.
(A) At a double line station if the fog appears for about 7 days in the
month it should be treated as persistent fog and separate fog porters
should be appointed. If the fog is for less then 7 days in the month,
the Station Master will act according to SR 3.61(11) that is, he will
immediately call out two competent railway servant who are 'OFF’
duty to work at the station as porters and the staff who are on duty
will be utilised for fogging duties. The 'OFF' duty staff will be paid any
overtime that is due and will be replaced by substitutes to work during
their normal turn of duty.
This arrangement will obviate the necessity of retaining fog porters
permanently and substitutes will be required for permanent staff only
when they are actually utilised on fogging duty. It should, however,
be noted that only regular employees will be utilised as fog signalmen.
(B) At single line stations where the station porters are required for
delivering tokens also, Divisional Railway Manager should examine
both the duration of fog and the number of days in a month on which
it appears and then taking the overall work in to consideration,
determine whether special fog porters are required or not. If fog appears
only on one or two days in a month and for a short duration it would
obviously not be necessary to have separate fog porters and the
procedure stated in SR 3.61(12)(A) above should be followed.
SR 3.61(13) On branch lines or sections on which traffic is light, instead of a fog
signalman remaining continuously on duty at each fog signal post, a
fog signalman may be sent out to place detonating (fog) signals for
each individual train. This procedure may only be adopted under
'special instructions'. In such cases, line clear shall not be given for
train, unless the fog signalman has been sent out at least 30 minutes
before the train is due to leave the station in rear.
SR 3.61(14) The Station Master shall ensure that fresh supplies of detonators are
sent to the men in replacement of those used.
SR 3.61(15) 'Station Detonator Register' in Form No. T/361 as given in Annexure-
B at the end of this chapter and mentioned in Appendix 'A' must be
maintained at each station and must show the names of fog signalmen
on duty, period of duty, the stock of detonators, the numbers of
detonators sent out with each fog signalman, the number of each
train under which detonators have been exploded and the number of
unused detonators and used cases (including those which have failed
to explode) returned each time by fog signalmen to the Station Master
on duty.
SR 3.61 (16) The Station Master will obtain in the 'Station detonator Register' the
signature or thumb impression of all men deputed and/or posted to
his station as Detonator (fog) signalmen, as an acknowledgement
that they understand the rules relating to the fog signalling of trains.
Instructions for detonator (fog) signalmen are contained in Appendix
'B'.
SR 3.61 (17) Where not necessary to place detonators - It is not necessary to
place detonators to indicate "location of a stop signal" to the loco
pilot in the following circumstances
(A) In sections where reliable fog safe device has been provided on
locomotives; (sections shall be duly notified by administration
separately)
(B) where adequate pre-warning is provided; i.e. at a stations where double
distant signals are provided;
(C) where maximum speed allowed in the station section is upto 15
kmph. even at stations where pre-warning signal is not available, but
a Warning Board exists;
(D) where speed of the section is less than 50 kmph (but more than 15
kmph) and the first signal of a station is not a stop signal;
(E) In automatic signalling territory;
(F) On gate signals;
(G)On departure signal;
(H) At the site (s) of temporary speed restrictions imposed due to
maintenance of track / OHE / signal.
SR 3.61 (18) Provisions given as per GR 5.18 to be followed strictly and no train to
be advanced beyond the starter, or beyond intermediate starter signal
where these exist, upto the Advance Starter at stations which do not
have track circuiting in this zone.
Note :G&SR 3.61do not apply at stations on Churchgate-Virar section.
3.62 PLACING OF DETONATORS IN CASE OF OBSTRUCTION.-
(1) Whenever in consequence of an obstruction of a line, it is
necessary for a railway servant to stop approaching trains, he
shall proceed, plainly showing his Stop hand signal, to a point
400 metres from the obstruction and place on the line one
detonator and then proceed to a point 800 metres from the
obstruction and place on the line three detonators, about 10
metres apart, at such place:
Provided that on the broad gauge the first detonator shall be
placed at 600 metres and three detonators at 1200 metres from
the obstruction about 10 metres apart from each other.
(2) If the said railway servant is recalled before the obstruction is
removed, he shall leave down three detonators and, on his
way back, pick up the intermediate detonator.
SR 3.62 (1) The detonators as stated in GR 3.62 (1) shall be placed at 500
metres and 1000 metres respectively on those routes of the Metre
Gauge where High Speed trains run.
SR3.62 (2) Of three detonators mentioned in GR 3.62 above, the first and third
detonator shall be placed on the rail which shall be on the side of the
Loco Pilot and the second detonator on the other rail on the side of
Assistant Loco Pilot.
3.63 REPLACEMENT OF DETONATORS ON THE LINE.-Every railway

servant placing detonators on the line shall see that they are,
when necessary, replaced immediately after a train has passed
over them.
3.64 KNOWLEDGE AND POSSESSION OF DETONATORS.-

(1)(a) All Station Master, Guards, Loco Pilots, Gangmates, Gatemen
and all other railway servants on whom this duty is laid by the
Railway Administration, shall keep a stock of detonators.
(b) The Railway Administration shall be responsible for the supply,
renewal, periodical testing and safe custody of such detonators
and for ensuring that their use is properly understood.
(2) Every railway servant concerned with the use of detonators shall
have a correct knowledge of their use and keep them ready for
immediate use.
(3) Every railway servant shall see that the railway servants in his
charge concerned with the use of detonators have a correct
knowledge of their use.
SR 3.64 (1) Stock of Detonators-
(A) A case containing 10 detonators shall form part of the equipment when
on duty of every Guard, of every Loco Pilot on the footplate, of every
Permanent Way Gangmate, of every Gateman, of every Bridge Guard,
of every cutting Guard, of every Patrolman and of every Push Trolly,
Motor Trolly and Lorry.
In regard to Keymen, a case containing 10 detonators shall form part
of their personal equipment.
Note: - Divisional Railway Managers may increase the numbers of detonators
where so warranted by local conditions.
(B) The Divisional Railway Managers shall prescribe the number of

detonators which must be kept in stock at stations and the minimum
number below which the stock must not be allowed to fall.
(C) The Divisional Railway Managers shall prescribe the number of
detonators which must be kept in stock in each Section Engineer
(P.Way)'s office and Running Sheds respectively and also the minimum
number below which the stock must not be allowed to fall.
(D) Station Master, Running Shed Incharge /Senior Section Engineer (Loco)
and Section Engineers (P.Way) are responsible for seeing that the
stock of detonators is never allowed to fall below the minimum.
SR 3.64 (2) Supply of detonators.
(A) Station Masters will supply detonators to Guards headquartered at
their stations and to Gatemen working under their control.
(B) Section Engineers (P.Way) shall supply detonators to Gangmates,
Keymen, Gatemen (not covered in (i) above), Bridge Guards, Cutting
Guards and Patrolmen.
(C) Running Shed In-charge/Senior Section Engineer (Loco) will supply
detonators to Loco Pilots.
(D) The users of push trolly, motor trolly, lorries, etc., shall arrange for the
supply of detonators either direct from the Divisional Railway Manager
or through the Station Master, Section Engineer (P.Way) or Running
Shed Incharge/Senior Section Engineer (Loco) of their headquarter
station, as may be convenient.
SR 3.64 (3) Storage of Detonators.

(A) Detonators must be carefully handled, as they are liable to explode, if
roughly handled.
(B) Detonators shall be kept in tin / plastic cases specially supplied. In
the tin / plastic container a thin layer of cotton should be kept at the
bottom and also at the top and the detonator at the top and bottom
should be wrapped in paper. Detonators shall be stored in a dry
place and not left in contact with the brick walls, damp wood, chloride
of lime or other disinfectants, nor exposed to dampness or steam
or other vapour.
(C) The month and year of manufacture is shown on the label outside
each case and is also stamped on each detonator, Detonator must
be used in the order of the date stamped on them, those of the
oldest date being always used first. To facilitate ready withdrawal in
this sequence, they should be stored accordingly.
(D) In addition to observing the precautions laid down in SR 3.64 (3)(A),

(B) & (C), on sections where the climate is humid, 'Silicagel' bags
may be kept in the fog signal containers to absorb moisture. These
'Silicagel' bags can be heated periodically in order to expel the
absorbed moisture.
(E) It should be carefully noted that detonators should not be exposed

unnecessarily to sunrays, as this can be dangerous.
SR 3.64 (4) Use of detonators.
(A) For use, a detonator shall be placed on the centre of the head of
the rail with the label or brand of the detonator upwards and shall be
securely fastened to the rail by bending the clasps attached with
the detonators, round the upper flange of the rail.
(B) Station Masters, Transportation Inspectors, Running Shed Incharge/

Senior Section Engineer (Loco), Section Engineers (P.Way) are
responsible for ensuring that the detonators in possession of the
Railway servants under them are tested as prescribed under the
rules and that the staff know how and when to use them. For
Gatemen within station limits, this responsibility will lie with the
Station Master or Transportation Inspector of the section. Such
staff as are expected to use the detonators should be tested once
in three months by the Inspecting officials and senior subordinates
in regard to their knowledge of use of detonators.
(C) Each Station Master, Running Shed In-charge/Senior Section

Engineer (Loco) and Section Engineer (P.Way) will maintain a
register of receipts, use and testing of detonators in respect of
railway staff to whom the detonators were issued by him.
SR 3.64 (5) Testing of Detonators.
(A) Station, Loco Sheds, etc., where stock of detonating signals is

kept for issue to Guards, Loco Pilots, Fog Signalmen, or other
railway servants, Station Master, the Running Shed in-charge/Senior
Section Engineer (Loco) or other railway persons, in charge of such
stock must test at least one detonator from each tin / plastic case
issued to the staff. The deficiency in each of these should made up
by a detonator or detonators from another tin / plastic case from
which one detonator has been tested.
(B) Transportation Inspectors, Station Masters, Running Shed Incharge/

Senior Section Engineer (Loco) and Section Engineers (P.Way)
are responsible to ensure that the detonators in possession of railway
servants within their jurisdiction are tested once in 12 months.
(C) The life of a detonator is normally 7 years reckoned from the month
of its manufacture, It can, however, be extended from 7 to 10 years
provided that detonators which are more than 7 years old are effective.
For this purpose, two detonators of each batch/lot should be tested
at the end of 7 years and if the result of these tests are satisfactory,
life of the detonators of that batch should be extended by a year, on
expiry of which similar tests should be conducted annually to extend
the life of the detonators of that particular batch/lot up to a maximum
of 10 years from the month of manufacture.
Where, however, the tests indicate that the performance of the

detonators is not satisfactory; the whole of the stock of the particular
batch/ lot should be withdrawn and replaced by fresh stock. Such
tests should invariably be conducted by a person not lower than
the rank of a Supervisor.
Detonators which are more than 7 years old and whose satisfactory
performance has been assured through tests as prescribed above
should be used on section other than main lines and trunk routes.
Unused detonators which are more than 10 years old and others
considered unfit for use shall be destroyed by the following methods:
(i) By soaking them in light mineral oil for 48 hrs and throwing them
one by one into fire with due precautions.
(ii) By burning them in incinerator.
(iii) By detonating them under the wagons during shunting operations.
(iv) By throwing them in deep sea.
The destruction of time barred detonators should be arranged in

the presence of a railway servant who should preferably be a
Gazetted Officer and in no case below the rank of a senior
subordinate. He should ensure that during destruction, every care
is taken to see that the splinters of detonators do not cause any
injury to life and property.
Important Warning-In no case the detonators should be buried or

thrown in water at such places where they could be recovered by
human beings.
(D) Detonators bearing any sign of rust on the surface or appearing

unsatisfactory in any way, or those failing to explode during test or
in actual working shall be promptly returned to the issuing officer

for replacement.
(E) While testing detonators from a tin/plastic case, the one, which is
the oldest by the date of manufacture, should be used.
(F) Detonators shall be tested under an empty wagon moving at 8 to
12 kilometres per hour. The empty wagon must be propelled by a
locomotive. Tests shall not be carried out by an official lower in rank
than a Transportation Inspector, Section Engineer (P.Way), Traction
Inspector (Power) and Running Shed In-charge/Senior Section
Engineer (Loco). Station Masters of Guards headquarter stations
are, however, authorised to test detonators in their charge or issued
by them.
Care must be taken to ensure that test is not conducted in a crowded

locality or near a level crossing where splinters from detonators
may cause injury.
Note: - If an empty wagon is not available at a station for this purpose, the
Transportation Inspector should take detonators to other convenient
station for testing.
(G) Excepting the crew of the locomotive employed in the test, no person
shall be allowed to remain within a radius of 45 metres of the
detonator, which is being tested. The engine crew shall also keep
themselves well within the cab while passing over the detonator.
The official in charge of the testing operation, shall, before
commencement of the operation, be responsible for posting sufficient
men to ensure that no person encroaches upon the 45 metres safety
radius until the test is completed.
(H) The staff while observing the safety radius of 45 metres laid down in
sub-rule SR 3.64(5)(G) above, place themselves as far as possible in
rear of the locomotive or train or wagon passing over the detonators
as it has been found in practice that splinters from detonators seldom
fly in a direction towards the rear of the wheel which explodes them.
(I) A record of the number of detonators tested as also the results of
test shall be maintained in a special register kept for the purpose at
the place of testing.
(J) After the test is completed, results of tests shall be communicated
to the Issuing Officer of the detonators, by the official conducting
the test.
(K) The staff in possession of detonators must not make any improper
use of them.
G. Signals to warn incoming train of danger ahead
3.65. The signals to be used to warn the incoming train of an

obstruction shall be a red flashing hand signal lamp at night
or a red flag during day.
SR 3.65 Tri-Colour LED based flashing hand signal lamps – having green,
yellow and red indications are to be used by all station staff including
yard and shunting staff, Loco Pilots and Assistant Loco Pilots,
Guards, Gateman and patrolling staff.
3.66. USE OF WARNING SIGNALS.-When it becomes necessary to

protect an obstruction in a block section, a signal may be
used, as prescribed by special instructions under rule 3.65,
while the railway servant proceeds to place detonators.
SR 3.66 A red flashing hand signal lamps are to be used in emergencies to

warn the Loco Pilots of approaching trains of any obstruction, viz.,
a derailed train, defective track, etc., particularly at night, where
the Loco Pilots/ Guards/ Gateman/ Patrolman do not have adequate
time to run forward and fix detonators to protect obstruction in the
normal manner, as prescribed vide GR 6.03.If Guard/ Gateman/
Patrolman feels that there is a possibility of focusing the attention
of the Loco Pilot more quickly by showing danger aspect of HS
lamp during day hours including thick and foggy weather, these
should be used. The Loco Pilot of an approaching train on observing
a bright flashing red signal must control the speed of his train and
be prepared to stop short of any obstruction.
3.67 Knowledge and possession of warning signals –
(1)(a) All concerned railway servant on whom this duty is laid by

the Railway Administration shall keep a stock of such signal(s)
as may be prescribed by special instructions under rule 3.65;
(b) the Railway Administration shall be responsible for the supply,

renewal and safe custody of such signals as may be
prescribed by special instructions under rule 3.65 and for
ensuring that their use is properly understood;
(c) The Railway Administration shall supply every Guard, Loco

Pilot, Patrolman and Gateman working on the Double or
Multiple line, Ghat, Suburban or Automatic Block Territories
with such signal as may be prescribed by special instructions
under rule 3.65.
(2) Every railway servant concerned with the use of signals as

prescribed by special instructions under rule 3.65, shall have
a correct knowledge of their use and keep them ready for
immediate use.
(3) Every railway servant shall see that the railway servants in
his charge concerned with the use of warning signals as
prescribed by special instructions under rule 3.65 , have a
correct knowledge of their use.
SR 3.67 (1) Guards, Loco Pilots and Patrolmen (for Gatemen see Item No. 1.2
(X) of Appendix -A in Chapter XVI) working on Double line/Multiple
line section, Ghat sections, Automatic Block sections will be supplied

with one tri-Colour LED based flashing hand signal lamps, as part
of their personal equipment.
(2) Section Engineer (P.Way)/ Assistant Section Engineer (P.Way) of

the section shall be responsible to explain the use of tri-Colour
LED based flashing hand signal lamps to Patrolmen and Gatemen.
The Section Engineer (P.Way) shall keep such tri-Colour LED based
flashing hand signal lamps and follow the same procedure for supply,
storage, replacement, etc., as described in these rules . In respect
of traffic level crossings, such duties shall devolve on Station Master
Incharge.
H. DEFECTIVE FIXED SIGNALS AND POINTS
3.68 DUTIES OF STATION MASTER GENERALLY WHEN A SIGNAL

IS DEFECTIVE.-
(1) As soon as a Station Master becomes aware that any signal

has become defective or has ceased to work properly, he
shall-
(a) immediately arrange to place the signal at 'ON' if it is not

already in that position.
(b) depute competent railway servants with such hand signals

and detonators as may be required to give signals at the foot
of the defective signal, until he is satisfied that such signal
has been put into proper working order:
(c) take action in accordance with Rules 3.69 and 3.70 as may
be required for movement of trains past the defective signals;
and
(d) report the occurrence to the railway servant responsible for

the upkeep of the signals and if the section is controlled, the
Controller also.
(2) When the Station Master receives information of any defect

in a signal not pertaining to his station from the Loco Pilot or
the Guard or any other railway servant, he shall immediately
inform the Station Master concerned of the fact and keep the
controller advised, where the section is controlled.
(3) In case of signals becoming defective at station situated on

Centralised Traffic Control territories, the Centralised Traffic
Control Operator on becoming aware of such defects, shall
take action in accordance with special instructions.
SR3.68 (1)(A) Reporting S & T Gear failures-

As soon as the Station Master becomes aware that any S&T gear
at his station has become defective, he shall immediately report
such defect with complete particulars to the concerned Electrical/
Mechanical Signal Maintainer and Section Engineer (Signal). On
controlled sections, the message may be conveyed on control
phone, to be subsequently followed by issue of a regular message
either telephonically or in writing. Copies of message should be
sent to Section Engineer (Signal) in-charge, TI, CTNL, SR.DOM/
DOM (as the case may be) DSTE. On non-controlled sections, the
message may be sent telephonically or in writing.
Note: - Special instructions will be issued by Sr. DOM/DOM (as the case
may be) & Sr. DSTE/BCT on the procedure to be observed in case
of S & T defects on Churchgate - Virar Suburban section. [SR
3.51(3)B]
(B) Before, however, the work of attending to the reported defect is

undertaken, the Section Engineer (Signal) or the Electrical/
Mechanical Signal Maintainer, must issue a disconnection memo
on Form S&T(T/351) [Annexure-A] where necessary and obtain the
acknowledgement of the Station Master and take such other
precautions as may be necessary in terms of GRs 3.51 (3), 15.06
and 15.08 and the relevant Subsidiary Rules framed there under, to
ensure that while the reported defect is being attended to, no
movement can take place over the affected portion. If during this
period any movement becomes necessary action should be taken
as prescribed under SR 15.06(7).
(C) After the defect has been put right, the person attending to the fault
shall issue a certificate on the second foil of Form S&T(T/351)
(Reconnection memo)[Annexure-A] and obtain the Station Master's
signature.
The Station Master before giving such signature should satisfy
himself if necessary, by a demonstration by the person attending
to the fault that the defect has been put right. Thereafter, the Station
Master and the person attending to the fault shall jointly issue a
rectification message addressed to all those who were advised about
the failure.
(D) The Station Master and Section Controller shall record full particulars
of the failure in the Signal Failure Register maintained at the station
and in the Control Office respectively and the Signal staff shall send
a detailed report to the Divisional Signal and Telecommunication
Engineer.
SR 3.68 (2) The 'competent railway servants' referred to in GR 3.68(1), 3.69(3)(a),

3.70(1) shall be the Pointsmen/Platform Porter of the station.

SR3.68(3)(A) If a shunting signal becomes defective, the Station Master / Yard
Master on duty shall post a Railway Servant with hand signals at
the foot of the defective signal for displaying hand signals for the
purpose of controlling shunting movements. Besides, a written
advice shall also be given to the Loco Pilot to pass the defective
shunting signal in the 'ON' position as under: -
From: Station Master/Yard Master To: Loco Pilot
…………….Station/Yard. Shunting Engine No…………
Train No. ……………………
at …………………Station/Yard
Shunting signal No. ……………………………… at my Station/Yard

is defective and you are authorised to pass the same at 'ON'
observing Hand signals until further advice.
……………………………….. ..………………………………..
Signature of Loco Pilot Signature of Station Master/Yard
Master
Time ………….Date……………… Station/Yard …………………………..
Date …………..Time…………………
(B) The memo shall be taken back from the Loco Pilot, cancelled and
pasted on the office copy as soon as the signal is put right or the
Loco Pilot goes 'OFF' duty, whichever is earlier.
SR 3.68 (4) Whenever any colour light fixed signal becomes blank (without light)
or a fixed light to semaphore signal cannot be kept burning during
night or during day when visibility is impaired due to thick, foggy,
stormy and tempestuous weather or when a colour light fixed signal
continues to flicker/bob and does not assume a steady aspect for 60
seconds, or when an electric repeater/visual indicator is found defective
and signals are not visible as given in SR 3.23. or any other eventuality
given in GR 3.74(1) is noticed, such signal should be treated as
'defective' and further action should be taken according to GR 3.49(4),
G & SR 3.69 to 3.72, SRs 3.23, 8.02 (7)(A) and 8.03 (8)(A).
3.69 DUTIES OF STATION MASTER WHEN AN APPROACH STOP

SIGNAL IS DEFECTIVE.-
(1) In the event of an Outer or a Home or a Routing signal

becoming defective, the Station Master shall advise the station
in rear and the nominated station in rear, same in a case
where a signal post telephone or a Calling-on signal is
provided on the defective signal, in order that the Loco Pilots
of approaching train may be warned of the defective signal
and issued a written authority to pass such signal on receipt
of proceed hand signal at the foot of the defective signal.

(2) The Station Master in rear as referred to in sub-rule (1), on
receiving the advice of the defective signal, shall immediately
acknowledge it and advise the Station Master of the Station
where the signal has become defective, of the number of the
first train which will be notified of the defective signal and
again on receipt of the advice that the defective signal has
been put into proper working order, shall advise the number
of the train so notified last.
(3) The Station Master of the station where the signal has become
defective shall, before authorising a train to pass the defective
signal, ensure that the conditions for taking 'OFF' that signal
have been fulfilled. He shall then authorize the Loco Pilot to
pass the defective signal at 'ON' in one of the following
manners:
(a) when the Loco Pilot of an approaching train has been advised
of the defective signal at a station in rear-by deputing a
competent railway servant in uniform under clause (b) of sub-
rule (1) of Rule 3.68, to exhibit Proceed hand signal at the
foot of the defective signal to the approaching train. In such
cases, the Station Master shall not give Line Clear to the station
in rear unless the conditions for taking 'OFF' the signal which
has become defective, have been complied with; or
(b) When the Loco Pilot of an approaching train has not been
advised of the defective signal at station in rear- by issuing a
written authority, authorising the Loco Pilot to pass the
defective signal at 'ON', delivered at the foot of the defective
signal through a competent railway servant; or
(c) By taking 'OFF' the Calling-on signal where provided; or
(d) By authorising the Loco Pilot to pass the defective signal at

'ON' over the signal post telephone where provided, in
accordance with special instructions.
(4) When the Home signal becomes defective, the Outer shall
also be deemed to be out of order and the procedure
prescribed in sub-rules (1), (2) and (3) shall be followed.
SR 3.69 (1) The advice to station in rear and the nominated station in rear,
referred to in GR 3.69 (1) shall be sent and acknowledged with
exchange of Private Numbers.
The Station nominated for sending advice of defective signals will

be advised through circular notice to all concerned, by the Divisional
Railway Manager,
SR3.69(2)(A) The written authority referred to Sub rule (1) in GR 3.69 shall be on
form no. T /369 (1) as given in Annexure-C at the end of this chapter.
The written authority shall be issued by the Station Master in rear/
notified station in rear and he shall indicate on this form as to
which of the signal/signals of the station in advance / concerned
station is/are required to be passed in the 'ON' or defective position.
(B) The written authority referred to Sub rule (3)(b) in GR 3.69 shall be
on form no.T/369 (3b) as given in Annexure -D at the end of this
chapter in system of working other than Automatic Block System.
This written authority shall be issued by the Station Master of which
the signal/signals is/are required to be passed in the 'ON' or defective
position.
(C) The written authority referred to sub rule (1) in GR 3.69 & sub rule
(3)(b) in GR 3.69 in Automatic Block System shall be on form no.
T/369 (A) as given in Annexure-E at the end of this chapter. This
written authority may be issued by the Station Master of which
signals are required to be passed in the 'ON' or defective position.
This written authority may also be issued by station in rear or
notified station in rear as may be required.
The Station Master issuing this written authority shall indicate on

the form as to which of the signal/signals of the station concerned
(writing name of the station) is/are required to be passed in the 'ON'
or defective position.
3.70 DUTIES OF STATION MASTER WHEN A DEPARTURE STOP

SIGNAL IS DEFECTIVE.-
(1) In the event of Starter becoming defective, the Station Master

may authorize the Loco Pilot to pass such signal by a written
authority which shall be handed over to the Loco Pilot at the
station where the defective signal is located and in addition
thereto, a competent railway servant shall show hand signals
to the departing train in accordance with the instructions of
the Station Master or by taking 'OFF' the Calling on signal, if
provided under sub-rule (2) of Rule 3.13, after the train has
been brought to a stand at the defective signal.
(2) In the event of an Advanced Starter becoming defective, hand

signals may be dispensed with and the Station Master may
authorize the Loco Pilot to pass such signal by a written
authority, which shall be handed over to the Loco Pilot at the
station, where the defective signal is located:
Provided that in exceptional circumstances, where under

approved special instructions, an Advanced Starter protects
any points hand signals shall not be dispensed with.
(3) For the purpose of handing over the written authority

mentioned in sub-rules (1) and (2), the train shall be stopped
at the station where the defective signal is located. The written
authority to pass a defective departure Stop signal shall not
be handed over to the Loco Pilot, unless all the conditions
for taking 'OFF' such signal have been fulfilled.
(4) Where under approved special instructions a Calling-on signal

has been provided below a departure Stop signal, other than
the last Stop signal, the Calling-on signal shall not be taken
'OFF', unless the conditions for taking 'OFF' the departure
Stop signal above it, have been fulfilled.
SR 3.70 (1) On single line section, provided with Tokenless Block Instruments
the failure of the last Stop signal is to be considered as failure of the
Tokenless Block Instruments. In such cases, the Loco Pilot shall
be given 'authority' on Form No. T/C 1425 or T/D 1425 (Paper Line
Clear Ticket for Up and Down direction respectively) as the case
may be, to pass the last Stop signal in 'ON' position.
SR 3.70 (2) If the last Stop signal is also the Outer for the next station in advance,
the Authority to Proceed and Form T/369 (1) will be issued by the
Station Master for whose section the signal acts as the last Stop
signal. The Station Master before delivering the Authority to proceed
and Form T/369 (1) shall obtain permission from the station in advance
supported by a Private Number to the effect that the train may be
allowed to proceed into his station even though the signal is not
taken 'OFF' In such cases, Loco Pilot must observe caution while
approaching level crossing gates and passing the 'Outer' signal.
SR 3.70 (3) When the last Stop signal cannot be taken 'OFF' even though the
Axle Counter/ track Circuit has not failed at a station controlling the
IBH, the ASM on duty of such station will either verify personally
the clearance of block section number one, by going to the cabin,
if such cabin is manned by Switchmen or do so by exchanging
private numbers with CASM on duty of the concerned cabin.
Thereafter, ASM on duty will issue Form T/369 (3b) to pass the
defective last Stop signal at 'ON' duly endorsed with 'Certified that
block section number one is Clear'.
The Loco Pilot before entering the first block section shall ensure
that above endorsement has been recorded on Form T/369 (3b).
SR 3.70 (4) All trains must be stopped at the station for handing over the authority
to the Loco Pilot for passing the Starter and /or Advanced Starter at
'ON'. The Loco Pilot shall verify the authority and sign on the
counterfoil. The Station Master shall comply with the provisions of
G &SR 3.38 and 3.39, regarding setting and locking of points and
GR 3.70(1) regarding showing of hand signals at the Starter before
handing over such authority.
SR 3.70 (5) For double line sections, see also SR 3.81(1)
3.71 WARNER OR DISTANT SIGNALS DEFECTIVE IN THE 'OFF'

POSITION.-
(1)(a) If a Warner signal on a post by itself or a Distant signal is out
of order and cannot he kept in the 'ON' position, a Stop hand
signal shall be shown at the foot of the signal. At night, the
light or lights of the signal shall be extinguished and the train,
after being first brought to a stand, may then be hand-
signalled past the signal. Advice of the defective signal shall
be given to the Loco Pilots of trains at the station in rear,
warning them to stop at such signal.
(b) If Warner signal placed below a Stop signal becomes

defective and cannot be kept in the 'ON' position, the Stop
signal above it shall be treated as defective and by night the
light of the Warner signal shall be extinguished.
(2) If the Warner or Distant signal of an Intermediate Block Post

is defective and cannot be kept in the 'ON' position, the
Intermediate Block Stop signal shall also be kept at 'ON' and
treated as defective and action taken as per Rule 3.75.
3.72 WARNER NOT TO BE USED WHEN STOP SIGNAL IS

DEFECTIVE.-Whenever a Stop signal is defective or cease to
work properly at a station provided with Warners the Warner
applying to the line to which the defective Stop signal applies
shall be kept at 'ON' until the defective Stop signal is rectified.
3.73 PASSING OF A GATE STOP SIGNAL AT 'ON'.-
(1) When a Loco Pilot finds a gate Stop signal at 'ON' he shall
sound the prescribed code of whistle and bring his train to a
stop in rear of the signal.
(2)(a) If the gate Stop signal is provided with a 'G' marker, the Loco
Pilot shall wait at the signal for one minute by day and two
minutes by night and if the signal is not taken 'OFF' within
this period, he may draw his train ahead cautiously up to the
level crossing, and
(b) if the Gateman is available and exhibiting hand signals,

proceed further past the gate cautiously, or
(c) if the Gateman is not available, or, is available but not

exhibiting hand signals, he shall stop short of the level
crossing, where he shall then be hand-signalled past the gate
by the Gateman, if there is one or in the absence of a
Gateman, by one of the members of the engine crew of the
train after ascertaining that gates are closed against road
traffic.
(3) If the Loco Pilot finds, after stopping at the signal, that there
is no 'G' Marker, he shall proceed further only in accordance
with the procedure laid down under special instructions.
SR3.73(1)(A) When a Loco Pilot finds a signal without 'G ' marker outside station
limits at ' ON ' he should stop his train and call the guard, who after
satisfying himself that the line is free from obstruction and safe for
his train to proceed, shall permit the Loco Pilot to proceed upto the
level crossing. Thereafter consulting the Gateman (if he is at the
spot) as to the cause of the signal being at ' ON ' he will arrange for
the train to be hand signalled past the level crossing by the Gateman
or in his absence by Assistant Loco Pilot or by himself (i.e. Guard.)
In the case of Light engine, the duties of the guard shall devolve on
the Assistant Loco Pilot.
(B) For passing a gate signal, provided with 'AG' Marker in Automatic
Block Territory see G & SR 9.15.
SR3.73(2)(A) When a gate Stop signal controls more than one level crossing, a
Stop board, "with the legend in bi-lingual 'STOP'. This gate signal
controls level crossing Nos ……", shall be provided on the signal
post of such gate Stop signal. Another STOP board(s) indicating

the number of level crossing(s) shall be provided at a minimum
distance of 180 metres from such level crossing (s). The Board in
size of 600 cms X 900 cms shall have letters in black on yellow
background with luminous paint.
(B) The following procedure shall be observed to pass such gate Stop
signal if found in 'ON' position.
(i) In Automatic signalling territory the Loco Pilot/Guard shall observe

the provision of G & SR 9.15 at each level crossing(s). The Loco
Pilot shall stop his train at the foot of 'STOP' board(s) as well as
short of level crossing(s) and proceed with great caution until the
next Stop signal observing the precautions detailed in G & SR 9.02
and 9.07.
(ii) In other than Automatic signalling territory the Loco Pilot/Guard

shall act according to GR 3.73 at each level crossing(s). The Loco
Pilot shall stop his train at the foot of the 'STOP' board(s) as well as
short of level crossing(s). When the last vehicle clears the last level
crossing controlled by common gate Stop signal the normal speed
be resumed subject to other speed restrictions in force if any.
3.74 ABSENCE OF A FIXED SIGNAL OR A SIGNAL WITHOUT A

LIGHT.-
(1)(a) If there is no fixed signal at a place, where a fixed signal is

ordinarily shown, or
(b) If the light of a signal is not burning, when it should, or

(c) If a white light is shown in place of a colour light, or
(d) If the aspect of a signal is misleading or imperfectly shown, or
(e) If more than one aspect is displayed,
The Loco Pilot shall act as if the signal was showing its most
restrictive aspect:
Provided that during night, if in the case of a semaphore

Stop Signal for approaching trains only, the Loco Pilot finds
the signal light extinguished, he shall bring his train to a stop
at such signal. If he finds that the day aspect of such signal is
clearly visible and is satisfied that the signal is in the 'OFF'
position, he shall proceed past it up to the station cautiously
at restricted speed obeying all intermediate Stop signals, if
any, relating to him and report the matter to the Station Master
for necessary action.
(2) At station equipped with a colour light signal provided with a

'P' marker, the Loco Pilot shall bring his train to a stand if it
does not show any light or shows an imperfect aspect and
having satisfied himself that the signal is provided with a 'P'
marker, shall proceed preparing to stop at the next Stop signal
and shall be guided further by its aspect.
SR 3.74 (1) Before proceeding past the signal referred to in Para 2 of GR 3.74(1)
above, the Loco Pilot shall sound his whistle thus - 00 (one long
and two short ). On hearing this whistle, the Guard of the train shall
exhibit all right signal to the Loco Pilot, to start the train.
SR 3.74 (2) Immediately on being advised by the Loco Pilot that the signal light
is extinguished, the Station Master shall make arrangements to
relight signal. On the controlled section, he will also inform the
Section Controller about this.
SR 3.74 (3) Flickering/bobbing signals.
(A) When a colour light Stop signal changes its aspect from Green/
Yellow to Red and back to Yellow/Green in succession, it should
be considered as a flickering/bobbing signal. When a Loco Pilot
comes across a signal which is flickering /bobbing, he should
consider, that signal to be showing the most restrictive aspect and
bring his train to stop short of it.
If the signal subsequently assumes a steady aspect and remains

steady for 60 seconds, he should take further action according to
the aspect so shown by the signal. If, however, the signal continues
to flicker/bob and does not assume a steady aspect for 60 seconds,
he should treat the signal as defective and take further action
according to relevant rules in G & SRs.
(B) A manual Stop signal showing more than one aspect simultaneously,
should be treated as defective. In case an automatic signal showing
more than one aspect simultaneously, the signal should be treated
as showing its most restrictive aspect.
(C) If, as a result of a signal flickering/bobbing in the face of an
approaching train, the Loco Pilot is not able to stop his train, before
passing it, immediately after stopping he should sound danger
whistle/ appropriate bell code to attract the attention of the Guard/
Station Master. He should give a memo to the Guard/Station Master
pointing out the circumstances under which, he has passed the
Stop signal in the 'ON' position. On receipt of this memo, the Station
Master shall authorise him by a memo to proceed further and be
guided by the aspect of the next Stop signal, provided he (Station
Master) is satisfied that Stop signal has changed from Yellow/Green
to red aspect due to a defect and not because of its being manually
operated on account of an emergency as per G & SR 3.36.
3.75 PASSING OF INTERMEDIATE BLOCK STOP SIGNAL AT 'ON'.

(1) When a Loco Pilot finds an intermediate Block Stop signal at
'ON' he shall stop his train in rear of the signal and contact
the Station Master of the block station in rear on the telephone,
if provided on the signal post.
(2) The Station Master shall authorise the Loco Pilot to pass the
Intermediate Block Stop signal, if defective as prescribed by
(3) If the telephone is not provided or is out of order, the Loco
Pilot after waiting for 5 minutes at the signal shall pass it at
'ON' and proceed cautiously and be prepared to stop short of
any obstruction, at a speed not exceeding 15 Kilometres an
hour if he has a good view of the line ahead, otherwise at a
speed not exceeding 8 kilometres an hour and report the
failure to the Station Master at the block station ahead.
(4) The Station Master of the block station working the

Intermediate Block Stop signal on becoming aware that such
a signal is defective shall, before despatching a train, treat
the entire section up to the block station, immediately ahead
of the Intermediate Block Post as one block section and issue
a written authority to the Loco Pilot to pass the defective
Intermediate Block Stop signal at 'ON' without stopping at
the signal, in accordance with the procedure prescribed by
SR 3.75 (1) Passing Intermediate Block Stop signal at 'ON'
(A) When a Loco Pilot finds an Intermediate Block Stop Signal at 'ON',
he shall bring his train to a stop in rear of the signal, advise the
Guard of the fact by sounding a long continuous whistle and contact
the Station Master of the block station in rear, on the telephone
provided for the purpose on the signal post.
(B) If the Station Master, on being contacted on telephone by the Loco

Pilot, finds that signal is defective, he shall, after obtaining the line
clear for the train from the station in advance, authorise the Loco
Pilot on the telephone to pass the Intermediate Block Stop Signal
at 'ON' and enter the Block Section ahead.
He shall also advise the Loco Pilot of the Private Number under
which he had received the 'line clear' from the station in advance.
The Loco Pilot will record this Private Number in his handbook and
thereafter proceed further at the normal speed observing other speed
restrictions in force, if any.
(C) If however, the telephone provided at the Intermediate Block Stop

signal post is out of order and the Loco Pilot is unable to contact
the station in rear, he shall wait for 5 minutes at the signal and if
within this period the signal is not taken 'OFF' he may after advising
the Guard of this fact by sounding one long whistle which may be
repeated if necessary (also through walkie-talkie or any other similar
means of communication provided) and after exchanging all right
signal with him pass the Intermediate Block Stop Signal at 'ON'
and proceed cautiously into the Block section ahead.
When the Loco Pilot has to pass an IBS signal at 'ON' he shall
proceed cautiously as laid down in GR 3,75(3) and will continue to
proceed cautiously from Intermediate Block Stop Signal to the first
stop signal of the next block station ahead even if either that signal
or any other intermediate Gate stop/Distant signal(s) is in 'OFF'
position. The Loco Pilot shall be extremely vigilant and cautious and
be on the look out for any possible obstruction right upto short of the
first stop signal of block station in advance and shall not act upon the
indication only after he has reached to the foot of this signal.
After the train has been received at the Block Station ahead, that
Loco Pilot shall report the failure of the signal/telephone as the
case may be to the Station Master.
(D) However, if the Station Master of the block station immediately in
rear of an Intermediate Block Stop signal is aware that such a

signal is defective, he shall before despatching a train, obtain the
'line clear' for the Block Section between the Intermediate Block
Stop signal and the Block Station in advance and then issue a
written authority on Form T/369 (3b) to the Loco Pilot to pass the
Intermediate Block Stop signal at 'ON' without stopping at the signal.
An endorsement shall be made on form T/369 (3b) by the Station
Master to the effect that 'Line clear has been obtained from the
next block station'. The private number thus received from the block
station in advance shall also be recorded on Form T/369 (3b).
Note: - If such stoppages have to be on grades 1 in 150 or steeper, the
Loco Pilot shall bring the train to a halt and take all precautions for
securing of train in terms of SR 6.04(2) and thereafter talk to Station
Master on the telephone provided on the signal post.
SR 3.75 (2) If the last Stop signal of the station in rear of the Intermediate Block
Stop signal fails, the Intermediate Block Stop signal shall be deemed
to be defective.
For passing a defective Intermediate Block Stop signal at 'ON' the Station
Master controlling the signal shall authorise a Loco Pilot to pass such a
signal by endorsing on a written authority to be handed over to the Loco
Pilot on Form T/369 (3b) issued for the last stop signal.
3.76 INTIMATION TO OFFICIALS WHEN DEFECTS REMEDIED.- As

soon as a defective signal has been put into good working
order, the Station Master shall intimate the fact to the officials
who were advised of its being defective.
3.77 DEFECTIVE OR DAMAGED POINTS, ETC.-

(1) Whenever points, crossings or guard rails are defective or
damaged, the railway servant in charge of operation of points
shall protect them and immediately arrange to report the
circumstances to the Station Master.
(2) The Station Master, on becoming aware of such defective or

damaged points, etc., shall.-
(a) immediately arrange to have the defect rectified by the
railway servant responsible for their maintenance.
(b) arrange to ensure the safe passage of trains and
(c) keep the signal or signals concerned at 'ON' until the defect
is rectified.
SR 3.77 Defective points.
Points are said to be defective when -
(1) They fail to respond correctly to the operation of the device which
controls their operation, such as lever, a slide or a switch from
normal to reverse and reverse to normal.
(2) They fail to respond correctly to the operation of the device for locking
the points, when separately provided.
(3) Any component part of the point layout is damaged or missing.

When the points become defective, the Station Master should
inspect them personally and in case the defect is caused by an
obstruction between the Switch and Stock rails, remove the
obstruction and test the points again to see whether they function
satisfactorily. If the defect is due to other causes the Station Master
must decide whether the points can be set correctly and clamped
in one position or the other for the movement of trains.
If he can so clamp and padlock them, he may authorise train

movement over interlocked points, at a restricted speed of 15
kilometres per hour in the facing direction and 50 KMPH in the
trailing direction i.e., the points, until rectified, will work as non-
interlocked points.
The Station Master must also advise the train notice stations and
stations immediately in rear to issue caution order to all Loco Pilots
and arrange to receive the trains under the provisions of G&SR
3.69. While despatching a train, procedure as detailed in G&SR
3.70 must be complied with. The Station Master must also inform
immediately the staff responsible for the maintenance of the points
through control, where possible and advise all concerned
telephonically.
3.78 DUTIES OF ENGINE CREW IN RESPECT OF SIGNALS.-
(1)(a) The Loco Pilot shall pay immediate attention to and obey
every signal, whether the cause of the signal being shown is
known to him or not.
(b) He shall not, however, trust entirely to signals, but always be
vigilant and cautious.
(2) (a) The Loco Pilot shall whistle intermittently when his engine
explodes detonator(s) and take every possible caution
including reduction of 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;
(b) after proceeding 1.5 kilometres from the place where the
explosion occurred or where flare signal was burning, if he
does not explode any more detonators or sees no other
signals, he may then resume authorised speed and
(c) report the incident to the next station or cabin.
(3) If in consequence of fog or storm or for any other reason, the
view of the signals is obstructed, the Loco Pilot shall take
every possible precaution, so as to have the train well under
control.
(4) When the Loco Pilot notices a signal warning of an
obstruction, except Detonator(s), he shall stop his train
immediately and act on advice of the person exhibiting
warning signal or on the basis of obstruction noticed by him.
(5) In case no further details of exhibition of warning signal are

noticed, after stopping for one minute by day and two minutes
by night to ascertain the location and / or cause of the warning,

he shall proceed cautiously upto the next block station,
keeping a sharp look out.
(6) A Loco Pilot shall acquaint himself with the system of working,
location of signals and other local conditions affecting the
running of trains on a section or sections of the railway over
which he is to work and if he is not so acquainted with any
portion of the railway over which he is to work, obtain the
services of a qualified railway servant who is conversant with
it to assist him.
SR 3.78 (1) At non-interlocked stations the outermost facing points are required
to be manned vide SR 3.39(9). In case the Loco Pilot finds that
such facing points are not being manned by a railway servant in
uniform, he must stop there and proceed very cautiously to the
station and inform the Station Master and the Guard of the train.
The Guard will also record this fact in the Combined Guard & Loco
Pilot's Report form.
SR 3.78 (2) In the event of a train trailing through wrongly set points, the Loco
Pilot must, on realising the situation, immediately bring his train to
a stand. He must then consult the Guard and the Station Master
and then restart and proceed onward only if he is satisfied that the
train can pass safely over the points without any accident. In no
circumstances what so ever must the train be backed over the
points which have been trailed through as such a course results in
derailment.
SR 3.78 (3) In the case of trains which are not worked A.V.B. throughout
Assistant Loco Pilot and not the Guard as laid down in General
Rule 3.78(2)(b) should walk ahead of the engine.
The Guard should remain in his brake-van to assist in controlling

the train with his hand brake, if necessary.
SR 3.78 (4) For the purpose of GR 3.78(4), the 'qualified servant' shall be a
passed train Loco Pilot or a competent Loco Inspector or a competent
Railway servant.
SR 3.78 (5) Precautions to be taken by the Loco Pilot when view of signals is
obstructed. - In thick, foggy or tempestuous weather impairing
visibility or when the view of the signals is obstructed, the Loco
Pilot shall whistle continuously as per item 9(A) of the unified code
of engine whistle/ SR 4.50 and take every possible precaution
including reduction of speed as necessary so as to have the train
well under control and be able to stop short of any possible
obstruction on the line.
SR3.78(6)(A) Before taking up train working duty on a portion of the Railway

(hereinafter called the section) Loco Pilot/ Assistant Loco Pilot/
Guard shall acquaint himself with the section for which purpose he
shall make three trips for 'learning road' of which at least one should
be during night by the class of train which he is normally required to
work.
(B) On Automatic signalling territory and Ghat Sections Loco Pilot/

Assistant Loco Pilot / Guard will do a minimum number of 5 road

learning trips, of which two will be during night.
(C) Loco Pilot/Assistant Loco Pilot/ Guard shall be deemed to be not

acquainted with a section of the Railway, if a period over six months
has elapsed, since he had last worked on that section and he shall
again learn the road to refresh his knowledge before working on that
section as per the schedule laid down in above SR 3.78 (6)(A) & (B).
Note - For Road learning of the Loco Pilot of an EMU train see SR 4.22
(5) also.
SR 3.78 (7) Also see G&SR 16.06.
SR 3.78 (8) Whenever 'Mail, Express and other Passenger Trains of other
Railways/ Division' are diverted via alternate routes over any portion
of this railway due to any reason, the following precautions and
discipline shall be followed in booking / providing the engine crew
for such diverted trains.
(A) Rajdhani, Shatabdi and similar trains should be worked by Mail,
Express Loco Pilots, even by withdrawing them from their regular
scheduled links.
(B) Mail/Express trains shall be worked by empanelled Goods Loco
Pilots as per Item (C) below.
(C) A panel consisting of adequate number of Goods Loco Pilot, including
number of vacancies of Mail, Express and Passenger Train Loco
Pilots drawn from the Goods Loco Pilots holding grade 'A' cards
shall be available in all Divisional, Sub Divisional Control Offices
and Crew Booking points. The Loco Pilots from such panel should
be deployed to work Mail, Express trains. This panel should be
quarterly updated beginning from each calendar year.
(D) Loco Inspector or a competent railway servant in his lieu must
accompany the Loco Pilot on the foot plate when an empanelled
Goods Loco Pilot as per above is not available.
(E) In case competent crew as specified above is not available for
running a particular type of locomotive, then loco should be changed
with another type for which competent crew is available.
3.79 DUTIES OF LOCO PILOT IN RESPECT OF A CALLING-ON

SIGNAL.-The Loco Pilot of a train shall be guided always by
the indication of the Stop signal below which the Calling-on
signal is fixed. If this Stop signal is at 'ON', he shall bring his
train to a stop. If he finds that the Calling-on signal is taken
'OFF', he shall, after bringing his train to a stop, draw ahead
with caution and be prepared to stop short of any obstruction.
3.80 DUTIES OF LOCO PILOT WHEN AN APPROACH STOP SIGNAL

IS 'ON' OR DEFECTIVE.-
(1) The Loco Pilot of a train shall not pass an Outer, a Home or a
Routing signal that refers to him, when it is 'ON' or defective,
unless.
(B) On Automatic signalling territory and Ghat Sections Loco Pilot/

Assistant Loco Pilot / Guard will do a minimum number of 5 road
learning trips, of which two will be during night.
(C) Loco Pilot/Assistant Loco Pilot/ Guard shall be deemed to be not

acquainted with a section of the Railway, if a period over six months
has elapsed, since he had last worked on that section and he shall
again learn the road to refresh his knowledge before working on that
section as per the schedule laid down in above SR 3.78 (6)(A) & (B).
Note - For Road learning of the Loco Pilot of an EMU train see SR 4.22
(5) also.
SR 3.78 (7) Also see G&SR 16.06.
SR 3.78 (8) Whenever 'Mail, Express and other Passenger Trains of other
Railways/ Division' are diverted via alternate routes over any portion
of this railway due to any reason, the following precautions and
discipline shall be followed in booking / providing the engine crew
for such diverted trains.
(A) Rajdhani, Shatabdi and similar trains should be worked by Mail,

Express Loco Pilots, even by withdrawing them from their regular
scheduled links.
(B) Mail/Express trains shall be worked by empanelled Goods Loco
Pilots as per Item (C) below.
(C) A panel consisting of adequate number of Goods Loco Pilot, including
number of vacancies of Mail, Express and Passenger Train Loco
Pilots drawn from the Goods Loco Pilots holding grade 'A' cards
shall be available in all Divisional, Sub Divisional Control Offices
and Crew Booking points. The Loco Pilots from such panel should
be deployed to work Mail, Express trains. This panel should be
quarterly updated beginning from each calendar year.
(D) Loco Inspector or a competent railway servant in his lieu must
accompany the Loco Pilot on the foot plate when an empanelled
Goods Loco Pilot as per above is not available.
(E) In case competent crew as specified above is not available for
running a particular type of locomotive, then loco should be changed
with another type for which competent crew is available.
3.79 DUTIES OF LOCO PILOT IN RESPECT OF A CALLING-ON

SIGNAL.-The Loco Pilot of a train shall be guided always by
the indication of the Stop signal below which the Calling-on
signal is fixed. If this Stop signal is at 'ON', he shall bring his
train to a stop. If he finds that the Calling-on signal is taken
'OFF', he shall, after bringing his train to a stop, draw ahead
with caution and be prepared to stop short of any obstruction.
3.80 DUTIES OF LOCO PILOT WHEN AN APPROACH STOP SIGNAL

(1) The Loco Pilot of a train shall not pass an Outer, a Home or a
Routing signal that refers to him, when it is 'ON' or defective,
unless.
(a) he has, at a previous station, received notice in writing

specifying that the signal is out of order and unless he also
receives a Proceed hand signal from a railway servant in
uniform at the foot of such signal; or
(b) after coming to a stand, he is either given a written authority

by the Station Master to proceed past such signal or is
authorised by a Calling-on signal in the 'OFF' position or is
authorised by the Station Master over the signal post
telephone in accordance with special instructions.
(2) The Loco Pilot of a train while passing an Outer, a Home or a

Routing signal, when it is 'ON' or defective, shall ensure that
the speed of his train does not exceed 15 kilometres an hour.
SR 3.80 Loco Pilots and Guards must report in their combined train reports
any defects or irregularities they may have observed in the working
of signals.
3.81 DUTIES OF LOCO PILOT WHEN A DEPARTURE STOP SIGNAL

(1) The Loco Pilot of a train shall not pass a departure Stop signal
that refers to him, when it is 'ON' or defective, unless his train
has been brought to a stop at the station, where the defective
signal is situated and he is authorised to do so-
(a) By a written permission from the Station Master, in addition,

in the case of a starter, or Advanced starter protecting
points, he shall not pass such signals, when 'ON' or
defective, unless he also receives a 'proceed' hand signal
from a duly authorised member of the station staff, posted
at the signal, or
(b) By taking 'OFF' the calling-on signal, if provided under

approved special instructions, vide sub-rule (2) of Rule 3.13.
(2) In the case of a last Stop signal, he shall not pass such signal,
when 'ON' or defective, unless he is also in possession of a
proper authority to proceed under the system of working.
SR 3.81 (1) On a double line section, when the failure of the last Stop signal
does not render Block Instrument out of commission, Line Clear
Working shall continue to be done on the Block Instrument itself,
but while despatching a train into the Block Section, an endorsement
shall be made on the Form T/369 (3b) by the Station Master to the
effect that 'Line Clear has been obtained on Block Instrument'. The
private number received from the Block Station in advance shall
also be recorded thereon. The Loco Pilot shall not take his train
into the Block Section unless, this remark has been made on Form
T/369 (3b). Also see SR 3.70(3)
SR 3.81 (2) If a train stands with engine beyond Starter and has to be started
from that position, the Station Master will take 'OFF' the Starter and
advise Loco Pilot and Guard of the train in writing to start, observing
the signal taken 'OFF' for their train. In case the Starter signal cannot
be taken 'OFF' due either to occupation of track circuited section or
any other reason, the Station Master will issue a written advice to
the Loco Pilot and Guard to start their train. The Station Master,
before issuing such advice, shall ensure that everything is all right,
for the train to be started.
3.82 PERMISSION BEFORE ENTERING ON OR CROSSING A

RUNNING LINE.-No Loco Pilot shall take his engine on or
across any running line until he has obtained the permission
of the Station Master and has satisfied himself, that all the
correct signals have been shown.
SR 3.82 'Authority to enter or cross running Line - no engine shall leave the
locomotive yard for traffic lines or vice versa, unless accompanied
by and under the orders of a Traffic Pilotman. The Pilotman may be
dispensed with when such movements are controlled by fixed
signals.'
3.83 ASSISTANCE OF THE ENGINE CREW REGARDING SIGNALS.-
(1) The Loco Pilot and the Assistant Loco Pilot shall identify each
signal affecting the movement of the train as soon as it
becomes visible. They shall call out the aspects of the signals
to each other.
(2) The Assistant Loco Pilot shall, when not otherwise engaged,
assist the Loco Pilot, in exchanging signals, as required.
(3) The provisions of sub-rules (1) and (2) shall, in no way, absolve
the Loco Pilot of his responsibility in respect of observance
of and compliance with the signals.
3.84 DUTIES OF LOCO PILOTS AS TO SIGNAL WHEN TWO OR

MORE ENGINES ARE ATTACHED TO TRAIN.-When two or more
engines are attached to a train, the Loco Pilot of the leading
engine shall be responsible for the observance of and
compliance with the signals and the Loco Pilot or Loco Pilots
of other engine or engines shall watch for and take signals
from the Loco Pilot of the leading engine, except in case,
where special instructions are issued to the contrary.
SR 3.84 Detailed instructions regarding attaching two or more engines to a

train are given in Operating Manual.
3.85 REPORTING OF DEFECTS IN SIGNAL.-
(1) Should a Loco Pilot or a Guard observe that a signal is

rendered imperfectly visible by branches of trees or by any
other cause, or that a signal light is partially obscured or not
burning brightly enough to give a clear aspect, he shall report
the matter to the Station Master at the next station, at which
the train stops.
(2) When such a report is made by a Loco Pilot or a Guard, the

Station Master shall take immediate steps to advise the Station
Master concerned who shall get it rectified.
[Reference SR 3.61 (15) and (16)]
APPENDIX 'A'
NoT/361………………
STATION DETONATOR REGISTER
At…………………………………
INSTRUCTIONS
1. This register contains the following parts (which are given in

Annexure- B in this chapter): -
Part I. Particulars of Fog Signalman posted at the Station from time to

time (T/361.1).
Part II. Particulars of receipt and stock of detonating (fog) signals at the
station, to be filled in whenever detonators are used or received
(T/361.2).
Part III. Periods of Fogs. Fog Signalmen on duty and details of detonators
used (T/361.3).
Part IV. Particulars of Issue and Testing of Fog Signals at Depot, Station,
Loco Shed. etc (T/361.4).
2. As soon as a man is posted to or detailed for duty at a station as a

FogSignalman, the Station Master must satisfy himself that the
man is fully acquainted with and understands the rules relating to
the placing of detonating (fog) signals at stations during thick or
foggy weather. As an assurance of this, the Station Master shall
take the signature or thumb impression of such men in the
appropriate column of part-I of this Register.
3. The Station Master shall ensure that the information to be maintained

in this register, is kept upto date and is accurate in all respects.
4. Transportation Inspectors shall check the register, as also the stock

of detonators on hand each time they visit a station and initial with
date as an indication of their having done so.
APPENDIX 'B'
Instructions for the supply and use of detonating (fog) signals at stations to
indicate to the Loco Pilots of approaching trains, the location of a signal.
1. Recruitment.-Fog Signalmen will be detailed for duty at station, being

recruited partly from the station traffic staff and partly from
Engineering Gangmen and must not be substitutes but regular
employees of the railway.
2. Relief.-Divisional Railway Managers will arrange for a relief force for relieving
Fog Signalmen at stations in areas in which fogs are prevalent, when
such men are absent on account of sickness or authorised leave.
3. Supply and Method of use.-
(A) Each Fog Signalman while being sent to the Fog Signal Post, will
be given 20 detonating (fog) signal (patakha). The Station Master
shall ensure that fresh supplies of detonating (fog) signals are sent
out as necessary, to the men in replacement of those used.
(B) One Fog Signalman must be sent to each of the Fog Signal Posts
which are erected at all stations in rear of (i.e. outside) the first stop
signal.
(C) Each fog signalman on reaching the fog signal post must at once
place and secure on the rails two fog signals (Patakha) about 10
metres from each other, one being opposite and on the rail next to
the fog signal post and the other beyond it and in the direction from
which the incoming train would come.
(D) He will then station himself 45 metres behind the fog signal post(see
diagram under SR 3.61(9).
(E) Fog signalmen must never leave their posts until relived by another
trained Fog signalman.
(F) A Fog signalman must never sleep while on duty at the fog signal
post. He must realise that the lives of many people depend on his
alertness and devotion to duty.
(G) If a train is approaching at the time a Fog signalman is being relieved
at a fog signal post, both men will allow that train to pass and
explode the detonating(fog) signals already placed and secured on
the line. As soon as the train has passed or if no train is approaching
the fog signalman who is being relieved will pick up the last two
detonators (fog) signals he had placed on the line and take them
with any unexploded detonators or exploded cases he has, back to
the station. The fog signalman coming on duty will place two fresh
detonators on to the line as laid down in sub-rule (C) above.
4. Exception for Branch Lines.-On branch lines or sections, on which
traffic is light, the Station Master on duty may, under 'special
instructions' send a fog signalman out to the fog signal post for
reception of each individual train. This procedure will only be
permitted if it is provided for in the Station Working Rules and in
accordance with Subsidiary Rule 3.61(13).

5. Method of securing.-Detonating (fog) signals shall be placed on
the line with the label or brand upwards and shall be secured by
bending the clasp round the head of the rail.
6. Placing Detonating (Fog) Signals on a Mixed Gauge.-Where

the use of detonators is necessary under these rules on a mixed
gauge detonators shall be placed on one rail of each gauge, or on
the rail common to both.
Examples: -
(A) Where one rail is common to both gauges.
(1) (1) (1) A 10 M A
(2) (2) (2)
(3) (3) (3)
(1) Rail common to Broad Gauge and Metre Gauge.
(2) Metre Gauge Rail.
(3) Second Broad Gauge Rail.
(B) Where there is no rail common to the two gauges.-
1 and 4. Two Broad Gauge Rails.
2 and 3. Two Metre Gauge Rails.
(C) In case (A) the detonator (fog) signal will be placed at
A…..............(1)...........….(1)…............(1)…...............A.
Note: - The detonating (fog) signals must always be placed on the rail
common to both gauges, irrespective of whether it is nearest to the
fog signal post or not.
(D) In case (B) the detonating (fog) signals must be placed at
A……………...............…..A and B………........................…...B.

7. Renewal of Detonating (fog) Signals. - On both double and single

lines, detonating (fog) signals shall be placed on the rails for each
train and shall be renewed each time a train passes over them.
8. Hand Signal.-
(1) The fog signalman shall always carry a lighted hand signal lamp in
foggy or tempestuous weather or in a dust storm.
(2) If the fog signalman is aware of any obstruction on the line, he shall
show a 'danger' hand signal to an approaching train. Under no other
circumstances shall a fog signalman show a hand signal to the
Loco Pilot of an approaching train, but on single line sections, for a
train leaving a station, the fog signalman shall show a 'Proceed'
(green) hand signal to the Loco Pilot.
9. Acknowledgement of Rules.-The Station Master must obtain the

signature or thumb impression of fog signalmen in the Station
Detonator Register, as an acknowledgement that they know and
understand the rules for signalling of trains.
10. Record of Detonating (fog) Signals and Exploded Cases.-
(1) The Station Master on duty shall be responsible for ensuring that
the Fog signalmen before going out on duty to the fog signal post
count the number of detonating (fog) signals issued to them. This
number will be entered in the 'Station Detonator Register' in form
Appendix 'A' and the Station Master on duty and the Fog signalmen
shall jointly sign this entry.
(2) As each train has passed over the detonating (fog) signals placed
for it, the fog signalman will collect the exploded cases (not omitting
the cases of detonators which have failed to explode) and when his
period of duty is over, or when he is recalled on the weather clearing
up, he shall bring all the used detonators and any unused detonators
he still has and make them over to the Station Master on duty. The
Station Master on duty must enter in the 'Station Detonator Register'
in form Appendix 'A' the number of used detonators and unused
detonators and both the Station Master and Fog signalman will
sign against this entry. If the fog signalman is illiterate, the Station
Master will take his thumb impression.
Annexure - A
S&T (T/351) S&T (T/351) S&T (T/351)

WR WR WR
Sr. No.——- Sr. No.—— Sr. No.———
Signal and Signal and Signal &
Telecommunication Deptt. Telecommunication deptt. Telecommunication Deptt.
ACKNOWLEDGEMENT OF
DISCONNECTION /
RECONNECTION NOTICE
RECONNECTION NOTICE DISCONNECTION NOTICE
No.—————— No. ——————— No.————————-

To To,
The Station Master on duty Notice for reconnecting Notice to Transportation
at ————— station / cabin. signaling gear staff for disconnecting
For disconnecting the signalling gear.
following gears:-*————— Division ——. No.——
————————————— Division—————————
—————————————
———————————— on No. —————.
The Station Master on
———— at ———————
duty at ————— Station.
hours for_____hours_____ To
minutes to attend failure / for Please note that the The Station Master on
maintenance. (Expected disconnected gear/s duty at ————— station.
duration of disconnection) referred to in notice no. —
——————————- —————————— has / Please note that the
SSE / MSM / ESM have been reconnected on following gears will be
Notice about disconnection —————————at —— disconnected on—————
received at ———— hrs. on ———hrs.——— minutes. —— at ————— hours —
———— 20—. ————minutes for
—————————
Signature of SM ___hours____ minutes to
Disconnection allowed/not ———————- attend failure/for
allowed ** on —— at —— hrs. Signature maintenance. -*——————
———————————— —————————————
Signature of SM —-————————————
Disconnection will be ———————- —————————————
allowed at ——— hours.—— Designation —————————————
minutes on ————— 20—. —————————————
————————————- Date ——————— ———————————
Signature of SM (Expected duration of
Reconnected at ———hours. disconnection)
on ——20—— Time ———————
———————————- ——————
SSE / MSM / ESM. Signature
Notice about reconnection ——————
received at ———hours —— Designation
minutes . on —— 20—.
———————————- Date ——————
Signature of SM
Time ———————
* Fill in the details of the gear/
s to be disconnected.
*Fill in details of the gears
**Reasons for not allowing
to be disconnected.
disconnection to be
recorded.
Annexure-B Form No. T/361(1)
110
WESTERN RAILWAY
Station Detonator Register

PART - I
Fog Signalman Posted
At…………………………Station
Period for
which worked Name of Substantive Assurance Signature of Date of testing of the Fog Signature of Signature of
at the station Fog post of Fog of Fog Station Signalman in his duties Fog Station
Signalman Signalman Signalman Master by the Station Master Signalman Master
SIGNALS
From To
CHAPTER III
WESTERN RAILWAY Form No. T/361(2)

CHAPTER III
PART - II
STOCK OF DETONATING (FOG) SIGNALS
At…………………………Station
Opening Stock used Closing balance Signature of

Stock received on Particulars
Date Balance of during day of detonators Station
date of receipt
Fog Signals on hand Master
SIGNALS
111
1
Date
dec ne mmo C e m iT
2
desi v dal ort noc dna

M H
dna der ael c e miT

3
Duration of
desi v dal ort noc

M
na m
l a ngi S goFf o e ma N
4
yt ud no
H
na m
l a ngi S goF e m
iT
5
t uot nes
M
6
na ml a ngi S goF oT
. oN
7
H
Sent out
No. of detonating
e mi T
(fog)signals issued
for renewal
- er p m
I b muhT/ er ut a ngi S
8
na ml a ngi S goFf o noi ss

f o er ut a ngi S
9
r et sa Mnoi t at S
10
des u hci h wr of s ni ar T
PART - III
na ml a ngi S goF
11
noi t at s ot de nr ut er
M
WESTERN RAILWAY
sr ot a not ed des u n U
12
de dol pxe f oll e h S

At…………………………Station Up/Down
esoht dna sr ot a not e d

13
hci h wsr ot a not e d

e dol pxe ot deli af
f o ec nal a B
t on sr ot anot e d
14
y b det nuocca
) 31( &) 21(
Station Master on duty
No. of detonators returned to
t onr of noi t a nal px E
15
sr ot anot ed det nuocca
r o na ml a ngi S goF
16
noi sser p mi b muht
nor et sa Mnoi t at S
17
Signature of
yt ud
18
Remarks
Form No. T/361(3)
WESTERN RAILWAY Form No. T/361(4)

CHAPTER III
PART -IV
At…………………………Station / Shed /Office

Month
Year and No. of Month and
Sr. No. of and year Date
Ticket No. Date of month of No. Date Detonator year of
No. Name Designation Deto- of manu- of
and Issue manu- used used tested the
nators facture test
P. F. No. facture of the detonators
issued
of replaced tested
detonators detonators
SIGNALS
113
Annexure-C
FormNo.T/369(1)
Sr. No._______
WESTERN RAILWAY
ADVANCE AUTHORITY TO PASS DEFECTIVE SIGNALS
AT STATION_______________
(Record / Loco Pilot)
Station______________ Date ___________
To
The Loco Pilot of Train No. ______________Up/Down
As per advice of Station Master, ____________________________ Station,

*Up/Down ________________________________________Signal/s *is/are out of
order at _____________________Station. You shall, therefore, stop at the first
Stop Signal and after being Hand Signalled past the approach Signal
proceed at a restricted speed not exceeding 15 KMPH.
________________ ________________________
Signature of Loco Pilot Signature of Station Master
Station Master Stamp
Date ______________
*Strike out whichever is not applicable

Annexure-D
Form No.T/369-(3 b)
Sr. No.______
WESTERN RAILWAY
AUTHORITY TO PASS SIGNALS IN ‘ON’ OR DEFECTIVE POSITION
(Record/Loco Pilot)
Station _______________ Date _________
Time __________
TO
The Loco Pilot of Train No.____________________ Up/Down
Description and ____________________]
No. of Signals. _____________________] AT STATION ___________is /are OUT
OF ORDER.
_____________________]
_____________________]
You are hereby authorised to pass the defective Outer/Home/Inner
Home/Routing/ Starter/ Intermediate Starter/ Advanced Starter/IBS signal/s
at ‘ON’ position at a speed not EXCEEDING 15 KMPH.
* The train will be admitted on line No.(in words)____and (figures) ______.
** In case of failure of Advanced Starter Signal/Last Stop Signal - Line clear
has been obtained on Electrical Communication Instrument from____station.
Private No. Received(in figures)_____(in words) _________
________________ ________________________
Date _________________ Date__________________
* In case of Routing/Inner Home/Home Signal is defective
**In case of failure of Advance Starter/Last Stop Signal on Double Line Territory.
INSTRUCTIONS
Strike out whichever is not applicable.
Loco Pilot proceeding on this authority must observe instructions mentioned
at the back of this form.
IMPORTANT INSTRUCTIONS
(1) For approach signal Loco Pilot is authorised to pass the defective signal
at ‘ON’ on the Authority delivered through a competent railway servant
at the foot of the defective signal.
(2) For Starter Signal, The Loco Pilot to pass such signal on the Authority
handed over at the station and in addition thereto, a competent railway
servant shall show hand signals to departing train in accordance with
the instructions of Station Master
(3) In case of defective Advanced Starter Signal, hand signals may be
dispensed with and Loco Pilot to pass such signal by a written authority
handed over at the station. Except in case of an Advanced Starter Signal
protects any points, hand signals shall not be dispensed with.
Annexure- E Form No. T /369(A)
Sr. No. ————
WESTERN RAILWAY
AUTHORTIY TO PASS MANUAL STOP SIGNALS IN

‘ON’ OR ‘DEFECTIVE POSITION’
(To be used in Automatic Block Sections/Mumbai Local Suburban section)
To the Loco Pilot of Train No…………..Up/Dn. No………..

Description———————————————————————————————
————————————————————————————————————
———————Signal (s) number (s)————————— at —————————
———— is / are defective.
1* When stop signal (s) You are authorized to pass the

governing the approach of a above mentioned stop signal (s) at
train to a station is / are ‘ON’ danger at a speed not exceeding
/ Defective and authority is 15 Kmph. on receiving the proceed
given by the station in rear. hand signal from a duly authorized
2* When stop signal (s) member of station staff posted at
governing the approach of a the signal and act upon the
train to a station is / are ‘ON’ indication of the next signal only
/ Defective and authority is after is has been reached.
given by the station at which
signal (s) is / are defective.
Proceed hand signal has been
3* When stop signal (s) dispensed with as the stop signal
governing the departure of a does not protect points.
train from the station is / are
‘ON’ / Defective and authority
is given at a station at which
signal (s) is / are
defective.(SR 3.81)
You are expressly warned to be prepared to stop short of any

obstruction and to observe every caution while approaching leave crossing
gates.
* Delete which is not applicable.
* This form is replacement of old Form No.T 88 B / R 3
Station—————— ———————————— —————————————

Date——————— Date——————————— with Station Stamp.

CHAPTER IV WORKING OF TRAINS GENERALLY 117
CHAPTER IV
WORKING OF TRAINS GENERALLY
A. TIMING AND RUNNING OF TRAINS
4.01 STANDARD TIME.—The working of trains between stations

shall be regulated by the standard time prescribed by the
Government of India, which shall be transmitted daily to all
the principal stations of the railway at 16.00 hours in the
manner prescribed.
SR 4.01 (1) Clocks provided in Control / Sub Control offices shall be daily
synchronised with the standard time of the All India Radio at the
appointed time by nominated staff of Telecommunication department.
SR 4.01 (2) Control offices shall daily transmit the correct time at 08.00 hours
and 16.00 hours to all stations and Loco sheds. On non-controlled
sections, Station Master shall adjust the time with the time of
adjacent station connected with Control office or / and with the
watch of the Guard.
SR 4.01 (3) Shed staff shall be responsible to set the clock of speedometers of
locos according to control timing before locos are turned out for
train service.
SR 4.01 (4) Guards and Loco Pilots shall record in their journal and Combined
Train Report for setting their watches as provided in GR 4.03. They
shall also bring variation of time, if any to the notice of Station In-
charge.
SR 4.01 (5) Station Master shall daily record the variation of time in the separate
Register provided for the purpose. If there is no variation, this shall
also be recorded.
4.02 ADHERENCE TO ADVERTISED TIME.—No passenger train or
mixed train shall be despatched from a station before the
advertised time.
4.03 SETTING WATCH.—Before a train starts from a terminal or
crew-changing station, the Guard shall set his watch by the
station clock or the clock at the authorised place of reporting
for duty and communicate the time to the Loco Pilot who
shall set his watch accordingly.
4.04 TIME OF ATTENDANCE FOR TRAIN CREW.— Every Guard, Loco
Pilot, Assistant Loco Pilot shall be in attendance for duty at
such place and at such time as may be prescribed by special
instructions.
4.05 PROPER RUNNING LINE. — The Loco Pilot shall take his train
along the proper running line.
4.06 DIRECTION OF RUNNING.—
(1) On a double line, every train shall run on the left hand line
unless otherwise prescribed by special instructions.
(2) If there are two or more parallel lines, the direction in which
trains are to run on each line shall be prescribed by special
instructions.
118 WORKING OF TRAINS GENERALLY CHAPTER IV
4.07 SUPPLY OF WORKING TIME TABLE AND SCHEDULE OF

STANDARD DIMENSIONS.-
(1) A copy of the Working Time Table for the time being in force
shall be supplied to each station, Guard, Loco Pilot, Inspector
of Way or Works and any other railway servant requiring the
use of the Working Time Table during the course of his duties.
(2) A copy of the Working Time Table shall, on issue, be supplied
to the Commissioner of Railway Safety.
(3) A copy of the Schedule of Standard Dimensions for the time
being in force shall be supplied to each Inspector of Way or
Works and Section Engineer (C&W).
SR 4.07 Schedule of Standard Dimensions with reference to rule (3) of GR
4.07 above are given in Appendix-A to para 3404 of revised Operating
Manual.
B. SPEED OF TRAINS
4.08 LIMITS OF SPEED GENERALLY.—
(1) (a) Every train shall be run on each section of the railway within
the limits of speed sanctioned for that section by approved
(b) The sectional speed sanctioned and permanent speed
restrictions shall be shown in the Working Time Table.
(c) The Loco Pilot shall observe the sanctioned speed except
when either one speedometers in case of electric loco or
two speedometers in case of other locomotives are defective.
In such cases of defective speedometers both the maximum
permissible speed and booked speed of coaching trains shall
be reduced by ten percent from the speed otherwise
permissible.
(2) The Loco Pilot shall —
(a) regulate and control the running of the trains according to
the Working Time Table, so as to avoid either excessive speed
or loss of time and
(b) not make up between any two stations more time than is
allowed in this behalf in the Working Time Table and shall
also observe all speed restrictions.
(3) When it is necessary to indicate to the Loco Pilot where trains
are to run at a restricted speed or where trains have to come
to a stop due to the line being under repairs or due to any
other obstruction, action shall be taken as specified in Rule
15.09.
SR 4.08 (1) Subject to all temporary and permanent speed restrictions and the
maximum permissible sectional speeds as laid down in the Working
Time Table for each section concerned, the general maximum limits
of speed alongwith explanations are given in ‘General Instructions
of Working Time Table in force’.
SR 4.08 (2) In the event of a Railway official noticing that a Loco Pilot is
exceeding the sanctioned sectional speed or the maximum
permissible speed for the class of the train or the speed restriction
either temporary or permanent, he shall take measures to advise
the Loco Pilot of the fact at the next stop and submit a report, as
early as possible, to the Sr..DOM / DOM and Sr.DME/DME or
Sr.DEE/DEE concerned.
SR 4.08 (3) Attaching of Goods Stock to Passenger Trains: —

(A) Goods stock, duly certified ‘fit to run on passenger trains’ by train
examining staff, can be attached to run on passenger trains (except
Mail and Express trains) with strict adherence of marshalling orders
of mixed trains.
(B) Maximum speed of such mixed train shall not exceed the maximum
speed of the passenger train running over that section on which the
goods stock is attached. The goods stock so attached on a
passenger train is to be certified by competent C&W staff, as fit to
run with maximum sectional speed of the passenger train. Running
of Mixed Train with Maximum Permissible Speed, maximum Load
permitted and Marshalling order should be prescribed in the working
Time Table in force.
(C) Goods stock must be attached next to the train engine unless the
contents are livestock, explosive, dangerous or inflammable goods
in such case these should be attached in the rear.
(D) On Metre Gauge section having gradients of 1 in 100 or steeper the
mixed trains should be marshalled with the coaching vehicles next
to the train engine and goods vehicles attached in the rear of
coaching vehicles.
(E) Vacuum/ Air-braked piped vehicles are not permitted to be attached
behind the rear brake-van of a fully vacuumed / air-braked train.
They may, however, be attached inside the rear brake-van, provided
interference to electric connection is not caused. The last 3 vehicles
including the brake-van must however be with effective vacuum / air
brake and operative cylinders.
(F) Section Engineers (C&W) at all stations where coaching and goods
trains are examined shall examine all goods stock attached to
Passenger trains, even though the train to which they are attached
is not ordinarily examined at that station. At these stations, this
examination will be confined to the goods stock only and will be a
‘safe to run’ examination.
(G) On sections where no C & W staff is provided at the terminal station,
the C & W staff at the originating station of the mixed train will give
the certificate for both the outward and the inward journey of the
wagons whether loaded or empty indicating the terminal station.
SR 4.08 (4) No locomotive shall be turned out from the shed with deficient or
defective speedometer. In case both the speedometers become
defective enroute, the Loco Pilot shall work the train at speed 10%
less than the maximum permissible / booked speed as the case
may be, estimating the speed with the help of his watch, KM posts
and inter-station running time given in the Working Time Table.
4.09 CAUTION ORDER.—
(1) Whenever, in consequence of the line being under repair or
for any other reason, special precautions are necessary, a
Caution Order detailing the kilometres between which such
precautions are necessary, the reason for taking such
precautions and the speed at which a train shall travel, shall
be handed to the Loco Pilot at the stopping station
immediately short of the place where such precautions are
necessary, or at such other stations and in such manner, as
prescribed under special instructions.
(2) Sub-rule (1) does not apply in the case of long continued
repairs when fixed signals are provided at an adequate
distance short of such place and have been notified to the
running staff concerned.
(3) The Caution Order referred to in sub rule (1) shall be on white
paper, in Blue or Black font or typed or made out on computers
with the words ‘CAUTION ORDER’ written on the top of the
form in bold letters of appropriate font size to draw attention
distinctly and signed in full.
SR4.09 (1)A Caution Order, as referred in rule (1), (2) & (3) of GR 4.09 above,
shall usually be issued on form no. T 409 as given in Annexure-A at
the end of this chapter, in the following contingencies: -
(A) When works on track, signalling and overhead equipment are taken
up under intimation from the official concerned [SR15.08(5)(A) (ii)]
(B) On intimation after rail fracture is repaired [SR 15.08 (2) (C)]
(C) Imposition of Temporary Speed Restrictions [SR 15.08 (1) and (2)]
(D) Material Lorry and Riding trolly working on partial Block [SR 15.27
(4) (A) to (F)]
(E) Motor Trolly following another motor trolly [SR 15.25 (6) to (10)]
(F) Abnormal jerk experienced and reported by Loco Pilot [SR 6.07(2)].
(G) Reception of a train on an obstructed line [G& SR 5.09]
(H) Anything unusual with the train [SR 4.17 (2)(B)& (C)].
(I) When crane is working on one of the lines on double line section
[SR 4.27 (6) (B)].
(J) When crane is working on a running line within station limits
[SR4.27(7)].
(K) Private Number not exchanged between two block cabins at a station
[SWRs].
(L) Reception of trains over defective or damaged points [G&SR 3.77].
(M) Key of DK siding given to Mechanical Signal Maintainer or lost
[SWRs]
(N) Engineering patrolman does not arrive in time [SR 15.05].
(O) As specified in Traffic Working Order.
(P) Single line working introduced on double line section [SR 6.02 (i)
(9)(10) & (11)].
(Q) During total interruption of communications on double line sections
[SR 6.02 (iii) (3) (B)].
(R) During total interruption of communications on single line [SR 6.02
(iv) (4)(4.1)(ii)].
(S) During single line working on double line during total interruption
[SR 6.02 (ii) (2)]
(T) Sending of a second train to the site of accident [SR 6.02(v)(B)(2)]
(U) Working of a material lorry on ‘ONE TRAIN ONLY’ system [SR

13.03 (5) (B) (ii)].
(V) When a fixed signal is shifted [SR 3.26 (2)].
(W) Private Number could not be obtained from station in advance though
line clear obtained (BLOCK WORKING MANUAL)..
(X) A train carrying passenger or a goods train does not arrive within 10
and 20 minutes respectively after allowing for its normal running
time on double line and parallel section [GR 6.04 (1) & (2)].
(Y) Station Master unable to contact Gateman in mid-section on
telephone [SWRs]
(Z) Wagon (s) having less than 10 feet rigid wheel base [SR 4.08].
(AA) Section of OHE faulty [SR 17.09(8)]
(AB) Any other cause or occurrence warranting the exercise of Special

Caution viz. Blanking off of alarm chain apparatus, ODC on train,
etc.
SR 4.09 (2) Sending of information.—
(A) Whenever in consequence of the line, including OHE, being under
repairs or for any other reason special precautions are necessary,
or when any danger to safety of trains is apprehended, the Station
Master receiving such information shall immediately inform the
Station Master at the other end of the affected block section, the
Controller, the Centralised Traffic Control Operator, the Power
Controller, the Traction Power Controller, the Sr. Section Engineer
(Loco), other railway servants concerned and the notice station or
stations (to be specified in the Working Time Table) of such
conditions under exchange of private numbers.
(B) The Controller / the Centralised Traffic Control Operator / Traction
Power Controller /Power Controller shall in turn ensure that all the
Station Masters and the Sr. Section Engineer (Loco) concerned
have been advised of such conditions.
SR 4.09 (3) Procedure for Issue of Caution Order

(A) By the Station Masters at either end of the affected block section.—
(i) The Station Master receiving advice about the line being under
repairs, or any other eventuality endangering safety of trains,
necessitating exercise of caution, shall not permit any train or any
vehicle running under block protection to enter the affected block
section either from his station or from the other end, unless –
(a) the Station Master at the other end has acknowledged receipt of
such information;
(b) he has warned the Loco Pilot and the Guard of the danger ahead
and its location by the issue of Caution Order except in case of
permanent speed restrictions which are notified in the Working Time
Table, or
(c) he has ensured that Caution Order has been issued by the Notice
Station concerned; or
(d) he has received advice about restoration of normal working.

(ii) The Station Master at the other end of the affected block section
shall also take action in accordance with SR 4.09 (3)(A)(i)(b) to (d)
above.
(iii) Run through train shall be stopped out of course for issue of Caution
Order till such time it has been ensured that a Caution Order has
been issued by the Notice Station concerned.
Note: - All work trains, departmental trains and light engines should be
treated as scheduled stopping trains for the purpose of issuing
Caution Order.
(B) By the Station Master of Notice Station.—
(i) On receipt of advice of the line being under repairs or any other
eventuality endangering the safety of trains, necessitating exercise
of caution, the Station Master of the Notice Station shall acknowledge
the same and shall not allow any train which has to pass through the
affected block section, to leave his station unless he has warned the
Loco Pilot and the Guard of the danger and its location through the
issue of a Caution Order. He shall also advise the Station Master of
the station in rear of site of restriction of the particulars of the first
train to which the Caution Order has been issued.
(ii) The Station Master of a Notice Station shall issue ‘NIL’ Caution
Order on form no.T/A 409 as given in Annexure-B at the end of this
chapter to the Loco Pilots and the Guards of all trains leaving his
station if he has received no intimation of any special precautions
to be observed between his station and the next Notice Station of
the train, in the direction of movement.
Note: - The Loco Pilot shall not start the train and the Guard shall not give
signal to start the train from a Notice Station until they have received
the Caution Order.
(C) In case of trains originating from stations other than notice stations–
In case of a train originating from a station which is not a notice
station, the Station Master shall consult the Controller or the
Centralised Traffic Control Operator or the Traction Power Controller
or the Notice Station in rear or the Notice Station in advance (on
single line sections only) and issue Caution Order upto the Notice
Station in advance. However, when such information can not be
collected by the station due to failure of communication with control
or the Notice Station in rear or the Notice Station in advance (on
single line section only) and it becomes absolutely necessary to
start the train originating from the station, the train should be started
after issuing a Caution Order for restrictions, if any, or a ‘NIL’ Caution
Order up to the block station in advance giving a written advice to
the Loco Pilot to stop at the block station in advance and act upon
the instructions available there. This procedure will be followed till a
station is reached which can obtain particulars of all restrictions up
to the Notice Station in advance.
(D) Change of train crew en route.—In case of change of train crew en-
route – the Loco Pilot / Guard taking over charge must take over all
Caution Orders relating to his train to acquaint himself of the
conditions of the line giving due acknowledgement to the Loco Pilot
/ Guard who is being relieved.
(E) Attaching of Assisting / Banking engine en route - In case of an

assisting or a banking engine being attached at a station en route,
the responsibility for acquainting himself about restrictions, shall
lie on the Loco Pilot of such an engine who shall contact the train
engine Loco Pilot or the Guard, as the case may be and get the
necessary information.
(F) During failure of communication - During failure of communication
the Station Master of the station immediately in rear of the affected
block section shall issue Caution Order to trains of all descriptions
irrespective of whether it is a single line section or a double line
section and irrespective of the system of working in force, on the
section.
(G) In case of power blocks on electrified sections - In case it becomes
necessary to permit movement of vehicles hauled by diesel
locomotives on a section under power block for a running line, a
Caution Order must be issued as per rules irrespective of the nature
and duration of work and whether it has been asked for by the line
staff or not.
(H) In case of local/suburban trains. — In the case of train running on
suburban sections Caution Order shall be issued to the Loco Pilots
and Guards by the Station Master only of such stations as are
indicated and specified in the Working Time Table except, in case
of emergency necessitating sudden imposition of speed restrictions.
In respect of these trains, the Caution Order may be either typed,
cyclostyled or printed as considered necessary, covering the entire
section on which the train is to run and shall be issued only once
unless some speed restriction/restrictions is/are required to be
cancelled or some further speed restriction/restrictions is/are
required to be imposed.
Note: - Caution Orders to Suburban trains (EMU /MEMU services) will be
issued hand written/ cyclostyled/ typed on Form T 409/Local as
applicable to Loco Pilots/ Motormen and Guards. The Loco Pilots/
Motormen and Guards shall also acquaint themselves with the
various speed restrictions on all the lines on their section between
CCG–VR before signing on duty
(I) In case of stations where no train is booked to stop.—
(i) a Caution Order shall normally not be issued except in an
emergency necessitating sudden imposition of speed restrictions;
and
(ii) if any information warranting issue of a Caution Order is received
by Station Master of such a station, he shall immediately advise
the adjoining block stations for the issue of Caution Order and only
after obtaining their acknowledgements in this regard under exchange
of private numbers, shall acknowledge the message requiring
imposition of speed restrictions.
(iii) on receipt of such information the Station Master of the adjoining
station who receives the information first shall act as if he had himself
received the massage for imposition of the restriction.
SR 4.09 (4) Description and Preparation of Caution Order.—
(A) Caution Orders shall be prepared in the prescribed form no.T/409
as given in Annexure -A at the end of this chapter on white paper

with green fonts, except as specified in SR 4.09(4)(E) & (H). All
forms should be serially numbered and the name of the station
issuing it shall be stamped on each foil. It shall be in three foils –
one each for the Loco Pilot, the Guard and the Station Record. In
case of trains worked by engines manned by Loco Pilots and Co-
Loco Pilots, the Caution Order shall be prepared in four foils – one
each for the Loco Pilot, the Co-Loco Pilot, the Guard and the Station
record.
It should be prepared neatly and legibly in triplicate or quadruplicate
by carbon process. For suburban trains, Caution Order (Form T
409 /Local) having only one foil are used.
(B) The printing of Caution Order forms should be bilingual, i.e. in English
and Hindi / regional language.
Note: - These may be printed trilingual also, viz, Hindi, English, regional
language, if so warranted by local conditions.
(C) A Caution Order should have space enough at least for three
restrictions. No entries should be made on the back of the Caution
Order. If more than one Caution Order form is used, pages should
be serially numbered as Page 1, Page 2, Page 3, etc.
(D) It shall specify the kilometrage and the station at which or the
stations between which caution is required to be observed, the
reasons there for and the speed at which the train will travel on the
restricted zone. Station codes should not be used. Names of the
stations concerned should be written in full.
(E) Caution Order shall be specifically made out for each train separately
except at specified stations and for specified trains, e.g., Rajdhani
Express, through goods train with long runs, local/suburban trains,
etc., in which case it may be typed, cyclostyled or printed provided
that it shall be checked up again at the time of service to ensure
that all locations where caution is required to be observed have
been incorporated therein. Necessary provisions in this regard shall
be made in the Station Working Rules of stations concerned and
such station / trains shall be specified in the Working Time Table.
Wherever speed restrictions are required to be observed at two or
more locations, the kilometrage of all such stations should be
indicated in geographical order in relation to the direction of
movement.
(F) It shall always be dated and signed in full.
(G) In case of any error or over-writing, it shall be cancelled and a fresh
one prepared.
(H) As a temporary measure, the Caution Orders may be permitted to
be prepared on white paper with a green band running diagonally
across the form.
(I) Reminder Caution Orders on form no.T/B409 as given in Annexure-
C at the end of this chapter should also be issued by the Station
Master of the block station immediately in rear of the affected block
section to only the Loco Pilots of all scheduled stopping trains only
and of those trains which may be stopped out of course.
On single line sections where a tangible authority to proceed is
given, Reminder Caution Orders (T/B 409) should be given to the
Loco Pilots of through trains also alongwith the authority to proceed,

while running through the station. Reminder Caution Order (T/B
409) may not be issued on suburban sections under special
instructions.
SR 4.09 (5) Service of Caution Order.—
(A) The Caution Order shall be delivered to the Loco Pilot and the Guard
of train by the Station Master either personally or through a
competent Railway Servant deputed by him and the signatures of
Loco Pilot and Guard obtained on the record foil in token of their
having received and understood it. When more than one foil is served,
each counterfoil will be signed by the Loco Pilot / Guard.
(B) In case a Loco Pilot is unable to understand the contents of the
Caution Order he shall call upon the Station Master to have it
explained. Under special instructions, the responsibility for
explaining the contents of the Caution Order may be entrusted to
the Guard of the train in big yards. DRMs will nominate the yards
where responsibility for explaining the contents of the Caution Order
to Loco Pilots shall rest with the Guards.
(C) Where there is more than one leading engine, the Caution Order
shall be given to the Loco Pilot of the foremost leading engine and
his signature obtained in accordance with SR 4.09(5)(A) above.
However, before delivering the Caution Order to the Loco Pilot of the
foremost leading engine it shall be shown to the Loco Pilot or Loco
Pilots of other engine or engines on the train and his or their signature
or signatures obtained in token of his or their having gone through it
and under stood its contents. In case there is a banking engine or
engines in rear, the Caution Order intended for the Guard shall,
before being handed over to the Guard be shown to the Loco Pilot /
Loco Pilots of banking engine / engines and his/their signature /
signatures obtained in token of his / their having gone through it
and under stood its contents.
(D) A duplicate Caution Order shall be given to the Guard of the train at
the block station immediately in rear of the affected block section if
the train is being worked by an engine pushing it.
SR 4.09 (6) Method of notifying / cancellation of – Special precaution.—
(A) When a competent railway servant finds it necessary to impose
any speed restriction or any special precaution on a portion of a
line, including OHE, due to repairs or work or for any other reason,
he shall;
(i) (a) advise in writing the Station Master of the nearest block station
(preferably the block station) controlling entry into the block section
concerned, the exact kilometrage and the station at which or the
stations between which the restrictions or special precaution is to
be observed, its nature and likely duration, the method of protection
of the place of restriction together with the location where
engineering indicators are to be exhibited, etc. and also advise
other railway servant concerned as per SR 4.09(2)(A) who are
required to be notified in this regard; and
(b) Not commence such operations until written acknowledgement is
received from the Station Master.
(ii) The Station Master receiving the advice shall not acknowledge it
until he has advised Station Master of the block station at the other
end of the block section, if any, to be affected and obtained his
acknowledgement.
(B) When the cause of such restriction or special precaution has been
removed, the competent railway servant shall advise this fact to the
Station Master of the nearest block station under exchange of private
number and other officials concerned who were notified earlier of
the imposition of restriction.
SR 4.09 (7) Action by the Station Master after cancellation of the speed
restriction.—
(A) The Station Master receiving advise regarding the removal of the
restriction, shall advise this fact to the Station Master at the other
end of the block section concerned, Station Master of notice station
and other railway servants who were advised about it earlier. After
issue of the advice regarding cancellation of the Caution Order, the
Station Master may discontinue the issuing of the Caution Order.
(B) If no train is booked to stop at the station, the advice regarding the
removal of restriction shall be sent to one of the adjoining block
stations who should take action in accordance with SR 4.09(7)(A)
above.
SR 4.09 (8) Record of Caution Orders.—
(A) At all stations where caution orders are issued, the Station Master
shall keep an up to date record of all the speed restrictions imposed
with the dates of their enforcement and cancellation, authority, nature,
etc., in the Caution Order Register and bring forward every Monday,
in geographical order in relation to the direction of movement, the
Caution Orders due to be issued. No code may be used, except
station codes in these registers.
(B) Similar records should be kept at other places like Control Offices,
Loco sheds, etc., also where information in this regard is received.
(C) The Loco Pilots and the Guards should hand over the Caution Orders
to the Sr. Section Engineer (Loco) and Station Master respectively
at the end of their journey alongwith other train papers.
SR 4.09 (9) Preservation of Caution Orders.—
Record foils of the Caution Orders shall be preserved for a period of
twelve months after issue.
4.10 LIMITS OF SPEED OVER FACING POINTS.—
(1) The speed of trains over non-interlocked facing points shall
not exceed 15 kilometres an hour in any circumstances and
the speed over turn-outs and cross-overs shall not exceed 15
kilometres an hour unless otherwise prescribed by approved
special instructions, which may permit a higher speed.
(2) Subject to the provisions of sub-rule (1), a train may run over
interlocked facing points at such speed as may be permitted
by the standard of interlocking.
SR 4.10 (1) The speed for a train to run over interlocked facing points as per the
standard interlocking, with reference to rule (2) of GR 4.10 above,
are prescribed in para 4801in Chapter 48 of old and para 2918 in
Chapter 29 of Operating Manual new edition 2007.
SR 4.10 (2) Sectional speed at which trains may run over facing points at
interlocked and non-interlocked stations is shown in the Working
Time Table.
SR 4.10 (3) Where the speed over the facing points at a station is less than the
speed sanctioned at other stations on the same section, a
permanent Speed Indicator should be fixed on the post of the first
approach signal of the station. Where for sighting convenience, the
signal is situated at some distance from the track, Speed Indicator
Board with the inscription ‘on facing points’ may be fixed alongside
the track with the Outer Signal or Warner/Distant Signal.
Note: - The term ‘Section’ in so far as this Rule is concerned does not
necessarily mean a section from one Junction to another but, a
portion of the line on which the speed on facing points is the same
at all stations, (but for few exceptions) as shown in Working Time
Table.
4.11 LIMITS OF SPEED WHILE RUNNING THROUGH STATIONS.—
(1) No train shall run through an interlocked station at a speed
exceeding 50 Kilometres an hour, or such less speed as may
be prescribed by approved special instructions, unless the
line on which the train is to run has been isolated from all
other lines by the setting of points or other approved means
and interlocking is such as to maintain this condition during
the passage of the train.
(2) In every case in which trains are permitted to run through on
non-isolated line, all shunting shall be stopped and no vehicle
unattached to an engine or not properly secured in
accordance with Rule 5.23 may be kept standing on a
connected line, which is not isolated from the through line.
SR 4.11 (1) Trains arranged to run through the station without stopping shall,
as far as possible always do so on the straight line.
SR 4.11 (2) When the straight line is blocked, the following conditions will
apply.—
(A) No train must be allowed to run through over a loop line having turn
outs 1 in 8 ½ (i.e. less than 1 in 12)in the facing and trailing direction.
(B) Trains may be permitted to run through over loop line having turn
outs 1 in 12 and flatter or provided with symmetrical split at a
restricted speed of 15 Kmph.
(C) When a train is permitted to run through over loop line as per SR
4.11(2)(B) above, the run through train must be stopped at the first
Stop signal if the station is not provided with bracketed Home signal
for each line.
(D) All restrictions wherever applicable at a station must be specifically
embodied in the SWRs.
Exception:(i) A passenger train should not be received over a loop line having
turn outs 1 in 8 ½ (i.e. less than 1 in 12) in the facing and trailing
direction. In case of an emergency if it becomes absolutely
necessary to receive a passenger train on such a loop, the train
should be first stopped at the First Stop Signal and then piloted
into the station. The speed of the train must not exceed 10 Kmph
while entering or leaving the loop.
(ii) On the Broad Gauge where 1 in 8 ½ turnouts have been provided

with curved switches, all trains including passenger trains are
permitted to run through at a restricted speed of 15 Kmph.
(iii) When it is necessary for a non stopping train to be run through over
the loop line, the Authority to Proceed must not be given to the
Loco Pilot on the Line Clear Picking Apparatus but must be handed
over to him opposite the Station Office.
4.12 ENGINE PUSHING.—
(1) No engine or self propelled vehicle shall push any train
outside station limits except in accordance with special
instructions and at a speed not exceeding 25 Kilometre an
hour;
Provided that this sub-rule shall not apply to a train the leading
vehicle of which is equipped with driving apparatus and which
may be operated under approved special instructions;
Provided further that this sub-rule shall not apply to an engine
assisting in rear of a train, which may be permitted under
approved special instructions to run without being coupled
to the train.
Provided also that no train which is not equipped with
continuous vacuum / air brake shall be pushed outside station
limits except in case of emergency;
Provided further that a ‘Patrol’ or ‘Search Light’ special with
one or more vehicles in front of the engine may be permitted
to run at a maximum speed of 40 kilometres an hour.
(2) For movement of trains out side station limits with engine
pushing during night or in thick, foggy or tempestuous weather
impairing visibility or where otherwise prescribed by special
instructions, the leading vehicles of such trains shall be
equipped with the prescribed head light and marker light
except in case of emergency.
(3) When trains are worked as described in sub-rules (1) and (2),
the engine pushing the load when it is the rearmost, or the
rearmost vehicle if any shall carry a tailboard or a tail lamp.
SR 4.12 (1) In case of an accident or from any other unavoidable cause, if it
becomes necessary to push a train back to the station in rear, the
Loco Pilot shall do so only after he obtains the Guard’s permission
in writing. On receipt of this written permission, the Loco Pilot shall
push back the train upto the first Stop signal of the station in rear
(on Double Line upto the last stop signal or upto the first stop signal
of the opposite line, whichever comes first in the pushing direction)
at a speed not exceeding 8 Kmph and the Guard shall remain in
the brake van exhibiting hand signals to the Loco Pilot. The train
crew must keep a good look out specially in the direction in which
the train is moving and must be prepared to stop short of any
obstructions. All the subsequent movements in side first stop signal
shall be controlled by the Station Master who must furnish the Guard
with the written order on form T 806 (Annexure-A at the end of
chapter VIII) to Shunt back into the station on hand signal. In the
case of stations where Token less Block Working is in force the
Station Master, in addition to furnishing a written order to shunt
back into the station, will take ‘ off’ the requisite approach signals
for the train.
SR 4.12 (2) Should this happen in case of Light Engine, the duties of the Guard
as laid down under SR 4.12 (1) will devolve upon the Loco Pilot
who shall take all precautions prescribed under SR 4.12(1) while
pushing back his engine.
SR 4.12 (3) This rule does not apply to Material trains which have been duly
authorised to push back.
SR 4.12 (4) Trains to run with Engine pushing and Brake-van leading – Non-or
partial vacuum train from Limkheda to Jekot in the Down direction
and Dohad to Jekot in the Up direction will be worked with engine
pushing and the Brake-van leading under the provisions of SR 4.62
(3) (B).
SR 4.12 (5) The movement of trains out side station limits referred to in GR
4.12 (2) shall not be permitted without leading vehicle being equipped
with head lights, marker lights and without the Guard or a qualified
Group ‘C’ staff with facility to control the movement with application
of Vacuum/Air Pressure Brakes except in case of emergencies
and while making movement to and from, stations during restoration
operation in case of an accident when such movements are made,
speed shall not exceed 8 KMPH with Loco Pilot continuously
whistling.
4.13 LIMITS OF SPEED WITH ENGINE TENDER FOREMOST.—
(1)(a) A Passenger train or a mixed train shall not be drawn outside
station limits by a steam engine running tender foremost,
except.—
(i) Under a written order issued by the authorised officer or
(ii) In a case of unavoidable necessity, to be established by the
Loco Pilot.
(b) When any such train is so drawn, the speed shall not exceed
25 kilometres an hour, or such higher speed, not exceeding
40 kilometres an hour, as may be authorised by approved
(2) In case of unavoidable necessity, goods trains may run with
steam engines tender foremost at a speed not exceeding 25
kilometres an hour or such higher speed, which shall, in no
circumstances, exceed 40 kilometres an hour, as may be laid
down by special instructions.
(3) When trains have to be worked with steam engines tender
foremost as a regular measure under sub-clause (i) of clause
(a) of sub-rule (1) and sub-rule (2), the head light and marker
lights as prescribed in Rule 4.14 shall be provided on the tender.
C. EQUIPMENT OF TRAINS AND TRAIN CREW
4.14 HEAD LIGHT, MARKER LIGHTS AND SPEEDOMETERS—

(1) A train shall not be worked at night or in thick, foggy or
tempestuous weather impairing visibility or in long tunnels,
unless the engine carries an electric head light of an approved
design and in addition, two oil or electric white marker lights.
(2) An engine employed exclusively on shunting at stations and

yards shall, at night or during thick, foggy or tempestuous
weather impairing visibility, display such head lights as are
prescribed by the Railway Administration and exhibit two
red marker lights in front and in rear.
(3) The electric head light on the engine shall be fitted with a
switch to dim the light and shall be dimmed.—
(a) when the train remains stationary at a station;
(b) when the train is approaching another train which is running
in opposite direction on double or multiple track of same or
different gauges; and
(c) on such other occasions as may be prescribed by special
instructions.
(4) In case the electric head light fails or a train has to be worked
with the engine running tender foremost in an emergency,
the engine shall display the two oil or electric white marker
lights referred to in sub-rule (1) pointing in the direction of
movement and the train shall run at a speed prescribed by
(5) In case of defective electric head light of locomotive running
in a section provided with reflective type of engineering fixed
signal, during night or thick foggy weather impairing visibility
on BG & MG, the Loco Pilot shall work the train cautiously at
a speed not exceeding the severest temporary speed
restriction imposed in the block section or 40 Kmph whichever
is less.
(6) Coaching locos should not be turned out from home shed if
the speedometers /recorders are in defective condition. In
case of speedometer /recorder becoming defective during
the run, the train should run at a speed prescribed by special
instructions.
SR 4.14 (1) The two oil or electric white marker lights of the approved design
referred to in GR 4.14 (1) and (2) shall be fitted in front or rear as the
case may be, on the beam of the buffers of all the locomotives.
SR 4.14 (2) If the electric head light becomes defective enroute during the hours
of darkness and/ or thick and foggy weather, the Loco Pilot shall
ensure that the two buffer beam marker lights are burning and work
the train cautiously at a speed not exceeding 40 Kmph on Broad
Gauge and Metre Gauge and 15 Kmph on Narrow Gauge and sound
the engine’s whistle frequently. The Loco Pilot shall also inform the
Station Master of the next block station in advance of the incident
so that the latter may inform the Controller, if any.
SR 4.14 (3) On the Double line when a train is shunted from one main line to
other to allow another train to precede it, the head light should be
switched off and the two oil or electric marker lights would remain
showing red.
SR 4.14 (4) Electric head light must be dimmed —
(A) On all tracks and in all yards and sidings south of Virar.
(B) On the double line, the light must be dimmed 1200 metres before a
station and maintained dimmed upto 1200 metres beyond the
station.
(C) On the single line, 1200 metres before entering a station and upto
the last set of points when leaving.
(D) While passing through all the major marshalling yards as specified
by the Divisional Railway Manager.
(E) On foreign lines in accordance with the instruction of the railway
responsible for the working of the line.
SR 4.14 (5) Head and Tail Light prescribed for Light Engine — At night and in
thick, foggy and tempestuous weather when an engine proceeds to
shed after detaching from its train or vice-versa, the same head
light must be carried as were used when working the train, or the
same lights as are intended for the train it is going to work, with one
red ‘tail light’ carried in the rear. If the engine runs tender foremost
the headlight will be placed on the tender and the red tail light on
the engine.
SR 4.14 (6) An engine running light will carry the same lights as prescribed for
train and in addition one red tail light will be fixed in the rear.
SR 4.14 (7) Amber coloured Electric Flasher lights have been provided on the
Electric and Diesel Engines, also on Driving cab of Electrical Multiple
units, MEMUs & DMUs to be used in the event of an emergency.
(See G & SR 6.03).
SR 4.14 (8) If two engines coupled together have to run light, the front engine
will carry the head lights and the rear engine a red tail light.
SR 4.14 (9) Responsibility for Head Light, Tail Lights etc. in case of EMUs/
MEMUs/ DMUs.—The Motorman/Loco Pilot is responsible for
carrying the correct head light by night and for ensuring tail lights
are not exhibited in the front.
4.15 TAIL AND SIDE LIGHTS.—
(1) At night or in thick, foggy or tempestuous weather impairing
visibility, no train shall be worked outside station limits, unless
it has —
(a) in the case of an engine with vehicles attached, same as in a
case to which sub-rule (2) applies, at least one red tail light
and two side lights showing red towards the rear and white
towards the engine;
Provided that provision of sidelights on goods trains and
Electric Multiple Unit trains may be dispensed with;
(b) in the case of a single engine without vehicles attached at
least one red tail light; and
(c) in the case of two or more engines coupled together without
vehicles attached, at least one red tail light affixed to the
rear engine.
(2) A colliery pilot, i.e., a train used for collecting or distributing
vehicles in colliery sidings, when working in a block section
or in the colliery sidings taking off from a block section, need
carry a red tail light only as it enters or leaves the block station,
at either end of such block section, provided that special

instructions are issued to ensure that no other train is permitted
to proceed into the block section until the Guard of the colliery
pilot has certified that he has left no vehicle obstructing the
block section in which he has been working.
(3) When trains may run in the same direction on parallel lines,
the side lights mentioned in clause (a) of sub-rule(1) may be
arranged in accordance with special instructions.
(4) When a train has been shunted for a following train to pass,
the tail and side lights mentioned in clause (a) of sub-rule(1)
shall be dealt with in accordance with special instructions.
(5) Within station limits or in a siding, an engine employed in
shunting shall have tail lights in accordance with special
instructions.
SR 4.15 (1) When trains run in the same direction on parallel lines for example,
as between Ahmedabad and Sabarmati, the Brake-van side light
nearest the adjoining parallel line should be reversed from red to
white.
SR 4.15 (2) When a train is stopped or shunted at night at a station to allow a
following train to precede it, the Guard of the former train must
change his Brake-van side light next to the line, on which the
following train is to pass from red to white, the other side and tail
lights being left in their normal position, showing red.
The Guard must remain near his Brake-van until the following train
has passed and then replace the altered side light to its normal
position showing red in the rear.
Should the Loco Pilot of an approaching train observe two red lights
at the same elevation indicating that a side lamp has not been
changed from red to white he should whistle and approach cautiously
and stop the train short of the red lights, until one of them is changed
to white.
4.16 TAIL BOARD OR TAIL LAMP.—
(1) In order to indicate to the staff that a train is complete, the
last vehicle shall except as provided for in sub-rule (2) be
distinguished by affixing to the rear of it-
(a) by day, a tail board of approved design or a red painted tail
lamp of approved design which may be unlit, or
(b) GR 4.16(1)(b) by night, as well as in thick, foggy or tempestuous
weather impairing visibility during day, a red tail lamp of
approved design displaying a flashing red light to indicate
last vehicle check device, or.
(c) such other device as may be authorised by special instructions
(2) A colliery pilot, i.e. a train used for collecting or distributing
vehicles in colliery siding, when working in block section or
in the colliery siding ‘taking off’ from a block section, need
carry a tail board or tail lamp, or such other device as may
be authorised by special instructions only as it enters or leaves
the block section at either end of such block section, provided that
special instructions are issued to ensure that no other train is
permitted to proceed into the block section until the Guard of colliery
pilot certifies that he has left no vehicle obstructing the block section
in which he has been working.
(3) In emergency only and under special instructions in each
case, a red flag may be used in lieu of a tailboard or an unlit
tail lamp.
SR 4.16 (1) Use of red painted unlit tail lamp on the last vehicle during day is
not permitted on this railway. The last vehicle must carry a tailboard
of approved design during the day.
SR 4.16 (2) Light engines, single or coupled, must carry in the rear a red tailboard
of approved design by day and a red tail lamp by night. Coupled
engines must carry a tailboard of approved design on the rear engine
during the day and red tail lamp by night and the tail board/tail lamp
on the leading engine must always be removed.
SR 4.16 (3) A red flag in place of a tail board during the day may be used in
emergencies with the prior approval of an Officer of the Operating
Department.
SR 4.16 (4) Tail Light / Tail Board on EMUs/MEMUs/DMUs —
(A) The Guard is responsible for seeing that the tail light / tail board
etc. as the case may be, are correctly exhibited.
(B) Use of Electric Flashing Amber light on EMUs/MEMUs/DMUs by
Guard: In case of any stoppage out of course or a stoppage of more
than 2 minutes at a station, the Guard shall switch ‘ON’ the Electric
flashing Amber light whether by day or by night and shall also switch
it ‘OFF ‘ when the train is on the move.
(C) Use of Electric Flashing Amber light on EMUs/MEMUs/DMUs by
Motorman/Loco Pilot—
(i) If EMU/MEMU/DMU train comes to a stop on account of an accident
or any other cause which is not immediately obvious and the
Motorman/Loco Pilot finds that his train cannot proceed and feels
necessary to stop the train on the adjacent line as his own /adjacent
line may be fouled or for conveying any message for assistance, he
shall immediately switch ‘ON’ the Electric flashing Amber light
whether by day or by night and give 4 bell code signals (4 sharp
hooters in case of failure of bell code signal) to apprise the Guard of
his inability to proceed further. He will thereafter switch ‘Off’ the
headlight of the driving cab if it is in the use during night, thick foggy
or tempestuous weather impairing visibility. Besides this, if it is
obvious that the adjacent line is fouled, he should also at once take
action to protect the adjacent line as per G & SR 6.03
(ii) When the Loco Pilot/Motorman of the adjacent line sees the Electric
flashing light, he shall stop his train well short of the stranded train,
communicate with the Motorman about the problem or assistance
required and thereafter continue his journey only after ascertaining
that the line on which he is proceeding is free from any obstruction.
(iii) The Loco Pilot/Motorman of the train proceeding on the adjacent
line and who has communicated with the Motorman of the stranded
train must stop at the next station and report the occurrence and
the assistance required immediately.
(iv) The Motorman/ Loco Pilot of the stranded train should switch ‘OFF’
the Electric flashing Amber light after he has conveyed the help
message to the first Motorman/ Loco Pilot of the train passing on
the adjacent line, provided his train is not fouling the adjacent line.
(v) The Motorman should also switch ‘ON’ the flasher light fitted on the
front driving cab of Electrical Multiple Unit while running on the wrong
line, on double/multiple line section or when proceeding on authority
to proceed for opening the communication during total interruption
of communication on single / temporary single line section.
In case, the Electrical Multiple Unit train running on the wrong line
without switching ‘ON’ the flasher light is noticed by the Station
Staff, Gatemen and Gangmen, they should arrange to stop the train
immediately.
SR 4.16 (5) Whenever an Inspection carriage or SLR is not the last vehicle on
train and another vehicle is attached in rear of such inspection
carriage / SLRs, the built in electric red light as well as tail lamp of
such inspection carriage / SLR should be switched ‘OFF’.
It is the duty of the Guard to ensure that Tail Lamp / Tail Board is
affixed only in rear of the last vehicle.
4.17 RESPONSIBILITY OF STATION MASTER REGARDING TAIL

BOARD OR TAIL LAMP OF PASSING TRAINS. —
(1) The Station Master shall see that the last vehicle of every
train passing through his station is provided with a tail board
or tail lamp or such other device in accordance with the
provisions of Rule 4.16
(2) If a train passes the station without such indication to show
that it is complete, the Station Master shall -
(a) immediately advise the station in advance to stop the train to
see that the defect is remedied and to advise whether or not
the train is complete,
(b) meanwhile withhold the closing of the block section to ensure
that no train is allowed to enter the block section from the
station in rear, and
(c) unless the station in advance has advised that the train is
complete, neither consider the block section in rear as clear
nor close it.
(3) Where in a section, a block proving axle counter or continuous
track circuiting between block stations and complete track
circuiting of station section excluding non-running lines of
the receiving station is installed and is functioning and there
is a clear indication of clearance of block section as well as
complete arrival of the train as per indication given, if a train
passes a station without confirming to the provisions of sub-
clause (1) above, the Station Master shall still advise the
station in advance to stop the train to see that the defect is
remedied and he need not withhold closing of block section
in rear as prescribed in clause (b) and (c) of sub-rule 2 in such
cases.
SR 4.17 (1) See SR 4.16 & 4.29
SR 4.17 (2) Showing Proceed Signal to a Running Through Train –

A) The Station Master shall show a ‘proceed’ hand signal to a running
through train standing in front of the station building, if all is right for the
train to proceed to next block station, otherwise he shall show ‘Danger’
signal or other prescribed indication. A competent railway servant of Oper-
ating department in uniform shall be deputed to watch the running through
train from ‘off ‘ side with red and green hand signal flags, furled up on
separates sticks, the green flag in the left hand and the red flag in the right
hand during the day time and lighted hand signal lamp with white light
during night time. A competent railway servant shall watch passing trains
and keep a sharp look out for any unusual condition like hot axle, hanging
part of vehicle, wagon on fire, load shifted etc. In case he notices the
above or any other danger to safe running of the train he should take
prompt action to warn the Loco Pilot and Guard by showing the danger
signal. In case two trains are expected to pass simultaneously at a sta-
tion, a competent railway servant of Operating department in uniform should
be deputed to show ‘Proceed’ signal or ‘Danger’ signal as the case may
be to the train running through on the line farther away from the station
building. While running through a station, the Loco Pilot and Guard of the
train shall be on the look out for such signals which shall be duly acknowl-
edged both by the Loco Pilot and the Guard. In case, the Loco Pilot and
the Guard do not receive such a signal, they shall exercise extra caution
while proceeding further. Failure on the part of the station staff to display
hand signal shall be indicated in the combined Guard’s and Loco Pilot’s
Report. If the Loco Pilot or Guard of the train fails to acknowledge the
‘Proceed’ signal, the Station Master shall immediately inform Control and
also give ‘Stop and Examine Train’ signal to the station in advance. The
reason given by the Loco Pilot and Guard for non-acknowledgement should
be reported on phone to the Control and when the Control is interrupted or
on non-controlled section, this should be reported in writing, to the Chief
Train Controller, who shall forward the same to Sr.DOM / DOM .
(B) If a Station Master (or the person deputed by him) observes anything un-
usual with a train during its passage such as goods falling off, a vehicle on
fire, hot axle box or other mishap likely to foul or obstruct the railway line
and has not been able to stop it by showing the danger signal as pre-
scribed above, the Station Master (person deputed should inform his Sta-
tion Master) shall at once advise the station in advance to stop such train
and examine it.
He will also advise the station in rear of the circumstances and will give
train out of section only after it is confirmed by the Station Master in rear
that he has received the information and will issue caution order to the
next train entering the section. Thereafter a train may be permitted after
issuing Caution Order to the Loco Pilot to keep sharp look out.
The Loco Pilot of the first train to enter the section from either side shall
stop his train at the next station in advance and inform the Station Master
in writing about the condition in the block section. In the case of double
line section, the Caution Order will be issued alerting the train crew in
either direction and the Loco Pilot shall look out for obstructions on either
line and caution the Loco Pilot coming in opposite direction as necessary.
He will stop his train at the station in advance and inform the Station
Master in writing about the condition of both lines in the block section.
(C) On a Section with two or more tracks, the Station Master sending the
‘Train passed without Tail Lamp/ Board’ signal or message regarding goods
falling off, vehicle on fire, hot axle etc., as well as Station Masters at either
end of the block section shall not allow any train or trains on adjacent line
or lines to enter the block section till such time the affected train, or
train without Tail Lamp/Board arrives complete at station in advance.
To prevent the entry of any other train in the block section on adjacent
line(s), fixed signals must be kept ‘ON’ or put back ‘ON’ to stop any train
entering from the opposite direction.
Trains may be permitted to enter the adjacent section only after advising
the Loco Pilot and Guard of the circumstances and warning them through
issue of a Caution Order to proceed cautiously and keep a sharp look out
in the direction of movement as well as on adjacent line(s) and stop short
of any obstruction.
The Loco Pilot shall stop his train at the next block station and inform the
Station Master in writing about the condition of the Block Section. Issue of
Caution Order shall be discontinued only when it has been ascertained
that the train passed with-out a Tail Lamp/Board and / or affected train has
arrived complete at the next block station and the adjacent line has been
certified by the Loco Pilot as free of obstructions.
(D) In addition to the provision made in (A) to (C) above, Loco Pilots of all
Diesel and Electric trains should whistle while their trains are running
through the station. In case a Loco Pilot fails to whistle while passing
through a station, the Station Master shall give ‘Stop and Examine Train’
signal to the station in advance to find out the reasons for not whistling
and also inform control.
(i) In addition to above, the Station Master ahead will not take ‘OFF’ any
approach signals till the train stops outside signals. He will also depute a
group C/D staff to plant two detonators about 10 metres apart one on Loco
Pilots side and other on the Assistant Loco Pilot’s side outside first stop
signal as far as possible (about 180 metre). Otherwise anywhere on the
line set for the incoming train, to attract the attention of the Loco Pilot of
run away train. Reasons for not whistling should be obtained and reported
to Control on telephone. When Control is interrupted or on non-controlled
section, this should be reported in writing to the Chief Train Controller,
who shall forward the same to SR.DOM / DOM and SR.DME /DME or
SR.DEE/DEE.
(ii) In case any level-crossing in the block section is connected with telephone
with the station, the Station Master on duty will also inform him of the run
away train and the gateman after ensuring closure of the level crossing
gate, will fix a detonator as far away as possible from the level crossing to
attract the attention of crew and obtain the reason for having not whistled
at the last station and advise the Station Master of the same.
(iii) In case the train has already been stopped near level crossing gate and
reason for non -whistling known, the Station Master at station in advance
will not take action illustrated in SR 4.17(2)(D)(i) above.
SR 4.17 (3)(A) At stations where signals are operated from the cabins, the per
son-in-charge of such cabins must also watch the passage of every
train to see that every thing is right for the train to proceed further and
also display ‘Proceed’ or ‘Danger’ signal, as the case may be, to the
Loco Pilot and Guard of the train.
(B) Cabins in large yards, where shunting is performed by pilots, shall not
exhibit any flag or light to trains running through when there is nothing
wrong with the train. Should, however, they find any thing wrong with
the train, they must display a danger signal to the Loco Pilot and the
Guard of the train. While running through a station the Guard must
appear at the door or on the verandah of the brake-van and watch for
such signals.
4.18 MEANS OF COMMUNICATION.—
(1) No passenger train or mixed train shall be despatched from

any station, unless every passenger carriage is provided with
means by which communication can be made with the Guard
or the Loco Pilot.
(2) Sub-rule (1) shall not apply to —
(a) passenger or mixed trains in case of complete or partial failure
of vacuum; and
(b) such particular trains as may be exempted under approved
(3) If a Railway administration is satisfied that mischievous use
of the means of communications referred to in sub-rule (1) is
prevalent, it may, not with standing any thing contained in
that sub-rule, direct the disconnection, for the time being, of
the means of communication provided in all or any of the
passenger carriages in any such train.
(4) A goods vehicle in which passengers are carried is not a
‘Passenger carriage’ within the meaning of this rule.
SR 4.18 (1) Suburban EMU/MEMU/DMU Trains - When an alarm chain is pulled,
the Guard in charge of the train will put the disc back to its normal
position.
SR 4.18 (2) Non-suburban Trains - When an alarm chain is pulled, the Asst.
Loco Pilot must assist the Guard in charge of the train in putting
back the disc to its normal position.
In both cases, the Guard before starting the train should also satisfy
himself that the correct amount of vacuum or brake air pressure as
the case may be, is available in the train.
4.19 Guard’s and Loco Pilot’s equipment.—

(1) Each Guard and Loco Pilot shall have with him, while on
duty with his train, the following equipment.—
(a) a copy of these rules or such portions thereof as have been
supplied to him under Rule 2.01.
(b) a copy of the Working Time Table and all correction slips
and appendices, if any, in force on that section of the railway
over which the train is to run.
(c) a hand signal lamp,
(d) a whistle (for Guards only),
(e) a red flag and a green flag,

(f) a stock of detonators sufficient to comply with the relevant
rules as may be prescribed by special instructions,
(g) a first aid box (for Guards of passenger carrying trains only)
and
(h) such other articles as may be prescribed by the Railway
Administration in this behalf.
(2) If any Guard or Loco Pilot is not in possession of any article

mentioned or referred to in sub-rule (1), he shall report the
fact to his superior who shall make good the deficiency.
(3) Each Guard and Loco Pilot shall have with him while on duty
with his train, two pairs of such spectacles as he is required
to wear under medical advice.
Note: - Each Guard and Loco Pilot should also be in possession of a
watch in addition to the equipment prescribed in sub-rule
(1).
SR 4.19 (1) Guard’s Personal Equipment. - In addition to above, the following
articles are supplied as personal equipment to Guards: -
(A) To all Guards —
i. General and Subsidiary Rule Book either in Hindi or English.
ii. Accident Manual either in Hindi or English.
iii. Operating Manual either in Hindi or English.
iv. Copy of Special Rules, if any.
v. One red hand-signal flag.
vi. 10 detonators ( in a case).
vii. Guard’s Rough Journal Book.
viii. One LED based flashing tail lamp with padlock and key.
ix. A Tail Board.(except EMU trains Guards )
x. Washers (Three)
xi. LED based torch light cum flashing H.S. Lamp.
xii. T-609 -J - Memo book.
(B) Additional items —
(i) To Guards working Passenger and Mixed trains other than EMU Trains.
(a)
One carriage-key.
(b)
Guard’s Certificate to Passenger ( Book).
(c)
Public Complaint Book.
(d)
8 Pad locks with keys.
(e)
10 Arm Bands.
(f)
ACP resetting key (only for Guards of air braked trains).
(ii) To Guards working Goods trains.
(a) Vacuum gauge with union nipple and / or detachable pressure
gauge with adapter.
(b) Army type water bottle.
(c) One dry cell torch [See SR 4.19 (3) (E)]./ LED based torch light
cum flashing H.S. Lamp.
(d) 4 pad locks with keys.
(iii) To Guards working Electric suburban trains.
(a) Rules and Regulations for working EMU trains.
(b) Rules for working trains on Automatic Block System by means of
Continuous Track Circuit (CTC) (refer chapter IX).
(c) Three cells tri-colour torch / LED based torch light cum flashing
H.S. Lamp.
(d) One carriage key.
SR 4.19 (2) The Loco Pilots shall be supplied with following articles as their
personal
equipment —
(A) Loco Pilot’s handbook (L 66 B).
(B) 10 detonators (in a tin/plastic case).
(C) Engine lamps required to exhibit the prescribed head and tail lights
(see
G.R. and SR 4.14 & 4.15).
(D) One red hand signal flag.
(E) Washers (Five)
(F) Miscellaneous emergency tools.
SR4.19 (3)(A) Hand Signal lamp referred to in GR.4.19 (1) (c) shall be LED based
red and green flashing lamp cum torch.
(B) Red and green hand signal flags referred to in rule 4.19 (1) (e) and
above SR shall be mounted on sticks.
(C) First aid box shall also be supplied to the Guards of material trains
with workers and mixed trains.
(D) As per GR 4.19 (3) each Guard and Loco Pilot shall have two separate
pairs of spectacles for near and distant vision if they do not have bi-
focal spectacle.
(E) One spark proof dry cells torch shall be supplied to Guards working
on sections where there is significant volume of POL / LPG traffic.
Such sections shall be decided by Divisional Railway Manager.
(F) One tri colour LED based HS lamp is supplied to all Guards and
Loco Pilots working on Double line/Multiple line sections, Ghat
sections, Automatic block section. See SR 3.67(1).
4.20 MANNING OF ENGINE IN MOTION.—
(1) Except when otherwise provided by special instructions, no
engine shall be allowed to be in motion on any running line
unless the Loco Pilot as also the Assistant Loco Pilot are upon it.
(2) Subject to the provision of sub-rule (3), in no circumstances
shall a person other than the Loco Pilot or a railway servant
duly qualified in all respects, drive an engine on any running
line.
(3) If a Loco Pilot becomes incapacitated while the engine is in
motion, the Assistant Loco Pilot, if duly qualified, may work
the train to the next station cautiously and where the Assistant
Loco Pilot is not duly qualified, he shall bring the train to a
stop and send a message to the Station Master of the nearest
station to make arrangements for a Loco Pilot to take over
the train and for so doing he may take the assistance of the
Guard.
SR 4.20 (1) In the circumstances mentioned under GR 4.20(3) when the train
has been brought to the station by the qualified Assistant Loco
Pilot, it would be worked forward in the following manner: -
(A) If it be a passenger train, the Loco Pilot of the first arriving Goods or
Material train, or the Loco Pilot of any other train as ordered by the
Control, shall work the train forward.
(B) If it be a Goods train it shall be worked cautiously by the qualified

Assistant Loco Pilot either upto next engine crew changing station
or upto such station where a proper Loco Pilot can be arranged,
provided there is another helper available on the engine. In such
cases, the speed of the train shall be restricted to 30 Kmph subject
to other speed restrictions if any, inforce.
Note: - (1) The term ‘Loco Pilot’ referred to in GR 4.20(2) means the personal
manipulation of the regulator and the brake of the locomotive except
as specially authorised for training purposes.
(2) The term ‘qualified Assistant Loco Pilot’ referred to above means
the Assistant Loco Pilot who has passed the Loco Pilot’s course
and the helper means a qualified Assistant Loco Pilot or a passed
Loco Pilot (Shunting), who is acquainted with that section and having
valid road learning.
SR 4.20 (2) On receipt of the information that a train has stopped in the mid-
section because the Assistant Loco Pilot is not qualified to drive
the engine, the Station Master shall at once inform by quickest
means to the Control and the nearest Loco Shed and ask for a
Loco Pilot. If a Goods train or other train arrives before the assistance,
the engine of that train should be sent to bring the disabled train
upto the station.
SR 4.20 (3) If the disabled train is a passenger train, the Goods Loco Pilot shall
work it forward, leaving the engine of the Goods train in charge of
the Assistant Loco Pilot.
SR 4.20 (4) Also see SRs 3.78 (4), (6) & (8)
SR 4.20 (5) Conditions for attachment and hauling of dead locomotive (s) are
given in Appendix ‘A’ to Chapter IV.’
4.21 DRIVING AN ELECTRIC TRAIN.—

(1) In the case of electric trains, the Loco Pilot shall be in the
leading driving compartment when the train is in motion or
when the train is standing on any running line except as
otherwise prescribed in these rules.
(2)(a) In the case of a single or multiple unit train, if the driving
apparatus in the leading driving compartment becomes
defective, the trains shall be driven cautiously from the
nearest driving compartment which is serviceable; in this
event, the Guard shall travel in the leading driving
compartment and shall convey the necessary signals to the
Loco Pilot; the Guard shall also sound the horn or whistle as
necessary and apply the brake in case of emergency and
shall be responsible for stopping the train correctly at signals,
stations and obstructions.
(b) In the case of an electric engine, if the leading driving
compartment becomes defective, the train shall be driven
from the trailing driving compartment by the Assistant Loco
Pilot, if he is duly qualified to drive; and the Loco Pilot shall
remain in the leading driving compartment and shall be
responsible for the correct operation of the train.
SR 4.21 (1) Following instructions will apply to EMU/MEMU/DMUs —

(A) Shunting and Setting Back — When performing shunting, the Loco
Pilot shall be in the driving compartment nearest to the front end in
the direction of movement. When driving is being done from other
than the leading coach the person in charge of the movement must
be in the leading coach in such a position that the Loco Pilot can
readily see his signals.
(B) Coasting — Power must be switched off as early as possible before
the application of the brakes in order to bring the EMU to a halt in
the minimum braking distance.
(C) Coasting Boards to be observed in working trains — Loco Pilots
will normally observe the Coasting Board. When time is to be made
up, they may switch off power later than normal. The maximum
permissible speeds for the various sections shall not, however, be
exceeded in order to make up time.
(D) Stopping — Care must be taken when applying the brakes to stop
the train as smoothly as possible and the brakes must be put on at
such a distance as will enable the Loco Pilot to pull up to the
proper stopping point at the station platform.
(E) Brake Application — Normally, the brakes should only be applied
after the Master Controller Handle has been returned to the ‘ off ‘
position, except, in the case of emergency.
SR 4.21 (2) When an electric engine cannot be driven from its leading cab, the
Loco Pilot shall follow the special instructions prescribed by the Sr.
Divisional Electrical Engineer (TRO)-BCT/BRC/RTM/ADI..
SR 4.21 (3) Following instructions shall be observed for trains hauled by single/
multiple electric locomotive: -
(A) When the Assistant Loco Pilot is driving the engine from the trailing
compartment under the circumstances mentioned in GR 4.21(2)(b),
the Loco Pilot shall be responsible for the correct operation of the
train. All operations will be done by exchange of signals between
the Loco Pilot and Assistant Loco Pilot. The speed of the train
shall not exceed 40 Kmph.
‘ (B) In the event of the driving apparatus in the leading compartment
becoming defective or in the event of it being necessary for the
Loco Pilot to drive from the trailing compartment of the same
locomotive or in case of multiple operation from the cab of trailing
locomotive for any reason whatsoever, the Assistant Loco Pilot will
station himself in the leading compartment of the train, sound the
horn as necessary and operate the Loco Pilot’s brake/valve handle
for operation of the vacuum brake/air-brake as required. It is the
duty of the Assistant Loco Pilot under such circumstances to apply
the brake as required and to stop at the next station. In the event of
a danger of over-running or in case of an emergency, the Loco Pilot
must also apply the vacuum brake or the air-brake, as the case
may be, from the driving compartment he is occupying. The speed
shall not exceed 15 Kmph.
(C) At the first opportunity, the Loco Pilot shall inform the Traction
Power Controller to arrange for a relief engine.
SR 4.21 (4) In case of EMU/MEMU/DMU operation, following instructions shall

apply —
(A) If the driving apparatus in the leading driving compartment becomes
defective, the train shall be driven by the Loco Pilot/ Motorman
cautiously from the nearest driving compartment which is serviceable
and the speed shall not exceed 15 Kmph.
(B) The Guard shall travel in the leading driving compartment and shall
convey the necessary signals to the Loco Pilot/ Motorman. Before
giving the starting code signal to the Loco Pilot/ Motorman, the
Guard must satisfy himself that the correct signals are shown for
the train to start. He will also be responsible for observing all further
signals enroute. He shall also sound the horn or whistle as necessary
and apply the brake in case of emergency and shall be responsible
for stopping the train correctly at signals, stations and obstructions.
All caution orders, warning notices, advices and authorities regarding
defective signals, authorities to proceed without line clear, etc.,
must be first delivered to the Loco Pilot/ Motorman, who will
countersign these, before they are sent to the Guard in the leading
compartment. The Guard will retain these documents while he is
incharge and will be responsible for seeing that the orders are carried
out. At the end of the run, these documents must be handed over
to the Loco Pilot/ Motorman and his signature obtained.
(C) At first station where facilities are available, the train should be
cancelled and withdrawn from service for repairs.
4.22 RIDING ON ENGINE OR TENDER.—
(1) No person other than the engine crew shall be authorised to
ride on the engine or tender of a steam locomotive, except
in accordance with special instructions.
(2) Except as may be permitted by special instructions, no person
other than the engine crew shall be authorised to enter any
driving compartment of a single or multiple unit train or a
train propelled by electric, diesel or petrol engine.
(3) No unauthorized person shall manipulate any apparatus
contained therein.
I. Applicable to Electric/Diesel Locomotive hauled train.
SR4.22 (1)(A) Only certified Loco Pilots of Electric/ Diesel Rolling Stock shall be
allowed to drive the Electric/ Diesel Rolling Stock on any part of the
running line.
(B) An Assistant Loco Pilot on Electric/ Diesel Locomotives may be
allowed to drive the Electric/ Diesel Engines in case of emergency,
but at a restricted speed not exceeding 40 kilometres per hour upto
the nearest point, where he can be relieved.
(C) To train up Assistant Loco Pilots, Loco Pilots may allow them to
drive the engines under their direct supervision on certain section of
the division as specified by Sr. Divisional Electrical Engineer (TRO),
BCT/ BRC/ RTM/ADI or Sr. Divisional Mechanical Engineer/
Divisional Mechanical Engineer as the case may be.
(D) If a Loco Pilot has not driven an Electric/ Diesel Engine or multiple
unit for 6 months he shall not be allowed to drive again until he is re-
examined after a refresher course and his certificate of competency

endorsed accordingly.
(E) Whenever a Loco Pilot has not worked on any section for 6 months
and over, he must not be booked on the section unless he has
learnt the road and a competency certificate to that effect is issued
in his favour. Record of all competency certificates issued to Loco
Pilots shall be maintained in the office of the Sr. Divisional Electrical
Engineer (TRO), BCT/ BRC/ RTM/ADI or Sr. Divisional Mechanical
Engineer/ Divisional Mechanical Engineer as the case may be.
(F) Staff under training for driving an Electric/ Diesel Engine, when
specially authorised by the Sr. Divisional Electrical Engineer (TRO),
BCT/ BRC/ RTM/ADI or Sr. Divisional Mechanical Engineer/
Divisional Mechanical Engineer as the case may be, may drive
such engines under the supervision of a certified Instructor. While
the trainee is under these conditions, the Supervising Instructor
shall keep a continuous watch over the trainee and keep himself
in readiness to take any action that may be required to control the
engine in an emergency.
SR 4.22 (2) The Loco Pilot of an Electric/ Diesel rolling stock shall not allow
any one to enter the driving compartment other than those who are
authorised to do so under the rule or who hold a permit signed by
the Sr. Divisional Electrical Engineer (TRO), BCT/ BRC/ RTM/ADI
or Sr. Divisional Mechanical Engineer/ Divisional Mechanical
Engineer.
II. For EMU/MEMU/DMU

SR4.22 (3)(A) No unauthorised person is allowed to travel in the Motorman’s/Loco
Pilot’s and/or Guard’s compartment of a EMU/MEMU/DMU unless
he holds a Motorman’s/Loco Pilot’s and/or Guard’s Compartment
Pass.
(B) A Motorman’s/Loco Pilot’s and/or Guard’s Compartment Pass
authorises the holder to travel in the Motorman’s and/or Guard’s
Compartment of the EMU / MEMU/DMU when ‘ON DUTY’ / carrying
out Foot Plate Inspections / Trials or proceeding to attend Breakdown
etc. Only three persons including the working Motorman/Guard are
authorized to travel in these compartments. These passes will
only be issued to officers / supervisors where there is due
justification, empowering their travel in the Motorman’s and / or
Guard’s compartment.
Such passes to the staff will be approved by -
ON DIVISIONS:
Motorman’s/Loco Pilot Compartment: Sr. DEE (TRO)/Sr.DME as
the case may be. Guard’s Compartment: Sr. DOM / DOM.
On approval these passes will be issued by Divisional Office.
HEADQUARTERS OFFICE:
Motorman’s Compartment: MEMU – CELE , EMU - CEDE Guard’s
Compartment: EMU/MEMU - CPTM On approval these passes will
be issued by HQ Office.
Passes to employees of Other Railways and outsiders will be issued
by the Headquarters office with the approval of the CEE/COM/CME
(C) A Loco Pilot who is off duty is not permitted to enter or travel in any
of the driving compartments of EMU/MEMU/DMU or to operate the
EMU/MEMU /DMU under any circumstances.
SR 4.22 (4) No person shall be allowed to handle any apparatus in the driving
compartment of EMU/MEMU/DMU unless he is in possession of
certificate of competency for Loco Pilots.
On Suburban Section: This certificate of competency shall be issued
on the Divisions at the initial stage by a committee consisting of Sr.
Divisional Electrical Engineer (TRO), Sr. Divisional Operations
Manager and Sr. Divisional Signal & Telecommunication Engineer
after the committee have satisfied themselves that Loco Pilot is
fully qualified to drive an EMU/MEMU. The competency certificate
shall be renewed every six months at Supervisor’s level as per extant
instructions.
Non Suburban Section: This certificate of competency shall be
issued by Sr. DEE (TRO) )/Sr.DME as the case may be of the
concerned divisions. The competency certificate shall be renewed
every six months at Supervisor’s level as per extant instructions.
SR4.22 (5)(A) A trainee or Apprentice Motorman/Loco Pilot when authorised by

the Sr. Divisional Electrical Engineer (TRO) )/Sr.DME as the case
may be, may drive an EMU/MEMU/DMU under the supervision of a
certified Loco Pilot and the latter shall keep a continuous watch
over the trainee or Apprentice and shall be responsible for safe
working of the train.
(B) A Loco Pilot/ Motorman, who has not driven an EMU train for more
than a month will be given learning road for two days minimum,
including night trips in both directions before being put back to
work independently.
(C) Loco Pilot, who has not driven a MEMU/DMU train for three months
will be given handling for two round trips including night trips in both
directions.
SR 4.22 (6) Line Chargeman and other maintenance staff who are required to
attend to defective equipment are allowed to handle the equipment
on EMU/MEMU/DMU in a running train. They shall however, do this
with utmost care to ensure that the safety of the train and the
equipment is not endangered in any way.
SR 4.22 (7) No person shall be allowed to move an Electric Loco/EMU/MEMU/
DMU rolling stock within the limits of the Electric Loco Shed/Diesel
Loco Shed and stabling siding unless he has been authorised to
move the Electric Rolling Stock by Sr. DEE(TRS) or Sr. DEE(TRO)
or DEE(MEMU) or Sr.DME/DME(DMU) as the case may be.
4.23 BRAKE VANS.—
(1) No train shall be allowed to enter a block section, unless one
or more brake-vans or hand braked vehicles are attached to
it, except in emergency or as provided for under special
instructions.
(2) This rule does not apply to rail cars, light engine or light
engines coupled together.
SR4.23 (1)(A) No goods train shall leave station without a brake-van. However, in
operational exigencies with the prior personal approval of Sr..DOM
/ DOM in each case, following provisions cater for running of goods
trains without brake-vans. The record of running of such trains shall
be maintained in a separate register in the control office. Running
of such goods trains is prohibited on non-controlled sections and
during total failure of communications.
(B) The Guard shall ensure that train has a continuous vacuum/air
pressure brake system from train engine to the last vehicle with
effective and adequate brake power, including four rear most pistons
in working order. The Guard shall fix a tailboard by day or tail lamp
by night on the last vehicle and shall also ensure that couplings are
secured before starting and en route. The Guard shall travel on the
train engine and frequently look back to ensure that train is running
in safe manner.
(C) The Station Master of the station from where such train originates
must intimate to the Section Controller the number and description
of last vehicle number of the train duly supported by private number.
The Section Controller, in turn must alert the Station Masters enroute
by repeating the number and description of last vehicle number.
Station Masters in their messages while asking and granting Line
Clear enquiry and its reply must clearly include the number and
description of last vehicle under exchange of private number. These
private numbers, should be recorded alongwith last vehicle number
and its description in the ‘Remarks’ column of Train Signal Register
in addition to recording of usual private number obtained/given for
line clear.
The number and description of last vehicle shall also be repeated
by each Station Master to the station in advance and to Section
Controller while giving ‘Train entering Section ‘ signals.
(D) Such train shall run through stations at a restricted speed of 20
Kmph during day and should be stopped at each station for
verification of last vehicle number at night. But whenever a tail board
by day or a tail lamp by night has been fixed on the brackets provided
on last vehicle, such train should run at prescribed sectional speed
and be treated at par with trains running with the brake-vans fitted
with tail lamp or tail board.
(E) Before closing the block section, Station Master must personally
and physically check and verify the last vehicle number of the train,
which was obtained from station in rear/Section Controller. In case,
last vehicle number does not tally, the train shall be stopped at
station in advance to confirm the last vehicle number, meanwhile
closing of the block section should be withheld.
(F) In Automatic Block System no train must be allowed to follow until
the preceding train which has been allowed to run without brake-
van has arrived complete at the block station in advance.
Note: - Record of such running of goods train without brake vans shall be
maintained in a separate register in the control office.
SR 4.23 (2) Fully vacuum Trains: — In case of trains worked with vacuum throughout
not more than two bogies or their equivalent (four-wheelers) may be
attached in the rear of the rear brake-vans, subject to the condition
that the vehicles are fitted with vacuum brake in good working order.
In case of goods train, an inspection or officers carriage (bogie or

four-wheeler) may be attached in place of a bogie or two four-wheelers
provided it is fitted with vacuum brake in good working order.
However in case of trains carrying passengers, an inspection or
officers carriage (bogie or four wheeler) may be attached in addition,
provided it has its own hand brakes,
SR 4.23 (3) Partly Vacuum Trains: - In case of partly vacuum trains only one
inspection or officers carriage (bogie or four-wheeler) may be
attached in rear of the rear brake-van, subject to the condition that
it is fitted with hand brake in good working order which can be
operated by its occupant during its run.
SR 4.23 (4) Power Plant Bogie : only on mixed and goods trains with full vacuum
brakes and in case of only mixed trains and goods trains working
with Air Pressure/ Vacuum throughout, not more than two power
plant bogies in place of two bogies or 4 four wheelers may be attached
in the rear of the brake-van provided the conditions prescribed for
the carriage of inflammable goods are complied with.
Note: - No passenger coach shall be intervening between the rear brake-

van and the Power Plant Bogie, which will be the last vehicle on a
train.
SR 4.23 (5) One damaged vehicle, certified as fit to run and accompanied by a
competent railway servant may under special instructions of the
Sr. Divisional Operations Manager / Divisional Operations Manager
be attached in the rear of the rear brake-van of a goods train, during
day light hours only.
SR 4.23 (6) In all cases where vehicles are attached behind the rear brake-van,
the last vehicle must carry a red tailboard during daytime and a red
tail lamp by night. The tail lamp of the Brake-van must be turned
out at night and officers who get their saloons attached behind the
brake-van should ensure that this is done (See SR 4.16 (2) also).
SR 4.23 (7) Medical Relief Van — A Medical Relief Van should be sent, attached
to an engine without a brake-van. In the event of parting, etc., the
hand brake provided on the Medical Van must be applied by the
Guard who should travel in the Medical Van. If a Guard is not available,
the Medical Van should not be detained and an Assistant Station
Master or other qualified group ‘C’ employee of the Operating
Department should be deputed to perform the duties of Guard. Those
Medical Vans not fitted with hand brakes, must be provided with
wooden wedges, four chains and four padlocks for use in the event
of parting, etc., for securing of van.
These instructions also apply to Medical Relief Van working on the
Ghat Section except that it must be despatched with a brake-van
attached to it in rear and the Guard or the other person performing
the duties of the Guard should travel in the brake-van
SR 4.23 (8) Attaching of Inspection Carriage to Light Engine— Maximum of
three inspection carriages, each one of them occupied by an officer
and fitted with hand brakes which can be operated by its occupant,
may be attachedto a light engine. The officer occupying the last
carriage is responsible tosee that a red flag is fixed to serve as a
tail board by day, that the tail lamp is lit after dark and also that the
hose coupling is duly connected and the inspection carriages are

marshalled as per Rules. Signing of Train Intact Register is not
necessary, but the Station Master detaching/attaching the carriage
shall satisfy himself that the red flag or tail lamp is duly exhibited
before clearing the section in rear. In the absence of a red flag or
tail lamp, the Station Master shall make, personal enquiries from
the officer occupying the last carriage and ascertain whether there
was more than one carriage.
4.24 POSITION OF BRAKE-VAN ON TRAIN.—Unless it be otherwise
directed by special instructions, one brake-van shall be
attached to the rear of the train, provided that reserved
carriages or other vehicles may, under special instructions,
be placed in rear of such brake-van.
4.25 GUARDS.—
(1) Except under special instructions or in an emergency, every
running train shall be provided with one or more Guards.
(2) The Guard of a running train shall travel in his brake-van,
except-
(a) in an emergency, or
(b) under special instructions
(3) When a train is worked without a Guard, such of his duties as
can be performed by the Loco Pilot, shall devolve on him as
may be specified by special instructions.
SR 4.25 (1) No train shall leave a station without a Guard. However, in case of
emergency only during daytime a goods train can be run without a
Guard with prior approval of Sr. DOM / DOM.
In all such cases a qualified Group ‘C’ staff should be deputed to
perform the duties of Guard, who shall carry, with him minimum
Guard’s equipment including Detonators, tri colour LED based HS
lamp, Red and Green flags, H.S Lamp, Dry cell torch etc., required
for the protection of the train and its safe running. Record of such
goods train run shall be maintained in a separate register in the
control office.
SR 4.25 (2) Guards must not allow any persons to ride in their brake-vans without
the authority of the Station Master, or without valid authority for
travel in the brake-van.
SR 4.25 (3) In addition to working Guard, the limit of persons authorised to
travel in the brake van of a train should not exceed —
(A) Two in the EMU/ MEMU / DMU train
(B) Three in the Passenger carrying train.
(C) Five in the Goods train
However, in emergent cases exception may be made for security
staff, police, para military personals, repair gangs of Signalling,
Electrical, Engineering, Mechanical departments and Medical staff
with the prior approval of Sr. Divisional Operations Manager /
Divisional Operations Manager of the concerned division.
4.26 COUPLINGS.—No vehicle that is not fitted with a coupling or
couplings of approved pattern shall be attached to any train.
SR 4.26 When a vestibuled coach is the last vehicle on a train or any coach
is isolated and the vestibule is not in use the doors of the unused
vestibules must be closed and properly secured by the Train
Examining staff. An endorsement to this effect should be made on
the Brake Power Certificate Form by the Section Engineer(C&W).
D. VEHICLES AND CRANES
4.27 CRANES.—
(1) No travelling crane shall be attached to a train until it has
been certified by a duly authorised person that it is in proper
running order and with a dummy truck for the jib, if necessary.
(2) When a crane is to work on any line provided with electric
traction or any line adjacent to it, the procedure and
precautions as laid down under special instructions shall also
be followed.
SR 4.27 (1) The principal parts of a Travelling Crane are described in para 607,
Chapter VI of Loco Manual.
SR 4.27 (2) Attaching of Travelling cranes to trains. —
(A) Steam Cranes.—
(i) Before travelling, blocking screws or stops over the axle box must
be completely withdrawn to make the spring gear operative.
(ii) The outriggers must be in the retracted position and properly secured
against the possibility of working out on the run.
(iii) The jib of a crane may be kept either leading or trailing but it must
be fully lowered and resting in a central position on the bolster of
the dummy truck and securely fastened against all possibilities of
getting dislodged on the run. Steam cranes are generally provided
with means of locking the swivelling base to the floor of the truck on
which they are mounted and the same must be made use of.
(iv) It is usually necessary to approach a site of accident from the
station nearest to it, with the crane leading. Some cranes have
reversible dummy trucks, which means that the dummy truck, if
required, can be lifted bodily by the crane itself and placed in rear.
In case of such cranes, the dummy truck, being in Front, is not a
hindrance and the site may be approached with the jib lowered fully
and supported on the dummy truck. In case of cranes, which do
not have a reversible dummy truck, the truck should be marshalled
in rear of the crane at the previous station and site approached with
jib trailing.
Thus, it is possible in most cases, to avoid travelling with the jib
hoisted but should an occasion arise necessitating the crane to
run with the jib unsupported on a dummy truck, the jib must be in
the central position and its swivelling movement prevented by a
dependable locking arrangement such as is provided under the
swivelling base and the speed must not exceed 6 Kmph. The
supervisor in charge of the crane shall see that the jib is hoisted
only to the extent which would rule out the possibility of its fouling
with any structure of overhead wires.
(v) The crane driver, who must always travel on the crane, is responsible
for the safety of the crane throughout the journey.
(B) Hand cranes –
(i) The precautions laid down for steam cranes must also be observed
for hand cranes.
(ii) Counter balance box, if provided, should be moved inward to the
fullest extent and securely fastened. The weight of the balance
box shall be marked on it and no alteration in the weight shall be
made except under written sanction of the Chief Mechanical
Engineer.
(iii) The operating handles must all be removed from the shafts.
(iv) The gear for relieving the weight on the central pillar where provided
must be locked in the travelling position.
(C) Any crane not fitted with buffing gear, spring gear, enclosed axle
boxes or not provided with a match truck, will not be considered as
a travelling crane and must not be attached to any train without the
specific orders of the Chief Mechanical Engineer.
(D) Cranes must not be attached to passenger trains except in case of
emergency when they may be attached to slow passenger trains
or mixed trains under the joint permission of Divisional Mechanical
Engineer and Divisional Operations Manager.
(E) Cranes can be attached to all goods trains and should, as far as
possible, be attached with the dummy truck and the crane itself
next to the engine.
SR4.27 (3)(A) Broad Gauge. — The140 Tonne crane can run at maximum
permissible of 100 Kmph and 75/65/40 tonne crane can be permitted
to run at a speed of 65 Kmph. or at the sectional speed whichever
is less on all sections subject to the observance of all permanent
and temporary restrictions that may be in force from time to time
except on the following sections where the speed shall be further
restricted as under: —
Division Section Permissible Speed
Kmph.
Vadodara 1. Anand-Khambhat 40
2. Vasad-Kathana 40
Ratlam 1. Indore-Dewas-Ujjain 40
(B) Metre gauge.—The 35 tonnes crane shall be permitted to run at a

speed of 50 Kmph or the sectional speed, whichever is less, subject
to the observance of all permanent and temporary restrictions that
may be in force from time to time.
SR 4.27 (4) Restrictions over-bridges –
(A) Broad gauge — Sipra bridge on Nagda-Ujjain branch - A speed
restriction
of 25 Kmph is applicable to 30/35 and 65 tonnes cranes.
(B) Metre Gauge — There are no special restrictions over bridges for
35 tonnes steam crane.
SR 4.27 (5) Crane working within Station Limits: —

(A) Before commencing the operations, the Supervisor will notify the
Station Master in writing the nature of the work, the line or lines
likely to be fouled during the period of operation and time required
for the work. He will commence the operations only after obtaining
the written permission from the Station Master.
On controlled sections where running lines are fouled, the Station Master
on duty will not give the permission except with the prior approval of
the Controller on duty. Record of such approval and permission asked
for and given must be entered in Red ink in the TSR
(B) Once permission is given to the supervisor of the crane to commence
operations, the Station Master will be responsible to see that no
shunting or other movements are allowed which will interfere with
the crane working.
(C) Before commencing the work, the supervisor shall have the line on
which, the crane will work as well as the line(s), which are likely to
be fouled in the course of operation blocked and protected by banner
flags on both sides as per SR 15.09(2).
(D) Crane operations within station limits will be deemed ‘Obstructions’
on the line or lines concerned for purpose of taking off signals.
(E) If during the course of crane operations train movements or other
operations are required to be performed on the line blocked or on
lines, which may foul crane working, all crane working shall be
stopped by the Supervisor on obtaining a written request from the
SM to suspend operation. After doing so, the Supervisor will give
written memo to the SM that crane working is suspended, that the
jib of the crane is parallel to the track and the tail locked and no
obstruction is fouling the line or lines where train movement or
shunting movements are to take place. On receipt of the memo,
the SM will take off signals concerned for the train or to perform
other movements.
(F) After the crane work is over, the Supervisor will issue a memo to
the SM on duty to the effect that the work is over and the lines
blocked and / or fouled are clear of obstructions and are safe for the
passage of trains.
SR 4.27 (6) Crane operations in Block Section. –
(A) A travelling crane operating in a block section will work under the
normal train working rules, the section being blocked for the duration
of the work.
(B) When a travelling crane is working on a double line block section,
the Supervisor in charge should see that the adjacent line is not
infringed and if any infringement is required, the adjacent line should
also be blocked. Trains passing on the adjacent line should be
issued caution order by the station immediately in rear.
(C) Banner flags should be provided to protect the line on which the
crane is working and also the adjacent line in the case of double
line. Such banner flags shall be removed only when the jib is turned
parallel to the track and the tail locked. The Supervisor in charge of
the crane will hand signal the Loco Pilot past the site of crane
operations.
SR 4.27 (7) Caution Order — Loco Pilots of trains passing stations where any
running lines are ‘blocked’ for crane operations shall be issued
caution orders, as directed in SR 4.09(1). Likewise on double line
Loco Pilots of trains passing by a site of crane operations shall be
issued caution orders.
SR 4.27 (8) Crane Operations. –
(A) Special Rules for Hand Travelling Crane.
(i) Precautions before lifting —
Before using hand crane for lifting, the following precautions must
be taken—
(a) The jib must be raised and secured in that position.
(b) The blocking screws and wedges must be applied.
(c) The tail may then be liberated.
(d) Handles must be secured to the winding shaft.
(ii) Precautions while lifting—
(a) Jib struts must be used when the crane is handling a load up a
bank for warping a load which is beyond the sweep of the jib or in
any other case when ordinary means do not appear adequate to
ensure the equilibrium of the crane. These struts cannot be used if
the jib is to be slowed with the load suspended.
(b) The crane handles must not be left unmanned either in lifting or
lowering. Lowering with the check of the brake only is strictly
prohibited.
(B) Special Rules for Steam Cranes.
(i) Precautions before lifting—
(a) Crane swivel should be unlocked and the jib hoisted until it is at
the proper radius.
(b) The blocking screws or stops must be applied over the laminated
springs.
(c) If it is necessary to use outriggers, the outriggers must be pulled
out to the correct marking on the girder and supported on pacing
(ii) Precautions while in use —
(a) Rail clips or grippers, if provided, must be used whenever the
outriggers are in use.
(b) The crane is not to be used on any line until the sleepers on which
crane is to stand, while working, have been examined. If weakness
of the track or the formation is suspected, it is all the more important
that outriggers be applied and concentration of load on the track
thus reduced.
SR 4.27 (9) Competency Certificate for persons authorised to supervise crane
operation –
(A) Only persons having certificates of competency granted by Divisional
Mechanical Engineers shall be authorised to supervise crane
operations. Such certificates shall be issued to Sr. Section Engineer
(Loco), Section Engineer (Loco), Fitter, Chargemen, Divisional and
Chief Carriage and Wagon Inspectors, Section Engineer (C&W),

scale Rs. 5000-8000 (RSRP) and above, Section Engineer (Bridge)
and Assistant Section Engineer (Bridge), Sr. Engineer and Assistant
Sr. Engineer of the Electrical (Traction) Department, after having
been tested, found satisfactory and fully conversant with Crane
Working Rules and Instructions.
Assistant Mechanical Engineers are not authorised to issue such
competency certificate.
(B) In the case of transportation cranes of under 20 tonnes capacity,
crane Drivers and crane Jamadars shall also be competent to
conduct crane operations provided they have the necessary
Competency Certificate (which will also be granted by DMEs after
testing them) and also provided such operations are confined to
sidings without infringing running lines. Staff of the Engineering,
Stores and other departments who are required to supervise crane
operations should also have the competency certificate from DME
concerned for supervising crane operations confined to sidings, which
are not infringing the running lines. In all cases of operations involving
running lines, the supervisors mentioned in SR 4.27(9)(A) only will
be competent.
(C) The form to be used for granting competency certificate for conducting
crane operation is shown below: —
COMPETENCY CERTIFICATE
No. ……………….
Name ………………………………………..
Designation………………………………….
The above named has been tested by me and is certified as

competent to take charge of and be responsible for the correct and
safe working during operations of a (type)…............................crane
of …………………tons capacity.
Station……………… Signature ……………………….
Date ……………….. Divisional Mechanical Engineer.
Seal of the office ……………….

4.28 LOADING OF VEHICLES.—
(1) No wagon or truck shall be so loaded as to exceed the
maximum gross load on the axle fixed under sub-section (1)
of section 72 of the Act, or such varied carrying capacity if
any, as may have been prescribed by the Railway
Administration under subsection (4) of the said section.
(2) Except under approved special instructions no vehicles shall
be so loaded as to exceed the maximum moving dimension
prescribed from time to time by the Railway Board.
(3) When a load in a truck projects to an unsafe extent beyond

the end of a truck, an additional truck shall be attached to
act as a dummy.
(4) The Guard shall, unless this duty is by special instructions
imposed on some other railway servant, carefully examine
the load of any open truck which may be attached to the
train and if any such load has shifted or requires adjustment,
shall have the load made secure or the truck removed from
the train.
SR 4.28 (1) The maximum weight that may be loaded in any wagon or truck is
distinctly marked on each vehicle and must not be exceeded.
SR 4.28 (2) Care should be exercised that goods are so loaded that, as far as
possible there shall be the same weight borne by each wheel.
SR 4.28 (3) Carriages, machinery, timber and other large articles loaded in open
trucks must be loaded with special care. In using pairs of trucks,
the loads must be evenly distributed on both trucks, heavy goods
must be so loaded as to bear evenly on the springs.
SR 4.28 (4) When low-sided truck without bolsters are used for rails, angle or
bar iron, etc., the load should be so placed as not to interlock with
articles loaded in the next trucks and if necessary, should be
protected by a dummy truck.
SR4.28 (5)(A) When a load is so long that it cannot be accommodated in two
trucks, it must, if possible, be loaded in three trucks so that the
entire weight is carried on the centre vehicle and the end trucks are
idlers. The load must be placed on packing in the centre truck so
that it is clear of the floor of the end trucks by not less than 15 mm
and there must be not less than 30mm upside clearance in the end
trucks between each side of load and side of truck.
The weight of the load must not exceed the carrying capacity of the
centre wagon and if on the Broad Gauge an F class wagon is used
the ends may be removed. This method of loading must be used in
preference to that given in SR 4.28(5)(B) if possible.
(B) If the weight of the load is such that it cannot be carried on the
centre truck as given in (A) then the load must be carried as equally
as possible on the end trucks and the centre vehicle must be an
idler. There must be not less than 15 mm clearances between under
side of load and floor of the centre vehicle and not less than 30 mm
side clearance between each side of load and side of wagon in all
vehicles. The load must rest on the end trucks on bolsters arrange
to allow the trucks to run one end of the load must be secured to
the end vehicle and the other end must be free to slide on the
bolster longitudinally.
(C) The greatest weight on any pair of wheels shall not exceed that for
which the vehicles are designed and this weight shall be nearly as
possible be evenly distributed on the two rails. In no case must the
load rest on one end of a vehicle in such a manner that the weight
on any pair of wheels shall be more than double that on any other
pair of wheels in the same vehicles.
SR 4.28 (6) Normally an over dimensional consignment is one which when loaded
upon a wagon would infringe the following maximum moving
dimensions at any point on the entire route from the booking station
to the destination including via break of gauge. Therefore, any

consignment exceeding the dimensions quoted below shall not be
registered for booking unless prior sanction for its acceptance has
been obtained from the Divisional Railway Manager/Chief Operations
Manager (Detailed instructions are given in Chapter 18 of old &
Chapter 12 of new Operating Manual edition 2007).
(A) Broad Gauge. —
(in bogie wagon)
Height at centre 4115 mm
Height at sides 3505 mm
Maximum width 3050 mm
(These dimensions include lashing and packing)
(in 4 wheeled wagon)
(B) Metre Gauge.—
(C) Narrow Gauge.— (762 M M)
(These dimensions include lashing and packing)
Width 2290 mm
Note: - The heights given in SR 4.28 (6)(A), (B) & (C) above are from rail
level.
SR 4.28 (7) When a truck is used as a dummy in terms of GR 4.28 (3), the
same must not bear any portion of the load of the truck it is protecting,
but may itself be loaded.
4.29 DAMAGED OR DEFECTIVE VEHICLES.—

(1) No vehicle which has been derailed shall run between
stations, until it has been examined and passed by a
competent Section Engineer (C&W):
Provided that in case of a derailment between stations, the
Loco Pilot may, if the vehicle has been re-railed and if he
considers it safe to do so, take such vehicle to the next station
at a slow speed.
(2) If a Guard or Station Master has reason to apprehend danger
from the condition of any vehicle on a train before it can be
inspected by a Section Engineer (C&W), the Loco Pilot shall
be consulted and if he so requires, the vehicle shall be
detached from the train.
SR 4.29 (1) A vehicle on a train running with heated bearings which emit smell
of burning oil or smoke or a whistling noise or is seen in flames, is
also a dangerous vehicle. Staff on duty (Station Master, Cabinman,
Points Jamadar, Pointsman, Gateman etc.) must be alert to detect
it and take such action as indicated in SR 4.17(2)(A). In case of
trains running through a station, both sides of the train must be
watched, the off side being watched by a Cabinman or any other
member of the staff deputed for the purpose by the Station Master.
SR 4.29 (2) Reception of a train with a hot axled wagon/derailed or running gear
damaged wagon.
(A) The Station Master receiving advice of a hot axle or any other part
of under gear on a train, which is dangerous, will where possible,
receive the train on the main line, if it is not possible to do so, he
shall bring it to a stop outside the first stop signal and then admit it
on the loop line very cautiously.
(B) The hot axled wagon shall be examined by the Section Engineer
(C&W) staff (in case of train examining station) or by the Loco Pilot
after the train has come to a stop at the allotted line in the station
yard.
If an axle box is found running hot at a station other than a train
examining station, the Loco Pilot must decide if the vehicle is safe
or unsafe to run any further and if safe, give a certificate to the
Guard accordingly.
(C) When the Station Master receives advice of a vehicle on a train
whose running gear is in any way considered dangerous, he shall
bring the train to a stop outside signals as further movement of
such vehicle, especially over points in the station yard is likely to
cause a serious accident. The train shall be got thoroughly examined
by the Loco Pilot before being admitted into the station yard.
SR 4.29 (3) Movement of trimount bogie diesel/electric locomotives with one
defective axle floated as light engine
(A) Floating of a defective axles on locomotives is resorted to under
the following conditions –
(i) Seizure of axle box roller bearing.
(ii) Seizure of traction motor suspension bearing.
(iii) Seizure of traction motor roller bearing and impossibility to remove
its pinion.
(iv) Heavy skidding on a wheel.
(B) Movement of locomotives with a defective axle in floated condition
and attention thereafter shall be done in following manner
(i) The defective locomotive with one axle floated shall be escorted by
competent Permanent Way and Loco maintenance staff.
(ii) Whenever a locomotive with one axle in floated condition is required
to be moved, the diesel power controller / traction locomotive
controller shall advise engineering control of the division about the
intended movement. Competent P. Way staff shall be arranged by
engineering control to escort the defective locomotive, within
reasonable time.
(iii) A locomotive which has a defective axle in floated conditions should
be worked only as a light engine, to the nearest shed (irrespective
of owning shed or railway) for attention at a speed not exceeding 20
kmph on straight line and 15 kmph on curves.
(iv) In case floated axle happens to be a leading axle and turnouts /
points have to be negotiated, the locomotive shall be brought to a
stop before the turnout and escorting staff should detrain and monitor
the passage of the locomotive over the turnout.
(v) Movement of locomotive with a defective axle in floated condition

shall be avoided during extreme winter condition when temperatures
below 80 C are reported, especially during night time.
(vi) Appropriate mechanism shall be set up in the control office for
movement of such locomotives in accordance with the instructions
as above.
(C) Running of trains after passage of a loco with floated axle
(i) The first train to traverse the stretches in the sections after movement
of locomotive with a wheel in floated condition, shall be restricted to
work at not more than 30 kmph speed. In the event of report of any
unusual problem, adequate precautions by way of speed restrictions
etc. may be prescribed for subsequent trains.
(ii) In the event of no abnormality report on the movement of first train
after the wheel floated loco, all subsequent trains shall move at
normal speed, subject to all other restrictions in force.
(iii) The entire stretch traversed by locomotive with floated wheel shall
be got inspected by USFD team at the earliest to identify any flow
that may have got generated in the rail/weld and necessary action
organised.
E. PRECAUTIONS BEFORE STARTING TRAIN
4.30 LOCO PILOT AND GUARD TO EXAMINE NOTICES BEFORE

STARTING.—Every Loco Pilot and Guard before starting with
a train shall examine the notices issued for their guidance
and ascertain there from whether there is anything requiring
their special attention on that section of the railway over which
they have to work.
4.31 EXAMINATION OF TRAIN BEFORE STARTING.—When a train
is examined by a Section Engineer (C&W) at a station, the
Station Master shall not give permission to start the train until
he has received a report from such Section Engineer (C&W)
to the effect that the train is fit to proceed and has the
prescribed brake power.
SR4.31(1) The report of Section Engineer (C&W) referred in GR4.31above
shall be on form no. T/431 as given in Annexure-D at the end of this
chapter.
SR 4.31(2) Staff working under vehicle: — Whenever it is necessary for the
Carriage or Electrical staff to work underneath or between carriages
or in any other dangerous position, where they are likely to be
injured by the movement of such vehicle or train, they must:
(A) First protect themselves by placing two red flags or lamps at each
end of the train.
(B) These flags or lamps should be placed so as to be clearly visible on
both sides and in both directions and they only be removed by the
person who put them in position under his direct instructions.
(C) These instructions also apply to all vehicles standing alone, or
forming part of a rake on any road or siding other than recognised
repair lines under the control of the Section Engineer (C&W).
4.32 EXAMINATION OF TRAIN BY LOCO PILOT.—The Loco Pilot

shall, before the commencement of the journey and after
performing any shunting en route, ensure.—
(a) that his engine is in proper working order,
(b) that the coupling between the engine and the train is properly
secured and
(c) that the head light and marker lights as prescribed in sub-
rule (1) of Rule 4.14 are in good order and these are kept
burning brightly, when required.
SR 4.32 (1) Coupling between engine and train - Loco Pilot is responsible for
ensuring that the coupling and hose pipe connection between the
engine and train are tightly and properly attached before starting.
SR 4.32 (2) The Engine Loco Pilot will also see that the brake van side lights at
night can be clearly seen from both sides of the engine and if they
cannot, will bring the fact to the notice of the Guard.
SR4.32 (3)(A) A Loco Pilot shall not take his train on to a running line until he has
tested all his control power and brake apparatus and found them in
proper and prescribed working order.
In case of Electric Locos, the Loco Pilot, shall in addition, carry out
the inspection and tests in accordance with special instructions
issued by the concerned Sr. Divisional Electrical Engineer (TRD)-
BL/BRCY/ADI or Sr. Divisional Electrical Engineer (TRO) –BCT/
BRC/ADI/RTM.
(B) When taking over from another Loco Pilot, it will be his duty to
ascertain whether any defects exist and the man handing over must
acquaint the relieving Loco Pilot of any faults or defects likely to
affect the working of the train.
SR 4.32 (4) Rules for testing brake power on EMU /MEMU Rakes:
(A) The following procedure should be observed for joint testing of brakes
by Guard and Motorman for EMU train brought from Car shed or
stabling line to the platform before commencement of the first trip.
To be done by To be done by Guard
Loco Pilot/Motorman
(i) Start the air compressor and (i) W hen the brake pipe
when the main reservoir pressure is 4.2 kg/cm2 give
pressure is normal. (5.8 kg/ 5 (f iv e) rings to the
cm2 to 7 kg/cm2) open the Motorman.
isolating cock switch to
charge the brake pipe.
(ii) Apply the automatic brakes (ii) Observe the drop in brake
by reducing the brake pipe pipe pressure on the gauge.
pressure to 3 kg/cm2. Then give one ring.
(iii) On receiving one ring from (iii) W hen the brake pipe
the Guard, move brake pressure is 4.2 kg/cm2 open
controller handle to the the Guard’s emergency valve
‘release’ position. (i.e. move the handle to ‘On’)
after giving one ring.

Loco Pilot/Motorman
(iv) On observing the drop in (iv) When all air noise stops
brake pipe pressure move observe the cylinder gauge
brake controller handle to showing. 1.8 kg/cm2. Then
emergency. move the emergency handle
to ‘Off’ position and give one
ring.
(v) On receiving one ring and (v) On observ ing 1 kg/cm 2

when brake pipe pressure is pressure in the Brake
zero, move the brake handle cylinder gauge, give one ring.
to release position and when
the brake pipe pressure is
normal again make an
electrical application to
pressure B.G. of 1 kg/cm2.
(vi) On receiving one ring make (vi) On observing 1.8 kg/cm 2

a full E.P. application. pressure in the Brake
cylinder gauge, give one ring.
(vii) On receiving one ring, move (vii) Acknowledge by 5 rings.

brake controller handle to Give 5 rings for completion
‘release’ position. of Joint Brake Test (JBT).
(B) MEMU Rakes being turned out from MEMU Shed-BRCY will be
issued a Brake Power Certificate on standard format NS1836. A
joint brake test will be conducted by Motorman and Guard of MEMU
before the rake is brought from Car shed or stabling line to the
platform before commencement of first trip.
Loco Pilot/Motorman
(i) Start the air compressor and (i) W hen the brake pipe
when the main reservoir pressure is 5kg/cm2 give 5
pressure is normal (6.0 to (five) rings to Motorman.
7.5) kg/cm 2, open the
isolation cock switch BIVS
to charge the brake pipe to
5 kg/cm2
(ii) On receiving 5 rings apply (ii) Observe the drop in BP

automatic brake-by-brake pressure on the gauge then
controller handle (BCH) by give 1 ring.
reducing BP pressure to 3
kg/cm2.
(iii) On receiving 1 ring move (iii) When the BP pressure is 5

brake controller handle kg/cm2 give 1 ring and move
(BCH) to ‘Release’ position. the Guard’s emergency valve
handle to ‘On’ position.

Loco Pilot/Motorman
(iv) On observing the drop in BP (iv) When all air noise stops,
pressure mov e brake observe the brake cylinder
controller handle to gauge showing 1.4 kg/cm2.
Emergency position
thereafter move the Guard’s
emergency valve handle to
‘Off’ position and give 1 ring.
(v) On receiving 1 ring, move (v) W hen BP pressure is
brake controller handle Normal’ i.e. 5.0 kg/cm2 and
(BCH) to Release position BC pressure is 0 kg/ cm2
and ensure BP pressure is then give 1 ring.
‘Normal’.
(vi) On receiving 1 ring, ensure (vi) On observing 1 kg/cm 2
E.P. brake supply switch is pressure in BC gauge give
‘On’ Apply EP brakes to BC 1 ring.
pressure of 1 kg/cm2.
(vii) On receiving 1 ring, make (vii) On observing 1.4 kg/cm2
full EP application. pressure in BC gauge give
1 ring.
(viii) On receiving 1 ring move (viii) Ensure that BC pressure is
brake controller handle ‘0’ kg/cm2 then give 1 ring.
‘BCH’ to release position.
(ix) On receiving 1 ring, give 5 (ix) Acknowledge by 5 rings.
rings for completion of Joint
Brake Test (JBT).
(C) The above procedure must always be carried out most carefully
when putting units into service after stabling, also after two units
have been coupled up.
(D) The Loco Pilot should check the working of the deadman’s safety
device.
SR4.32 (5)(A) It is duty of the Guard and the Motorman/Loco Pilot to change the
destination indicators at respective ends of the train in case of EMU/
MEMU rakes.
(B) While working an EMU /MEMU rake Motorman/ Loco Pilot must
keep a sharp lookout for all defects or anything unusual in the rolling
stock equipment and promptly report such defects to EMU/Traction
Loco Controller.
In the case of serious defects, a detailed report must be made by
the Loco Pilot.
SR 4.32 (6) Oiling and Greasing in case of EMU/MEMU rakes — Motorman/
Loco Pilot must not oil or grease any part of the train or equipment
except to remedy a warm or hot bearing and when this has been
done, he must specially report the occurrence.
SR 4.32 (7) Duty of Motorman/ Loco Pilot when stabling an EMU/MEMU rake—
When stabling a train, the Motorman/ Loco Pilot shall carry out the
following operations: —
(A) Remove the reversing handle.
(B) Switch ‘OFF’ the auxiliaries & in case of MEMU trip the ABB also.
(C) Drop the pantographs and ensure that they have dropped.
(D) Remove the Loco Pilot’s control key.
(E) Apply emergency brakes, switch ‘OFF’ the isolating cock ‘switch
and remove the handle.
Note: - On arrival of a train at a terminal station for stabling, the Guard shall
switch off lights and fans.
SR4.32 (8)(A) Movement of Electric train outside electrified area — Electric trains
must not be hauled outside the electrified area until the pantographs
have been lowered.
(B) Movement of Electric trains in Non-electrified Sidings in Electrified
Area.- Normally electric trains must not be placed in non-electrified
sidings within the electrified area. However, when it becomes
absolutely unavoidable to do so, care should be taken by the Station
Master as well as Loco Pilot/ Motorman to ensure that all
pantographs are lowered and that there is no obstruction on or
alongside the siding which might come into contact with the
pantograph or any other part of the train. Great care should be
taken while performing shunting.
SR4.32 (9)(A) Brake continuity test on Air Brake goods train must invariably be
conducted in the following manner and circumstances -
(i) At originating station including at station from where stabled load is
cleared.
(ii) A fresh locomotive or additional locomotive attached .
(iii) Whenever any vehicle is attached / detached or train is remarshalled.
(iv) When brake pipe is disconnected and after any brake defect or
irregularity, which affected the continuity of brake system has been
rectified.
(B) The procedure to be observed for the above test, by the Loco Pilot
and Guard or in absence of Guard by the competent Railway servant
shall be as under before starting a train.
(i) By Loco Pilot - When the B.P. pressure in the locomotives is charged
to the value i.e 5.0 + 0.2 kg/cm2, sound five short whistles.
(ii) By Guard — On hearing the five short whistles –
(a) Ensure B.P. pressure of 4.8 + 0.2 kg/cm2 or 4.7 + 0.2 kg/cm2 if load
is more that 55 wagons.
(b) Show a red flag by day or a red light by night to the Loco Pilot.
(c) Press the Guard Emergency Brake valve handle and reduce B.P.
pressure by 1.0 kg/cm2 and then close the handle.
(d) Get down from brake van and observe that the brakes are getting
applied and released in at least last FIVE wagons from brake van.
(e) Return to brake van and ensure that the B.P. pressure has charged
to original value.
Note: -(1) In case pressure gauge is not available in brake van, reduce the
B.P. pressure by keeping the emergency brake valve handle
continuously pressed for 30 seconds, then close the same.
Thereafter get down from the brake van and ensure the application
and release of brakes of FIVE wagons as above.
(2) In case of conventional type of brake van or when brake van is not
provided or when brake van is not the rearmost vehicle, reduce the
B.P. pressure partially by operating the rear end B.P. angle cock of
rear most wagon for continuously 30 seconds and then close the
same. Thereafter ensure the application and release of brakes of
FIVE wagons as above.
(iii) By Loco Pilot —
(a) Observe —
(1) Reduction of B.P. pressure.
(2) Deviation of airflow indication needle.
(3) Glowing of LSAF lamp.
(b) Ensure personally or through Assistant Loco Pilot the application
and release of brakes and the leading TEN wagons from locomotive.
(c) Observe —
(1) B.P. pressure as recharged to the original value
(2) Air flow indication needle returns to normal position
(3) LSAF lamp has extinguished.
(iv) By Guard —show a green flag by day and a white light by night to
the Loco Pilot to confirm the orderly completion of continuity test.
(v) By Loco Pilot — Acknowledge the same signal to the Guard.
(vi) In case of any defect/deviation from above indicating a fault, the
continuity test to be carried out from the first step after the fault is
rectified.
(C) Brake continuity test on Air Brake coaching stock trains must
invariably be conducted in the following manner and circumstances
(i) At originating station.
(ii) A fresh locomotive or additional locomotive is attached.
(iii) Whenever any vehicle is attached/detached or train is re-marshalled.
(iv) Whenever Feed pipe and /or Brake pipe is disconnected between
two coaches during trouble shooting and after any brake defect or
irregularity that affected the continuity of brake system has been
rectified.
(D) The procedure to be observed for the above test, by the Loco Pilot
and Guard or in absence of Guard by the competent railway servant
shall be as under before starting a train
(i) By Loco Pilot — see that the F.P. and B.P. in the locomotive is
charged to the value 6.0 + 0.1Kg/cm2 and 5.0 + 0.1 Kg/cm2
respectively.
Note: - In case train is single piped then only BP pressure should be seen.
(ii) By Guard —
(a) See that the F.P. and B.P. pressure in the Guard’s brake van is
charged to the value i.e. F.P. between 6.0&5.8 kg/cm2 and B.P.
5.0&4.8kg/cm2 respectively.
(b) Press the Guard’s emergency brake valve handle and then release
it. This will reduce B.P. pressure by 1.0 kg/cm2.
(c) See that B.P. pressure is charged and pressure gauge register the
original value. This confirms the continuity of pressure from
locomotive to Guard’s brake van/rear most coach.
(d) Now sign the Brake Power Certificate which is sent to Loco Pilot
by Section Engineer (C&W). However at other than the train
originating station when required amount of pressure is registered
in the gauge, the Guard instead of signing of Brake Power Certificate
shall communicate the Loco Pilot on Walkie- Talkie or by other
means of communication, if provided. The Guard shall as well as
make an entry to this effect in his Rough Journal. When the Guard
is unable to inform the Loco Pilot on the Walkie-Talkie etc about
the pressure, the Brake Power Certificate shall be signed by the
Guard as if train is starting from an originating station.
Note: -(1) In case train is single piped then F.P. pressure reading not to be
seen.
(2) When Guard’s brake van is not the rear most coach, go to the rear
of rearmost coach and reduce the B.P. pressure by opening the
rear end B.P. angle cock of rear most coach for continuously 30
seconds (instead of pressing the Guard’s emergency brake valve
handle) and then close the same. Come back to brake van and see
that B.P. and F.P. pressure are charged and pressure gauges register
the original value. Then communicate the Loco Pilot on walkie-
talkie etc, as per above.
(iii) By Loco Pilot -
(a) On Guard’s action as per above, Loco Pilot will observe-
(1) Drop in B.P. and F.P. pressure.
(2) Deviation of airflow indication needle.
(3) Glowing of LSAF lamp.
(4) B.P. and F.P. pressure have recharged to the original value.
(5) Air flow indication needle returns to normal position.
(6) LSAF lamp has extinguished.
(b)(1) After receiving the Brake Power Certificate duly signed by the Guard
at train originating station or on being confirmed by the Guard about
the availability of required amount of pressure on Walkie-Talkie etc.
at other than train originating station, record the amount of pressure
as communicated by the Guard on the Brake Power Certificate and
check that BP pressure in Brake Power Certificate is not higher
than BP pressure in locomotive.
(2) Reduce B.P. pressure to zero.
(3) B.P. and F.P. pressure are re-created and built upto original value .
(4) Then sign the Brake Power Certificate.
(iv) By Guard –
(a) After sending the Brake Power Certificate to the Loco Pilot duly
signed by the Guard at train originating station or af ter
communicating to Loco Pilot on the Walkie-Talkie etc. at other
than originating station about the BP pressure, see that the BP
pressure in the pressure gauge falls to zero. This corresponds to
the Loco Pilot having dropped the pressure from the locomotive.
(b) The B.P. pressure in the pressure gauges will rebuilt upto the original
value. This confirms the continuity of pressure from the rear most
coach to the locomotive.
(c) Give train starting signal only after ensuring that B.P. and F.P.
pressure have been registered to the original value and other
necessary conditions before starting the train have been complied
with.
(v) In case of any defect /deviation from above indicating a fault, the
continuity test to be carried out from first step after the fault is
rectified.
4.33 EXAMINATION OF SINGLE AND MULTIPLE UNITS BY LOCO
PILOT.—
When coupling single or multiple units or coaches of any
such units together, the Loco Pilot shall be responsible for
observing that all electrical couplings are properly made.
After all couplings have been made, the Loco Pilot while
taking over the complete train shall satisfy himself that the
control and power apparatus and brakes of the complete train
are in proper and prescribed working order.
SR 4.33 (1) The Loco Pilot while handing over charge of a train must acquaint
the person taking over with any faults or defects [see SR 4.32(3)].
SR4.33 (2)(A) Following instructions will apply to EMUs: -
(i) Automatic Couplers. — All EMU Stock are fitted with automatic
buffer couplers which are located in the centre of the carriage head
stocks. Coaches are coupled merely by bringing them together
with small force, but one coupler must be in ‘Lockset’ position, viz.,
with jaw swung open. While coupling, the stationary unit or coaches
should have its brakes ‘ON’. Uncoupling is accomplished by pulling
a short rod attached to the coupler and then drawing the coaches
apart. It is, therefore, not necessary for the staff to go between
coaches during coupling operations.
(ii) Coupling of Units. — In coupling units together, the EMU Section
Engineer (C&W) staff will be responsible for seeing that the ‘jumper’
connections are properly made. Care is to be taken for not to touch
the contacts or to let them come into contact with the rails, ballast
or metal work of the coach when inserting jumpers in the receptacles
provided. In all cases, this operation will be carried out under the
supervision of the Motorman/Loco Pilot who will first ensure that
both the motor generator sets are switched off.
(B) Following instructions will apply to MEMU: -

(i) Semi Automatic Couplers: All MEMU stocks are fitted with semi-
automatic schaku couplers, which are located in the centre of the
carriage head stocks. Coaches are coupled as under: -
(a) Bring the adjacent coaches near one another and stop them at
such a distance so that the male and female couplers are at the
same height and are aligned with each other.
(b) Keep one coach on brakes, push the other coach with sufficient
force for coupling. Once the male and female couplers fit into each
other, tighten the fly nut till the two half sleeves of couplers fit tightly
over the coupler tube and join together.
(ii) Once the flynut is fully tightened firmly, tighten the lock nut securely.
(iii) See and ascertain that the MR and BP pipe holes are matching
each other on schaku coupler pneumatic bracket and there is no
leakage.
(iv) After the mechanical and pneumatic coupling is over, connect the
electrical jumpers A, B, C & D.
(C) Stopping Places for EMU/ MEMU trains. — EMU/ MEMU trains
shall be stopped at stopping marks, provided on the track for the
purpose.
(D) Guards are responsible for seeing that all lighting and fan switches
and the main lighting switch are ‘Off’ before train units are uncoupled.
(E) At stations or sidings where it is necessary for the units to be
disconnected the person performing the work must, BEFORE
UNCOUPLING, receive the assurance of the Guard and Loco Pilot
that all the lighting and fan switches as well as the motor generator
set on both halves of the train have been switched off.
4.34 DUTIES OF GUARD WHEN TAKING OVER CHARGE OF A
TRAIN. - The Guard when taking over charge of a train shall
satisfy himself, before the train is despatched: -
(a) that the train is properly coupled,
(b) that the train is provided with the prescribed brake power,
(c) that the train carries tail board or tail lamp and side lamps
and that such lamps are lighted and kept burning brightly,
when required.
(d) that the appliance, if any, for communication between the
Guard and the Loco Pilot, is in proper working orders and
(e) generally that, as far as he can ascertain, the train is in a
state of efficiency for travelling.
SR 4.34 (1) The Guard must also satisfy himself when taking over charge and
on the journey, that his brake is in working order, that the side
chains of vehicles are placed on the hooks provided for the purpose
or hooked to each other and are not allowed to drag on the ballast
and that open wagons containing any goods of an inflammable nature
are properly sheeted to protect the goods from sparks.
SR 4.34 (2) At starting and engine changing stations, the Traffic staff should
couple the engine to its train. Whenever engines have to be
uncoupled from their trains for locomotive requirements, the engine
staff will uncouple and recouple them.
SR 4.34 (3) Lighting and Fan Circuit in case of EMUs/MEMUs. - Guards must
regulate the lighting of coaches and switch off the fans when they
are running unnecessarily. In the event of a defect in the lighting or
fan circuits, the Guard will immediately inform the Loco Pilot and
the nearest Station Master, who will arrange for electrical staff to
rectify the defects.
SR 4.34 (4) When taking over charge of a train at the train originating station,
the Guard before signing the Brake Power Certificate, must see
that a Section Engineer (C&W) has made an endorsement on the
BPC certifying that the vestibule connection, fittings and doors of
all carriages/wagons are in proper working order and can be closed
and fastened .
4.35 STARTING OF TRAINS: -
(1) A Loco Pilot shall not start his train from a station without the
authority to proceed. Before starting the train, he shall satisfy
himself that all correct fixed signals and where necessary,
hand signals are given and the line before him is clear of
visible obstructions and the Guard has given the signal to
start.
(2) The Guard shall not give the signal for starting the train unless
he has received the permission of the Station Master to start,
in the manner prescribed by special instructions.
(3) The Guard shall not give the signal for starting unless he has
satisfied himself that, except in accordance with special
instructions, no person is travelling in any compartment or
vehicle not intended for the use of passengers.
(4) The Station Master shall see, before he gives the Guard
permission to start a train, that all is right for the train to
proceed.
(5) The permission of the Station Master referred to in sub-rule
(2) may be dispensed with in case of suburban train on such
sections of a railway as may be specified by special
instructions.
(6) When permission of the Station Master to start has been
dispensed with under sub-rule (5) or at a station where no
Station Master is posted, the Guard shall see, before giving
the starting signal, that all is right for the train to proceed.
SR 4.35 (1) Starting of Trains-Station Master’s permission to Guard-
(A)(i) No train shall be started from a station by the Guard of a train
unless the Station Master has permitted the train to leave.
(ii) The Station Master will give permission to start a train only when
the following conditions are fulfilled: -
(a) Line Clear has been obtained from the station ahead.
(b) Correct starting signal has been taken off.
(c) The last Stop signal has been correctly taken ‘OFF ‘ on double line
and single line tokenless sections and on the single line token
worked sections ‘ authority to proceed’ has been sent to the Loco
Pilot in addition to taking ‘off ‘ Starting and last Stop signals, where
provided.
(d) In case of Starter and/or Advanced Starter signal being defective,
the provision of G & SR 3.70 have been complied with.
(B) When the work of a passenger train is finished and it is time for it to
start the Station Master will cause a starting bell to be rung
according to the prescribed code except in case of Mumbai Local
Service, which will constitute his permission for Guard to start the
train. At Refreshment Room station, a warning bell will also be rung
5 mts. before the train leaves.
(C)(i) For goods trains, taking ‘OFF’ of the Starting and last Stop signals
on double line and single line tokenless sections and on single line
token worked sections the possession of the ‘authority to proceed’
by the Loco Pilot in addition to taking ‘ OFF ‘ of Starter and Advanced
Starter signals, where provided, will be considered as the Station
Master’s permission to start the train.
(ii) When the condition laid down in (C) (i)are fulfilled, the Loco Pilot of
a goods train will sound the engine whistle in token of having observed
that the correct signals have been taken ‘OFF’ for his train or in the
event of defective Starter and/or Advanced Starter signal(s), that he
is in possession of the prescribed authority to pass the signal(s) at
danger, on which the Guard will give his permission to start.
(D)(i) The Loco Pilot shall under no circumstances start his train until he
has also received the Guard’s starting signal.
(ii) The Guard’s signal to the Loco Pilot to start the train shall be by
the exhibition of a green flag or light, waved horizontally, by movement
only of the wrist at full stretch of the arm above the head. However,
the Guard of a train carrying passengers shall blow his whistle
before giving signal to the Loco Pilot to start. If due to curvature or
any other obstruction, the Loco Pilot cannot see the Guard’s signal,
the Station Master shall stand in the middle of the train with hand
signal lamp/green flag and relay the Guard’s signal to the Loco
Pilot.
(E)(i) Station Master’s permission to the Guard to start a train is dispensed
with at stations on Mumbai Suburban Section in terms of sub-rule
(5).
(ii) Where under SR 4.35(E)(i) above Station Master’s permission of
the Guard to start a train has been dispensed with at stations on
Mumbai Suburban section, :—
(a) Guard of EMU/MEMU/DMU on Suburban Section shall authorize
Motorman/ Loco Pilot by prescribed code of two bell signal to start
the train provided the Guard has satisfied himself that conditions
for the train to start are complied with excepting the responsibility
to see and ensure that the correct signal to start the train has been
given, which will be the duty and responsibility of Motorman.
(b) Motorman of a train at stopping stations shall, after getting two
bells signal from Guard, satisfy himself that starter signal OFF
aspect has been given and start his train after acknowledging bell
signal of the Guard by giving two bells signals to Guard.
(c) Motorman of a train at stopping stations, shall not start his train
even after getting two bells signals from Guard of the train if starter
signal working in semi automatic is at ‘ON’ position. In this case
Motorman of the train shall communicate to Guard by one bell signal
for ‘ON’ position of starter. As soon as OFF aspect of starter signal
is given, Motorman shall communicate by giving two bells signal to
Guard and shall start the train after getting two bells signal from the
Guard.
SR 4.35 (2) For rules regarding delivery of Authority to Proceed, see SR 14.11(1).
SR 4.35 (3) On receipt of a warning message forecasting the outbreak of heavy
or cyclonic storm, which may endanger the safety of passengers/
train, the Station Master, in consultation with the Guard and the
Loco Pilot, may detain the train until the abatement of the storm.
The train shall be despatched only after it is considered safe to do
so and see SR 2.11 also.
4.36 GUARD TO BE IN CHARGE OF TRAIN: — After the engine has
been attached to a train and during the journey, the Guard or
(if there be more than one Guard) the Head Guard shall be in
charge of the train in all matters affecting stopping or
movement of the train for traffic purpose. In the case of any
self-propelled vehicle, such as a motor coach without a trailer
and unaccompanied by a Guard, the duties of the Guard shall
devolve on the Loco Pilot.
4.37 SUBORDINATION OF GUARDS IN STATION LIMITS.— When a
train is within station limits, the Guard shall be under the
orders of the Station Master.
4.38 ASSISTANT LOCO PILOTS TO OBEY LOCO PILOTS.— Assistant
Loco Pilots shall obey the lawful orders of their Loco Pilots
in all particulars.
4.39 LOCO PILOT TO OBEY CERTAIN ORDERS.—After an engine
has been attached to a train and during the journey, the Loco
Pilot shall obey-
(a) the orders of the Guard, in all matters affecting the starting,
stopping or movement of the train for traffic purposes and
(b) all orders given to him by the Station Master or any railway
servant acting under special instructions, so far as the safe
and proper working of his engine will admit.
F. DUTIES OF STAFF WORKING TRAINS DURING JOURNEY
4.40 LOCO PILOT AND ASSISTANT LOCO PILOT TO KEEP A GOOD

LOOK-OUT. -Every Loco Pilot shall keep a good look-out while
the train is in motion and every Assistant Loco Pilot shall
also do so when he is not necessarily otherwise engaged.
SR 4.40(1) Duties of Assistant Loco Pilot as detailed in these rules will be
performed by the Assistant Loco Pilots in case of diesel and electric
locomotives.
SR 4.40 (2) The Loco Pilot or Assistant Loco Pilot as the case may be, shall
identify and call to each other the aspect of each signal as well as
engineering indicator board affecting the movement of the train
immediately it comes into view.
SR 4.40 (3) This shall however, in no way, absolve the Loco Pilot of his duty to
observe signals and to be vigilant and cautious.
SR 4.40 (4) The Assistant Loco Pilots should also learn the road as in the case
of Loco Pilots before they are required to work on a particular
section.
SR 4.40 (5) See SR 4.35 (3). If a train on run be caught in a storm of a severe
intensity which in the opinion of Guard and Loco Pilot is likely to
endanger the safety of passengers/train, they should immediately
bring the train to a halt. Stoppage of train over major bridges, high
embankments, cuttings and sharp curves must be avoided and see
SR 2.11 also.
4.41 LOCO PILOT OR ASSISTANT LOCO PILOT TO LOOK-BACK: -
The Loco Pilot or the Assistant Loco Pilot shall look back
frequently during the journey to see whether the train is
following in a safe and proper manner.
SR 4.41 (1) Should the Loco Pilot of a non-vacuum train find that he is unable to
see both the brake-van side lights at night, he must take the
necessary precautions provided under SR 6.08 for the parting of
train.
SR 4.41 (2) When a train passes a gang working on the line or a manned level
crossing gate, the Loco Pilot, Assistant Loco Pilot should look
back to ascertain if everything is all right with the train and if any
signal is being exhibited warning them of a danger of an accident.
4.42 EXCHANGE OF SIGNALS BETWEEN LOCO PILOT, GUARD AND
STATION STAFF: —
(1) The Loco Pilot and the Guard of a train shall exchange signals
with each other, at such times and in such manner as may be
prescribed by special instructions.
(2) The Loco Pilot and the Guard of a train shall, while running
through a station, look out for and except under special
instructions, acknowledge the ‘all right’ signals which the
Station Master and such other staff at the station as may be
specified by special instructions shall give if the train is
proceeding in a safe and proper manner. If the train is not
proceeding in a safe and proper manner, the Station Master
or the other staff shall exhibit a Stop hand signal, on receipt
of which the Guard and the Loco Pilot shall take immediate
steps to stop the train.
SR 4.42 (1) When a train, either stopping or non-stopping has passed a station
inclusive of a train halt, the Guard shall look back and satisfy himself
that no danger signal or other indication is given by any of the
Station staff as a warning that there is nothing wrong with the train
and that the train is complete. Thereafter, he shall exchange all
right signal with the Loco Pilot as indicated in SR 4.42(2).
SR 4.42 (2) Hand signals, as laid down in G.R.3.54 must be exchanged between
Guards and Loco Pilots, as the train passes clear of the last points
of each station except on Churchgate-Virar section. Should the
Loco Pilot not receive the Guard’s signal, he must stop the train
and ascertain the cause. Similar signals must be exchanged, when
starting a train, which has been stopped at stations or between
stations and as soon as a train has completely passed the portion
of the line over which a restriction of speed has been imposed.
SR 4.42(3) Guards and Loco Pilots/ Asstt. Loco Pilots of running trains will be
responsible to watch any train passing on the adjacent line and to
attract the attention of the Guard and the Loco Pilot/Asst. Loco
Pilot of the later train, by exhibiting danger hand signal, should any
condition be noticed on that train which may endanger its safety.
(A) In case of trains running in opposite direction, as on double line,

the Loco Pilots/Assistant Loco Pilots of a train shall exchange ‘all
right’ green hand signals with Loco Pilot/Assistant Loco Pilot of the
trains running in opposite direction. Likewise Guard of a train
shall, exchange ‘all right‘ green hand signal with Guard of
the train running in opposite direction
(B) Guards and Loco Pilot/Assistant Loco Pilot of both the trains running
in opposite direction on adjacent track shall watch / examine each
other trains
(C) In case anything unusual is noticed, danger or any other hand signal
as warranted shall be exhibited to attract the attention of
the Loco Pilot/ Assistant Loco Pilot and Guard of the other train by
the Loco Pilot/ Assistant Loco Pilot and Guard respectively.
Note: - This rule does not apply to EMU/MEMU.
4.43 GUARD TO KEEP A GOOD LOOK OUT: During the journey
including halts at stations, every Guard shall keep a good
look-out and satisfy himself from time to time that the tail
board and brake-van lamps are in position and that all brake-
van lamps, where required, are burning brightly, that the train
is complete in every respect and is proceeding in a safe and
proper manner.
Note: - The term ‘brake-van lamp’ includes ‘tail lamp’.
SR 4.43 (1) When a train passes a manned level crossing gate or a gang working
on line, the Guard shall look back to ascertain that everything is
right with his train and no signal is being exhibited warning him of a
danger of an accident.
SR 4.43 (2) In case of Electrical suburban trains, the Guard shall look-out on
curves and if he sees anything wrong such as smoke or fire on
roofs of coaches, he shall give danger indication on the bell, upon
hearing which the Motorman shall lower the pantograph and
thereafter apply brakes to bring the train to a halt as quickly as
possible provided that he does not stop the train on a bridge.
SR 4.43 (3) See SR 4.40 also.
4.44 TRAIN HELD UP AT FIRST STOP SIGNAL.—
(1) When a train has, without an apparent cause, been kept
standing at the first Stop signal for five minutes, the Loco
Pilot shall sound the prescribed code of whistle to warn the
Guard and the Brakesman shall proceed to the cabin or station
to warn the Station Master. If there is no Brakesman, the Loco
Pilot shall depute Assistant Loco Pilot to proceed to the cabin
or station to warn the Station Master. The Brakesman or
Assistant Loco Pilot proceeding to the cabin or station shall
show a Stop hand signal towards the station.
The Guard shall, as soon as the train is stopped at the first
Stop signal, check up that the tailboard or tail lamp is correctly
exhibited and shall maintain a vigilant attitude in rear of the
train. After fifteen minutes or such less time as may be
prescribed by special instructions, the Guard shall,
irrespective of whether the cause is apparent or not, proceed
to protect the rear of the train in accordance with instructions
laid down in Rule 6.03. If in the meantime the signal is taken
‘OFF’, or the Loco Pilot receives the necessary authority to

pass the signal in the ‘ON’ position, he shall sound the
prescribed code of whistle to recall the Guard and exchange
hand signal with him before starting the train.
(2) In the case of a train not accompanied by a Guard, these
duties shall devolve on the Loco Pilot.
SR 4.44 (1) The whistle referred to in the above rule should be a long continuous
whistle. The Guard should acknowledge this by waving a red flag or
red lamp Up and Down until the Loco Pilot repeats his whistle.
SR 4.44 (2) The Assistant Loco Pilot must invariably be sent to the station to
enquire the cause and he should remain in the Station Master’s
office until the train is admitted.
SR 4.44 (3) In the case of the Home signal of an Intermediate Block Post it is
not necessary for a member of the train staff to proceed to the
cabin or station, as required by GR 4.44.
4.45 ATTRACTING ATTENTION OF LOCO PILOT .—
(1) If any Guard sees reason to apprehend danger or considers
it necessary for any reason to stop the train, he shall use his
best endeavours to attract the attention of the Loco Pilot.
(2) In the absence of other means of communications with the
engine, a Guard desiring to attract the Loco Pilot’s attention
shall apply his hand brake sharply and as suddenly release it
and wherever possible, he shall reverse the side lamps to
show red towards the engine.
(3) When the attention of the Loco Pilot has been attracted, the
necessary hand signal shall be shown.
(4) If the train is fitted with continuous brake, the Guard may, in
case of emergency, apply such brake gradually to stop the
train.
SR 4.45 (1) Vehicle on Fire: — Should any portion of a train be discovered to be
on fire, it should be brought to a stand and the burning vehicle or
vehicles separated from the rest of the train and every exertion
used to put out the fire with the least possible delay.
SR 4.45 (2) Should it be known that water is procurable within a short distance
from the place where the fire is discovered and it is considered safe
to run the burning vehicle on to that spot, it may be run. Much,
however, would depend upon the nature of the contents of the vehicle,
the extent of the fire when discovered and the liability of other vehicle
being also set on fire; the Guard and Loco Pilot of the train must
exercise their discretion in such cases.
SR 4.45 (3) When fire is discovered in a Passenger train, the safety of passengers
must be first attended to; and when a postal van or carriage is on
fire, every effort must be made to save the Government mails.
4.46 ASSISTANCE FROM GUARD’S HAND BRAKE.— When the Loco
Pilot requires the assistance of Guard’s hand brake, he shall
sound the prescribed code of whistle, if necessary repeatedly,
or, if a brake whistle is provided, sound such whistle and
shall also use other means of communication, if provided,
between the Loco Pilot and the Guard.
SR 4.46 (1) The prescribed code of whistle is 000. See SR 4.50.

SR 4.46 (2) When Loco Pilot of Mixed or Goods trains working non-vacuum
finds that extra brake power is necessary to regulate that speed of
their trains down inclines, Guard must assist them by pinning down
as many wagon brakes as will give them the requisite control. Loco
Pilots and Guards are also jointly responsible for ensuring that a
train which is disabled between stations has sufficient number of
brakes pinned down.
SR 4.46 (3) Rules for working hand and vacuum brakes on the Ghat Sections
are prescribed in the ‘Operating Manual’.
SR 4.46 (4) Rules for working vacuum brakes on trains are prescribed in the
‘Operating Manual’.
4.47 APPLICATION OF GUARD’S HAND BRAKE.—
(1) When the Loco Pilot sounds the prescribed code of whistle
or the brake whistle, the Guards shall immediately apply their
hand brakes.
(2) When a train is travelling down a steep incline, the Guards
shall, if necessary to steady the train, assist the Loco Pilot
with their hand brakes.
SR 4.47 Guards must apply their brakes when a stopping train is approaching
a station at too great a speed. When applying the brake, the Guard
must take care not to skid the wheels, as its power is thereby
reduced and the wheels and the rails are damaged.
4.48 PERMISSION OF GUARD TO DETACH ENGINE FROM TRAIN: -
When a train has been brought to a stand outside station
limits or anywhere on a grade, the Loco Pilot shall not detach
his engine from the train without the permission of the Guard
who, before giving such permission, shall satisfy himself that
the van-brakes have been put on securely and take such other
measures as may be necessary or prescribed by special
instructions.
Provided that detaching of engines from trains in such cases
may be prohibited altogether under special instructions,
wherever considered necessary in the interest of safety.
SR 4.48 The permission must be given in writing.
4.49 STARTING AND STOPPING OF TRAIN.— The Loco Pilot shall
start and stop his train carefully and without a jerk.
4.50 SOUNDING OF ENGINE WHISTLE: —
(1) Except under special instructions, the Loco Pilot shall always
sound the whistle of the engine according to the prescribed
code of whistle-
(a) before putting an engine in motion;
(b) when entering a tunnel; and
(c) at such other times and places as may be prescribed by
(2) Engine whistle code shall be prescribed under special
instructions.
SR 4.50 (1) Following is the code of engine whistles for use by the Loco Pilots:
S.N. Code of
Engine Indication
Whistle
1. 0 (a) Before starting: -
(i) Indication to Loco Pilot of assisting/
banking engine that the Loco Pilot of
leading engine is ready to start.
(ii) Acknowledgement by the Loco Pilot of
assisting/banking engine to leading engine.
(iii) Engine ready to leave loco yard or after
completing loco work.
(iv) Engine ready to go to loco-yard.
(b) On run: —
(i) Assistance of other engine not required.
(ii) Acknowledgement of Loco Pilot of
assisting/ banking engine that assistance
stopped.
2. 00 (a) Call for Guard’s signal.
(b) Signals not exchanged by Guard.
(c) Signals not exchanged by station staff.
3. —0 (a) Guard to release brakes.
(b) Before starting engine or a train from
station/mid-section.
(c) Mainline clear after backing into siding.
4 000 (a) Guard to apply brakes.
(b) Train is out of control, Guard to assist.
5. 0000 (a) Train cannot proceed on account of
accident, failure, obstruction or other
exceptional cause.
(b) Protect train in rear.
6. 00000 Brake Power Continuity testing by Loco
Pilot and Guard.
7. — — 00 Call for Guard to come to engine.
8. 0 —— 0 (a) Token not received.
(b) Token missed.
(c) With wrong ‘authority to proceed’.
(d) Passing Stop signal at ‘ON’ on proper
authority.
9. — — — — — — While approaching a level crossing.
(Intermittently)
10. ————— (a) Approaching tunnel or area of restricted
(Continuous) visibility or curves or cuttings or site of
accident or when in consequence of fog,
storm or any other reason the view of
signals is obstructed.
(b) Recall railway servant protecting train in rear
(c) Material train ready to leave.
(d) Running through a station.
(e) Approaching a Stop signal at ‘ON’.
(f) Detained at a Stop signal.
S.N. Code of
Engine Indication
Whistle
11. — 0—0 (a) Train parting.
(b) Train arriving incomplete.
12. 00 ——— (a) Alarm chain pulled.
(b) Insufficient vacuum in engine.
(c) Guard applied vacuum brake.
(d) Intercommunication apparatus used.
13. —— —— Raise pantograph. To be acknowledged by the
other engine.
14. —— 0 —— Lower pantograph. To be acknowledged by the
other engine.
15. —— 00 (a) Signal arm lowered but light extinguished.
(b) Signal arm improperly/insufficiently taken
‘OFF’.
(c) Defective signal.
16. ——— Fouling mark not cleared.
17. 00000000000(a) Apprehension of danger.
(Frequently) (b) Danger signal to the Loco Pilot of an
approaching train whose path is fouled
or obstructed for any reason.
(c) While working on a single line section
during total failure of communication or
when single line working is introduced on
a double line section.
(d) Moving in wrong direction on double line
or against the signalled direction in the
Automatic Block signalling territory or
against the established direction in the
Automatic Block system on single line.
18. ——— (a) Before starting.— Vacuum recreated on
Ghat section, remove wooden wedges
(b) Passing an Automatic Stop signal or a
Permissive Stop signal in Automatic
Signalling Territory at ‘ON’
(c) Passing an Intermediate Block Stop
signal at ‘ON’ when the telephone provided
on the signal post is out of order and the
Loco Pilot is thus unable to contact the
station in rear.
(d) On run. — Acknowledgement of Guard’s
signals.
Note: - (1) The signals above are illustrated by ‘0’ for a short whistle
and ‘——’ for a long whistle.
(2) All excessive and useless whistling is prohibited and long

drawn out whistles are absolutely forbidden. Special code
of whistles applicable to particular stations and sidings,
etc. are given in Station Working Rules.
SR 4.50 (2) In case of failure of horn / whistle of the engine at the originating
station, the engine should be treated as failed and another engine
should be provided.
If the defect develops enroute the Loco Pilot should stop at first
approaching station and should inform the Station Master about
the defect. The Station Master, on getting memo from the Loco
Pilot, will advise Controller who will arrange relief loco, if the same
loco is allowed to work by Traction Loco Controller/Power Controller
due to non-availability of relief loco, the Loco Pilot will observe a
speed restriction of 25 KMPH if view ahead is clear and a speed
restriction of 8 KMPH when view ahead is not clear due to any
reason. In such cases defective locomotive should be changed at
first available opportunity.
SR 4.50 (3) In case the hooter of EMU/MEMU/DMU fails at the originating
station, the train should be withdrawn from passenger service. If it
fails enroute then train should be withdrawn from passenger service
at the next available station/opportunity and section should be
cleared at a speed not exceeding 25 Kmph if view ahead is clear
and a speed restriction of 8 Kmph when view ahead is not clear due
to any reason.
The similar instructions hold good for Tower Wagon and any other
self propelled unit.
4.51 BELL SIGNALS BETWEEN LOCO PILOT AND GUARD.—When
bell communication is provided between the Loco Pilot and
the Guard of the train, bell signal code, as may be prescribed
by special instructions, shall be used.
SR 4.51 Following is the code of bell signals for use between the Guards
and the Motormen (Loco Pilots) of EMU/MEMU/DMU trains:
S.N. Code of Signals Indication Acknowled-

Bell gement
1. 0 Stop Train 0
2. 00 Start Train 00
3. 00 Pause 00 Passing automatic signal at ‘On’ 00 Pause
00
4. 000 Guard required by the Motorman/ 000
Loco Pilot
5. 0000 Protect train in rear 0000
6. 00000 Break Power Continuity testing by
Motorman/ Loco Pilot and Guard 00000
7. 0 Pause 0 Zone of speed restriction over- 0 Pause 0
resume prescribed speed
8. 000 Pause Guard’s Warning when the 000 Pause
000 Motorman exceeds the Speed 000
prescribed
4.52 THROWING OUT WATER, FIRE OR CINDERS.—A Loco Pilot

shall not throw out water, fire or cinders, when passing through
a station yard or tunnel, or when on a bridge.
4.53 HOSE OR WATER CRANE. —After taking water from a tank or
water column, the Loco Pilot shall see that the hose or arm is
left clear of the line and when it is provided with fastenings,
properly secured.
4.54 PASSENGERS. — Every Guard shall give his best assistance
to passengers entraining and detraining.
G. DUTIES OF STAFF ON ARRIVAL
4.55 SHUTTING OFF POWER.— In stopping a train, the Loco Pilot

shall determine where to shut off power by paying particular
attention to the gradient, the state of the weather, the
condition of the rails, the brake power and the length and
weight of the train.
4.56 GUARD TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING
MARKS.— When a train comes to a stand at a station, the
Guard shall see that, wherever possible, the last vehicle of
his train has cleared the fouling marks of all points and
crossings. If not, he shall inform the Station Master at once
and exhibit Stop hand signal to prevent any movement on
the fouled line.
SR 4.56 (1) If the last vehicle is not clear of the fouling marks as required vide
GR 4.56, the Guard shall show ‘Proceed with caution’ signal as
prescribed in GR 3.55 towards the Loco Pilot who may move to
clear the fouling mark. If the last vehicle is still not clear, the Guard
shall exhibit Stop hand signal to prevent any movements on the
fouled line. The Guard will sign the Train Intact Register and endorse
on the same in bold letters and underline that the fouling mark is
not clear. He shall also personally inform the Station Master, if
the train has reached the terminal station and he goes ‘off duty’.
Where the Guard continues to be ‘on duty’ with the train, he shall
protect the infringement against any movements as laid down above.
During the precedence of trains, the Guard of the first arriving train,
if not otherwise busy in shunting operations, etc, shall remain alert
and exhibit danger signal in case he finds any irregularity in the
setting of points or taking ‘OFF’ signals for the approaching train.
This, however, does not absolve the Station Master of his overall
responsibility to ensure that the conditions for taking ‘OFF’ signals,
are complied with.
SR 4.56 (2) When engine of a Goods or Mixed train has to be detached from its
train, the Loco Pilot and Guard will be held jointly responsible for
taking such measures as will prevent the front portion from fouling
another running line.
4.57 DETACHING ENGINE.— Whenever a train has been brought
to a stand and it is necessary for the engine, with or without
vehicles, to be detached from the rest of the train, the Guard
shall, before the train is uncoupled, satisfy himself that the
van-brakes have been put on securely and take such other
measures as may be prescribed by special instructions.
SR 4.57 The Guard of a train that is not worked with the automatic brake
must screw his hand brake hard on and fasten it immediately the
train comes to a stand, so as to obviate any risk of the train rolling
back, should the engine be detached for shunting operations or for
any other purpose. He must, however, when ready to start and
before giving the Loco Pilot the starting signal, release the brake to
prevent any unnecessary strain on the couplings.
4.58 LOCO PILOT TO SEE THAT TRAIN IS STOPPED CLEAR OF
FOULING MARKS.—When a train comes to a stand at a station,
the Loco Pilot shall see that, wherever possible, his engine
is clear of the fouling marks of all points and crossings. If not,
he shall take steps to inform the Station Master at once and
exhibit Stop hand signal to prevent any movement on the
fouled line.
SR 4.58 (1) If, when the train comes to a stand, the engine Loco Pilot finds that
his engine is not clear of the fouling mark, he must at once sound
the prescribed whistle, attract the attention of the Guard and on
getting ‘Proceed with caution’ signal from the Guard, back his engine
clear and inform the Station Master that he has done so. Till that
time, he shall exhibit Stop hand signal to prevent any movements
on the fouled line.
On receipt of the information from the Loco Pilot that fouling mark
in front has been cleared, the Station Master must, if he had already
received the Train Intact Register, again satisfy himself that the last
vehicle of the train is still clear of fouling mark and other infringements.
SR 4.58 (2) During the crossing of trains, the Loco Pilot of the first arriving train
if not otherwise busy in shunting operations, etc., shall remain alert
and exhibit danger hand signal in case he finds any irregularity in
the setting of points or taking ‘OFF’ signals for the approaching
train. This, however, does not absolve the Station Master of his
overall responsibility to satisfy that the conditions for taking ‘Off’
signals are complied with.
4.59 MOVING OF TRAIN CARRYING PASSENGERS AFTER IT HAS
BEEN STOPPED AT A STATION.—When a train carrying
passengers has been brought to a stand at a station, whether
alongside, beyond, or short of the platform, the Loco Pilot
shall not move it, except under orders of the Guard or to
avert an accident.
4.60 GUARD NOT TO LEAVE TRAIN TILL HANDED OVER.—No Guard
shall leave his train until it has been properly handed over in
SR 4.60 A Guard should not leave the Station at the end of his run, until he
has properly made over his train with the goods parcels, invoices,
way bills etc. to the relieving Guard or official appointed to check
and receive them, handed in his reports for the journey and obtained
the Station Master’s permission to do so.
4.61 LOCO PILOT NOT TO LEAVE ENGINE WHEN ON DUTY.—No
Loco Pilot shall leave his working locomotive or his self-
propelled vehicle when on duty, whether at a station or on a
running line, except in case of absolute necessity and after a
competent railway servant has been placed in charge of the

locomotive or self-propelled vehicle. In the case of a self-
propelled vehicle manned by a Loco Pilot only, a Loco Pilot
may leave it when necessary, provided he has locked the
cabs and has put the vehicle in low gear with the ignition
switch in the off position and has screwed down and locked
the hand brake.
H. WORKING OF MATERIAL TRAINS
4.62 WORKING OF A MATERIAL TRAIN IN A BLOCK SECTION.— A

material train shall be worked only with the permission of
Station Masters on each side and in accordance with special
instructions.
SR4.62 (1)(A) Material trains must not be worked at night or in thick, foggy or
tempestuous weather, except under special circumstances, when
the special permission of the Divisional Operations Manager must
be obtained.
(B) Material coolies are permitted to travel by material trains during the
day only. They should not be allowed to travel by material trains at
night except when accommodated in covered or second-class
carriages.
Persons who are not railway employees and have no business
connected with the railway should not be permitted to travel by
material train or any other departmental train without the prior
sanction of the General Manager or, in exceptional circumstances,
of the Chief Operations Manager.
In an emergency warranting journeys of police or military or other
non-railway personnel by railway departmental trains, permission
may be accorded by the Divisional Railway Manager.
SR 4.62 (2) In case of special emergency, a material train may be run at any
time under the authority of the Engineer in-charge.
SR 4.62 (3)(A) When running through between block stations and when running
with the engine leading, the speed of the material train must not
exceed that prescribed for goods trains of similar weight.
(B) When the engine is pushing the train or is placed in an emergency
or in exceptional circumstances somewhere in the middle of the
train and the brake-van is leading:
(i) the speed must not exceed 25 Kmph on the straight line, or 8
Kmph over a turnout;
(ii) the Guard must travel in the leading brake-van and must exhibit
hand signals to the Loco Pilot;
(iii) the train crew must keep a good lookout especially in the direction
in which the train is moving and must be prepared to stop short of
any obstruction; and
(iv) when approaching turnout, the Guard must stop the train and satisfy
himself that the points are correctly set, all non-interlocked points
are padlocked and that the advance facing points are manned.
(C) When the engine is pushing the train or is somewhere in the middle
of the train and the brake-van is not leading:
(i) the speed must not exceed 8 Kmph;

(ii) the Guard must travel on the leading vehicle and exhibit hand signals
to the Loco Pilot; and
(iii) SR 4.62 (3)(B) (iii) and (iv) must be strictly complied with.
SR 4.62 (4) A Material train shall always be worked under the ordinary Line
Clear rules in force.
SR 4.62 (5) Should work have to be carried out between stations, the Guard
must advise the Station Master of the station immediately short of
the place where the work has to be done, in writing of the intended
stoppage and its duration and he will be responsible to ensure that
no delay is caused to other train, through this time being exceeded.
SR 4.62 (6) On the single line, in case a material train has to run out part of the
way between two stations and then push back to the station from
which it started, the Loco Pilot must obtain, in addition to the usual
‘authority to proceed’ a written permission from the Station Master
to be allowed to push back into the station.
SR 4.62 (7) On the return of the train, the Guard will intimate that the whole of
the train has returned to the station complete from the section and
sign in the Trains Register Book (TSR /TMR) to that effect and
return the ‘authority to push back’ to the Station Master which must
be cancelled by the latter. The Station Master will then give
‘obstruction removed’ signal on the block or on VHF Set, as the
case may be and endorse the following remarks in the Trains
Register Book ‘train pushed back’ against the entry of the train.
SR 4.62 (8) The Station Master at a station where the train starts and pushes
back to, must advise the station in advance on the telephone and
also the controller on controlled section that the train will push
back to the station. He will then obtain the acceptance of the ‘is
line clear for a train stopping in the section’ signal, on the block
instrument or on the VHF Set where block instruments are not
provided, from the station in advance and then give the ‘train entering
section’ signal in the usual way.
SR 4.62 (9) When it has been arranged for a train to push back from the section,
it must always do so and not go through to the station in advance.
SR 4.62 (10) Before starting, a green flag must be tied to a convenient fixture in
front (or on the tender if running tender foremost) of the engine and
also at the back of the rear brake-van to indicate to men working on
the line that the train will push back.
SR 4.62 (11) On the single line, when a material train is required to be pushed
back into the station yard, the Loco Pilot should bring it to a stop
outside the first Stop signal and sound the prescribed code of
whistle. The signals may then be taken off for the admission of the
train. At non-interlocked stations, the train should, in addition to
taking ‘OFF’ of signals, be piloted.
SR 4.62 (12) On the double line, material train must not be pushed back but
must run on to the next station, where the engine can be run round
the train.
SR 4.62 (13) Material trains are on no account to be divided when working outside
station limits, that is to say, vehicles are not to be detached and
separated from the rest of the train for convenience of loading or
unloading.
SR 4.62 (14) Material trains are not to be divided also within station limits, if
there is a falling gradient and any possibility of wagons escaping.
SR 4.62 (15) Material train must not be unloaded while in motion except in the
case of specially constructed trucks and under the orders of the
Engineer in-charge.
SR 4.62 (16) Shunting open trucks loaded with materials, with coolies also in
them, is strictly prohibited when any shunting has to be done, the
Guards must see that all the coolies are out of the trucks.
SR 4.62 (17) Guards of the material train are responsible for their safe working
both in Traffic and Engineering sidings and must personally supervise
all shunting operations.
SR 4.62 (18) Goods trains may, under the special permission of the Divisional
Operations Manager and during the hours of day light only, be
stopped once between stations to load or unload materials, in these
cases, they will work under the rules applicable to Material train
and only one such stop, which should not exceed half an hour, may
be made by each train.
SR4.62(19)(A) On the Mumbai Local Suburban Section, night loading and unloading
is permitted under the special order of the Divisional Operations
Manager who will in such cases see that the Switchmen and Station
Masters concerned, are specially notified and that their
acknowledgements are obtained.
(B) A copy of the Divisional Operations Manager’s orders in regional
language should be pasted in a conspicuous place in the cabins
manned exclusively by Switchmen.
(C) The Guard of a train (which is to do the work between stations)
must personally remind the Controller and the CASM/Switchman
of the cabin in advance that his train will be stopped between certain
stations for loading or unloading, as the case may be.
(D) The Engineering Department will arrange for the protection of the
train by danger signals, which must be supplemented by detonators
in the manner prescribed in SR 3.62.
SR 4.62 (20) Where lever collars are provided they must be used to remind Station
Master/ Switchman that Material train is working in the block
section. Where lever collars are not provided, visual indicators
showing the working of Material train in the block section should be
provided on the Block Instrument. A ‘Note’ of this fact should also
be made in the Train Signal Register in red ink.
SR 4.62 (21) On stopping a Material train on a grade, the Loco Pilot should give
a long blast of the whistle to call the attention of the Guard and
thereafter three short blasts, the signal for the application of all
hand brakes. The brakes must not be released until the Loco Pilot
has signalled for this by giving one long one short (——— 0) blasts.
Before entering a section on which a Material train is required to

stand on a grade of 1 in 50 or steeper, the engine should be so
attached that when the train is standing, the engine is at the downhill
end of the train.
4.63 WORKERS ON MATERIAL TRAIN.—The Guard of a material

train shall, before giving the signal to start, see that all the
workers are on the train and warn them to sit down.
4.64 PROTECTION OF MATERIAL TRAIN WHEN STABLED.—
(1) A material train shall not be stabled on a running line at a

station, except in unavoidable circumstances.
(2) When a material train is stabled at a station, it shall be

protected in the following manner and the Station Master
shall ensure that -
(a) the vehicles of the material train have been properly secured
and are not fouling any points or crossings,
(b) all necessary points have been set against the line on which
the material train is stabled and such points have been secured
with clamps or bolts and cotters and padlocks and
(c) the keys of such padlocks are kept in his personal custody
until the material train is ready to leave the siding or line.
(3) The Guard shall not relinquish charge until he has satisfied
himself that the material train has been protected as
prescribed in this rule.
SR 4.64 (1) When a Material train is placed on a siding outside station limits for
loading, unloading or stabling, it is the Guard’s duty to have the
necessary brakes put down and the points secured by clamps and
padlocked. Catch sidings, slip-points or traps and Scotch Blocks
must also be set and secured.
SR 4.64 (2) Guards booked out with material trains must obtain the necessary
clamps from the Station Master of his headquarters station and
return them when the Material train is cancelled. For this purpose
four clamps will be kept at each Guard’s Headquarters station as
station equipment.
4.65 WORKING OF TRACK MAINTENANCE MACHINES.—Track
laying or on track tamping or maintenance machines shall
be worked only with the permission of the Station Master
and in accordance with special instructions.
SR 4.65 See Appendix ‘A’ to Chapter XV- ON TRACK TAMPERS.
4.66 PRIVATE ENGINES AND VEHICLES.—No engine or other
vehicle, which are the property of a private owner, shall be
allowed to enter upon the railway, except in accordance with
APPENDIX - A
1. RULES FOR ATTACHMENT AND HAULING OF DEAD

LOCOMOTIVE (S);
1.1 Definition: A locomotive which is not worked on its own power is
defined as a dead locomotive.
1.2 Need for haulage of dead locomotive :
A locomotive may be required to be worked dead –
(i) To clear a block section and take the locomotive to its destination
in case of failure or break down on the road.
(ii) For sending the locomotive to workshop/running shed for repairs
and/or maintenance schedules.
(iii) To balance the loco from one division to another.
1.3 Basic requirements to be satisfied when hauling dead
locomotive :
The conditions specified herein shall be complied with before haulage
of a dead locomotive on any train.
1.3.1 As a result of attachment of dead locomotive(s), maximum
permissible length and maximum permissible load of the train should
not be exceeded.
1.3.2 In case the maximum permissible speed of the dead locomotive(s)
is less than the maximum permissible speed of the train, suitable
speed restriction shall be imposed on the train while attaching the
dead locomotive(s).
1.3.3 As far as possible, brakes should apply on dead locomotive in
synchronisation with working locomotive. Instructions to be followed
while connecting dead locomotive to achieve above condition are
given in Item No.2 for various combinations/type of locomotives. In
other cases, dead locomotive will be hauled as piped vehicle.
1.3.4 On a dead locomotive, all the circuit breakers and battery knife
switch shall be off and such other steps taken to ensure that the
dead locomotive cannot be started inadvertently.
1.3.5 On diesel/electric locomotives it should be ensured that reverse
handle is placed in neutral position and removed.
For long distance movement of dead diesel / electric locomotives,
the traction motor brushes shall be lifted and properly secured.
1.3.6 The locomotive brakes shall be fully released. The brake pipe and
main reservoir pressure shall be fully discharged or the vacuum
fully destroyed. The MU2B valve shall be placed in trail/dead position.
1.3.7 The train Loco Pilot shall be informed that he should work the train
carefully as the dead locomotive is attached.
1.4 Clearance of block section:
1.4.1 When a locomotive working a train fails on the road the dead
locomotive shall be attached coupled to the relieving locomotive
and the train worked to the next block station, where the dead
locomotive shall normally be detached.
1.4.2 In case the dead locomotive is not detached from the train, as
above, then the train will work as double/triple headed with the dead
locomotive upto the destination or the nearest locomotive shed or
as per instructions of control
1.5 Hauling of dead locomotive by goods train.
1.5.1 Dead loco brakes are functional, it is attached next to working
locomotive(s) and MR & BC equalizing pipes are connected.
1.5.1.1 In case dead loco brakes are functional, it should be marshalled
next to working locomotives(s), duly observing the conditions laid
down in Item No-2 (including connection of MR equalizing pipe and
BC equalizing pipe of rear most working locomotive and dead
locomotive(s), so that brake power of the dead locomotive(s) can
be utilized. Following combinations of working and dead locomotives
are permitted.
Type of section No. of No. of Remarks
working dead
locos Locos
On all sections 1 1
On sections where 2 1 See para 1.5.1.2&
double heading is 1.5.1.4
permitted. 2 2 See para 1.5.1.2,
1.5.1.3 & 1.5.1.4
On sections where 3 1 See para 1.5.1.2,
triple heading is 1.5.1.3 & 1.5.1.4
permitted
1.5.1.2 In case dead locomotive brakes are functional and double/triple
heading is permitted, the dead locomotive can be attached next to
working locomotives.
1.5.1.3 Maximum four locomotives (i.e. 2 working and 2 dead or 3 working
and 1 dead) can be attached provided overall train length does not
exceed the loop length from starter to fouling mark.
1.5.1.4 In all the above cases, restrictions on existing bridge spans of non-
standard designs, sub-structures (pier, abutment and foundation)
and bridges on curves have to be decided by the Railways.
1.5.2 Dead locomotive brakes are functional but it is not attached next to
working locomotive(s) of MR and BC equalizing pipes are not
connected.
In case the brakes of the dead locomotive are functional but it is
not possible to attach it next to working locomotive(s) or it is not
possible to connect MR and BC equalizing pipes of rear most
working locomotive and dead locomotives, the dead locomotive shall
be treated as a piped vehicle and instructions in para 1.5.3 shall be
applicable.
1.5.3 Dead locomotive brakes are not functional and it is hauled as a
piped vehicle.
In case brakes are not functional on dead locomotive, it can be
hauled as a piped vehicle. The conditions to be satisfied in these
cases are given below.
\ i) Only one dead locomotive is permitted to be hauled.

ii) Preferably the dead locomotive should be attached with the train
locomotive. In case it is not possible to attach dead locomotive to
working locomotive, it shall be marshalled as follows.
a) If the dead locomotive is not placed next to the train locomotive, it
may be marshalled anywhere on the goods train provided that the
minimum distance between the dead loco and the train loco/banking
loco (if any) shall be equal to the largest span of the bridge in the
section where the dead locomotive is to be hauled. In this case, the
following safely requirements from the point of view of brakes should
be followed.
· Dual brake loco on vacuum train:
Vacuum train pipe of loco shall be connected with the vacuum train
pipe of trailing stock and at least twenty fully vacuum braked 4-
wheeler units shall be attached behind the dead locomotive.
. Dual brake loco/air brake loco on air braked train:
Brake pipe of dead locomotive shall be attached to brake pipe of
the train and at least ten fully braked wagons shall be attached
behind the dead locomotive.
b) In case dead locomotive is attached in rear of brake van, the
instructions given in para 1.5.4 will be applicable.
1.5.4 When dead locomotive cannot work as a piped vehicle.
In case, it is not possible to work dead locomotive as a piped vehicle
(for example pure air brake locomotive attached to a vacuum train,
breakage of Brake Pipe/its angle cock or any other reason) the
locomotive has to be attached at the rear of brake van and following
conditions are to be satisfied.
(i) Only one dead locomotive is permitted to be hauled.
(ii) Such type of dead loco movement is permitted on gradients not
steeper than 1 in 100.
(iii) Dead locomotive will be accompanied by a competent person not
less than Asst. Loco Pilot. This competent person should be
provided with suitable equipment including walkie-talkie set, flags,
detonators, etc. The Guard of the train to which the dead locomotive
has been attached shall personally ensure that the dead locomotive
is accompanied by such a competent person. It will be the duty
and responsibility of the competent person to switch on the flasher
light and apply the handbrakes judiciously in case of run away
occurring.
1.5.5 In case of dead diesel/electric locomotive fitted with the side coupling
rods, it shall be ensured that all coupling rods are in position.
1.5.6 The basic requirements as enumerated in para 1.3 are satisfied.
1.6 Haulage of dead locomotive by mail/express/passenger/

mixed train.
A dead diesel/electric (passenger or mixed) locomotive may be
attached to a mail/express/passenger/mixed train (except Rajdhani
or Shatabdi Express) hauled by diesel/electric locomotive duly
observing the conditions laid down in Item No.2, provided the
following conditions are satisfied:-
1.6.1 Dead loco brakes are functional and it is attached next to working
locomotive(s) and MR and BC equalizing pipes are connected.
1.6.1.1 Only one dead diesel/electric locomotive is attached to train.
1.6.1.2 Dead locomotive may be attached at originating station or enroute
provided that the brake of mail/express/passenger train/ mixed train
(excluding dead locomotive) is at least 90% when dead locomotive
is attached.
1.6.1.3 Running of double/triple headed diesel/electric locomotive is
permitted on the section.
1.6.2 Dead locomotive brakes are not functional and it is hauled as a
piped vehicle.
1.6.2.1 Conditions given in para 1.6.1 are applicable.
1.6.2.2 In case dead locomotive is attached in rear of brake van /SLR, the
instructions given in para 1.6.3 will be applicable.
1.6.3 When dead locomotive cannot work as a piped vehicle.
In case, it is not possible to work dead locomotive as a piped vehicle
(for example pure air brake locomotive attached to a vacuum train,
breakage of Brake Pipe/its angle cock or any other) the locomotive
has to be attached at the rear of brake van/SLR and following
conditions are to be satisfied.
(i) Only one dead locomotive is permitted to be hauled.
(ii) Such type of dead loco movement is permitted on gradients not
steeper than 1 in 100.
(iii) Dead locomotive will be accompanied by a competent person not
less than Asstt.Loco Pilot. This competent person should be
provided with suitable equipment including walkie-talkie set, flags,
detonators, etc. The Guard of the train to which the dead locomotive
has been attached shall personally ensure that the dead locomotive
is accompanied by such a competent person. It will be the duty
and the responsibility of the competent person to switch on the
flasher light and apply the handbrakes judiciously in case of run
away occurring.
1.6.4 A certificate shall be issued by the Section Engineer / Loco Inspector
/ Power Controller / Loco Pilot of the failed loco that the dead
locomotive is fit to run by passenger train in all respects from the
safety point of view at the maximum permissible speed of the train.
1.6.5 The basic requirements as enumerated in para 1.3 are satisfied.
1.7 Haulage of dead electric locomotive on non-electrified

section.
When a dead electric loco is moved on a non-electrified section,
special check shall be made regarding its infringement to the
schedule of maximum moving dimensions. If there is any
infringement to the schedule, the dead electric loco shall be
considered as an ODC (Over Dimensional Consignment) and its
movement shall be permitted in accordance with the extant rules
governing such movements.
2. INSTRUCTIONS CONCERNING BRAKE SYSTEM FOR HAULING

DEAD LOCOMOTIVE.
These instructions give details of procedure to couple dead
locomotive with light locomotive or with train so that brakes are
applied on dead locomotive of different types.
2.1 Hauling dead diesel/electric locomotive fitted with Pure Air/
Dual brake system.
A dead locomotive fitted with pure air brake/dual air brake system
can be hauled both by pure air brake and dual air brake working
locomotive. For hauling dead locomotive pneumatic connections
between locomotive are to be made similar to MU operation so that
brakes are applied on dead locomotive. Details of procedure of
coupling dead locomotive are given below :
2.1.1 Drop down pantograph of dead loco (applies to Electric Loco only)
and engage coupler.
2.1.2 Couple brake pipe, feed pipe, MR & BC equalising pipe and vacuum
hose (for dual brake loco) between the coupled ends of locomotives.
2.1.3 When hauled by a light locomotive, on free ends of the coupled
locomotives angle cocks of brake pipe, feed pipe and cut-out cocks
of MR and BC equalising pipe should be closed and vacuum hose
should be kept on dummy.
2.1.4 If dead locomotive is attached behind the train locomotive of an air
braked train, rear end/end coupled with train brake pipe and feed
pipe of the dead locomotive should be connected to brake pipe and
feed pipe of the train respectively (on single pipe train only brake
pipe will be connected and angle cock of feed pipe shall be closed).
On free end of working locomotive angle cocks of brake pipe, feed
pipe and cut-out cocks of MR and BC equalising pipe should be
closed. For dual brake locomotive vacuum hoses shall be kept on
dummy.
2.1.5 If dead locomotive is attached to a vacuum train, vacuum hose pipe
of dead locomotive will be connected to vacuum hose pipe of the
train and on free end of the working locomotive vacuum hose should
be kept on dummy. On free end of working locomotive angle cocks
of brake pipe, feed pipe and cut-out cocks of MR and BC equalising
pipe should be closed. On the rear end/end coupled with train angle
cocks of brake pipe, feed pipe and cut-out cocks of MR and BC
equalising pipe of dead locomotive shall be closed.
2.1.6 Open BP & FP angle cocks and MR & BC equalising pipe cut out
cocks between the coupled ends.
2.1.7 Open cut out cock of leading locomotive provided in port No.5 of A-
9 Auto brake valve of operative control stand.
2.1.8 Make emergency brake application through A-9 automatic brake
valve, close cut out cock on in-operative control stand of working
loco. Also close the cut out cocks provided in Port No.5 of A-9
valve on both control stand/cabs of dead locomotive.
2.1.9 Keep MU-2B valve in “Lead” position on leading locomotive and in
Trail/Dead position on dead locomotive.
2.1.10 Open one inch brake pipe charging cut out cock on leading
locomotive and close the same on trailing dead locomotive.
2.1.11 Remove the Loco Pilot’s auto & independent brake valve handles
from inoperative control stands on leading and trailing dead locomotives.
2.1.12 Two inches cut out cock (for dual/vacuum brake loco) of dead
locomotive should be closed.
2.1.13 Close isolating cock provided before H-5 & H.B-5 relay air valve of
dead locomotive. (in new built diesel locomotives these valves are
replaced with RT-116 and RT-5 pressure switch).
2.1.14 In case of electric locomotive close emergency application isolating
cock of dead locomotive.
2.1.15 Charge the brake system and apply & release the brakes. Brakes
should apply and release brakes simultaneously on both the
locomotives.
2.1.16 In case it is not possible to connect MR equalising and BC equalising
pipes between dead and working locomotive similar to MU operation
then dead locomotive shall be hauled as piped vehicle and pneumatic
connections are to be done as under :-
1. On air braked train brake pipe and feed pipe of dead locomotive
should be coupled with brake pipe and feed pipe of the train (on
single pipe train only brake pipe shall be connected) and on coupled
ends angle cock shall be kept open. On free end of the working
locomotive angle cocks should be closed.
2 In case the trailing stock is vacuum braked, only vacuum hose
should be coupled between locomotives and between dead
locomotive and train.
2.2 Hauling dead WAP-5/WAG-9 electric locomotive fitted with E-
70 brake pipe control system and hauling dead locomotive
fitted with IRAB-1/28 LAV-1 brake system by WAP-5/WAG-9
locomotive.
These locomotives are fitted with electro pneumatic E-70 brake
system. These locomotives in dead condition can be hauled both
by locomotive fitted with IRAB-1/28 LAV-1 brake system and
locomotive fitted with E-70 brake system. Direct (independent) brake
application will not take place on WAP5/WAG9 locomotive hauled
in dead condition.
The WAP5/WAG9 locomotive can also haul dead locomotive fitted
with IRAB-1/28 LAV- 1 brake system. The direct brakes will operate
on locomotives fitted with IRAB-1/28 LAV-1 brake system hauled in
dead condition by a WAP5/WAG9 locomotive.
2.2.1 Hauling dead WAP5/WAG9 electric locomotive fitted with E-
70 brake pipe Control system in a train.
2.2.1.1 Switch off BLDJ and lower the pantograph of the loco to be sent as
dead. Isolate the pantograph through panel isolating cock on
pneumatic panel.
2.2.1.2 Switch off the CEL first by bringing BL switch to ‘C’ and then to ‘Off’
Switch off the “circuit breaker control circuit locomotive” (112.1) in
SB2 panel.
2.2.1.3 Couple the dead loco in the train.
2.2.1.4 Put auto brake controller (A-9) in ‘Neutral’ position in both cabs of
the dead locomotive.
2.2.1.5 Put the direct brake controller (SA-9) in ‘Release’ position in both
cabs of the dead locomotive.
2.2.1.6 Drain the main reservoirs and auxiliary reservoir of the dead
locomotive completely. After draining out, close the drain cocks of
main reservoirs and auxiliary reservoir.
2.2.1.7 If loco brake in the dead locomotive have not got released, which
can be verified by observing the BC pressure gauge, then release
the same in the following steps.
i) Manual handle of distributor valve at pneumatic panel should be
operated manually to release control BC pressure. BC pressure
shall automatically vent through D2 relay valve to release loco brakes.
ii) In case residual BC pressure remains in brake cylinder line, the BC
pressure should be released through bogie isolating cock of both
bogies. Make bogie isolating cocks in ‘Normal’ position after
releasing the BC pressure.
2.2.1.8 In the dead locomotive, ensure isolating cock positions in the
pneumatic panel as follows : (TOWED DEAD).
Isolating 47 74 136 70
cock (DEAD (EMERGENCY/ (BRAKE (E-70
ENGINE) VIGILANCE) FEED PIPE) BRAKE
PIPE)
Position OPEN CLOSED CLOSED CLOSED
2.2.1.9 Connect BP pipe of the dead loco to the BP pipe of the working
loco and open BP angle cock of both the locomotives. The auxiliary
reservoir on dead locomotive will get charged from the BP supply of
the working locomotive. Check the BP pressure gauge in the cab of
dead locomotive. It should show the same pressure as that of the
live locomotive (in case locos are to be attached on a train having
twin pipe i.e. both BP and FP then FP of both the locos should
also be connected and its angle cock should be opened).
2.2.1.10 Release the parking brake by manually pressing the release push
button of the latched solenoid on the pneumatic panel of the dead
locomotive and lock it in position.
2.2.1.11 Check the condition of the parking brake gauge of the dead loco in
the Loco Pilot ‘s cab- this should indicate 5.0 kg/cm2.
2.2.1.12 Double check the release of parking brakes of dead loco by moving
the parking brake unit by hand and observing the clearance between
the brake blocks/pads and the wheels wheel discs.
2.2.1.13 Apply auto brake (A-9 ) in the working locomotive and check that
loco brakes on both the locomotives are getting applied. Then release
the auto brake in the working loco and check that loco brakes are
getting released on both the locomotives. Rear locomotive (WAG9/
WAP5 dead) takes about 1 minute to release.
2.2.1.14 As a final check, run the coupled locos for about 500 m and feel for
any abnormal rise in temperature of the wheels of the dead loco
and also check it at subsequent stops during journey.
2.2.1.15 Remember that in the dead locomotive, the loco brakes take about
1 minute to release after auto brake application from the live
locomotive. Hence after every auto brake application and release,
wait for adequate time (minimum 1 minute) for release of loco brakes
in dead locomotive before resuming traction.
2.2.1.16 Escorts accompanying dead locomotive should never put BL key

in position ‘D’ and also strictly avoid to energise the dead locomotive.
2.2.1.17 After reaching the destination, before detaching the working loco,
apply parking brake on dead locomotive by manually pressing the
‘APPLY’ push button of the latched solenoid valve(30) on the
pneumatic panel of the dead locomotive (it will be necessary to
unlock the release push button first).
2.2.2 Hauling dead WAP-5/WAG-9 electric locomotive fitted with E-

70 brake pipe control system when attached next to leading
working locomotive.
2.2.2.1 Switch off BLDJ and lower the pantograph of the loco to be sent as
dead. Isolate the pantograph through panel isolating cock on
pneumatic panel.
2.2.2.2 Switch off the CEL first by bringing BL switch to ‘C’ and then to ‘Off’
Switch off the ‘Circuit breaker control circuit locomotive” (112-1) in
SB2 panel.
2.2.2.3 Couple the dead loco in rear of the working loco.
2.2.2.4 Put auto brake controller (A-9) in ‘Neutral’ position in both cabs of
the dead locomotive.
2.2.2.5 Put the direct brake controller (SA-9) in ‘Release’ position in both
cabs of the dead locomotive.
2.2.2.6 Drain the main reservoirs and auxiliary reservoir of the dead
locomotive completely. After draining out, close the drain cocks of
main reservoirs and auxiliary reservoir.
2.2.2.7 If loco brake in the dead locomotive have not got released, which
can be verified by observing the BC pressure gauge, then release
the same in the following steps.
i) Manual handle of distributor valve at pneumatic panel should be

operated manually to release control BC pressure. BC pressure
shall automatically vent through D2 relay valve to release loco brakes.
ii) In case residual BC pressure remains in brake cylinder line, the BC
pressure should be released through bogie isolating cock of both
bogies. Make bogie isolating cocks in ‘Normal’ position after
releasing the BC pressure.
2.2.2.8 In the dead locomotive, ensure isolating cock positions in the
pneumatic panel as follows: (TOWED DEAD).
Isolating 47 74 136 70
cock (DEAD (EMERGENCY/ (BRAKE (E-70
ENGINE) VIGILANCE) FEED PIPE) BRAKE
PIPE)
Position CLOSED CLOSED CLOSED CLOSED
2.2.2.9 Connect BP and MREP pipes of the dead loco to the BP and MREP
pipes of the working loco and open BP and MREP angle cocks of
both the locomotives. The auxiliary reservoir on dead locomotive will
get charged from MREP supply of the working locomotive. Check
the BP and MR pressure gauges in the cab of dead locomotive. It
should show the same pressure as that of the live locomotive (In
case locos are to be attached on a train having twin pipe i.e. both
BP and FP then FP of both the locos should also be connected
and its angle cock should be opened).
2.2.2.10 Release the parking brake by manually pressing the release push
button of the latched solenoid on the pneumatic panel of the dead
locomotive and lock it in position.
2.2.2.11 Check the condition of the parking brake gauge of the dead loco in
the Loco Pilot ‘s cab- this should indicate MR pressure.
2.2.2.12 Double check the release of parking brakes of dead loco by moving
the parking brake unit by hand and observing the clearance between
the brake blocks/pads and the wheels wheel discs.
2.2.2.13 Apply auto brake (A-9) in the working locomotive and check that
the auto brake in the working loco and check that loco brakes are
getting released on both the locomotives. Rear locomotive (WAG-
9/WAP-5 dead) takes about 30 seconds to release.
2.2.2.15 Remember that in the dead locomotive, the loco brakes take about
30 seconds to release after auto brake application from the live
locomotive. Hence after every auto brake application and release,
wait for adequate time (minimum 1 minute) for release of loco brakes
in dead locomotive before resuming traction.
2.2.2.16 Escorts accompanying dead locomotive should never put BL key

in position ‘D’ and also strictly avoid to energise the dead locomotive.
apply parking brake on dead locomotive by manually pressing the
‘APPLY’ push button of the latched solenoid valve (30) on the
pneumatic panel of the dead locomotive (it will be necessary to
unlock the release push button first).
2.2.3 Hauling dead locomotive fitted with IRAB-1/28 LAV-1 brake

system by WAP5/WAG9 locomotive.
2.2.3.1 Set up the IRAB-1/28 LAV-1 locomotives for hauling dead in normal
condition.
2.2.3.2 Connect BP, MREP and Direct Brake Pipe (DBP)/Brake Cylinder
Equalising Pipe (BCEP) dead loco to the BP, MREP and direct
brake pipe of the working loco and open BP, MREP and DBP
angle cocks of both the locomotives. The auxiliary reservoir on dead
locomotive will get charged from the MREP supply of the working
locomotive. Check the BP and MR pressure gauge in the cab of
dead locomotive. It should show the same pressure as that of the
live locomotive (in case locos are to be attached with a train having
two pipe i.e. both BP and FP then FP of both the locos should also
be connected and its angle cock should be opened).
2.2.3.3 Double check the release of parking brakes / hand brakes of dead
loco by moving the parking brake/hand brakes unit by hand and
observing the clearance between the brake blocks/pads and the
wheels wheel discs.
2.2.3.4 Apply auto brake (A-9) in the working locomotive and check that
the direct brake in the working loco and check that loco brakes are
getting released on both the locomotives.
2.2.3.5 Apply direct brake (SA-9) in the working locomotive and check that
the direct brake in the working loco and check that loco brakes are
getting released on both the locomotives.
apply parking brake/hand brake on dead locomotive.
2.3 Hauling dead WDG4 diesel locomotives fitted with

computerised control brake system (CCB).
These locomotives are fitted with computer controlled, brake (CCB)

system. These locomotives in dead condition can be hauled both
by locomotive fitted with IRAB-1 / 28 LAV-1 brake system and
locomotive fitted with CCB brake system. To haul this locomotive in
dead condition, following procedure should be followed:
2.3.1 If the locomotive is to be towed with all MU pipes connected to

working loco set up the brake system as under :-
1. Engage coupler.
2. Ensure that Dead Engine Cut out Cock is closed.
3. Couple BP, FP, BC & MR equalising pipes between coupled ends

of locomotives.
4. Open BP, FP angle cock and MR & BC equalising pipe cut-out

cock between coupled end of locomotives. Unused pipes’ angle
cocks/cut-out cocks should be closed.
5. Open the MREP end cocks.
6. Keep Lead/trail switch off leading loco in ‘Lead’ position and of

trailing dead locomotive in ‘Trail/Dead’ position.
7. Keep automatic and direct brake valves of leading & trailing dead
locomotive in ‘Release’ position.
8. Follow the instructions given in para 2.3.3
9. Apply and release automatic and direct brakes from leading loco
and ensure that application and release are taking place
simultaneously on both the locomotives.
2.3.2 If the dead WDG4 locomotive is to move inside the train consist,
MR and BC equalising MU pipes not connected, set up the brake
system in the dead loco as follows:
1. Engage coupler.
2. Couple brake pipe between coupled ends of locomotive.
3. Open brake pipe cut out cock between coupled ends of locomotives
and the same at free end should be kept closed or connected with
the train brake pipe.
4. Open Dead Engine Cut-out Cock.
5. Open MREP & BCEP end cocks.
6. Micro airbrake circuit breaker in No.1 electrical control must be

kept in ‘Off’ position.
7. Keep automatic and direct brake valves of leading & trailing dead
locomotive in ‘Release’ position.
8. Close emergency brake valve at both consoles.
9. Isolate all safety control devices.
10. Open main reservoir drain valves to drain main reservoir to

approximately 1.4 kg/cm2 (20 psi) or less.
11. Close MR drain valves.
12. Connect locomotive brake pipe to train brake pipe (if moving with
train) and charge brake system. MR2 charges to a maximum of 1.8
kg/cm2 (25 psi).
13. From the controlling locomotive make a 1.4 kg/cm2 (20 psi) brake
pipe reduction, then check for brake cylinder application on dead
locomotive.
14. Follow the instructions given in para 2.3.3.
2.3.3 Below are the points to be followed in both the above cases :
1. Battery switch off dead loco must be closed and both control and
computer control breakers must be ON (levers up) to provide locked
wheel protection for locomotive.
2. TCCI and TCC2 (Traction Control Converter) computer breakers must

also be ON (Up) to detect an unpowered locked wheel and alert the
operator.
3. All other circuit breakers be in OFF position (levers Dn).
4. Set all control switches in OFF position.
5. Remove starting fuse.
6. Set the throttle/dynamic brake handle in IDLE. Remove reverser

(directional handle) from both controllers to lock the controls.
7. Install MU jumper cables on dead unit.
8. Ensure that hand brakes of leading and trailing locomotives are

working and are released.
9. Ensure that bogie BC cut out cocks are open.
********
Annexure – A
Form No. T /409
WESTERN RAILWAY
Sr. No.______
CAUTION ORDER
(Record/Loco Pilot/Guard)
STATION _______________ Date ________
To
The Loco Pilot of Train No.____________ (Description)________________.
You are hereby instructed to exercise the following ________________ (in

figures) ______________ (in words) speed restrictions observing
engineering indicators, hand signals of flagman and banner flag exhibited
as necessary: -
Sr STATIONS Speed Cause /

No. BETWEEN KILOMETRAGE Kmph Remarks
From To From To
Time ________
_______________________
Signature of Station Master
Signature of Loco Pilot ________________ Date ____________
Signature of Guard --------------------------------- Date ____________

Annexure – B
Form No. T /A 409
WESTERN RAILWAY
Sr. No.______
CAUTION ORDER
STATION _______________ Date ________
To
The Loco Pilot of Train No.___________ (Description) __________________.
CAUTION ORDER
N I L
Up to _______________________ Station (Name of next Noticed Station/

Station)
Time ________
_______________________

Annexure – C
Form No. T/B 409
WESTERN RAILWAY
Sr. No.______
REMINDER CAUTION ORDER
STATION _______________ Date ________
To
The Loco Pilot of Train No.____________ (Description)________________.
You are hereby instructed to exercise the following ________________ (in

figures) ______________ (in words) speed restrictions observing engineering
indicators, hand signals of flagman and banner flag exhibited as necessary:
-
Sr STATIONS Speed Cause /
No. BETWEEN KILOMETRAGE Kmph Remarks
From To From To
Time ________
_______________________

Annexure – D
Sr. No.___ Form No. T /431 Sr. No.___ Form No. T/ 431 Sr. No._ Form No. T/ 431
WESTERN RAILWAY WESTERN RAILWAY WESTERN RAILWAY
Train Examination Train Examination Train Examination

Advice/Report Advice/Report Advice/Report
TRAIN EXAMINATION TRAIN EXAMINATION TRAIN EXAMINATION

ADVICE REPORT
REPORT
B C
A
To To
Train No.______________
Station Master or Yard
with a load of __________ Train Examiner ________
Master_______________
vehicles/ wagons ready for Please note that train no.
examination at___________
__________________ Please note that train
on line no. _________due to
start at________hrs. with a load of ___________ No.________ with a load
________vehicles / wagons of _____ vehicles /
Time & Date of sending on line no. _________ready wagons on line no.
advice__________________
for examination at________ ______ has been
________________________
due to start at _______ examined and is safe to
Station Master/
Yard Master Time and Date of sending run after __________
advice ___hrs. on ___20- Vehicles /
_____________
Signature of TXR Wagons unfit to run
_________________________
shown in the attached
Station Master / Yard Master
________________________ (To be entered by Station damaged memo are
Time & Date received by Master / Yard Master)
TXR detached.
Train report , safe after

Instructions Time & Date of report
detaching
____________.
_________________
Advice to be made out by wagons/vehicles as
Station Master and with indicated on attached memo. _______________
forms ‘A’, ‘B’ & ‘C’ sent to the Signature of TXR
Train Examiner, who will (TXR to enter)
acknowledge receipt on (TXR certifies and
form ‘A’ keeping forms ’B’ & Time and Date report ‘C’ hands over to Station
‘C’. On completion, Train received by Station Master Master or Yard Master)
Examiner shall send forms or Yard Master
‘B’ & ‘C’ to the Station Master, ______________
who shall keep form ‘C’ and _________________________
acknowledge its receipt on Station Master / Yard
form ‘B’, returning it to the Master
Train Examiner for record.
Acknowledging report ‘C’
The time allowed for Train
(Acknowledgement of
Examiner for examination will
report by Station Master /
be fixed by the Senior
Yard Master)
Divisional Operations Manger
Above acknowledgement of
to suit local conditions.
report ‘C’ checked by TXR
(Traffic Record) (Traffic Record)
CHAPTER V CONTROL AND WORKING OF STATIONS 197
CHAPTER V
CONTROL AND WORKING OF STATIONS

5.01 RESPONSIBILITY OF THE STATION MASTER FOR WORKING.—
(1) The Station Master shall be responsible for the efficient

discharge of the duties devolving upon the staff employed,
either permanently or temporarily, under his orders at the
station or within the station limits and such staff shall be
subject to his authority and direction in the working of the
station.
(2) The Station Master shall see that all signals, points, gates of
level crossings and the whole machinery of his station are in
proper working order and shall immediately report all defects
therein to the proper authority.
(3) The Station Master shall also be responsible to see that the
working of the station is carried out in strict accordance with
the rules and regulations for the time being in force.
(4) No person other than the Station Master shall ask for or give
Line Clear, or give authority to proceed.
5.02 SUPPLY OF COPIES OF RULES AND DISTRIBUTION OR
EXHIBITION OF OTHER DOCUMENTS.—The Station Master
shall see—
(a) that every railway servant subordinate to him who should be
supplied with a copy of authorised translation of these rules
under Rule 2.01 duly receives the same;
(b) that the Working Time Table in force together with all
correction slips and appendices, if any, working rules and
instructions, and other notices having reference to the working
of the line, are properly distributed or exhibited in such
manner as may be prescribed under special instructions;
(c) that both the sheet time tables and fare lists are correctly
exhibited at the station if it is open for the booking of traffic;
and
(d) that copies of the Act, and the Goods and Coaching Tariffs
are available for inspection by the public.
5.03 OBEDIENCE TO ORDERS AND KEEPING OF BOOKS AND
RETURNS.—The Station Master shall see that all orders and
instructions are duly conveyed to the staff concerned and are
properly carried out, and that all books and returns are
regularly written up and neatly kept.
5.04 SIGNAL CABINS.—
(1) The Station Master shall make himself thoroughly acquainted
with the duties of the staff employed in the signal cabins, if
any, at his station and shall satisfy himself that they perform
their duties correctly, and in order to maintain an effective
supervision over the said staff, frequently visit the signal
cabins.
198 CONTROL AND WORKING OF STATIONS CHAPTER V
(2) The Station Master shall ensure that the prescribed equipment
is readily available in signal cabins and maintained in good
working order.
(3) Signal cabins shall be kept neat and clean and no
unauthorised person shall be permitted to enter such cabins.
5.05 REPORT OF NEGLECT OF DUTY.—The Station Master shall
report, without delay, to his superior, all neglect of duty on
the part of any railway servant who is under his orders.
5.06 STATION WORKING RULES.—
(1) In addition to the General Rules for Indian Railways and
Subsidiary Rules of a Railway, each station shall be provided
with Station Working Rules applicable to the station, issued
(2) A copy of the Station Working Rules or relevant extracts
thereof shall be kept at cabins and level crossings concerned.
SR 5.06 Detailed instructions are embodied in Chapter XIX of old and Chapter
V of the new edition 2007 of Operating Manual.
5.07 FORMS.—
(1) All messages and written authorities mentioned in these rules
shall be prepared on prescribed forms laid down in these
rules or prescribed under special instructions and shall be
stamped with the station stamp.
(2) If the authorised printed forms is not available for any reason
or in exceptional circumstances, a manuscript form
containing all the particulars as contained in the prescribed
form is issued as an emergency measure, reasons there for
shall be recorded in the station diary.
SR 5.07 Forms and Written Authorities referred in rule(1) of GR 5.07 above
are enlisted and given in Index Part-B ‘List of Annexures of Standard
Forms’ in the beginning of this rule book.
5.08 ACCESS AND OPERATION OF EQUIPMENT.—No unauthorised
person shall be permitted to have access to or operate signals,
points, electrical block instruments and electrical
communication instruments or any other appliances
connected with working of the railway.
5.09 RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE.—
(1) In case of reception of a train on an obstructed line, the Station
Master shall—
(a) Whenever possible, intimate the Loco Pilot through the
Station Master of the station in rear that the train is to be
received on an obstructed line;
(b) ensure that the signal or signals controlling the reception of
the train are not taken ‘OFF’; and
(c) ensure that all the points over which the train has to pass are
correctly set and the facing points locked.
(2) After the train has been brought to a stand at the relevant
Stop signal, it may be received on the obstructed line by—
(a) authorising the Loco Pilot to pass the Stop signal at ‘ON’ by
taking ‘OFF’ the Calling-on signal, where provided; or
(b) authorising the Loco Pilot on the signal post telephone, where
provided, to pass the Stop signal at ‘ON’, in accordance with
special instructions; or
(c) authorising the Loco Pilot to pass the relevant signal or signals
at ‘ON’ through a written authority to be delivered by a
competent railway servant who shall pilot the train past such
signal or signals.
(3) The train shall be brought to a stand at the facing points
leading to the reception line until hand-signalled forward by
a competent railway servant.
(4) A Stop hand signal shall be exhibited at a distance of not
less than 45 metres from the point of obstruction to indicate
to the Loco Pilot as to where the train shall be brought to a
stand.
(5) The Loco Pilot shall keep his train well under his control and
be prepared to stop short of any obstruction.
SR 5.09 (1) The ‘Station Master’ of the station in rear referred to in the GR 5.09
(1)(a) will issue a caution order to the Loco Pilot, to the effect that
his train will be received on an obstructed line and receive his
acknowledgement.
SR 5.09 (2) The ‘Written Authority’ referred to in rule (2)(c) of GR 5.09 shall be
made out on form no.T/509 as given in Annexure-A at the end of
this chapter.
SR 5.09 (3) On Section having Tokenless Block working the procedure
prescribed under GR 5.09 and SR 5.09(1) & (2) shall be followed
except that Block Operation will be suspended and Line Clear shall
be obtained in accordance with the provision of SR 14.13 (3) & (4)
and the Loco Pilot shall be given ‘Paper Line Ticket’ along with
Caution Order and authority to pass the Last Stop Signal at danger.
5.10 RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE.—
(1) Should it be necessary, in an emergency, to receive a train
on a line which is not signalled for reception, the Station
Master shall ensure that—
(a) the train is brought to a stand at the first Stop signal;
(b) the line on which it is intended to receive the train is clear
up to the trailing points or upto the place at which the train is
required to come to a stand;
(c) all the points over which the train has to pass are correctly
set and the facing points locked; and
(d) the Loco Pilot is authorised to pass the approach Stop signal
at ‘on’ through a written authority to be delivered by a
competent railway servant who shall pilot the train on to the
non-signalled line.
(2) The Loco Pilot, while entering a non-signalled line, shall

proceed cautiously and be prepared to stop short of any
obstruction.
SR 5.10 The written authority referred to in rule (1) (d) to GR 5.10 shall be
made out on form no.T/510 as given in Annexure-B at the end of
this chapter.
5.11 DEPARTURE OF A TRAIN FROM A NON-SIGNALLED LINE.—

(1) In the event of a train required to be started from a line not
provided with a Starter signal, the Loco Pilot shall be given
a written permission to start:
Provided that such permission may be dispensed with where
a tangible authority to proceed is given to the Loco Pilot.
(2) The written permission or the tangible authority to proceed
referred to in sub-rule(1) shall not be given unless all the
points for the departure of the train have been set and the
facing points locked.
SR 5.11 (1) The written permission referred to in rule (1) of GR 5.11 shall be
made out on form no.T/511 as given in Annexure –C at the end of
this chapter.
SR 5.11 (2) In addition to the written permission or tangible authority as
mentioned in GR 5.11(2) and SR 5.11 (1) at stations, where the
despatch of trains is controlled by fixed signals, a train required to
be started from a non-signalled line shall be piloted by a Points
man/Points Jamadar up to the last set of points.
5.12 DEPARTURE OF A TRAIN FROM A LINE PROVIDED WITH A
COMMON DEPARTURE SIGNAL.—
(1) In the event of a train required to be started from a line out of
a group of lines provided with a common departure signal,
the Loco Pilot shall be given a written permission to start in
addition to the authority to proceed under the system of
working.
(2) The written permission and the authority to proceed referred
to in sub-rule (1) shall not be given unless all the points for
the departure of the train have been set and the facing points
locked.
SR 5.12 The written permission referred to in rule (1) of GR 5.12 shall be
made out on form no.T/512 as given in Annexure-D at the end of
this chapter.
5.13 CONTROL OF SHUNTING.—
(1) Shunting operations shall be controlled by fixed signals or
hand signals or by verbal directions.
(2) The Loco Pilot shall not, however, depend entirely on signals
and shall always be vigilant and cautious.
(3) The speed during shunting operations shall not exceed 15
kilometres an hour unless otherwise authorised by special
instructions.
SR 5.13 (1) No shunting operations which may foul or extend on to any of the
running lines of a station must be permitted, unless the relevant
approach signals applicable to those lines are at danger.
SR 5.13 (2) During shunting, whenever necessary the Loco Pilot shall also obey
the hand signal of the person conducting shunting.
SR 5.13 (3) When Hand signals are used, only red and green flags or lights
must be shown (see GR 3.56). A Loco Pilot, during shunting
operations, will not move his engine, if signalled to do so by a white
light.
SR 5.13 (4) Hand signals used for shunting operations, must be shown from
the ground near the train or engine that is being shunted. On no
account, must shunting operations be directed by Hand signals
exhibited from signal boxes or cabins.
SR 5.13 (5) When loose shunting is necessary each wagon or set of wagons
must be brought under control by their brakes and must not be
allowed to run with force against other wagons. In no case, must
loose shunting be done where there is a possibility of vehicles
escaping and fouling the main line owing to a falling gradient.
SR 5.13(6)(A) At stations, where a special shunting staff is employed, all shunting
operations in connection with running trains and also with yard
shunting shall be conducted by such staff, under the orders of the
Station Master. Special shunting staff means the Shunting Jamadar
or the Points Jamadar. The stations where special shunting staff is
employed shall be specified.
(B) All shunting operations involving full trains should be supervised by
the Guard of the train personally even at stations where special
shunting staff is provided.
(C) The shunting operations of Passenger carrying trains at specified
stations shall be supervised by the staff not below the rank of
Shunting Jamadar.
SR 5.13(7)(A) At stations, where special shunting staff is not provided, shunting
operations in connection with running trains shall be conducted
under the orders of Station Master and supervised by the Guard of
the train. Supervision includes assurance that the points are
correctly set and facing points locked (padlocked if they are non-
interlocked) that correct Hand signals are shown to the Loco Pilot,
the correct vehicle is attached or detached and that the safety rules
are observed.
(B) The shunting operation of passenger carrying trains at roadside
stations due to emergencies like Hot Axle, Spring Breakage etc.
shall be supervised by the Guard of the train under the orders of
Station Master by utilising group ‘C’/ ‘D’ staff trained in duties of
Pointsman.
(C) At stations where special shunting staff is not employed and Guard
is not available, a member of Group ‘C’/ ‘D’ staff (Pointsman or
other staff, passed in the duties of Pointsman), shall conduct all
shunting operations under the orders of the Station Master on duty
or such other staff as may be authorised. Conducting of shunting
operations include assurance,, that the points are correctly set
and facing points locked (padlocked if they are non-interlocked),
that correct Hand signals are shown to the Loco Pilot, the correct
vehicle is attached or detached and that the safety rules are

observed.
SR 5.13 (8) When a goods train is being backed in to a dead end siding, the
Guard must travel in the rear brake-van and be prepared to assist
the Loco Pilot in stopping before the rear of his train reaches the
buffer stop, by the application of hand brake in case his train is not
provided with AVB/air brake through out and by destroying vacuum/
air pressure in case of full AVB/air brake train.
SR 5.13 (9) No attempt must be made to couple or uncouple vehicles in motion:
Riding on buffers, hand brake gear, screw coupling of vehicles or on
the cowcatcher of an engine is prohibited. Passing under vehicles
during shunting operations, sleeping in the yard in dangerous position
are also prohibited.
SR 5.13 (10) For Rules regarding staff working under vehicles, see SR 4.31.
SR 5.13 (11) When a part or the whole of a passenger, mixed or goods train is
being shunted all the points over which movements are made shall
be correctly set and facing points locked before allowing a shunting
move over the points. The locking shall be done in the following
manner:
(A) In case of facing points provided with facing point lock, the lock
lever should be pulled if interlocking permits of this being done;
other wise the points may be clamped/cotter-bolted.
(B) In case of points over which shunting moves are governed by Shunt
signal which detect the points, clamping/cotter bolting of points
need not be done.
(C) In case of points which are neither provided with facing point locks
nor are detected by Shunt signals, the points must be clamped/
cotter-bolted.
SR 5.13 (12) When shunting is to be done for attaching or detaching coaches of
passenger carrying trains the shunting engine must first come to
halt 20 metres away from the train and move thereafter. Similarly,
the train engine should also come to a stop 20 metres from the
train and then proceed very cautiously for being attached to the
train.
SR 5.13 (13) The speed during shunting operations (other than hump shunting)
shall not exceed 15 kilometres an hour except during shunting of
vehicles containing passengers, live-stock, explosive, dangerous
and inflammable goods and tank wagons, when it shall not exceed
8 kilometres an hour.
‘The speed at which the loaded or empty BCX, BCN, BOXN, BOX
and BOBS wagons are impacted singly shall be restricted to the
normal walking speed of 5 kilometres per hour but when impacting
a group of five wagons or less than five wagons become inevitable
the speed should correspond to a very slow walking speed not
exceeding 3 Kms. per hour. Impacting in group of more than five
such wagons is prohibited.’
SR 5.13 (14) No Engine should be allowed on any line at the Station occupied by
a train/ coach(es) carrying passengers, except a Train Engine/
Banking Engine/Shunting Engine which is required to perform
shunting on the formation/ coach(es) and whenever it becomes

necessary to do so, the engine must be piloted by a competent
staff under proper instructions.
If for operational reasons any other outgoing/incoming train engine
duly piloted, is required to be brought on line occupied by a train/
coach(es) carrying passengers, such engine must invariably remain
away/stop 50 metres short of train / coach(es).
In yards where this distance cannot be maintained due to space
constraints as fouling mark is likely to be obstructed, the movement
of such engine behind a passenger carrying train/ coach(es) is not
permitted.
5.14 RESPONSIBILITY FOR SHUNTING.—The Station Master shall
see that the shunting of trains or vehicles is carried on only
at such times and in such manner as will not involve danger.
SR 5.14(1)(A) Hand shunting by Contractor’s or Trader’s servants, unless
supervised by the Station Master on duty or other responsible railway
staff, is strictly prohibited.
(B) It will be the duty of shunting staff to see that all doors, windows
and shutters of wagons are closed and fastened before the wagons
are taken into shunting.
SR 5.14 (2) Before commencing shunting operations on Goods shed and
Transhipment shed lines or such lines where labourers are working
the railway servant in-charge of shunting operations will satisfy
himself that all loading and unloading work has been stopped, and
that all labourers etc., have been warned.
In case of any shunting on or near the points leading to such lines,
the railway servant in-charge of shunting operations must ensure
that the points leading to such lines are set and locked against
these lines.
Instructions for the protection of lines on which labour working is
involved shall be given in the Station Working Rules.
5.15 SHUNTING AT STATIONS UNDER CENTRALISED TRAFFIC
CONTROL.—
(1) No shunting shall be performed at a station under Centralised
Traffic Control without the permission of the Centralised Traffic
Control Operator or when Centralised Traffic Control is not in
operation, without the permission of the Station Master.
(2) For the purpose of shunting, the Centralised Traffic Control
Operator may, when required, hand over the local control of
working of traffic at a station or part of a station to the Station
Master who shall thereafter be responsible for the shunting
at the station or that part of the station for which the local
control has been made over to him in the manner prescribed
5.16 SHUNTING DURING RECEPTION OF TRAINS.—When signals
have been taken ‘off’ for an incoming train on to a line which
is not isolated, no shunting movement shall be carried out
towards points over which the incoming train is to pass.
SR 5.16 (1) Shunting during reception / despatch of trains-
When signals have been taken ‘off’ for an incoming /outgoing train
on /from a line which is not isolated, no shunting movement shall
be carried out towards point over which the incoming / outgoing

train is to pass, except when permitted by the Authorised Officer,
on stations, where frequent shunting movement takes place and
where such points are protected by stop signal or by a shunt signal
with the precautions to be observed while performing shunting that:-
a) Shunting shall be carried out under the supervision of authorised
competent railway servant.
b) Rake / load should be fully vacuum / air brake.
c) The maximum speed during shunting operations shall not exceed
15 kmph.
SR 5.16 (2) See SR 8.10 also.
5.17 SHUNTING NEAR LEVEL CROSSING.—The railway servant in

charge of shunting near or across a level crossing, before
giving permission to the Loco Pilot to move his train across
it, shall ensure that the level crossing gates have been closed
and locked against road traffic.
5.18 DRAWING OF A TRAIN TO AN ADVANCED POSITION.—
(1) A train waiting for an authority to proceed shall not be allowed
to draw out upto an Advanced Starter for despatch, except
where track circuit or Axle Counter has been provided
between the Starter and Advanced Starter to indicate the
presence of a train in advanced position.
(2) The provision of sub-rule (1) shall not apply in case of shunting
of a train within a station section itself.
5.19 OBSTRUCTION OF RUNNING LINE.—
(1) No railway servant shall commence any loading, shunting or
any other operation by which a running line, may be fouled
or obstructed without obtaining the previous sanction of the
Station Master or of other railway servant nominated in this
behalf under special instructions, who shall see that all
necessary steps are taken for the protection of traffic while
such operation is being carried on and the necessary signals
are kept at ‘on’ until the obstruction is removed.
(2) A sand hump or snag dead end shall not be obstructed for
any purpose and when it has become obstructed, it shall cease
to be a substitute for the adequate distance for the purpose
of taking ‘off’ signals.
SR 5.19 (1) The loading or unloading of goods across any running line within
station yards is permitted under special circumstances at single
line stations only and must be carried out under proper supervision.
All such loading or unloading must, however, be stopped before
permission is given for a train to approach and the Station Master
will be held personally responsible for seeing that no goods are left
fouling any running line.
SR 5.19 (2) Hand shunting of vehicles beyond station section is strictly
prohibited.
SR 5.19 (3) Hand shunting on the main line within station limits at double line
stations for the purpose of loading or unloading goods or railway
materials is also prohibited.
SR 5.19 (4) When it is found necessary to foul the running line on either double
or single line, the Station Master on duty will be held personally
responsible for seeing that the line is cleared with the least possible
delay and that while the line is so fouled, all signals relating to that
line are kept at danger.
At night, the Station Master on duty must himself be present with

the necessary hand signals and will not leave until the main line
has been cleared of obstruction.
Any vehicle or vehicles fouling the main line after the hours of day
light, must be protected by a red light at both ends.
Note: - These rules equally apply to Station Master at stations on the double
line, where Switchmen are in charge of cabins, the responsibility
will rest with the Station Master and not with the Switchmen.
SR 5.19 (5) Stabling of Vehicles and Trains on Running Lines.—

(A) Vehicles must not be stabled or placed for loading or unloading on
a running line, or outside the Scotch Blocks or Trap Points of a
siding except as provided for in the SWRs. Where necessary,
stabling of trains on running lines may also be prohibited in the
SWRs.
(B) Whenever vehicles or trains have to be stabled on a running line,
action must be taken as follows.—
(i) On Controlled Sections, permission of the Controller must be
obtained.
(ii) At a non-interlocked station, all points leading to the line on which
the vehicles or trains are stabled must be set and locked against
that line and the keys of the points kept in the personal custody of
the SM on duty.
At an interlocked station, irrespective of reception line being track
circuited or not, stop collars or such other device must be placed
on the points and signal levers or buttons or slides or electric slide
instruments or such other apparatus pertaining to the obstructed
reception line, when blocked by a stopping train or by any other
load, including during crossing / precedence, to serve as a visual
reminder that the line is obstructed/ fouled and to prevent
inadvertently taking ‘OFF’ of the signals for the blocked line.
In Tokenless Block Working territory, when the Block Section in
advance is occupied by a train or is otherwise obstructed, Stop
Collars or such other device must be placed on levers, buttons,
slides of all departure signals of way side stations and on Advanced
Starter signals of large stations.
The SM/Cabin incharge must personally ensure that signals for
blocked/ fouled line(s)/ Block Section are maintained in the ‘ON’
position.
(iii) Vehicles must be secured as laid down in SR 5.23.
(iv) The SM on duty should advise the cabins concerned of the block/
obstruction confirming the same by an exchange of Private
Numbers. The line should be cleared as early as possible and when
the block/ obstruction is removed, the cabins concerned should be
immediately advised and Private Numbers exchanged. The time of
placing the block/obstruction on the running line and its removal
should be recorded in Block Letters in red ink in the Train Signal
Register and the Control advised.
(v) When a running line is blocked by stabled load, wagon, vehicle or

by a train which is to cross or give precedence to another train or
immediately after the arrival of a train at the station, etc., the points
in rear on double line sections and at either end on single line
sections should be immediately set against the blocked line except
when shunting or any other movements is required to be done on
that line.
(vi) If all the lines at a station happen to be blocked, when line clear
has been granted to a train, the points should be set for the line
occupied by a stabled load or a goods train in that order so that, in
case of mishaps, the chances of casualties are minimised. In case
all the lines at a station are occupied by passenger trains, points
should be set for a loop line, to negotiate by which the speed of the
incoming train would be reduced which in turn would minimise the
consequences/casualties. While doing so, points may be set for a
loop occupied by a train, if any, whose engine is facing the direction
of approach of the incoming train rather than for the loop line occupied
by a train where a passenger coach, will in the case of a collision,
receive the impact.
Note: - The above precautions shall be taken in addition to the observance

of other precautions like use of Lever Collars, etc.
(C) Use of Stop Collars when running lines are occupied, obstructed or
fouled—
Whenever a running line in the station is occupied for any period by

the presence of an engine or vehicle(s) or a train stopping at the
station either for crossing, precedence, starting, or after terminating,
or for any other purpose, or whenever a running line is obstructed or
fouled due to any reason, Stop Collars must be placed on the handle
of the lever/slide that works/releases the point and/or signals for
the particular running line, to act as a visual reminder of the running
line having been occupied, obstructed or fouled.
(D) Loading and unloading of loose vehicles on a Running Line.—

Whenever vehicles have to be placed for loading or unloading on a
running line, in addition to the provision of SR 5.19(5)(B) above,
following action must be taken: -
(i) Vehicles should only be placed for loading or unloading between

sunrise and sunset and removed before darkness sets in.
(ii) Vehicles must be placed as near the station office as possible so

as to be under the direct supervision of the Station Master whose
permission must first be obtained. Wagons so placed must have
their hand brakes firmly pinned down and chained so as to secure
them against escape or unauthorised movement.
(iii) The Station Master must personally see that before signals are
taken ‘OFF’ for a train, no packages unloaded from or to be loaded

into a vehicle are left fouling any running line and that all wagon
doors are closed. The packages should be placed at a safe distance
from the edge of the Station Platform.
(E) Placing of vehicles on a running line should not be permitted except

where a vehicle cannot be taken from or placed in a siding without
causing avoidable detention to a train and subject to specific
provision in the Station Working Rules. A vehicle, to be so attached
to or detached from a train may be left on a running line only for
such short period as is absolutely necessary. Such vehicle must
be protected as laid down in SR 5.19 (5)(B)(ii) above and SR 5.19
(4) and must have its brake on, if provided with one, and secured in
accordance with SR 5.23 to prevent escape.
5.20 SHUNTING ON GRADIENTS.—When shunting is being

performed on a gradient, the railway servant in charge of
the shunting shall ensure that—
(a) sufficient number of brakes are put on, sprags are used,
where necessary, slip siding points or traps, where provided,
are set to ensure safety and that all precautions are taken to
prevent vehicles getting out of control, and
(b) in case of shunting over a portion of line on steep gradients,

neither isolated nor protected by slip sidings, an engine is
also attached towards the falling side of the gradient.
Note.—For purposes of this rule a steep gradient shall be 1 in 260 or

steeper except in case of vehicles fitted with roller bearings
when it shall be 1 in 400 or steeper.
SR 5.20 (1) At stations which are on or near gradients steeper than 1 in 500, no
hand shunting must be done at the end of the yard where the gradient
falls, unless it is not possible to do it at the other end.
SR 5.20 (2) When it is necessary to hand shunt on a falling gradient, only one
vehicle at a time must be moved.
SR 5.20 (3) Notwithstanding SR 5.20 (1) and SR 5.20 (2), hand shunting on a
falling gradient at a station may be prohibited or restricted in the
Station Working Rules if necessary in view of local conditions.
5.21 LOOSE SHUNTING.—Cranes, vehicles containing passengers,

workers, explosives, dangerous goods or live-stock or any
other vehicle that may be specified under special instructions,
shall not be loose shunted and no loose shunting shall be
made against them.
SR 5.21 Loose shunting of vehicles which are not provided with hand brake
is strictly prohibited.
5.22 LEAVING VEHICLES IN SIDINGS OUTSIDE STATION LIMITS.—

No railway servant shall leave any vehicle in a siding outside
station limits, unless the vehicle is clear of all running lines
and, except under special instructions, unless the wheels
thereof are properly secured.
5.23 SECURING OF VEHICLES AT STATION.—The Station Master

shall see that vehicles standing at the station are properly
secured in accordance with special instructions.
SR 5.23 (1) Unless a line or a group of lines is isolated from the adjoining running
lines, any vehicle standing on such line or group of lines should be
so placed and secured, that it does not and cannot be made to foul
the running lines. Each such vehicle must have its brakes on, if
provided, and must—
(A) be choked, or
(B) be chained and padlocked; or
(C) be coupled with other vehicles secured as indicated in (A) and (B).
Isolation for this purpose may consist of a dead end or a trap point
on either side of the line or group of lines, so set and locked that an
escaping vehicle will not foul the running line or lines.
SR 5.23 (2) The following extra precautions must also be observed when rolling
stock fitted with roller bearing are stabled at stations: -
(A) At least two safety chains must be used and padlocked.
(B) The hand brake whether side lever operated or rotating wheel
operated must be fully tightened. Rake / load of wagons fitted with
roller bearing is stabled, at least six wagons from either end must
have their brakes applied tightly.
(C) The brakes should be operated by Pointsman or any other

competent railway servant under the personal supervision of the
Guard and in the absence of the Guard by the Assistant Station
Master.
*****
Annexure - A
Form No. T /509

WESTERN RAILWAY
Sr.No.______
AUTHORITY TO RECEIVE A TRAIN ON AN OBSTRUCTED LINE

(Record/Loco Pilot)
Station ________ Date________ Time ______
To,
The Loco Pilot of Train No._____ Description ______ Up/Down.
You are authorised to pass *Up/Down *Outer/Home/Routing

Signals in ‘ON’ position cautiously not exceeding 15 kmph
speed being piloted by the bearer of this Authority and you
should bring your train to a stand at the facing points leading
to Line No.(in words)__________(in figures)_________ until
Hand Signalled forward as you are being received on an
obstructed line.
__________________________
Signature of Loco Pilot ________________ Date __________
*Strike out whichever is not applicable.

Annexure - B
Form No. T /510

WESTERN RAILWAY
Sr.No.______
AUTHORITY TO RECEIVE A TRAIN ON A

NON SIGNALLED LINE
(Record/Loco Pilot)
Station ________ Date__________ Time ______
To.
The Loco Pilot of Train No.______ Description ______ Up/Down
You are authorised to enter cautiously not exceeding 15 kmph

speed being piloted by the bearer of this Authority and you
should bring your train to a stand at the facing points leading
to Line No.(in words)__________(in figures)_________ until
Hand Signalled forward as you are being received on a non
signalled line.
__________________________
Signature of Loco Pilot ________________ Date __________

Annexure - C
Form No. T /511

WESTERN RAILWAY
Sr.No.______
AUTHORITY TO START FROM A NON_SIGNALLED LINE
(Record/Loco Pilot)
Station_________ Date________ Time_________
To
The Loco Pilot of Train No._____________________ Up/Down.
You are authorised to pass *Starter/Advanced Starter in the

‘ON’ position and leave the Yard cautiously duly piloted out
up to last set of points of non signalled line by the competent
Railway servant at a speed not exceeding 15 kmph over the
points as your train is started from non-signalled line No.(in
words)__________(in figures)_______.
Token/Line clear ticket No. __________________
Private No. received (In words) ________________ (In figures)

___________.
__________________________
Signature of Loco Pilot ______________ Date ________

Annexure - D
Form No. T / 512
Sr.No.______
WESTERN RAILWAY
AUTHORITY TO START FROM A LINE WITH COMMON

STARTER SIGNAL
(Record/Loco Pilot)
Station ________ Date __________Time __________
To
The Loco Pilot of Train No._______Description ____ UP/DOWN.
You are authorised to start from line No. (In

words)___________(In Figures)_____ on the starter signal
being taken ‘OFF’. Line No.__________________ is one of the
number of lines governed by the same starter signal.
Line clear is obtained on *Block Instrument/ ______ phone

from _________ Station.
Private No. received (In words)__________(In figures) ________
· Token or line clear ticket No. ____________________.
__________________________
Signature of Loco Pilot ________________ Date _____________
· In case of tangible authority or paper line clear ticket & strike

out whatever is not applicable.
CHAPTER VI ACCIDENTS AND UNUSUAL OCCURRENCES 213
CHAPTER VI
ACCIDENTS AND UNUSUAL OCCURRENCES

6.01 ACCIDENT OR OBSTRUCTION
(1) When a report of any accident or obstruction is received by
the Station Master, he shall see that all necessary precautions
are taken by the most expeditious means possible, for the
protection of traffic.
(2) If an accident happens to a train, the Station Master shall
arrange for all necessary assistance to be sent to the train.
(3) The Station Master shall, as soon as practicable, report each
accident in accordance with special instruction.
SR 6.01 The rules for reporting accidents are given in Accident Manual
6.02 WORKING IN CASE OF ACCIDENT OR FAILURE OF
COMMUNICATIONS.—In case of accidents to the line or to
any train, or of failure or interruption of communications, or
in an emergency, trains shall be worked between stations in
DURING OBSTRUCTION ON DOUBLE LINE
SR 6.02 (1) Rules and Regulations for Single line working on Double line Section
when one line is obstructed.
Note: - These rules do not apply to continuous track circuit section working
under Automatic Block System
(A) Whenever an accident to a train or track or other obstruction
precludes the use of one of the lines on a double line section the
traffic may temporarily be worked over single line under one of the
following systems—
(i) By obtaining ‘Line Clear’ on electrical communication instruments.
(ii) By the installation of Single Line Block instruments and ‘Shunting
Limit Boards’ demarcating the block section in the wrong direction,
if the affected line is likely to remain out of use for a substantial
period.
(B) When it is desired to introduce temporary single line working on
double line, on electrical communication instruments, the Station
Master at one end of the affected section, shall on receipt of reliable
information in writing that one line is clear, take steps to introduce
temporary single line working on that line in consultation with the
Section Controller and the Station Master of the station at the other
end of the section.
(C) If there is reason to suspect that the line over which temporary
single line working is to be introduced, is also fouled or damaged,
temporary single line working must not be introduced until a
responsible engineering official of the rank not less than that of an
Inspector has inspected that section and certified that the track is
safe for passage of trains.
214 ACCIDENTS AND UNUSUAL OCCURRENCES CHAPTER VI
(D) Single line working shall be introduced between the nearest stations
provided with crossover between Up and Down line on either side of
the obstruction. If there is an Intermediate Block Hut between the
above two stations, the same shall be treated as closed and the
commutators of the Block Instruments at such Block Huts shall be
kept locked in ‘Train on Line’ position throughout the period single
line working is in force.
The commutators shall be locked also in that position, with SM’s
key, wherever possible. In cases where it is not possible to keep
the commutators in ‘Train on Line’ position, as in Daido Instruments,
the Block instruments shall be put out of use and Caution Indicator
hung on the handle of the Block Instruments. The signals at such
Block Huts shall be kept in the ‘On’ position throughout and these
shall be passed by the Loco Pilots on the written authority in the
prescribed form issued by the Station Master of the adjoining block
station in operation.
(E) All trains will be worked in accordance with the rules for the use of
telecommunication equipments on single line and ‘Line Clear’ shall
be obtained on the telephone attached to Block Instrument or station
to station fixed telephone or Railway auto-phones or BSNL or Control
Telephone or VHF set.
(F) At all stations on the portion of the section on which single line
working has been introduced, the commutators of the Block
Instruments pertaining to both obstructed and unobstructed lines
shall be kept in ‘Train on Line’position throughout the period single
line working is in force. The commutators shall be locked also in
that position with SM’s key, wherever possible. In cases where it is
not possible to keep the commutators in ‘Train on line’ position, as
in Daido Instruments, the Block Instruments shall be ‘put out of the
use’ and Caution Indicators hung on the handle of the Block
Instruments. At the stations, if the train is running on right line, the
Last Stop signal shall be kept in the ‘ON’ position. In case the train
is running on the wrong line all fixed signals shall be kept in the
‘ON’ position.
(G) After ascertaining that one of the lines is clear for the passage of
traffic, the Station Master proposing single line working shall issue
a message containing the following information under exchange of
private numbers, to the Station Master at the other end of the
affected section.
(i) Cause of introduction of single line working,
(ii) The line by which the single line working is proposed,
(iii) Source of information that the said line is clear,
(iv) Place of obstruction,
(v) Restriction of speed, if any, on the line,
(vi) Names of intermediate stations, if any, which would be out of use,
(vii) Assurance that the trap points, if any, have been spiked or clamped
and padlocked,
(viii)Assurance that if the train is running on the right line, the last Stop
signal shall be kept in the ‘ON’ position. In case the train is running
on the wrong line, all fixed signals shall be kept in the ‘ON’ position
and
(ix) The number and the timings of the last train, which arrived or left
the block station issuing the message.
(H) On receipt of acknowledgment from the Station Master, confirmed
by a Private Number single line working may be introduced, ‘Line
Clear’ will be obtained on telephone attached to Block Instruments
or station to station fixed telephone or Railway auto phones or BSNL
or Contro Telephone or VHF set or any Two Way Communication
System Set, and trains run on paper line clear ticket in accordance
with the instructions contained in this book and Block Working
Manual.
(I) Loco Pilot of each train shall be handed over an ‘Authority for
Temporary Single Line Working on Double Line Section’ on form
no. T/D602 as given in Annexure-D at the end of this chapter,
indicating: -
(i) The line on which the train or light engine is to run;
(ii) The kilometrages between which the obstruction exists;
(iii) Any restriction of speed which may have been imposed by ‘Way
and Works staff’;
(iv) An assurance to the effect that any trap points on the line in question
have been spiked or clamped and
(v) Authority to pass the last Stop signal in the ‘ON’ position. In case
the last Stop signal is the Starter, in addition to the written authority,
he shall also be shown hand signals at the foot of this signal.
(J) An endorsement will also be made in the Caution Order included in
the authority given to the Loco Pilot of the first train to inform all
Gatemen and Gangmen on the way about the introduction of
temporary single line working and specifying the road on which the
trains will run. This information shall be conveyed through the Loco
Pilot of a subsequent train also, if necessary.
(K) The speed of the first train passing over the temporary single line,
will be restricted to 25 kilometres per hour. Subsequent trains may
run at their booked speed, subject to observance of other speed
restrictions imposed by Way and Works staff. However, an Accident
Relief Train / Medical Relief Van may be run at the normal speed
subject to other speed restrictions in force on the section, provided
the approval of the Controlling Officer of Accident Relief Train /
Medical Relief Van is obtained and control is informed accordingly.
(L) When a train is stopped between stations on account of accident,
failure, obstruction or other exceptional cause and the Loco Pilot
finds that it cannot proceed, it shall be protected as per GR 6.03.
(M) In the case of a train proceeding on the right line:
(i) The last Stop signal of the station in rear of the affected section
may be passed in the ‘ON’ position on a written authority issued by
the Station Master in the prescribed form no.T/D602 referred to in
Para(I)(v) above. In case the last Stop signal is the Starter, in addition
to the written authority, hand signals shall also be shown at the foot
of this signal.
(ii) The approach Stop signals, if any, of the station in advance of the
affected section, may be taken ‘OFF.
(N) In the case of a train proceeding on the wrong line: -

(i) The train shall be piloted out of the station on a written authority on
form T/511 issued by the Station Master after all the facing points
have been correctly set and locked and trailing points correctly set,
over which the trains will pass.
(ii) On approaching the next station the Loco Pilot shall bring his train
to a stop opposite the first Stop signal pertaining to the right line or
at the last Stop signal pertaining to the wrong line (on which he is
running), whichever he comes across first.
(iii) The Station Master of the station in advance shall depute railway
servant in uniform at the foot of the signal (whichever the train would
encounter first) who shall stop the train on hand danger signal and
thereafter pilot it into the station on a written authority on form
T/510 issued by the Station Master.
(iv) If the Loco Pilot finds that no railway servant in uniform has been
deputed at the foot of the signal to pilot the train into the station,
GR 4.44 shall be observed.
(O) All the cross over points in the facing direction, over which the train
shall proceed, while temporary single line working is in force, shall
be clamped and padlocked.
(P) Resumption of normal working: —
(i) On receipt of a written certificate from a responsible Engineering
Official that the obstructed track is free and safe for passage of
trains, the Station Master will issue a message to the other station
or stations, as the case may be, under exchange of private numbers
and decide, in consultation with Section Controller, the train after
passage of which, the normal working has to be introduced.
(ii) When Double Line working is introduced, the Block Instruments
and all fixed signals, including those of Intermediate Block Huts
which were treated as closed, shall be brought into use immediately.
An entry shall also be made in the Train Signal Books of all stations
concerned showing the time double line working was suspended,
time single line was introduced and the time normal working was
resumed. The Loco Pilot of the first train entering the section after
normal working is resumed shall inform all Gatemen and Gangmen
on the way about the resumption of normal working.
(Q) All the records in connection with the temporary single line working
shall be retained at the station and the Transportation Inspector of
the section must scrutinize them and submit his report to the
Divisional Railway Manager within seven days of the resumption of
normal working.
SR 6.02 (2) Rules and Regulations for Single line working on Double line during
total interruption of communications.
Note:- These rules do not apply to continuous track circuit sections working
under Automatic Block System.
The following rules must, in addition to the rules prescribed in ‘Rules
and Regulations for working of trains during total interruption of
communications on single line’, be observed by the staff.
(A) Whenever an accident to a train or track or other obstruction,

precludes the use of one line on a double line section during total
interruption of communications, single line working shall be
introduced only after a responsible official of the Engineering
Department, not less than an Inspector in rank, has certified that
the other line on which single line working is to be introduced is free
and safe for passage of trains. Such engineering official shall give
the certificate only to the Station Master of the station at that end
of the affected section for which the unobstructed line shall be the
right line for despatching trains. On receipt of this certificate the
Station Master will follow the rules prescribed in SR 6.02(4) for
opening of communications.
(B) Loco Pilots of trains, including light engines, shall be given a Caution
Order on which, and shall be stated clearly.
(i) The line on which the train is to run;
(ii) Kilometrage where the obstruction exists;
(iii) Any restriction of speed, which may be imposed by Way & Works
Staff;
(iv) An assurance to the effect that any trap points on the line in question
have been spiked and clamped.
(C) All the cross over points in the facing direction, over which the train
shall proceed, while temporary single line working is in force, shall
be clamped and padlocked.
(D) In the case of a train proceeding on the right line:
(i) The last Stop signal of the station in rear of the affected section
may be passed in the ‘ON’ position on a written authority issued by
the Station Master in the prescribed form. In case the last Stop
signal is the Starter, in addition to the written authority, hand signals
shall also be shown at the foot of this signal.
(ii) The approach Stop signals, if any, of the station in advance of the
affected section, may be taken ‘OFF’.
(E) In the case of a train proceeding on the wrong line:
(i) The train shall be piloted out of the station on a written authority
issued by the Station Master after all the facing points have been
correctly set and locked and trailing points correctly set over which
the train will pass.
(ii) On reaching the next station, the Loco Pilot shall bring his train to
a stop opposite the first Stop signal pertaining to the right line or at
the last Stop signal pertaining to the wrong line (on which his train
is running), whichever he comes across first.
(iii) The Station Master of the station in advance shall depute a railway
servant in uniform at the foot of the signal (whichever the train would
encounter first) who shall stop the train on hand danger signal and
thereafter pilot it into the station on a written authority issued by
the Station Master.
(F) It will be the responsibility of the person in charge of the first engine
or self-propelled vehicle or other vehicle, sent under ‘Authority for
Opening Communication during total interruption of communication
on single line section’ to inform all the Gatemen and Gangmen en

route about the introduction of temporary single line working as
also the line on which it is proposed to run the train.
This information shall be conveyed through the Loco Pilot of a

subsequent train also, if necessary.
(G) Resumption of normal working: —
(i) If after the introduction of single line working, communications are
restored between two affected stations, the trains will continue to
run under special rules until action is taken in accordance with the
instructions contained in these rules for the cancellation of the
procedure. Thereafter, trains will be run in accordance with the
instructions for the movement of traffic during temporary introduction
of single line working on double line.
(ii) If, however, before communications are restored, the other line is
released for the passage of traffic, trains shall be worked, in
accordance with the instructions for running of trains on double line
section during total interruption of communications.
WHEN NO OBSTRUCTION ON DOUBLE LINE.
SR 6.02 (3) Rules and Regulations for working of trains during total interruption
of Communication on Double Line Section.
Note: - These rules do not apply to continuous track circuit sections working
under Automatic Block System.
(A) In the event of total failure or interruption of communications occurring
between two stations on a double line section, i.e., when ‘Line
clear’ cannot be obtained by anyone of the following means stated
in order of preference viz.:
(i) Block Instruments; Track circuiting or Axle Counters;
(ii) Telephones attached to the Block Instruments;
(iii) Station to station fixed telephones wherever available;
(iv) Fixed telephone such as Railway Auto-phones & BSNL phones.
(v) Control Telephone;
(vi) VHF sets;
(B) The following procedure shall be adopted for train passing.-
Before any train is allowed to enter a block section in advance, it
shall be brought to a stop and the Loco Pilot and the Guard of the
train shall be advised of the circumstances by the Station Master
on duty.
(C) The Station Master shall give an authority on form no. T/C 602 as
given in Annexure-C at the end of this chapter for working of trains
during total interruption of communication on double line section to
the Loco Pilot of each train which shall include:-
(i) An Authority to Proceed without Line Clear.
(ii) A Caution Order restricting the speed to 25 kilometres per hour
over the straight and to 10 kilometres per hour when approaching or
passing any portion of the line where the view ahead is not clear
due to curve, obstruction, rain, fog, or any other cause;
Note: - On Sections between Vadodara CT and C and D Cabins of ‘Vadodara,

speed is restricted to a maximum of 15 kilometres per hour on the
straight.
(iii) An authority to pass the last Stop signal in the ‘ON’ position.
(D) In the event of a Loco Pilot approaching or passing any portion of
the line where the view ahead is not clear, a railway employee with
hand signals must be sent in advance to guide the further movement
of the train. A sharp look out ahead should be kept and the engine
whistle freely used.
(E) No train shall be allowed to enter the block section until there is a
clear interval of 30 minutes, between the train about to leave and
the train, which has immediately preceded.
(F) Fixed Signals with the exception of the last Stop signal may be
taken ‘OFF’ for the reception and departure of trains. The first Stop
signal shall, however, be taken ‘OFF’ only after the train has been
brought to a stand outside it.
(G) A tunnel should be entered only after it has been ascertained that it
is clear. If there is any doubt on this point, the train should be
piloted by a railway employee equipped with hand signals and
detonators.
(H) The Guard shall keep a sharp look out in the rear and be prepared
to exhibit a hand danger signal to prevent the approach of a train
from the rear and to protect it, if necessary.
(I) When a train is stopped in the block section the Guard shall
immediately exhibit a hand danger signal towards the rear and check
up that the tailboard or the taillight is correctly exhibited. If the
stoppage is on account of accident, failure, obstruction or other
exceptional cause and the train cannot proceed, the Loco Pilot
shall sound the prescribed code of whistle to apprise the Guard of
the fact whereupon the Guard shall protect the train by placing one
detonator at 250 meters from the train on the way out and two
detonators, 10 meters apart, at 500 meters from the train, irrespective
of the gauge. When a train is detained outside signals and if the
detention exceeds or is likely to exceed 10 minutes it shall also be
protected accordingly. In the absence of the Guard the duty of
protecting the train shall devolve on the Loco Pilot.
(J) No train shall be backed. In exceptional circumstances when it
may be unavoidable to back a train, the train shall be backed only
after providing protection by placing one detonator at 250 meters
and two detonators, 10 meters apart, at 500 meters in rear of the
point up to which the train is to be backed.
(K) Before entering a tunnel, the headlights, side and tail lights and
other lights (where provided) shall also be lit.
(L) When approaching the station ahead, the Loco Pilot must bring his
train to a stop outside the first Stop signal and sound continuous
whistle (or any other code prescribed by special instructions). If no
one from the station turns up within 10 minutes, the train shall be
protected as per para (I) above and the Loco Pilot will send his
Assistant Loco Pilot immediately thereafter, to the station or the
cabin to inform the Station Master or Cabinman of the fact that the
train is waiting at the signal for its admission into the station. In the
absence of the Assistant Loco Pilot, the Guard, after protecting the
train, shall give this information.
(M) The Loco Pilots of all trains shall hand over the ‘Authority for working
of trains during total failure or interruption of communication on double
line section’ to the Station Master of the station at the other end of
the affected section. These shall be kept by the Station Master in
his safe custody for inspection by the Transportation Inspector of
the section, who shall prepare a report on the working of trains and
shall forward the same along with his report to the Divisional Railway
Manager within seven days of resumption of communications.
(N) A record of all trains passed over the block section on ‘Authority for
working of trains during total interruption of communication on double
line section’ during the course of total interruption of communications,
shall be maintained on the Train Register Books at both the stations
concerned.
(O) Trains must continue to work on this system until any one of the
means of communications, mentioned in Rule (A) above, is restored
by the competent authority.
(P) As soon as anyone of the means of communications has been
restored the Station Master must exchange message with the
Station Master at the other end of the section on the form no. T/I
602. as given in Annexure-I at the end of this Chapter.
(Q) Line Clear shall not be obtained or given by means of
communications restored until both the stations are satisfied that
all trains and engines etc. despatched from their stations have arrived
complete at the other station. When the trains referred to in Para
(P) above arrive complete at the stations, after restoration of
communication, their number and their arrival time will be
communicated to the other Station Master concerned under
exchange of Private Numbers. Thereafter intimation about this shall
be given to Section Controller also, on controlled sections, if
communication with the Section Controller has also got restored
and normal working resumed. If however, communication with Section
Controller has not got restored along with restoration of
communications between two stations, the Section Controller shall
be advised of the position immediately on restoration of
communication with him.
WHEN NO OBSTRUCTION ON SINGLE LINE.
SR 6.02 (4) Rules and Regulations for working of trains during total interruption
of communication on Single line.
(A) In the event of total failure or interruption of communications occurring
between two-block Stations on a single line section i.e., when Line
Clear cannot be obtained by any one of the following means stated
in order of preference viz.
(i) Block Instruments; Track circuiting or Axle Counters;
(ii) Telephones attached to the Block Instruments;
(iii) Station to station fixed telephones wherever available;
(iv) Fixed telephone such as Railway Auto-phones & BSNL phones.
(v) Control Telephone;
(vi) VHF sets;
The instructions laid down in the succeeding paragraphs, shall be

followed for working trains between block stations.
Note: - These instructions shall also be followed whenever during total
interruption of communications, an accident to a train or track or
other obstruction precludes the use of one of the lines on a double
line section, or whenever total interruption of communications occurs
during single line working on a double line section.
(B) The Station Master who has a train to despatch through the affected
block section shall open communications by establishing contact
with the Station Master of the block station at the other end of the
affected block section by sending an engine or self propelled vehicle
or any other vehicle, enumerated below, in the order of preference
laid down: —
(i) Light engine;
(ii) Train engine, after it is detached from the train by the Loco Pilot on
instructions from the Station Master on duty;
(iii) Motor Trolley/Tower Wagon duly accompanied by a Guard or by a
Station Master other than the Station Master on duty;
(iv) Trolley/Cycle Trolley/Moped Trolley duly accompanied by a Guard
or by a Station Master other than the Station Master on duty;
(v) Diesel car/Rail Motor Car/EMU Rake after ensuring that all
passengers have detrained.
(C) Before the Light Engine/Train Engine/Motor Trolley/Tower Wagon/
Trolley/ Cycle Trolley/Moped Trolley/Diesel Car/Rail Motor Car/EMU
Rake is sent into the af f ected block section to open
communications, the Loco Pilot/Motorman/ Guard/Station Master
being sent to do so shall be advised by the Station Master on duty
of the circumstances in which and the purpose for which he is
being sent. The Station Master on duty shall also satisfy himself
that the Loco Pilot/Motorman/Guard/Station Master being sent to
open communications, thoroughly understands the rules for working
of trains during total failure of communications on the single line. If
the Loco Pilot/Motorman/ Guard/ Station Master who is being sent
to open communications, is not conversant with the Rules for working
of trains during total failure of communications on single line, the
Station Master on duty shall explain these rules to such staff. The
Station Master on duty shall also obtain the signature of the Loco
Pilot/Motorman/ Guard/Station Master on form no. T/B 602 ‘Authority
for opening communication during total interruption of communication
on single line section’, in token of such staff having fully understood
the circumstances in which and the purposes for which he is being
sent and the Rules for Working of Trains during total failure of
communications on single line.
(D)(i) Before despatching the Light Engine/Train Engine / Motor Trolley /
Tower Wagon/ Trolley/ Cycle Trolley/ Moped Trolley/ Diesel Car/
Rail Motor Car/ EMU Rake, the Station Master on duty shall hand
over form no. T/B 602 (as given in Annexure-B at the end of this
chapter) an ‘Authority for opening of communication during total
interruption of communication on single line section’ to the Loco
Pilot / Motorman / Guard/Station Master who is being sent to open
communications, which includes:
(a) An ‘Authority to Proceed Without Line Clear’.

(b) A Caution Order, specifying the speed upto which the engine or self
propelled vehicle or other vehicle referred to in para (B) above may
run through the affected block section.
(c) An Authority to pass the last Stop signal in the ‘ON’ position in
case there is a last Stop signal at the station.
(d) A Line Clear Enquiry Message addressed to the Station Master of
the block station at the other end of the affected block section
asking for Line Clear for the train waiting to be despatched to his
station.
(e) A Conditional Line Clear Message to the Station Master of the block
station at the other end of the affected block section permitting him
-
(aa)To return the Light Engine/Train Engine, either light or attached to
a train waiting to be despatched from his station, or attached with
another engine; or
(bb)To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake
running by itself; or
(cc)To return Motor Trolley/ Trolley/ Cycle Trolley/ Moped Trolley either
running by itself or loaded in a train waiting to be despatched from
his station.
(ii) The Line Clear Enquiry Message on form no. T/E 602 as given in
Annexure-E at the end of this chapter, asking Line Clear for the
trains to be despatched through the affected block section, and the
Conditional Line Clear Message on form no. T/F 602 as given in
Annexure-F at the end of this chapter for the return journey of the
engine or self propelled vehicle or other vehicle referred to in para
(B) above, as the case may be, being sent through the Loco Pilot/
Motorman/Guard/Station Master going to open communications and
these messages shall also be entered in the Line Clear Books.
The particulars of the engine either returning light or attached to a
train or attached to another Engine /Tower Wagon/Diesel Car/Rail
Motor Car/ EMU Rake/Motor Trolley or Trolley or Cycle Trolley or
Moped Trolley running by itself or loaded in a train, as may be
applicable, shall be correctly filled in the forms no. T/E 602 & T/F
602.
(iii) The Loco Pilot/ Motorman/ Guard/ Station Master going to open
communications shall, on receipt of form no. T/B 602 ‘Authority for
opening communication during total interruption of communication
on single line section shall sign on its original and carbon copy in
token of his having understood its contents.
(iv) In case a light engine or an engine and brake van is to be despatched
to proceed to the next block station and then continue its journey
onward after arrival at the next block station and is not meant for
opening communications, the Loco Pilot of engine or the engine
and brake van, shall be given with the ‘Authority for opening
communication during total interruption of communication on single
line section’ and the items ‘Line Clear Enquiry Message and
Conditional Line Clear Message’ for its return journey mentioned in
para (i)(d) & (e) above, shall be struck out in form. Such engines or
engine and brake van shall be issued only the ‘Authority to Proceed
Without Line Clear’, the Caution Order and the Authority to Pass
the Last Stop signal in the ‘ON’ position, referred to in para (i)(a),
(b) & (c) above where necessary. Should it be necessary to despatch
another light engine or another engine and brake van in the same
direction, an interval of at least 30 minutes shall be allowed to elapse
before it is despatched.
(v) The Last Stop signal shall not be taken ‘OFF’, while permitting an
engine or self propelled vehicle or other vehicle to proceed to the
next station on ‘Authority for opening communication during total
interruption of communication on single line section’.
(E) After an engine or self propelled vehicle or other vehicle is despatched
to the next station to open communications with Line Clear Enquiry
Message and a Conditional Line Clear Message to the next station
for the return journey of the engine or self propelled vehicle or other
vehicle, no other train or engine or self propelled vehicle or other
vehicle shall be allowed to leave the station and proceed in the
same direction until the engine or self propelled vehicle or other
vehicle sent to open communications returns. This does not,
however, prevent an engineering official going into the section on
his push Trolley for his work on a section on which push Trollies do
not run on Line Clear.
(F) (i) The engine or self propelled vehicle or other vehicle proceeding on
‘Authority for opening communication during total interruption of
communication on single line section’ shall switch on the Flasher
light, wherever provided and shall proceed at a speed not exceeding
15 kilometres per hour by day when the view is clear and 10
kilometres per hour during night or when the view is obstructed,
making free use of engine whistle or horn of the self propelled vehicle,
where provided.
In thick, foggy or tempestuous weather or in dust storm etc., when
visibility is impaired, the engine or self propelled vehicle, or other
vehicle proceeding on ‘Authority for opening communication during
total interruption of communication on single line section’ shall
proceed at walking pace only making repeated use of the engine
whistle or horn of self propelled vehicle, where provided, preceded
at an adequate distance by two men on foot, one displaying a red
light and the other carrying fog signals ready for immediate use.
Normally one of these men will be provided by the Station Master
from his Class IV Staff and the other from the crew of the engine or
the person whose Motor Trolley/Trolley/Cycle Trolley/Moped Trolley
is being used. In case of single manned self propelled vehicle, both
these men shall be provided by the Station Master. The Station
Master on Duty shall explain to both of them their duties, in the
presence of the Loco Pilot/ Motorman/ Guard/ Station Master in
charge of the self propelled vehicle or other vehicle being sent to
the next station and satisfy himself that they understand the same.
(ii) Both by day and night, a tunnel must not be entered until the Loco
Pilot/Motorman/Guard/ Station Master has ascertained that it is
clear. Should there be any doubt on this point, the engine or other
vehicle etc. should be piloted by a railway servant equipped with
hand signal and detonators. Before entering the tunnel the head
lights, side and tail lights and other lights (where provided) shall
also be lit.
(iii) No obstruction of the line beyond the outermost facing points shall
be allowed until the return of the Engine/ Tower Wagon/ Diesel Car/
Rail Motor Car/ EMU Rake/ Motor Trolley/ Trolley/ Cycle Trolley/
Moped Trolley.
(G) In the event of an engine/self propelled vehicle/other vehicle,
proceeding on ‘Authority for opening communication during total
interruption of communication on single line section’ meeting in the
mid-section, an engine/self propelled vehicle/other vehicle sent from
the other end, the Loco Pilots/Motormen/Guards/Station Masters,
as the case may be, shall, taking into consideration the importance
of the train for which they are proceeding to get Line Clear, the
distance from the nearest station, gradients to be encountered, the
presence of catch sidings etc., decide to which of the two
stations, the engines/self propelled vehicle/vehicles should proceed.
Before proceeding, the engines or self propelled vehicles shall, if
possible, be coupled up. If the engines/self propelled vehicles cannot
be coupled up they should run at a safe speed and adequate distance
apart. In the case of Motor Trolley/Push Trolley/Cycle Trolley/Moped
Trolley, meeting an Engine and brake van/Diesel Car/Rail Motor
Car/EMU Rake, the Motor Trolley/Push Trolley/Cycle Trolley/Moped
Trolley shall, if possible, be loaded in the Brake Van/Diesel Car/
Rail Motor Car/EMU Rake.
(H) On sighting the station to which the engine/self propelled vehicle/
other vehicle running by itself or with another similar unit coupled
together or separately, to which it is/they are proceeding, the leading
engine/self propelled vehicle/other vehicle shall stop outside (i.e. In
rear of) the first Stop signal of the station. The engine or self propelled
vehicle or other vehicle following the leading engine/self propelled
vehicle/other vehicle, shall stop at a safe distance behind the leading
engine/self propelled vehicle/other vehicle. The Station Master shall
be advised of the stoppage outside the first Stop signal either by
using the engine whistle/horn of the self propelled vehicle, if provided,
or by sending a man if necessary. They shall not enter the station
till permitted by the Station Master to do so either by taking ‘OFF’
the relevant signals or otherwise.
(I) When the engine or engines/self propelled vehicle or self propelled
vehicles/other vehicle or vehicles have been admitted into the Station,
the ‘Authority for opening communication during total interruption
of communication on single line section’ along with the Line Clear
Enquiry Message and the Conditional Line Clear Message giving
the Line Clear for the return journey shall be delivered to the Station
Master on duty, who shall keep this document in his safe custody
and also post the Line Clear Enquiry Message and the Conditional
Line Clear Message in his Line Clear Books.
On the authority of the Conditional Line Clear Message for the return
journey, the Station Master on duty shall make out a Conditional
Line Clear Ticket on form no. T/G 602(UP) or T/H 602(DOWN) as
the case may be [as given in Annexure-G&H respectively] and hand
over it to the Loco Pilot/Motorman/Guard/ Station Master to return
to the block station from where he came with his engine either light
or attached to a train or another engine or a self propelled vehicle if
one is waiting to proceed in that direction.
(J) In case of the engine or self propelled vehicle or other vehicle

returning to the station from which he was sent without reaching
the next station, the ‘Authority for opening communication during
total interruption of communication on single line section’ shall be
taken back by the Station Master on duty of the station from which
this was issued and cancelled. The original entries shall also be
cancelled.
(K) Station Master on duty before despatching the engine either light
or attached to a train/self propelled vehicle/other vehicle, on the
return journey shall hand over to the Loco Pilot/Motorman/ Guard/
Station Master, ‘Conditional Line Clear Reply Message’ on form
no. T/F 602 for the ‘Line Clear Enquiry Message’, giving Line Clear
for the train waiting at the other station, thereby authorising the
Station Master at that station to start the train waiting there on
complete arrival of the engine, either light or attached to a train/self
propelled vehicle/other vehicle at his end.
(L) The particulars of the engine either returning light or attached to a
train or attached to another Engine/ Tower Wagon/Diesel Car/Rail
Motor Car/EMU Rake/Motor Trolley or Trolley/ Cycle Trolley or
Moped Trolley running by itself or loaded in a train as may be
applicable shall be correctly filled in on form no. T/F 602 ‘Conditional
Line Clear Reply Message’.
(M) On the return journey, the engine either light or attached to a Train/
Diesel Car/Rail Motor Car/EMU Rake/Train loaded with Motor
Trolley/Push Trolley/Cycle Trolley/Moped Trolley may run at booked
speed observing speed limits in the Working Time Table and other
relevant rules. The Motor Trolley /Push Trolley/Cycle Trolley/Moped
Trolley returning by itself may run at their normal speed observing
the rules governing their running on Line Clear.
(N) On reaching the station, the engine either light or attached to a
train/self propelled vehicle/other vehicle shall again stop outside
(i.e. in rear of) the first Stop signal of the station and thereafter be
guided by the instructions from the Station Master, who may arrange
to receive it by taking ‘OFF’ the relevant signals or otherwise.
(O) On arrival at the station the ‘Conditional Line Clear Reply Message’
shall be handed over to the Station Master who shall record it in the
Line Clear Message Book and on its authority issue a Conditional
Line Clear Ticket on form no. T/G 602 or T/H 602 (as the case may
be) for the waiting train.
(P) If there be an even flow of trains in both directions, Enquiry and
Conditional Line Clear Messages for each succeeding train may be
sent through the Guard of the preceding train.
(Q) The arrival and departure time of all trains, engines, Trolleys etc.
which are passed under the above rules must be carefully recorded
in the Line Clear Enquiry and Reply Books and also in the record
copy of the ‘Authority for opening communication during total
interruption of communication on single line section’ and in the
Train Signal Register.
(R) If the Station Master at one end of the interrupted section has more
than one train to despatch in the same direction before another
train is normally expected from the opposite direction, he shall, in
such cases, send the first available engine of a train to obtain ‘Line
Clear’ not only for that train but also for the following trains which
may be waiting or expected at his station. In the Line Clear Enquiry
Message, it shall be stated that these latter trains will be despatched
after the first train at intervals of 30 minutes. After the Loco Pilot
returns with the Line Clear for the required number of trains to the
station at which he had left the train, the Station Master shall
despatch the first train on the authority of the Line Clear for the
trains and shall also endorse on that Line Clear that a particular
train (giving its number and description in full) shall follow at a
specified interval. The Station Master shall give similar information
to the Guard also in writing. The Loco Pilots of the second and
subsequent following trains shall be given a caution order restricting
the speed to 25 kilometres per hour over the straight when the view
ahead is clear and to 10 kilometres per hour when approaching or
passing any portion of the line where the view ahead is not clear
due to curve, obstruction, rain, fog, or any other cause.
When despatching a second and subsequent trains, the particulars
of the last preceding train along with its time of departure will be
endorsed on the Line Clear as also the particulars of the train that
would follow. The Line Clear for the last train of the series should be
endorsed with the particulars of the proceeding train together with
its time of departure.
While adopting this procedure, the Guard and the Loco Pilot should
be instructed to keep a sharp look out and be prepared to stop
short of any obstruction.
(S) When a train is stopped in the block section the Guard shall
immediately exhibit a hand danger signal towards the rear and check
up that the tailboard or the taillight is correctly exhibited. If the
stoppage is on account of accident, failure, obstructions or other
exceptional cause and the train cannot proceed, the Loco Pilot
shall sound the prescribed code of whistle to apprise the Guard of
the fact, where upon the Guard shall protect the train by placing
one detonator at 250 meters from the train on the way out and 2
detonators, 10 meters apart, at 500 meters from the train, irrespective
of the gauge. When a train is detained outside signals and if the
detention exceeds or is likely to exceed 10 minutes it shall also be
protected accordingly. In the absence of the Guard, the duty of
protecting the train shall devolve on the Loco Pilot.
(T) When trains follow one another no train shall be backed. In
exceptional circumstances when it may be unavoidable to back a
train, the train shall be backed only after providing protection by
placing one detonator at 250 meters and 2 detonators, 10 meters
apart, at 500 meters from the point upto which the train is to be
backed.
(U) Trains must continue to work on this system until anyone of the
means of communications, mentioned in rule (4)(A) of SR 6.02 is
restored by the competent authority.
(V) As soon as anyone of the means of communications has been
restored, the Station Master must send a message to the Station
Master at the other end of the section, on the form no. T/I 602. On
receipt of the above message, the Station Master at the other end
of the section must acknowledge in the form no.T/I 602.
(W) Line Clear shall not be obtained or given by means of communication

restored, until both the Station Masters are satisfied that all trains
and engines, etc. despatched from their stations have arrived
complete at the other station.
Even if the communication is restored immediately after the
departure of the light engine/self propelled vehicle/any other vehicle
referred to in Rule (B) above, sent under ‘Authority for opening
communication during total interruption of communication on single
line section’, normal working should not be resumed until the light
engine/self propelled vehicle/any other vehicle reaches the next
station and both the Station Masters are satisfied under exchange
of Private Numbers that no light engine/self propelled vehicle/any
other vehicle is on the section. Thereafter intimation about this shall
be given to Section Controller also, on controlled sections, if
communication with Section Controller has also got restored and
normal working resumed. If, however, communication with Section
Controller has not got restored along with restoration of
communication between two stations, the Section Controller shall
be advised of the position immediately on restoration of
communication with him.
Note: - If Line Clear is granted for a train or trains, no other train should be
despatched from the opposite end until the arrival of the train or
trains or the cancellation of Line Clear.
(X) On the section where total interruption of communications occurs,
the Transportation Inspector of the section, must scrutinize the
train passing records of the station and submit his report to the
Divisional Railway Manager within seven days of the resumption of
communication.
DURING OBSTRUCTION ON SINGLE LINE / BOTH LINES ON DOUBLE LINE
SR 6.02(5)(A) When trains are to be run during obstruction on Single Line-
(i) (a) On Single Line section, in case of an accident to the line or to any
train involving the complete blocking of running line, if it is considered
necessary to run a train out to the site of the accident for relief or
transhipment purposes, such a train may be despatched into the
obstructed section by issuing to the Loco Pilot an ‘Authority to
Proceed Without Line Clear’ on the prescribed form no. T/A 602 as
given in the Annexure-A at the end of this chapter. However, before
issuing such an ‘Authority’ the Station Master concerned, must be
in possession of written order to this effect from the Operating Officer/
Inspector and if neither is present, then from the senior most Officer/
Inspector of the Engineering or Mechanical Branch
(b) The ‘Authority to Proceed Without Line Clear’ given to the Loco
Pilot shall be his authority, to proceed up to the point of danger and
return there from to the station. On this authority form, shall be
recorded, the kilometres up to which the Loco Pilot shall proceed
into the obstructed section.
(c) While proceeding into or returning from the obstructed section with
engine leading, the speed of the train must not exceed 15 KMPH
during day when the view is clear and 10 KMPH during hours of
darkness or when the view is not clear or when the brake-van is
leading. When the Brake van is leading the Guard of the train shall
travel in the leading brake-van showing necessary hand signals to
the Loco Pilot. When proceeding at restricted speed of 10 KMPH
the engine whistle must be constantly sounded. Train engine sent
out in obstructed section must be duly protected as laid down in
General and Subsidiary Rules 6.03
(ii)(a) It shall be clearly stated on the ‘Authority to Proceed Without Line
Clear’ whether the train is to return after completion of the work or
wait at the place of obstruction for the arrival and return of a following
train which may be required to be sent out. The Loco Pilot of the
second train shall also be given an ‘Authority to Proceed Without
Line Clear’ and an endorsement will be made on this form, that
another train has gone into the obstructed section at …………. hrs
(b) While proceeding into the obstructed section the speed of the train
shall be restricted to 8 KMPH and a Caution Order to this effect
shall be issued to the Loco Pilot of the second train.
(B) When trains are to be run during obstruction on Both lines on Double
line-
On the Double Line section, if both the lines are blocked, trains can
be despatched, if required, on both the lines, in accordance with
clause (A) (i) above, but there should be only one train at a time on
each line in the obstructed section. If only one of the two lines is
obstructed, then a train may be sent out into the section on the
obstructed line in accordance with the instructions in clause (A)(i)
& (ii) above.
DURING OTHER UNUSUAL OCCURRENCES
SR 6.02 (6) If the adequate distance necessary for granting Line Clear i.e. ‘block
overlap’ is obstructed, the Station Master shall not grant the same
but should advise of the fact to the station in rear on electrical
communication instrument and the train will be worked on ‘Authority
to Proceed Without Line Clear’ on form no. T/A 602
SR 6.02 (7) An ‘Authority to Proceed Without Line Clear ‘ does not permit any
approach stop signal being passed at danger. If on approaching a
station, the Loco Pilot finds the approach signals are at danger, he
must stop outside Outer, if any, otherwise at Home signal and send
his Asst. Loco Pilot with a memo to the Station Master intimating
his arrival. The Guard should take immediate steps to protect the
rear of the train
SR 6.02 (8) Ballast trains must not run, when Line Clear cannot be obtained
owing to failure of the Electrical Communication Instruments.
SR 6.02 (9) Total Interruption of Electrical Communication (i.e. Failure of Block
and/or Electrical Communication Instruments) on an Advanced
Section –
(A) When communication is required to be opened after the departure
of a non or partial Air braked or non or partial AVB train on an
Advanced Section (i.e. an ascending train) and before the ‘Train
Out of Section’ signal has been received from the next station, a
light engine or a Trolley will be sent from the station towards which
the train has gone or a Trolley only from the station from which the
train has left.
(B) In working train after the communication is opened and until such
time as the communication is restored, no ascending train should
be allowed to follow another ascending non or partial Air braked or
non or partial AVB train that is to say, an Up (descending) train
should pass over the section after the Down non or partial Air braked
or non or partial AVB (ascending) train. There is, however, no
objection to a descending train following a descending train. In case
there is no descending train and one ascending train has to follow
another ascending non or partial Air braked or non or partial AVB
train, either a banking engine should be provided for the preceding
ascending train or communication should be opened as laid down
in SR6.02 (9)(A).
(C) In case a section is specified as Advanced section in both directions,
communication should be opened out as laid down in SR 6.02 (9)(A)
above and while working trains, thereafter till such time as
communication is restored, no train should be allowed to follow a
non or partial Air braked or non or partial AVB train in the same
direction; that is to say, an Up train should pass over the section
after a Down non or partial Air braked or non or partial AVB train
and Down train should pass after Up non or partial Air braked or
non or partial AVB train. In case a train from opposite direction is
not expected for some time, communication should be opened again
as laid down in SR6.02 (9)(A)above.
Note – In all cases the Loco Pilot’s and Guard’s signature should be taken
in the space provided for the purpose in the record copy of the
‘Authority to Proceed Without Line Clear’ on form no. T/B 602 for
single line section or T/C 602 for double line section as the case
may be.
6.03 PROTECTION OF TRAIN STOPPED BETWEEN STATIONS.—
(1) When a train is stopped between stations on account of
accident, failure, obstruction or other exceptional cause, and
the Loco Pilot finds that his train cannot proceed, he shall
apprise the Guard of the fact by sounding the prescribed code
of whistle or through other means and exchange hand danger
signals with him. The Guard and the Loco Pilot shall then
immediately take the following action in the rear and the front.
(i) On a single line section or on a section of double line or
multiple lines when temporarily worked as a single line
section.
(a) The Guard shall either himself go back or send a competent
person back to protect the train; if the Guard has deputed a
competent person to protect the train, he shall go to the Loco
Pilot for consultation
(b) The person going back to protect the train shall continuously
show his hand danger signal to stop any approaching train,
and in addition to his hand signal, shall take detonators and
place them upon the line on which the stoppage has occurred,
as follows: -
One detonator, 400 meters from his train, to be placed on the
way out; and three detonators, 10 meters apart, not less than
800 meters from his train or at such distance as has been
fixed by special instructions:
Provided that on the broad gauge the first detonator shall be

placed at 600 meters and the three detonators at 1200 meters
about 10 meters apart, from the place where the train has
stopped.
(c) If a person other than the Guard has gone back to protect the
train, he shall, after taking action as per sub-clause (b),
continue to show his hand danger signal to stop any
approaching train, until he is recalled.
(d) When the Guard has himself gone back to protect the train,
he shall, after taking action as in sub-clause (b), depute a
competent person, if available, to show a hand danger signal
to stop any approaching train until he is recalled, and shall
himself return to his train to ascertain the cause.
(e) Unless the Guard has succeeded in getting another competent
person to show a hand danger signal, as in sub-clause (d), he
shall after consultation with the Loco Pilot, once again return
to the place at which he placed three detonators, showing
his hand danger signal to any approaching train and continue
to do so until he is recalled.
(f) When the Guard or the person deputed by him is recalled,
he shall leave down the three detonators and on his way
back pick up the intermediate detonator.
(g) On a section of double or multiple lines, if assistance has
been asked for, or on a single line section or during temporary
single line working on a section of double or multiple lines,
the Loco Pilot shall at once show a danger signal to the front,
and proceed to protect the train in front in the manner
prescribed in clauses (b) and (f) either by going himself or by
sending his Fireman or some other competent person; and
(h) Should any train be seen approaching, the person going to
protect the train shall immediately place the detonators on
the line, as far away from the train as possible.
(ii) On a double line section where trains on the two lines run in
the opposite direction.
If it is obvious that the adjacent line on which the trains
normally run in the opposite direction is obstructed, the Loco
Pilot shall at once either himself proceed or send his Assistant
Loco Pilot or Fireman or some other competent person to
protect the adjacent line in front in the manner prescribed in
clause (i) above. The Guard shall send a competent person,
if available, to protect the train in rear, and shall himself
proceed ahead immediately to assist and ensure protection
of the adjacent line in front in the manner prescribed in clause
(i) above.
In case it is not known whether the adjacent line is obstructed
or not, the Loco Pilot shall take action to protect the adjacent
line as mentioned above and the Guard shall proceed towards
the engine watching the train carefully. If the Guard finds
that the adjacent line is obstructed, he shall proceed ahead
to assist and ensure protection of the adjacent line as
mentioned above.
In case he finds that adjacent line is not obstructed, he shall,

after consultation with Loco Pilot, go back to protect the train
in the rear in the manner prescribed in clause (i) above, if he
has not already sent another competent person for the
purpose.
(iii) On a multiple line section with unidirectional traffic on the
nominated line. When it is obvious that an adjacent line on
which trains normally run in the opposite direction is
obstructed or when it is not know whether any line is obstructed
or not, the Loco Pilot shall at once take action to protect the
adjacent line/lines in manner prescribed in clause (ii) above.
If it is obvious that an adjacent line on which the trains
normally run in the direction of the affected train is obstructed
or when it is not known whether any such line obstructed or
not, the Guard shall immediately protect such adjacent line/
lines in manner prescribed in clause (i) above.
If it is obvious that an adjacent line/lines on which trains
normally run in the opposite direction is obstructed and no
line on which trains run in the direction of the affected train
is obstructed, he shall proceed ahead to assist and ensure
protection of the adjacent line /lines on which trains run in
the opposite direction as per clause (ii) above. If in addition
to the line on which trains run in the direction of the affected
train any other line on which trains normally run in the
opposite direction is also obstructed, the primary duty of the
Guard shall be to protect the line on which trains normally
run in the direction of affected train, in the rear, in the manner
prescribed in clause (i) above. Only after taking this action
shall he proceed ahead to assist and ensure protection of the
obstructed adjacent line/lines in front on which trains normally
run in the opposite direction.
(iv) On section where trains on the adjacent line/lines run in both
the direction.
Unless it is obvious that no adjacent line is obstructed, the
Loco Pilot shall protect the adjacent line/lines in front and
the Guard shall protect the adjacent line/lines in the rear in
the manner prescribed in clause (i) above. only after taking
this action shall the Guard proceed ahead to assist and ensure
protection of the adjacent line/lines, in front.
(v) Protection of line on which the affected train is standing on
section of double/ multiple lines.
Only after protecting the adjacent line/lines in manner
prescribed in clause (ii),(iii) and (iv) above, shall the action
be taken to protect the line on which the affected train is
standing both in front and in the rear.
(vi) Action to locate and remove the cause of stoppage.
Action to locate and rectify any defect either in the engine or
a vehicle or to remove any other obstruction which might
have caused the stoppage shall be taken, if practicable, only
after having assured that the train has been protected properly
in accordance with the procedure laid down above.
(vii) Removal of protection from adjacent lines.

If subsequently, the adjacent line/lines are found to be free
of obstruction, the protection may be removed except where
it is desired to stop an approaching train to obtain assistance.
(2) (i) In the case of a train without a Guard, the duties of the Guard,
as laid down in this rule, shall devolve on the Loco Pilot or
on a railway servant deputed by him.
(ii) In the event of any disability of the Loco Pilot, the duties
devolving on the Loco Pilot, as laid down in these rules shall
devolve on the Guard or on a railway servant deputed by him.
SR 6.03 (1) When a train comes to stop between stations on account of an
accident or any other cause which is not immediately obvious and
the Loco Pilot finds that his train can not proceed and feels necessary
to stop the train on the adjacent line as his own/adjacent line may
be fouled or for conveying any message for assistance, he shall
immediately switch ‘ON’ the front flasher light facing towards
direction of movement of his Engine/Driving cab of electrical multiple
unit whether by day or night and thereafter switch ‘OFF’ the head
light if it is ‘ON’ and give four short sharp whistles to apprise the
Guard of his inability to proceed.
The Loco Pilot shall also switch on front flasher light of the train
engine while running on the wrong line on double/multiple line section
or when proceeding on authority to proceed without line clear for
opening the communication during total interruption of
communication on single/temporary single line section.
In case the train engine running on wrong line without switching on
the flasher light is noticed by the Station Staff, Gatemen and
Gangmen, they should stop the train immediately.
SR 6.03 (2) If a stoppage has occurred on a section of double or multiple lines
or on a ghat or suburban section or on a section worked on the
'Automatic Block' system, during night or in thick or foggy weather
etc., when visibility is impaired, the Loco Pilot shall display a red
flashing hand signal lamp immediately near the adjacent track on
which the trains normally run in the opposite direction and if there
is no adjacent track near the track on which the disabled train is
standing so as to be clearly visible to the Loco Pilot of an approaching
train. On being advised by the Loco Pilot about the inability of the
train to move, as per SR 6.03 (1) above, the Guard shall also switch
on the flasher light, where provided on his brakevan/coach, display
red flashing hand signal lamp near the adjacent track on which
trains normally run in the direction of the affected train . On a single
line section the Loco Pilot and the Guard should display a red
flashing hand signal lamp if they consider that it will help in protecting
the train. The Loco Pilot and the Guard shall thereafter take action
regarding protection of train as detailed in GR 6.03.
SR 6.03 (3) When the Loco Pilot of an approaching train sees the flashing light
or the light of the red flashing hand signal lamp, he shall at once
take action to stop his train short of the obstruction and render all
possible assistance to the affected train just as he would act when
he sees a danger signal, or hears the distress whistle code of
another engine, or explodes a detonator.
SR 6.03 (4) The flasher light shall be switched off only when the Loco Pilot finds
that his train is in a position to proceed or after it has been assured
that the adjacent line, if any, is free from obstruction and it is not
necessary to stop any approaching train to obtain assistance.
Note: - The Guard while leaving his brakevan/coach before proceeding to
protect the train as per GR 6.03 shall fix spare red flag in the lamp
bracket by day or reverse one of his side light by night and shall
remove the flag/normalise the side lamp when the train is ready to
start.
6.04 TRAINS UNUSUALLY DELAYED.—
(1) If a train carrying passenger does not arrive within 10 minutes
or if a goods train does not arrive within 20 minutes after
allowing for its normal running time from the station in rear,
the Station Master at the station in advance shall immediately
advise the station in rear and the Control of this fact.
Thereafter on double or multiple lines, the Station Masters
at either end of the block section shall immediately stop all
trains proceeding into the block section on adjacent line or
lines in either direction and warn the Loco Pilots and Guards
of such trains by issue of suitable caution orders and shall
also ascertain the whereabouts and the condition of the
delayed train.
(2) The action mentioned above shall be taken earlier, should
the circumstances so require.
SR 6.04(1)(A) In addition to what has been stated in rule (1) of GR 6.04 above,
the Station Master shall arrange to send one of the staff out in the
block section to obtain information about the whereabouts and
condition of the train and nature of assistance, if any, required.
(B) The Controller, on receipt of such an advice, shall immediately warn
the nearest station where Medical Van or Accident Relief Medical
Equipment is located that, it should be kept in readiness to be
despatched on receipt of further advice.
(C) The above maximum limits of time for which the trains may be
waited, pending action are not intended to prevent initiative being
taken earliest should the circumstances of the case so-warrant.
SR 6.04 (2)(A) If for any reason, a train is brought to a stand for a period longer
than 15 minutes on gradients 1 in 400 and steeper, the hand brake
of the locomotive should be applied in addition to vacuum/air brake
etc. Further following precautions should also be taken to secure
the train.
(i) On trains carrying passengers, the Guard shall apply hand brake
in the brake van. On goods trains, hand brake of at least one third
of the wagons on the train or 10 wagons behind the engine and 5
wagons inside the brake van, whichever is more, shall be pinned
down, in addition to the application of Guard hand brake in the
brake van special care shall be taken for the train with special type
of wagons such as BOX, BOBs, BOI, BRH, CRT, etc. which are
fitted with roller bearings, while taking the above precautions.
(ii) When the train is expected to start, proper vacuum/air pressure

must be recreated/recharged, as the case may be, and the vacuum
brake/air brake must be applied before the hand brake are released.
Thereafter, the vacuum/air brake may be released to start the train.
(iii) The Loco Pilot himself or, on his direction, the Asst. Loco Pilot,
shall be responsible for application and release of the hand brake of
wagons behind the engine. The Guard shall be responsible for similar
action in regard to the wagons inside the brake van.
(iv) Considering the condition of brake power on train, the Loco Pilot
may take additional precautions as mentioned in SR 6.04 (2)(A)
above, whenever situation warrants.
(B) However, in case of air brake train stopped on gradient section, the
precautions mentioned herein should be taken to secure the train.
(i) Loco Pilot of such trains should apply loco brake (through SA-9)
and train brakes(through Loco Pilot’s Brake Valve A-9) to park the
train on gradient of 1 in 400 or steeper.
(ii) In the event of stoppage of train on a gradient of 1 in 400 or steeper,
due to reasons which render loco compressors totally or partially
ineffective like accidents. OHE break-down etc. and the requisite
air pressure in main reservoirs of the locomotive and in the brake
pipe (and also in feed pipe if the train is being worked on twin pipe
system) upto the brakevan, cannot be maintained, the following
additional precautions must be taken: -
(a) By Loco Pilot: - Loco Pilot to ensure himself or through Asst. Loco
Pilot, that hand brake of the locomotives and also of 10 wagons
attached next to it are pinned down.
(b) By Guard: - it is mandatory for the Guard to pin down the hand
brakes of the brake van as also of 10 wagons attached next to it.
The above action is to be taken before proceeding to protect the
train as per GR 6.03 if warranted.
Responsibility for application and release of the hand brakes of
wagons next to the engine as also next to the brake van would
solely be that of the Loco Pilot and the Guard respectively.
(iii) The aforesaid additional precautions must also, be taken in the
event of stoppage of train on gradient section, when, in Loco Pilot’s
opinion, condition of brake power so demands or for any other
reasons it becomes necessary.
(iv) If the stoppage of the train is for the reasons which do not effect
maintenance of the requisite air pressure in the locomotive and in
the brake pipe (and also in feed pipe if the train is being worked on
twin pipe system) upto brakevan, train brakes are to be kept applied.
Loco Pilot/ Assistant Loco Pilot or any competent authorised person
must continue to man the locomotive, to ensure that the requisite
amount of air pressure is maintained throughout, on failure of which
the additional precautions as enumerated in SR 6.04 (2)(B)(ii)(a) &
(b) shall have to be taken.
(v) Prior to restarting of the train, Loco Pilot’s brake valve A-9 should
be brought to the released position to ensure the brake pipe pressure
is recharged fully. Before releasing the hand brakes, the train brakes
should be kept applied. The train and the loco brake may be released
thereafter just before starting of train.
(C) Ghat rules described in Operating Manual will apply to Ghat Section
in above rules.
6.05 SENDING ADVICE OF ACCIDENT OR BREAK-DOWN.—If the
engine is for any reason unable to proceed, the Guard or in
his absence the Loco Pilot, shall convey by the most
expeditious means, advice to the nearest station, stating the
location, nature and cause of the accident, and if assistance
has been asked for the train shall not be moved until such
assistance arrives, provided that if the train is subsequently
able to move, it may do so at walking pace, but not unless a
competent railway servant has been sent with hand signals
and detonators to protect the train, such railway servant
keeping at least 400 meters in advance of the train, the other
end of the train being protected in a similar manner.
SR 6.05 On Broad Gauge, the railway servant shall walk at a distance of
600 meters, in advance of train, the other end of the train being
protected in similar manner.
6.06 TRAIN IN BLOCK SECTION WITHOUT AUTHORITY TO
PROCEED.—
(1) When a Loco Pilot becomes aware in a block section that he
does not have an authority to proceed or a proper authority
to proceed, he shall immediately stop the train.
(2) The train shall be treated as an obstruction in block section
and protected as such, in accordance with Rule 6.03.
(3) The Guard, or in his absence the Loco Pilot, shall convey the
report of the occurrence to the nearest block station by the
most expeditious means and the train shall thereafter move
only in accordance with the instruction which may be issued
by the Station Master to whom the occurrence has been
reported:
Provided that when a proper tangible authority to proceed is
lost on the run, the Loco Pilot may proceed to the next station
and report the occurrence to the Station Master.
6.07 REPORT OF CONDITIONS LIKELY TO AFFECT RUNNING OF
TRAINS TO CONTROLLER OR CENTRALISED TRAFFIC
CONTROL OPERATOR.—
(1) Loco Pilots, Guards and Station Master shall advise the
Controller or the Centralised Traffic Control Operator of any
known conditions or unusual circumstances likely to affect
the safe and proper working of trains.
(2) The Controller or the Centralised Traffic Control Operator, on
becoming aware of such defect or failure, shall inform the
same to the railway servant responsible for the maintenance
of the equipment and other railway servants concerned.
SR 6.07 (1) In the event of the Loco pilot and/or Guard experiencing any abnormal
condition in the track over which his train has passed and he
considers that the portion of the track over which his train has passed
is detrimental for safe running of subsequent trains will take action
as under:-
(a) Stop his train at next block station without clearing the block section
and inform the Station Master through available means of
communication not to permit any train from either end of the affected
block section in case of single line and from the rear in case of
double line. In case of IBS and automatic block territories, the Loco
pilot must inform the station master and Loco pilot of trains already
left station in rear through available means of communications to
stop movement of trains;
(b) proceed further, only after satisfying himself that Station Master
has clearly understood so as not to permit further movement over
the line until a written memo indicating the details of the occurrence
is received by Station Master from the Loco pilot. He will then again
stop at the station at a convenient place so as to deliver the written
memo to the Station Master ;
(c) the Station Masters on receipt of such a memo must issue a

message addressed to the Station Master of the block station at
the other end of the block section, and Junior Engineer/Section
Engineer (P.Way), Assistant Engineer, Divisional Engineer, Chief
Controller and Divisional Operations Manager ;
(d) arrange to dispatch by rail maintenance machine/tower wagon/light

engine or in their absence a train accompanied by an engineering
official with a caution order to the effect to stop dead sufficiently
short of the expected portion of the track. The engineering official
accompanying will inspect the track and shall allow the train to
pass only after satisfying that the track is safe for the passage of
train. Advice the condition of the track and any restriction of speed
to be imposed to the Station Master personally or through written
memo which may be sent through the Loco pilot.
(e) in the absence of engineering officials the train with a caution order
instructing the Loco pilot to stop dead before the affected kilometers
and after satisfying himself about the condition of track pass over
the track in question at 10 kilometers per hour or if he finds the line
unsafe to pass, return to station in rear. If the Loco pilot is not able
to detect any thing doubtful, subsequent trains shall be dispatched
with a speed restriction of 10 kilometers per hour till the track is
certified to be safe by engineering officials.
(f) if the condition as reported earlier is confirmed by the Loco pilot, no

train movement shall be allowed till certified to be safe by engineering
officials;
Note: In case the Guard of the train experiences any abnormal occurrence
in the track while working his train, he must inform the Loco pilot of
his train through walkie-talkie or other available means of
communication between the Loco pilot and the Guard about the
occurrence, after which the Loco pilot shall take action as mentioned
in SR 6.07(1) (a). In the event of Guard unable to contact the Loco

pilot, he should take action to stop the train and inform the Loco
pilot.
SR 6.07 (2) As soon as information of sabotage or likely sabotage, bomb blast

explosion etc. to the track, bridges or other fixed installation is
received, the Station Master who becomes aware of it, will stop
movement of trains in the affected block section as well as on
adjacent lines on double/ multiple line section and will take action
as per SR 6.07 (1) (d) in consultation with the Section Controller
except that only rail maintenance machine/tower wagon/light engine
shall be sent to ascertain for the line to be safe for the movement of
the train.
SR 6.07 (3) In the event of the Loco pilot and/or Guard experiencing any
obstruction or any other unsafe condition, on or near the track
adjacent to the line over which his train has passed and which in
his opinion is detrimental to safe train running, will take the following
remedial action:-
(a) immediately switch on the flasher light of his loco;

(b) inform the Station Master(s) concerned/control through the available
means of communication, and concurrently;
(c) stop his train and proceed with danger hand signals to protect the
line in question in terms of GR 3.62;
(d) thereafter, he will continue journey to the next station cautiously
keeping flasher light on; and
(e) be prepared to stop any incoming train approaching on the affected
by communicating on walkie- talkie or other available means of
communication and exhibiting danger hand signal;
(f) on arrival at the next station he shall inform the Station Master
through a written memo about the occurrence;
(g) on receipt of such information the Station Master must take action
as per SR 6.07(1) (c) to (f).
6.08 TRAIN PARTING.—

(1) If any portion of a train should, while in motion, become
detached.—
(a) the Loco Pilot shall use his judgement to keep the front portion
in motion if possible, until the rear portion has been brought
to a stand so as to avoid the chance of a collision between
the two portions; and sound the prescribed code of whistle to
inform the Guard of the parting,
(b) the Guard or Guards in the rear portion shall.—
(i) do all they can to prevent a collision with the front portion,
and
(ii) promptly apply their hand brake, where provided, and

(c) the Loco Pilot of a banking engine, if any, shall bring the
rear portion to a stand and sound the prescribed code of
whistle to attract the attention of the Loco Pilot in the front
portion.
(2) As soon as the rear portion of train has been brought to a

stand, the Guard of the train shall protect that portion in
accordance with Rule 6.03 both in front and the rear, and
take steps to secure the vehicles in stationary position by
pinning down hand brakes and wherever necessary any
prescribed by special instruction by use of sprags and chains
also.
(3) The Guard shall indicate the parting of the train, by waving
in repeated motions a green flag by day, or white light by
night, up and down vertically as high and as low as possible.
(4) When both portions of a parted train are brought to a stand

within sight of each other and it is possible and safe to couple
them, the train shall be coupled with due caution under hand
signals from Guard provided necessary precautions have
been taken to secure the rear portion in the manner described
in sub-rule (2).
(5) If the Loco Pilot of the parted train has already reached the
block station in advance before he could bring the front portion
to a stop, he shall instantly warn the Station Master of the
parting as also the railway servant in charge of a cabin, if
passed on the way, and shall not give up the tangible authority
to proceed, if any, till the block section is cleared of all the
vehicles of his train.
(6) The duties of Guard specified in this rule shall devolve on

the Loco Pilot in the absence of the Guard.
SR 6.08 (1) On observing the hand signals waved by the Guard as mentioned in
rule (3) of GR 6.08, the Loco Pilot will understand that the train has
parted and acknowledge them by giving —0—0 whistles.
SR 6.08 (2) Should the Loco Pilot, however, first discover the parting, he will
give —0—0 whistles till acknowledged by Guard and immediately
after, exhibit towards the rear Brakevan the same signals by day
and night as are prescribed for the Guard as mentioned in rule (3) of
GR 6.08.
SR 6.08 (3) The Guard on receiving such signals must at once put on the brake
of the rear portion and exhibit the same hand signals to the Loco
Pilot.
SR 6.08 (4) Signals should be shown on the right hand side of train unless the
train is moving round a curve to the left.
SR 6.08 (5) When a portion of train is left on the line in the block section, no
other train must be allowed to enter the section on same line until
the remaining portion of the train has been brought to the station
where the first portion was stabled.
In such cases on multiple line sections, the relevant instructions

prescribed in SR 6.09 (3)(A)&(B) should also be observed. However,
when it becomes necessary to take portions of a train to two different
stations, procedure prescribed in SR 6.09 (3)(C) should be followed.
When the Loco Pilot is sent back to bring the portions left behind,
he should be given an ‘Authority to Proceed Without Line Clear‘ in
addition to the token or expired line clear ticket already in his
possession.
SR 6.08 (6) Train Divided Signal –
(A) On a section with three consecutive stations ‘A’, ‘B’, ‘C’, when a
train from ‘A’ passes through ‘B’ and ‘B’ has reason to presume
that the train has parted and is running in two or more portions, ‘B’
must not send the train ‘out of section’ signal but instead send the
‘Train divided’ signal to ‘A’. He should also send the ‘Train Divided’
signal to ‘C in advance. The Station Master ‘B’ on noticing that the
train has parted, shall endeavour to attract the attention of Loco
Pilot and Guard by shouting and gesticulating. He must also
endeavour to attract the attention of the Guard by placing detonators
and take measures for dealing with the parted portion.
(B) Station Master ‘A’ and ‘C’ on receipt of the ‘Train Divided’ signal,
must acknowledge it and must take immediate steps to secure the
safety of any trains or vehicles which may be at their stations and
also take measures for dealing with the parted portions.
(C) The parted portion of the train in motion can be arrested so as to

bring it to a stop either.—
(i) by placing sand, ballast, etc. on the track in the path of the rolling
portions;
(ii) by diverting the parted portion on to an unoccupied line at the station

which may terminate in a sanded dead end or a trap points;
(iii) by suitably setting the points for slip or catch siding; or
(iv) by permitting the rolling portion into the next block section ahead
provided the block section is clear and provided thereby the
derailments of the rolling portion can be averted.
(D) Station Master at ‘A’ and ‘C’ must not give line clear to following
trains to stations in their rear and if a train is already in block section
in rear, it must be stopped at the first Stop signal and the Loco Pilot
warned of the circumstances. If such a train can be received on a

line the points for which can be set so that the run away vehicles on
‘B’ - ‘A’ and ‘B’ - ‘C’ block section will not enter thereon, this may
be done.
On the double line Station Master ‘B’ and ‘C’ must not send any
train on the adjoining line to stations ‘A’ and ‘B’ respectively, until it
is ascertained that the block section ‘B’ - ‘A’ and ‘C’-’B’ are clear.
(E) If it is known that a parting has actually occurred on the block

section and if after a lapse of 30 minutes more than the running
time of the slowest goods train, the vehicles have not arrived at
either ‘A’ or ‘B’, it may be assumed that they have come to a stand
and steps for clearing the block section should then be taken.
6.09 PORTION OF TRAIN LEFT IN A BLOCK SECTION.—
(1) When a train stopped in a block section has to be divided in

consequence of an accident or the inability of the engine to
take the whole train forward, the Guard of the train shall
immediately take steps to protect the rear portion of the train
in accordance with Rule 6.03.
(2) If the engine is capable of proceeding either with or without

vehicles, the Guard shall, after taking action as provided for
in sub-rule (1) and before uncoupling, put down the brakes
and shall, if necessary, otherwise carefully secure the rear
portion of the train to ensure its remaining stationary.
(3) When the Guard has taken action as provided for in sub-rule
(2), he shall give a written permission to the Loco Pilot to
uncouple and proceed to the next station and may, if he thinks
fit, give him written instructions to return on the same line.
(4) On section of single line where token working is in force, the

Loco Pilot shall, before leaving any portion of his train in a
block section, hand over the token to the Guard from whom
he shall obtain a written receipt. The Guard shall retain the
token until the block section has been cleared of all vehicles
of his train.
(5) At night or in thick, foggy or tempestuous weather impairing

visibility, as soon as the engine, whether with or without
vehicles is drawn forward, the Guard shall: -
(a) protect his train in the front also in accordance with Rule
6.03 and;
(b) also see that a red light is shown on the front vehicles of the
rear portion of the train.
(6) When the front portion of the train is taken forward, no tail
lamp or tail board shall be placed on the rear vehicle of that
portion of the train but the Guard shall give its number in full
in the permission referred to in sub-rule (3).
(7) On entering a station with the knowledge that the block

section in rear is obstructed, the first duty of the Loco Pilot is
instantly to warn the Station Master of the fact. If a cabin is
passed on way to the station, the railway servant in charge
of the cabin shall be informed of the fact.
(8) When under written instructions referred to in sub-rule (3),

the engine is to be brought back, the Guard shall, until the
arrival of the engine, continue to remain in rear of the portion
of the train left in the block section and shall not permit a
following train, if any, to move any of the vehicles under his
charge.
(9)(a) The Loco Pilot shall not bring his engine, with or without
vehicles, back or the same line unless he has received written
instructions under sub-rule (3) from the Guard to do so.
(b) In addition, on a multiple line section, the Loco Pilot shall
also have a written authority from the Station Master, who
shall ensure that no train is diverted on to or crossing the
same line on that portion of the track over which the said
Loco Pilot would be returning.
(c) The Station Master, before giving such written authority, shall
obtain necessary assurances as prescribed by special
instructions from Station Master having diversion facilities
and also inform the Controller of the circumstances
(10) On double or multiple line sections, Loco Pilot may, under

instructions from the Station Master, take the train back on
the proper line, according to the system of working, until he
can cross on to the line on which he has left the rest of his
train and may then proceed by that line and after attaching
engine shall work the train to the station to which he is
directed.
(11) When moving under written instructions against the direction

of traffic on a double line, or against the established direction
of traffic on a single line, the Loco Pilot shall proceed
cautiously and make use of the prescribed code of whistle.
SR6.09(1)(A) In order to draw the attention of the Guard to the situation referred
to in rule (1) of GR 6.09, the Loco Pilot of the train will give four
sharp short whistles.
(B) After the train has been protected, the Guard will consult the Loco
Pilot and if the engine is capable of proceeding either light or with
vehicles, the Guard will take immediate steps to pin down firmly
the hand brakes on at least one-third the number of vehicles to be
disconnected from the engine; he should also apply the brake in
his brake van. Before the engine is uncoupled or the train is divided
the Loco Pilot must ensure that adequate number of handbrakes

have been pinned down.
(C) The Guard will authorise the Loco Pilot by a written permission
referred to in rule (3) of GR 6.09 on form No.T/ 609 as given in
‘Annexure-J’ at the end of this chapter to proceed to the next block
station stating clearly the number of vehicles and also the painted
number and the owning railway of the last vehicle on the load
attached to the engine.
SR 6.09 (2) For the purpose of GR 6.09 (5), the Guard must use a hand signal
lamp borrowed from the Loco Pilot or the second Guard, if there is
one.
SR 6.09(3)(A) On reaching the block station ahead, the Loco Pilot shall hand over
the written permission referred to in rule (3) of GR 6.09 to the
Station Master who, after verifying that the front portion of the load
has arrived intact, shall get it placed in the station yard.
Before allowing the Loco Pilot to take his engine back into the
Block section to bring the remaining portion of the load, the Station
Master shall return the Guard’s written permission to the Loco Pilot
after duly countersigning it.
On a multiple line section having Automatic Block System of working,

the Station Master shall be the competent authority for the purpose
of GR 6.09 (10). He must in addition advise under exchange of
Private Numbers the Station Masters of stations on either side
having diversion facilities, that no train should be diverted on the
particular line which is blocked by portion of disabled train. The
Section Controller must also invariably be informed.
(B) On arrival at the station ahead, the Loco Pilot and the Guard must
jointly certify in the Train Signal Register that the Block section is
clear of all the vehicles of their train.
(C) Portion of a train should not, as far as possible be taken to two

different stations and when it becomes unavoidable, this should be
done under the Orders of Divisional Operations Manager/ Assistant
Operations Manager.
SR 6.09 (4) While asking the Loco Pilot to take the remaining load vide GR
6.09 (3) the Guard must mention in the written authority that the
Loco Pilot should return with the guard wagons, if required, for taking
the remaining load as would be necessary in case of petrol and
other inflammable oil specials, etc.
SR 6.09 (5) A train which is not provided with vacuum brake/air brake throughout
shall not be divided between stations on the following sections owing
to the inability of the engine to take the whole train forward. In such
cases, the whole train shall be pushed back to the station in rear
under the provision of G & S.R. 4.12.
Broad Gauge System: -

(A) Godhra-Kansudhi DN
(B) Kansudhi-Chanchelao DN
(C) Navapura-Kolde DN
(D) Kolde-Chinchpada DN
(E) Khandbara-Bhadwad. DN
(F) Bhadwad-Dhekvad. DN
(G) Dhekvad-Nandurbar. DN
(H) Nandurbar-Dhekvad UP
6.10 FIRE.—
(1) A railway servant noticing a fire, likely to result in loss of life

or cause damage to property, shall take all possible steps to
save life and property, to prevent it from spreading and to
extinguish it.
(2) In case the fire is on or adjacent to any electrical equipment,

the railway servant shall, if he is competent in handling
electrical equipment and specially trained for the purpose,
have the effected part immediately isolated from its source
of supply of electrical energy.
(3) The occurrence of a fire shall, in every case, be reported to

the nearest Station Master by the most expeditious means
and the Station Master shall take such action as may be
SR 6.10 (1) All station Masters and Assistant Station Masters on the electrified
section must be trained and certified by the Transportation Inspector
in their knowledge of the correct and safe method of dealing with
fires on electrical equipment. The group ‘D’ staff will be so instructed
and certified by Stations Masters
SR6.10 (2)(A) In the event of a fire on a part of any traction electrical equipment,
the affected part shall be first be completely isolated from the
distribution system, if this has not been done automatically. If arcing
continues due to feed from adjacent supply control posts, it shall
be got interrupted either by remote or local operation of switches.
The fire shall be extinguished by means of approved type
extinguishers provided or by throwing dry sand. The Traction Power
controller shall be informed immediately of the nature of fire and the
extent to which it has affected supply.
(B) If an ‘unauthorised’ person notices a fire on adjacent to traction

electrical equipment, he shall make no attempt to extinguish the
fire but shall report the occurrence to the Traction Power Controller
by means of emergency telephone, or to the nearest Station Master,

Cabin, Assistant Station Master or Switchman immediately .In the
event of a Gangman noticing fire on or adjacent to Traction Electrical
Equipment, he shall, in addition, inform the crew of any passing
train or Incharge of the Trolly.
The Guard/and or the Loco Pilot of the train or the occupant of the
trolly shall then take action, in accordance with General Rule 6.10
as the case may be. If there are more than one Gangman the
occurrence shall be reported to the Station Master or Cabin Assistant
Station Master or Switchman on both the sides.
A Station Master, Cabin Asst. Station Master or Switchman, on

receipt of such information shall immediately, inform the Traction
Power Controller. The Traction Power Controller shall arrange for
the isolation of the affected portion of the equipment and for
extinguishing the fire in accordance with these rules. If necessary
the Station Master should prevent the movement of trains towards
the affected section.
SR 6.10(3)(A) In the event of fire on electric locomotive/EMU stock, the Loco

Pilot/Motorman shall immediately switch off the circuit breaker and
lower the pantograph. The train shall then be brought to a stop at
once.
(B) After switching off electric supply to the affected circuits, the Loco
Pilot shall take necessary action to extinguish the fire.
(C) If the fire cannot be extinguished by the above means, the Loco
Pilot shall advise the Traction Power Controller through the
emergency telephone to arrange for the affected section of the
overhead equipment to be made dead.
(D) In case of EMUs when the fusing or arcing or burning has stopped,
the defective coach will, if necessary, be isolated from the rest of the
train. Should the coach affected be the leading motor coach, the
Loco Pilot will operate the train as laid down in rule (2) of G&SR 4.20.
(E) The Guard shall give all possible assistance to the Loco Pilot in
extinguishing the fire.
(F) Fire extinguishers of an approved type for use on electrical fires shall
be provided on each electric engine or motor coach of an EMU.
(G) It is the duty of the Loco Pilot to see that these fire extinguishers
are in the bracket and ready for use. Should any be found empty or
missing the matter should be reported promptly to the Senior Section
Engineer (Loco) (Running)/Motorman Inspector at CCG and the
Traction Power Controller. When a rake is turned out of car shed
after fortnightly inspection, the Assistant Electrical Foreman-in-
charge of the inspection should inspect the fire extinguishers and
ensure that they are in good working order. Similarly, Senior Section
Engineer (Loco) /(Loco Shed) where the locomotive is based shall
inspect the fire extinguisher after each trip of the locomotive to the
shed.
SR 6.10 (4) Ordinary fire extinguishers or water from a hosepipe or bucket shall,
on no account, be used to extinguish fires on live electrical
equipment. If the services of the fire brigade are required, the fire
brigade shall not be allowed to commence operation until all electrical
equipment in the vicinity of the fire have been made dead.
SR 6.10 (5) Fire extinguishers which have been used shall be replaced or
recharged without delay.
SR 6.10 (6) Sand-bins are provided in each motor coach of an EMU at switching
stations, stations and signal cabins. The supervisory official-in-
charge must see that that the sand is kept dry and clear of rubbish
and is not used for any other purpose.
6.11 VEHICLES ESCAPING FROM STATION.—
If any vehicle escapes from a station, the Station Master shall

take immediate steps to warn the other stations or person
concerned, as far as practicable, to prevent an accident.
*****
Anneuxre – A
Form No.T/ A 602
UP/DOWN Sr. N o._______
WESTERN RAILWAY
AUTHORITY TO PROCEED FOR RELIEF ENGINE/ TRAIN INTO AN
OBSTRUCTED BLOCK SECTION
(Loco Pilot/ Guard/ Record)
Station _____________ Date: _______20__.
To: Loco Pilot of Relief Engine/ Train No______________
AUTHORITY TO PROCEED WITHOUT LINE CLEAR
(1) You are hereby authorised to proceed cautiously without Line clear. From
station____up to km____on UP/ DOWN Line with your Relief/ Engine/ Train.
(2) You shall bring your Engine/ Train to a stop at km_______ and there after be
guided by the instructions from the Competent Authority at the site.
(3) This order is given due to Obstruction of ________ line between
__________Station and ___________station at KM No.___________ .
(4) You shall clear the section at station ___________________
AUTHORITY TO PASS SIGNALS IN ‘On’ POSITION
(1) You are authorised to pass the Signal/ Signals No.& description
________________, in ‘ON’ position, speed not exceeding 15 KMPH
observing hand signals at the foot of the signal post/ s, if it protects points.
CAUTION ORDER
(1) You are permitted to run your Relief Engine/ Train upto km_______between
Station ______and _________station with the speed of : -
15 kmph in day when view is clear ahead.
10 kmph in night or when view is not clear ahead.
(2) You are expressly warned to observe every caution while approaching level
crossing gate/s situated between block section and whistle frequently. Caution
Orders in force in the Block Section are as under:
Sr No Station between Kilometrage Speed kmph Cause/ Remarks
From To From To
1.
2.
3.
4.
I have understood the contents of this

___________________ ___________________ ___________________-
Signature of Loco Pilot Signature of Guard Signature of Station Master
Time____Hours.____Minutes
INSTRUCTIONS
1. Loco Pilot proceeding on this authority must observe instructions mentioned
at the below of this form.
2. Loco Pilot will stop short of k.m. (obstruction) shown above and thereafter
he will obey the signals of employee/ supervisor present at site
Loco Pilot proceeding on this authority must observe the following

instructions
(1) Speed must not exceed Single Line Double Line
(a) Day 15 KMPH 15KMPH
(b) Night or when view 10 KMPH 10 KMPH

is obstructed.
(c) In thick, foggy or Walking pace Walking pace

tempestuous weather preceded by two preceded by
or in dust storm men on foot with two men on
Red light and foot with
Fog signals Red light and
Fog Signals
(2) Both by day and night, a Tunnel must not be entered until the Loco
Pilot has ascertained that it is clear. Should there be any doubt on
this point, the train should be piloted by a Railway Employee equipped
with Hand Signals and Detonators.
(3) During night if Electric Head Light is not in working order, the Train
or the Light Engine must be preceded at an adequate distance by a
Railway Servant carrying Detonators and exhibiting Red Light ahead
to stop any other approaching train. The precautions must be taken
in case of self-propelled vehicle/ other vehicle also.
(4) A sharp look out must be kept at all times and the Loco Pilot must be
prepared to stop clear and short of any obstruction which may exist
or crop up on the track.
(5) When approaching the station ahead, Loco Pilot must stop his train
engine/ light engine/ trolley/ tower wagon/ diesel rail car/ self-
propelled vehicle/ other vehicle out side First Stop Signal and sound
continuous whistle or by sounding the horn of self propelled vehicle,
if provided, as per special instructions. If no one turns up from the
station within 10 minutes, Assistant Loco Pilot/ Guard shall be
immediately sent to the station to inform Station Master of the arrival
of the train/ light engine/ self propelled vehicle/ other vehicle or make
contact with Station Master through Signal Post Telephone, if
provided or by other means of communications if provided.
Anneuxre – B
Form No.T/ B 602
UP/ DOWN Sr.No…….
AUTHORITY FOR OPENING COMMUNICATION DURING TOTAL
INTERRUPTION OF COMMUNICATION ON SINGLE LINE SECTION.
(Loco Pilot/ Record)
Station …………. Date: ……..20…
To: Loco Pilot of Engine/ Self propelled Vehicle________________
1. You are hereby authorised to proceed cautiously without Line clear. From
station …………to station …………. with your Engine/ Self propelled Vehicle.
2. You shall bring your Engine/ Vehicle to a stand out side the first stop signal
of the next block station there after be guided by the instructions from the
Station Master of that Station.
3. Train No……….. was Last Train over the section. It left/ arrived* here at
……hours ………minutes.
4. This authority is given due to: -
(a) Total interruption of communication with Station from ……Hours of
date……20…...
(b) …………………………………………………………………………
You are authorised to pass the Signal/s No.& description
……………………..in ‘ON’ position, speed NOT exceeding 15 KMPH
observing hand signals at the foot of the signal post/s, if it protects points.
CAUTION ORDER
(1) You are permitted to run your Engine/ Self propelled Vehicle between Station
…….. To ……..station ………with the speed of
15 KMPH in day and when view ahead is clear.
10 KMPH in night or when view ahead is not clear.
(2) You are expressly warned to observe every caution while approaching level
crossing gate/ s situated between block section and whistle frequently.
(3) In addition following caution orders are in force in block section: -

From To From To
1.
2.
3.
4.
LINE CLEAR ENQUIRY MESSAGE

To The Station Master ………………….
Message No……………
On return of…….. will line be clear and kept clear for train no……. waiting to proceed?
CONDITIONAL LINE CLEAR MESSAGE

To,
The Station Master ………………………..
Message No…………..
On arrival of …….at yours, line will be clear and kept clear for.......
…………..Train Engine to return with/ without attached to a Train or Another Engine
or Self Propelled Vehicle/ Trolley etc.(Complete particulars.)
Private Number (in words) ………………(in figures)……………….
I have understood the contents of this. __________________
___________________ _________________ ______________________
INSTRUCTIONS
1. Strike out which ever is not applicable.
2. Loco Pilot proceeding on this Authority must observe instructions mentio-
ned at the back of this form.
Loco Pilot proceeding on this authority must observe the following instructions
(1) Speed must not exceed Single Line
(a) Day 15 KMPH
(b) Night or when view is obstructed. 10 KMPH
(c) In thick, foggy or tempestuous Walking pace
preceded weather or
dust storm. by two men
on foot with Red light
and Fog Signals
Pilot has ascertained that it is clear. Should, there be any doubt on
(3) During night if engine is not fitted with the Electric Head Light or if
Electric Head Light is not in working order the Train or the Light Engine
must be preceded at an adequate distance by a Railway Servant
carrying Detonators and exhibiting Red Light ahead to Stop any other
approaching train. The precautions must be taken in case of self-
propelled vehicle/ other vehicle also.
prepared to Stop clear and short of any obstruction which may exist
or crop up on the road.
(5) When approaching the station ahead, Loco Pilot must Stop his train
engine/ light engine/ trolley/ tower wagon/ diesel rail car/ self-propelled
vehicle/ other vehicle out side First Stop Signal and sound whistle
continuously or by sounding the horn of self propelled vehicle, if
provided, as per special instructions. If no one turns up from the station
within 10 minutes, Assistant Loco Pilot/ Station Master/ Guard shall be
contact with Station Master through Signal Post Telephone, if provided
or by other means of communications if provided.
Anneuxre – C
Form No. T/ C 602
UP/ DOWN Sr. N o._______
WESTERN RAILWAY
AUTHORITY FOR WORKING OF TRAINS DURING TOTAL
INTERRUPTION OF COMMUNICATION ON DOUBLE LINE SECTION.
Station ________ ( Loco Pilot/ Record) Date:_________
To: Loco Pilot of Train No.______________
1. You are hereby authorised to proceed cautiously without Line clear. From
station ____to station_____with your Train/ Self propelled Vehicle No. _______.
2. You shall bring your Train to a stand out side the first stop signal pertaining to
right line/ last stop signal pertaining to wrong line whichever comes across
first of the next Block Station there after be guided by the instructions from
the Station Master of that Station.
3. Train No.___ was Last Train over the section. It left/ arrived* here at ____
hours____ minutes
4. Circumstances under which this order is given: -
(a) Total interruption of communication with Station from ___ hours__minutes
of date__
(b) ____________________________________________________

1. You are authorised to pass the Signal/ Signals No. & description __________,
in ‘ON’ position, speed not exceeding 15 KMPH observing hand signals at
the foot of the signal post/ s, if it protects points.
CAUTION ORDER
1. You are permitted to run your Train between Station ______& _______station
with the speed of:_
25 KMPH in day and when view ahead is clear .
10 KMPH in night or when view ahead is not clear .
2. You are expressly warned to observe every caution while approaching level
crossing gate/ s situated between block section and whistle frequently.

From To From To
1.
2.
3.
4.

__________________ ___________________ ___________________
INSTRUCTIONS
1. Strike out which ever is not applicable.
2. Loco Pilot proceeding on this Authority must observe instructions mentioned

at the back of this form.
Loco Pilot proceeding on this authority must observe the following

instructions
(1) Speed must not exceed Double Line
(a) Day 25 KMPH
(b) Night or when view is obstructed. 10 KMPH
(c) In thick, foggy or tempestuous Walking pace

weather or dust storm. preceded by two men
Red light and Fog Signals on foot with
Pilot has ascertained that it is clear. Should, there be any doubt on
(3) During night if engine is not fitted with the Electric Head Light or if
Electric Head Light is not in working order the Train or the Light Engine
must be preceded at an adequate distance by a Railway Servant
carrying Detonators and exhibiting Red Light ahead to Stop any other
approaching train. The precautions must be taken in case of self-
propelled vehicle/ other vehicle also.
prepared to Stop clear and short of any obstruction which may exist
or crop up on the road.
(5) When approaching the station ahead, Loco Pilot must Stop his train
engine/ light engine/ trolley/ tower wagon/ diesel rail car/ self-propelled
vehicle/ other vehicle out side First Stop Signal and sound whistle
continuously or by sounding the horn of self propelled vehicle, if
provided, as per special instructions. If no one turns up from the station
within 10 minutes, Assistant Loco Pilot/ Station Master/ Guard shall be
contact with Station Master through Signal Post Telephone, if provided
or by other means of communications if provided.
Anneuxre – D
Form No. T/ D 602
UP/ DOWN Sr. N o.______
WESTERN RAILWAY
AUTHORITY FOR TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE
Station _________ Date ______20___
To: The Loco Pilot of Train
No.___________________________________________(Description)
LINE CLEAR TICKET
The line is clear and you are authorised to proceed on Up/ Down Line up to
station ___________ Private No.(in words)__________ (in figures)______.
AUTHORITY TO PASS SIGNAL IN ‘On’ POSITION
* Description & No. of Signal ___________________________
* Applicable to Starter, Intermediate Starter, Advanced Starter, or Last Stop
Signals. Observe hand signal/ s at the foot of the signal, if it protects points.
** You are authorised to pass the signals of those stations which have been
closed temporarily for single line working. Station/s____________.
You have to also inform the Gatemen and Gangmen enroute for introduction
of single line working.
CAUTION ORDER
*(i) Your train is going on Right line/ Wrong line. The obstruction exists at km.____
(ii) Your Train is First Train to pass over the Temporary Single Line. Speed shall be
restricted to 25 KMPH subject to observance of other speed restriction in force.
(iii) You are expressly warned to observe “Neutral section” (only in Electrified
section) if your Train is going on wrong line. There are no Trap Points on the
line in question/ Trap points have been clamped/ spiked.
(iv) Following are the Caution Orders in force in Block Section.

From To From To
1.
2.
3.
4.

__________________ ___________________ ___________________
INSTRUCTIONS
* Strike out which ever is not applicable. * * For intermediate block stations.
Anneuxre – E
Form No.T/ E 602
UP/ DOWN Sr.No._______
WESTERN RAILWAY
LINE CLEAR INQUIRY MESSAGE

ASKING LINE CLEAR FOR DESPATCH OF TRAINS DURING
TOTAL FAILURE OF COMMUNICATION ON SINGLE LINE SECTION.
Station _______ Date_______
Time_____ hrs._____minutes
From Station Master ___________ To Station Master __________
Message No. ___________________.
On return of *Train Engine with/ without train/ self propelled vehicle/ other
vehicle number ___________________________ will line be clear and kept
clear for following train/ s?
1._________________________________
2._________________________________
3._________________________________
4._________________________________
Waiting to proceed to yours.
________________________

Anneuxre – F
Form No.T/ F602
*UP/ DOWN Sr.No._______
WESTERN RAILWAY
CONDITIONAL LINE CLEAR REPLY MESSAGE

Date ______ 20___
Time _____hrs.____minutes.
Station _________.
From Station Master ______________ To Station Master __________
Message No. ________
Your Message No._________ On arrival of * Train Engine with/ without train/

self propelled vehicle/ other vehicle number________________ at yours line
will be clear and kept clear for following Trains: -
(1) Train No._______. Private No. (in words)_____________(in figures)_______
________________________
* Strike out whichever is not applicable.

Anneuxre – G
WESTERN RAILWAY
Form No. T/ G 602
UP Sr.No._______
CONDITIONAL LINE CLEAR TICKET

Station _______________ Date ______ 20___
From
Station Master __________
To
The Loco Pilot of Train No.________ UP __________(Description)
The line is clear and you are authorised to proceed to ____________

Station.
*Last train left this station at _____ hours.____minutes.
You are hereby authorised to follow and proceed to ________ Station.
Private No. (in words) ____________________(in figures) _____
** Particulars of trains left Particulars of trains to follow
Train No. Time Train No. Time

________________ _____________ ________________ ___________
________________ _____________ ________________ ____________
________________ _____________ ________________ ____________

Special Instructions
When following a Train keep sharp look out at speed not exceeding
25 kmph when view is clear and 10 kmph or less when view is
impaired due to any reason.
* Strike out in case of second and subsequent trains during uneven

flow.
** Strike out in the case of first train during uneven flow and for all
trains during even flow.
Anneuxre – H
Form No. T/ H 602
Sr.No._______
WESTERN RAILWAY
DOWN
CONDITIONAL LINE CLEAR TICKET

Station _______________ Date _____ 20 __
Time___Hours___Minutes
From
Station Master __________
To
The Loco Pilot of Train No.________ DOWN __________(Description)
The line is clear and you are authorised to proceed to ____________

Station.
*Last train left this station at _____ hours.____minutes.
You are hereby authorised to follow and proceed to ________ Station.
Private No. (in words) ____________________(in figures) _____
** Particulars of trains left Particulars of trains to follow
Train No. Time Train No. Time

________________ _____________ ________________ ___________
________________ _____________ ________________ ____________
________________ _____________ ________________ ____________

Special Instructions
When following a Train keep sharp look out at speed not exceeding
25 kmph when view is clear and 10 kmph or less when view is
impaired due to any reason.
* Strike out in case of second and subsequent trains during uneven

flow.
** Strike out in the case of first train during uneven flow and for all
trains during even flow.
Anneuxre – I
Form No. T/ I 602
WESTERN_RAILWAY
Sr.No._______
MESSAGE ON RESTORATION BY ANY
ONE OF THE MEANS OF COMMUNICATION
From: Station Master ___________ To: Station Master__________
Date _____ 20 ____ Time ____ hrs. _____ minutes
No._________ Train (No. & Description) ______________________arrived

complete at____hours____minutes. Last Train (No. & Description)
______________________ dispatched to your station at ____ hours ____
minutes. Cancel the Conditional Line Clear working of Trains/
present method of working the trains. Line Clear must be obtained
by means of __________________________________________.
ACKNOWLEDGE
Private Number ( in words) _________________ (in figures )______.
________________________
ACKNOWLEDGEMENT
From Station Master ____________ To Station Master ____________
Date ______ 20 ____. Time____ hours ____ minutes
Message No. __________ .
Your Message No. _________________ understand that Train No. ______

Description _____________which was the last Train to leave my station
has arrived complete at your station . Train No.___________________
which left your station has arrived complete at my station at ____hours
___ minutes/ not arrived.
Conditional Line Clear working of trains/ present system of train
working is being/ will be cancelled immediately after the complete
arrival of train no. _____________. Line Clear for the next train will
be obtained by means of ____________________.
Private No.( in words) ________________ (in figures ) ______.

________________________
Anneuxre – J
Form No.T/ 609
WESTERN_RAILWAY
Sr.No._______
Written permission given by the Guard to Loco Pilot when the

Engine or portion of a train is allowed to proceed to
the next station from mid section
To, The Loco Pilot of Train (No. and description) _______________.
You are authorised to uncouple and proceed at ______hours _____

minutes to __________________ station with * the Engine of your Train/
the front portion of your train consisting of __________ vehicles with
last vehicle no.___________.
You shall deliver the report of occurrence to the Station Master on

duty and, if required to do so by the Station Master, you shall return
to *your disabled train / take the rear portion of your train which is at
KM ___________ on this authority after being permitted by the Station
Master.
I certify that I have received the tangible authority to proceed **

______and will retain it, until the section is cleared of my train. Also
certified that portion of Train left in Mid Section is secured and
protected as per rules.
Signature of Loco Pilot__________ Signature of Guard___________
Date ________ Time _________Date _______ Time _________
Loco Pilot of ______________________,you are hereby permitted and

authorised to enter into the Block Section to clear the disabled/ rear
portion of your train.
________________________
Date_______ 20_____ Station Master Stamp
* Score out whichever is not applicable.
** Enter particulars of the Authority to Proceed.

CHAPTER VII SYSTEM OF WORKING 259
CHAPTER VII
SYSTEM OF WORKING
7.01 SYSTEM OF WORKING.—
(1) All trains working between stations shall be worked on one

of the following systems, namely: -
(a) the Absolute Block System,
(b) the Automatic Block System,
(c) the Following Trains System,
(d) the Pilot Guard System,
(e) the Train-staff and Ticket System, or
(f) the One Train Only System.
(2) The Absolute Block and Automatic Block System alone shall
be used on every railway, except any railway or portion of a
railway on which the use of any other system of working
mentioned in sub-rule (1) may be sanctioned under special
instruction subject to the conditions applicable to each system
as described in these rules.
SR 7.01 The systems of working used on this Railway are shown in the
Working Time Table in force.
7.02 APPLICABILITY OF GENERAL RULES REFERRING TO THE

WORKING OF SIGNALS AND TRAINS.—All rules referring to
the working of signals and trains also apply to the systems of
working detailed in these rules, except where otherwise
provided.
SR 7.02 All Subsidiary Rules referring to the working of signals and trains
also apply to the systems of working detailed in these rules, except
where otherwise provided.
*****
260 SYSTEM OF WORKING CHAPTER VII
CHAPTER VIII THE ABSOLUTE BLOCK SYSTEM 261
CHAPTER VIII
THE ABSOLUTE BLOCK SYSTEM

A. ESSENTIALS
8.01 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM.-

(1) Where trains are worked on the Absolute Block System: -
(a) no train shall be allowed to leave a block station unless Line
Clear has been received from the block station in advance,
and
(b) ON DOUBLE LINES such Line Clear shall not be given unless
the line is clear, not only upto the first Stop signal at the
block station at which such Line Clear is given but also for an
adequate distance beyond it;
(c) ON SINGLE LINE such Line Clear shall not be given unless
the line is clear of trains running in the same direction, not
only upto the first Stop signal at the block station at which
such Line Clear is given, but also for an adequate distance
beyond it, and is clear of trains running in the direction towards
the block station to which such Line Clear is given
(2) Unless otherwise directed by approved special instructions,
the adequate distance referred to in clauses (b) and (c) of
sub-rule (1) shall not be less than-
(a) 400 metres in case of two-aspect lower quadrant signalling
or two-aspect colour light signalling, and
(b) 180 metres in case of multiple-aspect signalling or modified
lower quadrant signalling.
B. CONDITIONS FOR GRANTING LINE CLEAR
8.02 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS 'A'

STATION.-AT A CLASS 'A' STATION ON SINGLE LINE OR
DOUBLE LINE, the line shall not be considered clear and Line
Clear shall not be given, unless.-
(a) the whole of the last preceding train has arrived complete;
(b) all signals have been put back to 'ON' behind the said train;
(c) the line on which it is intended to receive the incoming train
is clear upto the Starter; and
(d) all points have been correctly set and all facing points have
been locked for the admission of the train on the said line.
SR 8.02 (1) To ensure complete arrival of a stopping or a running through train
vide GR 8.02 (a)-
(A) The Station Master will personally see the Tail Board by day or the
Tail Light by night on the last vehicle; and
(B) Train Intact Register book on form no. T/ 1410 (as given in Annexure-
A at the end of chapter XIV )shall be maintained for the purpose of
obtaining complete arrival certificates from Guards of all stopping
trains.
262 THE ABSOLUTE BLOCK SYSTEM CHAPTER VIII
The Station Master shall send the book to the Guard through one of
his station staff after entering the date and train number.
The Guard shall, after satisfying himself that the last vehicle of his
train is standing clear of all fouling marks, record the arrival time
and his full signature in the appropriate columns. There after he
shall signal to the Station Master on duty by moving a green flag
during the day and a green light during the night in a circular fashion
three times as an indication of the train having arrived complete and
standing clear of the fouling mark.
The Station Master shall close the block section on receipt of hand
signal from the Guard. There after grant line clear for subsequent
trains but shall not take ‘OFF' approach signal unless he has
received the train intact register duly signed by the Guard and has
ensured the complete arrival of train and train standing within the
fouling marks from the entries made by the Guard in the train intact
register.
Note: - On the Mumbai Suburban section between Churchgate-Virar Road

the guard need not wave complete arrival and sign the train intact
register only when asked for by the Station Master.
SR 8.02 (2) The Station Master will depute a competent person to receive
signature of Guard on the 'Train Intact Register' and the said person,
on receiving the same and if so required by the Station Master, will
also signal complete arrival to the Station Master, in the manner
prescribed in the SR 8.02 (1).
SR 8.02 (3) To comply with the provisions of GR 8.02 (b), the Station Master
must satisfy himself either by seeing the 'ON' position of the signals
arms by day and back lights of the signals concerned by night or
by checking the aspects of signals concerned from electric repeater,
when he is unable to see the position of arms / back lights (See G
& SR 3.23).
SR 8.02 (4) The Station Master /Switchman must, in addition examine their
Block Registers to satisfy themselves that the section is clear of
trains.
SR 8.02 (5) When work is being undertaken which will obstruct the lines as laid
down in G & SR 15.08, the Station Master, before giving line clear
to any train to enter the obstructed section, must have received
acknowledgement to his intimation of commencement of the work
from the Station Master(s), required to issue Caution Orders, as
prescribed vide SR 4.09.
SR 8.02 (6) When it is not possible due to thick, foggy, tempestuous weather
or dust storm for the Station Master to see the VTO, line Clear
must not be granted unless a competent railway servant appointed
by Station Master is stationed at least 270 metres outside the first
stop signal. Also see SR 3.61 (4).
SR 8.02 (7) Notwithstanding any instructions that may be specified in this behalf
in the Station Working rules or in any other Rules, special attention

compliance and strict observance as and when applicable, as further

conditions precedent to grant of line clear-
(A) GR 3.49 (4) regarding lamps of signals and points indicators burning
brightly at night.
(B) G & SR 3.51 regarding personal inspection of points, the keys of

which were given out to the interlocking fitters for the purpose of
cleaning points, locks, etc.
8.03 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS 'B'

STATION.-
(1) AT A CLASS 'B' STATION ON DOUBLE LINE, the line shall not
be considered clear and Line Clear shall not be given, unless.-
(b) all necessary signals have been put back to 'ON' behind the
said train; and
(c) the line is clear.-
(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING.-

Upto the Home signal, or
(ii) AT STAT IONS EQUIPPED WIT H MULT IPLE-ASPECT

SIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING.-
Upto the outermost facing points or the Block Section Limit

Board (if any).
(2) AT A CLASS 'B' STATION ON SINGLE LINE, the line shall not
(b) all necessary signals have been put back to 'ON' behind the
said train; and
(c) the line is clear.-
(i) AT STATIONS EQUIPPED WITH TWO-ASPECT SIGNALLING.-

Upto the Shunting Limit Board or Advanced Starter (if any)
at that end of the station nearest to the expected train,
or
upto the Home signal if there is no Shunting Limit Board or

Advanced Starter,
or
upto the outermost facing points if there is no Shunting Limit

Board or Advanced Starter or Home signal;
(ii) AT STAT IONS EQUIPPED WIT H MULT IPLE-ASPECT

SIGNALLING OR MODIFIED LOWER QUADRANT SIGNALLING.-
Up to the Shunting Limit Board or Advance Starter (if any) at
that end of the station nearest to the expected train,
or
up to the outermost facing points if there is no Shunting Limit
Board or Advanced Starter.
Note: - At a class 'B' single line station, this rule does not forbid direct
reception of a train from one side, when Line Clear has been
given to the block station on the other side provided the
distance between the Outer signal and outermost facing points
in two-aspect signalling, and between the Home signal and
outermost facing points in multiple-aspect signalling, or
modified lower quadrant signalling is not less than the sum-
total of the adequate distances prescribed in Rule 8.01 in
regard to conditions for granting Line Clear and Rule 3.40 in
regard to conditions for taking ''Off' Home signal for the
admission of a train even where Shunting Limit Boards or
Advance Starters have not been provided as prescribed in
sub-rule (1) of Rule 3.32
See illustrative diagrams at pages 273 to 279.
SR 8.03 (1) GR 8.03(2)(c) will apply only in accordance with the provisions of
SR 8.09 The extent upto which the line must be clear at a station
before giving line clear shall be specified in the Station Working
Rules.
SR 8.03 (2) To ensure complete arrival of a stopping or a running through train

vide GR 8.03(1)(a) / 8.03(2)(a): -
(A) The Station Master will personally see the Tail Board by day or the
Tail Light by night on the last vehicle; and
(B) Train Intact Register book on form no. T/ 1410 (as given in Annexure-
A at the end of chapter XIV ) shall be maintained for the purpose of
obtaining complete arrival certificates from Guards of all stopping
trains.
The Station Master shall send the book to the Guard through one
of his station staff after entering the date and train number.
The Guard shall, after satisfying himself that the last vehicle of his
train is standing clear of all fouling marks, record the arrival time
and his full signature in the appropriate columns. There after he
shall signal to the Station Master on duty by moving a green flag
during the day and a green light during the night in a circular fashion
three times as an indication of the train having arrived complete and
standing clear of the fouling mark.
The Station Master shall close the block section on receipt of hand
signal from the Guard. There after grant line clear for subsequent
trains but shall not take off approach signal unless he has received
the train intact register duly signalled by the Guard and has ensured
the complete arrival of train and train standing within the fouling
marks from the entries made by the Guard in the train intact register.
Note: - On the Mumbai Suburban section between Churchgate - Virar the

guard will not wave hand signal for complete arriaval and sign the
train intact register only when asked for by the Station Master.
SR 8.03 (3) The Station Master will depute a competent person to receive the
signature of the Guard in the train Intact register and the said person,
on receiving the same and if so required by the Station Master, will
also signal complete arrival to the Station Master, in the manner
prescribed in SR 8.03(2) (B).
SR 8.03 (4) To comply with the provisions of GR 8.03(1)(b)/ 8.03 (2)(b), the
Station Master must satisfy himself either by seeing the 'ON'
position of the signals arms by day and back lights of the signals
concerned by night or by checking the aspects of signals concerned
from electric repeater, when he is unable to see the position of
arms / back lights. (See G & SR 3.23)
SR 8.03 (5) The Station Master must, in addition examine the Train Signal Register
to satisfy himself that the section is clear of trains.
acknowledgement to his wire intimating commencement of the work
from the Station Master(s), required to issue caution orders, as
SR 8.03 (8) Notwithstanding any other instructions that may be specified in

this behalf in the Station Working rules or in any other Rules, special
attention of the Station Master is also drawn to the following rules
for proper compliance and strict observance as and when applicable,
as further conditions precedent to grant of line clear-
(A) GR 3.49 (4) regarding lamps of signals and points indicators burning
brightly at night.
(B) GR and SR 3.51 regarding personal inspection of points, the keys

of which were given out to the interlocking fitters for the purpose of
cleaning points, locks, etc.
8.04 CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS 'C'

STATION.-AT A CLASS 'C' STATION ON SINGLE LINE OR
DOUBLE LINE IN TWO-ASPECT, MULTIPLE-ASPECT OR
MODIFIED LOWER QUADRANT SIGNALLING, the line shall not
(a) the whole of the last preceding train has passed complete at
least 400 metres beyond the Home signal and is continuing
its journey; and
(b) all signals taken 'OFF' for the preceding train have been put
back to 'ON' behind the said train
Provided that on a single line, the line is also clear of trains

running in the opposite direction towards the block hut from
the block station at other end.
SR 8.04 (1) Also see G & SR 3.42 for taking 'OFF' the last Stop signal of a
block station in rear of an Intermediate Block Post.
SR 8.04 (2) In order to satisfy himself that whole of the last preceding train has
passed complete, The Station Master must personally see the Tail
Board by day and the Tail Light by night on the last vehicle.
SR 8.04 (3) To comply with the provisions of GR 8.04 (b), the Station Master
must satisfy himself either by seeing the 'ON' position of the signals
arms by day and back lights of the signals concerned by night or
by checking the aspects of signals concerned from electric repeater,
when he is unable to see the position of arms / back lights. (See
GR 3.23).
SR 8.04 (4) The Station Master must, also examine his Train Signal Registers
to satisfy himself that section is clear of trains.
acknowledgement to his wire intimating commencement of the work
from the Station Master(s), required to issue Caution Orders, as
SR 8.04 (7) Notwithstanding any other instructions that may be specified in

this behalf in the Station Working rules or in any other Rules, special
attention of the Station Master is also drawn to the following rules
for proper compliance and strict observance as and when applicable,
as further conditions precedent to grant of line clear-
GR 3.49 (4) regarding lamps of signals burning brightly at night.
C. OBSTRUCTION-DOUBLE LINE
8.05 OBSTRUCTION ON DOUBLE LINE AT A BLOCK STATION WHEN
A TRAIN IS APPROACHING.-
(1) CLASS 'A' STATION.-When Line Clear has been given, no
obstruction shall be permitted outside the Home signal, or
on the line on which it is intended to admit the train, upto the
Starter pertaining to the said line.
(2) CLASS 'B' STATION.-When Line Clear has been given, no
obstruction shall be permitted outside the station section but
shunting within the station section may go on continuously,
provided the necessary signals are kept at 'ON'.
(3) When signals have been taken 'OFF' for an incoming train
on to a line which is not isolated, no shunting movement
shall be carried on towards the points over which the incoming
train will pass.
8.06 OBSTRUCTION ON DOUBLE LINE IN THE BLOCK SECTION.-
(1) When line Clear has been given, no obstruction shall be
permitted in the block section in rear.
(2) Shunting or obstruction for any other purpose shall not be
permitted in the block section in rear unless it is clear and is
blocked back.
(3) Shunting or obstruction for any other purpose shall not be
permitted in the block section in advance unless it is clear
and is blocked forward:
Provided that when the block section in advance is occupied
by a train travelling away from the station, shunting or
obstruction may be permitted behind the train under special
instruction taking into consideration the speed, weight and
brake power of train and the gradients on the section and as
soon as intimation has been received that the train has arrived
at the block station in advance, the line shall be blocked
forward if it is still obstructed.
Note.- See rule 8.14 also.
SR 8.06 (1) Station Master before permitting shunting of a train into any end of
block section shall issue written authority on form no. T / 806
'SHUNTING ORDER' as given in Annexure - A at the end of this
Chapter with reference to Rule No. 2 & 3 of GR 8.06 above.
SR 8.06 (2) Special instructions referred to in GR 8.06 (3) will be embodied in
the Station Working Rules by the Sr. Divisional Operations Manager/
Divisional Operations Manager in consultation with Divisional
Engineer, Divisional Mechanical Engineer and Divisional Signal and
Telecommunication Engineer. These Divisional Officers should take
into consideration the factors mentioned in GR 8.06 (3) and record
a joint note to the effect that these factors have been examined and
taken into consideration and that it has been decided that
at..................................... 'A' class / 'B' class double Line station
when the block section.................... on Up/ Down....................
line is occupied by a train travelling away from the station, shunting
or obstruction behind the said train is permitted.
Joint note will be prepared separately for each running line and be
kept on record in the Operating Branch of the Divisional Railway
Manager's Office.
D. OBSTRUCTION- SINGLE LINE
D.1 - CLASS ' A ' STATIONS
8.07 OBSTRUCTION ON SINGLE LINE AT CLASS ' A ' STATION

WHEN A TRAIN IS APPROACHING.-When Line Clear has been
given, no obstruction shall be permitted outside the Home
signal, or on the line on which it is intended to admit the
train, upto the Starter which controls the train.
8.08 OBSTRUCTING THE BLOCK SECTION AT A CLASS ' A'

STATION ON SINGLE LINE.-The block section shall not be
obstructed for shunting purposes, unless
(a) the Station Master has received Line Clear from the Station
Master at the other end of the block section, or
(b) the block section is blocked back, or
(c) is occupied by a train travelling away from the block station

at which the shunting is to be performed which shunting
may be permitted under special instructions taking into
consideration the speed, weight and brake power of trains
and the gradients on the section. As soon as intimation has
been received that the train has arrived, the block section
shall be blocked back, and
(d) the Loco Pilot or other person in charge of the shunting
operations has received distinct orders from the Station Master
to shunt in a manner directed by special instructions.
SR8.08(1) Station Master before permitting shunting at any end of block section
with reference to rule (b) and (c) to GR 8.08 above shall issue written
authority on form T/806.
SR 8.08(2) Special instructions referred to in GR 8.08(c) will be embodied in
the Station Working Rules by the Sr. Divisional Operations Manager/
into consideration the factors mentioned in GR 8.08 (c) and record
a joint note to the effect that these factors have been examined and
taken into consideration and that it has been decided that
at..................................................... 'A' class Single Line station
when the block section........................................... is occupied
by a train travelling away from the station, shunting or obstruction
behind the said train is permitted.
The Joint note will be kept on record in the Operating Branch of the
Divisional Railway Manager's Office.
D. 2 CLASS ' B ' STATIONS

8.09 OBSTRUCTION IN THE FACE OF APPROACHING TRAIN AT A
CLASS ' B ' STATION ON SINGLE LINE.-The line outside the
Home signal in two-aspect signalling territory or outermost
facing points in multiple-aspect or modified lower quadrant
signalling territory in the direction of a train for which Line
Clear has been given, shall only be obstructed when a Shunting
Limit Board or an Advance Starter is provided and under
special instructions which take into consideration the speed,
weight and brake power of trains, the gradients, the position
of the first Stop signal and the distance from which that signal
can be seen by the Loco Pilot of an approaching train.
SR 8.09 Special instructions referred to in GR 8.09 will be embodied in the

Station Working Rules by the Sr. Divisional Operations Manager/
into consideration the factors mentioned in GR 8.09 and record a
joint note to the effect that these factors have been taken into
consideration and it has been decided that at................................
'B' class Single Line station the line outside the Home signal in
two-aspect signalling territory or outer most facing points in multiple
aspect or modified lower quadrant signalling may be permitted to
be obstructed upto Shunting Limit Board or Advance Starter, as
case may be at the end of the station nearest the expected train.
The Joint note will be kept on record in the Operating Branch of the
Divisional Railway Manager's Office.
8.10 OBSTRUCTION WITHIN STATION SECTION AT A CLASS 'B'

STATION ON SINGLE LINE.-
(1) If the necessary signals are kept at 'ON' shunting may be

carried on within the station section, provided the provision
of rule 8.09 are complied with for shunting upto Shunting
Limit Board or advance Starter, where provided.
(2) When signals have been taken 'OFF' for an incoming train
on to a line which is not isolated, no shunting movement
shall be carried on towards the points over which the incoming
train will pass.
SR 8.10 (1) When line clear has been given for a train, shunting shall not be
carried out under the provision of GR 8.10 in thick, foggy,
tempestuous weather or dust storm impairing visibility.
SR 8.10 (2) Shunting at a station after taking 'OFF' signals for an incoming train
on to a line which is isolated in accordance with GR 4.11 (1) may
be prohibited or restricted in the Station Working Rules, if necessary
in view of local conditions which may endanger safety of the incoming
train.
8.11 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS 'B'

SINGLE LINE STATION EQUIPPED WITH TWO-ASPECT
SIGNALS.-The line outside the station section and upto the
outer Signal shall not be obstructed unless a railway servant
specially appointed in this behalf by the Station Master is in
charge of the operation, and unless---
(a) the block section into which the shunting is to take place is
clear of an approaching train and all relevant and necessary
signals are at 'ON' position, or
(b) if an approaching train has arrived at the outer signal, the

Station Master has personally satisfied himself that the train
has been brought to a dead stand at the signal:
provided that the line shall not be obstructed under clause
(b) in thick, foggy or tempestuous weather impairing visibility,
or, in any case unless authorised by special instructions.
SR 8.11 (1) General Rule 8.11(b) must not be applied to single line stations
worked under rules prescribed in part 'B'.
SR 8.11 (2) The Railway servant in charge of shunting operations referred to in

GR 8.11 will be the Pointsman or Points Jamadar in charge of the
end of the yard concerned except as otherwise specified in the
Station Working rules.
SR 8.11 (3) Shunting Token for Loco Pilots-Shunting outside station section
will be controlled by Shunting Tokens and will be supervised as per
SR 5.13 (7) & (8). The railway servant incharge of shunting operations
shall not conduct or authorise any shunting outside the station
section unless he has obtained from the Station Master, the
concerned Token (Shunting Token) as an authority to the Loco Pilot,
for doing so. For conducting such shunting, the Station Master will
arrange to hand over the Shunting Token to the Loco Pilot either
himself or through the person incharge of shunting operations. The
Loco Pilot shall commence the shunting only after he has received
the Shunting Token.
Before making over the Shunting Token, the Station Master on duty
should ensure by checking the Train Signal Register that line clear
has not been granted to the station in rear and that no train is
approaching from the station in rear.
When shunting is withdrawn into the station section, the Loco Pilot
shall return the Shunting Token to the Station Master either himself
or through his Assistant Loco Pilot or through the person incharge
of shunting operations to enable the Station Master to give Line
Clear for train. The Station Master must be in possession of the
Shunting Token before granting Line Clear to a train.
Shunting Token for Loco Pilots shall be of different shapes pertaining

to Up and Down sides as per sketches below and shall be supplied
to each station. Additional token for Branch Lines should be supplied
to Junction Station.
(A) FOR TWO-ASPECT SIGNALLING TERRITORY.
(B) FOR MULTIPLE ASPECT AND MODIFIED LOWER QUADRANT

TERRITORY.
Note: - Station Code be engraved on reverse.
SR 8.11 (4) Shunting Tokens for Loco Pilots shall be issued in duplicate, marked
in bold letters 'Original' on the one and 'Duplicate' on the other.
Duplicate tokens shall be kept in a sealed cover duly labelled
'Shunting Tokens for Loco Pilots (Duplicate)' under lock and key by
the Station Master. Duplicate Tokens should be issued only when
the original is lost. The Station Master in such cases shall
immediately submit a full report to the Sr. Divisional Operations
Manager/ Divisional Operations Manager about the loss requesting
replacement of the original. The replaced token shall bear the words
'ORIGINAL', 'SECOND ISSUE' and shall be brought into use when
received withdrawing the "Duplicate " token into safe custody.
SR 8.11 (5) In Tokenless Block Territory, Shunt Key/ Shunting Occupation Key
also known by various codes viz., SHK, SKB and SH should be
given to the Loco Pilot/ Shunting staff as the case may be, instead
of the Shunting Token. The Loco Pilot/ Shunting staff shall keep
this key in his/ their personal custody and shall return the same to
the Station Master as soon as shunting outside station section is
completed. In case of failure or suspension of the Tokenless Block
Instrument the Shunting Token shall be brought into use as provided
in SR 8.11 (3) & (4). The use of Shunt Key/ Shunting Occupation
Key from the Tokenless Block Instrument shall remain prohibited
until normal block working is resumed.
8.12 OBSTRUCTION OUTSIDE STATION SECTION AT A CLASS 'B'

SINGLE LINE STATION EQUIPPED WIT H MANUALLY
OPERATED MULTIPLE-ASPECT SIGNALS.-- The line outside
the station section and upto the first Stop signal shall not be
obstructed unless a railway servant specially appointed in
this behalf by the Station Master is in charge of the operations,
and unless the block section into which the shunting is to
take place is clear of an approaching train.
SR 8.12 SR 8.11 (1) to (5) will apply
8.13 OBSTRUCTION OUTSIDE THE FIRST STOP SIGNAL AT A

CLASS 'B' SINGLE LINE STATION ON SINGLE LINE.-The line
outside the first Stop signal shall not be obstructed unless
the line has been blocked back.
SR 8.13 Notwithstanding GR 8.13, shunting outside the first Stop signal

may be prohibited or restricted in the Station Working Rules, if
necessary, in view of the local conditions.
E. GENERAL PROVISIONS
8.14 BLOCK BACK OR BLOCK FORWARD.-Block back or Block

forward shall be done only in accordance with the procedure
SR 8.14 The procedure for 'blocking back' and 'blocking forward' has been
given in Block Working Manual.
8.15 AUTHORITY FOR SHUNTING OR OBSTRUCTION IN BLOCK

SECTION.-While permitting shunting or obstruction in the
block section, the Loco Pilot shall be given authority for
shunting in the block section as prescribed under special
instructions which authority may be.-
(a) either a shunting arm of prescribed size and design on the

same post as and under the last Stop signal, or
(b) a token of prescribed design, or
(c) a written permission to shunt.
SR 8.15 Written permission as referred in Rule (c) in GR 8.15 above shall

be on form No. T /806 [See SR 8.06(1)].
8.16 ILLUSTRATIVE DIAGRAMS.-Class 'A', 'B' and 'C' stations on

single line and double lines are illustrated in the following
diagram, which are not drawn to scale.
Class 'A' Double Line Station in Two Aspect Signalling Territory

with Warner, Home, Starter And Advanced Starter Signals
Class 'A' Single Line Station in Two Aspect Signalling

Territory with Warner, Home and Starter Signals
Class 'B' Double Line Station in Two Aspect Signalling Territory with
Warner, Outer, Home, Starter and Advanced Starter Signals
Class 'B' Single Line Station in Two Aspect Signalling Territory

with Outer and Home Signals
Class 'B' Single Line Station in Two Aspect Signalling Territory with
Warner, Outer, Home, Starter and Advanced Starter Signals / Shunting
Limit Boards
Class 'B' Double Line Station in Multiple Aspect Signalling Territory

with Distant, Home, Starter, Advanced Starter Signals and Block Section
Limit Board
Class 'B' Double Line Station in Modified Lower Quadrant Signalling

Territory with Distant, Warner, Home, Starter, Advanced Starter Signals
and Block Section Limit Board
Class 'B' Single Line Station in Multiple Aspect Signalling Territory with
Distant, Home, Starter and Advanced Starter Signals / Shunting Limit Boards
Class 'B' Single Line Station in Modified Lower Quadrant Signalling

Territory with Distant, Warner, Home, Starter and Advanced Starter
Signals / Shunting Limit Boards
Class 'C' Double Line Station in Two Aspect Signalling Territory

with Warner and Home Signals
Class 'C' Double Line Station in Multiple Aspect Signalling Territory

with Distant and Home Signals
Class 'C' Single Line Station in Two Aspect Signalling Territory

with Warner and Home Signals
Class 'C' Single Line Station in Multiple Aspect Signalling Territory

with Distant and Home Signals
Class 'B' Single Line Station in Two Aspect Signalling

Territory with Outer and Home Signals
Class 'B' Single Line Station in Multiple Aspect Signalling

Territory with Distant, Home and Starter Signals
Class 'B' Single Line Station in Modified Lower Quadrant Signalling

Territory with Distant, Warner, Home and Starter Signals
Annexure -A
Form No. T/806

WESTERN RAILWAY
Sr. No.______
SHUNTING ORDER
Station_____________ Date ________
Time____hours ____minutes
To
The Loco Pilot of Train No._______________ *UP/ DOWN.
Please comply with the following order `promptly without any type of
delay:
1. ___________________________________________________
2. ___________________________________________________
3. ___________________________________________________
4. ___________________________________________________
* You are authorised to pass __________signal in the ' On' position and
proceed *up to/beyond **_________signal.
*** Section between _______station and _________ station is *blocked
back/ blocked forward. For this purpose and *Token/ Tablet/ Line Clear
Ticket No_________________________ ____ *SH/ OCE Key is hereby issued
to you from ___hours___minutes to ___hours ____ minutes.
________________________
Signature of Loco Pilot _________ Date _______ Time _____hours ___minutes.
Signature of Guard__________ Date _______ Time _____hours ___minutes
* Strike out which ever is not applicable
** Enter Km or Signal No.
*** Applies when Line is Blocked back/ Blocked forward.

CHAPTER IX THE AUTOMATIC BLOCK SYSTEM 281
CHAPTER IX
THE AUTOMATIC BLOCK SYSTEM
Note: - The sections on which trains are working on Automatic Block
System on this Railway, are notified in Working Time Table
in force.
A. RULES APPLICABLE TO DOUBLE LINE

9.01 ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON
DOUBLE LINE.—
(1) Where trains on a double line are worked on the Automatic
Block System.—
(a) the line shall be provided with continuous track circuiting or
axle counters,
(b) the line between two adjacent block stations may, when
required, be divided into a series of automatic block signalling
sections each of which is the portion of the running line
between two consecutive Stop signals, and the entry into
each of which is governed by a Stop signal, and
(c) the track circuits or axle counters shall so control the Stop
signal governing the entry into an automatic block signalling
section that: -
(i) the signal shall not assume an ‘OFF’ aspect unless the line is
clear not only upto the next Stop signal in advance but also
for an adequate distance beyond it, and
(ii) the signal is automatically placed to ‘ON’ as soon as it is
passed by the train.
the adequate distance referred to in sub-clause (i) of clause
(c) of sub-rule (1) shall not be less than 120 metres.
(3) (a) under special instructions, one of the automatic stop signal
between two stations in the automatic block signaling territory
in each direction may be made as modified semi-automatic
stop signal;
(b) the mid-section modified semi-automatic stop signal so
provided shall be interlocked with the signals of the station
ahead through track circuits or axle counters or both and
shall be controlled by the Station Master of the station ahead,
the relevant indications whether the signal is in normal
automatic mode or modified semi-automatic mode shall be
available to the Station Masters at both the ends;
(c) Advanced starter signal of the station in rear shall be
interlocked with the mid-section modified semi-automatic
stop signal in such a way that when working with ‘A’ sign
extinguished, the Advanced starter shall assume ‘off’ aspect
or be taken ‘off’ only when the line is clear upto an adequate
distance beyond the mid-section modified semi-automatic
stop signal; similarly the mid section modified semi-
automatic stop signal shall assume ‘off’ aspect automatically
282 THE AUTOMATIC BLOCK SYSTEM CHAPTER IX

distance beyond the Home signal of the station ahead;
(d) during abnormal conditions like fog, bad weather impairing
visibility, the mid-section modified semi-automatic stop signal
may be worked by extinguishing ‘A’ marker in the manner
prescribed under special instructions and this action shall
also ensure that the ‘A’ marker of the Advanced starter signal
of the station in rear and Home signal of the station in
advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not
be less than as prescribed under sub-rule (2);
(f) during normal conditions, mid-section modified semi-
automatic stop signal shall work as normal automatic stop
signal.
(4) (a) when the Loco Pilot finds mid-section modified semi-
automatic stop signal with ‘A’ marker extinguished in ‘on’
position, he shall stop his train in the rear of the signal and
inform this fact to the Station Master of the station ahead on
approved means of communication as prescribed under
special instructions;
(b) the Station Master of the station ahead may authorise the
Loco Pilot to pass the mid-section modified semi-automatic
stop signal working with ‘A’ marker extinguished in ‘on’
position through approved means of communication after
ensuring conditions and procedure prescribed under special
instructions;
(c) in case the Loco Pilot is unable to contact the Station Master
of station ahead, he shall pass the signal at ‘on’ after waiting
for five minutes at the signal and proceed cautiously and be
prepared to stop short of any obstruction, at a speed not
exceeding ten kilometers an hour upto the next Signal and
act as per aspect of this signal; and
(d) the Loco Pilot shall report the failure of mid-section
modified semi- automatic stop signal to the Station Master
of the station ahead.
SR 9.01 Under approved special instructions the ‘Adequate distance’ referred

to in GR 9.01 may be reduced upto 90 metres on the continuous
track circuit section between Churchgate and Virar ‘A’.
9.02 DUTIES OF LOCO PILOT AND GUARD WHEN AN AUTOMATIC
STOP SIGNAL ON DOUBLE LINE IS TO BE PASSED AT ‘ON’.—
(1) When a Loco Pilot finds an Automatic Stop signal with an ‘A’
marker at ‘ON’, he shall bring his train to a stop in rear of the
signal. After bringing his train to a stop in the rear of the
signal, the Loco Pilot shall wait there for one minute by day
and two minutes by night. If after waiting for this period, the
signal continues to remain at ‘ON’, he shall give the prescribed
code of whistle and exchange signals with the Guard and
then proceed ahead, as far as the line is clear, towards the
next Stop signal in advance exercising great caution so as to
stop short of any obstruction.
(2) The Guard shall show a Stop hand signal towards the rear
when the train has been so stopped at an Automatic Stop
signal, except as provided for in sub-rule (4).

(3) Where owing to the curvature of the line, fog, rain or dust storm,
engine working the train pushing it, or other causes, the line
ahead cannot be seen clearly, the Loco Pilot shall proceed at a
very slow speed, which shall under no circumstances exceed
10 kilometres an hour. Under these circumstances, the Loco
Pilot, when not accompanied by an Assistant Loco Pilot, and if
he considers necessary, may seek the assistance of the Guard
by giving the prescribed code of whistle.
(4) When so sent for the Loco Pilot, the Guard shall accompany
him on the engine cab, before he moves forward, to assist
the Loco Pilot in keeping a sharp lookout.
(5) When an Automatic Stop signal has been passed at ‘ON’, the
Loco Pilot shall proceed with great caution until the next
Stop signal is reached. Even if this signal is ‘OFF’, the Loco
Pilot shall continue to look out that signal for any possible
obstruction short of the same. He shall proceed cautiously
upto that signal and shall act upon its indication only after he
has reached it.
SR 9.02 (1) The ‘ON’ position of an Automatic signal may be due to the presence
of a train in the Automatic Signalling section ahead or due to an
obstruction on the track of a broken or a displaced rail or any other
cause.
After passing Automatic/Permissive Stop signal, Loco Pilot should
proceed with great caution at a speed not exceeding 15 Kmph
where visibility is good and not exceeding 10 kmph where visibility
is not good until the next Stop signal, looking out for any possible
obstruction and be prepared to stop short of the same.
While stopping at the Automatic signal at ‘ON’, the Loco Pilot should
bring his train to a stop as close as possible in rear of the signal so
as to provide sufficient margin for a following train (driven cautiously)
to stop clear of the train ahead.
After passing an Automatic Stop Signal at ‘ON’ the Loco Pilot of
the following train hauled by any locomotive shall ensure that a
minimum distance of 150 metres or two clear OHE spans is
maintained between his train and the preceding train or any
obstruction on the line. However, the above distance may be reduced
to 75 metres or one clear OHE span in the case of an EMU train
following. In special circumstances, like floods etc., following train
may be pulled closer to the preceding train or the obstruction.
SR 9.02 (2) The signal required to be exchanged between the Loco Pilot and
Guard under GR 9.02(1) shall be ‘Proceed’ hand signal in case of
other than EMU trains and two pause two rings in the case of EMU
trains.
SR 9.02 (3) The Loco Pilot shall use the following code of signals for calling the
Guard for assistance: -
EMUs – 3 rings/bell signals, to be acknowledged by the Guard by
repeating the same signal [serial no. 4 of SR 4.51].
Other than EMUs – Two long two short whistles to be acknowledged
by the Guard by waving red hand signal up and down [serial no. 7 of
SR 4.50] .
SR 9.02 (4) Flickering / Bobbing of signals - [ see SR 3.74(3) ].

SR 9.02 (5) The Guard of a train shall watch that the Loco Pilot does not exceed
the speed prescribed.
In the case of EMU trains if the Motorman exceeds the speed
prescribed, the Guard (when not travelling with the Motorman) shall
give three pause three rings on the bell code to warn the Motorman
and take action as prescribed in GR 4.45.
In case of other trains also if the Loco Pilot exceeds the speed
prescribed the Guard shall take action as per GR 4.45.
B. RULES APPLICABLE TO SINGLE LINE
9.03 ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON SINGLE

LINE.—
(1) Where trains on a single lines are worked on the Automatic
Block System.—
(a) the line shall be provided with continuous track circuiting or
axle counters,
(b) the direction of traffic shall be established only after Line
Clear has been obtained from the block station in advance.
(c) a train shall be started from one block station to another only
after the direction of traffic has been established.
(d) it shall not be possible to obtain Line Clear unless the line is
clear, at the block station from which Line Clear is obtained,
not only upto the first Stop signal but also for an adequate
distance beyond it,
(e) the line between two adjacent block stations may, where
required, be divided into two or more automatic block
signalling sections by provision of Stop signals,
(f) after the direction of traffic has been established, movement
of trains into, through and out of each automatic block
signalling section shall be controlled by the concerned
Automatic Stop signal and the said Automatic Stop signal
shall not assume ‘OFF’ position unless the line is clear upto
the next Automatic Stop signal:
Provided further that where the next Stop signal is a Manual
Stop signal, the line is clear for an adequate distance beyond
it, and
(g) all Stop signals against the direction of traffic shall be at
‘ON’.
the adequate distance referred to in clauses (d) and (f) of
sub-rule (1) shall not be less than 180 metres.
(3) (a) under special instructions, one of the automatic stop signal
between two stations in the automatic block signaling
territory in each direction may be made as modified semi-
automatic stop signal;
CHAPTER IX THE AUTOMATIC BLOCK SYSTEM 284A
(b) the mid-section modified semi-automatic stop signal so
provided shall be interlocked with the signals of the station
ahead through track circuits or axle counters or both and
shall be controlled by the Station Master of the station ahead,
the relevant indications whether the signal is in normal
automatic mode or modified semi-automatic mode shall be
available to the Station Masters at both the ends;
(c) Advanced starter signal of the station in rear shall be
interlocked with the mid-section modified semi-automatic
stop signal in such a way that when working with ‘A’ sign
extinguished, the Advanced starter shall assume ‘off’ aspect
distance beyond the mid-section modified semi-automatic
stop signal; similarly the mid-section modified semi-
automatic stop signal shall assume ‘off’ aspect automatically
distance beyond the Home signal of the station ahead;
(d) during abnormal conditions like fog, bad weather impairing
visibility, the mid-section modified semi-automatic stop signal
may be worked by extinguishing ‘A’ marker in the manner
prescribed under special instructions and this action shall
also ensure that the ‘A’ marker of the Advanced starter signal
of the station in rear and Home signal of the station in
advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not
be less than as prescribed under sub-rule (2);
(f) during normal conditions, mid-section modified semi-
automatic stop signal shall work as normal automatic stop
signal.
(4) (a) when the Loco Pilot finds mid-section modified semi-
automatic stop signal with ‘A’ marker extinguished in ‘on’
position, he shall stop his train in the rear of the signal and
inform this fact to the Station Master of the station ahead on
approved means of communication as prescribed under
(b) the Station Master of the station ahead may authorise the
Loco Pilot to pass the mid-section modified semi-automatic
stop signal working with ‘A’ marker extinguished in ‘on’
position through approved means of communication after
ensuring conditions and procedure prescribed under special
instructions;
(c) in case the Loco Pilot is unable to contact the Station Master
of station ahead, he shall pass the signal at ‘on’ after waiting
for five minutes at the signal and proceed cautiously and be
prepared to stop short of any obstruction, at a speed not
exceeding ten kilometers an hour upto the next Signal and
act as per aspect of this signal; and
(d) the Loco Pilot shall report the failure of mid-section modified
semi-automatic stop signal to the Station Master of the station
ahead.
SR 9.03 (1) Description of Control Panel and its Indications for Automatic
Territory on Single Line:
The existing control panel at the Automatic Block Territory on single
line have following indications: -
284B THE AUTOMATIC BLOCK SYSTEM CHAPTER IX
(A) Arrow pointing towards the direction of traffic shall be indicated on

indication panel. This indication caters for bi-directional traffic i.e.
either UP or DOWN direction.
(B) Direction not set - RED steady indications on panel at both stations.
(C) Direction setting initiated by station in advance - Yellow flashing
indication on both Panels and Audible indication at station in rear.
(D) Direction set - Yellow steady indication on both panel.
(E) Direction Cancellation initiated by train receiving station - RED
Flashing indication on both panels and audible indication at station
in rear.
(F) Audible and Visual ‘Arrival’ and ‘Advance Arrival’ indications for all
approaching trains from adjoining stations.
(G) Block Track Proving (BTPR) – Yellow indication indicating all track
circuits on Suburban Track Avoiding (STA) Line between two stations
are clear and Red indication when they are failed.(STA line is between
Mumbai Central & Borivali on Mumbai Suburban Section).
SR 9.03 (2) Reception and Despatch of trains on Automatic Block Territory on
Single Line:
(A) Reception and Despatch of train in Automatic Block Territory on
single line are controlled by the automatic, semi-automatic and
manually operated colour light signals. These signals can only be
worked after the direction of traffic has been established by relevant
control tower. These signals are controlled by continuous track
circuits and necessary Slot/ Control of concerned signal is obtained
from adjacent control tower.
(B) Train can enter the block section only after direction of traffic has
been established. Instructions in regards to establishing direction
of traffic shall be advised by Section Controller to Cabin Assistant
Station Master at Control Towers. The direction of traffic shall be
established by co-operative button operation between Panel
Assistant Station Master at train sending end and Panel Assistant
Station Master at train receiving end. After direction of traffic is
established the slot control for signal will be transmitted to station
in rear by station in advance under exchange of Private numbers.
After fulfilling the above condition the Panel Assistant Station Master
on duty at train sending end shall take ‘OFF’ the relevant signal for
despatch of train.
(C) Indication for direction of traffic will persist till such time the direction
of traffic is changed by Cabin Assistant Station Master on duty at
train sending end or train receiving end.
(D) The ‘OFF’ aspect of Last Stop signal constitutes ‘AUTHORITY TO
PROCEED’ for trains to enter the Block Section.
9.04 MINIMUM EQUIPMENT OF FIXED SIGNALS IN AUTOMATIC
BLOCK TERRITORY ON SINGLE LINE.—The minimum
equipment of fixed signals to be provided for each direction
shall be as follows.—
(a) Manual Stop signals at a station
(i) a Home,
(ii) a Starter,
(b) An automatic Stop signal in rear of the Home signal of the

station
Note: - Under approved special instructions, the Automatic Stop
signal may be dispensed with.
9.05 ADDITIONAL FIXED SIGNALS IN AUTOMATIC BLOCK
TERRITORY ON SINGLE LINE.—
(1) Besides the minimum equipment prescribed in Rule 9.04 one
or more additional Automatic Stop signals, as are considered
necessary, in between block stations, may be provided.
(2) In addition, such other fixed signals as may be necessary for
the safe working of trains may be provided.
9.06 CONDITIONS FOR TAKING ‘OFF’ MANUAL STOP SIGNALS IN
AUTOMATIC BLOCK TERRITORY ON SINGLE LINE.—
(1) HOME SIGNAL.—When a train is approaching a Home signal,
otherwise than at a terminal station, the signal shall not be
taken ‘OFF’ unless the line is clear not only upto the Starter
but also for an adequate distance beyond it.
(2) LAST STOP SIGNAL.—The Last Stop signal shall not be taken
‘OFF’ for a train unless the direction of traffic has been
established and the line is clear upto the next Automatic Stop
signal, or when the next Stop signal is a Manual Stop signal
for an adequate distance beyond it.
(3) The adequate distance referred to in sub-rules (1) and (2) shall
never be less than 120 metres and 180 metres respectively
unless otherwise directed by approved special instructions.
A sand hump of approved design, or subject to the sanction
of the Commissioner of Railway Safety, a derailing switch
shall be deemed to be an efficient substitute for the adequate
distance referred to in sub-rule (1).
9.07 DUTIES OF LOCO PILOT AND GUARD WHEN AN AUTOMATIC
STOP SIGNAL ON SINGLE LINE IS TO BE PASSED AT ‘ON’.—
(1) When a Loco Pilot finds an Automatic Stop signal with an ‘A’
marker at ‘ON’, he shall bring his train to a stop in rear of that
signal and wait there for one minute by day and two minutes
by night.
(2) If after waiting for this period, the signal continues to remain
at ‘ON’, and if telephone communication is provided near
the signal, the Loco Pilot shall contact the Station Master of
the next block station or the Centralised Traffic Control
Operator of the section where Centralised Traffic Control is
provided, and obtain his instructions. The Station Master or
the Centralised Traffic Control Operator, as the case may be,
shall, after ascertaining that there is no train ahead upto the
next signal and that it is otherwise safe for the Loco Pilot to
proceed so far as is known, give permission to the Loco Pilot
to pass the signal in the ‘ON’ position and proceed upto the
next signal, as may be provided under special instructions.
(3) If no telephone communication is provided near the signal
or if the telephone communication provided near the signal
is out of order and cannot be made use of, the Loco Pilot
shall give the prescribed code of whistle and exchange signals
with the Guard and then proceed past the signal as far as the
line is clear, upto the next Stop signal in advance, exercising
great caution so as to stop short of any obstruction.
(4) The Guard shall show a Stop hand signal towards the rear
when the train has been so stopped at an Automatic Stop
signal, except as provided for under sub-rule (6).
(5) Where owing to the curvature of the line, fog, rain or dust
storm, engine working the train pushing it, or other causes,
the line ahead cannot be seen clearly, the Loco Pilot shall
proceed at a very slow speed, which shall under no
circumstances exceed 10 kilometre an hour. Under these
circumstances, the Loco Pilot when not accompanied by an
Assistant Loco Pilot, and if he considers it necessary, may
seek the assistance of the Guard by giving the prescribed
code of whistle.
(6) When so sent for by the Loco Pilot, the Guard shall accompany
him on the engine cab, before he moves forward, to assist
the Loco Pilot in keeping a sharp look out.
(7) When an Automatic Stop signal has been passed at ‘ON’, the
Loco Pilot shall proceed with great caution until the next
Stop signal is reached. Even if this signal is ‘OFF’, the Loco
Pilot shall continue to lookout for any possible obstruction
short of the same. He shall proceed cautiously upto that signal
and shall act upon its indication only after he has reached it.
9.08 PERSON IN CHARGE OF WORKING TRAINS ON AUTOMATIC
BLOCK SYSTEM ON SINGLE LINE.—
(1) Except where Centralised Traffic Control is in operation, the
Station Master shall be responsible for the working of trains
at and between stations.
(2) On a section where Centralised Traffic Control is in operation,
the Centralised Traffic Control Operator shall be responsible
for the working of trains on the entire section except as
provided for in sub-rule (3).
(3) On a section where Centralised Traffic Control is in operation,
the working of trains at a station or part of a station may be
taken over by or handed over to the Station Master during
emergency or as prescribed by special instructions. When
such emergency control is transferred, the Station Master shall
be the person in charge of working trains at the station or
part of the station and the station shall be worked in
accordance with sub-rule (1).
C. RULES APPLICABLE TO BOTH DOUBLE AND SINGLE LINES

9.09 WORKING OF TRAINS ON CENTRALISED TRAFFIC CONTROL
TERRITORY.—On a section where Centralised Traffic Control
is in operation, the working of trains shall be governed by
9.10 PROTECTION OF A TRAIN STOPPED IN AN AUTOMATIC

BLOCK SIGNALLING SECTION.—
(1) When a train is stopped in an Automatic block signalling

section, the Guard shall immediately exhibit a Stop hand
signal towards the rear and check up that the tailboard or
taillight is correctly exhibited.
(2) If the stoppage is on account of accident, failure, or
obstruction and the train cannot proceed, the Loco Pilot shall
sound the prescribed code of whistle and the train shall be
protected immediately as per Rule 6.03 except that for the
protection of the occupied line one detonator shall be placed
at 90 metres from the train on the way out and similarly two
detonators, 10 metres apart, not less than 180 metres from
the train or at such distance as has been fixed by special
instructions.
S.R. 9.10 (A) In case of EMUs, the Motorman shall give 4 rings to inform the
Guard that he cannot proceed and the Guard shall acknowledge
this by repeating four rings.
(B) In case of other than EMU Trains, the Loco Pilot shall sound four
short whistles, to be acknowledged by the Guard by waving red
hand signal up and down.
(C) The Obstruction Danger Signal :
(i) This signal is a danger signal and shall be sent in any case of
danger when it is necessary to stop a train entering the signalling
section or draw the immediate attention of the next station.
(ii) It must always be promptly acknowledged and immediate step taken
to stop any train entering the section.
(D) The Stop and examine signal :

(i) If a Cabin Station Master observes anything unusual about a train
during its passage through his station, such as its head light or tail
lamp/board not burning, a signal of alarm chain by a passenger or
any hanging parts or any other unusual which can be dangerous for
running trains as laid down in G& SR 6.07, he must try to stop the
train. If unable to do so, he should immediately give stop and
examine signal to the Control Tower in advance and inform the
Section Controller on duty. He will then without delay communicate
to the station in advance explaining why he sent the signal and will
also stop any train coming from the station in rear at once.
(ii) The station in advance must adopt the necessary measures to
stop and examine the train, and must also stop any train leaving in
the opposite direction in order to instruct the Loco Pilot /Motorman
to proceed cautiously.
(iii) When it has been certified that the line is free from any obstruction
will advise the Cabin Station Master at other end of the section by
telephone or Control phone and permit the train to proceed as usual.
(E) The Train Divided Signal : [SR 6.08(6)] :

(i) The train divided signal must be sent to the Control Tower in advance
in the event of the Cabin Station Master observing that the train has
become divided and is running in two or more portions. The Cabin
Station Master on duty must also endeavour to stop the rear portion
and attract the attention of the Guard as soon as the first portion of
train as arrived at the Station in advance, the Cabin Station Master
receiving the ‘train divided signal’ must arrange to take the necessary
measures to stop the train and prevent the collision of rear portion
with front portion.
(ii) Should a train become divided in starting and the Loco Pilot/
Motorman run forward with the front portion only, leaving the rear
portion stationary the “stop and examine train” signal must be sent
to the Station in advance and not the “train divided signal”.
(iii) In the event of a Cabin Station Master observed that the train has
become divided, and after ensuring both by visual observation and
the illuminated track circuit diagram, that the rear portion has not
arrived within the area under his control and view, he must invariably
advise that Station in rear of the circumstances on the telephone.
(iv) When it has been ascertained that the line is free from obstruction,
the Cabin Station Master will advise the Station at the other end of
the section and shall permits the train to proceed as usual.
9.11 LOCO PILOT TO REPORT FAILURES.—

(1) When a Loco Pilot has to pass an Automatic Stop signal at
‘ON’ he shall stop his train at the next reporting station or
cabin as prescribed by special instructions and report
particulars of Automatic Stop signals passed at ‘ON’ by him.
(2) The Station Master or person in charge of the reporting station
or cabin shall promptly report the fact to the signal and
operating officials concerned.
SR9.11(1)(A) For the purpose of this Rule, the following stations are reporting
stations for EMU trains only: -
Churchgate, Bandra, Andheri, Borivali and Virar
Mumbai Central, Dadar, Goregaon, Malad , Bhyander Vasai ….
For terminating trains only
(B) For trains other than EMUs, the Loco Pilots shall report the fact at
the first halt and also mention the same on combined train ticket.
(C) Whenever any unusual occurrence in the running of train is noticed
by Loco Pilot/Motorman, he shall report the matter to the Station
Master of the next station immediately and the later shall advise
immediately to the concerned staff and Section Controller. The
Station Master shall investigate the affected portion, P/way Offi-
cials shall attend the affected portion and train movements shall be
carried out according to their instructions.
SR. 9.11 (2) No train will stop out of course for compliance of this rule.
SR. 9.11 (3) Duty of Loco Pilot/Motorman and Guard after passing an Automatic
Signal at ‘ON’:-
At the next Station where his train is scheduled to halt the Loco
Pilot/Motorman shall report the number and description of Automatic
Stop Signal passed in the ‘ON’ position. Particulars of the signals
so reported shall be recorded in the signal failure register maintained
at stations by the Station Master concerned and the Section

Controller informed. S&T Staff shall be advised immediately by
Such signal failure shall also be recorded in the Control Office to
ensure that there is no hold up and failure is promptly attended to.
Whenever any Automatic Signal is passed at ‘ON’ the Guard shall
record in his Train Journal the time of passing the signal at ‘ON’
and the time of passing the next stop signal, these timings shall be
given to control by the Guard at the terminal station. When an
Automatic Signal is being passed at ‘ON’ position, the Motorman/
Loco Pilot and Guard of the train shall be more cautious regarding
speed of the train. In case of EMU train if Guard finds that speed of
train is excess than prescribed speed, he shall warn the Motorman
by prescribed bell code. All such cases of passing the Automatic
Stop Signal at ‘ON’ together with the timings of passing the two
signal shall be recorded in Control Office in Signal Failure Register
and this shall be scrutinised daily by the operating officers to ensure
that the Loco Pilots do not take less than the minimum running
time required for observing the speed restrictions and cautious
driving.
The sectional TI, Section Engineer (Signal) and Loco Inspector /
Motorman Inspector shall carry out occasional joint surprise checks
on the observance of rules particularly relating to passing the
Automatic Signal at ‘ON’.
SR 9.11(4) Procedure during the failure of Starter Indicator:-
During the failure of repeater when ‘OFF’ aspect of the starter signal
cannot be repeated due to failure of Yellow bulb, repeater will exhibit
no light and it will remain blank. In this event Guard of the train
should not detain his train and will take action as per SR 4.35(E).
9.12 PROCEDURE DURING FAILURE OF AUTOMATIC
SIGNALLING.—When a failure of Automatic signalling is likely
to last for some time or cause serious delay, trains shall be
worked from station-to-station over the section or sections
concerned under special instructions.
WHEN THERE IS NO OBSTRUCTION

Rules and regulations for working of trains during failure of the
Automatic Block System [Supplements to G&SR 6.02].
SR 9.12(1) Failure of all signals likely to last for some time and cause serious
delay when means of communication are available;
(A) In the event of failure of all signals occurring in an area consisting of
two or more stations worked under Automatic Block System, the
officials concerned of the signalling department shall take immediate
steps to inform all concerned and the following procedure shall be
adopted for train passing: -
(B) Before any train is allowed to enter the affected section, it shall be
brought to a stand and the Motorman/Loco Pilot and the Guard of
the train advised of the circumstances by the Station Master/
Controller and the Station Master concerned ahead of the affected
section shall also be informed.
(C) The Cabin Station Master on duty at the Station in rear of the affected
section shall obtain ‘Line Clear’ for the train by one of the following
means of communication.
(i) Track Circuits, Axle Counter,
(ii) Inter-Cabin/Station Group Telephone,
(iii) Fixed telephone such as Railway Auto phones and BSNL/MTNL
phones.
(iv) VHF sets
(D) The Station Master on duty at the Station in advance shall not give
such ‘Line Clear’(as per rule (C) above) unless: -
(i) the whole of the last preceding train has arrived;
(ii) the line on which it is intended to receive, the incoming train is
clear at least 180 metres beyond the platform starter or the place
at which the trains usually come to a stand, and
(iii) all points have been correctly set and all facing points locked for
the admission of the train on the said line.
(E) The speed of trains thus passing through a section on ‘Authority to
proceed’ on Form no.T/D 912 as given in Annexure ‘D’ at the end
of this chapter as prescribed in Rule (F) below shall not exceed 25
kmph by day when the view is clear and 10 kmph during night or
view is obstructed, subject to other speed restrictions inforce.
(F) The Station Master shall give the Motorman/Loco Pilot and Guard
of each trains: -
An ‘Authority to proceed’ on prescribed form no. T /D 912 and a
caution order restricting the speed of all trains as per Rule (E) above.
Distinguishing number/numbers of Automatic, Semi-automatic,
Manually operated Stop signals and Gate signal/signals required
to be passed shall also be indicated on this authority, authorising
the Motorman/Loco Pilot to pass it/them. A Caution Order restricting
the speed of all trains as per Rule (E) above, a written memo
containing the names of affected stations and reasons should be
given to Motorman/Loco Pilot and Guard of the train.
(G) Before handing over the ‘Authority to proceed’ all the points over
which the train will pass shall be correctly set and facing points
locked. Whenever any power operated points have to be operated
for diverting trains may be released and operated locally under the
written instructions of the Station Master on duty by the Signal
Maintainer at stations where Signal Maintainer is provided.
(H) When approaching the next nominated Station, the Motorman/Loco
Pilot of the train shall bring his train to a stand outside the first stop
signal and sound one long whistle. The Station Master after satisfying
himself that all is safe to receive train by taking ‘OFF’ signal, if
possible, or, will arrange to depute a Group ‘D’ staff in proper uniform
and issue authority on form no. T /369(A) when signal is failed.
(I) Clearance of the section by each train shall be intimated to the
station in rear under a Private Number.
(J) Train Signal Register shall be brought into use and all entries
regarding train working recorded there in. Controller shall be kept
advised of all train movements taking place in the affected section
if possible.
(K) As soon as the signals are put right by the competent authority,
normal working of trains on Automatic Block System may be
resumed after exchanging message with Private Numbers by the
Station Master on duty concerned, assuring that the section is
clear and last train despatched during the failure has been arrived.
Controller’s permission if possible should be obtained before
resumption of normal working.
(L) All the records in connection with train working on this system
the section must scrutinize them and submit his report to the Sr.
Divisional Operations Manager / Divisional Operations Manager
within 7 days of the resumption of normal working.
SR 9.12(2) Failure of all signals likely to last for some time and cause serious
delay when no means of communication is available: -
(A) In the event of failure of all signals occurring in an area consisting of
two or more stations worked under Automatic Block System and
when trains can not be worked by any of the following means viz.,
(i) Track Circuits, Axle Counter,
(ii) Inter-Cabin/Station Group Telephone,
(iii) Fixed telephone such as Railway Auto phones and BSNL/MTNL
phones.
(iv) VHF sets.
(B) The following procedure shall be adopted for train passing.
(i) The movements of trains on the affected section shall be controlled
by such stations and on such lines as are prescribed by special
instructions.
(ii) All the points over which the train will run within the affected area
shall be correctly set and facing points locked before the movements
of any train is authorised over them. Whenever any power operated
points have to be operated for diverting trains, these may be released
and operated locally under the written instructions of the Station
Master on duty by the Signal Maintainer at stations where Signal
Maintainers are available.
(iii) Before any train is allowed to leave the station as prescribed in
Rule (B)(i) above, it shall be brought to a stand and the Loco Pilot/
Motorman and Guard of the train shall be advised in written of the
circumstances by the Station Master.
(iv) The Station Master shall give the Motorman/Loco Pilot of each
train: -
(a) An ‘Authority to proceed without line clear’ on the prescribed form
no. T/B 912 as given in Annexure ‘B’ at the end of this Chapter ).
The record copy shall be retained by Station Master.
(b) A Caution Order restricting the speed of 25 kmph over the straight
with clear view and to 8 kmph when approaching or passing any
portion of the line where the view ahead is not clear due to curve,
obstruction, rain, fog or any other cause subject to the observance
of other speed restrictions imposed and speed over facing points
being restricted to 15 kmph.

(c) An authority on the prescribed form no.T/A 912 as given in Annexure
‘A’ at the end of this Chapter authorising the Motorman/Loco Pilot
to pass the Automatic, Semi-automatic and Manually operated
signals intervening the two nominated stations at ‘ON’. On being
signalled past by a Pointsman or any other Railway Servant in
uniform deputed for the purpose and the Gate signals cautiously
upto the Level Crossing where he must ascertain that the Gates
are locked and hand signals are displayed by the Gateman before
he proceeds further. The individual distinguishing number/numbers
of each Automatic, Semi-automatic, Manually operated and Gate
signals shall be indicated on this authority.
(d) A written memo containing names of affected stations and reasons
along with form no. T/A 912 (Annexure ‘A’) shall be given to the
Guards of each train.
(e) No train shall be allowed to enter an affected section until there is a
clear interval of 15 minutes between the train about to leave and the
train which has immediately preceded unless a shorter interval has
been prescribed under special instructions.
(f)(aa) In the event of a Motorman/Loco Pilot approaching or passing any
portion of a line where view ahead is not clear, the Assistant Loco
Pilot or the Guard with hand signals must be sent in advance to
guide the further movements of the train. A sharp look out ahead
should be kept and the engine whistle freely used. Further, before
entering a section where there are tunnels, the Loco Pilot shall
light the buffer lamps and the electric head lights.
(bb) A tunnel shall be entered only after it has been ascertained that it is
clear. If there is any doubt on this point, the train shall be pilotted
by a Railway employee equipped with hand signals and detonators.
(g) The Guard shall keep a sharp look out in the rear and be prepared
to exhibit a danger signal to prevent the approach of a train from the
rear and to protect it if necessary as per extant rules. Before entering
a section where there are tunnels, he shall also light the side and
tail lamp/flasher light on EMUs.
(h) When approaching the next station nominated under the special
instructions mentioned herein above, the Motorman/ Loco Pilot shall
bring his train to a stop outside the first stop signal and sound one
long whistle. The Station Master on duty after satisfying himself
that all points have been correctly set and facing points locked,
shall arrange for a competent railway servant in uniform, to pilot the
train from this signal, who shall obey hand signals if any relayed
from the station platform. Manual, semi-automatic signal, if any,
will, however, be passed on the written authority on the prescribed
form to be issued by the Station Master.
(i) The Motorman/Loco Pilot of all trains shall make over the ‘Authority
to proceed without line clear’ to the Station Master of the nominated
at the end of the section. These shall be kept by the Station Master
on duty in his personal custody for inspection of the Sectional Traffic
Inspector, who shall prepare a report on the working of trains and
shall forward the same along with report to the Sr. Divisional
Operations Manager / Divisional Operations Manager within 7 days
of resumption of communication.
(j) A record of trains passed over to affected section on ‘Authority to

proceed without line clear’ during the course of total interruption of
communication shall be maintained in the Train Signal Book to be
opened at all the specially nominated stations under special
instructions mentioned herein above.
(k) Trains must continue to work on this system until the signals are
put right or any one of the means of communication is restored by
the competent authority.
(l) As soon as the signals are put right, normal working of trains shall
be resumed, but where signals continue to remain in-operative and
any of the means of communication is restored, the Station Master
shall immediately send a message to the Station Master at other
end of the affected section on form no.T/I 602 annexed at the end
of Chapter VI as Annexure I.
(m) Line Clear shall not be obtained or given by any means of

communication which has been restored until both the Station
Masters are satisfied that all trains and engine etc., despatched
from their station have arrived complete at the other station. When
the train referred to Rule (B)(i) above arrived complete at the Station,
their number and arrival time will be communicated to the other
Station Master concerned under exchange of Private Numbers.
Thereafter, an intimation about this shall be given to the Section
Controller, if possible.
WHEN THERE IS AN OBSTRUCTION
SR 9.12(3) Rules and Regulations for working of trains under the Automatic
Block System during obstruction of one or more lines when signals
are operative and communication are available. [Supplements to
G&SR 6.02]
In the event of obstruction of one or more lines in an area consisting

of two or more stations worked under the Automatic Block System
when signals are operative and communications are available, the
following procedure shall be adopted: -
(A) On the double line section when one line is obstructed:
(i) When it is desired to introduce temporary Single Line Working on

Double Line on Electric communication, the Station Master at one
end of the affected section shall on receipt of reliable information in
writing that one line is clear, take steps to introduce temporary
Single Line Working on that line in consultation with the Section
Controller and the Station Master of the station at the other end of
the section after the approval & notification of nominated stations of
both ends of the section by Divisional Railway Manager (Operations)
of the Division.
(ii) If there is reason to suspect that the line over which temporary
single line working is to be introduced is also fouled or damaged,
temporary single line working shall not be introduced until a
responsible Engineering Official not below the rank of an Inspector

has inspected the section and certified that the line is safe for
passage of train.
(iii) Single Line Working shall be introduced between the nearest stations
provided with Cross-over between Up and Down lines on either side
of obstructions, nomination of stations at both the ends of such
stations shall be done by Divisional Railway Manager (Operations)of
the division as mentioned in rule (A) (i) above.
(iv) All trains running in the wrong direction shall be worked in

accordance with the rules for the use of Electric Communication
Instruments on Single Line. ‘Line Clear’ shall be obtained on the
Inter Cabin/Station Group Telephone/Control Telephone/Fixed
telephone such as Railway Auto phone and BSNL/MTNL phones/
VHF set as the case may be. ‘Line Clear’ shall not be given unless
the line on which the train is to be received is clear at least 180
metres beyond the point opposite the first stop signal pertaining to
the correct line or the last stop signal pertaining to the wrong direction
or any Shunt signal protecting the outer most Cross-over from the
train will be worked on normal line. Line Clear shall neither be
asked for nor given unless the two Station Masters have assured
under exchange of Private Numbers that all the trains running in the
right direction have already arrived complete at the station in advance.
Except for each first train running in the right direction for which the
procedure laid down for the trains running in the wrong direction
shall be followed. Subsequent trains running in the right direction
may be allowed to follow each other on Automatic Signals indications
provided the station in rear has intimated the station in advance of
the fact that he is permitted particular train/trains to follow and has
ascertained the latter’s readiness to receive it/them. Private
Numbers shall be exchanged for this transaction.
(v) Train Signal Register shall be introduced at the station on the affected
section.
(vi) Loco Pilot/Motorman of all trains on the affected area must be so

advised in the writing by the station immediately in rear of the
affected section on which temporary single line working has been
introduced. A written authority on form T/C 1425 or T/D 1425 as the
case may be should also be given to the Loco Pilot/Motormen of
the trains running in the right direction to pass the last stop signal
at ‘ON’. The Loco Pilot/Motorman of the trains running in wrong
direction shall be given the prescribed line clear ticket before entering
the affected section.
Note: A written memo with full details regarding introduction of Single
Line Working shall be given to the Guard of each train working in
Single Line along with Caution Order.
(vii) If there are stations, between above two stations at either end of
affected portion, shall be treated as closed, from operational point
of view.
(viii) All the points over which the train will run within the affected area
shall be correctly set and facing points locked before the movements
of any train is authorised over them. Whenever any power operated
points have to be operated for diverting train, this may be released

Master on duty by Signal Maintainer at station where Signal
Maintainer is available.
(ix) After ascertaining that one of the lines is clear for the passage of
traffic, the Station Master proposing Single Line Working shall issue
a message under exchange of Private Numbers containing the
following information to the Station Master at the other end of the
affected section.
(a) Cause of introduction of Single Line Working;
(b) The line by which Single Line Working is proposed;
(c) The source of information that the said line is clear;
(d) Place of obstruction;
(e) Restriction of speeds if any, on the line;
(f) The number and timing of the last train which arrived/left this
nominated station.
(x) On receipt of acknowledgement from the Station Master at the
other end confirmed by a Private Number Single Line Working may
be introduced. ‘Line Clear’ shall be obtained on following means of
Electrical Communications: -
(a) Inter-Cabin/Station Group Telephone,
(b) Control Telephone,
(c) Fixed telephone such as Railway Auto phone and BSNL/MTNL
phones.
(d) VHF sets, as the case may be, and trains run on the procedure set
out above.
(xi)(a) A Caution Order shall also be handed over to the Loco Pilot/
Motorman of each train on which shall be clearly stated: -
(aa) the line on which the train is to run;
(bb) the kilometres between which the obstruction exists;
(cc) any restriction of speed which may have been imposed, and
(dd) the instructions that Automatic Signals in the wrong direction should
be considered as out of use even though they may be showing
‘proceed’ or ‘caution aspect’.
(b) For train running in wrong direction, an authority on the prescribed
form no.T/A 912(Annexure A) authorising the Motorman/Loco Pilot
to pass the intervening non-governing (i.e., relating to the opposite
direction) semi-automatic and manually operated signals on being
hand signalled past by a Pointsman or any other Railway Servant
in uniform deputed for this purpose and the Gate signals cautiously
upto the Level Crossing where he must ascertain the Level Crossing
Gate is locked and hand signals are displayed by the Gateman
before proceeding further. The Loco Pilot should switch ‘ON’ the
flasher light of the train engine while running on the wrong line. He
must also ascertain that the points of the outlying siding if any, are
correctly set and locked before passing over them. In such cases,
the hand signal shall be displayed at such points/Gates instead of
at the signals. The individual distinguishing number including number

of each Automatic, Semi-Automatic, Manually operated and Gate
Signal/s shall be indicated on this authority.
(xii) An endorsement shall also be made on the Caution Order given to
the Loco Pilot/Motorman of the first train introducing temporary single
line working in the wrong direction to stop and inform all Gatemen
and Gangmen on the way about the introduction of temporary single
line working. The line on which the trains shall run also be specified.
(xiii) The speed of all trains running in the wrong direction and first train
running in right direction shall not exceed 25 kmph when view ahead is
clear and 10 kmph when approaching or passing any position of the
line where the view ahead is not clear due to curve, obstruction, rain,
fog or any other cause subject to observance of other speed restriction
imposed. Speed over facing point will be restricted to 15 kmph.
(xiv) When approaching the next station nominated under special
instructions under Rule (A)(iii), the Loco Pilot/Motorman of the train
running in the right direction shall bring his train to a stand opposite
the first stop signal pertaining to the correct line or the last stop
signal pertaining to the wrong line or any other place before
concerned Cross-over specified in authority when train is running
on wrong line and sound one long whistle The Station Master at
receiving end shall satisfy himself that all points are correctly set
and facing points is locked for reception of train on nominated line
shall arrange to depute a Group ‘D’ employee in uniform at the
mominated place and show necessary hand signals to the Loco
Pilot/Motorman of the train then pilot the train from this signal.
Manual, Semi-Automatic signals if any shall however, be passed
on a written authority on the prescribed form no. T/369(A) to be
issued by the Station Master. If approach signals of receiving end
station are in working condition, then train running on right direction
shall be received on signal.
(xv) Before allowing the Loco Pilot/Motorman of the train into affected
section, Station Master on duty at rear end shall issue following
documents to the Motorman/Loco Pilot of the train: -
(a) If train is running on right direction:
(aa) Written authority on prescribed form T/369(A) to pass last stop
signal in ‘ON’ aspect and form no. T/A 912 (Annexure A) to first
train only.
(bb) Caution Order with full details as given in Rule (xi) (a) above,
(cc) Memo with cause of introduction of Single Line,
(dd) Paper Line Clear Ticket on form No. T/C1425 or T/D 1425 as the
case may be.
(ee) T/369(A), Caution Order and memo is to be given to the subsequent
train running in right direction.
(b) If train is running in wrong direction:
(aa) Caution Order with full particulars as prescribed in Rule (xi) (a)
above,
(bb) Form no. T/A 912 (Annexure ‘A’) authorising to the Motorman/Loco
Pilot of the train to pass all Governing/ Non-governing signals. The
individual distinguishing number including number of each

Automatic, Semi-Automatic, Manually operated, Gate signal/s shall
be indicated in this authority. It should also be specified in the
authority that Loco Pilot/Motorman shall stop his train at the place
while reaching station in advance including Platform Starter Signal
of the line from which the train is piloted to wrong line.
(cc) Paper Line Clear Ticket on form No. T/C1425 or T/D 1425 as the
case may be..
(dd) Train shall be pilotted out of the station by the Group ‘D’ staff after
all the facing points have been correctly set and locked over which
the train will pass.
(xvi) Resumption of normal working:
(a) On receipt of written certificate from a responsible engineering official
that the obstruction on affected line is removed and obstructed track
is free for passage of trains, the Station Master will issue a message
to other Station or Stations as the case may be under exchange of
Private Numbers and decide in consultation with Section Controller
the train after the passage of which the normal working has to be
introduced, and it is also ensured that last train despatched on
Single Line is completely arrived at Station in advance.
(b) An entry shall also be made in Train Signal Register of all Stations
concerned showing the time Double Line Working was suspended,
time Single Line Working was introduced and the time normal
working was resumed.
(xvii) All the records in connection with the temporary single line working
the section must scrutinize them and submit his report to the
Divisional Operations Manager within 7 days of the resumption of
normal working.
(B) On a Quadruple line section.
(i) If one line or two lines (one up and one down) are obstructed.
(a) Trains will continue to run on the unobstructed lines under normal
system of working and will be diverted on to their proper lines where
possible.
(b) Suburban trains running on through lines shall stop only at those
stations having platform on that line. When stoppage of train at a
station where it is scheduled to stop is eliminated on this account,
passengers shall be suitably notified through public address system
or other means at convenient stations.
(ii) If both the local lines or both the through lines are obstructed: -
(a) On both the local line: -
On the local line the trains will continue to run in the right direction,
under the normal system of working.
(b) On the through line:
(aa) The movement of trains on the effected section shall be controlled
by the nearest station provided with crossover between unobstructed
lines.
(bb) All the facing points on the line on which the train will run shall be
clamped and locked for the movement of train on that line and an
assurance to this effect shall be obtained on the telephone from the
Station Master of the affected section, under exchange of private
numbers.
(cc) Trains shall be allowed to follow one another at intervals of 15 minutes
or at such intervals as may be prescribed by special instructions.
(dd) Trains shall run on ‘Authority to proceed without Line Clear’ on form
no. T/B 912 (Annexure ‘B’) applicable upto the terminal station at
the other end of the affected section (to avoid stoppage of trains
running on through lines at the station not provided with platforms
on through line).
In order to ensure that a minimum time interval of 15 minutes is
kept between two consecutive following trains the Divisional Railway
Manager (Operations) shall prescribe the stations in between the
affected section from where a written authority shall be given to the
Loco Pilot/Motorman of the train authorising him to leave the station.
This authority shall be in addition to the ‘Authority to proceed without
Line Clear’ already issued and shall not be given to the Loco Pilot/
Motorman by the Station Master on duty concerned unless he has
satisfied himself, that at least 15 minutes have elapsed since the
departure of the last preceding train.
Suburban trains shall stop only at those stations having platform
on the through line. Where stoppage of a train at stations where it
is scheduled to stop is eliminated on this account, passengers
shall be suitably notified through public addressing system or other
means at convenient stations.
(ee) Trains shall run at a speed not exceeding 25 kmph when the view is
clear and 10 kmph when approaching or passing any portion of the
line where the view ahead is not clear due to curve, obstruction,
rain, fog or any other cause subject to observance of other speed
restriction imposed. Speed over facing points will be restricted to
15 kmph.
(ff) All movements on the through line other than the normal complement
of passenger and scheduled through goods trains such as, running
of light engine from and to shed, shunting goods train etc., shall be
suspended. The running of normal trains on the through line shall
be controlled by hand signals.
(iii) If three lines are obstructed:
Train will be worked on the unobstructed line in accordance with
rules prescribed in SR 9.12 (3) (A).
(C) On hexaple section:
(i) If one line or two lines or three lines or four lines (two up and two
down) are obstructed:
Train will be worked on the unobstructed lines in accordance with
rules prescribed in SR 9.12 (3) (B) (i).
(ii) If all the up lines or all down lines are obstructed:
Trains will be worked accordance the rules prescribed in SR 9.12
(3) (B)(ii).
(iii) If five lines are obstructed:

Trains will be worked accordance the rules prescribed in SR 9.12
(3) (A).
(D) Resumption of normal working:
(i) On receipt of a written certificate from a responsible engineering
officials that the obstructed track/tracks is/are free for passage of
trains, the Station Master on duty will issue a message to either
station or stations as the case may be, under exchange of Private
Numbers and decide in consultation with section controller, the train
after the passage of which the normal working has to be introduced.
(ii) An entry shall also be made in Train Signal Register of all stations
concerned showing the time when normal working was suspended
and the time when normal working was introduced.
(iii) All the records in connection with train working under this system
the section must scrutinise them and submit his report to the
Divisional Operations Manager within 7 days of the resumption of
normal working.
SR 9.12 (4) Rules and regulations for working of trains under the Automatic
Block System during obstruction of one or more lines when no
communication is available and signals have also failed:
The following procedure shall be adopted for train passing.
(A) On a double line section when one line is obstructed:
(i) In the event of total interruption of communication occurring on a
section worked under Automatic Block System and when trains
cannot be worked by any one of the following means viz.,
(a) Track Circuits, Axle Counter,
(b) Inter-Cabin/Station Group Telephone,
(c) Fixed telephone such as Railway Auto phones and BSNL/MTNL
phones.
(d) VHF sets.
(ii) The movements of trains on the affected section shall be controlled
by such stations and on such lines as are prescribed by special
instructions.[see SR 9.12 (3)(A)(i)].
‘Train movements in such circumstances shall be done at either
end of station situated at both end of affected area and Cross-over
is provided between Up and Down line at both stations’. Before
allowing any train to leave the first controlling station to enter the
affected area, it shall be brought to a stand and the Loco Pilot/
Motorman and Guard of the train shall be advised of the
circumstances by the Station Master.
(iii) The Station Master shall satisfy himself that the Guard and Loco
Pilot/Motorman thoroughly understand the Rules under which the
trains are to be run during total failure of communications on Single
Line. He will also obtain the signature of the Loco Pilot/Motorman
and Guard on form T/B 912 (Annexure ‘B’) of ‘Authority to Proceed
Without Line Clear’.
(iv) Whenever an accident to a train or track or other obstruction,

precludes the use of one line on a Double line section during total
interruption of communications, Single Line working shall be
introduced only after responsible official of the Engineering
Department not below the rank of Inspector has certified that other
line on which Single Line is to be introduced is free and safe for
passage of trains.
Such Engineering official shall give the certificate only to Station
Master of the Station at that end of the affected section for which
the un-obstructed line shall be the right line for despatching trains.
On receipt of this certificate, the Station Master will open
communication by Light Engine/Train Engine/motor trolley or tower
wagon/Empty train to be sent on the un-obstructed line. In case a
train consisting EMU stock/diesel car has to be sent to open
communications, all passengers must be detrained before the train
is despatched. The relevant provisions of the unified Rules for Single
Line Working on Double Line during total failure of communication
shall be adhered to.
(v) Loco Pilot/Motorman of all trains approaching the affected area must
be advised in writing by the first controlling station prescribed under
Rule (ii) above about the stations between which and the line on
which temporary single line working has been introduced. In
addition, the Loco Pilot/Motorman of trains which will run on the
right line on temporary single line shall stop at the station immediately
in rear of the affected section and proceed further only on receipt of
the prescribed authority to proceed.
(vi) The Station Master will hand over to the Loco Pilot/Motorman for
opening the communication the following documents: -
(a) An authority to proceed without line clear on prescribed form no. T/
B 912 (Annexure ‘B’);
(b) A Caution Order restricting the speed to 25 kmph over the straight
with clear view and to 10 kmph when approaching or passing any
portion of the line where the view ahead is not clear due to curve,
obstruction, rain, fog or any other cause subject to observance of
other speed restrictions imposed and speed over facing points being
restricted to 15 kmph.
The Caution Order shall contain:-
(aa) the line on which the train or light engine is to run;
(bb) the kilometres between which the obstruction exists.
(c) An authority on the prescribed form no.T/A 912 (Annexure ‘A’)
authorising the Loco Pilot/Motorman to pass the Automatic Signals
intervening the two nominated stations at ‘ON’, the Semi-Automatic
Signals and Manually operated signals on being signalled past
by a Pointsman or any other group ‘D’ Railway Servant in uniform
deputed for the purpose and Gate signals cautiously upto the Level
Crossing where he must ascertain that gates are locked and the
hand signals are displayed by the Gateman before he proceeds
further. The individual distinguishing number/numbers of each
Automatic, Semi-Automatic, Manually operated and Gate signals
shall be indicated on this authority.
(d) A conditional line clear message on form no. T/F602 (Refer Annexure
F at the end of Chapter VI) for a train to enter the affected section
from the other end.
The particulars of the engine either returning light or attached to
another engine / Tower Wagon / Diesel car / rail motor car / EMU
rake/motor trolley or trolley or cycle trolley or moped trolley running
by itself or loaded in train as may be applicable shall be correctly
filled in while preparing the message.
(e) A Line Clear enquiry message addressed to the Station Master of
the nominated station in advance seeking the line clear for the next
train to proceed to his station.
(f) The Line Clear enquiry message shall be given on form No.
T/E 602 (Refer Annexure E at the end of Chapter VI).
(vii) An endorsement shall also be made on the Caution Order given to
the Loco Pilot/Motorman of the first train to stop and inform all
Gateman and Gangmen on the way about the introduction of
temporary single line working. The line on which the train will run
shall also be specified.
(viii) All points over which the train will run within the affected area shall
be correctly set and facing points locked before the movements of
any train is authorised over them. Whenever any power operated
points have to be operated for diverting trains, these may be released
Master on duty by the Signal Maintainer at Stations where Signal
Maintainer is available.
(ix)(a) After sending forward a train Engine/ Empty Train/Light Engine/
Motor Trolley/ Tower Wagon with enquiry and Line Clear
messages, no other train or engine shall on any account be allowed
to leave in the same direction until the return of that Engine / Empty
EMU / Motor Trolley / Tower Wagon.
(b) No obstruction of the line beyond outermost facing point at the
station shall be allowed until the return of that Engine/Empty EMU/
Motor Trolley/Tower Wagon.
(x) The Loco Pilot/Motorman of such an engine/empty EMU train/Motor
trolley /Tower Wagon proceeding to open communications shall
proceed at a speed not exceeding 25 kilometres per hour over the
straight and with a clear view and 10 kilometres per hour when
approaching or passing any portion of the line by night or when the
view ‘ahead is not clear making free use of engine whistle.
In thick or foggy weather the Loco Pilot/ Motorman should proceed
at a walking speed whistling repeatedly, piloted by two men on foot
at an adequate distance, one displaying a Red light and the other
carrying Fog signals ready for immediate use. One of these men
will be provided by the Station Master from his class ‘D’ staff and
the other by the Loco Pilot from the member of his crew. Both
these men will have their duties clearly explained to them by the
Station Master who would satisfy himself that they thoroughly
understand the same in the presence of the Loco Pilot.
(xi) In the event of an engine or Tower Wagon or Motor Trolly or Empty
train meeting any other engine, Tower Wagon etc. sent from the
other end, in the section, the two Loco Pilot shall, taking into
consideration the importance of the train waiting, the distance from
the nearest station, gradients to be encountered, the presence of
catch sidings etc. decide which engine/unit etc. should push so as
to allow the other to go through.
(xii) On the arrival of the Light Engine etc. at the next station nominated
under special instructions under rule above, the Loco Pilot/Motorman
shall hand over the conditional Line Clear and Line Enquiry
messages to the Station Master who shall record it in the Line
clear message book.
(xiii) The Station Master on duty at next station, on receiving the authority
of the Conditional Line Clear message shall despatch the waiting
train attached to Light Engine or Light Engine back from his station.
The Loco Pilot/Motorman shall be given the following documents: -
(a) Conditional Line Clear Ticket on form no.T/G 602 for Up or
T/H 602 for Down (Refer Annexure G & H respectively at the end
of Chapter VI)
(b) Conditional Line Clear reply Message on form No. T/F 602 for a
train to leave from the station waiting at the other end of the affected
section.
(c) A Caution Order on which shall be clearly stated: -
(aa) The Line on which the train is to run.
(bb) The kilometres on which the obstruction exists.
(cc) Any temporary restriction of speed, which may have been imposed.
(d) A Line Clear enquiry message addressed to the Station Master of
the nominated Station in advance seeking Line Clear for the next
train to proceed to his station after the arrival of train from other
side.
(e) Written Authority on Form no. T/A 912 (Annexure ‘A’) for passing
intervening signals.
(xiv) When approaching the next station, the Loco Pilot/Motorman shall
bring his train to a stand outside the first stop signal pertaining to
the correct line or opposite the last stop signal pertaining to the
wrong line on which he is running, whichever he comes across first,
and sound one long whistle.
The Station Master, after satisfying himself that all points have been
correctly set and facing points locked, shall arrange for a man in
uniform to pilot the train from the signal, who shall obey hand signals
if any relayed from the station platform. Manual, semi-automatic
signals if any shall, however be passed on a written authority on
the prescribed form T/369(A) to be issued by the Station Master.
(xv) On arrival at the station, the Loco Pilot/Motorman shall hand over
the Line Clear Reply message to the Station Master who shall
record it in the Line Clear Message Book and on its authority issue:
For the waiting train:-
(a) Conditional Line Clear Ticket
(b) Caution Order
(c) T/A 912 (Annexure A)

(d) T/369(A) for last Stop Signal
For the subsequent train:-
(a) Conditional Line Clear Ticket
(b) Caution Order
(c) T/369(A)
(xvi) The speed of all trains passing over the temporary single line shall
be restricted to 25 KMPH subject to observance of other speed
restrictions imposed and speed over facing points being restricted
to 15 KMPH
(xvii) If there be an even flow of trains in both directions, enquiry and Line
Clear Message for each succeeding train may be sent with the
Loco Pilot of the preceding train.
(xviii) The arrival and departure time of all trains must be carefully recorded
in-
(a) Line Clear Enquiry and Reply Book.
(b) Record copy of the ‘Authority To proceed Without Line Clear’ (this
applies to the first train only and,)
(c) Train Signal Register Book.
(xix) If the Station Master at one end has more than one trains to
despatch in the same direction before another train is normally
expected from the opposite direction, he shall mention in the Line
Clear Enquiry message the number of trains he wants to send and
also state therein that the latter trains will be despatched at intervals
of 15 minutes or full running time whichever is more.
After the receipt of the Line Clear for the required number of trains
the Station Master while despatching the first train shall endorse
on the Line Clear Ticket that a particular train (giving its number
and description in full) shall follow at a specified interval. While
adopting this procedure the Guard and the Loco Pilot/Motorman
shall be instructed to keep a sharp lookout and be prepared to stop
short of any obstruction and if the view is restricted because of fog,
curve or any other reason, speed shall not exceed 10 kilometres
per hour.
(xx) Resumption of normal working: -
The normal working shall not be resumed unless: -
(a) The Station Master has received a written certificate from the
responsible Engineering official that the obstructed track is free for
passage of trains.
(b) Either the signals are put right or any one of the means of
communications as listed herein above in rule SR 9.12(4)(A)(i) is
restored by the competent authority.
Note:-(i) In case when obstruction is removed and signals continue to remain
inoperative and none of the means of communication is available,
the trains will be worked in accordance with the Instructions

prescribed in SR 9.12 (2) above
(ii) In case where either signals are put right or any of the means of
communication is available, but the obstruction continues, the
Instructions as prescribed in SR 9.12 (3) (A) shall be observed.
(iii) An entry shall also be made in the Train Signal Register/Charge
Book of all the stations concerned showing the time when normal
working was suspended and the time when normal working was
resumed.
(xxi) All the records in connection with the train working under this system
shall be retained at the station and Transportation Inspector of the
section must scrutinise them and submit his report to the Divisional
Operations Manager within 7 days of the resumption of the normal
working.
(B) Working of trains when line/s is/are obstructed on a quadruple
section:
(i) When one line or two lines (one up and one down are obstructed)
The trains shall continue to work on proper unobstructed line/lines
as in the case of ‘TOTAL INTERRUPTION’ under rules prescribed
in SR 9.12(2).
(ii) When both up or both down lines are obstructed.
On local line, trains shall continue to run on unobstructed line/lines
as in the case of ‘TOTAL INTERRUPTION’ vide rule prescribed in
SR 9.12(2).
(iii) On the wrong line (through line)
(a) The movement of trains shall be controlled by the nearest stations
provided with crossovers between unobstructed Up and Down line.
(b) A train shall not be started in the wrong direction until the affected
section is clear of all trains running in the right direction on that line
which shall be ascertained from station at the other end of affected
area.
(c) All points are correctly set and all facing points on the line on
which the trains will run shall be clamped and locked for the
movement of the train on that line.
(d) To ensure that all trains running on the through line in the right
direction have arrived and that all facing points on the line on which
the trains will run have been clamped and locked for the movement
of trains on that line, the following procedure should be observed: -
(aa)The Station Master of the station at which the trains are running in
the proper direction shall, on receipt of the information that the
tracks are obstructed, prepare a memo by carbon process for the
Station Master at the other end of the affected section (say station
‘A’) and also for the Station Master of all intermediate stations. The
memo shall be to the effect that the train is the last one running on
the proper line and that after its complete arrival at station ‘A’ the
Station Master of that station shall be authorised to despatch trains
in the wrong direction on the through line. Requisite number of copies
shall be handed over to the Guard of the train and his
acknowledgement obtained. The Guard shall deliver a copy each of
the memo to the Station Master of intermediate stations and station
‘A’ and obtain their acknowledgements on receipt of the memo the

Station Master of the intermediate station shall clamp and padlock
all facing points for the movement of trains on that line. The contents
of the memo shall be advised to the Loco Pilot/Motorman also.
(bb) The Station Master shall hand over to the Loco Pilot/Motorman the
following documents: -
(AA) An authority to proceed without line clear on prescribed form no. T/
B 912 (Annexure ‘B’).
(BB) A caution order restricting the speed to 25 kmph over straight with
clear view and 8 kmph when approaching or passing any portion of
the line where the view ahead is not clear due to curve, obstruction,
rain, fog or any other causes subject to observance of other speed
restrictions imposed and speed over facing points being restricted
to 15 kmph. The Caution Order shall indicate the kilometres between
which the obstruction exists, if known.
(CC) An authority on the prescribed form no.T/A 912 (Annexure ‘A’)
authorising the Loco Pilot/Motorman to pass the Automatic signals
intervening the two nominated stations at ‘ON’, the Semi-Automatic
Signals and Manually operated signals on being signalled past by
Pointsman or any other Group ‘D’ Railway servant in uniform deputed
for the purpose, and the gate signals cautiously upto the Level
Crossing where he must ascertain that the gates are locked and
the hand signals are displayed by the Gateman before he proceeds
further. The individual distinguishing number/numbers of each
automatic, semi-automatic, manually operated and gate signal/
signals shall be indicated on this authority.
(DD)On arrival of the complete train at station ‘A’ the Loco Pilot/Motorman
shall hand over the authority to proceed without line clear and other
documents to the Station Master. The Guard shall also hand over
the memo to the Station Master who shall record it in the Train
Signal Register/Charge book. On receipt of the memo, the Station
Master of station ‘A’ shall despatch the train waiting at his station
and the flow in the wrong direction on through line will thus be
established. The first train travelling on the wrong line will carry an
Engineering Official who shall ensure that the facing points on which
the train will run are properly clamped and locked for the movements
of trains on that line. For this purpose, the first train shall stop
short of all the facing points concerned and shall also stop at all the
intermediate stations where platform is available.
(e) Trains will be allowed to follow one another at intervals of 15 minutes
or at such intervals as may be prescribed by special instructions.
(f) Trains shall run on ‘Authority to proceed without line clear’ applicable
upto the terminal station at the other end of the affected section (to
avoid stoppage of trains running on through line at the stations not
provided with platform on through lines) and suburban train (EMU trains)
shall stop only at those stations having platform on the through line,
where stoppage of a train at stations where it is scheduled to stop is
eliminated on this account, passengers shall be notified through Public
addressing System or other means at convenient stations.
(g) Trains shall run at a speed not exceeding 25 kmph when the view
ahead is clear and 8 kmph when the view is not clear subject to
other speed restrictions in force. Speed over facing points will be
restricted to 15 kmph.
(h) All movements on the through line other than the normal complement
of passenger and scheduled through goods trains such as running
of light engine from and to shed, shunting goods train etc., shall be
suspended. The running of normal trains on the through line shall
be controlled by hand signals.
(iv) When three lines are obstructed:
The procedure laid down in SR 9.12(4)(A) shall be followed.
(C) On the hexaple section:

(i) If one or two or three or four lines are obstructed (two Up and two
Down):
In such cases, the trains shall continue to run on their proper un-
obstructed line as in the case of ‘total interruption’ rules prescribed
in SR 9.12(2)(B)
(ii) When five lines are obstructed:
The procedure laid down in SR 9.12(4)(A)&(B)(iii) shall be followed.
(D) Resumption of normal working:
The normal working shall not be resumed unless:
(i) The Station Master has received a written certificate from a
responsible Engineering Official that the obstructed track/ tracks
is/are free for passage of trains and
(ii) Signals are put right.
Note:- (a) In case when obstruction is removed but signals continue to remain
in-operative and none of the means of communication is available,
the train shall be worked in accordance with the instructions
prescribed under SR 9.12(2).
(b) In case when obstruction is removed but signals continue to be in-
operative and one of the means of communication as listed in SR
9.12(4)(A)(i) is available, the trains shall be worked as per rules
prescribed under SR 9.12(2).
(c) In case where either signals are put right or any one of the means
of communication is available, but the obstruction continues, the
instructions as prescribed in SR 9.12(3)(B) will be observed.
(iii) An entry shall also be made in the Train Signal Register/Charge
Book of all stations concerned showing the time when normal
working was suspended and the time when normal working was
resumed.
(iv) All the records in connection with train working under this system
the section must scrutinize them and submit his report to the Sr.
Divisional Operations Manager / Divisional Operations Manager
within 7 days of the resumption of the normal working.
SR 9.12 (5) Other Incidents
(A) The vehicles running away on wrong line:
(i) Should any vehicles be running away on the wrong line, the Cabin
Station Master must give ‘vehicles running away on wrong line’ signal
to the Cabin towards which the vehicles are running and must
communicate the number and description of the vehicles concerned
particularly as to whether they contained passengers or not. He
will stop any train going in the same direction on the right line. The
Cabin Station Master receiving the above signal must stop any train
entering the section on the line on which vehicles are travelling. He
must also, if the line and cross-over, leading to the right line in the
direction in which vehicles are travelling are clear of obstruction and
if the right line to the station in advance is clear of trains, give the
vehicles running away on right line signal to the Cabin in advance
and divert them on the right line.
(ii) If the line and cross-over in his station is clear, the Cabin Station
Master must take whatever steps he can to deal with run away
vehicles, such as to divert them into a siding, in all cases consulting
the Station Master if there is time.
(iii) When it has been ascertained that the line is free of obstructions
he will advise the Cabin Station Master at the other end of the
section by telephone and permit trains to proceed as usual.
(B) The vehicles running away on right line:
(i) Should any vehicle be running away on the right line, the Cabin
Station Master must give the ‘vehicles running away on right line’
signal to the Station in advance, and must inform on telephone the
number and description of the vehicles concerned particularly as to
whether they contain passengers or not.
He must also stop any following train entering the section. The
Station receiving such signal must acknowledge it, and if the line
through his station is clear of obstruction, and if the line at the
station in advance is clear of trains, he must pass on the ‘vehicles
Running away on the Right line Signal’, to the next station and
allow the vehicles to run through his station, and the same time
warning the station staff and placing detonators on the rail to attract
attention.
(ii) If the line through his station or to the next cabin is not clear of
trains the Cabin Station Master must take whatever steps he can
to deal with the runaway vehicles, such as diverting them into a
siding, in all cases consulting the Station Master if there is time.
(iii) When it has been ascertained that the line is free of obstruction he
will advise the Cabin Station Master at the other end of the section
by telephone and permit trains to proceed as usual,
(C) Failure of signal bell/emergency bell in EMU: -
In case of failure of Signal Bell/Emergency bell on EMU trains, it
shall be reported immediately to the next station and ask for
Examiner at next scheduled halt station. Until signal bell is put
right by Examiner, the Motorman and the Guard of the train shall be
fully responsible for stopping and starting the train at scheduled
halts. Action to be taken by Guard and Motorman while starting the
train from scheduled halt as per SR 4.35 (D).
(D) Over shooting of Platform:
The Loco Pilot/Motorman and Guard of the train shall be fully
responsible to stop his train at nominated stop mark at platform
line. To avoid over shooting of platform following precautions shall
be observed by Guard and Loco Pilot/Motorman of trains: -
Guard of train shall give one beat to the Motorman in advance to
stop so that a warning can be registered in the Motorman’s memory
that he has to stop the train at the next station platform. If there is
no response from the Motorman, Guard must apply his brakes when
a stopping train is approaching the station at too great speed.
In case where a train stops after overshooting the stop mark, even
after using all precautions, following procedure should be adopted
to work the train: -
(i) The cases of train overshooting the Stop Marks where whole train
remains on the platform:
In these cases, the Guard should take extra time sufficient to enable
the passengers to board the train and then start the train. In this
case there is no need to call the Dy. SS, the statement from the
Motorman or measure the distance of overshooting are also not
required. The Guard should report the case at his Headquarter station..
(ii) The cases of train Over Shooting the Stop Marks where the part of
the train has over shooted the platform:
In these cases, the Guard should keep the brakes applied, call the
Dy.SS/Station Master on duty and take the statement of the
Motorman and ensure the safety of the passengers and then start
the train. There is no need to measure the distance of overshooting.
(E) Alarm chain pull by passengers on EMU’s: -
When an Alarm chain is pulled, the Guard in-charge of the train will
put the disc back to its normal position. Following action should be
taken by the Guard and Motorman of train and station staff whenever
there is alarm chain pulling on the suburban train: -
(i) Whenever the Alarm chain is pulled on the suburban EMU train in
between the scheduled halt, the Motorman should reduce the speed
of his train to 20 KMPH till he gets the Guards signal on Bell code
justifying the stoppage of train or otherwise.
(ii) Guard must look out on both sides of the train to ascertain whether
there is any untoward incident such as passenger having fallen
down from the train or any other such serious occurrence like fire
on roof of coach, hot axle etc. which would justify immediate
stoppage of train. In case the Guard notices any of the above, he
should give one beat to the Motorman to stop the train immediately
(except on bridges) and deal with the situation as warranted.
However, if the Guard is fully satisfied that there is no untoward
happening, he should give two beats to the Motorman to resume
normal speed and the train should be brought to a halt: -
(a) At next available platform in case of 9 coach train.
(b) At the next scheduled halt of the train in case of a 12 coach train in
all cases irrespective of the compartment from which the chain has
been pulled.
(aa) On the Alarm chain being pulled the Motorman and the Guard will
sound the Hooter continuously in short blasts to bring the attention
SR 9.12 (6) Operation of trains hauled by Electric/Diesel Locomotive during

the Flooding of tracks:
Water Level EMU Trains Speed Limits

Electric loco Diesel loco
Upto or Normal speed Normal Normal speed
below rail leve Speed
Upto 75mm 25 Kmph 15Kmph Not exceeding
(3”) above 8Kmph
rail level
Above 75 mm 8 Kmph Not toexceed Not to exceed
(3”) to 100mm 8 Kmph without 8Kmph
(4”) above rail causing
top level turbulence
More than Not to move. EMU rakes Not to run on Whenever there is
100mm(4”) not to be removed on their own power possibility of water level
above rail own power if water level stranded train rising above permi-
top level exceed 125mm above rail be pulled by a ssible limits 100mm
level. No movement except diesel engine if (4”),all efforts be made
to remove rakes to area of unavoidable to remove the locomo-
safety. tive to safer place.
SR9.12(7)(A) Provision of Track Circuits:
(i) Means the divisions of track into insulated sections. These insulated
sections are fed electrically at one end and track relay connected
at the other end. When a train/vehicle is occupying this portion of
the track, the electric current to the relay is diverted through the
wheel of the train/vehicle and relay de-energised. The track circuits
are provided for indicating the presence of a train or vehicle on the
portion of the line forming the track circuits and also for controlling
signal and points.
(ii) The line is provided with track circuits over the entire length and
may be divided into a series of Automatic signalling section. The
track circuit for the overlap must be separated from the track circuits
for the remaining portion of the each signalling section.
(iii) The track circuits shall also be provided on all passenger running
lines as well as other reception lines between passengers lines
including their connections to the main at all stations including
stations at the either end of the section. There shall be no gap
between the track circuits of the station and track circuits of the
Automatic Section.
(B) Illuminated Track Circuit Diagram.
All Track circuits are marked in different colours and numbered
together with signals and points shown on it and is placed on the
track layout of controlling territory. It is placed in control tower or
hut indicating the area and interlocking under the control of person-
in-charge and may also indicate the track circuit in rear and in
advance. Track circuit indications on panel consist of white and
Red lamps within the track lines. Normally these indications are
not lit. If the Track Circuiting is controlled by Semi Automatic Signal
working as Automatic Signal the white light of all track sections of
that particular route including overlap are lit. Subsequently when

train/vehicle occupies the track section its white light is extinguished
and steady Red lights are lit to indicate the presence of train. Red
light extinguishes and white lights are relit when the train/vehicle
clears the whole track sections if the track circuits controlled by
semi automatic signal working as stop signal.
Normally there is no any indication on control panel, when route is
set and locked white lights of all track sections of that particular
route including overlap are lit. Subsequently when train/ vehicle
occupies the track section its Red lights will appear on the particular
route, which indicate the presence of train. Red light extinguishes
when train/vehicle clears the whole track section. Similarly when it
enters the next track circuited section the Red light representing
that section is in turn illuminated and so on until the whole train or
the vehicle has passed out of that area represented by the track
circuit diagram. Failure of Track circuit is indicated on indication
panel by lighting up of Red light on that particular track section
whether track has been set or not. To prevent suppression of a
track failure indication in case of indication lamp failure, track circuit
strip indications are always formed with two or more indication lamps
in parallel.
(C) Single Stroke Bell:
(i) The single stroke bell is provided in each Control Tower for
exchanging the Bell signals with adjacent Control Tower for train
operation as prescribed in GR 14.05 to Control Tower at either end.
(ii) If single stroke bell fails then such signals shall be transmitted
through inter cabin telephones and if the telephones have also failed,
then they shall be transmitted through control phone. These single
stroke bells are not part of the Automatic Block but are provided for
giving advise and description of train etc. In case of train such as
light engine, Tower wagon, TTM, Goods train, Passenger train not
scheduled in the Working Time Table or train running out of course,
the Station Master in charge of the cabin in addition to giving signal
on the Single Stroke Bell as given in table below should also inform
the station ahead on telephone about the description of the train.
Ref. Indication Code & How Code & How
No. Signalled Acknowledged
1. Goods Train and Ballast Train 00 – 000 00 – 000

Two pause three Two pauseThree
2. Ballast train stopping in section 00 – 0000 00 – 0000
Two pause four Two pause four
3. Light Engine 00 – 00000 00 – 00000
Two pause five Two pause five
4. Tower Wagon and Motor Trolly 00 – 000000 00 – 000000
Two pause six Two pause six
5. Electric Train 00 – 00 – 0 00 – 00 – 0
Two pause two Two pause two
pause one pause one
6. Train Approaching 0 – 00 0-00
One pause two One pause two
(D) Route Indicators:

(i) Directional type route indicator,
(ii) Multilamp or stencil type (Theatre type)
(a) The directional route indicator displays a row of 3 to 5 lunar white
light indicating the direction of turnout with the signal displaying
Yellow aspect. For the straight route the indication will not be lit.
(b) In the Multilamp or stencil type the unit displays numbers
representing the line on to which the train is being received with
signal showing yellow aspect.
Note: - Display of the route indicator alone without the signal aspect does
not constitute a proceed indicator.
(E) Visual Indicators-
(i) The ‘Stop’, ‘Caution’ or ‘Clear’ aspect of a signal is repeated by
visual indicator consisting of a small Electrical Apparatus showing
the indication of ‘RED’ or ‘YELLOW’ or ‘GREEN’ and when
illuminated it proves that the corresponding signal is illuminated to
the same colour.
(ii) Visual indicators are also provided to show the ‘Normal’ (N) and
‘Reverse’ (R) position of all the points laid on or connecting the
track circuited portion. A buzzer which will sound continuously
when the points are not correctly set or fail to respond to the operation
of the Point Levers is also provided.
(iii) Visual Indicators on Level Crossing:-
Visual indicators are also provided at interlocked level crossing gate
for the Gateman to know whether the control controlling the locking of
level crossing gate is given by the control tower to enable the Gateman
to open the level crossing for road traffic and closing of barriers
indications given by Gateman will also appear on Control Panel.
(F) Starter Indicator: [SR 3.16(4)]
Starter indicator may be provided to repeat the aspect of the starter
signal as an aid to the Guard to enable him to know the aspect of
starter. This indicator may be provided at a convenient place. The
starter signal shall exhibit no light when starter is at ‘ON’ and Yellow
light when it is ‘OFF’.
(G) Normal aspect of signal on Single Line Automatic Section: -
(i) Normal aspects of all signals i.e. Semi-automatic signals and
Manual signals in ‘ON’ i.e. RED. These signals can only be operated
when direction of traffic is established, relevant control is obtained
from concerned adjacent cabin.
The normal aspect of all signals on Single line automatic section
are ‘ON’.
(ii) All automatic stop signals either in UP or DOWN direction will
assume ‘OFF’ aspect only after the direction of traffic has been
established and the opposite Auto Stop Signals shall remain in
‘ON’ position. After the direction of traffic is established and relevant
indications appeared as stated in above para, the trains can follow
one another after the relevant despatch signals taken ‘OFF’. It is
not necessary to establish direction of traffic for each and every
train.
SR 9.12 (8) Shunting:

(A) Normally shunting shall be avoided on Suburban Track Avoiding
(STA) Line, however if it becomes absolutely necessary in an
Emergency to perform shunting on STA Line outside Block overlap
from the first stop signals, prior permission from section controller
shall be obtained.
(B) Thereafter, both the Cabin Station Masters on duty in consultation
with section controller, controlling Cabin Assistant Station Master
on duty will establish direction of traffic from station where shunting
is to be performed towards station in advance under exchange of
private numbers stating the duration of blocking period provided
entire section between two adjacent block stations is clear of all
trains/vehicles.
(C) Departure and first stop signal shall not be taken ‘OFF’, Station
Master on duty will issue written authority T 806 to the Loco Pilot/
Guard/shunting staff authorising departure signal number and first
stop signal number to be passed in ‘ON’ position observing hand
signals exhibited during shunting operations. Hand signals shall
not be exhibited without ensuring correct setting of points and that
conditions for taking off the signals has been fulfilled.
(D) After bringing the complete shunt movement inside Block Overlap
from first stop signal, T 806 shall be withdrawn by Cabin Assistant
Station Master on duty for cancellation and record. Thereafter Cabin
Station Master on duty will advise the Cabin Station Master on
duty of the Station in advance under exchange of private numbers
about completion of shunting movement and clearance of section.
After this direction of traffic established can be cancelled if required.
SR 9.12 (9) Working of Tower Wagon:
(A) 4 Wheeled Tower Wagon:-
Tower Wagon being a light vehicle sometimes fails to shunt the
track circuits, and it is likely that it may give a misleading indication
on the track circuit diagram. Therefore, when a tower wagon is
working on the lines, movements shall be watched and recorded
as if this were being made under Absolute Block System.
An entry shall be made in the Train Signal Register by the Cabin
Station Master on duty of the time at which the Tower Wagon enters
a section and this advised to the Cabin Station Master of the next
station. A train should not be permitted to follow till such time the
‘Train out of section’ advise has been received from the station in
advance supported by a private number.
For example, if a Tower Wagon leaves Bandra on Down Local Line
in Down direction, the following Down trains on the same line should
not be permitted till Santacruz Control Tower gives the ‘Train out of
Section’ for the Tower Wagon supported by a Private Number.
(B) 8 Wheeled Tower Wagon:-

8 Wheeled Tower Wagon shall be treated and signalled as a train
under the system of working i.e., Automatic Block System. All
rules given in this Chapter shall be applicable for working of 8
wheeled Tower Wagon.
Note: - When a Tower Wagon has entered in station, the Cabin Station
Master shall not depend upon the indication appearing in illuminated
Control Panel. Before interfering with any points/cross-over, he
shall satisfy himself by physical verification of Tower Wagon.
[For detailed instructions on working of Tower Wagon, refer
SR17.8(1)]
SR 9.12 (10) Working of Tie Tamping Machine (TTM):

Working of Tie Tamping Machine (TTM) will be as working of 8
Wheeled Tower Wagon as given above in SR 9.12 (9) (B)
(For detailed instructions on working of Tie Tamping Machine, refer
Annexure A of Chapter XV)
SR 9.12 (11) Push Trolly, Material Lorry and Motor Trolly:
Push Trolly and Material Lorry are not permitted on the running
lines except on the tracks, which have been blocked by the
Engineering/ Signal/ Electrical department under a traffic working
order. In such cases, the Material Lorry/Push Trolly shall work
under the charge of an employee not below the rank of Inspector
(group ‘C’ staff) and he should have passed the competency
examination for working of Trolly/ Lorry and obtained certificate for
the same. Such Lorry/Trolly are also not permitted to run on the
running lines.
However, in cases of extreme emergency it may be allowed on the

running lines observing the conditions laid down for the working of
Tower Wagon. The extreme emergency shall be decided by the Sr.
Divisional Operations Manager or the Sr. Divisional Engineer.
(For detailed instructions on working of Lorries, Trollies and Motor
Trolleys, refer G&SR15.18 to 15.25)
SR.9.12 (12) Other Instructions applicable in Mumbai Suburban Section-
(A) Diesel and Electric locomotives are not permitted to run on the
tracks south of the Grant Road Station Platform, except under the
order of Sr. Divisional Engineer.
(B) Siding and emergency cross-over which are not frequently used,
set a deposit of rust on the rails, which may fail to shunt and thus
give a misleading indication when an occasional move is made over
them. These track circuits should be frequently tested for correct
adjustments and to ensure their proper functioning.
SR. 9.12 (13) Failure:
(A) Illuminated Panel Failed:
Illuminated Control Panel shall be considered failed: -
(i) When complete Control Panel does not show any indication and
becomes blank.
(ii) When complete Control Panel shows red indications on illuminated
panel even all tracks are unoccupied.
In the above cases, all operations, viz., changing of points, taking
‘OFF’ signal by setting the route and other operations from Control
Panel is not possible.
In such cases, the Station Master on duty is responsible for reception

and despatch of trains in affected area. The Station will be treated
as non-interlocked station. The trains will be worked as on Absolute
Block System. The Station Master on duty shall arrange to set the
points and facing points set and locked for straight line by means
of Crank Handle and Clamps. He will ensure complete arrival and
departure of trains by physical verification of lines in affected area.
Trains will be worked according to procedure prescribed in G &
SR 3.39, 3.40, 3.68, 3.69 and 3.70.
Concerned signal and telecomm staff shall be informed immediately
to attend and rectify the failure. Such failure to be reported to the
Sectional Controller and recorded in S&T Failure Register.
(B) Failure of Control Panel when any button is pressed for long time:
When any button is remaining in pressed condition for long duration
and does not return to normal position, an audible alarm will start
ringing and an illuminated ‘GBI’ (Group Button Failure Indication)
will appear on Control Panel which shall indicate to the Cabin Station
Master that, some Button does not return in its normal position
automatically. In such cases, operation through Control Panel on
affected area will not be possible except putting back signal aspect
to danger position.
The Cabin Assistant Station Master shall take following action:
(i) The Cabin Station Master shall pull up all buttons used for last
operation before appearance of ‘GBI’ indication.
(ii) Check the S M key on Control Panel and ensure that it is in proper
position.
(iii) After setting a route for reception of any train and route locking
indication of so set route showing flashing indication, in such case,
the Cabin Station Master shall introduce Auto working and after
departure of train for which route is set, cancel the route by three
button cancellation procedure.
If after operation of above procedure Group Button failure indication
still remains on Control Panel, concerned signal staff should be
informed immediately to attend and rectify the failure. Sectional
Controller should be informed immediately and above failure to be
recorded in S&T failure register.
(C) Failure of Track Circuit:
Track Circuits to be considered as defective when:
(i) If any Track Circuit section is being occupied and the corresponding
section on the illuminated Control Panel is not showing the red
light indication, the track circuit section and the signal controlling
by it should be considered as defective and such defective signal
should be replaced to ‘ON’ position immediately, as a precautionary
measure a stop collar should be placed on the button operating
such signal.
(ii) If the track circuit is unoccupied and the corresponding section on
the Control Panel shows a red light indication that track circuit
section must be considered as defective.
(iii) If a Track Circuit section controlling the signal shows as occupied

in the illuminated Control Panel in the Control Tower and the signal
controlled by the Track Circuit can be taken ‘OFF’, the signal and
the controlling track circuit/circuits should be considered as defective.
Stop Collar should be placed on the button operating such signal.
Note- When the failure of one or more track circuits prevents the stop
signal from being taken ‘OFF’, action should be taken as indicated
in G & SR 3.69 & 3.70.
In all such cases listed in SR 9.12 (13)(C) (i) (ii) & (iii) above, the
Station Master on duty and the staff should be informed immediately.
During the period of failure, the CASM on duty will be fully responsible
for the safe running of trains.
(D) Action to be taken during failure of Track Circuit:
(i) Failure of Track Circuit will affect the signal or signals heading over
the track circuit or circuits that have failed and also the point or
points if any, controlled by such track circuits. If the failure is noticed
before or after any route setting is done, the Cabin Station Master
should check the failed tracks that there is no other train/vehicles
in the portion of the track which controls the signal, if so occupied,
it must be cleared. After satisfying that no vehicle occupies the
route concerned, he shall set the concerned route for the straight
route pressing the signal button and the relevant track route button.
After checking that all points in the route as well as those required
in isolation are correctly set and locked, he should press ‘AGGB’
button and concerned signal button to illuminate ‘A’ marker light on
the signal where provided allowing the train to pass it cautiously.
(ii) If the track has failed and the diversion movement is necessary, the
Cabin Station Master after satisfying that the route is not occupied
by any vehicle should take ‘OFF’ ‘Calling On’ signal (GR 3.45) where
provided by pressing the concerned signal button and ‘COGGB’
button release the ‘COGGB’ button keeping the signal button
pressed, then press the concerned track button for clearing the
signal.
(iii) If the concerned signal neither been provided with ‘A’ marker nor a
Calling On’ signal, the train shall be worked on written authority on
Form T/369 (A). The Cabin Station Master should immediately
bring to the notice of the Section Engineer (Signal) on duty, the
failure of the track circuits.
Note: -If the failure of the track is affecting the normal operation of a point/
points, the Cabin Station Master satisfying himself by physical
verification of affected track about the non-occupancy of the track
then shall bring the point/points to the required position by operating
‘EBPU’ Button.
(E) Failure of lamp when circuit/s have failed:
(i) In case the ‘A’ marker light lamp is fused or for any reason the ‘A’
marker light is not getting lighted, the Cabin Station Master on duty
should arrange to issue written authority to the Motorman/Loco
Pilots of the train for passing the concerned signal in ‘ON’ position.
The failure of ‘A’ marker light is exhibited on the Control Panel by a
flashing white light in the triangle slit below the respective signal
symbol.
(ii) In case the ‘Calling On’ signal lamp is fused or for any other reason
the ‘Calling On’ signal is not getting lighted, the Cabin Station Master
on duty at Control Panel should arrange to issue written authority
after ensuring that the route is correctly set and locked for the
passage of the train to the Motorman/Loco Pilot of the train for
passing the signal concerned at ‘ON’. The failure of ‘Calling On’
signal bulb is exhibited by a flashing white round indication below
the concerned main signal on Control Panel.
SR 9.12 (14) Failure of Motor Operated Points:
(A) In case of Power failure or due to some other defect when the power
operated points can not be operated from the Control Panel, the
points shall be considered as defective. These will also be
considered as failed when: -
(i) The white light for point does not show steady indication, or
(ii) The indication does not correspond to the actual position of the
points, or
(iii) The track circuit section controlling the points shows as occupied
in the illuminated track circuit or any other means and the point
controlled by the track circuit can be operated from the Cabin (except
emergency operation by EBPU).
(B) In all the above cases, when the points become defective, the Station
Master should inspect personally and in case the defect is caused
by an obstruction between the switch and stock rail, remove the
obstruction and test the points again to see whether they are
functioning satisfactory. If the defect is due to other cause, and
points still fail, the Station Master shall verify the actual position by
means of Crank Handle then Clamp and lock the points, keys of
padlock to be kept in the personal possession of Station Master on
duty and then allow to pass the train on ‘written authority’ form T /
369(A). The signal staff should be informed immediately to attend
the failed points by written memo. On arrival of Signal staff will
issue disconnection notice in accordance with rule SR 3.68(1)(B).
Until the points are rectified and tested as per procedure SR
3.68(1)(C), the train will work according to procedure laid down in G
&SR 3.77. In case of points indication failure due to lamp fused or
any other reasons, there is no illumination in visual point indication
on Panel (neither normal nor reverse).
The Cabin Station Master should try to clear the relevant signal/
signals and if the signal can be taken ‘OFF’, train will be received
on signal. If signal cannot be taken ‘OFF’ then the concerned points
should be considered as defective and action will be taken as given
above.
SR 9.12 (15) Failure of Other Points:
(A) When the Track Circuit section becomes defective, the points lying
in such section should also be treated as defective. In such cases,
Section Controller should be advised and assistance of signal
maintenance staff should be obtained early. Further, action should
be taken as indicated above and under G&SR 3.77 & G&SR 3.68.
(B) A colour light signal must be considered as defective and therefore
in the ‘ON’ position within the meaning of these rules when:-
(i) When there is no light in the Electrical Repeater (Visual Indicator)

in the Control Panel unless the Panel Station Master/Platform
Station Master is in a position to verify the aspect displayed by the
signal.
(ii) When there is no light in the signal.
(iii) When there is irregular indication of light in the signal or repeater in
Semi-Automatic, manually controlled signal.
(iv) The light is not correctly visible.
(v) When signal changes its aspect from Green/Yellow to Red and
back to Yellow/Green in quick succession. However, if the signal
subsequently assumes a steady aspect and remain steady for 60
seconds, it may not be treated as defective.[ SR 3.74(3)(A) ]
(vi) When a track circuit section governing a signal is occupied and the
signal controlled by the track is displaying an ‘OFF’ indication.
9.13 MOVEMENT OF TRAINS AGAINST THE DIRECTION OF TRAFFIC
ON THE AUTOMATIC BLOCK SYSTEM.—In Automatic
signalling territory, trains shall run in the established direction
of traffic only. Movement of trains against the established
direction of traffic is not permitted. When in an emergency it
becomes unavoidably necessary to move a train against the
established direction of traffic, this shall be done only under
special instructions which shall ensure that the line behind
the said train upto the station in rear is clear and free from
obstruction.
SR. 9.13 (1) If total communication between stations have failed, direction of
traffic shall not be altered by controlling station, under such
circumstances trains shall work as mentioned in SR 6.02 and
SR9.12..
SR 9.13 (2) When in an emergency it becomes unavoidably necessary to move
a train against the established direction of traffic, the Station Master
before authorising any movement against the established direction
of traffic shall find out the particulars of the trains between his station
and the station in rear from the latter and then authorise the movement
only after he has satisfied himself that there is no train between his
station and station in rear. He will also advise the station in rear not
to allow any train to leave the station in the established direction of
traffic, unless the movement against the established direction of
traffic is completed and the portion of the line between the two
stations is clear of the obstruction.
Such an advice shall be communicated and its acknowledgement
obtained with exchange of private numbers.
Necessary entries shall be made in the charge book /TSR at the
stations and by the Controller in his Diary /Graph.
SR 9.13 (3) Cancellation of established direction of traffic after despatch of train
in the section when train is unable to move ahead and required to
be pushed back in emergency.
(A) On getting information about the pushing back of train, Cabin Station
Master on duty of despatching station shall inform immediately to
section controller and Cabin Station Master of station in advance.
The direction can be changed from Down to Up or Up to Down as

the case may be by simultaneously pressing concerned button
along with ‘RBR’ button. The controlling station shall now establish
the direction of traffic in the reverse direction by pressing concerned
direction button along with GSB button. Thereafter despatching
station can admit the train being pushed back by taking ‘OFF’
approach signals. In the event of failure of Track circuit (appearance
of illuminated RED slit or due to some other reasons) after
establishing direction of traffic if despatch signal and/or ‘A’ marker
cannot be taken ‘Off’. Cabin Station Master on duty of despatching
station shall issue T/369(A) duly endorsed with private number
received from the station in advance. Loco Pilot/Motorman of train
shall also be issued a Caution Order to keep a sharp lookout for
any obstruction.
(B) In case after establishing direction of traffic, if arrow indication fails
to appear on panel of despatching station, Cabin Station Master on
duty of despatching station will confirm from station in advance and
will obtain private number, which shall be recorded in Train Signal
Register of both stations. Thereafter despatching station will take
‘OFF’ despatch signals and shall immediately inform to signalling
staff for rectification.
(C) After establishing direction of traffic if slot cannot be transmitted by
the station in advance to the station in rear, cabin Station Master
on duty of despatching station will obtain a private number from the
station in advance and shall issue T/369(A) duly endorsed with
private number received from the station in advance to the Loco
Pilot/Motorman of the train, signalling staff shall be immediately
informed for rectification by the CASM on duty who could not transmit
the slot. Subsequent train shall only be despatched when it has
arrived complete at the station in advance and a fresh Private Number
has been obtained for next train. The procedure shall be continued
till fault has been rectified.
(D) In case of direction of traffic cannot be established due to any reason,
train shall be worked on ‘Paper Line Clear Ticket’ in accordance
with G&SR 14.13.
SR 9.13 (4) Under special instructions referred to in GR 9.13, two fixed red
lights one above another can be provided in Automatic Signalling
territory indicating the limit upto which the shunting against the
established direction of traffic can be done after all safety precautions
have been taken.
9.14 PROCEDURE WHEN SEMI-AUTOMATIC STOP SIGNAL IS
‘ON’.—
(1) When a Semi-Automatic Stop signal is worked as an
Automatic Stop signal, Rule 9.02 or 9.07 shall apply, as the
case may be.
(2) When a Semi-Automatic Stop signal is working as a Manual
Stop signal and becomes defective, it may only be passed
under relevant rules detailed in Chapter III, Section ‘H’.
(3) When a Loco Pilot is authorised to pass a Semi-Automatic
Stop signal at ‘ON’ by taking ‘OFF’ the Calling-on signal fixed
below it, he shall follow the precautions stipulated in Rule
9.02. or 9.07, as the case may be.
SR.9.14 (1) Defective Semi-Automatic Stop Signal.—

As soon as the Station Master becomes aware that a Semi-
Automatic Stop (Approach) signal which is working manually has
become defective or has ceased to work properly, he shall advise
the Station Master of the station in rear to warn the Loco Pilots of
trains by issuing authority on Form T/369(A). The Station Master
shall also depute a Pointsman at the foot of the defective signal to
display hand signals to Loco Pilot of approaching train to proceed
past the defective Stop signal. The person so deputed, shall normally
display ‘Danger’ signal to approaching trains, and will exhibit
‘Proceed Cautiously’ signal only when he has received an All Right
signal from the Station Master. Such All Right signal shall not be
given by the Station Master unless he has satisfied himself that the
line is clear and free from obstruction and condition for taking off
signal is fulfilled.
SR.9.14 (2) When it has not been possible to inform the station in rear about
the defective signal, the authority on Form T 369 (A) shall be issued
to the Loco Pilot at the defective signal.
SR.9.14 (3) For Flickering / Bobbing signals [see SR 3.74 (3)]
9.15 PASSING A GATE STOP SIGNAL AT ‘ON’ IN AUTOMATIC
SIGNALLING TERRITORY.—If the Loco Pilot finds a gate Stop
signal at ‘ON’ in an Automatic signalling territory.—
(a) he shall comply with the provisions of Rule 9.02 or 9.07 as

the case may be, if the ‘A’ marker is illuminated, or
(b)(i) if the ‘A’ marker light is extinguished, he shall sound the
prescribed code of whistle to warn the Gateman and bring
his train to a stop in rear of the signal, and
(ii) if after waiting for one minute by day and two minutes by
night, the signal is not taken ‘OFF’, he shall draw his train
ahead cautiously up to the level crossing, and
(iii) if the Gateman is available and exhibiting hand signals,
proceed further past the level crossing gate cautiously, or
(iv) if the Gateman is not available, or, is available but not
exhibiting hand signals, stop in rear of the level crossing and
after ascertaining that the gates are closed against road traffic
and on getting hand signals from the Gateman, and in his
absence from Assistant Loco Pilot, the Loco Pilot shall sound
the prescribed code of whistle and cautiously proceed up to
the next stop signal complying with the rule 9.02 or 9.07 as
the case may be.
SR.9.15 (1) Level Crossing Gate: -
(A) Independent L.C. Gate: -
Independent Level crossing gates are operated by Gateman/
Leverman on duty by means of mini gate panel provided in Gate
lodge. The layout of the portion of all tracks and controlling signals
are shown in mini gate panel by means of illuminated track diagram.
The Gateman/Leverman on duty at the level crossing gate shall be
responsible for operation of this mini gate panel.
(B) Dependent L.C. Gates: -

Dependent level crossing is situated near by control tower. The
opening of barriers for the passage of road traffic will be done by
cabin ASM, and barriers of LC gate will be closed by Gateman/
Leverman when road traffic has passed. After closing the barriers of
level crossing gate the Gateman/Leverman on duty shall transmit
Gate control to the cabin ASM.
(C) Emergency Chain Interlocking-
All Level crossing gates in Automatic Signalling system are provided
with Emergency chain Interlocking arrangement.
In the case when barrier/barriers is/are damaged due to road vehicle
coming in contact with barrier and barrier/barriers become defective,
Emergency Key Chain working will be introduced by means of key
and chain provided on gate post of each of the gate machines of
gate for this purpose. When barrier/barriers become defective the
Gateman/Leverman on duty at Level crossing gate will immediately
advise the same to the control tower/Station Master on duty at PF
and obtain his permission to introduce Emergency Key Chain
Interlocking working at the Level crossing.
(D) Emergency Key Release -
This is provided in a sealed wooden box at those gate huts where the
Level crossing gates are interlocked. This key is used when the
Cabin-in-charge is unable to give the control to open the level crossing
gate, due to power failure, or failure of Track circuits, signals etc. In
case of such failures, on instructions from the Cabin-in-charge and
the Station Master, the Gateman shall break open the paper seal,
extract the key, and operate it in the lock on the interlocking gear box
of the Arc Lever, which will release the lock on the Arc Lever, enabling
the Gateman to pull it over to open the Level crossing gate for road
traffic. Keys press buttons or switches or automatic time devices are
provided where necessary to release points and routes in case of
failure and emergencies. Detailed instructions as to their operation is
embodied in the Station Working Rules.
During the period when Emergency Key Chain Interlocking working
is introduced the signal protecting such Level crossing gate will
display only ‘Yellow’ aspect on its ‘OFF’ position.
SR 9.15(2) Passing a semi-automatic gate stop signal, provided with illuminated
‘A’ and illuminated ‘AG’ markers, at ‘ON’ in Automatic signalling
territory.—If the Loco Pilot finds a gate Stop signal provided with
illuminated ‘AG’ marker at ‘ON’ in an Automatic signalling territory:
(A) He shall comply with the provisions of General Rule 9.02 or 9.07 as
the case may be, if the ‘A’ marker is illuminated but the ‘AG’ marker
light is extinguished; or
(B) If the ‘A’ marker light is extinguished but the ‘AG’ marker light is lit,
he shall comply with the provisions of GR 9.15 (b); or
(C) If both the ‘A’ marker and ‘AG’ marker lights are extinguished, he
shall sound the prescribed code of whistle to warn the Gateman
and bring his train to a stop in the rear of the signal. Thereafter, he
shall proceed further only in accordance with the procedure laid
down to pass a defective manual stop signal on issue authority on
form no. T 369(A).
9.16 ILLUSTRATIVE DIAGRAMS.—Automatic change of sequence

of aspects behind the train in three-aspect and four-aspect
signalling is illustrated in the following diagrams, which are
not drawn to scale.
Automatic change of sequence of aspects behind the train in

Three Aspect Signalling Territory
Automatic change of sequence of aspects behind the train in

Four Aspect Signalling Territory
ANNEXURE – ‘A’
Form No. T/ A 912
WESTERN_RAILWAY
Sr. No. ______
AUTHORITY TO PASS AUTOMATIC/ SEMIAUTOMATIC/ MANUALLY

OPERATED/ GATE STOP SIGNALS
Station___________ Date_________20___
Time ______hours ___minutes
To The Loco Pilot/ Motor man of Train No. ____________ Up/ Down.
(a) Automatic Signalling has failed and you are, hereby

authorised to pass all Automatic signals between
____________ station and ____________ station. In addition
you are also authorised to pass Semi Automatic/ manually
operated/ gate stop signals on being hand signalled past such
signals by a railway servant in uniform. The hand signals
being displayed at the foot of signal except as provided for
in clause ‘b’.
(b) When running in wrong direction (i) you must ascertain that
points of outlying sidings, where provided, are correctly set
and locked and/ or the level crossing gates Nos._____________,
are locked and (ii) hand signals are displayed by the railway
servant in uniform at the points, level crossing gates before
passing them.
____________________
Here indicate distinguishing}
____________________
Number of all signals to be }
____________________
thus passed.}
____________________
____________________
____________________
________________________

I have understood the contents of this authority.
Signature of Guard_________ Date ______ Time ____hours ___minutes
Signature of Loco Pilot _______ Date _____Time ___hours ___minutes

ANNEXURE ‘B’
Form No. T/ B 912
WESTERN_RAILWAY Sr. No. ______
ON AUTOMATIC BLOCK SIGNALLING TERRITORIES
Station _________. Date___________20__.
Time______hours___minutes
To The Motorman/ Loco Pilot of Engine/ Train/ Unit No._____Up/ Down.

You are here by authorised to proceed cautiously without line clear
from_________ station to ____station with or without your train on
UP/ DOWN* Line.
You shall bring your Train/ Engine/ Unit No._____________________
to stand out side first Stop Signal/ Last Stop Signal pertaining to
wrong line* of the station and there after be guided by the instructions
from the Station Master of _____station.
Train No. ___________________ was the last train over the section.
It left/ arrived* here at _______ hours _____ minutes.
CIRCUMSTANCES UNDER WHICH THIS AUTHORITY IS GIVEN

*(A) Failure of signals and communications.
*(B) Blocking of line/ obstruction on line at KM ______between
_________ station and ____________ station and failure of
means of communication.
*(C) _____________________________________________________
AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION

You are authorised to pass the Intervening Automatic Signal Nos.
Signal ________________ at ‘ON’/ Semi Automatic Signal, Manually Operated
Nos.________________ on being hand signaled by a railway employee and
the Gate Stop Signals in ‘ON’ position cautiously up to the level crossing.
CAUTION ORDER
(1) You are permitted to run your Engine/ Train/ Unit
No.from______station to_______ Station with the speed not
exceeding 25 kmph over the straight with clear view and 10 kmph
when view ahead is impaired due to tunnel, curve, obstruction,
rain, fog or any other cause.
________________________
Signature of Guard________Date _____Time ____hours ___minutes
Signature of Loco Pilot ______Date ____Time ___hours ___minutes.

Loco Pilot proceeding on this authority must observe instructions
mentioned at the back of this form.
Motorman/ Loco Pilot proceeding on this authority must observe

the following precautions: -
1. Speed must not exceed 25 KMPH over the straight with clear
view and 10 KMPH when approaching or passing any portion of
the line where the view ahead is not clear due to curve,
obstruction, rain, fog or any other cause subject to the
observance of speed restriction imposed and speed over facing
points restricted to 15 KMPH.
2. Both by day or night at tunnel must not be entered until the Loco
Pilot has ascertained that it is clear. Should there be any doubt
on this point, the train should be piloted by a Railway Employee
equipped with lighted hand signals and detonators.
3. A sharp look out must be kept at all times and Loco Pilot must
be prepared to stop clear and short of any obstruction which
may exist or crop up on the road. Engine whistle must be freely
used.
4. When approaching the nominated station ahead, the Loco Pilot
must bring his train engine to stand outside the First Stop Signal/
Last Stop Signal pertaining to wrong line and sound one long
whistle and act to the instructions of the Station Master.
5. The form should be handed over to the Station Master of the
nominated station at the end of the authorised journey for record.
ANNEXURE ‘C’
Form No. T/ C 912

WESTERN_RAILWAY Sr. No. ______
AUTHORITY TO PROCEED FOR RELIEF ENGINE/ TRAIN

INTO AN AUTOMATIC BLOCK SIGNALLING SECTION
( Loco Pilot/ Record)
Station _________. Date___________20__.
Time ______hours ___minutes
To:
The Motor man/ Loco Pilot of Relief Engine/ Train No._____ Up/ Down.
You are here by authorised to proceed cautiously without line clear
from__________ station to up to Km. ___________ with your Relief
Engine/ Train* on UP/ DOWN* Line.
You shall bring your Relief Train/ Engine* to a stand at Km.________
and there after be guided by the instructions from the Competent
Authority at site.
This order is given due to obstruction on UP/ DOWN* line at km ______.
But communication is available between ________station and_____
____________station.
Train No. ___________________ was the last train over the section.
It left/ arrived* here at _______ hours _____ minutes.
CAUTION ORDER
(1) You are permitted to run your Relief Engine/ Train from___
_______station to km_______ with the speed not exceeding
15 kmph over the straight with clear view and 10 kmph
when view ahead is impaired due to tunnel, curve, obstru-
ction, rain, fog or any other cause.
________________________

Signature of Guard________ Date _____ Time ___hours ___minutes
Signature of Loco Pilot ______Date ____Time ___hours ___minutes.
Loco Pilot proceeding on this authority must observe instructions

mentioned at the back of this form.
Motorman/ Loco Pilot proceeding on this authority must observe the

following precautions: -
1. Speed must not exceed 15 KMPH over the straight with clear
view and 10 KMPH when approaching or passing any portion of
the line where the view ahead is not clear due to curve,
obstruction, rain, fog or any other cause subject to the
observance of speed restriction imposed and speed over facing
points restricted to 15 KMPH.
2. Both by day or night at tunnel must not be entered until the Loco
Pilot has ascertained that it is clear. Should there be any doubt
on this point, the train should be piloted by a Railway Employee
equipped with lighted hand signals and detonators.
3. A sharp look out must be kept at all times and Loco Pilot must
be prepared to stop clear and short of any obstruction which
may exist or crop up on the road. Engine whistle must be freely
used.
4. When approaching the nominated station ahead, the Loco Pilot

must bring his train engine to stand outside the First Stop Signal/
Last Stop Signal pertaining to wrong line and sound one long
whistle and act to the instructions of the Station Master.
5. The form should be handed over to the Station Master of the

nominated station at the end of the authorised journey for record.
ANNEXURE ‘D’
Form No. T/ D 912

WESTERN_RAILWAY
Sr. No. ______
AUTHORITY TO PROCEED ON AUTOMATIC BLOCK SYSTEM

DURING PROLONGED FAILURE OF SIGNALS
Station _________. Date___________20__.

Time____hours___minutes
To
The Motorman/ Loco Pilot* of EMU/ Engine/ Train* No.___________
Description_______ Up/ Down *.
All signals between __________ Station and _____________ Station
have failed. Line Clear has been received from ________________
Station under his Private No.(in words)___________________( in
figures)_______.
You are, hereby, authorised to proceed cautiously from ____________
station to __________________ Station on Up/ Down* line at a speed
not exceeding 25 KMPH.
You are also authorised to pass departure signals, Gate signals and
other intervening signals at ‘ON’ on this authority observing all
precautions at the level crossing gates.
You shall stop outside the first Stop Signal at _______________ Station
and thereafter be guided by the instructions of the Station Master of
that station.
________________________

Signature of Guard_________Date ______Time _____hours ___minutes
Signature of Loco Pilot_______Date _____Time ____hours ___minutes.

CHAPTER X THE FOLLOWING TRAINS SYSTEM 329
CHAPTER X

10.01 ESSENTIALS OF THE FOLLOWING TRAINS SYSTEM.—
(1) Where trains are worked on the Following Trains System,
they may be despatched from one station to the next,
following each other in succession in the same direction on
the same line in such manner and at such intervals of time as
may be prescribed by special instructions.
(2) Trains shall not be worked on the Following Trains System
unless the Station Master of the Block station in advance has
exchanged messages regarding his readiness to receive the
trains and has, in addition, given his assurance that no train
will be allowed to leave his station for the station from which
the following trains are to be despatched, until the latter have
all arrived at his station and until he has received permission
to despatch trains in the opposite direction.
SR.10.01 (1) Following Trains System shall not be introduced on any portion of
the Railway, unless permitted by the ‘Authorised Officer’ either by a
special or general order.
SR.10.01 (2) Divisional Railway Manager while applying for the permission shall
furnish the particulars of the ‘ruling gradient’ on the section as
applicable to Up or Down trains, the distance between the block
stations, the speed at which it is intended to run the following trains
and the reasons for introducing the system.
SR.10.01 (3) On getting such permission, the Senior Divisional Operations
Manager/Divisional Operations Manager shall issue a numbered
message to SMs concerned giving copy to CTNL and TI regarding
the introduction of the Following Trains System. If it is decided to
close any intermediate stations, the message should clearly specify
that ………………. intermediate stations have been closed and the
points on main line have been set, clamped, padlocked and spiked
for the straight.
SR.10.01 (4) SMs of the section on which the ‘Following Trains System’ is to be
introduced, shall on receipt of orders mentioned in sub-para (3)
above will exchange message on electrical communication
instruments as under: -
(A) From:SM…………….…. To: SM………………….C/SR.DOM/DOM
(as the case may be), CTNL, TI.No………………………….
Date………………. Time…………………..Refer SR.DOM/DOM (as
the case may be)…………… No…………….. dated…….…………(.)
Agree to introduce ‘Following Trains System’ and
receive..……………… trains(.) First train to enter the section will
be ………………Up/Dn., followed by…..………(Nos.) of trains (.)
Private Number……………………… (in words and figures).
330 THE FOLLOWING TRAINS SYSTEM CHAPTER X
(B) From:SM…………….…. To: SM………………….C / SR.DOM/DOM

(as the case may be), CTNL, TI. N o … … … … … … … … … .
Date………………. Time………………... (.) Acknowledge your
No…………………..………….(.) First train in the
section……………..……will be .……………………(Up/Dn.),
followed by..……….…(Nos.) of trains (.) Private
Number………………. (in words and figures).
Note: - Before introducing this system, the SMs will ensure that the section
is clear of trains and the TOS of the last train has been sent /
acknowledged by SMs concerned.
SR.10.01 (5) The direction of movement of trains shall be changed only by mutual
agreement, after the messages have been exchanged as mentioned
in para (4) above and clearance of section certified. Such messages
shall be exchanged under Private Numbers and copies of such
messages shall be addressed to CTNL, TI and SR.DOM/DOM (as
the case may be).
SR.10.01 (6) The system shall ‘not’ be introduced in thick, foggy or tempestuous
weather.
10.02 REPORT TO THE COMMISSIONER OF RAILWAY SAFETY.—

When the Following Trains System is introduced on any
portion of a railway under Rule 7.01, a report shall be sent by
telegram to the Commissioner of Railway Safety.
SR 10.02 The ‘Divisional Railway Manager’ shall send the report to the
Commissioner of Railway Safety.
10.03 CONDITIONS TO BE OBSERVED IN WORKING TRAINS ON THE

FOLLOWING TRAINS SYSTEM - When the ‘Following Trains
System’ is adopted, the following conditions shall be observed,
namely.—
(a) no train shall start until the Loco Pilot has been given a written
authority to proceed in the form prescribed for the purpose
and a written acknowledgement thereof has been obtained
from him, the train being stopped for the purpose, if not
booked to stop,
(b) the authority to proceed shall state the station at which the
train is next to stop, the speed at which it is to run and the
actual time of departure of the preceding train,
(c) the Loco Pilot and Guard of each preceding train shall have
been informed of the fact that a train will follow, and of the
probable period which will elapse before the following train
shall start.
(d) a train shall not follow another from a station unless there
has elapsed, since the departure of the previous train, an
interval of not less than 15 minutes, or such shorter interval
as may be fixed by special instructions.
(e) all the trains following the first train shall be timed to run at
the same speed and such speed shall not exceed 25 kilometres
an hour except under special instructions,
(f) the actual time of the departure of each train shall at once
be intimated to the block station in advance and the actual
time of arrival of each train shall at once be intimated to the
block station in rear, and
(g) the number of following trains running at the same time
between any two block stations shall not be more than one
for each 5 kilometres of station interval; and unless permitted
by special instructions, shall never exceed four, whatever
may be the length of the station interval.
SR.10.03 A passenger train shall neither follow any train nor be followed by
any train. It shall run at its booked speed.
10.04 DELIVERY OF AUTHORITY TO PROCEED TO LOCO PILOT OR

GUARD ON THE FOLLOWING TRAINS SYSTEM.—
(1) Every authority to proceed shall be delivered to the Guard or
Loco Pilot by the Station Master, or by some railway servant
appointed in this behalf under special instructions.
(2) When such authority to proceed is delivered to the Loco Pilot

under sub-rule (1), a duplicate shall be given to the Guard.
(3) When an authority to proceed is delivered to the Guard under

sub-rule (1), it shall be either.—
(a) handed personally by the Guard to the Loco Pilot; or

(b) countersigned by the Guard and then handed to the Loco
Pilot either by the Station Master or by some railway servant
appointed in this behalf by special instructions.
(4) An authority to proceed shall not be handed to the Loco Pilot

under sub-rule (2) or (3) .—
(a) until the train is ready to start, and
(b) if the train is waiting to pass another train, until the whole of
the latter train has come in and is clear of the running line
for the former train.
SR.10.04 The authority to proceed shall be delivered to the Loco Pilot through
the Guard, who will also explain the contents to him.
10.05 AUTHORITY TO PROCEED ON THE FOLLOWING TRAINS

SYSTEM.—The written authority to proceed for use on the
Following Trains System shall be in the following form.—
S.No………………. …………..Railway

AUTHORITY TO PROCEED UP (OR DOWN)
Train No……….Up (or Down)
Date………Time…..Hour…….Minutes
From……………………..Station to……………………..Station
To Loco Pilot and Guard.
(1) You are hereby authorised to proceed with your train

from……………………….. Station to…………………station.
(2)* Train No………………………..ahead of your train left this station

at……………. Hours………………minutes.
(3)* Train No…………………….. shall follow your train from this

station at…………….. Hours……………..minutes.
(4) You are required to observe a speed restriction of...………

kilometres an hour.
Signed……………………………
Station Master at……………….
(Station Stamp)
Signature of Guard at ……………………… Station.
* Strike out whichever is inapplicable.
This ticket shall be given up by the Loco Pilot immediately

on arrival to the Station Master or other person authorised to
receive it and such person shall immediately cancel it and
place it on record.
SR 10.05 (1) Along with the authority to proceed, the Station Master will issue
form T.369(3b), for passing Last Stop signal at danger and a Caution
Order, as necessary.
SR 10.05 (2) The reception signals at the receiving end will be taken ‘OFF’, where
feasible, but first stop signal for the following train(s) shall be taken
off only after the train has come to a stop at it.
10.06 RESPONSIBILITY AS TO PROPER PREPARATION OF

AUTHORITY TO PROCEED ON THE FOLLOWING TRAINS
SYSTEM.—
(1) When an authority to proceed is delivered to the Loco Pilot

under sub-rule (1) of Rule 10.04, the Station Master shall see-
(a) that it is properly filled up in the form prescribed for the

purpose, and
(b) that it is signed in full and in ink.
(2) When an authority to proceed is delivered to the Loco Pilot

under sub-rule (1) of Rule 10.04, he shall satisfy himself that
the ‘Authority to Proceed’ delivered to him has been correctly
and completely prepared in the form prescribed for the
purpose and he shall not proceed with his train until he has
done so and the mistake or omission, if any, has been rectified.
(3) When an authority to proceed is delivered to the Guard of

the train under sub-rule (3) of Rule 10.04, he shall, before it is
handed to the Loco Pilot, satisfy himself similarly.
10.07 OBSTRUCTION IN FACE OF APPROACHING TRAIN OR TRAINS

ON THE FOLLOWING TRAINS SYSTEM.—The line shall not be
obstructed outside the outermost facing points in face of an
approaching train as long as this system of working is in force.
10.08 CESSATION OF WORKING ON THE FOLLOWING TRAINS

SYSTEM.—When it is intended that no more following trains
shall be despatched in the same direction, the Station Master
shall intimate such intention by a message to the block station
in advance, after which no more trains in either direction
shall be despatched between the two stations until the last
train has arrived at block station in advance and the line has
been cleared between the two stations.
SR 10.08 All the records in connection with the working of trains under the
‘Following Trains System’ shall be retained at the stations and
Transportation Inspector must scrutinise them and submit his report
to the Divisional Railway Manager within 7 days of the resumption
of normal working.
10.09 PROTECTION OF TRAINS ON THE FOLLOWING TRAINS

SYSTEM.—
(1) When a train is stopped between stations and if the detention

exceeds or is likely to exceed five minutes, it shall be
protected in accordance with the provision of Rule 6.03,
except that the Guard going back to protect the train shall
place one detonator at 250 metres from the train on the way
out, and two detonators 10 metres apart, at 500 metres from
the train, irrespective of gauge.
(2) In case the train, stopped between stations is unable to

proceed on account of accident, failure, obstruction or any
other exceptional cause, the Loco Pilot shall also arrange to
protect the train in front in the manner laid down for the Guard.
SR 10.09 See G.R. 6.03 (2) also.
********
CHAPTER XI THE PILOT GUARD SYSTEM 335
CHAPTER XI
THE PILOT GUARD SYSTEM

11.01 ESSENTIALS OF THE PILOT GUARD SYSTEM—Where trains
are worked on the Pilot Guard System.—
(a) a railway servant (hereinafter called a Pilot Guard) shall be

specially deputed to pilot trains; and
(b) no train shall leave a station except under the personal

authority of the Pilot Guard.
11.02 CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS

ON THE PILOT GUARD SYSTEM.—Trains shall not follow one
another in the same direction between stations, unless—
(a) the Loco Pilot has been properly warned of the time of
departure of the preceding train and of the place at which it
will next stop;
(b) all the trains are timed to run at the same speed, and such
speed shall not exceed 25 kilometres an hour except under
special instructions; and
(c) an interval of fifteen minutes has elapsed since the departure

of the preceding train
11.03 PILOT GUARD’S DRESS OR BADGE.—The Pilot Guard shall

be distinguished by a red dress or badge.
SR 11.03 The Pilot Guard shall wear a red band on his right arm.
11.04 PILOT GUARD TO ACCOMPANY TRAIN OR GIVE AUTHORITY

TO PROCEED.—
(1) No train shall be started from a station unless the Loco Pilot
sees that it is accompanied by, or that the authority to proceed
is given personally by the Pilot Guard wearing the dress or
badge prescribed in Rule 11.03
(2) The Pilot Guard shall accompany every train:
Provided that when it is necessary to start two or more trains

from one end of the section before a train has to be started
from the other end, the Pilot Guard shall accompany only the
last of such trains, and shall personally give the authority to
proceed for the preceding trains.
(3) When accompanying a train, the Pilot Guard shall ride on

the footplate of the engine.
336 THE PILOT GUARD SYSTEM CHAPTER XI
11.05 PILOT GUARD’S TICKETS.—
(1) When the Pilot Guard does not accompany a train, he shall
deliver to the Guard (or, if there be no Guard, to the Loco
Pilot) a Pilot Guard’s ticket on a printed form properly filled
up and signed in ink, as the authority to proceed.
(2) Every such ticket shall apply only to the single journey to the
station named on it.
(3) If the train is in charge of a Guard, he shall, before the train

is started, deliver the ticket to the Loco Pilot.
(4) Immediately on the arrival of the train, the Loco Pilot shall
deliver the ticket to the Station Master who shall at once cancel
it.
11.06 PROTECTION OF TRAINS ON THE PILOT GUARD SYSTEM.—
In the event of a train, which is followed by another train,

stopping on the line between stations, the Guard and the
Loco Pilot shall take action to protect the train in accordance
with the provision of Rule 10.09
CHAPTER XII THE TRAIN-STAFF AND TICKET SYSTEM 337
CHAPTER XII
THE TRAIN-STAFF AND TICKET SYSTEM

12.01 ESSENTIALS OF THE TRAIN-STAFF AND TICKET SYSTEM: -
Where trains are worked between two stations on the Train-

staff and Ticket System.—
(a) a single Train-staff shall be kept at one such stations, and
(b) no train shall start from either of such stations to the other
unless the said Train-staff is at the station from which the
train starts and has either been handed to or shown to the
Loco Pilot by the Station Master when giving such permission.
12.02 SYSTEM WHERE APPLICABLE.—Trains may be worked on

the Train-staff and Ticket System only when the line is single
and only between such stations as have been declared by
special instructions to be Train-staff stations.
12.03 CONDITIONS TO BE OBSERVED FOR FOLLOWING TRAINS

ON THE TRAIN-STAFF AND TICKET SYSTEM.—Trains shall not
follow one another in the same direction between Train-staff
stations, unless.
(a) the Loco Pilot has been properly warned of the time of
departure of the preceding train and of the place at which it
will next stop;
(b) all the trains are timed to run at the same speed, and such
speed shall not exceed 25 kilometres an hour except under
special instructions ; and
(c) an interval of fifteen minutes has elapsed since the departure

of the preceding train.
12.04 LOCO PILOT TO HAVE TRAIN-STAFF OR TRAIN-STAFF TICKET.—
No train shall be started from a station unless the Loco Pilot

has in his possession to be carried with him on the journey,
either the Train-staff or a Train-staff Ticket, for the section of
the line over which the train is about to travel.
12.05 TRAIN-STAFF OR TRAIN-STAFF TICKET: BY WHOM TO BE

DELIVERED TO LOCO PILOT.—
The Train-staff or Train-staff Ticket shall be delivered to the

Loco Pilot by the Station Master or by some railway servant
12.06 TRAIN-STAFF OR TRAIN-STAFF TICKET: WHEN TO BE

DELIVERED TO LOCO PILOT.—
338 THE TRAIN-STAFF AND TICKET SYSTEM CHAPTER XII
(1) When no other train is intended to follow before the Train-

staff will be required for a train running in the opposite
direction, then subject to the provisions of sub-rule (3), the
Train-staff shall be delivered to the Loco Pilot.
(2) When other trains are intended to follow before the Train-
staff can be returned, then, subject to the provision of sub-
rule (3), a Train-staff Ticket indicating that the Train-staff is
following, shall be delivered to the Loco Pilot of each train
except the last; and the Train-staff shall be delivered to the
Loco Pilot of the last train.
(3) When a train is assisted by a second engine in rear, a Train-

staff ticket shall be delivered to the Loco Pilot of the front
engine and the Train-staff shall be delivered to the Loco Pilot
of the rear engine;
Provided that if both the engines attached to the train are to

travel over the entire length of line to which the Train-staff
applies, and the train is be followed by other trains, a Train-
staff Ticket shall be delivered to the Loco Pilot of each of the
engines attached to the first mentioned train.
(4) When a train is assisted by a second engine in front, the Train-

staff or a Train-staff Ticket, as the case may be, shall be
delivered to the Loco Pilot of the leading engine.
(5) When a material train has to stop between stations, the Train-
staff shall be delivered to the Loco Pilot.
(6) The Train-staff or a Train-staff Ticket shall not be delivered to

the Loco Pilot of any train until the train is ready to start.
(7) The Loco Pilot shall not accept a Train-staff Ticket unless he
sees the Train-staff at the same time in the possession of the
person who delivers the Train-staff Ticket to him.
12.07 TRAIN-STAFF TO BE KEPT ON ENGINE.—

When the Train-staff is delivered to the Loco Pilot of a train,
he shall place it in a conspicuous place provided for the
purpose on the engine.
12.08 TRAINS NOT TO BE STARTED UNTIL TRAIN-STAFF

RETURNED.—
When the Train-staff has been taken away from a station by

the Loco Pilot of a train, no other train shall be started from
that station to follow the first mentioned train until the Train-
staff has been returned to the station.
12.09 TRAIN-STAFF OR TRAIN-STAFF TICKET TO BE GIVEN UP AND

TICKET TO BE CANCELLED ON ARRIVAL OF TRAIN.—
CHAPTER XII THE TRAIN-STAFF AND TICKET SYSTEM 339
(1) Upon the arrival of a train at the station to which the Train-
staff or a Train-staff Ticket extends, the Loco Pilot shall
immediately give the Train-staff or Train-staff Ticket to the
Station Mater, or to some railway servant appointed by special
instructions to receive it.
(2) The person to whom any such Train-staff Ticket is so delivered

shall immediately cancel the same.
12.10 PROCEDURE WHEN ENGINE IS DISABLED ON THE TRAIN-

STAFF AND TICKET SYSTEM.—
(1) If an engine which carries the Train-staff breaks down

between two stations, Assistant Loco Pilot shall take the Train-
staff to the Staff-station in the direction whence assistance
can best be obtained, in order that Train-staff may be available
at that station for delivery to the Loco Pilot of the assisting
engine.
(2) If an engine which carries a Train-staff Ticket breaks down

between two stations, assistance shall ordinarily be obtained
only from the station at which the Train-staff has left; but if
assistance can more readily be obtained from another station
in the opposite direction, immediate steps shall be taken to
have the Train-staff transferred to the other end of the section.
(3) Whenever an engine has broken down between two stations.

Assistant Loco Pilot shall accompany the assisting engine to
the spot.
12.11 TRAINS-STAFF TICKETS: HOW KEPT.—
Train-staff Tickets shall be kept in a ticket-box provided for

the purpose and fastened by an inside spring, the key to open
the box being the Train-staff to which the tickets apply.
12.12 TRAIN-STAFF: HOW KEPT.—
The Train-staff, when at a station, shall not be left in the box

but shall be kept by the Station Master in safe custody.
12.13 DISTINGUISHING MARKS ON TRAIN-STAFF TICKETS AND

BOXES.—
(1) Each Train-staff shall have shown upon it the name of the
Train-staff station at each end of the portion of line to which
it applies.
(2) The Train-staff and Train-staff Tickets and boxes for the different
portions of the line shall be distinguished by different colours.
(3) ‘Up’ and ‘Down’ Train-staff Tickets shall also have

distinguishing marks.
340 THE TRAIN-STAFF AND TICKET SYSTEM CHAPTER XII
12.14 FORM OF TRAIN-STAFF TICKET.—Every Train-staff Ticket shall

be in the following form.—
Ticket No……………………… ……………………Railway
TRAIN-STAFF TICKET
UP (OR DOWN)
Train No………………………………..
Time.……………Hours……………Minutes
From……………………….To…………..……………
To Loco Pilot and Guard.
You are authorised to proceed from………….…station

to….………. station and the Train-staff will follow.
Train No…………………….in front left

………hours………minutes.
Signed…………………
Date…………….. Station Master at…………
(Station Stamp)
(BACK OF TICKET)
The Loco Pilot shall not accept this ticket unless he sees the
Train-staff for the portion of the line which he is about to enter.
This ticket shall be given up by the Loco Pilot, immediately
on arrival, to the Station Master or other person authorised
to receive it, and such person shall immediately cancel it
12.15 RECORD OF TRAIN-STAFF TICKETS ISSUED.—The Station

Master shall keep a record in a book of each Train-staff Ticket
issued, showing the number of each ticket and the particular
train for which it was issued.
12.16 OBSTRUCTION OUTSIDE THE HOME SIGNAL.—The line
outside the home signal shall not be obstructed unless the
Train-staff of the portion of the line to be obstructed is at the
station.
12.17 PROTECTION OF TRAINS ON THE TRAIN-STAFF AND TICKET

SYSTEM.—In the event of a train, which is followed by another
train, stopping on the line between stations, the Guard and
the Loco Pilot shall take action to protect the train in
accordance with the provision of rule 10.09.
*****
CHAPTER XIII THE ONE TRAIN ONLY SYSTEM 341
CHAPTER XIII
THE ONE TRAIN ONLY SYSTEM

13.01 Use of the One Train Only System.—Trains may be worked
on the One Train Only System, only on short terminal branches
on the single line.
SR.13.01 (1) The working of trains on ‘One Train Only System’ in use on the
sections of this Railway are shown in the Working Time Tables of
the Divisions in force.
SR.13.01 (2) A train, light engine, motor trolly or material lorry will normally run
on Section during the hours of daylight only, unless otherwise
permitted by the Authorised Officer. For working during night, in the
event of emergency see SR 13.04 (3) (B).
13.02 Essentials of the One Train only System.—Where trains are
worked on the One Train Only System, only one train shall
be on the section on which this system is in force, at one and
the same time.
SR.13.02 (1) All the rules referring to the working of trains also apply to One
Train Only System except as otherwise provided for in the Rules in
this Chapter.
SR.13.02 (2) Definitions: -In so far as this chapter is concerned
(A) ‘Authority’ means the metal token or paper Authority when the metal
token is lost given to the Loco Pilot of the train as ‘Authority to
proceed’ to enter the Section
(B) ‘Base Station’ means the station from where trains originate:
(C) ‘Token’ means the metal token used as an ‘authority to proceed’
from base station to terminal station and vice versa:
(D) ‘Terminal Station’ means the last station on the section:
(E) ‘Trains’ means a train or light engine or coupled light engines.
13.03 Authority to enter the section.—A Loco Pilot shall not take his
train into the section unless he is in possession of the Authority
to proceed as prescribed by special instructions.
SR13.03(1)(A) Authority to Proceed.—
A Rectangular brass token of 100 mm x 75 mm size with the names
of the base and terminal station of the section on which the system
is in force engraved on it shall be provided as the ‘Authority to
Proceed ‘for the Loco Pilot to enter the section and proceed upto
the terminal station and return back to the base station. When not
in use this token shall be kept locked in a separate box with a
glass front and the key of the padlock shall remain in the personal
custody of the Station Master of the base station. The absence of
the token from the box must be regarded by the Station Master as
Section ‘Occupied’.
At a terminal station where Station Master is not provided, the
token shall be handed over by the Loco Pilot, on arrival at the terminal,
to the Guard of the train for safe custody.
(B)(i) No train is permitted to enter the section unless the Loco Pilot is in
possession of the ‘Authority to Proceed’ i.e. the Token.
342 THE ONE TRAIN ONLY SYSTEM CHAPTER XIII
(ii) A material lorry or motor trolly would normally enter the section
only when the official-in-charge of the section is in possession of
‘Authority to Proceed’ i.e. the Token. For certain exceptions in case
of Motor Trolly Material lorry, see SR 13.03 (5).
(iii) Token will be delivered to the Loco Pilot of the train by the Station
Master of the base station through the Guard. In case of light engines,
Motor trollies, material lorries, the same shall be delivered to the
Official-incharge by the Station Master.
(iv) At a terminal station where Station Master is not provided, the token
shall be delivered to the Loco Pilot by the Guard. The token shall
be retained by the Loco Pilot of the light engines, official-in-charge
of the motor trolly / material lorry at a terminal station where Station
Master is not provided.
(C) A train register in the following proforma shall be maintained by the
Station Master of the base and terminal station. The Guard and
Loco Pilots shall also sign in the relevant column of this register.
At a terminal station where Station Master is not provided, entries
in the relevant columns, excluding column Nos. 8 and 12, shall be
maintained by the Guard. The register shall be kept in the custody
of the official-in-charge of the terminal station.
Time when token is handed over to the Loco Pilot in case of outgoing train
Date Train No. Engine No. Load of ——————————--------------------—

Train Time Signatures
Hrs. Mts. Loco Pilot Guard S.M.
1 2 3 4 5 6 7 8
Time when token surrendered by the Loco Pilot in case of incoming train.
Time Signatures Remarks

Hrs. Mts. Loco Pilot Guard S.M.
9 10 11 12 13
(D) A train register in the following proforma shall also be maintained

by the Station Master of the intermediate stations, if any, and shall
be filled in immediately after the train has left.
Date Train. Arrival Departure Particulars of Signature of Remarks

No. Time Time work done Station Master
(1) (2) (3) (4) (5) (6) (7)

SR13.03(2)(A) Loss of Token.—

If the Token is lost, the Station Master of the base station shall at
once report the matter by the quickest means to the Station Masters
of the other stations in the section. Transportation Inspector, Junior
Engineer (P. Way), Senior Section Engineer (Loco) / Shed-incharge
and Sr. Divisional Operations Manager/Divisional Operations
Manager (as the case may be). This shall be followed by a detailed
report alongwith the version of the staff responsible for the loss to
the Sr. Divisional Operations Manager/Divisional Operations Manager.
(as the case may be). The Sr. Divisional Operations Manager/
Divisional Operations Manager (as the case may be) shall arrange
to supply another token. The word ‘DUPLICATE’ , shall be engraved
on the top of new token supplied.
Till such a ‘DUPLICATE’ token is received, the Station Master of
the ‘base’ station will issue to the Loco Pilot serially numbered
written authority on the following proforma, which may either be
cyclostyled form or a manuscript one.
PAPER AUTHORITY IN LIEU OF LOST METAL TOKEN

UNDER THE ONE TRAIN ONLY SYSTEM.
Note: - This authority is valid for one day only.

TOKEN LOST ON………………………………………………………
SERIAL NO……………………………………DATE…………………
BASE STATION………………………………………………………...
TERMINAL STATION…………………………………………………….
ISSUED TO TRAIN NO………….……………………………………..
Station Stamp
………………………….
The above authority will cover both the journeys. At the terminal
station, this paper ticket shall be handed over to the Station Master,
who shall on the back of this ticket record the arrival and departure
time, date and train number, sign in full and affix his station stamp.
After doing so, the ticket shall be made over to the Loco Pilot through
the Guard of the train.
At a terminal station where Station Master is not provided, the paper
ticket shall be collected by the Guard and arrival, departure time, date
and train number shall be recorded on the back of the ticket and
signed by him. He will then hand over it back to the Loco Pilot.
On arrival at the base station, the Loco Pilot shall hand over this
paper ticket to the Station Master, who shall file the same. These
paper tickets shall be scrutinised by the Transportation Inspector
and may be destroyed after three months.
(B) If the token is lost en route on the journey, the Loco Pilot shall
inform the Guard in writing. The Guard will inform the base station
and terminal station, if necessary, asking the Station Master
concerned to issue the message referred to in SR 13.03(2)(A) above.
(C) If the original token is subsequently found, it should be sent to the
Transportation Inspector alongwith a report, who shall examine the
same, and if a new token is not supplied by that time, the original
token should be returned to the base station for bringing the same
into use.
SR 13.03(3) Points shall normally be set and locked for the platform line: -
The other lines at the station shall be isolated by means of traps. In
absence of traps, the wagons on the not-isolated lines shall be
secured by means of scotch blocks, which shall be set and locked
across the lines. Immediately after the movement is completed,
the Station Master shall personally see that all the points scotch
blocks have been locked in their normal position and that all the
relevant keys, kept in the key box or returned to the incharge
Pointsman. At a terminal station where Station Master is not
provided, the Guard will attend to this duty.
SR 13.03(4) Reception of Trains: -
(A) A board with the legend ‘Dead Stop—Proceed Cautiously’ shall be
provided on either side of the station at a distance of at least 180
metres from the outermost facing points. The Loco Pilot shall bring
his train to stop outside this board and whistle and restart only
when a proceed hand signal is exhibited by Pointsman from the
outermost facing points.
The Pointsman will display a danger signal to the approaching train
until, it has come to a stop at the ‘Stop Board’ after which a ‘Proceed’
hand signal be displayed by him to the Loco Pilot of the train.
Before permitting the pointsman on duty to display ‘Proceed’ signal
for receiving the train it shall be the responsibility of the Station
Master to personally inspect the points for their correct setting and
locking and to ascertain that line is clear and free from obstruction.
At a terminal station where Station Master is not provided, this
duty will be performed by the Guard.
(B) However, at stations where correct setting and locking of facing
points is ensured by exchange of Line labels and badges personal
inspection of points by Station Master may be dispensed with.
SR 13.03(5) Working of Motor Trolly and Material Lorry: -
(A) When it is not possible to despatch a Motor Trolly in the section on
the Authority of the Token the same may be permitted to enter the
section without carrying the ‘Authority’ provided a Competent Officer
of Engineering/ Signal/ Operating/ Mechanical Branch is in charge
of it. Before putting the Motor Trolly on the line, it is obligatory for
the officer-incharge to refer the time table and also to ascertain
from the Station Master, the where abouts of any train that is likely
to be encountered in the section. He shall then advice the Station
Master in writing of intention to enter the section and time he is
expected to be back to the same station, and obtain the Station
Master’s signature on the record foil. The Station Master shall then
authorise the officer in writing to enter the section without the
‘Authority’. In the remarks column of the Train Register, an entry
shall be made that—
‘Motor Trolly of ……………………………………….….entered into

the section..………..at………….hrs. and expected to be back
at…………hrs.’
The Officer, thus entering the section, shall be responsible for safety
of the trolly and a train that may be in section and on return, shall
advise immediately in writing to the Station Master that he has
cleared the section and arrived at the station
at……………………………….hrs. and also sign in the Remark’s
column of the Train Register.
(B) Material Lorry: -
(i) When the section is clear: -
A material lorry shall not be placed on the line without the permission
of the Station Master of Base station. When such Lorry is required
to work beyond the station section of the base station, the Official-
incharge of Lorry shall inform the Station Master of base station in
writing about his intention of working the lorry into the section and
in this written memo he shall specifically state the time the lorry
shall return to the station.
If the period during which the lorry is required to be placed on the
line does not interfere with the working of trains, the Station Master
of base station shall permit the lorry to work into the section. The
official-incharge of the lorry must carry the ‘Authority’ which shall
be handed over to him by the Station Master of the base station
and on returning back he shall personally hand over the ‘Authority’
to the Station Master of the base station. The official-incharge of
this Material Lorry shall be responsible to return to the station at
the time specified in the memo.
(ii) When the section is occupied by train / light engine: -
Where a material lorry is required to work on the section occupied by
a train/ light engine the Station Master may permit the authorised
official to work the material lorry after taking the following precautions:-
(a) On receipt of a written memo from the official as indicated in SR
13.03 (5)(B)(i) above, the Station Master will give a message to the
Station Master at the other end of the section as under: -
‘Material Lorry No……………….Incharge of………………is being
permitted to work in the section from…………...hrs. to.……......hrs.
Issue caution order to Loco Pilot’ ‘Private Number………………….
(b) The Station Master at the other end of the section, shall acknowledge
this message, supported by a private number.
(c) After the receipt of the acknowledgement, the Station Master of the
base station, will issue a memo to the official-incharge of the lorry
in the following form: -
‘To
……………………………………..
……………………………………..
(Name and Designation of the Authorised Official)
Station Stamp
Date………………….……..
Time……….Hrs………...Mts.
You are hereby permitted to work Material Lorry from

...…………Station to………………Station. You shall clear the
section and bring your material lorry back to this station not later
than .…………hrs. You are authorised to pass the starter and/ last
stop signal of this station at danger. Train/ Light Engine
No……………… in the section. The Station Master of
………………………..station has been instructed to issue caution
order to the Loco Pilot.
Note: - Ordinarily, a Station Master of the base station issuing the above
authority will enter the time at which the Material lorry is about to
enter the section. But if at this time the train /light engine has
already left the terminal station, or such station where there is no
telephone / telegraphic communication or the communication have
failed, the Station Master of the base station will amend the last
sentence of the authority to read as under: -
‘The Loco Pilot working train / light engine
No………………………has not been advised of your material lorry
working in the section’.
After obtaining the aforesaid authority, the authorised official-incharge
will not leave the Material lorry till such time he returns to the base
station and shall remain alert and watchful irrespective of whether
the Loco Pilot of the train / light engine has been issued with a
Caution Order or not. He shall take measures to protect the lorry in
accordance with provisions of G and S R. 15.27 till the lorry is
removed from the track. On approaching the base station, the lorry
shall be stopped at the first Stop Signal of the station and thereafter
be guided by the instructions of the Station Master. He shall inform
the Station Master in writing about his arrival.
(C) The particulars of the working of the material lorry shall be recorded
in the Train Register and official in charge of the lorry shall also sign
in the ‘Loco Pilot’ column of the Train Register before leaving the
station and also after returning to the station.
13.04 PROCEDURE IN CASE OF ACCIDENT OR DISABLEMENT ON
THE ONE TRAIN ONLY SYSTEM.—
(1) (a) If the train becomes disabled and requires assistance or if an
accident occurs which renders it impossible for the train to
proceed, the train shall be protected in accordance with the
provisions of Rule 6.03 in the direction from which assistance,
if necessary, is being obtained.
(b) The Guard of the train shall convey advice of the
circumstances under which the train has become disabled
and is not able to proceed, to the Station Master of the station
from which assistance can best be obtained, and if it is
necessary for such Guard to proceed to such station, he shall
instruct the Loco Pilot in writing to keep the train, stationary
until return, and obtain his written acknowledgement.
(2) (a) Such Station Master, if he is not the Station Master of the
base station shall communicate this information to the Station
Master of the base station. On receipt of such information,
the Station Master of the base station may allow another
engine to enter the line.
(b) The engine so sent shall either be accompanied by the Guard

of the disabled train, who shall explain to the Loco Pilot
where and under what circumstances the disabled train is
situated, or the Loco Pilot of the engine so sent shall be given
a written authority, containing such instructions as to where
and under what circumstances the disabled train is situated
and such other particulars as may be necessary to enter the
line unaccompanied by the Guard of the disabled train.
(3) The Guard of the disabled train shall be responsible for the
safe and proper working of the line until the disabled train
has been moved and any other engine sent to the assistance
of the disabled train has been returned to the base station.
(4) If there is no Guard of a disabled train, the Assistant Loco
Pilot or if necessary, the Loco Pilot shall perform the duties
imposed by this rule on the Guard, provided that the engine
is not left unmanned in terms of Rule 4.20.
SR 13.04 (1) Engine failures: -
(A) If a train engine fails or is unable to proceed, the Loco Pilot shall
inform the guard in writing as to why he is not able to proceed, and
also to hand over the ‘Authority’ to the Guard. The Guard shall
instruct the Loco Pilot in writing to be incharge of the train, and
keep the engine stationary and will obtain his acknowledgement for
this. The Guard shall then proceed to the nearest station provided
with Telephone/ Telegraph by the quickest means available to call
for necessary assistance. If a push trolly is available or if the Guard
meets one on the way, the Official-incharge of the trolly shall pick
up the Guard for carrying information to the nearest station.
After the Guard has left, the Loco Pilot shall arrange to protect the
train, in the direction from which the assistance is expected, as per
GR. 6.03
(B) On receipt of the information from the Guard, the Station Master
shall convey the information, supported by a Private Number where
in use, to the Station Master of the base station, who shall arrange
for necessary assistance and inform the Chief Trains Controller by
means of electrical communication instrument. At a terminal station
where there is no Station Master this duty shall be performed by
the Guard of the train.
The Guard may thereafter, either proceed to the station or return to
this train and guide further movement on arrival of the assisting
engine. The Station Master of the base station shall advise the
Loco Pilot of the assisting engine of the circumstances in writing
and kilometres at which the train engine has failed.
SR 13.04 (2) Accident: -
In case of an accident involving rolling stock and/ or injuries to
passengers etc., the Guard shall take measures to depute a
responsible railway employee or the Assistant Loco Pilot of train
and convey in writing necessary information to the Station Master
of the nearest station provided with telephone/ telegraph by the
quickest means possible. The engine of the train that has met with
the accident, should be utilised if possible, or if a push trolly or a
State Transport bus or such other vehicle, where available, should
be utilised for conveying information. If a public telephone is available

in the vicinity, the same may also be utilised.
The Guard shall render first aid to the injured and obtain medical
assistance as laid down in the Accident Manual. After doing this,
he shall depute a responsible railway employee to protect the train.
On receipt of the information at the base station. the Station Master
shall take all action as laid down in the Accident Manual and sent the
Relief Train into the section in accordance with the procedure laid
down in SR 13.04 (1)(B). In such cases, if a Guard is not available, an
Inspector of Engineering/ Mechanical/ Operating/ Signal Branch should
be asked to accompany the train to perform the duties of Guard. In
the event when the aforesaid Inspector is not available, the Station
Master should himself accompany the Relief Train.
SR 13.04 (3) Working in Emergency: -
(A) In case of an Emergency, when a train or a material train has to
work on the section during the hours of night, the speed of the train
must not exceed 15 Kmph. on the straight and 8 Kmph while passing
over curves or cuttings. While approaching intermediate or the
terminal station, if the facing point is not manned by a railway servant
as laid down in SR 13.03 (4) the Loco Pilot shall stop outside the
facing points and shall examine the setting and locking of this point
(for the platform line), and after satisfying the every thing is all right,
shall proceed at speed not exceeding 8 Kmph while working on the
section, Loco Pilot shall whistle frequently.
(B) Motor trolly and Material Lorry: -
In case of any emergency a Motor Trolly and/ or Material Lorry may
work on the section during the hours of night. In such cases, these
may work into the section without carrying the prescribed authority
but in such cases, it shall work under the direct control and
supervision of the Officer/ Inspector-incharge of Motor Trolly/ Material
Lorry, who shall take all precautions for the safe working. However,
before putting the Motor Trolly/ Material Lorry on the line, Officer/
Inspector shall inform the Station Master may in writing about the
necessity of working during the night. The Station Master may then
authorise the Trolly/ Lorry-incharge to enter the section in
accordance with SR 13.03 (5).
(C) The cases of Emergency referred to in SR 13.04 (3)(A) above, shall
be decided by an Officer/ Inspector of the Operating/ Engineering
Branch present at the base station. In the event of an accident,
when an Officer/ Inspector may not be available, the Station Master
of the base station, will take such a decision as warranted by
circumstance and before despatching the train, report it to the traffic
control on electrical communication instrument.
*****
CHAPTER XIV BLOCK WORKING 349
CHAPTER XIV
BLOCK WORKING
A. GENERAL PROVISIONS
14.01 MEANS OF GRANTING OR OBTAINING LINE CLEAR.—

(a) electrical block instruments of token or token less type,
(b) track circuits,
(c) axle counters, or
(d) electrical communication instruments
SR 14.01(1) Means of communication for obtaining/granting line clear in Double
/ Single Line in Absolute Block System.
(A) In Absolute Block System, Block Instruments, Track Circuits or
Axle Counter shall be means of communication for obtaining/
granting line clear.
(B) Block Telephone attached to the Block Instruments.
In addition to Block Instruments, Track Circuits or Axle Counters
and Block Telephones attached to the Block Instruments, the other
means of electrical communication instruments as referred in sub-
rule (d) of GR 14.01 may also be provided as under:-
(C) Station to station fixed telephones wherever available,
(D) Fixed telephone such as Railway auto phones & BSNL phones,
(E) Control Telephone, and
(F) VHF sets.
NOTE-(i) VHF sets shall not be used as the sole means of communication
on sections where passenger trains run.
(ii) VHF sets can, however, be used as the only means of communication
under separate special instructions, for specific sidings/sections
where only freight trains are running.
SR 14.01(2) In addition to these rules, all rules contained in the Block Working
Manual shall also be applicable for working the trains by any of the
above means. Block Working Manual shall be supplied to each
station and block cabins.
14.02 PROVISION OF INSTRUMENTS.—
(1) Electrical communication instruments shall be provided at
every station, except at class ‘D’ stations where, they may be
provided under special instructions.
(2) (a) The electrical block instruments, where provided, and
electrical communication instruments at any station shall be
of a type approved by the Commissioner of Railway Safety
and shall not be brought into use in the first instance unless
they have been passed by him.
(b) The person in charge of the maintenance of electrical block
instruments or electrical communication instruments shall not

350 BLOCK WORKING CHAPTER XIV
without the approval of the Commissioner of Railway Safety,

permit the substitution, for the instruments and installation
brought into use in the first instance, of any instruments or
installation which do or does not satisfy the conditions
prescribed in clause (a).
14.03 CONSENT REQUIRED BEFORE INTERFERING WITH BLOCK
WORKING EQUIPMENT.— No railway servant shall interfere
with the block working equipment, or their fittings for the
purpose of effecting repairs, or for any other purpose, except
with the previous consent of the Station Master.
B. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK INSTRUMENTS
TRACK CIRCUITS OR AXLE COUNTERS ARE PROVIDED
14.04 CERTIFICATE OF COMPETENCY.—
(1) No person shall operate the electrical block instruments until
he has passed a test in the operation of block instruments
and unless he holds a certificate for competency granted by
a railway servant appointed in this behalf by the Railway
Administration.
(2) The certificate of competency referred to in sub-rule (1) shall
only be valid for a period of three years or such longer period
as may be laid down by special instructions.
SR14.04(1) No person should be permitted to operate a block instrument until he
has passed a satisfactory examination and unless he holds a duly
authorized certificate of competency. This certificate shall be valid for
a period of 3 years in the case of SMs/ ASMs and of Switchmen.
Normally Principal, Zonal Railway Training Institute, Udaipur shall
issue the necessary Certificate of Block Competency to staff
concerned undergoing training in the initial, promotion and refresher
courses. Where, however, for any reason staff are not sent for
refresher course within a period of three years, they shall be re-
examined by the Junior Engineer (Signal) at the stations at which
they may happen to be posted at the time or as may be arranged
by the Divisional Railway Manager. The certificate of competency
shall be countersigned by the Div isional Signal and
Telecommunication Engineer and extended for a further period of
two years or till the staff concerned attend the refresher course in
the Zonal Railway Training Institute, whichever is earlier.
In case of staff who have been working for a year or more at station
where Block Instruments are not provided and who are subsequently
posted to stations where Block Instruments are provided, the Junior
Engineer (Signal) shall test them in the operation of Block Instruments
and a fresh certificate of competency duly countersigned by Divisional
Signal and Telecommunication Engineer, must be issued before such
staff are posted to a station provided with Block Instrument.
SR14.04(2) It must be impressed upon the operating staff that they are
responsible for the safe working of the instruments, and that such
working is adequately protected by the correct use of code of Bell
Signals and by the operation of the instruments being carried out in
proper sequence. The Block or the Control Telephone do not do
away with the necessity for the use of the authorised code of Bell
Signals.

14.05 BELL CODE.—For the signalling of trains, the prescribed code

of bell signals as detailed below, shall be used and a copy
thereof shall be exhibited in each block station near the place
of operation of the block working equipment -
Ref Indication Code How How

No. Signalled Acknowledged
1. CALL ATTENTION, OR ATTEND 0 One stroke One stroke

TELEPHONE or beat or beat
2. IS LINE CLEAR, OR LINE CLEAR 00 Two Two
ENQUIRY
3. TRAIN ENTERING BLOCK SECTION 000 Three Three
4. (A) TRAIN OUT OF BLOCK SECTION 0000 Four Four
(B) OBSTRUCTION REMOVED
5. (A) CANCEL LAST SIGNAL 00000 Five Five
(B) SIGNAL GIVEN IN ERROR
6. (A) OBSTRUCTION DANGER SIGNAL 000000 Six Six
(GENERAL)
(B) STOP AND EXAMINE TRAIN 000000—0 Six pause Six pause
one one
(C) TRAIN PASSED WITHOUT TAIL
LAMP OR TAIL BOARD 000000—00 Six pause Six pause
two two
(D) TRAIN DIVIDED 000000—000 Six pause Six pause
three three
(E) VEHICLES RUNNING AWAY IN 000000—0000 Six pause Six pause
WRONG DIRECTION ON DOUBLE four four
LINE OR INTO THE BLOCK
SECTION ON SINGLE LINE.
(F) VEHICLES RUNNING AWAY IN 000000—00000 Six pause Six pause
RIGHT DIRECTION ON DOUBLE five five
LINE
7. TESTING 0000000000000000 Sixteen Sixteen
Note. -
(1) ‘0’ indicates a Stroke or a Beat and ‘—’ indicates a Pause.
(2) Each signal shall be given slowly and distinctly.
(3) Exchange of bell codes under reference number 3 and 4 are
not required in a section provided with block proving axle
counter or track circuit having complete track circuiting of
station yard excluding non-running lines on either end.
14.06 ACKNOWLEDGEMENT OF SIGNALS.—
(1) Each signal received shall be acknowledged by sending its
authorised acknowledgment.
(2) No signal shall be acknowledged until it is clearly understood.
(3) A signal shall not be deemed to be complete until it is
acknowledged.
(4) If the station to which a signal is sent does not reply, the
signal shall be repeated at intervals of not less than 20
seconds until reply is received.

14.07 TRAIN SIGNAL REGISTER.—
(1) A train Signal Register shall be kept by the Station Master or

under his orders.
(2) All signals received or sent on the electrical block instruments
and the timings of receipt and despatch shall be entered
therein, immediately after acknowledgement, by the person
operating the block instrument.
(3) The timings entered in the register shall be the actual timings,
except that any fraction of a minute shall be counted as one.
(4) All entries in the register shall be made in ink.
(5) No eraser shall be made in the register, but if any entry is
found to be incorrect, a line shall be drawn through it, so that
it may be read at any time and the correct entry shall be
made above it.
(6) The person who keeps the register for the time being shall
be responsible for all entries made therein and for correctly
filling in each column thereof.
SR14.07(1)(A) In case of single line token/tablet instruments, the number of token/
tablet given to and received from each train must be entered in the
(B) The number of any token/tablet obtained from or returned to the
instrument, owing to cancellation, testing or transference must be
entered in the Train Signal Register.
SR 14.07(2) The Train Signal Register must be preserved by the Station Master
for 12 months after completion.
SR 14.07(3) All alterations in terms of GR 14.07 (5) must be initialled in ink.
14.08 AUTHORITY TO PROCEED.—The Loco Pilot shall not take his
train from a block station unless he has been given an
authority to proceed –
(A) on the double line, by the taking ‘OFF’ of the last Stop signal,
and
(B) on the single line, either –
(i) by a token for the block section, taken from an electrical block
instrument, or
(ii) by a Line Clear Ticket duly signed by the Station Master, or
(iii) by any document prescribed in this behalf by special
instructions, or
(iv) by the taking ‘OFF’ of the last Stop signal in lieu of tangible
authority as mentioned in sub-clauses (i) to (iii) on sections
provided with electrical block instruments of tokenless type
or track circuits or axle counters.
SR 14.08(1) On a double line section, when the failure of the last stop signal
does not render Block Instrument out of commission, Line Clear
working shall continue to be done on the Block Instrument itself,
but while despatching a train into the Block Section, an endorsement
shall be made on the Form no. T /369 (3b) by the Station Master to

the effect that ‘Line Clear has been obtained on Block Instrument’.
The Private Number received from the Block Station in advance
shall also be recorded thereon. The Loco Pilot shall not take his
train into the Block Section unless this remark has been made on
Form T 369 (3b). Also see SR 3.70(3).
SR 14.08(2) At station where more than one gauge exist paper authorities i.e.
T/C1425 or T/D1425, T 369 (3b), T 369 (A), T 509, T 806, T 1525
and any other memo issued in lieu of tangible authority and / or
written authority to pass a fixed stop signal at ‘On’ for any purpose,
the Loco Pilot shall not accept such authority unless it bears a
stamp on the top of such written authority indicating the gauge and
station name as illustrated below: -
BROAD GAUGE METRE GAUGE NARROW GAUGE
BOTAD SABARMATI BHARUCH
14.09 LOCO PILOT TO EXAMINE AUTHORITY TO PROCEED—

(1) The Loco Pilot shall ensure that the authority to proceed given
to him is the proper authority under the system of working
and refers to the block section he is about to enter, and if the
said authority is in writing that it is complete and duly signed
in full and in ink.
(2) If the conditions mentioned in sub-rule (1) are not complied
with, the Loco Pilot shall not take his train past or start from
the station until the mistake or the omission is rectified.
14.10 CONDITIONS FOR CLOSING THE BLOCK SECTOIN.—
(1) When the block section has been cleared by the arrival of
the train or by the removal of the cause of blocking, the block
section shall be closed by the block station in advance by
giving the prescribed bell code signal.
(2) Before such signal is given, the Station Master shall satisfy
himself as per the prescribed special instructions,
(a) that the train has arrived complete, or the cause of blocking
the section has been removed, and
(b) that the conditions under which Line Clear can be given, are
complied with.
(3) The provision of clause (b) of sub-rule (2) may be relaxed at
class ‘A’ single line crossing stations. In such cases, the Station
Master shall satisfy himself that the train is standing at its
Starter clear of the line on which the second train is to run.
(4) Where in a section, a block proving axle counter or continuous
track circuiting between block stations and complete track
circuiting of station section excluding non-running lines of
the receiving station is installed and is functioning and there
is a clear indication of clearance of block section as well as
complete arrival of the train as per indication given, it would
be taken as assurance for complete arrival of the train to the
Station Master.

SR 14.10 Station Master shall maintain Train Intact Register book on Form
no. T/1410 as given in Annexure A at the end of this chapter. Station
Master shall obtain the signature of the Guard of the train in the
Train Intact Register to satisfy that the train has arrived complete or
the obstruction from the block section is cleared before closing of
the block section as referred in rule (2)(a) of GR 14.10 above.
14.11 RESPONSIBILITY OF STATION MASTER AS TO AUTHORITY
TO PROCEED.—
(1) An authority to proceed shall not be given to the Loco Pilot
until the procedure prescribed for the purpose, so far as it is
applicable in the particular case, has been followed.
(2) An authority to proceed shall not be given to the Loco Pilot
except by the Station Master or by some railway servant
(3) The Station Master shall see that the authority to proceed
given to a Loco Pilot is accurate and that, when it is in writing,
it is complete and is signed in full and in ink.
(4) If the train stops at the station and is waiting to cross another
train, the authority to proceed shall not be given to the Loco
Pilot until the whole of the latter train has arrived and is clear
of the running line for the former train.
(5) If two engines are coupled together or if one engine is in
front and another in rear of the train, the authority to proceed
shall be given to the Loco Pilot of the leading engine.
SR 14.11 The ‘Authority to Proceed’ must be handed over as follows: -
(A) Running Through Trains. –

(i) When the ‘Authority to Proceed’ is a token/tablet it should be
delivered from the token/tablet stand in a pouch by one of the station
staff in uniform. It should be picked up by any one of the engine
staff or by automatic apparatus.
(ii) When the ‘Authority to Proceed’ is paper line clear, the same shall
be delivered from opposite the station building in a pouch by one of
the station staff in uniform and should be picked up by any one of
the engine staff.
(B) In case of stopping trains. –
The ‘Authority to Proceed’ should be handed over to the Loco Pilot
by one of the station staff in uniform, after the incoming token if any
has been thrown out.
At stations, where token/tablet Block Instrument is located in a

Cabin situated at some distance from the station yard, the ‘Authority
to Proceed’ may be delivered to the Loco Pilot from the fixed place
near the Cabin. In such cases, if the Starter signal has been taken
‘OFF’ and the Guard has given the starting all right signal, the Loco
Pilot should start with his train and pick up the ‘Authority to Proceed’
from the fixed place, near such cabin. This procedure shall be followed
only at these stations/yards, which are specifically mentioned in
the Working Time Table.

14.12 SPECIAL RESPONSIBILITY AS TO ELECTRICAL TOKEN

INSTRUMENTS AND TO THE TOKEN.—
(1) The Station Master shall be responsible to ensure that: -
(a) no one but himself operates the electrical block instruments,
(b) the procedure regarding bell signals and, in addition any
communication made by electrical communication
instruments including the use of a private number, as laid
down under special instructions, is correctly carried out;
(c) in the case of stopping trains, the incoming token is
surrendered by the Loco Pilot before an outgoing token is
delivered to him;
(d) when he receives the token of an incoming train, it is put in
the electrical block instrument immediately; and
(e) no one except the person authorised by special instructions
opens the electrical block instruments.
(2) (a) A token shall not be taken out of an electrical block instrument
earlier than necessary and when taken out, its number shall
be recorded in the Train Signal Register, and it shall be kept
in the personal custody of the Station Master till issued to a
Loco Pilot or returned to the instrument.
(b) On arrival of the train at the block station in advance, the
Loco Pilot shall give up the token in accordance with special
instructions and this token shall then be placed in the electrical
block instrument at that station.
(c) If the train has to return to the block station from which it
started, the token shall, on such return, be replaced in the
electrical block instrument from which it was extracted.
14.13 FAILURE OF ELECTRICAL BLOCK INSTRUMENTS OR TRACK
CIRCUITS OR AXLE COUNTERS.—
(1) If the electrical block instruments, track circuits or axle
counters or their electric connections fail, Line Clear shall
be obtained through the electrical communication
instruments.
(2) When Line Clear has been so obtained, an entry to that effect
shall be made in the Train Signal Register, and the train may
be allowed to proceed on the issue of a written authority to
proceed, which shall also bear a remark to that effect.
SR 14.13(1) As soon as the Block Instrument has failed, the Station Master/
Switchman must inform Group D staff concerned with train working
that the Block Instrument has failed and at the same time, a placard
bearing the words ‘Block Failed’ must also be hung up on the
instrument so as to indicate visually also to all staff that the Block
Instrument has failed.
SR 14.13(2) Means of Communication to be used for obtaining /granting line clear
when Block Instruments failed both on Double Line/Single line.
Following means of communications as mentioned in SR. 14.01(1)
shall be used in order of preference, when Block Instruments have
failed:-

(A) Block Telephone attached to Block Instruments,

(B) Station to station fixed telephones wherever available,
(C) Fixed telephone such as Railway auto phones &BSNL phones.
(D) Control Telephone, and
(E) VHF sets.
NOTE:-(i) In the event of failure of Block Instrument as well as Block telephone,
the use of fixed telephones/Control phone should be the alternative
and only in case these alternatives are not functional, VHF should
be used for obtaining/granting line clear.
(ii) Using the mode of communications in the event of failure of Block
Instrument the order of preference as mentioned above should be
strictly followed and order of preference shall not be violated under
any circumstances.
SR 14.13(3) General Instructions for use of means of Communications when

Block Instruments have failed on Double Line or Single Line.
(A) When the “Line Clear” has been obtained by means of any
communication mentioned in SR 14.13 (2) (A), (B), (C). (D) & (E)
with reference to rule (1) of GR 14.13 and written authority with
reference to rule (2) of GR 14.13 Paper Line Clear Ticket shall be
issued to the Loco-Pilot on form no. T/ C 1425 (Up) [Annexure-‘D’]
or T / D1425 (Down) [Annexure-‘E’](for Paper Line Clear Ticket see
G&SR 14.25).
(B) Switchmen are not permitted to work Line Clear on the Block
Telephone / Fixed Telephone/Railway Auto phone / BSNL phones,
Control phone and VHF sets. When line clear working cannot be
done on Block Telephone and any of above fixed telephone or VHF
sets due to any reason whatsoever, the Station Master may use
Control phone from the SM’s office for Line Clear working, if it is
inconvenient for him to go to cabin for doing line clear working on
the Block Telephone attached to Block Instruments / Fixed
Telephone / Railway Auto phone / BSNL phones, Control phone
and VHF sets in the block cabin where switchmen are working on
Block Instruments at the Cabins.
(C) For working Line Clear on the Block Telephone / Fixed Telephone /
Railway Auto phone / BSNL phones or Control Phone or VHF
sets, the Telephone messages shall be written and exchanged in
the Train Message Register on Form Nos. T/A 1425 (Outward) and
T/B 1425 (Inward) as given in Annexure- B and C respectively at
end of this chapter and necessary entries shall also be made in the
(D) Serial Number of Messages -
Message serial number of Station ‘X’:- To ensure that Line Clear is
being given by the station concerned only and not by some other
station, the ‘Is Line Clear’ message from station ‘X’ to station ‘Y’
shall be given as serial number in progressive order followed by the

Private Number last received from the station from which the ‘Line
Clear’ is required. For example, if the Serial number is 1, and the
last Private Number received by station ‘X’ from the other station ‘Y’
is 25, then the number of the ‘Is Line Clear Message’ should be 1/25.
Message serial number of Station ‘Y’:- The ‘Line is Clear’ message
from station ‘Y’ to station ‘X’ shall bear the serial number in
progressive order followed by the Private Number previous to the
one quoted in the Enquiry Message, from station ‘X’ to station ‘Y’.
For example, if private number is 29, previous to no. 25 quoted in
enruiry message of station ‘X’, then the serial number of station ‘Y’
message should be 1/29.
(E) When the ‘Is Line Clear’ message is the first that is to be exchanged
after the Block Instruments have failed say, between Stations ‘X’
and Station ‘Y’, ‘X’ must first satisfy himself by asking ‘Y’ on the
telephone, and by reference to the Train Signal Register, that the
previous three trains have cleared the section and when trains have
been previously worked on the telephone he must also refer to the
last message concerning a train worked in the Block section
exchanged between his station and ‘Y’.
(F) After Line Clear message has been exchanged on Block telephone
/ Fixed Telephone/Railway Auto phone / BSNL phones or control
phone or VHF sets between both end Station Masters, they shall
give their private numbers to the Section Controller in token of
assurance that Line Clear on Block telephone/ Fixed Telephone/
Railway Auto phone / BSNL phones or control phone or VHF sets
has been obtained as per rules laid down in SR 14.13 (4) below.
The Section Controller shall keep record of train working on block
telephone / Fixed Telephone/Railway Auto phone / BSNL phones
or control phone or VHF sets.
SR 14.13(4) Procedure for use of alternate means of Communication for obtaining

/ granting Line Clear on Paper Line Clear, where Block Instruments
are failed on both Double Line /Single Line.
(A) Rules for working Line Clear on Block Telephone / Fixed Telephone/
Railway Auto-phone / BSNL phones;
(i) Before obtaining line clear on Block Telephone/ Fixed Telephone/

Railway Auto phone / BSNL phones the Station Master, asking
line clear shall inform Section Controller on control phone and shall
obtain his private number for every train working on block telephone
/ Fixed Telephone/Railway Auto phone/ BSNL phones during failure
of block instrument.
(ii) Procedure for obtaining/granting Line Clear shall be done by

exchanging message and writing on form No. T/A 1425 (Outward)
and No. T/B 1425(Inward) of message serial number, identification
detail of previous three trains & Line Clear working of train particulars,
as explained and given below-

Form No. T/A 1425 (Outward) and T/B 1425 (Inward) shall be filled
as below :-
FORM No. T/A 1425

Sr. No. 1/25
( OUTWARD MESSAGE)
LINE CLEAR INQUIRY MESSAGE BOOK IN THE EVENT OF FAILURE/

SUSPENSION/ NON-PROVISION OF BLOCK INSTRUMENTS

Details for ID of last three preceding trains cleared the block section
S.N. Train No Up or Dn * * Double * * Single Pvt. No.

Line Line Arr. or
Dep. Time Dep. Time
1. 2955 Dn. 21-42 hrs. NA 22

2. 2961 Dn. 22-01 hrs NA 29
3. 9005 Dn. 23-34 hrs NA 25
(A) Line Clear Inquiry
1. Date –25.08.2006 Mode of communication- Fixed Tele.

2. From Station Master (Name) A of X (Station)
To Station Master (Name) B of Y (Station)
3. Train No. 2903 UP/ DN Golden Temple Mail.
4. Line Clear asked at 00-03 hrs. and reply received from Y station at
00-05 hrs.
5. Last Train No. 9005 UP/DN left X Station at 23-34 hrs. and
arrived at Y station at 23-47 hrs.
6. Private Number received ( in figures and words) 17 (Seventeen)
(B*) Train Entering Section
7. Train No 2903 UP /DN left at 00-11 hrs.
8 Train entering section report given to Y station and acknowledged
at 00-13 hrs.
(C*) Train Out of Section
9. Train No. 2903 UP /DN arrived at Y station at 00-18 hrs.
10. Train out of section report received from Y station and
acknowledged at
00-20 hrs.
(D*) . Line Clear Cancellation
11. Line clear cancelled at …....hrs. Reasons for cancellation
………………
…………sd /- ……………
Signature of Station Master-X

* * Fill either double line or single line column.
NB- Separate Books to be maintained for each block section.

FORM No. T/B 1425

Sr.No. 1/29
( INWARD MESSAGE)
LINE CLEAR REPLY MESSAGE BOOK IN THE EVENT OF FAILURE /

SUSPENSION / NON-PROVISION OF BLOCK INSTRUMENTS

S.N. Train No. Up or Dn * * Double * * Single Pvt.No.

Line Line Arr.
Arr. Time or Dep. Time
1. 2955 Dn 21-51 hrs. NA 22

2. 2961 Dn 22-08 hrs NA 29
3. 9005 Dn 23-47 hrs NA 25
.
(A) Line Clear Reply
1. Date - 25.8.2006 Mode of communication- Fixed tele.

2. From Station Master (Name) B of Y (Station)
To Station Master (Name) A of X (Station)
3. Train No. 2903 UP / DN Golden Temple Mail
4. Line Clear asked by X station at 00-03 hrs. and reply given at
00-05 hrs.
5. Last Train No. 9005 UP /DN left X Station at 23-34 hrs. and
arrived at Y station at 23-47 hrs.
6. Private Number given ( in figures and words) 17 (Seventeen)
7. Train No. 2903 UP /DN left X station at 00-11 hrs.

8. Train entering section report received from X station and
acknowledged at 00-13 hrs.
9. Train No. 2903 UP /DN arrived at 00-18 hrs.

10. Train out of section report given to X Station and acknowledged at
00-20 hrs.
(D*) Line Clear Cancellation
11. Line clear cancelled at ………..…hrs. Reasons for cancellation

…………………
………sd/-…………
Signature of Station Master-Y


(B) Rules for working ‘Line Clear’ on Control Phone -

(i) When the Line Clear is to be obtained on the Control Phone, the
Station Master shall inform the Section Controller. The Section
Controller shall record this in the “Remarks column” of his graph.
(ii) All transactions shall be done in the hearing of the Section Controller
who shall act as a witness to these transactions. The Station Master
concerned shall be entirely responsible for safety.
(iii) Procedure for obtaining/granting Line Clear shall be done by

exchanging messages and writing on form number T/A 1425 (outward)
and T/B 1425 (inward) of message serial number, identification details
of previous three trains and Line Clear Working of trains particulars as
explained in SR 14.13 (4) (A) (ii) here in above.
(iv) The Section Controller shall record in the ‘Remarks’ column of his
chart the names of the Station Master on duty at “X” and “Y” the
train number for which the “Line Clear” is being asked by “X” the
Private Number given by “Y” as also the numbers and departure
and arrival timings of the previous three preceding trains run on the
section as given by Station Master “X” and Station Master “Y” in
their “Is Line Clear” and “Line is Clear” messages. He shall also
record the time of the transaction.
(v) The Section Controller should also see, before permitting the “Is
Line Clear” and “Line is Clear” messages being passed over the
Control Phone by Station Master “X” and “Y”, that the section is
clear of trains or any other obstructions.
Note: - S.R.14.13(4) (B) will not apply on the Continuous Track Circuit
Section on Automatic Block Territory system.
(C) Rules for working ‘Line Clear’ on the VHF Sets -
(i) Line clear on the VHF sets shall only be obtained/granted in case
of failure of all means of communication, leaving VHF as the only
alternative specifying the circumstances and duration. The VHF
will be used till restoration of any one of the other means of
communication mentioned in para SR 14.01(1). In case of VHF
sets are used for long duration, its use shall be permitted only
under supervision of Station Master /TIs.
(ii) Separate VHF sets shall be used which have two frequencies and
can be tuned to the frequency (other than the normal frequency of 5
Wt. Walkie-Talkie sets which are in use for communication with
Loco Pilots, Guards & other field staff), between both end stations
of the Block Sections for obtaining/granting line clear on Paper
Line Clear ensuring that the VHF sets have been tuned out to such
other frequency and the system for repeating the train numbers
with their description and private numbers of previous three trains
passed over the block section .

Note- The use of 25Wt. VHF sets installed at stations, tuned to the
same frequency as that of 5 Wt. Walkie-Talkie sets given to the
Loco Pilots/Guards should be stopped forthwith and shall not be
used for line clear working through Paper Line Clear..
(iii) Before obtaining line clear on VHF Sets, the Station Master asking
line clear shall inform Section Controller on control phone and shall
obtain his private number for every train working on VHF Sets during
failure of block instrument.
(iv) Procedure for obtaining/granting Line Clear on VHF sets shall be done
by exchanging message and writing on form number T/A 1425
(Outward) and T/B 1425 (Inward) of message serial number,
identification details of previous three trains and Line Clear Working of
trains particulars as explained in SR 14.13 (4) (A) (ii) here in above.
14.14 CLOSING OF INTERMEDIATE BLOCK POST.— If the electrical

block instruments provided at the stations on either side of
an Intermediate Block Post or the track circuiting provided
beyond the last Stop signal, or the axle counters provided at
either end of block section, fail, the Intermediate Block Stop
signal shall be treated as defective and the Intermediate Block
Post shall be deemed to be closed and the section between
the stations on either side of the Intermediate Block Post shall
be treated as one block section.
C. BLOCK STATIONS AT WHICH ELECTRICAL BLOCK

INSTRUMENTS ARE NOT PROVIDED
14.15 TRANSMISSION OF SIGNALS.—For the working of trains at

such stations where electrical block instruments are not
provided, signals as prescribed under special instructions
shall be transmitted, as occasion may require, on the electrical
communication instruments.
SR 14.15 Rules for working trains by means of Electrical Communication

Instruments—
Rules for working trains by means of Electrical Communication

Instruments are embodied in the Block Working Manual.
14.16 TRAIN SIGNAL REGISTER.—The Train Signal Register

referred to in Rule 14.07 shall also be maintained at block
stations where block instruments are not provided.
14.17 FORMS FOR MESSAGES AND WRITTEN AUTHORITY TO

PROCEED.—
(1) All messages despatched in connection with the working of

trains, and all written authorities to proceed, shall be written
on forms specially provided for the purpose by the Railway
Administration.

(2) Such forms shall be bound up in books and kept at each

block station by the Station Master, or by some railway servant
SR 14.17 The forms and written authorities as referred to in Sub Rule (1) of
GR 14.17 above, which are generally used for working of trains on
Western Railway are enlisted and given in the Index part-B ‘List of
Annexure of Standard Forms’, in the beginning of this book.
14.18 DISTINCTION OF MESSAGES.—
(1) Every message despatched in connection with the working

of a train shall distinctly describe the train to which it relates.
(2) For every train, a separate inquiry and reply shall be sent.
14.19 WRITING AND SIGNING OF MESSAGES AND WRITTEN

AUTHORITIES TO PROCEED.—
(1) All messages despatched in connection with the working of

trains, and all written authorities to proceed, shall be written
up in ink and signed by the persons authorised to despatch
or issue the same.
(2) No message or written authority to proceed shall be written

out, either in full or in part or signed, until necessary.
14.20 COMPLETION OF MESSAGES.—No part of any message shall

be despatched or acted upon until the whole message has
been written out except with a view to the prevention of an
accident or in some other case of emergency.
14.21 PRESERVATION OF MESSAGES AND WRITTEN AUTHORITIES

TO PROCEED.—Messages and written authorities to proceed
shall be destroyed at such time after issue as may be
prescribed by special instructions:
Provided that no message or written authority to proceed

shall be destroyed before one month after issue.
14.22 CANCELLATION OF LINE CLEAR.—On a single line when a

Line Clear has been cancelled, no train shall be allowed to
leave in the opposite direction until a message has been
received acknowledging such cancellation and stating that
the train for which the Line Clear has been given is and shall
be detained.
14.23 LOCO PILOT TO HAVE AUTHORITY TO PROCEED.—The Loco

Pilot shall not take his train from a station unless he has in
his possession, as his authority to proceed, a Line Clear Ticket
duly signed by the Station Master.

14.24 AUTHORITY TO PROCEED: WHEN TO BE GIVEN TO LOCO

PILOT.—An authority to proceed shall not be given to the
Loco Pilot until the procedure prescribed for the purpose, so
far as it is applicable in the particular case, has been followed.
D. LINE CLEAR TICKETS
14.25 LINE CLEAR TICKTS.—
(1) When owing to failure or non-provision of electrical block

instruments, the authority to proceed is a Line Clear Ticket, it
shall be in prescribed format.
(2) Each such ticket shall bear a serial number which shall be
recorded in the Train Signal Register, the numbers for the
Down direction being clearly distinguished from those for the
Up direction.
(3) The ticket referred in sub-rules (1) and (2) shall be printed
on white paper with blue font. To distinguish paper line
clear ticket for up and down directions, watermark arrow
pointing ‘up’ and ‘down’ shall be printed on the ticket.
SR. 14.25 The prescribed format as referred in Sub rule (1) of GR 14.25 above
shall be on the printed on Forms no. T /C 1425 for Up & T /D 1425
for Down separately to be used by the Station Master for preparing
Line Clear Ticket, as authority to proceed to be given to the Loco
Pilot in case of failure of electrical block instruments. These are
given in Annexure-D and E respectively at the end of this chapter.
14.26. USE AND OPERATION OF BLOCK WORKING EQUIPMENT.—

The use and operation of electrical block instruments shall
be governed by special instructions to be issued with the prior
approval of the Railway Board.
SR 14.26 Instructions for use and operation of block working equipment are
embodied in the Block Working Manual.
*****

ANNEXURE – ‘A’
Form No. T /1410
WESTERN_RAILWAY
Sr.No._______ Station _________
TRAIN INTACT ARRIVAL REGISTER
Sr. No. Date Train Time of Arrival Guard’s signature in token that
No. his train has arrived complete
and is standing clear of all fouling
Hour Minutes marks.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

ANNEXURE – ‘B’
FORM No. T/A 1425
Sr. No. ……….
( OUTWARD MESSAGE)
LINE CLEAR INQUIRY MESSAGE BOOK IN THE EVENT OF FAILURE/
SUSPENSION/ NON-PROVISION OF BLOCK INSTRUMENTS


Line Line Arr. or
Dep. Time Dep. Time
1.
2.
3.
(A) Line Clear Inquiry

1. Date – ……… Mode of communication- ………
2. From Station Master (Name) ……… of……… (Station)
To Station Master (Name) ……… of ……… (Station)
3. Train No. ……… UP/DN.
4. Line Clear asked at …… hrs. and reply received from
………station at ……hrs.
5. Last Train No. ……… UP/DN left……… Station at ……… hrs.
and arrived at station at ……… hrs.
6. Private Number received ( in figures and words)
………………………………
7. Train No ……… UP/DN left at ……… hrs.
8 Train entering section report given to ……station and
acknowledged at ………hrs.
9. Train No. ……… UP/DN arrived at ……… station at ……… hrs.
10. Train out of section report received from ……… station and
acknowledged at ……… hrs.
(D*) . Line Clear Cancellation
11. Line clear cancelled at ….…… hrs. Reasons for cancellation
………………...........................................................................
………… ………. ……………



ANNEXURE – ‘C’
FORM No. T/B 1425
Sr.No. ……….
( INWARD MESSAGE)
LINE CLEAR REPLY MESSAGE BOOK IN THE EVENT OF FAILURE /
SUSPENSION / NON-PROVISION OF BLOCK INSTRUMENTS

Line Line Arr. or
Arr.. Time Dep. Time
1.
2.
3.
(A) Line Clear Reply

1. Date - ………………Mode of communication- …………….
2. From Station Master (Name) …………. of ……… (Station)
To Station Master (Name) ………….. …of …………. (Station)
3. Train No. ………..UP / DN …………
4. Line Clear asked by ………… station at ………hrs. and reply
given at ………hrs.
5. Last Train No. ……… UP / DN left ………Station at ……….hrs.
and arrived at …………station at ……….hrs.
6. Private Number given ( in figures and words)
……………………..
7. Train No. ………. UP / DN left ……. station at ………hrs.
8. Train entering section report received from ………..station
and acknowledged at ………hrs.
9. Train No. ……..UP / DN arrived at ………hrs.
10. Train out of section report given to ……..Station and
acknowledged at ……...hrs.
(D*) Line Clear Cancellation

11. Line clear cancelled at ………..…hrs. Reasons for cancellation
………………….......................................................................
……………………


ANNEXURE – ‘D’
Form No. T/C1425

WESTERN_RAILWAY
Sr.No._______
Up PAPER LINE CLEAR TICKET

(Loco Pilot / Record)
Number of Train ___________________ (Description)_____________.
Date _______________ Time ________ hours ______minutes.
From: Station Master ______________________
To: The Loco Pilot of Train No. ___________________ Up
The line is clear and you are authorised to proceed to

__________station.
Last train No.________ cleared section at _______ Station.
Private No.(in words)____________(in figures) ______.
AUTHORITY TO PASS SIGNAL AT ‘On’ POSITION
* You are authorised to pass Last Stop Signal in danger, when the
signal is interlocked with Block Instrument.
_______________________
* Strike out which ever is not applicable.

ANNEXURE – ‘E’
Form No. T/D1425

WESTERN_RAILWAY
Sr.No._______
Down PAPER LINE CLEAR TICKET
(Loco Pilot / Record)
Number of Train ______________________(Description)_____________.
Date _______________ Time ________ hours ______minutes.
From: Station Master ______________________
To: The Loco Pilot of Train No. ___________________ Down
The line is clear and you are authorised to proceed to

__________station.
Last train No.________ cleared section at _______ Station.
Private No.(in words)____________(in figures) ______.
AUTHORITY TO PASS SIGNAL AT ‘On’ POSITION
* You are authorised to pass Last Stop Signal in danger, when the
signal is interlocked with Block Instrument.
______________________
* Strike out which ever is not applicable.

CHAPTER XV PERMANENT WAY AND WORKS 369
CHAPTER XV
PERMANENT WAY AND WORKS
A. RAILWAY SERVANTS EMPLOYED ON
THE PERMANENT WAY OR WORKS
15.01 CONDITION OF PERMANENT WAY AND WORKS.-Each
Inspector of Way or Works shall be responsible for the
condition of the permanent way and works under his charge.
15.02 MAINTENANCE OF LINE.-Each Inspector of Way or Works shall-
(a) see that his length of line or works in his charge are efficiently
maintained and
(b) promptly report to the Engineer-incharge all accidents to, or
defects in the way or works, which he considers likely to
interfere with the safe running of trains, at the same time
taking such action as may be necessary to prevent accidents.
15.03 KEEPING OF MATERIAL.-Each Inspector of Way or Works shall
see to the security of all rails, chairs, sleepers and other
material in his charge and ensure that such of the said articles
as are not actually in use are properly stacked clear of the
line so as not to interfere with the safe running of trains.
15.04 INSPECTION OF PERMANENT WAY AND WORKS.-
(1) Every portion of the permanent way shall be inspected daily
on foot by some railway servant appointed in this behalf by
special instructions:
Provided that the interval between such inspections may,
under approved special instructions, be increased to once in
two days in the case of lines with light and infrequent traffic.
(2) All bridges and works including signals, signal wires,
interlocking gear, points and crossings, overhead equipment
and any other equipment affecting the safety and working of
trains shall be inspected regularly in accordance with special
instructions.
15.05 PATROLLING OF LINES.-
(1) In addition to the inspection referred to in Rule 15.04,
whenever any portion of a railway is likely to be endangered
by abnormal conditions such as heavy rains, breaches, floods,
storms and civil disturbances, the line shall be patrolled in
(2) When a railway servant deputed to patrol the line notices
any condition likely to affect the safety of trains or otherwise
apprehends danger, he shall take action in accordance with
special instructions prescribed for the purpose to protect the
obstruction on line and thereafter inform the nearest Station
Master by the most expeditious means.
See also General Rule 3.62.
SR 15.05(1) If a Patrolman on organised patrolling notified to all concerned does
not turn up within 15 mts. of his scheduled arrival, the Station Master
will take the following action: -

370 PERMANENT WAY AND WORKS CHAPTER XV
(A) He must Stop all trains proceeding into the block section and issue
Caution Orders to the Loco Pilots, asking them to be alert and
observe a speed restriction of 40 kmph during the day when visibility
is clear and 15 kmph during the night or when visibility is impaired;
(B) He must advise the Station Master at the other end of the section
to take similar action and also advise the Controller;
(C) He must initiate action to ascertain the reasons for the non-arrival
of Patrolman.
SR 15.05(2) The Caution Orders referred to under SR 15.05 (1)(A) above shall
continue to be issued until the Patrolman has arrived and reported
that the line is safe for passage of trains.
15.06 WORK INVOLVING DANGER TO TRAINS OR TRAFFIC.-A gang
shall not commence or carry on any work which will involve
danger to trains or to traffic without the previous permission
of the Inspector of Way or Works, or of some competent
railway servant appointed in this behalf by special instructions;
and the railway servant who gives such permission shall
himself be present to superintend such work and shall see
that the provisions of Rules 15.08 and 15.09 are observed.
Provided that, in case of emergency, when the requirements
of safety warrant the commencement of any such work before
the said railway servant can arrive, the Gangmate may
commence the work at once and shall himself ensure that
provisions of Rule 15.09 are observed.
SR 15.06(1) No work necessitating interference with track, points, lock bars,
detectors, signals and interlocking gear, etc., which is likely to
involve the safety of trains or traffic, shall be commenced, except
with the knowledge and consent of the Section Engineer (P.Way) /
Section Engineer (Signal), as the case may be. While such work is
in progress, the Section Engineer, authorising the execution of the
work must be present personally to supervise the work and ensure
compliance with the provisions of G & SRs 15.08, 15.09 and 15.14.
If the work concerns both the Permanent Way and Signalling, the
Section Engineers of both the departments shall remain present till
its completion.
SR 15.06(2) A Signal Maintainer whether Block, Electrical or Mechanical who has
been granted a certificate of competency by artisan school or as a
temporary measure by the Section Engineer (Signal) declaring that
he understands all the relevant rules and instructions pertaining to his
duties and is competent independently, to undertake the works, which
may necessitate interference with points, lock bars, detectors, signals,
etc., may also undertake such works, except those involving
interference with the locking arrangement in an interlocked lever frame.
This certificate of competency shall be valid for a period of five years
when issued by artisan school and for a period not exceeding three
years if issued by a Section Engineer (Signal).
SR 15.06(3)(A) The Section Engineer (Signal) or other qualified person in charge of

the work shall, before taking in hand any disconnection of points,
signals, lock bars, detectors, etc., advise the Station Master on
duty in writing on Form S&T(T/351) and obtain an acknowledgement
for the same. The Station Master on duty shall inform the CASM/

Switchman/ Leverman in the cabin or cabins from where such

signalling gear is being operated, as distinct from the operations
from centralised signal cabins over which the Station Master
exercises complete control and repeat to the staff at the cabin
details of the interlocking gear to be disconnected. The staff at the
cabin on receiving this information will give a private number to the
Station Master on duty in token of his having received the information
in connection with disconnection of the interlocking gear. The Station
Master on duty will record on the disconnection memo the name of
the staff to whom this information was given and the private number
received from him and this will also be recorded in the Station
Master's charge book/diary. The in-charge of the cabin will similarly
record the private number given by him in the Cabin Register or
Line Concurrence Register where one or the other is maintained.
The Station Master shall on controlled section and if the control is
functioning, inform the Trains Controller if the work to be under taken
is likely to cause delay to traffic.
(B) Only after this procedure has been complied with the Station Master
will sign on the record foil of the disconnection memo retaining the
first foil which should be kept pasted on the disconnection register
specially maintained for the purpose.
(C) The work mentioned in the form shall only be commenced after the
acknowledgment of the Station Master has been received.
(D) After the work has been completed and the disconnected gear
reconnected and put into normal working order, the person who
undertook the work shall again give written notice on the second
(i.e., reconnection) foil to the Station Master.
(E) The Station Master shall himself test or ask the in-charge of the
cabin to test and satisfy himself that the reconnected gear is working
properly. The Station Master will then give a private number to the
in-charge of the cabin who will record the private number received in
the Cabin Register or Line Concurrence Register, if any of these is
maintained in the cabin and if no such register is maintained, merely
record the private number received from the Station Master on duty
against the private number given by him at the time of disconnection
of the gear.
Station Master on duty will make a note of these transactions in
the Charge Book/Diary at the station. He will also sign on the record
foil, retain the second (i.e. reconnection) foil recording the time and
private number on both the foils and restore normal working. The
first and the second foils will be preserved like messages for Caution
Orders and pasted on opposite pages of the disconnection register.
(F) Private number books should be made available at such of the cabins
where exchange of private numbers is called for to comply with
these procedures.
SR 15.06(4) In case of work on the permanent way, the Section Engineer (P.Way)
or his Assistant Section Engineer will advise the Station Master by
written memo and his acknowledgment obtained on the record foil.
After completion of the work and after ensuring that the track is
safe for the passage of trains, a memo to this effect will be sent to
Station Master and his acknowledgement obtained in writing.

SR 15.06(5) The memo referred to in SR 15.06 (3)(D) above to be issued by the

Signal/Permanent Way staff should indicate such details as the
place where repairs will be carried out, the nature of work, speed
restrictions, if any and the time the work will be commenced and
completed.
SR15.06(6) The Station Master receiving such advice, shall take action as
necessary. In addition, if points are involved, he shall arrange to
have them clamped and worked as defective points. If signals are
involved, these shall be worked in accordance with the procedure
for defective signals. If there is speed restriction, the Station Master
shall arrange for necessary Caution Orders to be issued.
SR15.06(7) In the interval between disconnection and reconnection of the gear,
if it is necessary to pass a train or perform any shunting movement,
the Station Master must advise the qualified persons in charge of
the work by a memo, stating in which position the points are to be
set and after obtaining such permission, the Station Master or other
authorised staff acting on his behalf, shall then arrange to set and
clamp the points in the desired position, making it safe for the
passage of the trains. It shall be the duty of qualified person in
charge of the work and Station Master or the authorised person
deputed on his behalf to see that the points are set and clamped for
the correct route and then Station Master shall put his padlock on
the clamp so as to prevent any interference therewith subsequently,
until the completion of the train or shunting movement as the case
may be. The padlock or clamp should be removed by the Station
Master or the authorised person after completion of the train or
shunting movement and the Station Master shall issue a written
authority to the person in charge to recommence the work. The
person in charge of the work will then resume work on the gear.
SR 15.06(8) Special instructions regarding new works are given in Appendix 'B'
to Chapter XV.
15.07 WORK IN THICK, FOGGY OR TEMPESTUOUS WEATHER
IMPAIRING VISIBILITY.-In thick, foggy or tempestuous weather
impairing visibility, no rail shall be displaced and no other
work which is likely to cause obstruction to the passage of
trains shall be performed, except in cases of emergency.
15.08 PRECAUTIONS BEFORE COMMENCING OPERATIONS WHICH
WOULD OBSTRUCT THE LINE.-
(1) No person employed on the way or works shall change or
turn a rail, disconnect points or signals, or commence any
other operation which would obstruct the line until Stop
signals have been exhibited and where prescribed
detonators used; and if within station limits, he has also
obtained written permission of the Station Master and all
necessary signals have been placed at 'ON':
(2) No work involving removal of any rail from the track shall be
under taken without traffic block, except as provided in sub
rule (3).
(3) In emergent cases, the Engineering official not below the
rank of Section Engineer (P.Way) grade-III, undertaking such
operation shall first bring the train to stop and advise the
Loco Pilot of the train about the need to stop the train through

a written memorandum. The Engineering official shall

simultaneously arrange to send message to the Station Master
for the need to block the track and obtain written confirmation
of the same. In such emergent cases, work shall be
commenced only after advising the Loco Pilot and bringing
the train to a stop.
Provided that the exhibition of Stop signals may be dispensed
with, if such operations are performed or carried out after
the necessary signals other than Automatic Stop Signals have,
in addition to being placed in the 'ON' position, been
disconnected, so that such signal cannot be taken 'OFF' again
until it is safe to do so and the corresponding adequate
distance beyond such signals is kept clear:
Provided further that when the area of work is controlled by
Automatic signals the railway servant in charge of the work
shall post a competent railway servant at an adequate
distance in rear of the site of the work to Stop and warn any
train approaching the affected area.
SR 15.08(1)(A) The time selected for the execution of the work shall be such as
will cause the least interference to the traffic movement and
operations.
(B) (i) Works which require imposition of speed restriction or availing of
blocks such as oiling and greasing of fishplates, fish bolts, cropping
of rails, welding of rails, greasing of girder bearings, creep
adjustments, realignment of curves, lifting and lowering of track,
renewal of bridge timbers, painting of sleeper seats on girders, crane
operations both in electrified and non-electrified areas, overhauling
of points and crossings, renewal of turnouts, renewal of rails and
sleepers, etc., may be carried out after issue of prior intimation to
Sr. Divisional Operations Manager / Divisional Operations Manager
at least a fortnight in advance. These works shall be carried out
during daytime only Sr. Divisional Operations Manager / Divisional
Operations Manager shall notify the traffic staff concerned about
the schedule of these works and time and duration of such blocks
on each date.
The official in-charge shall, however, not take any work in hand,
unless he has obtained prior approval of the Sr. Divisional Operations
Manager/ Divisional Operations Manager. Before taking the work in
hand, the official-incharge should issue a message to all concerned
detailing the work for issue of caution orders and get their
acknowledgements. Execution of works, issue of messages and
caution orders will be on day-to-day basis and no Traffic Working
Order would be required to be issued. These works must be
completed in one day only.
(ii) Other normal routine day-to-day maintenance works, which do not
require imposition of speed restriction or availing of block and may
be completed during the day hours only, may be taken in hand
without approval of Sr. Divisional Operations Manager/ Divisional
Operations Manager, subject to official-incharge advising all
concerned. He shall, however, take necessary measures to protect
the site as he shall be solely responsible for the safety of trains and
the workmen.

(C) Works involving overhauling of signals and lever frames, additions

and alterations to permanent signalling arrangements, provision of
temporary diversions, relaying and such other works causing
interference with traffic and/or imposition of speed restriction for
more than one day shall be carried out under Traffic Working Order.
The Div isional Engineer or the Div isional Signal and
Telecommunication Engineer or the Divisional Electrical Engineer
(Traction) will advise details of work to the Sr. Divisional Operations
Manager / Divisional Operations Manager (as the case may be)
who will ensure the issue of Traffic Working Orders.
(D) An Engineering block must always be obtained before
commencement of work in following cases: -
(i) When a rail is to be disconnected at such locations, where the risk
involved in the case of an accident may be of a grave nature, e.g.,
on a bridge or on approaches to a bridge, high embankment, etc.
(ii) Re-laying or renewal of track on a high embankment or on bridges,
or approaches to a bridge;
(iii) Any other works which may render the line unsafe for the passage
of trains.
(iv) Specifically laid down in the Traffic Working Order.
The line shall be blocked by observing the procedure prescribed
under SR 15.08(3).
SR 15.08(2)(A) 48 hours before the commencement of the work, the Section
Engineer (P.Way) or the Section Engineer (Signal) of the section or
in his absence, his Assistant Section Engineer will give written or
telephonic notice to the Station Masters on either side of the block
sections, Chief Controller, Senior Section Engineer (Loco) concerned
and Station Master of Guards' changing stations and to all other
stations who are required to issue a Caution Order. This message
shall contain the particulars about the time the work should
commence, the nature of the work to be done, the special precautions
to be observed by Loco Pilots, the kilometres between which such
special precautions are necessary and the speed at which trains
must travel. All concerned to whom this message is issued will
acknowledge the same by a numbered message through control
and send confirmation copy through written letter.
On receipt of the acknowledgements of the message, the Section
Controller on duty will record the same in his diary and will transmit
the same in the form of a message to the Station Masters on either
side of the concerned block section who, in turn, shall convey it to
the Section Engineer in-charge of the work. The Section Engineer
in-charge will personally ensure that all concerned have
acknowledged the message before the work is taken in hand.
(B) After the completion of the work, when the speed restriction is to
be withdrawn or relaxed, the Section Engineer in-charge of the work
will send a message to the Station Master of the nearest station
endorsing a copy to all those who were previously informed about
the imposition of the restriction. The Station Master receiving the
message from the Section Engineer, will transmit the same to the
Section Controller on duty who shall take steps to transmit the

same to the Station Masters and Senior Section Engineer (Loco)

concerned and obtain their acknowledgements and convey these
acknowledgements to the Station Masters on either side of the
affected section.
Note: - On the non-controlled sections and also during failure of control
circuit on Controlled Sections, all messages in connection with
imposition, relaxation or cancellation of restrictions and their
acknowledgements should be transmitted on the DOT telephone /
V.H.F. Set and confirmation copies sent by trains.
(C) In cases of urgency the Section Engineer (P.Way)/ Section Engineer
(Signal), or his Assistant Section Engineer concerned, or Permanent
Way Supervisor shall give written notice to the nearest Station Master
giving the detailed information about the work etc., as laid down in
SR 15.08 (2)(A) above.
The Station Master will at once consult the Section Controller and
communicate full particulars (including precautions to be taken) to
the Station Master at the opposite end of the block section. He will
obtain the approval of the Section Controller and then the
acknowledgement of the Station Master at the opposite end of the
block section supported by a private number before giving Line Clear
for a train to enter the section.
In the case of rail fracture, in the absence of Section Engineer
(P.Way), the Gangmate or the Rail Mistry may undertake the work
of immediate repairs to the track viz., bringing the adjoining sleepers
closer and properly spiking the rail at the place of the fracture.
After the completion of the work, Gangmate / Permanent Way
Supervisor shall advise the Station Master to allow trains to pass
over the affected portion of the track at a speed of dead Stop and 10
kmph.
SR 15.08(3)(A) Immediately on receipt of the message bringing the Traffic Working
Order into force from the Sr. Divisional Operations Manager /
Divisional Operations Manager or from the Section Engineer
(P.Way)/ Section Engineer (Signal) of the section, or from his
Assistant Section Engineer, (if the Section Engineer concerned
cannot be present) the Station Master on either side of the block
section must make an entry in red ink in the remarks column of the
appropriate section of the Train Signal/ Message Register as the
case may be, as follows: -
Vide Traffic Working Order No………………dated…………. no trains
except those required by the Engineering Department must be
allowed to enter the block section between the hours of …….. and
………… on the following date or dates.
This remark must be made by the Station Master directly on the
message is received in the remarks column of the page or pages of
the Register which will be in use on the date or dates while the
restriction is imposed.
(B) When the line is required to be completely blocked, it shall be done
observing the following procedure: -

(i) Single Line.-

When the system of working is by Token Block Instrument, either
of the Station Masters controlling the section shall extract the token
from the Block Instrument and after making necessary entries in
red ink in the Train Signal Register, will keep this token locked up
in the cash safe. Where the last Stop signal is controlled by a
cosserat key transmitted by the Station Master, the same should
also be kept in the cash safe along with the token.
Where the system of working is on the Tokenless Block Instrument,
the Station Master on either side of the section shall extract the
'SH' key from the Block Instrument and keep it locked in the safe
custody. Necessary entries will be made in the Train Signal Register
as prescribed above.
Where the system of working is by the VHF Set, the line shall be
blocked in accordance with the instructions contained in accordance
with SR. 14.13 and instructions given in Block Working Manual.
(ii) Double Line.-
Under the system of working the Station Master controlling the

movement on to the line will operate the Block Instrument to 'Train
on Line' position for the line to be blocked and make necessary
entries in the Train Signal Register.
A message will then be issued to the Section Engineer in-charge
of the work and a copy to the Chief Trains Controller on the Telephone
as under:-
From SM…………………….'A' or 'B'……….………………..(as the
case may be) to Section Engineer (P.Way)/ Assistant Section
Engineer (P.Way) / Section Engineer (Signal)
(name)………….……at……………
C/-CTNL…………………………SM……………………
No………………Line (Up or Down line in the case of double line)

between ……….to……… has been blocked f rom
…….to……..hours. Token No……….. 'SH' key has been extracted
and kept in my safe custody/Block Instrument has been turned on
to 'Train on Line' position.
Private Number………………..(both in words and figures).
S.M. Name…………………….
Note: - In case of Station Working on VHF Set instructions given in SR.14.13
and Block Working Manual are to be followed (the portion not
applicable in the message above may not be written).
(C) During the period when the line has been completely blocked in
accordance with SR 15.08 (3)(A) & (B) above, if a material train is
required to be sent into the block section this may be permitted by
observing the procedure laid down in SR 6.02 (5), but in all such
cases the train entering the blocked section must be piloted from
the station upto the point of obstruction by an authorised official of
department concerned.

SR 15.08(4) Blocking the Line on Field Telephone: -

When for special reason is decided to permit blocking of the line on
the field telephone the following procedure will be followed in lieu of
that laid down under SR 15.08 (3). This procedure is permissible on
controlled sections only: -
(A) Blocking of the line on the field telephone shall not be permitted
unless specifically mentioned in the Traffic Working Order.
(B) Only the Section Engineer (P.Way)/ Assistant Section Engineer
(P.Way) of the section concerned is permitted to obtain the block
on the field telephone. Cancellation notice for the block should be
given by the same person who has obtained the block.
(C) On an application to the Divisional Engineer, the Section Engineer
in-charge of the work will be issued a private number sheet and a
list of codes to be used at the time of obtaining and cancelling of
the blocks. Private number sheet and codes list shall also be given
to the Chief Controller by the Divisional Engineer who shall specify
the Traffic Working Order for which they are to be used. On
completion of the work the private number sheet and the codes list
must be returned to the Divisional Engineer both by the Section
Engineer and the Controller.
(D) Before leaving the station for the site of the work, the Section
Engineer (P.Way) in-charge will consult the Controller who will advise
him the approximate time and nominate the last train after which
the block will be allowed.
(E) After the passage of the nominated train the Section Engineer
incharge will arrange to protect the place of obstruction in
accordance with the instructions laid down in the Traffic Working
Order and after having satisfied himself that the obstructed area is
properly protected, will call the Section Controller on the field
telephone and request him for imposition of the block giving reference
number of Traffic Working Order under which the work is being
carried out.
(F) The Section Controller will then call the Station Master at each end
of the block section and ascertain from them if the block section is
clear of all trains and obtain from them private numbers, in support
thereof.
(G) The Section Engineer incharge will then issue a message on the
field telephone as follows: -
To:
CTNL……………………….. C/- SMs 'A' and 'B'
No……………………………Ref……………………
DRM……………………..T.W.O. No……………………of
…………………Line (Up or Down line in the case of double line)
between Stations 'A' and 'B' will be blocked from……………...
to……………..hours. Private No……………………..(in words and
figures) Code word……………………
Name………………………………….
Designation…………………………..

(H) The Section Controller will then tally the code word to confirm that
the correct person is asking the block. He will then issue a message
to the SM at either end of the place of work and also to the Section
Engineer incharge as under:-
Station Master 'A' and 'B' C/- Section Engineer (P.Way)/ Assistant
Section Engineer (P.Way) (Name)………………………... T.C.
No…………………aaa. You are authorised to block the line (Up or
Down line in the case of double line) between
Stations..……………… and…………………. f rom………..
to……….hours.
Code word…………………… Controller Name……………....

(I) The Station Masters concerned will acknowledge the Controller's
message supported by private numbers. The Controller will record
these messages in the control diary recording the names of the
Section Engineer incharge and Station Masters and the private
numbers received from them. Brief remarks shall also be recorded
in the remarks column of the Control Chart.
(J) On receipt of the above message from the Controller, the Station
Master will arrange to block the line concerned in accordance with
the provisions of SR 15.08 (3) (B). A message will then be issued
to the Section Engineer (P.Way) incharge, to the Controller on the
telephone as under: -
From : Station Master……………. 'A' or 'B'………………..(as the
case may be).
To:
Section Engineer (P.Way)/ Assistant Section Engineer (P.Way)
(Name)……………….C/- CTNL…………………..SM………………...
No……………Line(Up or Down line in the case of double line)
between ……………… and…………………has been blocked
from……………... to……………..hrs. Tablet No……../ 'SH key' has
been extracted and kept in my safe custody/Block Instrument has
been turned on to 'Train on Line' position.
Private No.……………………(both in words and figures).
S.M. Name……………………
(K) The Section Engineer incharge will then commence the work. He
will also depute a competent person to remain in constant touch
with the Controller on the field telephone.
(L) On completion of the work and after the track is made safe for the
passage of train, the Section Engineer incharge will contact the
Controller on the field telephone again and advise him of the
completion of work. The Controller will call the Station Masters at
both ends of Block Section and Section Engineer incharge will then
issue a message in the following form:-

To:
CTNL………..C/- Station Masters………...'A'…………..and
'B'……… No……… your No……………Track safe for traffic aaa.
Train working may now be resumed (speed restrictions, if any and
the location of the engineering signals and the kilometres at which
the speed restrictions, etc., to be mentioned) aaa.
Private No.……………………
Name…………………………………
Code word……………………
Designation…………………………..
Note: - The Section Engineer incharge of work will also send a confirmation
copy of this message to the Station Master of the nearest station
by the quickest means possible.
(M) On receipt of the above message, the Controller will issue a message
to the Station Masters concerned and authorise them to cancel the
block and resume normal working and obtain their
acknowledgements supported by private numbers. The Station
Master concerned shall restore the block instruments to normal
and make necessary entries in the Train Signal Register.
(N) In the event of the control phone being interrupted after the line is
blocked, the Section Engineer incharge of the work will follow the
procedure indicated below:-
(i) On completion of the work and after the track is made safe for the
passage of trains he will proceed to the nearer of the two stations
and hand over personally to Station Master on duty the message
as prescribed in SR 15.08 (4)(L) above and obtain the Station
Master's acknowledgement.
(ii) On receipt of this message, the Station Master concerned will repeat
it to the Station Master at the station of the other end of the block
section and obtain his private number in acknowledgement of it. He
will then cancel the block, restore the block instruments to the
normal position and make necessary entries in the Train Signal
Register.
(iii) As soon as the control phone starts working, the Station Master
concerned shall advise the Controller of the cancellation of the block,
repeat the contents of the message received from the Section
Engineer incharge of the work and obtain his private number in
acknowledgement.
SR 15.08(5)(A) In an emergency, due to damage to the track, signal interlocking
equipment, etc., when an official of the Engineering or Signal
Department considers it necessary to suspend train working or
impose a speed restriction while repairs are being carried out, he
shall take the following measures: -
(i) He shall arrange to protect the site of the obstruction in accordance
with SR 15.17(1).

(ii) Advise the Station Master at the nearer end of the affected block
section to suspend train working or issue Caution Order. This advice
shall be given in writing if the official is literate. If the official is
illiterate, the advice will be given verbally and recorded by the Station
Master on duty who shall read it out and ascertain that it has been
correctly recorded.
(B) On receipt of this advice, the Station Master on duty will take the
following precautionary measures: -
(i) Stop all trains from proceeding into the block section from his station.
(ii) Advise the Station Master at the other end of the block section and
obtain his private number in token of having done so.
Note: - If Station Master on duty finds that a train has already entered the
block section from the other end, he should advise the Engineering
official accordingly and ask him to return post haste to the site of
obstruction and to ensure that danger point is being properly
protected.
(iii) Advise the Controller.
(iv) If the damage to the track requires suspension of train working, the
Station Master on duty shall block the section in accordance with
SR 15.08 (3) (A) and (B). If only a speed restriction is necessary,
the Station Master on duty will arrange for a Caution Order to be
issued to the trains proceeding into the section and also advise the
Station Master at the other end to do likewise.
Note: - A red ink entry shall be made in Train Signal Register across the
page if the line is blocked and in the remarks column if speed
restriction is imposed.
(C) On completion of the repairs to the track, signal interlocking
equipment, etc., official of the Engineering/ Signal Department not
below the rank of an Assistant Section Engineer or Permanent
Way Supervisor shall issue the fit-certificate to the Station Master
prescribing the speed limit, if any, to be observed by the trains
while passing over the site of obstruction.
(D) On receipt of written memo from the official of the Engineering or
Signal Department mentioned above, the Station Master on duty
shall cancel the block if it had been imposed advising the Station
Master at the other end and the Control. He shall also arrange for a
Caution Order to be issued to the trains if required by the official of
the Engineering / Signal Department.
SR15.08 (6) The Station Master receiving the advice under SRs. 15.08 (3), (4)
and (5) shall issue Caution Order as required.
15.09 SHOWING OF SIGNALS.-
(1) Whenever due to lines being under repair or due to any other
obstruction it is necessary to indicate to the Loco Pilot that he
has to 'Stop' or 'Proceed' at a restricted speed, the following
signals shall be shown and where prescribed, detonators used,
if on a double line in the direction from which trains may
approach and if on a single line in each direction: -
(a) When the train is required to Stop and the restriction is likely
to last only for a day or less.-

A banner flag shall be exhibited at a distance of 600 metres

on the Broad Gauge and 400 metres on the Metre Gauge and
the Narrow Gauge and three detonators shall be placed, 10
metres apart, at a distance of 1200 metres on the Broad Gauge
and 800 metres on the Metre Gauge and the Narrow Gauge
from the place of obstruction. In addition, Stop hand signal
shall be shown at a distance of 30 metres from the place of
obstruction, at the banner flag and at a distance of 45 metres
from the three detonators. The railway servant at the place
of obstruction shall give proceed hand signal to indicate to
the Loco Pilot when he may resume normal speed after the
train has been hand-signalled past the place of obstruction.
(b) When the train is required to Stop and the restriction is likely
to last for more than a day.-
A Stop indicator shall be exhibited at a distance of 30 metres
from the place of obstruction and a caution indicator at 1200
metres on the Broad Gauge and 800 metres on the Metre
Gauge and Narrow Gauge from the place of obstruction. In
addition, termination indicators shall be provided at the place
where a Loco Pilot may resume normal speed.
(c) When the train is not required to Stop and the restriction is
likely to last only for a day or less.-
Proceed with caution hand signals shall be exhibited at a
distance of 30 metres and again at a distance of at least 800
metres from the place of obstruction. The distance of 800
metres shall be suitably increased by special instructions,
where required. T he railway servant at the place of
obstruction shall give proceed hand signal to indicate to the
Loco Pilot when he may resume normal speed after the train
has been hand-signalled passed the place of obstruction.
(d) When the train is not required to Stop and the restriction is
likely to last for more than a day.-
A speed indicator shall be exhibited at a distance of 30 metres
from the place of obstruction and again a caution indicator
at a distance of at least 800 metres from the place of
obstruction. The distance of 800 metres shall be suitably
increased by special instructions, where required. In addition,
termination indicators shall be provided at the place where
a Loco Pilot may resume normal speed.
(2) In case the place of obstruction is within station limits.-
(a) The provision of sub-rule (1) may be dispensed with if the
affected line has been isolated by setting and securing of
points or by securing at 'ON' the necessary manually controlled
Stop signal or signals and
(b) Approach signals shall not be taken 'OFF' for a train unless
the train has been brought to a Stop at the first Stop signal,
except in cases where the Loco Pilot has been issued with a
Caution Order at a station in rear, informing him of the
obstruction and the details thereof.
(3) If the place of work is situated in Automatic Signalling territory
and if the distance between the place of obstruction and the

Automatic signal controlling the entry of train in the signalling

section concerned is less than 1200 metres on the Broad
Gauge and 800 metres on the Metre Gauge and provided the
Automatic signal has been secured at 'ON' -
(a) the banner flag and three detonators referred to in clause (a)
of sub-rule (1) may be provided at 90 and 180 metres
respectively; and
(b) the caution indicator referred to in clause (b) of sub-rule (1)
may be dispensed with.
(4) The shapes and sizes of the indicators referred to in clauses
(b) and (d) of sub-rule (1) may be prescribed by special
instructions.
SR 15.09 (1) While carrying out any work as defined in GR 15.06 (1) if the
operation will be completed in not more than one day, the site of
work shall be protected in the following manner: -
(A) In case of works, the operation of which is likely to be completed in
not more than one day and the trains are required to come to a
Stop, the protection of the site of work should be done in the following
manner: -
(i) A Signalman, who shall exhibit to the Loco Pilots of all trains
approaching the place of obstruction, a red flag at a distance of
1200 metres on the Broad Gauge and 800 metres on the Metre
Gauge and the Narrow Gauge on double line and on both sides of it
on the single line. He shall also fix 3 detonators 10 metres apart on
the head of the rail and stand at a distance of not less than 45
metres away and warn passers-by.
When a train approaching the place of obstruction has been brought
to a stand, the Signalman shall remove the detonators and display
the 'proceed with caution' signal.
When the train has passed him, he shall at once replace the
detonators and again exhibit the red flag. On single line sections,
detonators should be removed and a green flag should be displayed
when a train is seen approaching from the point of obstruction.
(ii) A Signalman with hand signals will place a banner flag across the
line, at a distance of not less than 600 metres on the Broad Gauge
and 400 metres on the Metre Gauge and Narrow Gauge from the
place of obstruction in the direction from which a train may approach;
such protection should be arranged on both sides on a single line.
The Signalman should keep the banner flag across the track until
the speed of the approaching train is sufficiently reduced, the banner
flag may then be removed and hand signal displayed to indicate
'proceed with caution' for the train to move ahead.
(iii) A Signalman with hand signals shall be posted at a distance of not
less than 30 metres from the place of obstruction in the direction
from which a train may approach, such protection should be arranged
on both sides on a single line.
The Signalman shall continue to exhibit a danger signal to all
approaching trains, unless directed to display 'proceed with caution'
signal by the supervisory official Incharge of the work at the site.

(iv) After the train has passed over the affected portion the Signalman
at the place of obstruction will display hand signals to the Loco
Pilot, asking him to resume normal speed.
(B) In case of works, the operation of which is not likely to exceed one
day and the trains are not required to come to a Stop, 'proceed with
caution' hand signals shall be exhibited at a distance of 30 metres
and again at a distance of at least 1200 metres on the Broad Gauge
and 800 metres on the Metre Gauge and Narrow Gauge. In case
the visibility is not clear due to curve or cutting or any other reason,
a Signalman or two with hand signals may be posted at a suitable
place, in between the two aforesaid Signalmen to display 'proceed
with caution' hand signals to the Loco Pilot. The Railway servant at
the place of obstruction shall display the proceed signal to the
Loco Pilot to resume normal speed, after the train has passed over
the affected portion.
SR.15.09(2) Works of long duration inside or outside station limits.
(A) Works defined in SR 15.06 (1) and SR 15.08 (1), or other works
extending over a period of one day during which a continuous
restriction of speed has to be in force, are termed as 'Works of long
duration'. While carrying out such works, temporary engineering
indicators must be erected at specified distances to afford protection
to trains.
(B) Engineering indicators consist of 'Caution', 'Speed'/ 'Stop' and

'Termination' indicators as shown in figures 1 to 5 as illustrated
below: -


(i) The location of Engineering Indicators outside station limit for 'Stop
Dead' and 'Reduced Speed' shall be as under: -
For Stop Dead:
(a) A Caution Indicator is located at a distance of at least 1200 metres
on Broad Gauge and 800 metres on Metre Gauge and Narrow Gauge
short of obstruction.
(b) A Stop Indicator is located at a distance of 30 metres short of
obstruction.
(c) Terminal Indicators are located at a distance equal to the length of
the longest Passenger/ Goods train operating on the section
concerned.
For Reduced Speed:
(a) A Caution Indicator is located at a distance of at least 800 metres
short of obstruction.
(b) A Speed Indicator is located at a distance of 30 metres short of
obstruction.
(c) Terminal Indicators are located at a distance equal to the length of
the longest Passenger/ Goods train operating on the section
concerned.
The significance of the Caution Indicator is 'reduce speed and be
prepared to stop' or proceed at restricted speed indicated according
as a 'Stop Indicator' or 'Speed Indicator' exhibited onward.
Note: - Caution indicator will be fixed at a distance 1000 metres short of
obstruction on the High Speed route on Metre Gauge where the
maximum peed is more than 75 kmph.
(ii) A 'Stop' indicator or 'Speed' indicator is fixed at a distance not less
than 30 metres short of the obstruction.
(iii) Two 'Terminal Indicators', one for passenger trains, marked (TP) and
another for goods trains marked (TG) are provided beyond the
obstruction at a distance equal to the length of longest Pass. /Goods
trains operating on the section. The Guard of Pass. /Goods trains will
exhibit an 'All Clear' signal and exchange All Right signal with the
Loco Pilot when the rearmost vehicle has passed the zone of speed
restriction and thereafter the Loco Pilot will resume normal speed. In
the case of light engines or single unit rail cars, the Loco Pilot will
resume normal speed after clearing the zone of speed restriction.
(C) In case of 'Stop dead and Proceed' restriction, a banner flag should
be used as follows: -
By day and night-A red banner flag stretched vertically across the track;
The banner flag shall be planted in rear of the 'Stop' indicator as
seen by the Loco Pilot at a distance of about three metres.
On single line section, these indicators should be provided on either
side of the obstruction. Normally all indicators must be placed on
the left-hand side of the line as can be seen by the Loco Pilot of an
approaching train. The non-reflective type indicator for temporary
speed restriction shall be illuminated by night by fixing a hand signal
lamp focusing infront of it. However, reflective type indicator for
temporary speed restriction need not be lit.

(D) Protection for works just outside station limits: -

When the distance between the first Stop signal and the farther
end of the restriction as seen by the Loco Pilot of an approaching
train, is less than the length of the length of the longest train operating
on the section, the Warner/Distant signal must be fixed at 'ON'/
Caution position.
(E) Protection for works within station limits: -
(i) Works within station limits will include not only works which are
done physically within station limits, but also those where the Caution
or Termination Indicator falls within station limits. In case of such
works special instruction must be issued by the Divisional Railway
Manager in regard to the use of engineering indicators in conjunction
with the fixed signals of the station. These special instructions should
specify the position of the engineering indicators, the signals which
are not to be used or to be disconnected, the stations which have to
issue Caution Orders and the procedure to issue the 'Authority' to
pass the signal at 'ON' at the concerned station.
(ii) While issuing such instructions, it has to be ensured that in all cases
of restriction of 'Stop Dead and Proceed', or 'Speed Restriction below
50 kmph', the Warner/Distant signals must be fixed at 'ON'/Caution
position. The disconnection or continued usage of other approach or
departing signals shall depend upon the location of the work. For
example (i) if the work undertaken is just outside the Starter signal,
the Starter signal should be disconnected and the train after being
brought to a stand, passed in accordance with the provisions of G &
SR 3.70. In such a case the Advanced Starter, if any, may be taken
'OFF' as soon as train has passed the Starter signal. (ii) in case the
work is just inside of the Starter signal, this signal and the Advanced
Starter must not be taken 'OFF' unless the train has come to a stand
at the 'Stop Indicator'.
(F) The works must not be commenced until special instructions referred
to above are issued to all concerned and their acknowledgments
obtained. Such special instructions may be incorporated in the
Traffic Working Order under the heading 'Special Instructions'. In all
cases, where temporary engineering signals are required to be
installed within station limits, the Div isional Signal and
Telecommunication Engineer should be consulted.
(G) Caution Order must be issued by 'Notice Stations'.
(H) Responsibility of Loco Pilot and Guard.-
(i) The Loco Pilot of a train on approaching the Caution Indicator, must
reduce speed as necessary. He should bring his train to a dead
Stop in rear of the Stop Indicator, if any. The Engineering Flagman
posted at the Stop Indicator shall, after the train has actually come
to a dead Stop, hand over his Restriction Book for signatures of the
Loco Pilot. The book shall be maintained in the following proforma:-
Engineering Stop Indicator at Kilometre ..................Speed 8 Kmph.
Date Train No. Time Signatures of Loco Pilot

The Loco Pilot must fill in the date, train number and time and affix
his signature in full in the columns provided for this purpose and
return the book to the Flagman. After satisfying himself that all the
columns have been filled in, the Flagman must exhibit a proceed
with caution hand signal to the Loco Pilot. The Loco Pilot must
then re-start and proceed cautiously at a speed not exceeding 8
kmph and continue at this speed until the train has cleared the
restricted length, after which he may resume normal speed. In the
case of light engine or single rail car, the Loco Pilot will resume
normal speed after clearing the restricted length.
(ii) The Guard of a train must be on the look out for signals and be
prepared to help the Loco Pilot to keep the train under proper control
while passing over a speed restriction. The guard must also exhibit
the 'All Clear' signal to the Loco Pilot after the last vehicle has
cleared the restricted length.
SR 15.09(3) If the danger point is on a dead end or at siding within station limits,
there shall be fixed across each entrance to the dead end or siding
concerned a banner flag by day and a red light by night. Danger
point shall also be protected by means of detonators.
15.10 ASSISTANCE IN PROTECTION OF TRAINS.-Every railway
servant employed on way or works shall, on the requisition
of the Guard of a train or the Loco Pilot thereof, render
assistance for the protection of the train.
15.11 GANGMATE IN EACH GANG.-Each Inspector of Way or Works
shall see that in every gang employed in his length of line
there is a competent Gangmate.
15.12 KNOWLEDGE OF SIGNALS AND EQUIPMENT OF GANG.-Each
Inspector of Way or Works shall see-
(a) that every Gangman and Gangmate employed under him has a
correct knowledge of hand signals and detonating signals; and
(b) that every gang employed in his length of line is supplied
with a permanent way gauge, two sets of flag signals, two
hand signal lamps and ten detonators, in addition to such
other tools or implements as may be prescribed by special
instructions.
SR 15.12 The equipment will include two banner flags.
15.13 INSPECT ION OF GAUGES, SIGNALS, T OOLS AND

IMPLEMENTS.-
(1) Each Inspector of Way or Works shall at least once in every
month inspect the permanent way gauges, flags, signal lamps,
detonators, tools and implements supplied to the gangs under
clause (b) of Rule 15.12 and ascertain whether the above
equipment is complete and in good order.
(2) He shall also see that any defective or missing articles are
replaced.
15.14 RESPONSIBILITY OF GANGMATE AS TO SAFETY OF LINE.-
Each Gangmate shall-
(a) see that his length of line is kept safe for the passage of trains;

(b) that the signals supplied to him under clause (b) of Rule 15.12,
are kept in proper order and ready for use;
(c) that the men in his gang each have a correct knowledge of
hand signals and detonating signals.
(d) endeavour to prevent any trespassing by persons or cattle on
his length of line or within the fences thereof and
(e) when repairing, lifting or lowering the line or when performing
any other operation which shall make it necessary for a train
to proceed cautiously, himself be present at the spot and be
responsible that the caution signals prescribed in Rule 15.09
are shown.
SR 15.14 For the purpose of GR 15.14 (e), an engineering official not lower in
rank than a Permanent Way Supervisor should be present himself
at the spot and be responsible that the caution signals provided in
Rule 15.09 are shown and the work carried out safely.
15.15 BLASTING.-No railway servant employed on the way or on
any works shall carry on any blasting operations on or near
the railway except as permitted by special instructions.
15.16 PUTTING IN OR REMOVING POINTS OR CROSSINGS.-Except
in cases of emergency, no railway servant shall put in or
remove any points or crossings otherwise than as permitted
by special instructions.
15.17 DUT IES OF GANGMAT E AND GANGMAN WHEN
APPREHENDING DANGER.-If a Gangmate or Gangman
considers that the line is likely to be rendered unsafe, or that
any train is likely to be endangered in consequence of any
defect in the way or works or of abnormal rain or floods or
any other occurrence, he shall take immediate steps for
securing the stability of the line and the safety of trains, by
using the prescribed signals for trains to proceed with caution
or to Stop, as necessity may require; and shall as soon as
possible report the circumstances to the nearest Station Master
and the Inspector of Way or Works.
SR 15.17(1) Temporary Signals in Emergency.-
(A) When owing to an obstruction or for any other reason it becomes
necessary to protect the line, the engineering employee doing so
shall plant a danger signal at the spot and proceed with all haste in
the direction of an approaching train with a danger signal (Red Flag
by day and Red light by night) to a point 600 metres on the Broad
Gauge and 400 metres on the Metre Gauge and Narrow Gauge
from the obstruction and place one detonator on the line after which
he should proceed further for not less than 1200 metres on the
Broad Gauge and 800 metres on the Metre Gauge and Narrow
Gauge from the obstruction and place three detonators on the line
about 10 metres apart. He should then take stand at a place (45
metres away from the detonators) from which he can obtain a good
view of an approaching train and continue to exhibit the danger
hand signal until recalled. If recalled, he shall leave down the three
detonators and on his way back pick up the intermediate detonator
continuing to show the danger hand signal.

(B) On single line, the line must be so protected on each side of the
obstruction.
(C) Where there are adjacent lines and it is necessary to protect such
lines, action should be taken over each such line in a similar manner.
SR15.17(2)(A) The following precautions must be taken for the protection of the
men working on the line: -
(i) The Mate must remain always with his gang (unless reasons
connected with his work make it imperative for him to be elsewhere
for a short period) and must keep a look out for and warn the men of
approaching trains.
(ii) When for any reason the Mate has to leave his gang, he must post
the senior Gangman to act for him while he is away.
(B) On Suburban section on Mumbai Division, the following additional
precautions must be observed: -
(i) The mate must be provided with a whistle or other device for use in
warning his men of the approach of a train.
(ii) On a section where a clear view in the direction of oncoming trains
is not obtainable, special look out men must be posted at such
distance from the gang as will enable them to keep the latter in
sight and at the same time to have a clear view in the direction of
oncoming trains.
SR 15.17(3) Working of Rail Dollies for Transporting Rails.
(A) Rail Dollies must not be placed on line during night, thick, foggy
and tempestuous weather or when the visibility is obstructed.
(B) No Rail Dolly/ Dollies will be placed on line unless it is protected by
hand signals and manned by a qualified person not less than the
rank of a Mate. The exhibition of hand signals should be at the
same distances as applicable to the protection of Material Lorries
and Dip Lorries. Further a movable whistle board should be displayed
at an adequate distance, from the rear Flagman so that the Loco
Pilot may whistle freely to warn the workmen so that the Rail Dollies
are removed from the track in time.
(C) When Rail Dollies are required to move on long major bridges, long
cuttings in curves and steep gradients additional Flagmen must be
deployed to warn the workmen of the approaching trains. This will
be in addition to the Flagmen deputed at adequate distances as
per instructions in SR 15.17 (3)(B) above.
(D) Additional whistle boards should be erected in the approach of long
bridges and along curves cuttings to enable the Loco Pilots to start
whistling before entering such stretches. The Loco Pilots also should
be on the look out of movable whistle boards and on seeing such
whistle boards they should continuously whistle till the removal of
Rail Dollies from the track.
(E) For transporting long rail panels requiring multiple Rail Dollies,
instructions for working of Materials Lorries and Dip Lorries should
be invariably followed. (For protection see G & SR 15.27).
(F) In dangerous sections, for transporting of Rails by Rail Dollies
instructions issued for working of material lorries in SR 15.27(7)(A)
have to be followed.

(G) All rail dollies must be insulated to ensure that there is no failure of
track circuits while working on track-circuited sections/portions.
B. THE WORKING OF LORRIES, TROLLEYS AND MOTOR TROLLEYS
15.18 DISTINCTION BETWEEN TROLLEY, LORRY AND MOTOR

TROLLEY.-
(1) A vehicle which can be lifted bodily off the line by four men
shall be deemed to be a trolley and any similar but heavier
vehicle shall be deemed to be a lorry.
(2) Any trolley which is self-propelled, by means of a motor, is a
motor trolley.
(3) A trolley shall not, except in cases of emergency, be used for
the carriage of permanent way or other heavy material; and
when a trolley is so loaded, it shall be deemed, for the
purposes of these rules, to be a lorry.
SR15.18(1)(A) Cycle Trolleys are Trolleys which are propelled by pedalling instead
of pushing and Moped Trolleys can either be driven by a motor or
pedals.-
Cycle Trolleys and Moped Trolleys should be so designed as to be
capable of being removed from the track by two men. Seats should
also be provided in Cycle Trolleys and Moped Trolleys for at least
one person other than the person or persons pedalling or driving to
sit facing towards the rear continuously to give adequate warning of
approaching trains.
(B) Cycle Trolleys and Moped Trolleys shall be treated as Trolleys in
all respects for the purpose of these rules except where otherwise
provided for.
SR 15.18(2) Officials permitted to use Cycle Trolleys, Moped Trolleys, Push

Trolleys, Material Lorries and Motor Trolleys.-
Subject to their being certified competent, the following officials are
permitted to use Push Trolleys/ Cycle Trolleys/ Moped Trolleys/
Lorries/ Material Lorries: -
(A) Push Trolleys and Lorries-
All officers and Section Engineers of the Engineering and Signal
and Telecommunication Departments and Section Mate and Head
Trolleymen as may be authorised; such officers and staff of the
Operating Department as may be authorised by the Chief Traffic
Manager.(Traffic Safety) or any other officer entrusted with this
responsibility.
(B) Cycle Trolleys and Moped Trolleys.-
All Officers and Section Engineers of the Engineering and Signal
and Telecommunication Departments, such staff of Signal and
Telecommunication and Engineering Departments as are specifically
authorised by the Divisional Railway Manager and such staff of the
Operating Department as are authorised by the Chief Traffic Manager
(Traffic Safety).

(C) Motor Trolleys.-

All officers of the Engineering, Signal and Telecommunication and
Operating Department and such Section Engineers as may be
prescribed and Motor Trolley Loco Pilot.
SR 15.18(3) Private Trolleys are permitted to work in private sidings only, provided
the trolley-in-charge is in possession of a permit issued by Divisional
Railway Manager and the trolley is accompanied by a Head
Trolleyman duly appointed by the Divisional Railway Manager.
The Head Trolleyman shall hold a competency certificate and the
trolley shall be equipped with equipment prescribed vide G & SR
15.20.
SR 15.18 (4) Trolley/Lorry/OHE Ladder Trolley shall be worked in a block section
on the Form No. T 1518 as given in annexure-A at the end of this
chapter, a Notice to be issued by Station Master of starting station
to the official in-charge of the trolley. The Station Master shall issue
the Notice on form no T 1518 only after he has obtained line clear
from the station in advance and also obtained permission from the
Section Control to Block the section. The Station Master shall also
take all other necessary actions and ensure safe train movements
as per rules during working of the Trolley.
Note: Ladder Trolleys are prohibited to be placed and moved/worked
independently altogether in sections already open to traffic.
15.19 RED FLAG OR LIGHT TO BE SHOWN.-Every lorry or trolley
when on the line shall show a red flag by day and a red light
by night, during thick, foggy or tempestuous weather
impairing visibility or in a tunnel in the directions from which
a train may come.
SR 15.19 Showing of Signals.-
The day signal shall be red flag fixed to a staff placed perpendicular
in a socket so as to be conspicuously visible. The night signal shall
be a light similarly placed showing on a double line, red in the
direction from which trains are to be expected and white in the
other direction and on a single line, red in both directions. Where
on double line, single line working is introduced, the night signal
should be as for single line. When within station limits, the lights
displayed at night shall be red in both directions.
15.20 EQUIPMENT OF TROLLEY, LORRY OR MOTOR TROLLEY.-Each
trolley, lorry or motor trolley shall have the following
equipment: -
(a) two hand signal lamps,
(b) two red and two green hand signal flags,
(c) sufficient supply of detonators,
(d) a chain and a padlock,
(e) a copy of the Working Time Table and all correction slips
and appendices, if any, in force on that section of the railway
over which the trolley, lorry or motor trolley is to run,
(f) a motor horn and a searchlight (for motor trolley only),

(g) two banner flags (for lorry only) and

(h) such other articles as may be prescribed by the Railway
Administration in this behalf.
Note: - The official in-charge of the trolley, lorry or motor trolley shall
also be in possession of a watch in addition to the prescribed
equipment.
SR 15.20 (1) In addition to 10 detonators, the following equipment must be provided
on a trolley: -
(A) a torch light,
(B) an oil feeder with oil for trolleys and lorries not having ball bearings,
(C) cotton waste,
(D) a copy of General and Subsidiary Rules and any other equipment
SR 15.20(2) A material lorry shall never be placed on the line unless it carries all
the equipment prescribed by the Principle Chief Engineer.
15.21 EFFICIENT BRAKES.-No lorry or trolley shall be placed on
the line unless it is fitted with efficient brakes.
SR 15.21 Every lorry working on the Patalpani-Kalakund Section, must be
fitted with screw-down brakes of approved design in addition to the
usual brakes.
15.22 QUALIFIED PERSON TO BE IN CHARGE OF LORRY OR
TROLLEY WHEN ON THE LINE.-
(1) No lorry or trolley shall be placed on the line except by a
qualified person appointed in this behalf by special
instructions.
(2) Such qualified person shall accompany the lorry or trolley
and shall be responsible for its proper protection and for its
being used in accordance with special instructions.
SR 15.22(1) A Trolley must not be placed on the line in such a manner or at

such time, as will interfere with the passage of trains. It is obligatory
for the official-incharge to ascertain the whereabouts of trains that
are likely to be encountered in the section before starting the journey.
Such information should be sent for and obtained from the Station
Master in writing.
SR 15.22(2) Each Trolley and Material Lorry must have marked on it the number,
the designation and headquarter station of the official to whom it
has been allotted.
SR15.22(3)(A) No railway employee is permitted to work a trolley or a lorry unless
he has passed the competency examination for working of trolley/
lorry and obtained certificate for the same. Such certificates, after
due examination in the relevant rules, shall be issued by Divisional
Officers to subordinate staff in the division including Motor Trolley
Driver working under them. by Divisional Railway Manager to
Divisional Officers, by the Chief Traffic Manager(Traffic Safety)/
Principle Chief Engineer/ Chief Signal and Telecommunication
Engineer to concerned officers of the Headquarter Office and by
Chief Traffic Manager(Traffic Safety) to Divisional Railway Manager.

This certificate shall be valid for a period of one year from the date
of its issue and thereafter it shall be renewed annually after the
person concerned has been examined again.
(B) The qualified person in charge of a Trolley or Material Lorry shall be
held responsible for its safety from the time it is placed on the line
till such time it is removed. While working on double line sections,
or within station limits, the adjacent line should, under no
circumstances, be allowed to be fouled. When the visibility is
impaired, the official-incharge should remove the vehicle from the
track.
(C) The official-in-charge of the Trolley/Lorry must have the knowledge
about the location of the spring points on his section and the correct
way of negotiating them. Warning Boards with suitable legends
must be provided at adequate distance from such points.
SR15.22(4)(A) Conveyance of non-railway officials-
Trolleys shall not be used for the conveyance of persons other than
railway officials.
In special cases, Magistrates, Civil, Telegraph, Military and Medical
Officials or a person requiring medical aid may be conveyed by
Trolley by order of the Divisional Engineer after a bond on the
prescribed form is signed, indemnifying the railway against all
liabilities and risks.
Contractors and their agents may be conveyed on trolley in
connection with works provided they have executed a general
indemnity bond similar to one quoted above.
(B) Government Railway Police.-
They may be conveyed by trolley in case of emergency in connection
with the investigation of crimes within railway limits on a requisition
being made in writing to the Section Engineer (P.Way) of the section
concerned. In such a case the requisition for a trolley must be
made by an official of the Government Railway Police not below the
rank of Police Sub-Inspector. The Section Engineer (P.Way) of the
section shall comply with such requisitions provided urgent railway
work is not neglected.
SR 15.22(5) Each officer or subordinate Incharge of a trolley shall immediately
report to his Divisional Officer the name of any person who has
travelled on his trolley either under the provisions of SR 15.22 (4),
or in contravention of the rules and each Divisional Officer shall
submit to the head of his Department a monthly return showing
such names. The Divisional Officer shall certify this return as being
correct to the best of his belief and state what notice has been
taken of any breach of the rules.
Note: - Station Masters who are permitted to use Push Trolley between
passenger and marshalling yards are not authorised to convey
outsiders.
SR15.22(6)(A) Normally trolleys should be carried in brake-vans of goods trains,
however, in case of urgency they may be carried by such passenger
trains, which are nominated by the Divisional Railway Manager.

(B) Whenever a trolley or a lorry is placed on the platform for being

loaded in a train or for any other purpose it should invariably be
placed parallel to the track properly locked and in charge of a
competent railway employee. It should be so placed as not to come
in the way of passengers and railway staff.
15.23 ATTACHMENT TO TRAIN PROHIBITED.-No lorry or trolley shall

be attached to a train.
SR 15.23(1) Push Trolley or Material Lorry should always be pushed and not
pulled. A cycle trolley or Moped Trolley shall normally be driven or
pedalled but may be pushed when necessary. Use of sails or any
other unauthorised aid for their propulsion is strictly prohibited.
SR 15.23(2) The total number of persons including Trolleymen who can be carried
on a push trolley must not exceed ten and on a Cycle Trolley or
Moped Trolley five.
SR 15.23(3) A Push Trolley shall be manned by at least four Trolleymen and a
Cycle Trolley or Moped Trolley by three persons including the
persons pedalling or driving. However, where the visibility is restricted,
extra men as necessary, should be taken on the trolley for look out
purposes and relaying trolley signals.
SR 15.23(4) Material lorry must be accompanied by not less than six persons,
which should be increased as required depending on the type of
material loaded and the section on which required to work.
15.24 TIME OF RUNNING.-A lorry shall ordinarily be run only by day

and when the weather is sufficiently clear for a signal to be
distinctly seen from an adequate distance, which shall never
be less than 800 metres.
SR 15.24(1) When it is necessary to run a trolley or a lorry between the hours of
sunset and sunrise, in foggy weather or in dust storms or in heavy
rains when the visibility is poor or when it is loaded with rails, girders
or specially heavy materials which will cause delay in unloading,
the official-in-charge must work the vehicle under the system of
working trains and take precautions to prevent any unavoidable risk
of accident.
SR15.24(2) When a trolley is required to work under abnormal circumstances,
e.g., failure of communications etc., the official incharge should, in
addition to normal precautions, take such extra precautions as are
considered necessary to ensure safety.
SR15.24(3) A material lorry is not permitted to work in a block section where
there is total interruption of communications. However, in an
exceptional emergency, when it becomes necessary to send out
material lorry into the block section, it must be worked on the same
system as f or working trains during total interruption of
communications. In such circumstances, the official in-charge of
the material lorry in addition to protecting the lorry as per SR 15.27
will also take other precautions as may be necessary under the
circumstances.
15.25 MOTOR TROLLEY.-A motor trolley shall only be run in

SR15.25 (1) No railway servant is permitted to place a Motor Trolley on the line
unless he is qualified and is in possession of a competency
certificate, issued by the competent authority as mentioned in SR
15.22 (3).
SR15.25 (2) Each Motor Trolley must have marked on it the number, the
designation and code initials of the headquarter station of the officer
to whom it is allotted.
SR15.25(3)(A) A motor trolley must not be placed on the line unless it carries all
the, equipment laid down in GR 15.20 and SR 15.20 (1). In addition,
it must be equipped with efficient brakes on at least two wheels as
also a motor horn and searchlight.
(B) Number of Trolleymen to accompany a motor trolley will be laid
down by Principle Chief Engineer or Chief Signal and
Telecommunication Engineer, as the case may be.
(C) On a motor trolley the total number of persons inclusive of Trolleymen
must not exceed 6 (six) in number except under unavoidable
circumstances and in such cases when the motor trolley is running
at least two persons must be seated in front.
(D) Provisions of GRs 15.19, 15.22, 15.23 and SRs 15.22 (3) (B) and
(C), 15.22 (6) and 15.23 (A) also apply to motor trolleys.
SR15.25 (4) A motor trolley must run under the system of working and shall be
treated and signalled as a train, except as provided in SR 15.25 (5)
below.
On the section of single line, where trains are worked on Tokenless
Block, while permitting a motor trolley to enter the block section on
'Line Clear', the Block Instrument shall not be operated but 'Line
Clear' shall be obtained on the Electrical Communication Instrument
and Paper Line Clear with authority to pass Starter and /Advanced
Starter signal at danger as necessary shall be issued to the official-
incharge.
SR15.25 (5) During the hours of daylight only and when the weather is clear and
subject to observance of the procedure prescribed vide SR 15.25.(10).
(A) One motor trolley may, follow another motor trolley, proceeding on
'Authority to proceed' under the system of working trains or a fully
vacuumed train/light engine on double line sections and tokenless
block signalling territory of single line section.
(B) Two motor trolleys may follow another motor trolley proceeding on
'Authority to proceed' under the system of working trains or a fully
vacuumed train/light engine, on other single line sections, except
those mentioned in SR 15.26 (10)(A) below.
SR15.25 (6) Motor Trolley permit.-
When a motor trolley is following another Motor trolley/Train/Light
Engine in accordance with SR 15.26 (5) a motor trolley permit on
form no. T/1525 as given in Annexure-B at end of this chapter, shall
be carried by the motor trolley that follows. It is obligatory for the
official-incharge to obtain personally such 'Motor trolley Permit' from
the Station Master, before entering the block section and retain it in
his safe custody till he reaches the next block station, where the
same shall be handed over to the Station Master.

The form of 'Motor Trolley Permit' shall be prepared in duplicate by

carbon process by the Station Master who shall retain the copy
and issue the original to the official-in-charge.
SR15.25 (7) When a motor trolley follows another motor trolley/ train/ light engine,
or when two motor trolleys follow a train/ light engine in accordance
with SR 15.25 (5) above, it is essential that both the trolleys should
leave and enter the station one after the other and during the journey
in the block section, care should be taken to ensure that the vehicles
remain at least 100 metres apart.
SR15.25(8)(A) In the case of complete breakdown of a Motor Trolley (i.e. if it cannot
be propelled even by hand) the official-in-charge of the trolley must
have it removed from the line at once. He must also return the
Token/ Line Clear Ticket or the Motor Trolley Permit if any and
advise the nearest Station Master in writing that the motor trolley
has been removed from the line and will see that it is not placed on
the line again without written permission from the Station Master.
(B) In case of failure where the motor trolley can be propelled by hand,
it will be taken to the nearest station and in case the nearest station
happens to be the station in rear of the block section, the trolley
will be stopped at the first Stop signal on single line section and on
last Stop signal on double line section and the Station Master
advised by memo to arrange piloting of the trolley into the yard.
After arrival of the motor trolley, the Station Master shall take action
to restore the block instruments to normal.
SR15.25 (9) On the double line, a motor trolley, whether travelling on 'Authority
to proceed' or following a train/ light engine on Motor Trolley Permit,
must run in the same direction as a train and must not change from
one line to another.
SR15.25(10)(A) On the following sections, a motor trolley is not permitted to follow
another motor trolley or train/ light engine and must not enter the
block section unless the official-in-charge of the trolley is in
possession of 'Authority to proceed' under the system of working
trains.
(B) Metre Gauge.-
(i) Patalpani-Kalakund.
(ii) Sasangir-Kansiyanes.
(C) Narrow Gauge.-
(i) Jhagadiya-Rajpipla (Ankleshwar-Rajpipla Section)
(a) The Officer-in-charge of the Motor Trolley intending to proceed into
the block section either on 'Authority to proceed' or following a train/
light engine on motor trolley permit, shall advise the Station Master
in writing about this. Where two trolleys are required to follow a
train/ light engine, the written notice shall be given by each officer
separately stating therein, as to which of the motor trolley will be
leading and which one will follow.
(b) The Station Master, after ascertaining that no train that may be
following or running in the opposite direction is likely to be detained
and after consulting the Section Controller (on controlled section),
will advise the Station Master of the next station that a Motor Trolley

is following. This advice will be sent on telephone and where

telephonic communication is not available, it will be sent on VHF
Set (see SR.14.13). The Station Master of the station in advance,
will give an acknowledgement supported by a private number. The
Station Masters at both the ends will then immediately make the
following entry in the Train Signal Register in red ink.
Line to…………………..Station occupied by *Trolley

No………………… following No………………………. Train/ Light
Engine/ Trolley. Priv ate No…………………..
Time…………………………
* Trolleys No. in case of two trolleys.
(c) In addition, at stations on double line and tokenless Block Territory
on single line where block instruments are installed in the cabin,
the Station Master before permitting the Motor Trolley to follow,
shall inform the Cabin Assistant Station Master/Switchman in the
cabins concerned as also the Station Master of the next station,
that Motor Trolley of ……………. No………. will follow motor trolley/
train/ light engine No……………… and exchange private numbers
for the same. Record of these transactions shall be maintained in
the Station Diary and Charge Book at the Station and in the Train
Signal Register in the cabin. Apart from this, entries of the movement
of the Motor Trolley shall be made in the Train Signal Register
immediately below the entry of the train/ light engine/ motor trolley
that it follows.
(d) The Station Master of the starting station will issue a Motor Trolley
permit on the form no. T/1525 to the official-in-charge of Motor Trolley
recording thereon the private number received from the Station
Master of the station in advance. Where two motor trolleys follow
the official incharge of the leading motor trolley will be given a Caution
Order to the effect, that second motor trolley is following and also a
memo stating that the next station has been advised that two Motor
Trolleys Nos…………..and……………… are following train/ light
engine No……….. Private Number……………. The Motor Trolley
permit will be carried by the Official-in-charge of the second motor
trolley. On departure of the trolley, the Station Master or the Cabin
Assistant Station Master/Switchman as the case may be, will give
the 'Train Entering Section' signal separately for each trolley to the
station ahead.
(e) The Station Master of the latter station, on receipt of the 'Train
Entering Section' signal for the Motor Trolley, must immediately
note this in red ink in his Train Signal Register. He must not give
'Train Out of Section' signal for the train, which is being followed,
until the last following motor trolley has arrived at the station and
the 'Motor Trolley Permit' received.
Before transmitting 'Train Out of Section' signal for the train and
Motor Trolley, the Station Master will produce the token (if any) to
the official-incharge of the Motor Trolley as proof that the 'Train Out
of Section' signal for the train has not been given.
At stations where Automatic Signal Replacers are provided on the
approach signals, the relevant signal levers should not be put back to
normal after arrival of the train, until the following motor trolley has

arrived. After arrival the Motor Trolley and on receipt of the motor trolley
permit, the Station Master/Cabin Assistant Station Master/ Switchman
shall put back the relevant signal levers to normal and will give the
'Train Out of Section' signal to the station in rear for the train and
Motor Trolley. In addition, where Train Signal Register is maintained
in the cabin, the official incharge should record his arrival and sign in
this Register in the cabin and arrange to hand over immediately the
Motor Trolley Permit to the Station Master.
Note: - Signals should not be taken 'OFF' for a Motor Trolley when following
train/light engine/Motor Trolley and the official-in-charge will be
responsible for piloting himself into the yard.
SR15.25 (11) The official-in-charge of a Motor Trolley on the Metre Gauge may
enter, at his own risk, the block section in rear of all advance sections
occupied by a non or partly AVB train except AD type of advance
sections, where he must wait till the non or partly AVB train has
cleared the advance section.
SR15.25 (12) Obeying Fixed Signals.-
All fixed signals must be obeyed. However, if an officer is in charge of
a Motor Trolley, he may during day time when visibility is good, pass
the Outer signal at 'ON' using his discretion after waiting for five minutes
at that signal and proceed with special caution so as to be prepared
to stop immediately, short of any obstruction. He should not, however,
proceed beyond the Home on double line or the opposing Advanced
Starter or Shunting Limit Board or Home Signal whichever comes first
on single line. Where Multiple Aspect signalling is provided, the official-
incharge of the Motor Trolley shall wait at the Home signal on double
line as well as on single line. The official-incharge must wait at the
specified spot until the Home signal is taken 'OFF' or he is hand
signalled into the station either by the Station Master on duty or any
other railway servant in uniform deputed by him for the purpose.
SR15.25 (13) Whenever a Motor Trolley reaches a station under an authority to

proceed except Token or Lock and Block, the Official-in-charge of it
must sign his arrival in the Train Message/Signal Register, if he is
stopping at the station. If the Motor Trolley is running through, the
Station Master must personally see that it passes his station before
clearing the section.
SR15.25 (14) Whenever an official-in-charge of a Motor Trolley intends stopping

between stations for more than 10 minutes, he should advise the
Station Master of his intention of doing so. If train control exists,
the officer must personally consult the Train Controller before he
leaves the station.
SR15.25 (15) The speed of Motor Trolley should, on no account, exceed 15 kmph
over points and crossings.
SR 15.25(16) Rail Motors.-

Rail Motors used for patrolling and other purposes must run under
the system of working and shall be treated and signalled as train.
The following instructions will also apply: -

(A) The maximum speed of these rail-cars both on Broad Gauge and
Metre Gauge will be: -
50 kmph … on the open road.
25 kmph … over points and crossings.
15 kmph … over turnouts.
(B) On 'Controlled' Sections, the running of any such rail motors must
be arranged with the Trains Controller exactly as in the case of
trains. On 'non-controlled' sections the order of Controlling Station
Master must be obeyed.
(C) In the event of breakdown, these vehicles cannot be lifted and
removed clear of the tracks. They will have to be pushed into the
nearest block station observing the conditions stipulated under SR
15.25. (8) (B). Until then, the block section will remain blocked.
While these vehicles are being pushed they should be protected in
accordance with GR 15.27.
SR15.25(17)(A) Moped trolleys, propelled by motors, should be so designed as to
be capable of being removed from the track by two men. Seats
should also be provided in the Moped Trolleys for at least one person
other than the person driving to sit facing towards the rear
continuously to give adequate warning of an approaching train.
(B) Moped trolleys, as designed above and which are capable of being
lifted by two men, shall be treated as trolleys in all respects for the
purpose of these rules except where otherwise provided.
SR15.25(18)(A) The use of Cycle Trolley and Moped Trolley is not permitted (except
on line clear) on sections where a series of cuttings and curves
restrict clear visibility in front and/or in rear to less than 1200 metres
and where the observance of provisions of SR 15.26 (1)(A) would
require more than a total of two men to protect the trolley from front
and rear. The sections on which Cycle Trolleys and Moped Trolleys
are not permitted to work on the above basis on each division will
be notified by the Divisional Railway Manager by a written order
after checking up the position. On such sections, however, Cycle
Trolleys and Moped Trolleys may be worked on line clear under the
system of working.
(B) On a Cycle Trolley, one man must sit in the rear seat facing the
rear and keep a look out for any following train.
Note: - (i) Cycle Trolleys and Moped Trolleys shall invariably be worked on
line clear under the system of working on the dangerous sections
enumerated under SR 15.27 (7).
(ii) On the Mumbai Suburban Section, the use of Cycle Trolleys and
Moped Trolleys, Push Trolleys will be in accordance with the
instructions prescribed in Chapter IX of this rule book.
15.26 PROTECTION OF TROLLEY ON THE LINE.-The qualified person
in charge of a trolley shall, before leaving a station, ascertain
the whereabouts of all approaching trains and shall, when a
clear view is not obtainable for an adequate distance: -
(a) on single line, in both directions, or

(b) on a double line, in the direction from which trains may

approach, take such precautions for the protection of his
trolley as may be prescribed by special instructions.
SR15.26(1)(A) Where a clear view for 1200 metres on the Broad Gauge and 800
metres on the Metre Gauge and Narrow Gauge in one or both directions
cannot be had, the person in charge of the trolley must send out a
man, or men, to exhibit danger signals for the protection of the trolley
in one or both directions, as the case may required (these signals
may include special movable signals worked under the directions of
the Engineering Department) and must be exhibited until the trolley is
clear of the part of the line where the view is impeded.
(B) When there are two or more officials travelling on a trolley, the senior
most executive official who has passed in the Trolley Rules will be
personally responsible for its safe working and observance of the
rules relating thereto.
While approaching a level-crossing, the official-incharge of the trolley
should look out for road traffic use the whistle, horn or hooter (if
provided) in terms of SR 16.03 (3) (A) and (B) and ensure safe
passage of his vehicle.
SR15.26(2)(A) Working of Push Trolleys under the rules for working trains.
(i) Push Trolleys shall be worked under full block protection during night
and also during day when visibility is impaired due to rain, thick, foggy
or tempestuous weather, dust storm or any other reason.
(ii) Push Trolleys shall be worked under full block protection both during
day and night in the following sections: -
Metre Gauge: -
Kalakund - Patalpani (Ghat section)
(B) Working of Push Trolleys on dangerous sections: -
On the dangerous sections enumerated in SR 15.27(7)(A) the
following additional precautions should be taken while working push
trolleys without block protection due to sharp curves, cuttings/
tunnels and gradients-
(i) The official-in-charge of the trolley shall advise in writing to the Station
Master on duty, where he intends to place the trolley on line,
specifying the period the trolley will work in the block section.
(ii) On receipt of this advice, the Station Master will advise the official-
in-charge of the trolley particulars of the running of trains and will
also issue a message to the Station Master at the other end of the
block section and also to the Mail/Express stopping station on
either side, to this effect. On the double line, the message need
only be issued to the stations in rear according to the line on which
the trolley will be working. The Station Master receiving the message
will acknowledge receipt under exchange of Private Numbers.
(iii) The Station Master at the station at either end of the block section
where the trolley is working, or the last stopping station, in the
case of mail and express trains must issue Caution Orders to the
Loco Pilots of all trains proceeding into the block section where the
trolley is working until the trolley clears the block section.

Note: - Station Master will issue Caution Order enforcing a speed restriction
of 40 Kmph, 30 Kmph & 25 Kmph on Broad Gauge, Metre Gauge &
Narrow Gauge respectively for Goods/Ballast trains only. For Mail/
Express, Passenger trains and light engines a look out Caution Order
will be issued instructing the Loco Pilot to keep a sharp look out.
(iv) Immediately the trolley has cleared the block section the Station
Master on duty at the station where the trolley has arrived, will
cancel the message referred to in SR 15.26(2)(B)(ii) above under
exchange of Private Numbers after which the issue of Caution Orders
will be discontinued.
(v) When two push trolleys are running together in the same direction,
as far as possible, they shall be kept one OHE telegraph post apart.
(vi) When the nature of the terrain is such that flagmen cannot be seen
by the person in-charge of the trolley, the later must arrange, before
entering the section to take with him sufficient No. of Gang men
with hand signals and banner flags so that the required number of
flagmen can be provided for repeating the signals to the person in
charge of the trolley.
(vii) Where due to curves, cuttings & gradient a clear view is not available
for a distance of 1200 meters in Broad Gauge, 800 Meters in Metre
Gauge/Narrow Gauge the trolley must be protected in accordance
with SR 15.26 (1).
(viii) When the Loco Pilot of a train receives a Caution Order notifying
that a trolley/ trolleys is/ are on the line, he shall proceed with
caution keeping a sharp lookout. If on account of curves or cuttings
or any other circumstances the view ahead is obstructed, the Loco
Pilot shall exercise vigilance and whistle frequently to warn the
men-incharge of the trolley/trolleys. These precautions shall be
observed until the trolley/trolleys has/have been passed.
SR15.26 (3) Two trolleys may be allowed to enter any of the dangerous sections,
enumerated under SR 15.27 (7) under the 'Authority to Proceed' in
accordance with the provisions of SR 15.27 (8).
15.27 PROTECTION OF LORRY ON THE LINE.-
(1) Whenever it is proposed to place a lorry, whether loaded or
empty on the line, the line shall, if it is possible to do so,
without interference with the working of trains, be blocked
under the rules for working of trains.
(2) Except under approved special instructions, when the line
has not been so blocked and a lorry whether loaded or empty
is placed on the line, the lorry shall be protected-
(a) on double line, by one or two men as required, at a distance of
Gauge and the Narrow Gauge, carrying a banner flag across the
track and another man plainly showing a Stop hand signal at a
distance of not less than 1200 metres on the Broad Gauge and
800 metres on the Metre Gauge and the Narrow Gauge from the
lorry in the direction from which trains may approach, or
(b) on single line, by one or two men as required following and
preceding the lorry at a distance of 600 metres on the Broad
Gauge and 400 metres on the Metre Gauge and the Narrow
Gauge, carrying a banner flag across the track and another
man plainly showing a Stop hand signal at a distance of not

less than 1200 metres on the Broad Gauge and 800 metres on
the Metre Gauge and the Narrow Gauge from the lorry on
either side.
(3) Each man so following or preceding the lorry at a distance of
Gauge and the Narrow Gauge shall be provided with
detonators and place three on the line, 10 metres apart,
immediately the lorry comes to a stand for the purpose of
either unloading or loading or should any train be seen
approaching and continue to display the Stop hand signal.
(4) The man or men carrying the banner flag shall immediately
fix the banner flag across the track immediately the lorry
comes to a stand or a train is seen approaching and continue
to display the Stop hand signal.
(5) In all cases where the flagmen in advance or in rear cannot
be kept in view from the lorry, additional intermediate
flagmen shall be posted to relay the signals.
(6) The Stop signals and detonators shall not be removed until
the flagmen have received the orders to withdraw them from
the official-incharge of the lorry.
SR15.27(1)(A) The distances stipulated for the protection of Material Lorry under
GR 15.27 (2)(a) & (b) shall not be less than 500 metres and 1000
metres on high speed routes on the Metre Gauge.
(B) A material lorry should not be placed on the line without the permission
of the Station Master. Whenever a lorry whether loaded or empty is
to be placed on the line for working beyond the station section, the
official-incharge, after ascertaining from the Station Master whether
the line can be blocked for the hole period, must given the Station
Master written notice in Form E.31.B. reproduced below: -
Material Lorry Notice No.1
E.31.B
(Also to be used for Push/ Cycle / Moped Trolleys on dangerous Sections)
No……………………
To
The Station Master………………………………….
Material Lorry
It is necessary to place a on the
line between your station Push/Cycle/Moped Trolley
and…………………Station from………hours …………minutes to
……………….hours……………….minutes.
The Section will be cleared at …...…hours ………minutes.
Railway Servant in-charge
Date……………………
Tablet or L.C. Ticket No. at……….
Received from Station Master
Starting signal lowered
The Section will be cleared at …………………………..
Railway Servant in-charge

(C) If the period during which the lorry is required to be placed on the
line does not interfere with trains, the Station Master must block
the line in the usual way without specifying any time; and
(i) take 'OFF' the last Stop signal, on double line;
(ii) hand over the 'Authority to Proceed' to the official-in-charge of the
Lorry on the single line and obtain his signature on the notice form.
The Station Master must also make an entry on the counterfoil of
Notice E.31.B. the time the section is to be cleared.
SR15.27 (2) The official-in-charge of the Lorry is responsible for clearing the
section within the time specified and for returning the token to the
Station Master at the other end of the section. In case of Paper
Line Clear and on double line, an arrival certificate must be issued.
While approaching a level crossing, the official-in-charge of the lorry
is responsible to look out for road traffic, use the whistle, horn or
hooter (if provided) in terms of SR 16.03 (3) (A) and (B) and ensure
safe passage of his vehicle.
SR15.27 (3) The Station Master must be prepared to receive the lorry either by
taking 'OFF' signals or by issuing an authority or by displaying
hand signals from the foot of the first Stop signal of the station.
SR15.27(4)(A) When the line cannot be blocked for the whole period for which the
lorry is required to work, the official-in-charge must give written notice
to the Station Master on Form E.32.B. (reproduced below). If the
material lorry is to work in section where there is a grade of 1 in 200
and steeper, the official-incharge issuing the Form E.32.B. shall
make an endorsement in ink on the form 'Gradient 1 in 200 and
steeper in the Up/Down Direction' and also record the kilometres
between which it is located.
Material Lorry Notice No.2
E.32.B
'May be used, except on Kalakund-Patalpani, (Ghat Section) and on
dangerous sections specified under SR 15.27 (7)(A)'.
No……………………
To
The Station Master………………………………….
It is necessary to place a Material Lorry/ Push Trolley on the line
between your station and……….Station from…….hours…..minutes
to ……….hours……….minutes.
Please block the line upto …………hours ………..minutes and issue
Caution Order to Loco Pilots after this and up to the time the Section
is certified clear.
Date…………….200
Time………………………… Railway Servant in-charge
Station Master's Acknowledgement on Counterfoil.
Notice No……………received at………hours ……………..minutes.
I have blocked the line as desired upto……………Hours and Caution
Order will be issued after this period and until the section is declared
clear by you.
Date…………………………
Time………………………… Station Master

(B)(i) The Station Master receiving such notice will obtain line clear in the
usual way on single line sections. In case of double line sections, the
Station Master after advising the Station Master of the station in advance
regarding partial block for the Lorry, will ask him to turn the commutator
of his block instrument directly to 'Train on Line'. The latter after doing
so, will take out the Station Master's lock-up key of the block instrument
and keep the same in his safe custody, so that no one else except he
himself can operate the block instrument.
(ii) While exchanging private numbers, it shall be clearly stated that
Caution Order must be issued after a certain period. The Station
Master giving the private number will repeat this as follows: -
'Private No………………. for Lorry. Caution Orders will be issued
after ……………………….'
(iii) Entries to the effect the 'Partial block has been granted
between…………….and…………….. stations
on………………………line, from………………hrs……………..mts
to………………hrs. ……………..mts. Caution Order to be issued
thereafter. Private No………………', will be made in red ink in the
remarks column of Train Signal Register/Train Message Register
by both the Station Masters.
(iv) If the Station Master, receiving the Form E.32.B notices thereon on
the top, an endorsement 'Gradient 1 in 200 and steeper in Up/Down
direction' it would mean that additional speed restriction shall have
to be recorded on the Caution Orders to be issued to the Loco Pilot
of Goods/ Ballast trains and light engines and he shall take
measures to specify the under mentioned speed restrictions in the
Caution Orders to be issued by him to such trains proceeding in
the direction of falling grade. He should also inform the Station
Master of the station ahead for issuing similar Caution Orders.
Broad Gauge………….. 40 kmph
Metre Gauge………….. 30 kmph
Narrow Gauge…………. 25 kmph
(C) The Station Master blocking the line under this rule will-
(i) On the double line, take off the Starter signal and
(ii) On the single line, immediately put the token in safe custody. In
case of VHF Set (See SR.14.13) the Paper line clear ticket must
not be written out; the entry of the messages in the Train Message
Register in red ink will be sufficient. The Station Master must then
sign the following certificate on the counterfoil on Form E.32.B.
No………………..Notice received at………hrs……..mts. I have
blocked the line as desired upto………hrs……..mts. and Caution
Orders will be issued after that period, an until the section is declared
clear by you.

(D) After the time specified has expired, on single line section the line
clear obtained must be cancelled by the Station which obtained
and on double line section, the Station Master who has received
Form E.32.B will get in touch with the Station Master of station in
advance and ask him to bring the block instrument to 'Line Closed'
position. Trains may thereafter be worked as usual, but caution
orders must be issued to every train until the railway servant-in-
charge of the lorry has certified the arrival of the lorry at either end
of the section, or that it has been removed from the line between
stations. The Station Master receiving this certificate will message
the next station saying the section has been cleared and the existing
remarks in the Train Signal Register must be cancelled and signed
in full and the time entered, the number of the message being quoted
as an authority. Until this is done and the section cleared
accordingly, no further authority on material Lorry Notice No.2
applicable to this section, may be issued by either Station Master.
(E) On the double line, lorries must invariably go out on the right line
and if it is necessary to return, they must push back on the same
line, the Station Master on duty must personally block the line and
make necessary entries in the Block Register. He will be responsible
for seeing that his Cabin ASM/ Switchman does not clear the block
without his permission and that Caution Orders are issued.
(F) On the Sections Bandanwara to Mandal and Samni to Dahej, the
term 'a material Lorry' in Form E.32.B will also apply to two Material
Lorries coupled together.
Note: - On the sections where Trains are worked on the 'Tokenless Block'
the material lorry may work on partial block in accordance with the
instructions contained in Block Working Manual. The holder of the
material Lorry will be given a memo along with the authority Form
T.369(b) for passing starter and Advanced Starter signal at danger
where necessary. Before despatching the Material Lorry in the Block
Section, the Station Masters on either side shall take out the 'SH'
key from the Block Instrument and keep them locked in the safe
custody till the duration of the partial block.
SR15.27 (5) When approaching a station, the leading Flagman must promptly
report his arrival to the Station Masters, who will make immediate
arrangements for the safe reception either by taking 'OFF' the
approach signals or by piloting of the lorry from the first Stop signal.
SR15.27 (6) When working under SR 15.27 (4), the official-incharge of the lorry
will be responsible for protecting it as laid down in GR 15.27 (2)
and must not, on any account, transfer a lorry from one line to
another. Loco Pilots must keep a sharp lookout and sound their
whistles freely and speed reduced if specifically mentioned on the
Caution Order. In such case, the Loco Pilot of a partly or non-AVB
train must not exceed the limit of 25 kmph.
SR15.27(7)(A) On the following dangerous sections of the line, lorries must run
with 'Authority to Proceed' as laid down in SR 15.27 (1). Notice
must be given on form E.31.B.

Broad Gauge-Sections between: -
Sant Road and Piplod.

Limkhera and Mangalmaudi.
Mangalmaudi and Jekot.
Jekot and Dahod.
Raoti and Bhairongarh 'C'.
Bajranggarh and Panch Piplia.
Panch Piplia and Amargarh
Raoti and Bildi.
Morwani and Bildi.
Ukai Songhad and Bhadbhunja.
Bhadbhunja and Navapur.
Navapur and Kolde.
Kolde and Chinchpada.
Chinchpada and Khandbara.
Khandbara and Bhadwad.
Bhadwad and Dhekwad.
Chaupale and Tisi.
Ranala and Dondaicha.
Metre Gauge-Sections between: -
Patalpani and Kalakund -- {Material Lorry Notice No.2 is not to be}

{used for riding trolleys on this section}
Kalakund and Mukhtiara Balwada.
Omkareshwar and Ajanti.
Sasangir and Kansiya Nes
Narrow Gauge-Sections between: -
Jhagadia and Rajpipla.

Vankal and Umarpada.
Jhagadia and Netrang.
Tejgarh and Chhota Udepur.
Dungarda and Waghai.
(B) On the Patalpani-Kalakund section, the load on lorry shall be limited

to one tonne. In these sections, the lorry must be worked at a
speed not exceeding five kilometres per hour.
(C) On the Mumbai Local Suburban Section, Material Lorry shall run in
accordance with the instructions prescribed in the Instructions for
Working Trains on the Automatic Block System.

SR15.27 (8) Two lorries may be allowed to enter any of the sections mentioned
in SR 15.27 (7) under a single 'Authority to Proceed' provided both
lorries are going out together as one lorry. Adequate distance of at
least one telegraph post will be maintained between both the lorries
and the senior most official-in-charge is solely responsible for seeing
that the section is cleared of all obstructions before the token is
surrendered or 'trolley out of section' is given. In such cases, the
token or line clear should be handed over to the senior most official-
incharge of the lorry.
The Station Master when asking and repeating the private number
should mention the fact that two trolleys have entered the section
and repeat the information on the phone after giving the 'train entering
section' signal.
Necessary entry to this effect must be made in the Train Signal

Register and Train Message Register.
In the case of Paper Line Clear, official-incharge of the trolley must

sign the arrival in the Train Message Register.
If for any reason the above rules cannot be complied with, the line
must be blocked by the official-incharge.
SR15.27 (9) When a material lorry has to work on running lines within the station
section, the official-incharge of the lorry must obtain the Station
Master's permission in writing to do so, specifying the period during
which and the lines on which, the lorry will work. On receipt of this
request and if the period does not interfere with the movement of
trains, the Station Master will issue a memo to the official-incharge
authorising him to work for the period specified and record the fact
by a suitable entry in the Train Signal Register. The official-in-charge
will be responsible to remove lorry at the specified time and the
Station Master will be responsible for seeing that before giving line
clear at Class 'A' station and in the case of Class 'B' station before
any signal is taken 'OFF' which would permit a train to enter the
station section, the lorry has been removed from the running line
concerned.
15.28 LORRIES AND TROLLEYS OUT OF USE.-A lorry or trolley,

when not in use, shall be placed clear of the line and the
wheels thereof be secured with a chain and padlock.
*****

APPENDIX 'A'
RULES FOR WORKING OF 'ON TRACK' TIE-TAMPERS

(1) (i) ‘On Track’ Tie-tampers are self-propelled vehicles. These shall be
worked as a train under the system of working in force and shall be
treated and signalled as a train except as provided below. However,
there need not be any Guard or Brake van attached to these vehicles.
(ii) During Day when the vision is clear up to five ‘On Track’ Tie-tampers
may be allowed under one ‘authority to proceed’ for working within
the Block Section and proceed to next station or come back. All
‘On Track’ Tie-tampers must leave and enter the station at a time
one after another and during the course of the run the official-
in-charge of leading Tie-tamper will be responsible for all the Tie-
tampers.
In case of movement from one station to another station, only one
‘On Track’ Tie-tamper may be allowed under one authority to proceed.
In case of thick, foggy and tempestuous weather as well as during
the total failure of communication, these ‘On Track’ Tie-tampers
are not permitted to work on line.
(2) Each ‘On Track’ Tie-tamper shall be in direct charge of Junior
Engineer Gr.II(TM/TT) hereinafter called the Operator. The number
of Railway, staff on each Tie-tamper should not exceed 8. The
Operator shall be a qualified person, competent to hold the charge
of the Tie-tamper on the Main Line and also certified to be qualified
in the rules and actual driving and working of the unit efficiently.
(i) COMPETENCY CERTIFICATE: -
The Operator shall not use/operate the ‘On Track’ Tie-tamper unless:-
(a) He is in possession of a Competency Certificate issued by the
concerned DRM (W). This certificate shall be valid for a period of
one year from the date of issue.
(b) He is fully conversant with the system of working, signalling of the

section and has undergone road learning as prescribed for Loco
Pilots as per SR 3.78(a), (b) & (c) and SR 4.22 (i) (v). This fact is
recorded in a competency book kept on the Tie-tamper. This will
be countersigned by Sr. Sectional Engineer(TM/TT) In-charge.
(ii) The Operators of the ‘On Track’ Tie-tamper is responsible for
operating, running of the Tie-tamper and shall follow the schedule
of initial training/refresher courses in train working rules as prescribed
for train Loco Pilots.
(iii) He must possess a certificate of medical fitness in A-3 medical
category, issued by a Railway Medical Doctor.
(iv) The ‘On Track’ Tie-tamper shall work on the line in the Block section
or in the station yard under the direct supervision of an Engineering
Official, not below the rank of Junior Engineer Gr..II (P.Way) who
will be responsible for taking the traffic block and for protection of
the lines while the work is in progress. Hereinafter, he will be called
Official-in-charge of the ‘On Track’ Tie-tamper. Whenever, it works
in the yard, arrangements should be made to protect it as necessary
in accordance with G&SR 15.27.

(3) EQUIPMENTS: -
The Operator of the ‘On-Track’ Tie-tamper shall be responsible to
ensure that the following equipment complete in all respects and in
working condition, are available on each ‘On Tack’ Tie-tamper before
the Tie-tamper is put on a running line:
(a) 10 detonators;
(b) two red and two green hand signal flags;
(c) two hand signal lamps;
(d) clamp with locking device and key for clamping the token on single
line sections;
(e) a watch;
(f) a Torch;
(g) an up-to-date copy of the working time table;
(h) an oil feeder with oil;
(i) an up-to-date copy of the General and Subsidiary Rules;
(j) two chains with pad locks;
(k) two clamps with pad locks;
(l) one portable field telephone;
(m) two banner flags;
(n) wooden wedges two nos;
(o) one petromax lamp;
(p) one first aid box;’ and
(q) any other equipment prescribed by special instructions.
Each ‘On Track’ Tie-tamper must be equipped with prescribed head
and taillight, marker lights and flasher lights as per G&SR 4.14 to
4.16. While moving in convoy the Tail Board/Tail lamp, should be
fixed only on the last Tie-tamper in the direction of movement.
The ‘On Track’ Tie-tamper must have marked on it the number,
designation and code initials of the head quarter’s stations of the
official to whom it is allotted. These particulars to be painted in
white letters on a red back-ground on both sides conspicuously.
(4) RULES FOR OPERATION: -

(i) Normally night working of ‘On Track’ Tie-tamper is not permitted
except under special circumstances, when the permission of the
DRM should be obtained. On Mumbai Suburban Section, however,
night working shall be permitted as a regular measure. While working
in automatic signalling territory, precautions as prescribed
for Tower wagons shall be taken.
(ii) No ‘On Track’ Tie-tamper shall be brought on a running line from
the siding, stabling line without the written permission of the Station
Master on duty issued in the form of a shunting order (T-806).
(iii) When the ‘On Track’ Tie-tamper is required to move from one Block
station to another block station, the Operator should run the ‘On
Track’ Tie-tamper only with the proper authority to proceed as
defined in
GR 1.02(6).
(iv) The official in-charge, of the Tie-tamper will advise in writing to the
Station Master on duty of his intention to take the number of Tie-
tamper(s) on the line. The Station Master, when putting up line
clear enquiry, should clearly state the number of Tie-tamper (s)
entering the section and whether they will be coupled or not.

(v) The following procedure shall be observed for working of ‘On Track’
Tie-tamper. The section should be blocked for Engineering purpose
for imposing a block between two Block Stations. The Junior
Engineer Gr.II (P.Way) In-charge of ‘On Track’ Tie-tamper, shall give
the written notice indicating whether the ‘On Track’ Tie-tamper will
proceed to the next station or return to the starting station after
completion of the work; to SM concerned as under:
NOTICE
From: Sectional/Junior Engineer (P.Way) HQ at…………..station.
To: SM……………………………station.
Notice No……………………..date…………………..
The line (UP/DOWN line as the case may be on double line) between
…………..station and …………..station at
Kms………….to……………is required to be blocked from
…………………hours to …………….hours for working the ‘On
Track’ No.(s)…………..for immediate testing/repairing of track, etc.
……………………………….. …………………………….
Signature of Station Master Signature and Designation
of Issuing Authority
The SM shall consult Control on controlled sections and the SM of

the other end of the block section on non-controlled sections and
ascertain the movement of trains before granting Line Block, if he
agrees to the blocking of the line and the duration of Block that
may be granted, the SM shall issue a written authority as under:
From: SM………….Station To: Sectional Engineer/Junior

Engineer (P.Way)……………………H.Q. at
………………………………Station
No…………………….Date………………………..
Refer your notice no……………….Date……………….
The line (Up/Down line as the case may be on double line) between
…….station and ……..station at Kms………..to…………is blocked
from ………….hrs. to …………hrs. for working ‘On Track’ Tie-
tamper(s).
No train will be allowed to enter the block section till the Tie-tamper(s)
is removed and the line is certified safe by you.
………………………………. ……………………………
Signature of Sectional Engineer/ Signature of Station Master
Junior Engineer (P.Way). with Station Stamp.
Before issuing the said authority, the SMs concerned will see that
their block instruments are operated to ‘Train On Line’, ‘Train Going
To’ or ‘Train Coming From’, etc., position as the case may be
according to the type of block instruments. Relevant instructions
for working the different instruments should be observed. Stop collars
must also be placed on the levers/ Buttons /Slides of departure
signals and other precautions like removal of SH/ SM’s Key, etc.,
must also taken and entry made in red ink in the Train Signal
Register.

The Official in-charge, Sectional/Junior Engineer (P.Way) will

accompany the ‘On Track’ Tie-tamper to its work site.
On removal of the block, the official who imposed such block shall
issue a safety certificate as under: -
No…………. Date:……………
From: Sectional Engineer/Junior Engineer (P.Way)...................
H.Q. at…..................Station.
To: SM………………………………
Ref er my notice No……………dated……….…and your
No…..………… date…….. The block imposed
between…………station and ………station at Kms………….to
…………. from…………..hrs. to…………hrs. is removed and the
line is certified safe for normal working.
……………….. ………………………..
Signature of SM Signature and Designation
of Issuing Authority
The SM on receipt of the said certificate will inform control and/or
the SM at the other end of the block section and cancel the block
imposed, restore the Block Instrument to Normal position and make
the necessary entries in the Train Signal Register. Thereafter, normal
working may be resumed.
The Official-in-charge of the Tie-tamper shall be solely responsible
for seeing that the section is clear of all obstructions and that the
track is fit for traffic at normal speed before the Token or Tablet
and/or T-806 is surrendered, Safety certificate issued and the
engineering block cleared.
(A) SINGLE LINE SECTION: WORK AND PROCEED: -
Station Master to do and ensure: -
(i) Obtain line clear from Station in advance.
(ii) Take ‘Off’ last stop signal, if any.
(iii) Issue Special Caution Order indicating the number of ‘On Track’
Tie-tampers permitted to work in block section. This shall be got
noted and signed by all the Operators and handed over to Official
in-charge of ‘On Track’ Tie-tampers along with Token or Paper line
clear Ticket as the case may be,
(iv) The Official in-charge shall travel on the last ‘On Track’ tie - tamper.
(v) On completion of work ‘On Track’ Tie-tampers shall be received at
station in advance by taking ‘Off’ reception signals.
(vi) A competent railway servant shall display a green flag at the foot of
first stop signal till the last ‘On Track’ Tie-tamper enters the station
section.
(vii) On arrival at station in advance, official incharge shall hand over the
Token/Line clear Ticket, Special caution order to Station Master
only, when last ‘On Track’ Tie-tamper clears the block section.
(viii)Official in-charge shall certify in writing to Station Master that the
track is safe and fit for train movement.
(ix)Then only Station Master should close the block section.

(B) SINGLE LINE SECTION - WORK AND RETURN

(a) In Token Block Instruments territory:-
Station Master to do and ensure —
(i) Obtain line clear from Station in advance.
(ii) Take ‘Off’ last stop signal, if any.
(iii) Issue special Caution Order indicating the number of ‘ON Track’ Tie-
tampers permitted to work in block section and thereafter return to
station in rear. This shall be got noted and signed by all the operators
and handed over to official in-charge of ‘On Tack’ Tie-tampers along
with Token or Paper Line Clear Ticket as the case may be.
(iv) The Official in-charge shall travel on the first ‘On Track’ Tie-tamper.
(v) On completion of work ‘On Track ‘ Tie-tampers, shall be received at
station in rear by taking ‘Off’ reception signals.
first stop signal till the last ‘On Track’ Tie-tamper enters the Station
section.
(vii) On return at station in rear, Official incharge shall hand over the
Token/ Line clear ticket, special Caution Order to Station Master
only when the last ‘On Track’ Tie-tamper clears the block section.
(viii) Official in-charge shall certify in writing to Station Master that the
(ix) Then only Station Master should cancel the line clear and normalise
the Block Instrument.
(b) Token less Block Instruments territory :
Station Master to do and ensure —
(i) Block back the section.
(ii) Take out Shunting Occupation (SH) Key & keep in safe custody.
(iii) Prepare and issue shunting order (T-806) and special caution order
indicating the number of ‘On Track’ Tie-tampers permitted to work
in block section and return to station in rear. This shall be got noted
and signed by all the Operators and handed over to Official in-charge
of ‘On Track’ Tie-tampers along with T-806. Last stop signal is passed
at danger on written authority i.e. T-806.
(iv) The Official incharge shall travel on the first ‘On Track’ Tie-tamper.
(v) On completion of work ‘On Track’ Tie-tampers shall be received by
taking ‘Off’ reception signals.
first stop signal till the last ‘On Track’ Tie-tamper enters the station
section.
(vii) On return at station in rear, Official in-charge shall hand over T-806,
special caution order to Station Master only when last ‘On Track’
Tie-tamper clears the block section.
(viii) Official in-charge shall certify in writing to Station Master that the

(ix) Put back shunting occupation (SH) key in the block instrument
and then only Station Master should cancel the block back.
(C) DOUBLE LINE SECTION: WORK AND PROCEED
(a) Via RIGHT Line: -

Station Master to do and ensure:
(i) Obtain line clear from Station in advance
(ii) Take ‘Off’ last stop signal.
(iii) Issue Special Caution order indicating the number of ‘On track’ Tie-
tampers permitted to work in block section. This shall be got noted
and signed by all Operators and handed over to Official incharge of
‘On Track’ Tie-tamper.
(iv) The Official in-charge shall travel on the last ‘On Track’ Tie-tamper.
station in advance by taking ‘Off’ reception signals.
first stop signal till the last ‘On Track’ Tie-tamper enters the Station
Section.
(vii) On arrival at station in advance, Official in-charge shall handover
the Special Caution Order to Station Master only when the last ‘On
Track’ Tie-tamper clears the block section.
(viii) Official in-charge shall certify in writing to the Station Master that
the track is safe and fit for train movement.
(ix) Then only Station Master should close the block section.
(b) Via WRONG Line: -
Station Master to do and ensure: -
(i) Obtain line clear on block telephone from Station in rear advising
the total number of ‘On Track’ Tie-tampers.
(ii) Issue Special Caution Order indicating the number of ‘On Track’
Tie-tampers permitted to work in block section and the Station at
which ‘On Track’ Tie-tampers will go on completion of work. This
shall be got noted and signed by all the Operators and handed over
to Official in-charge of ‘On Track’ Tie-tamper along with Paper Line
Clear Ticket.
(iii) All the points over which ‘On Track’ Tie-tampers will pass shall be
correctly set and facing points clamped and pad locked. Thereafter
Station Master shall issue written authority (T/511) and the ‘On
Track’ Tie-tampers shall be piloted out of the station by a competent
railway servant.
(iv) The Official in-charge shall travel on the last ‘On Track’ Tie-tamper.
(v) On approaching the next station after completion of work, Operator
shall bring ‘ON Track’ Tie-tampers to stop opposite the first stop
signal pertaining to right line or at the last stop signal of line (on
which they are running) whichever comes first.

(vi) The Station Master of Station referred to in above Para shall ensure
that all points in the facing direction over which ‘ON Track’ Tie-
tampers will pass are correctly set, facing points clamped and pad
locked. He shall depute a competent railway servant at the foot of
signal, which ‘ON Track’ Tie-tampers by exhibiting a red flag and
there-after pilot them into station on a written authority issued by
Station Master. If the Operators find that no competent railway
servant has been deputed at the foot of signal to pilot the ‘On Track’
Tie-tamper into the station, G&SR 4.44 shall be observed.
(vii) On reaching the station at the other end of block section, Official
in-charge shall hand over the Special Caution Order, Paper Line
Clear Ticket to Station Master only when the last ‘On Track’ Tie-
tamper clears the block section and stands clear of fouling marks.
(viii)The Official in-charge shall certify in writing to the Station Master
that track is safe and fit for train movement.
(ix) Then only Station Master should close the block section.
(D) DOUBLE LINE SECTION: WORK AND RETURN
(a) Via RIGHT Line:
Station Master shall do and ensure;
(i) Block forward the line. Station Master at Station in advance will
turn the commutator directly to ‘Train on line’ position.
Tie-tampers permitted to work in block section return to station in
rear. This shall be got noted and signed by all the Operators and
handed over along with T/806 to pass the last stop signal in ‘On’
position to the official incharge.
(iii) The official in-charge shall travel on the first ‘On Track’ Tie-tamper.
(iv) On completion of work, Operators shall bring their ‘On track’ Tie-
tamper to stop opposite to first stop signal pertaining to right line or
at last stop signal pertaining to line on which they are running
whichever comes first.
(v) The Station Master of stations referred to in above Para shall ensure
that all points in the direction over which ‘On Track’ Tie-tamper will
pass, are correctly set, facing points clamped and pad locked. He
shall depute a competent railway servant at the foot of the signal
which ‘On Track’ Tie-tamper would encounter first. He shall stop
the ‘On Track’ Tie-tampers by exhibiting a red flag and thereafter
pilot them into station on a written authority issued by Station Master.
If the operators find that no competent railway servant has been
deputed at the foot of signal to pilot the ‘On Track’ Tie-tampers into
station G&SR 4.44 shall be observed.
(vi) On return at station in rear, Official in-charge shall hand over Special
Caution Order, T/806 to the Station Master only when the last ‘On
Track’ Tie-tamper clears the block section and stands clear of fouling
marks.
(vii) Official in-charge shall certify in writing to the Station Master that
(viii) Then only Station Master should cancel the Block forward.

(b) Via WRONG Line: -
Station Master shall do and ensure;
(i) Block back the line. Turn the commutator directly to ‘Train on line’
position.
Tie-tampers permitted to work in block section and return to the
station. This shall be got noted and signed by all the operators and
handed over to the Official in-charge along with T/806.
(iii) All the points over which ‘On Track’ Tie-tampers will pass shall be
correctly set and facing points clamped/pad locked. There after
Station Master shall issue written authority (T/511) and the ‘On
track’ Tie-tampers shall be piloted out of station by a competent
railway servant.
(iv) The Official in-charge shall travel on first ‘On Track’ Tie-tamper.

station by taking ‘Off’ reception signals.
first stop signal till the last ‘ON Track’ Tie-tamper enters the station
section.
(vii) On return at station, Official in-charge shall hand over, Special

Caution Order, T/806 to the Station Master only when the last ‘On
Track’ Tie-tamper clears the block section.
(viii) The Official in-charge shall certify in writing to the Station Master
that track is safe and fit for train movement.
(ix) Then only Station Master should cancel the Block back.
(5) PRECAUTIONS:
(i) The Official in-charge of the ‘On Track’ Tie-tamper is responsible

for the protection of the site of work and also for protection of adjoining
track in case of infringement, if any. He shall also be responsible
for safety of track after the working of the Tie-tampers.
(ii) The Station Master on either side shall inform to Gateman of all the
level crossings equipped with telephones located in this block
section about the total number of ‘On Track’ Tie-tampers permitted
to work in the block section under exchange of Private Number.
(iii) While the ‘On Track’ Tie-tamper are moving in the block section in
convoy, it will be the responsibility of the Operators of Tie-tampers
to remain at a distance of at least 120 meters from each other.

(iv) During the course of working, when required to pass a manned or

un-manned L.C.Gate, each ‘On Track’ Tie-tamper shall stop short
of the level crossing and pass only after ensuring the safety of the
‘On Track’ Tie - tampers and the road traffic.
(v) The official in-charge of the ‘On Track’ Tie-tamper shall always take
four efficient flagmen equipped with banner flags, detonators and
red hand flags each, to protect the Tie-tampers. One flagman shall
exhibit banner flag at a distance of 600 meters on either side of the
site of work and one flagman showing a stop hand signal at a distance
of 1200 meters on either side of the site of work.
(vi) Some ‘On Track’ Tie-tampers tend to foul the adjacent lines, while
working on double line sections or in the yard. BRM(Ballast
Regulating Machine) may foul the adjacent line when stretching
out its blades. If any part of a Tie-tamper is likely to foul the adjacent
line while working the Official in-charge of the ‘On Track’ Tie-tamper
shall request SM in writing to block both the lines and such work
should only be undertaken, if blocking both the lines has been
permitted by the control and the SM and both the lines have been
protected as per Para (5)(v) above.
(vii) In case of CSM/DUO or any other such Tie-tamper where the

operator is not in a position to get a view of front directly, he shall
ensure by deployment of his assistants in the front/rear cab that
any obstruction/ infringement i.e. Tie-tamper moving ahead of banner
flag etc. is communicated to him verbally or by display of HS/Flag
etc. so that movement of the Tie-tamper may be controlled
accordingly.
(6) PROTECTION OF ‘ON TRACK’ TIE-TAMPER WHEN STABLED

AT STATION:
(i) The running and stabling of the ‘On Track’ Tie-tamper shall be
arranged by the Station Master in consultation with the Section
Controller. In case, the control is not working, the Station Master
shall, consult the Station Master of the adjoining station.
(ii) The ‘On Track’ Tie-tampers shall normally be stabled on a non-

running line.
(iii) When the ‘On Track’ Tie-tamper is stabled on a running line due to
unavoidable circumstances, the mechanical hand brakes shall be
applied and Tie-tamper shall be securely chained to the rails in
accordance with GR 5.23 and SR there under. Lever Collars shall
be placed on the concerned signal levers/Buttons and slide of line
on which ‘On Track’ Tie-tamper machine is stabled.
(iv) When the Tie-tamper is stabled, the Operators shall ensure that it
is berthed clear of fouling marks and traps and without obstructing
the adjacent lines. He shall apply the hand brakes and secure by
wooden wedges to prevent movement.

The concerned points shall be set against the line on which the ‘On
Track’ Tie-tamper is stabled and such points shall be secured with
clamps or bolts and cotters and pad locks. The keys of such pad
locks shall be kept in the personal custody of SM until the Tie -
tamper is ready to leave from siding or running line. The ‘On Track’
Tie-tamper Operator shall not relinquish charge until he has satisfied
himself that the ‘On Track’ Tie-tamper has been properly secured
and protected as prescribed.
(v) The ‘On Track’ Tie-tamper shall not move into or inside the traffic
yard without shunting order and the permission of the Station Master.
No shunting of goods/passenger stock shall be permitted on the
line where ‘On Track’ Tie-tampers are stabled. No shunting should
be performed with the ‘On Track’ Tie -tamper attached.
(7) FAILURES & ACCIDENTS:
(i) Failure in Block sections of the ‘On Track’ Tie-tamper will be treated
as accident under class ‘HB’. Accidents involving ‘On Track’ Tie-
tamper shall be treated as train accidents under the appropriate
class and action should be taken as per the rules in force.
(ii) In the event of complete breakdown of the ‘On Track’ Tie-tamper in

the section and if the time required to carry out repairs is likely to
exceed 30 Minutes, the Official in-charge of ‘On Track’ Tie-tamper
shall send one of his staff to the nearest Station Master with a
report in writing of the circumstances, stating the site of breakdown
and the nature of relief required, if any. However after 15 minutes he
should then arrange for the line to be protected in accordance with
G&SR 6.03.
(iii) If, after sending for assistance, the vehicle is repaired and can go
forward to the next station, it shall do so at walking pace and the
Official in-charge shall arrange to protect the vehicle by deputing
two person with hand signals and detonators one each in front and
rear of the vehicle, to walk at a distance of 1200 meters and 800
meters on BG and MG/NG respectively. These persons shall clearly
show hand danger signals and in addition, when a train or engine is
observed approaching the vehicle, immediately place detonators
on the rails and continue to show hand danger signals to the
approaching train or engine.
(8) SPEED OF THE ‘ON TRACK’ TIE - TAMPER:
The speed of the ‘On Track ‘ Tie - tamper while passing over points
and crossing shall not exceed 10 kilometres per hour. On the
straight, it shall not exceed 40 kilometres per hour.
*****

APPENDIX - ‘B’
SPECIAL INSTRUCTIONS REGARDING NEW WORKS.
(1) General —
(a) The instructions herein apply to works constructed subsequent to

the first opening of a Railway or section of a Railway.
(b) The safety of the travelling public is ensured by the rules laid
down in:
(i) The Railways Act of 1989. (as amended from time to time)
(ii) The General Rules for all Open Lines of Railways.
(iii) The Railway (Opening for the public carriage of passengers) Rules,
2000 (as amended from time to time)
(iv) The Indian Railway Schedule of Dimensions.
(c) The rules provide for the legal authorisations that should be obtained
from authority competent to sanction and the procedure for obtaining
sanction for any works which affects the running line before the
work is started or brought into use and before a new section of the
line is opened for public traffic.
(2) Classification of works —for the purpose of these instructions, works
are divided into two classes, namely —
(I) Works requiring the sanction of the Commissioner of Railway Safety
prior to execution and opening.
(II) Works not requiring the sanction of the Commissioner of Railway
Safety.
Class I —Comprises the following:
(a)(i) Under Section 23 of the Railways Act 1989 and Chapter VII of the
Railway (Opening for the public carriage of passengers) Rules, 2000,
the approval of the Commissioner of Railway Safety is required for
the execution of any work, on the open line, which will affect the
running of passenger trains and any temporary arrangements
necessary for carrying it out, except in cases of emergency.
(ii) For the commencement and opening of the following works, when
they are connected with or form part of the railway already opened,
the sanction of Commissioner of Railway Safety shall be obtained.
(1) Additions, extension or alteration to running line.
(2) Alterations to points and crossings in running line.
(3) New Signalling and interlocking installations or alterations to existing
installations.
(4) New station, temporary or permanent.
(5) Heavy re-grading of running lines involving raising/lowering of track
in excess of 50 cms.
(6) New bridges including ROB/RUB/FOB or extensions of existing
ones, girders spans, whether additional or in replacement of existing
ones including temporary girders.

(7) Provision of new level crossings shifting of existing level crossing,

de-manning and down grading, manning of unmanned level crossing,
upgrading of LCs involving changes in method of working or
operations (such as interlocking, provision of lifting barriers in case
of gates) and closing down of level crossings etc. across running
lines.
(8) Permanent diversion (Deviation) more than 2 Kms in length without

any station in between and irrespective of length when a new station
is involved.
Note: - Permanent diversion more than 2 Kms in length and irrespective of

length when a new station is involved are to be treated as new lines
covered by provisions of section 21 and 22 of Railway Act.
(9) Temporary diversion irrespective of length, except those laid for

restoration of through communication after accident.
(10) Introduction of electric traction on new/existing routes/permanent

diversions/ yard lines/ loop lines/ sidings more than 2 Kms. in length;
and irrespective of length when a station is involved, except temporary
diversion introduced for restoration of through communication after
accident.
(a)(i) Application for any alteration, reconstruction or additions that may

require the sanction of the Commissioner of Railway Safety shall
ordinarily be made fourteen days in advance of the expected
commencement of such works pertaining to passenger trains and
sanction obtained before such commencement. When alterations
to the proposals originally sanctioned by the Commissioner of
Railway Safety become necessary, the sanction of the
Commissioner of Railway Safety shall be obtained for such
alterations before the works is put on hand.
(ii) If, for any reason, a sanctioned work is not taken up in hand within
12 months of the date of a sanction, application shall be made to
the Commissioner of Railway Safety for renewal of his sanction.
Class II —comprises the following: -

(a) Any new work, alteration or reconstruction not affecting running
lines.
(b) Any work which does not interfere with the existing Signalling or
interlocking arrangements or involve new Signalling or interlocking
arrangements.
(c) Any new lines / loop lines / sidings not more than 2 Kms in length
being laid down and electrified or for charging of OHE at 2.2/25 KV
as an anti-theft measure.
In such cases the permission for energisation shall be granted by
Section Engineer (Electric).

(d) Work necessitated by accidents. The procedure detailed in SR

15.06 shall however, be adopted.
Note: - In every doubtful case, application shall be made to the
Commissioner of Railway Safety, before commencing the work
(3) Application for sanction for works —Application to the Commissioner
of Railway Safety for sanction for carrying out works affecting the
running line shall be made by the Junior Administrative grade officers
in the Division and by the Divisional Railway Manager/ Additional
DRM, if no such officers are posted in the Division. In construction
organisations, it shall be signed by Junior Administrate grade officers
of the department concerned on behalf of the Chief Engineer
(Construction) / Chief Signal and Telecommunication Engineer
(Construction)/ Chief Electrical Engineer (Construction).
(4) (i) For Divisional works, which involves both Civil Engineering and
interlocking application shall be signed jointly involved by JA grade
officer of both Civil Engineering and S&T department of the division, in
the absence of JA grade officer the Application will be signed by DRM
/ ADRM. In the case of works executed by S&C application by DRM/
ADRM, in the case of works executed by S&C, application shall be
signed by JA grade officers representing CE (C) and CSTE (C).
(ii) In all cases, the name and designation of the signatory should
invariably be given.
(5) Application for running of new type of locomotives and for rolling
stock and for increase in speed:
(a) Application to the Commissioner of Railway Safety for sanctioning

the running of new types of locomotives or rolling stock or increasing
the maximum permissible speed on a specified section or sections
shall be made 15 days in advance by the Principle Chief Engineer
and accompanied by the following documents: -
(1) Load diagram.
(2) Certificates for track strength.
(3) Certificates for strength of girders.
(4) Certificates of test runs of oscillation trial (if required by the

Commissioner of Railway Safety).
(5) Certificate in the prescribed form, signed jointly by the Chief

Mechanical Engineer/ Principle Chief Engineer/ Chief Electrical
Engineer /Chief Signal and Telecommunication Engineer.
(6) A statement in the prescribed form detailing any infringement of

maximum and minimum dimensions involved in the running of the
locomotive or rolling stock.

(b) On receipt of such an application, the Commissioner of Railway

Safety will, if he so desires, inspect and /or try out the new
locomotives and/or rolling stock and the Railway Administration
shall afford him the necessary assistance to do so.
(6) Prior to the energisation of any section the following certificates
and documents shall be submitted to the CRS;
(a) General Safety Certificate of works signed by PCE and CSTE of
the Construction Organisation.
(b) Safety certificates for electrical works signed by CEE of Open Line
and CPM/ CEE/ Dy. CEE of the RE/ Construction organisation.
(c) Safety certificate in respect of electric rolling stock signed by CEE,
CME, COM and PCE of the Open Line Railway.
(d) Certificate of Open line officers about the knowledge of their staff
regarding safety rules for electrified sections.
(e) Certificate issued by DRM of Open line regarding introduction of

safety measures, issue of Special Station Working Rules and
obtaining assurance of the staff concerned regarding their knowledge
of rules applicable to A.C. traction.
(f) Copies of Station Working Rules which have been distributed to

various Station Masters.
(7) A Safety Certificate, shall be issued before the work is brought into
use.
(8) Inspections by the Commissioner of Railway Safety —When the

Commissioner of Railway Safety notifies his intention to inspect a
work prior to opening for the public carriage of passengers, advice
as to when the work will be ready for inspections shall be intimated
to him at least 14 days before it is proposed to open it.
(9) (a) Final inspection by CRS for the introduction of commercial services
on newly electrified sections;
(i) A special train comprising of an electric locomotive, observation
car in the rear and appropriate number of coaches or inspection
carriages for officers and staff and Guard’s brakevan shall be kept
ready at an appropriate location to take CRS, CEE, CPM and HODs
of RE/Construction organisation alongwith concerned Divisional
officers of Open Line and Sr. Officers of RE/Construction organisation
for a final inspection as per a pre-arranged programme. The officers
on the special train shall furnish whatever information/clarification
sought by CRS and CEE.
(ii) During this inspection CRS will particularly examine the safety and
operational aspect, inspect the rule books, registers in possession
of staff and test the knowledge of staff such as engineering gangs,
substation staff, transportation staff at stations, cabins etc.

(b) Sanction of CRS for electrified section;
Subject to the trial run being satisfactory, ‘all concerned message’

may be issued by the CRS communicating his sanction for the
introduction of commercial services.
After the receipt of CRS’s sanction commercial services may be
commenced either immediately or subsequently. It is, however,
desirable wherever possible to check the current collection at
different speeds during night time, when hauling a fully loaded train.
These tests may be conducted jointly by Dy CEE (OHE)/RE, Sr.
DEE (TRD) and Sr. DEE (RS) along with representatives of the
OHE contractor. Defective working noticed shall be rectified as
soon as possible and on successful completion of the tests, a joint
certificate shall be given confirming that full commercial working
may be introduced.
(10) Submission of Safety Certificate —

(a) The Commissioner of Railway Safety while according his sanction,
may or may not propose to inspect the works.
(b)(i) Should the Commissioner of Railway Safety decide not to inspect
the work prior to opening, the Safety Certificate, together with the
certificates referred to therein, shall be completed and submitted
before the work is opened by the Engineer(s)-in-charge and a
telegram / message, when so required, despatched to the
Commissioner of Railway Safety. Copies of the Safety Certificates
shall be sent to the Divisional Railway Manager, the Principle Chief
Engineer and /or the Chief Signal and Telecommunication Engineer
and /or Chief Electrical Engineer.
(ii) The Safety Certificate for Engineering works shall ordinarily be signed
by the Assistant Engineer. In the case of works involving Tracks
and Bridges and/or Signalling and Interlocking, the Safety Certificates
may, if required be signed jointly by the Engineers concerned.
(c) If the Commissioner of Railway Safety decides to inspect the work
prior to opening, he will, after inspection in the company of the
officers concerned, communicate in writing his sanction to open
the work.
(11) Deviation from plans approved by the Commissioner of Railway
Safety— If the material deviations from the plans approved by the
Commissioner of Railway Safety, which affect the lay out of lines or
the arrangement of signals or the working Rules, are found necessary,
his prior approval to such deviations shall be obtained with reference
to the application first made.
(12) Special instructions regarding Safety Certificates for signalling
works— the following instructions shall also be observed regarding
the submission of Safety Certificates for works involving Signalling
and/or Interlocking:-

(i) Sanction of the Commissioner of Railway Safety is required under

GR 4.10 to speeds over 15 Kmph. Speeds in excess of 15 Kmph
but within the speeds permissible for the Standard of Signalling,
subject to any local restrictions necessary, may be permitted on
the Principle Chief Engineer’s Safety Certificate.
(ii) Only a Gazetted Officer of the Signalling department shall initiate

the Safety Certificate for works involving— In case of purely signalling
works, S&T Officer will initiate the safety certificate. In case works
involving P-Way in interlocked portion of the yard, Engineering officers
jointly along with officers of S&T and other departments shall initiate
the safety certificate.
Note: - By ‘initiate’ is meant that a Signal Officer certifies that the

arrangements are in accordance with the Signalling Plan sanctioned
by the Commissioner of Railway Safety.
(iii) The Sr./Divisional Engineer shall in all cases against the restrictions
of speed in accordance with clauses 12 (i) & (ii) above and shall
order their removal when authorised to do so by the Sr. Divisional
Signal and Telecommunication Engineer.
(iv) In the case of Joint Works carried out by more than one department,
the Safety Certificate shall be signed by Junior Administrative Grade
officers in the Division and by the ADRM or by Divisional Railway
Manager, if no such officers are posted in the Division. In
Construction Organisations, it shall be signed by Junior
Administrative Grade officers of the department concerned on behalf
of the Chief Engineer (Construction) /Chief Signal and
Telecommunication Engineer (Construction). Then it shall be
submitted to the Commissioner of Railway Safety.
(13) Special instructions regarding Safety Certificates for Electrical Works;

The Certificates in the prescribed proforma as detailed after para
21020 of the Chapter X of ACTM vol. I Part I. shall be submitted to the
EIG for obtaining permission for energisation of Sections/Lines
irrespective of the fact whether CRS’s sanction is required or not;
(14) Special instructions in connection with Signalling and Engineering

works :
(a) For the purpose of these instructions, works are divided under the
following heads
(i) Routine maintenance work in connection with the Signalling and

Interlocking gear, which do not require the issue of Traffic Working
Order in addition to the provisions of GR 3.51.
(ii) Ordinary Engineering maintenance work which is executed on

running tracks during daylight hours, inside or outside station limits
under traffic and without interference to the train service and which

is of such a nature as not to require the issue of Traffic Working

Order whether or not they require the application of GR 15.08, 15.09
and 4.09.
(iii) Additions and Alterations and Works, other than routine

maintenance, in connection with the Signalling and interlocking gear
which requires Traffic Working Order to be issued by the Divisional
Railway Manager, in addition to the provisions of GR 3.51 (3).
(iv) Additions and Alterations works affecting running lines within station
limits carried out by the Works Branch which involves interference
with the normal train service and which require Traffic Working Order
to be issued by the Divisional Railway Manager, in addition to the
provisions of GR 15.08 and 15.09.
(v) Works affecting running lines outside station limits which will or
are likely to interfere with the normal train service and which require
the imposition of Line Block.
(vi) Works inside or outside station limits which require the opening of
temporary diversions or bridges and which require, the issue of
Traffic Working Order by the Divisional Railway Manager
(b) In the case of items 14 (a)(iii) & (iv) above the official responsible for
carrying out the work shall send a Special Notice to the Divisional
Railway Manager, at least ten days before the work is due to
commence, advising him when the work will be commenced and
requesting him to issue Traffic Working Order for the working of
traffic during the time the work is in progress. A copy of the Notice
shall also be sent to the Station Master of the station at which the
work has to be carried out. The Divisional Railway Manager receiving
such Notice shall at once prepare Traffic Working Order and issue
them to all concerned. Only after the issue of Traffic Working Order,
the work shall be commenced. The Station Master shall be
responsible for ensuring that all staff at the station responsible for
the working trains understand them and carry them out. The date
and time at which the work is actually commenced shall be
communicated to the Divisional Railway Manager by the official
who sent the special notice.
(c) Overhauling of Interlocking Lever Frame, Interlocking Key Boxes

and Station Master’s Slide Control Instrument.
(i) During such overhauling, the station shall be worked under special
Instructions to be issued by the Divisional Railway Manager in
conformity with GR 3.38.
The Section Engineer (Signal) incharge shall issue the Disconnection

/ Reconnection Notice to the Station Master and obtain his signature
before the commencement of and after completion of overhauling.

(ii) Overhauling of Interlocking Lever Frames: -
Mechanically Operated Points:
The Station Master should ensure that all the facing points (controlled
from the lever frame being overhauled), over which the trains will
pass are correctly set, clamped and padlocked. Similarly the trailing
points on the route are also correctly set.
Electrically Operated Points:
Station Master shall ensure that all facing and trailing points over
which the trains will pass over are correctly set, clamped and
padlocked. The points on the other end of corresponding cross
over shall also be correctly set, clamped and locked.
L.C. Gates:
Interlocked LC Gates controlled by the respective signals, should

also be closed against Road traffic and locked before permitting
movement.
The Divisional Railway Manager shall issue detailed Temporary

Working Instructions for each phase of work in case the work is
done in phases. 48 hrs advance notification regarding Date and
Time of work proposed to be taken on hand and its probable duration
shall be given by concerned senior supervisor incharge of the work
vide SR15.08 (2) (A).
On getting confirmation from Sr.DOM/DOM, the Supervisor incharge

of work shall issue notification alongwith disconnection memo to
ASM on duty.
Caution Orders for observing the speed restriction, etc. shall be

given by concerned officials as specified in the Traffic Working Order
Caution Order shall be issued for work as per SR 15.08.
At Colour Light Signalling Stations:
During the period of overhauling the reception and despatch signals

will assume caution aspect only.
The distant and 2nd Distant signal shall assume caution, attention
aspects respectively. The advanced starter shall not be taken off.
Lower Quadrant Signalling Stations:
The advanced starter and Warner signals shall be kept at ‘On’.

The reception and despatch signals can be taken off.
Multiple aspect upper quadrant: Signalling stations:

Proceed and attention aspects of Home/ Starter /Advanced starter

and Distant signals shall be suspended.
The reception and despatch signals can be taken off. Works

extending beyond one day shall be carried out under Traffic Working
Order (T.W.O.) as laid down in SR 15.08 (1) (C) and SR 15.08 (2)
(A). Caution Orders shall be issued as per SR. 15.08(2)(A) & (B).
(iii) During Overhauling and interlocking of key boxes, the yard is treated
as totally non-interlocked. It is the personal responsibility of the
Station Master to ensure that all points over which the train
movement takes place are correctly set and locked and LC gates
are closed and locked to the road traffic before permitting any
movement. It should also be ensured that no simultaneous
movements take place during the period of non-interlocked working.
(iv) During the Overhauling of Station Master’s Slide frame, it is not

possible to work on the existing slide for reception and despatch of
trains.
The following procedure need to be adopted: —
(a) The advanced starter shall be suspended.
(b) Proceed and Attention aspects of all signals shall be suspended.

In lower quadrant signal territory, Warner should be suspended
during the overhauling.
(c) The SM slides control for reception signal shall be temporarily by

passed during the overhauling. The cabins shall be manned by
Station Master during the period of overhauling and exchange of
private numbers with Station Master on Platform for train working.
(15) Notification to Railway officials when opening works- except as

described in paragraph 17 below, no new work affecting the running
of trains or the working of the traffic at stations shall be brought into
use until staff of the Branches concerned have been notified by
means of a circular issued by the Divisional Railway Manager. Timely
intimation of the date of the opening of works shall be sent to the
Divisional Railway Manager whenever any new or revised Working
Rules are to be brought into operation to enable him to give the
running staff due notice.
(16) Opening of temporary diversions or bridges-
(a) When opening temporary diversion or bridges for traffic, the following
instructions shall be observed.
(i) At least 14 days before the restrictions is to come into force, the
Divisional Engineer shall send a notice, in the prescribed form to
the Sr./Divisional Operations Manager, the Sr. Divisional Signal and
Telecommunication Engineer, Sr. Divisional Mechanical/ Sr.
Electrical Engineer, the Locomotive Foremen, the Section Engineer

(C&W) of the Depot stations at both ends of the runs of the Loco
Pilots concerned, including the Locomotive Foremen, the Train
Examiners of the Depot stations immediately on either side of the
temporary diversion or bridge, Traction Distribution Supervisors, the
Transportation Inspector, the Station Masters of the Head quarter
stations of Guards concerned and the Section Engineer (Signal),
specifying the nature of the restriction and the approximate date on
which it will come into force.
This notice shall be followed by a second notice, in the prescribed

form, giving the actual date and time at which the restriction will be
applied. The second notice shall be issued at least 7 days before
the actual date of commencement.
(ii) The Locomotive Foremen or other Official-in-charge at each end

shall issue the necessary Notices and Instructions to Loco Pilots
who shall sign the book maintained therefore and comply with Rule
4.30
(iii) The Station Masters of the Headquarters stations of Guard’s

concerned shall issue the necessary Notices and Instructions to
Guards who shall sign the book maintained for the same and comply
with GR 4.30.
(iv) When Line Block is required, the procedure laid down in SRs under
GR 15.08 shall be observed.
Note: - Temporary diversions or bridges shall not be opened for traffic earlier
than the time notified in the prescribed form except in consultation
with the Divisional Railway Manager.
(b) Where the opening of the temporary diversions or bridges required

the issue of Traffic Working Order, the Sr. Divisional Engineer shall
ensure that Traffic Working Order is issued before commencement
of such work.
(17)(i) Works resulting from accidents: abbreviated procedure to be adopted

in the case of accidents, as laid down in Section-24 of the Railways
Act 1989 is reproduced below-
‘When an accident has occurred on a railway resulting in a temporary

suspension of traffic and either the original lines of rails and works
have been restored to their original standard or a temporary diversion
has been laid for the purpose of restoring communication, the original
lines of rails and works so restored or the temporary diversion, as
the case may be, may, without prior inspection by the Commissioner,
be opened for the public carriage of passengers, subject to the
following conditions, namely: -
(a) the railway servant incharge of the works undertaken by reason of

the accident has certified in writing that the opening of the restored
lines of rails and works, or of the temporary diversion will not in his
opinion be attended with danger to the public; and

(b) a notice of the opening of the lines of rails and works or the diversion
shall be sent immediately to the Commissioner’
(ii) The certificate (in the prescribed form) shall be signed by the
representative of the Works Branch-in-charge of the work before
opening it. This certificate shall be despatched to the Officers
concerned. The Engineering representative shall hand over a copy
of the certificate to the representative of the Transportation
Department at the site of the accident and the latter shall not permit
the passage of traffic over the restored line or the diversion until he
is in possession of the certificate.
(18) Opening of new works within station limits: -
(a) On receipt of sanction to open a new work, the Sr./Divisional
Engineer, or the Sr./ Divisional Signal and Telecommunication
Engineer, or the Sr./Divisional Electrical Engineer (Traction
Distribution) shall arrange with the Divisional Railway Manager the
date on which the new work is to be handed and taken over. After
the new work is handed over, the Sr. Divisional Engineer, the Sr.
Divisional Signal and Telecommunication Engineer the Sr. Divisional
Electrical Engineer (Traction Distribution) shall advise the Principle
Chief Engineer/ Chief Electrical Engineer/Chief Signal and
Telecommunication Engineer/ Chief Operations Manager.
(b) When the work is important and affects a running line, the Engineering
and Operating Officers shall be present.
(c) When the work is not important and does not affect a running line,
the Officer of the concerned department may authorise the Section
Engineer of his department to hand over the work and the Divisional
Railway Manager may authorise the Transportation Inspector or
Station Master to take over the work.
Note: (i)The Transportation Officer or Supervisor, who takes over a new work,
shall satisfy himself that the levers, signals, points and connections
work freely and properly and that the installation fulfils its object.
He shall also see that the signal lights are properly focussed, that
the backlights are clearly visible from the place required by the
rules and that the Electric Repeaters where provided, correctly
represent the indication of the signals which they repeat.
(ii) Before issue of the Certificate and taking over any interlocking
installations, the Transportation Officer or Supervisor shall instruct
the station staff responsible for working the interlocking installations
and test them in their knowledge of the signalling diagram exhibited
at the station and of the rules and working instructions in connection
therewith.
(iii) No person shall be placed in-charge at stations where interlocking
installations have been provided unless the Transportation Officer
or Supervisor has satisfied himself that such person has a full
knowledge of the working of those stations.
*****

Annexure – A
Form No. T/1518. Form No. T/1518. Form No. T/1518

Sr.No._____ Sr.No._____ Sr.No. _____
WESTERN_RAILWAY WESTERN_RAILWAY WESTERN_RAILWAY

TROLLEY/LORRY/OHE TROLLEY/LORRY/OHE TROLLEY/LORRY/OHE
LADDER TROLLEY LADDER TROLLEY LADDER TROLLEY
NOTICE NOTICE NOTICE
A B C
Notice No.____ To REMOVAL REPORT
Date _____ The Official in Charge
Reference :_ Lorry Trolley/
Time _____ of _______Lorry / Trolley
OHE Ladder Trolley
Department______ / OHE Ladder Trolley.
Notice No. ______ Dated
Station______
I have exchanged ________.
To
advice with _____station Lorry / Trolley / OHE
Station Master _________ and shall issue caution
Ladder Trolley No._____
Trolley/Lorry/OHE/Ladder order to all trains until I
arrived at ______ was
Trolley No.____ is required receive advice of the
removed from the track at
to work between ________ removal of lorry / trolley.
km
station and _______station The Line has been
______ at ____hours ___
on blocked for your Lorry / minutes.
Up/Down line at ____KM Trolley / OHE Ladder
from ___hours.___minutes Trolley between _______
to_____hours_____minutes. Station and __________
Block Section is free from
It will leave _______station Station on UP / DOWN
obstruction to resume
at_____hours ____minutes Line and block will be
normal Train Working.
of this day for____station/ removed only on receipt
of the removal report of ______________________
KM No._____. Lorry / Trolley / OHE Signature of official In
Ladder Trolley.
charge
I am aware that I should Private Number (in
clear the Block Section by words) ______________
Removal report
hours ____minutes. (in figures) __________.
_________________ You are advised to
Signature of Official ensureclearance of Block received at ____ hours
Section within Block ____minutes on date
In Charge
permitted. _______20__.
_________________.
_______________________ Signature of Station Master
_______________________
Signature of Station Master Station Master Stamp
Station Master Stamp. Date _______
Time _______

Annexure - B
Form No. T/1525
Sr. No.______
WESTERN_RAILWAY
MOTOR TROLLEY PERMIT

(Original/Duplicate)
Station _____________ Date _____20___.
From Station Master____________
To
_____________ (Officer In charge) Motor Trolley No .______.
You are permitted to follow Train No.__________/Motor Trolley

No.________ in Block Section between Station____________ and
Station______________which left this station at hours____minutes
for station___________.
You are also authorized to pass Up/Down_________ signals at

‘ON’ position.
On arrival at ___________________ Station you are required to

hand over this permit to Station Master___________.
Private No. received (in words)____________(in figures)_______.
_______________________
Received ____________
Signature of *{Official in-charge & Designation} ______________.

{Motor Trolley Driver }
*Strike out which ever is not applicable.

CHAPTER XVI LEVEL CROSSINGS 431
CHAPTER XVI
LEVEL CROSSINGS
16.01 KNOWLEDGE OF SIGNALS.—No person shall be appointed

to be a Gateman unless he has a knowledge of signals.
SR16.01(1) Every Gateman before he is appointed as such should be tested by

the Section Engineer (P.Way) or Transportation Inspector to ensure
that he has a thorough knowledge of the rules pertaining to the
working of the gate, gate signals, hand signals, detonators and
also the rules pertaining to the protection of line during emergency
and a competency certificate (valid for 3 years) issued. Section
Engineer (Signal) must invariably be associated with the test in
case of Gateman posted at interlocked level crossing.
SR16.01(2)(A) Level Crossing located within Outer signals in two aspects signalling
territory and within Home signals in multiple aspects signalling
territory on single line sections and between Outer and Advanced
Starter signals in two aspects signalling territory and between Home
and Advanced Starter signals in multiple aspects signalling territory
on double line sections are controlled by Transportation Department.
All the level crossings on the Mumbai Suburban sections are under
the control of Transportation Department.
(B) Gates which do not fall in category mentioned in SR 16.01(2) (A)
are controlled by Engineering Department.
SR16.01(3)(A) Working instructions of level crossing should be kept at the gate
lodge of each manned level crossing:
(B) Working instructions of those level crossings which are situated
within station limits should also form an integral part of the Station
Working Rules; and the Gateman posted at each level crossing
should also be required to give assurance, like other station staff,
that they understand rules thoroughly; and
(C) The SEs (P.Way) and the TIs should periodically examine the
Gateman working under them to ensure that they have a correct
knowledge of rules.
16.02 SUPPLY AND CARE OF EQUIPMENT.—Every Gateman shall.—

(a) be supplied with day and night hand signals, detonators and
other prescribed equipment; and
(b) keep such signals, detonators and other equipment in proper
order and ready for use.
SR16.02(1) The equipment for a manned level crossing shall be as mentioned
in Appendix ‘A’ para 1.2 appended at the end of this chapter.
Additional equipment as may be prescribed by special instructions,
shall also be provided.
SR16.02(2) To guide the Gateman for placing detonators in case of obstruction,
there should be distinct indications on either side of every manned
level crossing at a distance of 600 metres and 1200 metres on the
Broad Gauge and 400 metres and 800 metres on Metre / Narrow
Gauge.
432 LEVEL CROSSINGS CHAPTER XVI
SR16.02(3) Provisions of G.R. 3.49 (1) and (5) shall apply to all Gateman at
level crossings protected by signals.
16.03 ROAD TRAFFIC.—
(1) Subject to such special instructions in that behalf as are
permitted by these rules, all gates at level crossings shall be
kept constantly closed and securely fastened across the
thorough fare on both sides of the railway and shall only be
opened when it is necessary and safe to open them for the
passage of road traffic.
Provided that any Railway Administration may from time to
time issue special instructions for any particular level crossing
or class of level crossing and may by such special instructions
permit the gates at any level crossing or class of level crossing
to be normally kept open to road traffic and may therein
prescribe the conditions under which gates are to be kept
closed against road traffic for the passage of a train or trains
or for the purpose of any other railway operation and all such
special instructions so long as they be not cancelled or
superseded shall for the purposes only of the Railway
Administration issuing the same be deemed to be General
Rules within the meaning and subject to the provision of
section 60 of the Act.
(2) If for any reasons the gates at level crossings cannot be so
closed/fastened across the thoroughfares on both sides of the
track, action to prevent the approaching trains, if any, from
running into the gate may be taken in accordance with
stipulations laid down under General Rules 16.06.
(3) Gateman, where provided, shall at all level crossings be
prepared, whenever such level crossings required to be
opened to road traffic, to show a Stop hand signal to any
approaching train.
(4) Where no Gateman is specially provided for night duty at a
level crossing, gates that shall, subject to special instructions,
be locked at night and opened only to pass road traffic in
such manner as may be prescribed by special instructions.
SR 16.03 (1) Special instructions referred to in GR 16.03 (1) and (3) shall be
incorporated in the Station Working Rules and/or Working
Instructions for the Level Crossings.
Classification of Level Crossing Gates:-
(A) All manned level crossing gates shall be classified, adopting the
following criteria:- .
Class Criteria
Special TVU>50,000
A TVU>30,000 or Line capacity utilisation >80%
(on single line) and road vehicle >1000
B-1 TVU>25,000
B TVU>20,000 and road vehicles >750
C Other than above
The norms for normal position of level crossing gates whether opened
or closed to road traffic shall be decided on the basis of quantum of
road / rail traffic. All Level Crossing Gates in Special Class, A Class
and B-1 Class of Level Crossing Gates will be interlocked/signalled
and kept normally opened to road traffic. The normal position of B
and C Class Level Crossing Gates will be kept normally closed to
road traffic..
Change in class of level crossing gate, manning, demanning or
closure of LC gate and change in normal position of level crossing
gates from ‘Closed to Road Traffic’ to ‘Open to Road Traffic’ or vice
versa shall be done only after necessary approval of Chief Traffic
Manager (Traffic Safety) or any other officer entrusted with this
responsibility has been obtained.
(B) The working instructions for manned level crossings are appended
to this chapter as Appendix A.
SR 16.03(2)(A) On Churchgate-Virar section temporary releases are provided at
Controlled and interlocked level crossing gates, so that in the event
of electric power failure / gate track circuit failure/damage to the
barriers and the failure of electric lever lock provided on gate
controlling lever, the gates can be opened to allow road traffic across
level crossing without any undue interruption. Details of working
shall be embodied in the Station Working Rules/ Gate Working
Instructions.
(B) Instructions for working emergency key chain interlocking at level
crossing gates shall be embodied in the Station Working Rules.
SR 16.03(3)(A) Whistle Boards –
Whistle Boards shall be provided at a distance of 1000 Metres on
the Broad Gauge, 625 metres on the Metre Gauge and not less
than 500 metres on Narrow Gauge away from the unmanned level
crossings. Whistle Board shall also be provided at such manned
level crossings, outside the Station Limit where a clear view of the
line from level crossing is not available for at least a distance of 500
metres.
Provided that the distance of W/L board for unmanned level crossing
on single line section and where visibility is clear should be reduced
to 350 metres irrespective of gauge.
(B) Sounding of engine whistle while approaching level crossing –
On noticing a Whistle Board, the train Loco Pilot shall go on whistling
continuously upto the level crossing to attract the attention of the
road users and to warn them as well as the Gateman, if any, about
the approaching train.
16.04 GATEMAN TO OBSERVE PASSING TRAINS.— Except where

otherwise prescribed under special instructions, the Gateman
shall observe all passing trains and be prepared to take such
action as may be necessary to ensure safety of trains.
SR 16.04 - Position of Gateman.
(1) At each manned level crossing, the Gateman should stand
attentively facing the track at the Gate lodge side in the manner
indicated below: —
(A) During daytime he should hold red and green hand signal flags,
furled up on separate-sticks, the green flag in the left hand and the
red flag in the right hand.
(B) During night time he should hold a lighted hand signal lamp with
white light.
(2) The Gateman shall watch all passing trains and keep a sharp look
out for any unusual condition like hot axle, hanging chain any vehicle/
wagon on fire, load shifted, etc. In case he notices the above or any
other danger to safe running of the train, he should take prompt action
to warn the Loco Pilot and Guard by showing the danger signal.
If train crew fail to take notice or act upon the Gateman’s signal he
shall immediately inform the Station Master/Gateman provided with
telephone connections to take appropriate action.
(3) The Gateman should also be prepared to repeat any signal, which
Guard may have occasion to give to the Loco Pilot.
(4) Loco Pilot and Guard should be on the look out for such Danger
signals from the Gateman.
(5) In the case of ‘C’ class level crossings which are manned only
during the day time or by only one man the above instructions shall
be carried out by the Gateman when he is on duty.
16.05 CHANNEL FOR FLANGE OF WHEELS.—The Gateman shall
see that the channel for the flange of the wheels is kept clear.
SR 16.05 During the dry months of the year, in order to lay the dust, level
crossing must be thoroughly watered by the Gateman daily both
morning and evening and also immediately before Mail and
Passenger trains are due to pass.
16.06 DEFECTS AT LEVEL CROSSINGS.—If any gate or the
fastenings thereof, or any fixed signal pertaining to the gate
becomes out of order, the Gateman shall—
(a) Take action to close the gates, if possible, against the road
traffic.
(b) After closing the gates, hand signal the train movements past
the level crossing.
(c) If the gates cannot be so closed put the banner flag or level
crossing flag in such manner as to warn the approaching train
to stop short of the gate and thereafter hand signal the train.
(d) Report the fact to his superior or the nearest Gangmate.
SR 16.06(1) In multiple aspect colour light signalling territory gate Stop signal
controlling movement over an Interlocked level crossing gate shall
display ‘Caution’ aspect when emergency key chain working is in
use. (Also see SR. 16.03 (2) (B)
SR 16.06(2) On account of emergency key chain working when such a Stop
signal or a gate Stop signal in block section controlling movement
over an Interlocked level crossing gate displays ‘Caution’ aspect,
the Loco Pilot shall proceed cautiously, with a speed not exceeding
60 Kmph upto level crossing and when train engine clears the level
crossing, he shall resume normal speed subject to other speed
restrictions in force, if any.
16.07 OBSTRUCTION AT LEVEL CROSSINGS.—Every Gateman, on

noticing any obstruction on the line, shall at once remove it
or, if unable to do so, shall –
(a) take action to ensure that the fixed signals, if any, protecting
the gate are kept at ‘ON’,
(b) show Stop hand signal and do his best to stop approaching
trains; and
(c) shall protect the obstruction as per Rule 3.62.
SR 16.07(1) In case of an obstruction at a level crossing not protected by fixed
signals, the Gateman, if unable to remove the obstruction, shall
take immediate action to protect the line as follows: -
(A) On Single Line-
(i) Plant the modified red flag fixed on the staff in the centre of the
track 5 metres short of obstruction in the direction from which the
train is likely to approach first.
(ii) Plant another modified red flag fixed on the staff as above in the
opposite direction.
(iii) Then proceed in the direction from which train is expected first,
exhibiting Stop hand signal to any approaching train in that direction
and protect the line by fixing detonators as laid down in GR 3.62.
(iv) Protect the line by fixing detonators as above in the opposite
direction.
(v) Then take a stand at the level crossing and clearly exhibit Stop
hand signal to warn the Loco Pilot of an approaching train.
(B) On Double Line-
(i) If only one line is obstructed, it should be protected in the manner
prescribed in (A) (i), (iii) and (v) above.
(ii) If the obstruction has fouled the adjacent line(s), also, action should
be taken first to protect such line (s) by planting a modified red flag
fixed on the staff in the centre of the track 5 metres short of the
obstruction in the direction from which the train is likely to approach
the level crossing. The Gateman should then proceed further in the
same direction exhibiting Stop hand signal to any approaching train
and protect that line by means of detonators as laid down in GR
3.62. After protecting the adjacent line(s), the Gateman should
protect the other line as per procedure laid down in SR 16.07 (1)(B)(i)
above. The Gateman shall then take a stand at the level crossing
and clearly exhibit Stop hand signal to warn the Loco Pilot of an
approaching train.
(C) On Twin Single Line Section.-
Each line shall be protected, according to the procedure laid down
in SR 16.07 (1)(A) above, care being taken to protect the adjacent
line first, in case the same has been fouled by the obstruction.
(D) During night time or in thick and foggy weather, the modified red
flag shall be replaced by the red lamp.
SR 16.07(2) In case of an obstruction at level crossing protected by fixed signals
if the Gateman is unable to remove the obstruction, he shall take
immediate action to protect the line as follows: -
(A) If signals protecting the level crossing gate are operated from Cabins
/ Stations: -
Inform the Cabinman / Switchman / Station Master on duty to
maintain the necessary signals at ‘On’ and then take action to
protect in a manner prescribed in SR 16.07 (1)
(B) If signals protecting level crossing gate are operated from gate Panel
/ Lever Frame.—
Maintain the necessary signals at ‘ON’ and then take action to
protect in a manner prescribed in SR 16.07 (1) and also inform the
(C) In absence of Gate signals light in colour, light signalling level
crossing shall be protected by planting the modified red flag, red
lamp as per SR. 16.07 (1).
Note: - Attention of Gateman of those Engineering level crossings which
are situated outside station limits and protected by fixed signals is
invited for placing detonators outside the signals at such distance
and in manner as indicated in SR 3.61 (9), if gate signal arm/back
light can not be clearly seen by Gateman in thick, foggy or
tempestuous weather or in dust storms.
16.08 PARTING OF A TRAIN.—If a Gateman notices that a train has
parted, he shall not show a Stop hand signal to the Loco
Pilot, but shall endeavour to attract the attention of the Loco
Pilot and the Guard by shouting, gesticulating or other means.
SR 16.08 The attention of engine Loco Pilot and Guard must be attracted by
shouting, moving a green flag by day and a white light by night up
and down vertically as high and low as possible.
16.09 TRESPASSING.—Every Gateman shall, as far as possible,
prevent any trespassing by persons or cattle.
16.10 TRANSFER OF CHARGE OF GATE.—Except in accordance with
special instructions, no Gateman shall leave his gate unless
another Gateman has taken charge of it.
16.11 HEIGHT GAUGES.—
(1) Adequate arrangements shall be made to erect height gauges
on either side of the overhead equipment or other equipment
at every level crossing so as to ensure that all vehicles and
moving structures passing under the height gauge also pass
under the overhead equipment or other equipment with
adequate clearance.
(2) The adequate clearance referred to in sub-rule (1) shall be
sanctioned under approved special instructions.
(3) Vehicles and moving structures, which cannot pass under the
height gauge without striking or touching it, shall not be
permitted to pass the overhead equipment or other equipment
except in accordance with special instructions.
SR 16.11 Moving Dimensions.—
On no account shall be height of a loaded road vehicle exceed in
prescribed height without the special sanction of the Divisional
Railway Manager.
APPENDIX – A
INSTRUCTIONS FOR MANNED LEVEL CROSSING GATES

Following General Instructions are meant for all types of Manned
Level Crossing Gates. Specific Instructions for working of different
types of Level Crossing Gates are attached as Annexures.
1 GENERAL :
1.1 DESCRIPTION OF THE LEVEL CROSSING GATE :
Following details shall be maintained at all manned level crossing
gates :
1. Number of Level Crossing Gate_________________.
2. Engineering or Traffic Gate_____________________.
3. Under control of Station Master, Permanent Way Inspector____.
4. Location at Km. ___________.
5. At Station_____________.
6. In between stations___________&______________
7. BG/MG/NG________________
8. Single line/Double line/Multiple line______________
9. Normal Position________________
10. Interlocked/non-Interlocked______________
11. Means of Interlocking_____________
12. Provision of Gate signal at Kms.
(i) Up Line____________
(ii) Dn Line____________
13. Signalling arrangements____________
14. Means of Communication- Telephone/Bell etc._____________
15. Width of level crossing gate__________________
16. Type of road (NH/SH/Others)_________________
17. Name o Road________________
18. Metalled/non-metalled______________
19. Approach road ________________
20. Width of the road ________________
21. Angle of road crossing (in case of the skew gates)_____________
22. Road gradient (if any)
(i) North/East side___________
(ii) South/West side___________
23. Road alignment (straight/curve)
(i) North/East side___________
(ii) South/West side___________
24. Provision of height gauges________________.
25. Type of Barriers____________________.
26. Length of Check rails_______________
27. Road surface in between L- Xing gates___________
28. Length of Rumble strip/speed breakers__________
29. Road signs_____________
30. Speed breaker indication board_______________
31. TVU_____________ on ______________
32. Census next due on ______________
33. Demarcation for placement of Detonators___________
34. No. of Gatemen working______________
35. Nearest Railway Medical Assistance____________
36. Nearest Private Medical Assistance available(if any)__________
37. List of equipment available Yes/No_____________
1.2 EQUIPMENT :
The equipment for a manned level crossing shall be as follows.
Additional equipment as may be prescribed by special instructions,
shall also be provided.
(A) 3 hand signal lamps, tri-colour, provided with bright reflectors. (5 in
case of quadruple and twin single line sections and 7 in case of
hexaple line).
(B) 1 hand signal flag-green.
(C) 3 hand signal flags-red including 2 modified (5 including 4 modified
in case of quadruple and twin single line sections and 7 including 6
modified in case of hexaple line section)
(D) 2 Gate lamps.
(E) 2 spare small chains for locking gates in case pad locking
arrangement of wing gates become defective.
(F) 2 Staff suitable for exhibition of red lamps or modified red flags (4 in
case of quadruple and twin single line section and 6 in case of
hexaple line section.)
(G) 2 spare chains of adequate length with ‘stop’ marked red disc
attachment at the centre and padlocks for locking gates
(H) 1 Whistle (to be used only in emergency as an additional means to
attract the attention of the train crew.)
(I) 10 detonators in a case (20 detonators on multiple, parallel, twin
single line sections and mixed gauges)
(J) Tin case(s) for flags.
(K) 1 canister for muster sheet.
(L) 1 can for oil.
(M) 1 Tommy bar
(N) 1 Water pot or bucket.
(O) 1 mortar pan.
(P) 1 Powrah.
(Q) 1 rammer.
(R) 1 pick axe.
(S) 1 book and tools list
(T) 1 book of rules, in vernacular
(U) Working Instruction for Level Crossing in regional language.
(V) An Inspection Book.
(W) Complaint Book for road users.
(X) One tri colour LED based HS lamp (Three tri colour LED based HS
lamp on Multiple/ Double/ Parallel lines Suburban Automatic block
territories and Ghat sections) for exhibiting.
(Y) Gateman’s Competency Certificate and Particulars of periodical
Medical Examination and Vision Test of each Gateman.
(Z) Duty Roster.
(AA) A clock-each day at 16.00 hrs Gateman to synchronize time with
station connected with telephone and keep record thereof.
There should be a sufficient supply of kerosene oil, wick and

matches (Bulbs and dry cells in case of battery operated Hand
signal lamps) at the gate Lodge. The Gateman should always keep
the hand signal lamps trimmed and ready for lighting and use at a
moment’s notice.
Note: - Items at (Q) and (R) may not be provided at level crossing provided
with asphalted road if so approved by Divisional Railway Manager.
Station Masters and Section Engineers (P.Way) must ensure that
Gatemen working under them are provided with necessary
equipment and that they are conversant with the rules pertaining to
their duties and come on duty in cleanly and properly dressed in
prescribed uniform
1.3 RECORDS TO BE KEPT AT GATE LODGE:
In addition to the above equipment, following records shall also be
kept at the gate lodge:
(1) Gate Working Instructions in Hindi/English.
(2) Gate Working Instructions in local vernacular language:
(3) Gateman’s Rule Book in Local vernacular language.
(4) List for tools and books.
(5) Duty Roster.
(6) Certificate for working as gateman.
(7) Bio-data particulars of Gatemen, Including date of passing vision
test, initial/refresher course, safety camp, etc.
(8) Accident Register.
(9) Record of last census of road traffic at level crossing gate.
(10) Public Complaint Book.
(11) Inspection Book.
(12) S&T Register in case of Interlocked Engineering Gate.
1.4 MODE OF OPERATION
Detailed mode of operation for opening and closing the gate shall
be provided in the respective Station Working Rules and Gate
Working Instructions incorporating local operational requirements.
When level crossing gate is required to be opened for passage of
road traffic, the gateman must first open the gate farthest away
from approaching road traffic and then open the gate on the side
nearest the approaching road traffic.
1.5 DUTIES OF GATE MAN ;
(1) ALERTNESS :
The gateman shall be alert and be prepared to take immediate
action, should danger be apprehended. Keys of the gate shall be in
his personal custody.
(2) POSITION DURING PASSAGE OF TRAINS:
During passage of trains, gate man will stand in the manner indicated
below:
(i) Gateman will stand attentively in front of the gate-lodge facing the
approaching train.
(ii) In day time, gateman shall hold red and green flags furled up on
separate sticks in right and left hands respectively.
(iii) In night time, gateman shall hold lighted hand signal lamp with
white light facing the track
(iv) He shall keep the whistle swung around his neck from a cord.
(3) ROUTINE DUTIES OF GATEMAN;
(i) Placing of banner flag across the track :—
(ii) Gateman shall ensure the placement of banner flag across the
track only when the gate is kept in open condition at non-interlock
level crossing and during emergencies or obstruction on track at
other types of gates.
(iii) Gateman shall ensure that gate lamps and lamps of all gate signals
are lighted and kept burning continuously from sunset to sunrise.
(iv) Gateman shall perform his duties strictly according to the duty
roster and shall not leave the gate unless reliever arrives and takes
charge of it. However, if it is necessary to leave the gate in an
emergency, he must close and lock the gates against road traffic,
before leaving the gate.
(v) Except where otherwise prescribed under special instructions, he
shall observe all passing trains and be prepared to take such action
as may be necessary to ensure safety of trains.
(vi) Gateman shall watch all passing trains and keep sharp look out for
any unusual like hot axle, hanging chains, hanging battery, any
vehicle/wagons/train/battery box on fire, shifted load, falling material
like brake blocks, brake beams, safety bracket, vacuum cylinder
or any other situation endangering safe running of trains.
(vii) Gateman shall also be prepared to repeat any signal which guard
may give to Loco Pilot on walkie-talkie or in any other way.
(viii) If lifting barriers/leaf gates get damaged or become out of order, the
gateman shall use the spare chain with disc and padlocks for
securing the gate against road traffic.
(ix) Gateman shall report to the nearest Station Master, Gangmate or
Permanent Way Inspector any defect in his gate or apparatus
pertaining to it, as soon as possible.
(x) In the event of gate signal becoming defective the gateman shall
maintain the signal in the ‘ON’ position even by disconnecting the
signal or the wire if necessary.
(xi) At the gate whose signal have become defective, the gateman shall
close and lock the lifting barriers/leaf gates on sighting a train and
hand signal or pilot the train past the defective signal. In such case he
should inform the Loco Pilot to report the defects at the next station.
(xii) Gateman shall wear badge and prescribed uniform while on duty at
level crossing gate.
(xiii) Gateman shall ensure that he is having competency certificate in
his possession while on duty.
(xiv) Gateman shall work the gate as per Gate Working Instructions and
remain well conversant with these instructions.
(xv) Gateman shall ensure that equipment supplied at the gate is in
good order and ready for immediate use.
(xvi) Gateman shall see that the channel for the flange of the wheel is
kept clear.
(xvii) Gateman shall keep the road surface well watered and rammed in
case of unmetalled roads.
(xviii) Gateman must be vigilant to see that inconvenience to road users
due to closure of gates should be to the minimum possible extent.
(xix) Gateman on electrified section shall watch that road vehicles/
animals passing from gate are within the height loading gate provided
on either side of the level crossing gate.
(xx) Gateman shall prevent tress passing by persons or cattle to the
maximum extent.
(4) ACTION IN CASE OF UNUSUAL OCCURRENCE ON TRAIN;
In case gateman observes any thing unusual with a passing train,
he shall take following action:
(i) He shall take prompt action to warn the Loco Pilot/ guard of the
passing train by showing red flag by day and red light by night.
(ii) He shall simultaneously try to draw the attention of the Loco Pilot/
Guard by whistling continuously, shouting, gesticulating, throwing
ballast on the brake van or by any other means.
(iii) If Loco Pilot/Guard fails to take notice, gateman shall immediately
inform the Station Master/Switchman / Cabinman, if connected on
telephone, to take appropriate action, under exchange of private
number.
(iv) In case of train parting, gateman shall not show stop hand signal
but shall show prescribed signal for train parting.
(v) He shall endeavour to attract the attention of the Loco Pilot/Guard by
whistling continuously, shouting, gesticulating and by raising both
hands vertically above, quickly parting them and bringing them together
in repeated Up and Down motion as high and as low as possible.
(vi) In case the train does not stop, gateman shall immediately inform
the Station Master/Switchman/Cabinman, if connected on telephone,
to take appropriate action, under exchange of private number.
(5) ACTION IN AN EMERGENCY AT THE LEVEL CROSSING.
(i) In case of an obstruction at the level crossing gate, gateman shall
maintain the gate signals, if any, in the ‘ON’ position.
(ii) Thereafter, if he is unable to remove the obstruction, gateman shall
immediately advise the Station Master / Switchman / Cabinman on
duty, if connected by telephone, regarding the defect, obstructions
at the gate, under exchange of private number.
(iii) If there is no response from the Station Master/Switchman/Cabin
man after two or three attempts, he shall first protect the gate and
then inform on phone.
The gateman shall protect the line as under :-
(a) On double line section :
(i) If both lines are obstructed the Gateman shall plant a red banner
flag by day and a red light by night 5 meters away on posts duly
provided for the purpose. He shall first protect the line on which a
train is expected to arrive fist.
(ii) Then he will similarly plant the other red banner flag by day and red
light by night on the other line 5 meters away from the site of
obstruction.
(iii) Gateman shall then proceed to protect the gate along with
detonators, tri colour LED based HS lamp and red flag by day and
red hand signal lamp by night.
(iv) Gateman shall proceed exhibiting red flag by day and red hand signal
lamp by night on the line on which a train is excepted to arrive first, to
a point 600 meters on BG and 400 meters on MG/NG and place one
detonator on the line. Thereafter he shall proceed to a distance 1200
meters on BG and 800 meters on MG/NG from the level crossing
gate and place 3 detonators on the track 10 meters apart. Having
thus protected the line he shall return to the level crossing gate picking
up the intermediate detonator on his way back.
(v) Thereafter, he shall proceed on the other line, showing red hand
signal, similarly place detonators as described in para (iv) above
and return to the site of obstruction, picking up the intermediate
detonator on his way back.
(vi) Having returned to the gate, he must then take steps to remove the
obstruction and warn the Loco Pilot of the approaching train.
(vii) On those Meter Gauge sections where trains run at more than 75
kmph, detonators shall be placed at distance to be specified under
Special Instructions by the Administration.
(viii) In case the gateman observes or hears a train approaching when
he is still on his way to protect and before he reaches the stipulated
distance to place detonators, he shall place detonators on the line
at a distance as far away as he can go.
(ix) thereafter, he shall light up and fix the fusee to warn the Loco Pilot
and stop the approaching train by waving his red flag by day red
hand signal lamp by night repeatedly.
(b) On single line section:
(i) Gateman shall plant a red banner flag by day and red light by night
5 meters away on posts duly provided for the purpose. He shall first
protect the direction from which a train is expected to arrive first.
(ii) Then he will similarly plant the other red banner flag by day and red
light by night towards the other direction 5 meters away from the
site of obstruction .
(iii) Gateman shall then proceed to protect the gate along with detonators,
tri colour LED based HS lamp and red flag by day and red hand
signal lamp by night.
(iv) Gateman shall proceed exhibiting red flag by day and red hand
signal lamp by night towards the direction from which a train is
excepted to arrive first, to a point 600 meters on BG and 400 meters
on MG/NG and place one detonator on the line. Thereafter he shall
proceed to a distance 1200 meters on BG and 800 meters on MG/
NG from the level crossing gate and place 3 detonators on the
track 10 meters apart. Having thus protected the line he shall return
to the level crossing gate picking up the intermediate detonator on
his way back.
(v) Thereafter, he shall proceed towards the other direction, showing
red hand signal, similarly place detonators as described in para (iv)
above and return to the site of obstruction, picking up the intermediate
detonator on his way back.
(vi) Having returned to the gate, he must then take steps to remove the
obstruction and warn the Loco Pilot of the approaching train.
(vii) On those Meter Gauge sections where trains run at more than 75
kmph detonators shall be placed at distance to be specified under
Special Instructions by the Administration.
(viii) In case the gateman observes or hears a train approaching when
he is still on his way to protect and before he reaches the stipulated
distance to place detonators, he shall place detonators on the line
at a distance as far away as he can go.
(ix) Thereafter, he shall light up and fix the fusee to warn the Loco Pilot
and stop the approaching train by waving his red flag by day red
hand signal lamp by night repeatedly.
(c) Other action to be taken by Gateman :
(i) At night Gateman shall light two hand signal lamps and take action
to exhibit red light and protect the lines as described in sub paras
(a) and (b) above.
(ii) If the gate is broken by a road vehicle which is fouling the track, or
if lifting barriers/leaf gates or any other part of the gate foul the
track, or if there is any other obstruction at the gate, the gateman
shall take immediate action .
(iii) He shall note down the particulars of the road vehicle, vehicle number,
name of the Driver, owner and relay these details to the nearest
Station Master/Switchman/Cabinman or Section Engineer (P.Way)
regarding the particulars and obstructions at the level crossing gate,
through messenger or other means available.
1.6 ENGINEERING ITEMS:
Please see para 916, 918, 919 or IRPWM for visibility requirements
at level crossings, provision of speed breakers on the approach
roads of level crossings and census of traffic at level crossings.
1.7 SPECIAL INSTRUCTIONS FOR DIFFERENT TYPES OF LEVEL
CROSSINGS;
Instructions for different types of manned Level Crossing Gates are
given in Annexures as follows:
(i) Annexure – I: Engineering Level Crossing Gate, interlocked with
gate signals, provided with telephone, with normal position ‘Open
to road traffic’.
(ii) Annexure –II: Traffic Level Crossing Gate, interlocked with stop
signals of the station, provided with telephone with normal position
‘Open to road traffic’.
(iii) Annexure –III: Traffic Level Crossing Gate non- interlocked with
stop signals of the station, provided with telephone, with normal
position ‘Closed to road traffic’.
(iv) Annexure-IV: Engineering Level Crossing Gate, non-interlocked
provided with telephone, with normal position ‘Open to road traffic’.
(v) Annexure –V: Engineering Level Crossing Gate, non- interlocked
provided with telephone, with normal position ‘Closed to road traffic’.
(vi) Annexure –IV: Engineering Level Crossing Gate, non- interlocked
not provided with telephone, with normal position ‘Closed to road traffic’.
ANNEXURE-I
WORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES

INTERLOCKED WITH GATE SIGNALS, PROVIDED WITH TELEPHONE
WITH NORMAL POSITION ‘OPEN TO ROAD TRAFFIC’
(General Instructions are common for all type : of Manned Level Crossing Gates)
1. Mode of Operation :
Detailed mode of operation for opening and closing the level crossing
gate shall incorporating local operational requirements. When level
crossing gate is required to be opened for passage of road traffic,
the gateman must first open the gate farthest away from approaching
road traffic and then open the gate on the side nearest the
approaching road traffic.
2. Intimation to gateman :
(i) Immediately after departure of the train, Station Master / Switchman
/ Cabinman shall intimate the gateman through telephone connected
at his end, the number, description, direction and expected time of
passage of the train at the gate.
(ii) If the telephone is connected to the station at the receiving end,
this intimation shall be given by the Station Master/Switchman/
Cabinman to the gateman, as soon as he receives train entering
section advice from the despatching station .
(iii) It should be the duty of the gateman to ensure that the gate is
closed in time, so that there is no detention to the train or excessive
detention to road traffic.
3. Failure of Telephonic Communication :
When Telephonic Communication fails or it does not get any

response from the Gateman despite 2 or 3 attempts, the following
procedure should be adopted:
(i) If the telephone fails at the gate connected with the station at the
despatching end, Station Master shall issue a caution order to the
Loco Pilot of the departing train.
(ii) Station Master shall advise the Loco Pilot to whistle continuously
and proceed cautiously while approaching the gate.
(iii) In case the gate signal is ‘ON’ he should stop short of the gate
signal and follow the procedure laid down under GR 3.73.
(iv) In case of an approaching train, the Station Master shall advise the
Station Master at the despatching end, under exchange of private
number, that the telephone at the gate has failed.
(v) The Station Master at the despatching end shall then issue a caution
order to the Loco Pilot before despatching a train in the block section
from his end.
(vi) Station Master will also advise the gateman through Gangman /
Patrolman / Loco Pilot of the first train that the telephone has become
defective.
(vii) Station Master should also advise S&T staff responsible for
maintenance of the telephone to rectify the same at the earliest.
after S&T staff rectify the telephone and issue reconnection/fit memo
for the same.
4. Failure of Lifting Barriers or Leaf Gates :
(i) When the gate cannot be closed due to failure of lifting barriers or
leaf gates, the gateman shall immediately inform the Station Master
on duty under exchange of private number and ensure that lifting
barriers or leaf gates do not foul the track.
(ii) He shall immediately fix red banner flag by day and red light by
night on the post at that end first from which the train is approaching
and then at the other end.
(iii) Gateman shall secure the gate against road traffic by means of
safety chains and padlocks.
(iv) After securing the gate against road traffic, gateman shall show
green hand signal flag by day and green light to the Loco Pilot of
(v) Station Master on duty shall issue caution order to the Loco Pilot
of a departing train.
(vi) He shall also advise the Station Master at the despatching end,
under exchange of private number; to similarly issue a caution order
to the Loco Pilot before despatching a train in the block section .
(vii) Station Master shall advise maintenance staff responsible for
maintaining the lifting barriers/leaf gates to rectify the same at the
earliest.
(viii) Normal working will be resumed only after maintenance staff repair
the lifting barriers/leaf gates and issue reconnection/fit memo for
the same.
5. Failure of Gate Key with the gate in closed position, when
Gate Key cannot be extracted for opening the gate:
(i) If the gate key cannot be extracted from the winch, gate signal
lever or key transmitter then gateman must immediately inform the
Station Master/Switchman/Cabinman on duty on telephone, under
exchange of private number.
(ii) If Emergency Key is available at the gate lodge/cabin, Gateman /

Switchman / Cabinman/Leverman will take it out from the sealed
box by breaking the seal and open the gate for road traffic.
(iii) The record of the date and time of breaking the sealed cover of
Emergency Key Box shall be recorded and signed with reasons.
(iv) Thereafter, the gate must be treated as non-interlocked and

procedure for reception/despatch of trains as prescribed for non-
interlocked gates, should be adopted.
under exchange of private number, to similarly issue a caution order
to the Loco Pilot before despatching a train in the block section
from his end.
(vii) Station Master shall advise S&T staff responsible for maintaining
the key transmitter to repair the same at the earliest.
(viii) Normal working will be resumed only after S&T staff repair the key
transmitter and issue reconnection/fit memo for the same.
(ix) After rectification, the Emergency Key shall be replaced in the
Emergency Key Box and resealed by the S&T maintainer.
6. Failure of the Gate Key with the gate in open condition :
(i) If the gate key cannot be extracted from the winch, gate signal
lever or key transmitter then gateman must immediately inform the
(ii) Thereafter, the gate must be treated as non-interlocked and
(iii) The gateman shall secure the gate against road traffic by means of
chains and padlocks and pass trains on hand signals.
(iv) Station Master on duty shall issue caution order to the Loco Pilot
(v) He shall also advise the Station Master at the despatching end,
from his end.
(vi) Station Master shall advise S&T staff responsible for maintaining
the key transmitter to repair the same at the earliest.
(vii) Normal working will be resumed only after S&T staff repair the key
transmitter and issue reconnection/fit memo for the same.
(viii) After rectification, the Emergency Key shall be replaced in the
7. Defective Gate Signals :
(i) The gateman shall treat the gate signal as defective and must not
lower them under following circumstances :
(a) If gate signals can be extracted from the operating winch when the
gate is in open condition, or
(b) The key can be extracted from the operating winch when the gate
is in open condition, or
(c) The key can be extracted from the leaf gate when the gate is in
open condition.
(ii) If the Gate or the Gate Signal or Warner/Distant Signal becomes
effective in ‘OFF’ position, the gateman will make all efforts to put
it at ‘ON’ position even by cutting signal wires, if necessary.
(iii) The gateman will immediately advise the Station Master on duty,
under exchange of private number, regarding defective gate signal.
procedure for reception/despatch as prescribed for non-interlocked
gates should be adopted.
(v) He shall show green hand signal flag by day and green light by
night to the passing train after closing the gate.
(vi) Station Master on duty will issue a caution order to the Loco Pilot
(vii) He shall also advise the Station Master at the despatching end,
from his end.
(viii) Station Master shall advise S&T staff responsible for maintaining
the gate signal to repair the same at the earliest.
(ix) Normal working will be resumed only after S&T staff rectify the
defective gate signal and issue reconnection/fit memo for the same.
8. Obstruction at the Gate :
(i) If the gate is broken by a road vehicle which is fouling the track, or
shall immediately put back gate signal to ‘ON’ position.
(ii) He shall fix red banner flag by day and red lamp by night on posts
provided at both ends of the gate for this purpose.
(iii) Immediately after this, the gateman shall advise the Station Master/
Switchman/Cabinman on duty regarding the defects/obstructions
(iv) If there is no response from the Station Master/Switchman/Cabinman

after two or three attempts, he shall first protect the gate and then
inform on phone.
(v) Gateman shall then rush with detonators, tri colour LED based HS
lamp and red flag by day and red hand signal lamp by night in the
direction of the approaching train and protect the gate as stipulated
in General Instruction for duties of gateman under item no.1.5(5).
(vi) Thereafter he shall protect the gate from the other direction also.
(vii) He shall note down the particulars of the road vehicle, name of the
Driver, owner and relay these details to the Station Master who
shall not start the train unless he has been assured by the gateman
that the road vehicle or the lifting barriers/leaf gates are not fouling
the track.
(viii) The Station Master shall also inform the Station Master at the
despatching end, under exchange of private number, asking not to
despatch any train in the block section from his end, until the track
has been cleared of all obstruction.
(ix) After the track has been cleared of all obstructions the gateman
shall inform the Station Master accordingly, under exchange of
private number.
(x) Station Master shall then issue a caution order to Loco Pilots of all
trains to proceed cautiously and pass the gate signal at ‘ON’
position on green hand signal of the gateman, if the gate is broken,
but is clear of any obstruction.
(xi) Gateman shall secure the gate against road traffic by means of
safety chains and padlocks and thereafter exhibit green hand signal,
if the gate is not obstructed.
(xii) Station master shall advise maintenance staff responsible for

maintaining the lifting barrier/leaf gates to repair the same at the
earliest.
(xiii) Normal working will be resumed only after maintenance staff rectify
the defective lifting barriers/leaf gates and issue reconnection/fit
memo for the same.
9. Obstruction on the Track near Level Crossing Gate:
If there is a rail fracture or obstruction on the track due to falling of

a tree, fouling by road vehicle or derailment which is visible to the
gateman, the gateman and Station Master will adopt the procedure
given under item No.8 above, if the obstruction fouls the Level
Crossing Gate, gateman must keep the gates closed against road
traffic till the track is cleared of the obstruction.
ANNEXURE –II
WORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES

INTERLOCKED WITH STOP SIGNALS OF THE STATION, PROVIDED WITH
TELEPHONE, WITH NORMAL POSITION ‘OPEN TO ROAD TRAFFIC’.
(General Instructions are common for all types of Manned Level Crossing Gates)
1. Mode of Operation:
gate shall be provided in the respective Station Working Rules and
Gate Working Instructions incorporating local operational
requirements. When level crossing gate is required to be opened
for passage of road traffic, the gateman must first open the gate
farthest away from approaching road traffic and then open the gate
on the side nearest the approaching road traffic.
2. Intimation to gateman :
(i) Before taking off reception/departure signal Station Master /

Switchman / Cabinman shall inform the gateman, the number,
description and direction of the train.
(ii) The Gateman shall close the gate and transmit the key to the Station
Master/Switchman/Cabinman.
(iii) The reception/departure signals will then be taken ‘OFF’.
(iv) In order to ensure that road traffic is not held up for a long time, the
Station Master/Switchman/Cabinman must ensure that the train is
ready for departure in all respects before he advises the gateman
for closing the gate.
(v) If the gate is operated from the cabin itself, Station Master /
Switchman / Cabinman shall ensure that the gate is closed against
road traffic, before taking ‘Off’ reception/departure signals.
(vi) When a train has to be piloted to and from the station yard or any
shunting movement is to be done, the staff deputed to pilot the train
or to perform the shunting across the gate shall be personally
responsible to ensure that the gate is closed against road traffic
before allowing any movement across the gate.

procedure should be adopted :
(i) Station Master on duty shall send written advice to the gateman
through the porter with full details of number, description and direction
of the train.
(ii) Gateman on receipt of such advice shall close the gate and transmit
the key to the Station Master/Switchman/Cabinman which will
enable them to take ‘OFF’ reception/departure signals.
(iii) When sufficient time is not available because of greater frequency

of train service, Station Master will issue written authority to the
train Loco Pilot to pass the signal at ‘On’ position.
(iv) In addition Station Master shall also issue a caution order advising
the Loco Pilot to whistle continuously and approach the gate
cautiously.
(v) The train Loco Pilot shall be instructed to pass the gate cautiously,
on being hand signalled by the gateman. If hand signal is not seen,
Loco Pilot should be prepared to stop short of the gate and ensure
that gate is closed following GR 3.73(2)(b).
(vi) In case of an approaching train, the Station Master shall advise the
(vii) The Station Master at the despatching end shall then issue a caution
from his end.
(viii) He should also advise S&T staff responsible for maintenance of the
telephone to rectify the defect at the earliest.
(ix) Normal working will be resumed only after S&T staff rectify the
telephone and issue reconnection/fit memo for the same.
4. Failure of Lifting Barriers or Leaf Gates:
leaf gates, the gateman will immediately inform the Station Master
on duty, under exchange of private number and ensure the lifting
(iv) After securing the gate against road traffic, gateman shall show
green hand signal flag by day and green light by night to the Loco
Pilot of the approaching train.
(v) Station Master on duty shall issue a caution order to the Loco Pilot
from his end.
(vii) Station Master will advise maintenance staff responsible for

maintenance of lifting barriers/leaf gates to repair the defect at the
earliest.
(viii) Normal working will be resumed only after maintenance staff repair
the barrier/leaf gates and issue reconnection/fit memo for the same.
Note: (a) In case of failure of lifting barriers/leaf gates worked from the cabin,
Station Master will send station porter to secure the gate against
road traffic by safety chains and padlocks.
(b) Authority to pass signals at ‘ON’ position as per rules shall also be
issued to the Loco Pilots of both departing and arriving trains.
5. Failure of the Gate Key with the gate in closed position when
Gate Key cannot be extracted for opening the gate.
(i) If the gate key cannot be extracted from the winch, the gate leaves
or the key transmitter, then gateman must immediately inform the
(ii) If Emergency Key is available at the gate lodge/cabin, Gateman/

Switchman Cabinman/Leverman will take it out from the sealed
box by breaking the seal and open the gate for road traffic.
(iii) The record of the date and time of breaking the sealed cover of
Emergency Key Box shall be recorded and signed with reasons.

(v) Station Master on duty shall issue a caution order to the Loco Pilot
from his end.
(vii) Station Master will advise S&T staff responsible for maintenance of
winch/gate leaves/key transmitter to rectify the defect at the earliest.
(viii) Normal working will be resumed only after S&T staff repair the winch/
gate leaves/key transmitter and issue reconnection/fit memo for
the same.
(ix) After rectification, the Emergency Key shall be replaced in the

6. Failure of the Gate Key, with the gate in open condition :
(i) If the gate key cannot be extracted from the winch, gate lever or
key transmitter then gateman must immediately inform the Station
Master on duty on telephone, under exchange of private number..
(ii) Thereafter, the gate must be treated as non-interlocked and

interlocked gates should be adopted.
chains and padlocks and pass the trains on hand signals.
(iv) Station Master on duty shall issue caution order to the Loco Pilot
(v) He shall also advise the Station Master at the despatching end
under exchange of private number to similarly issue a caution order
from his end.
(vi) Station Master will advise S&T staff responsible for maintenance,
of winch/gate leaves/key transmitter to rectify the defect at the
earliest.
(vii) Normal working will be resumed only after S&T staff repair the winch./
gate leaves/key transmitter and issue reconnection/fit memo for
the same.
(viii) After rectification, the Emergency Key shall be replaced in the

shall immediately fix red banner flag by day and red lamp by night
on posts provided at both ends of the gate, for this purpose.
(ii) Immediately after this, the gateman shall advise the Station Master/
Switchman/Cabinman on duty, regarding the defects/obstruction
(iii) Station Master/Switchman/Cabinman on duty shall be advised to

put the reception/departure signals back to ‘ON’ position, if taken
‘OFF’ for a train.

inform on phone.
(v) Gateman shall then rush with detonators, fusee, and red flag by
day and red hand signal lamp by night in the direction of the
approaching train and protect the gate as stipulated in General
Instruction for duties of gateman under item No.1.5(5().
the track.
despatching end, under exchange of private number, asking him
not to despatch any train in the block section from his end, until the
track has been cleared of all obstruction.
private number.
trains to proceed cautiously, and pass the reception/departure signal
at ‘ON’ position on green hand signal of the gateman, if the gate is
broken, but is clear of any obstruction.
safety chains and padlocks and thereafter exhibit green hand signal,
(xii) Station Master shall advise maintenance staff responsible for

maintaining the lifting barriers/leaf gates to repair the same at the
earliest.
memo for the same.
8. Obstruction on the Track near Level Crossing :

given under item No.7 above. If the obstruction fouls the Level
ANNEXURE – III
WORKING INSTRUCTIONS FOR TRAFFIC LEVEL CROSSING GATES,

NON-INTERLOCKED PROVIDED WITH TELEPHONE WITH NORMAL
POSITION ‘CLOSED TO ROAD TRAFFIC’.
(General Instructions are common for all types of Manned Level Crossing Gates)
gate shall be provided in the respective Station Working Rules and
Gate Working Instructions incorporating local operational
2. Exchange of Private Numbers ::
(i) Gateman must seek permission from Station Master / Switchman

/ Cabinman for opening the gate.
(ii) Station Master/Switchman/Cabinman shall ensure that there is no

train movement within the station section. Thereafter Station Master
/ Switchman / Cabinman shall give his private number to the gateman
allowing him to open the gate for the purpose of clearing road traffic.
(iii) Suitable entries shall be made by the Station Master /Switchman /

Cabinman in the Train Signal Register/Cabin Operation Register,
Private Number Book and Log Book in red ink.
(iv) After passage of road traffic, the gateman shall close the gate and
confirm this to Station Master/Switchman/Cabinman, under
(v) Gate once closed for road traffic must on no account be opened
unless this is authorised by the Station Master/Switchman/
Cabinman, under exchange of private number.
Note – However, Gate once closed can be opened by the gateman (after
passage of train / trains or change in planning of train movement
etc.) with the permission of Station Master as the need of opening
is known to gateman according to road traffic to be cleared.
It can be done only after obtaining private number from the controlling
Station Master who will ensure that there is no train movement
towards the level crossings.
(vi) When a train has to be piloted to and from the station yard or any
shunting movement is to be done, the staff deputed to pilot the train
or to perform the shunting across the gate shall be personally

responsible to ensure that the gate is closed against road traffic
before allowing any movement across the gate.

(i) Station Master on duty shall send written advice to the gateman
through the porter with full details of number, description and direction
of the train.
(ii) The gateman on receipt of such advice shall acknowledge the same
after closing the gate, duly supported by a private number.
(iii) On receipt of confirmation about closure of the gate, reception /

departure signals will then be taken ‘OFF’.
(iv) When sufficient time is not available because of greater frequency

of train service, Station Master will issue written authority to the
train Loco Pilot to pass the signal at ‘ON’ position.
(v) In addition Station Master shall also issue a caution order advising
the Loco Pilot to whistle continuously and approach the gate
cautiously.
(vi) The train Loco Pilot should be instructed to pass the gate cautiously,
on being hand signalled by the gateman, if hand signal is not seen,
Loco Pilot should be prepared to stop short of the gate and ensure
that gate is closed following GR 3.73(2)(b).
(vii) In case of an approaching train, the Station Master shall advise the
(viii) The Station Master at the despatching end shall then issue a caution
from his end.
(ix) He should also advise S&T staff responsible for maintenance of the
(x) Normal working will be resumed only after S&T staff rectify the
on duty, under exchange of private number, and ensure that lifting
(iv) After securing the gate against road traffic, he shall show green
hand signal flag by day and green light by night to the Loco Pilot of
an approaching train.
from his end.
(vii) He should also advise maintenance staff responsible for maintenance

of the lifting barriers/leaf gates to rectify the defect at the earliest.
(viii) Normal working will be resumed only after maintenance staff rectify
the same.
Note:(a) In case of failure of lifting barriers/leaf gates worked from the cabin,
Station Master will send station porter to secure the gate against
road traffic by means of safety chains and pad-locks.
(b) Authority to pass signals at ‘ON’ position as per rules shall also be
issued to the Loco Pilots of both arriving and departing trains.
5. Obstruction at the Gate:
on the post provided at both ends of the gate, for this purpose.
(ii) Immediately after this, the gateman shall advise the Station Master
/ Switchman / Cabinman on duty, regarding the defects/obstruction


inform on phone.
Instruction for duties of gateman under item no.1.5 (5).
the track.
despatching end, under exchange of private number asking him not
to despatch any train in the block section from his end, until the
track has been cleared of all obstructions.
private number.
trains to proceed cautiously, and pass the reception/departure signal
at ‘ON’ position on green hand signal of the gateman, if the gate is
broken, but is clear of any obstruction.
safety chains and padlocks and there after exhibit green hand signal

earliest.
memo for the same.
6. Obstruction on the Track near Level Crossing :

ANNEXURE-IV
WORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES,

NON-INTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL
POSITION ‘OPEN TO ROAD TRAFFIC’.
(General instructions are common for all types of Manned Level Crossing Gates.)
gate shall be provided in the respective Station Working Rule and
Gate working Instructions incorporating local operational
(a) When Gate is connected with the station at the despatching end:
(i) Station Master/Switchman/Cabinman at the despatching end shall
advise the gateman the number, description, direction and expected
time of the passage of the train at the gate, under exchange of
private number.
(ii) Such advice shall be given before taking ‘OFF’ departure signals or
giving an authority to proceed to the Loco Pilot.
(iii) The gateman on receipt of the advice shall close the gate well in
time and confirm the same, under exchange of private number.
(iv) Station Master/Switchman/Cabinman will lower the departure signals
after getting the private number of the gateman.
(v) On a single line the Gateman shall be authorised to open the LC
gate after complete passage of train from the gate by observing tail
board/tail lamp.
(vi) On double line section Gate once closed for road traffic must on
no account be opened unless this is authorise by the Station Master
/ Switchman / Cabinman, under exchange of private number.
Note- However, on double line Gate once closed can be opened by the
gateman (after passage of train / trains or change in planning of
train movement etc.) with the permission of Station Master as the
need of opening is known to gateman according to road traffic to be
cleared.
It can be done only after obtaining private number from the
controlling Station Master who will ensure that there is no train
movement towards the level crossings.
(b) When Gate is connected with the station at the receiving end :
(i) Station Master/Switchman/Cabinman at the despatching end shall
advise the Master/Switchman/Cabinman at the other end the number,
description, direction and expected time of passage of the train at
the gate, under exchange of private number.
(ii) Such advice shall be given before obtaining line clear.
(iii) Master/Switchman/Cabinman at the receiving end shall in turn

convey the same advice to the gateman under exchange of private
number.
(iv) Gateman shall close the gate and thereafter give his private number
to the Station Master/Switchman/Cabinman.
(v) Only then shall the Station Master/Switchman/Cabinman at the

receiving end grant line clear to the Station Master / Switchman /
Cabinman at the despatching end.
(vi) Gate once closed for road traffic must on no account be opened
unless this is authorised by the Station Master/Switchman/
Cabinman under exchange of private number.
Note- However, Gate once closed can be opened by the gateman (after

(i) Station Master at the despatching and shall issue a caution order
from his end.
(ii) The caution order should advise the Loco Pilot to whistle
continuously and approach the gate cautiously.
(iii) The Loco Pilot should be instructed to pass the gate cautiously, on
being hand signalled by the gateman. If hand signal is not seen, Loco
Pilot should be prepared to stop short of the gate and depute his
Assistance Loco Pilot to see the condition of the gate. If the gate is
closed, the Assistant Loco Pilot will give the all right signal and if the
gate is not closed the Assistant Loco Pilot must close the gate and
then give the all right signal. In the absence of the Assistant Loco
Pilot, the Loco Pilot may take the assistance of the Assistant Guard/
Guard and shall stop clear of the level crossing to pick up the Assistant
Loco Pilot who will reopen the gate for passage of road traffic.
(iv) In case of an approaching train, the Station Master shall advise the
(v) The Station Master at the despatching end shall then issue a caution
from his end.
(vi) Station Master shall also advise the gateman through gangman/
patrolman or Loco Pilot of the first train that the telephone has
became defective.
(vii) He should also advise S&T staff responsible for maintenance of the
(viii) Normal working will be resumed only after S&T staff rectify the
/ Switchman / Cabinman on duty, under exchange of private number,
and ensure that lifting barriers or leaf gates do not foul the track.
(iv) After securing the gate against road traffic, he shall show green
from his end.
(vii) He should also advise maintenance staff responsible for
maintenance of the lifting barriers/leaf gates to rectify the defect at
the earliest.
(viii) Normal working will be resumed only after maintenance staff rectify
the same.
(ii) Immediately after this, the gateman shall advise the Station Master
/ Switchman / Cabinman on duty, regarding the defect/obstruction
the gate, under exchange of private number.
inform on phone.
instruction for duties of gateman under item no.1.5(5).
shall not start the train unless it has been ensured by the gateman
the track.
track has been cleared of all obstructions.
private number.
trains to proceed cautiously, and pass the gate on green hand signal
of the gateman, if the gate is broken but is clear of any obstruction.
safety chains and padlocks and thereafter exhibit green hand signal
earliest.
memo for the same.
6. Obstruction on the Track near Level Crossing:
given under item No.5 above, if the obstruction fouls the Level
ANNEXURE – V

NON-INTERLOCKED, PROVIDED WITH TELEPHONE, WITH NORMAL
POSITION ‘CLOSED TO ROAD TRAFFIC’
(General instructions are common for all types of Manned Level Crossing Gates)
gates shall be provided in the respective Station Working Rules
and Gate Working Instructions incorporating local operational
for passage of road traffic, gateman must first open the gate farthest
away from approaching road traffic and then open the gate on the
side nearest the approaching road traffic.
i) Gateman must seek permission from Station Master/ Switchman /

Cabinman for opening the gate.
ii) Station Master / Switchman/Cabinman shall ensure that there is

no train movement in the block section. Thereafter Station Master
/ Switchman / Cabinman shall give his private number to the gateman
allowing him to open the gate for the purpose of clearing road traffic.
iii) Suitable entries shall be made by the Station Master / Switchman

/ Cabinman in the Train Signal Register / Cabin Operation Register,
Private Number Book and Log Book in red ink.
iv) After passage of road traffic, the gateman shall close the gate and
confirm this to Station Master / Switchman / Cabinman , under
v) Before any train is allowed to enter the block section again, the
Station Master / Switchman/Cabinman must ensure that private
number from the gateman has been received in token of his having
closed the gate.
vi) Gate once closed for road traffic must on no account be opened
unless this is authorised by the Station Master / Switchman/
Cabinman.
Note- However, Gate once closed can be opened by the gateman (after

i) Station Master at the despatching end shall issue a caution order

to the Loco Pilot of the departing train.
ii) The Caution order should advise the Loco Pilot to whistle
continuously and approach the gate cautiously.
iii) The Loco Pilot shall be instructed to pass the gate cautiously, on
being hand signalled by the Gateman. If hand signal is not seen,
Loco Pilot should be prepared to stop short of the gate and depute
his Assistant Loco Pilot to see the condition of the gate. If the
gate is closed, the Assistant Loco Pilot will give the all right signal
and if the gate is not closed the Assistant Loco Pilot must close
the gate and then give all right signal. In the absence of the Assistant
Loco Pilot, the Loco Pilot may take the assistance of Assistant
Guard / Guard.
iv) In case of an approaching train, the Station Master shall advise the
v) The Station Master at the despatching end shall then issue a caution
order to the Loco Pilot before despatching the train in the block
section from his end.
vi) Station Master shall also advise the Gateman through gangman /
patrolman or Loco Pilot of the first train that the telephone has
become defective.
vii) He should also advise S&T staff responsible for maintenance of the
telephone to rectify the same at the earliest.
viii) Normal working will be resumed only after S&T staff rectify the
i) When the gate cannot be closed due to failure of lifting barriers or

on duty, under exchange of private number and ensure that lifting
ii) He shall immediately fix red banner flag by day and red light by
iii) Gateman shall secure the gate against road traffic by means of
iv) After securing the gate against road traffic, he shall show green
v) Station Master on duty shall issue caution order to the Loco Pilot
vi) He shall also advise the Station Master at the despatching end
under exchange of private number to similarly issue a caution order
from his end.
vii) He should also advise maintenance staff responsible for maintenance

of the lifting barriers/leaf gates to rectify the same at the earliest.
viii) Normal working will be resumed only after maintenance staff rectify
the same.
i) If the gate is broken by a road vehicle which is fouling the track, or

ii) Immediately after this, the gateman shall advise the Station Master
/ Switchman / Cabinman on duty, regarding the defect/obstruction
iii) Station Master/Switchman/Cabinman on duty shall be advised to

iv) If there is no response from the Station Master/Switchman/Cabinman

inform on phone.
v) He shall then rush with detonators, fusee, and red flag by day and
red hand signal lamp by night in the direction of the approaching
train and protect the gate as stipulated in General instruction for
duties of gateman under item no.1.5(5).
vi) Thereafter he shall protect the gate from the other direction also.
vii) He shall note down the particulars of the road vehicle, name of the
shall not start the train unless he has been ensured by the gateman
the track.
viii) The Station Master shall also inform the Station Master at the
track has been cleared of all obstruction.
ix) After the track has been cleared of all obstructions the gateman
private number.
x) Station Master shall then issue a caution order to Loco Pilots of all
of the gateman, if the gate is broken, but is clear of any obstruction.
xi) Gateman shall secure the gate against road traffic by means of
xii) Station Master shall advise maintenance staff responsible for

earliest.
xiii) Normal working will be resumed only after maintenance staff rectify
memo for the same.

ANNEXURE – VI

NON-INTERLOCKED, NOT PROVIDED WITH TELEPHONE, WITH
NORMAL POSITION ‘CLOSED TO ROAD TRAFFIC’
(General instructions are common for all types of Manned Level Crossing Gates)
gates shall be provided in the respective Station Working Rules
and Gate Working Instructions incorporating local operational
for passage of road traffic, gateman must first open the gate farthest
away from approaching road traffic and then open the gate on the
side nearest the approaching road traffic.
i) Whenever the gateman has to pass road vehicle across the level
crossing gate, he must ensure that no train is in sight in either
direction, nor there is any audible sound of an approaching train.
ii) He shall then plant red banner flag by day and red lamps by night
on posts provided on both sides of the gate for his purpose.
iii) He shall then open the gate to pass road traffic and close it again
immediately thereafter.
iv) He shall then remove the red banner flag by day and red lamps by
night.
v) If the gateman sees or hears a train approaching the level crossing

gate when the gate is in open condition, he shall rush with detonators,
signal lamp by night towards the approaching train.
vi) If the train is too close, he shall place detonators on the line at a
distance as far away he can go.
vii) Thereafter, he shall display red flashing HS lamp to warn the Loco
Pilot and stop the approaching train by waving his red flag by day
and red hand signal lamp by night repeatedly.
viii) If there is sufficient time, the gateman will protect his gate as
stipulated in General Instructions for duties of gateman under item
No. 1.5 (5).
2. Failure of Lifting Barriers or Gate Leaves :
(a) Failure when the gate is in open condition :
i) Gateman shall first ensure that the lifting barriers / leaf gates do
not foul the track.
ii) Gateman shall secure the gate against road traffic by means of
safety chains and padlocks
iii) He shall fix red banner flag by day and red lamps by night on posts
provided at both sides of the gate for this purpose.
iv) If the gateman sees a train approaching the gate before he has
secured the gate, he shall rush towards the train with detonators,
signal lamp by night .
v) He shall place detonators on the line at a distance as far away he

can go.
vi) Thereafter, he shall display red flashing HS lamp to warn the Loco
Pilot and stop the approaching train by waving his red flag by day
and red hand signal lamp by night repeatedly.
vii) He shall send information through gangmate / patrolman / keyman

or Loco Pilot of a passing train to the Section Enginner (P.way)/
Station Master concerned, asking for necessary action.
viii) Station Master on duty shall issue caution order to the Loco Pilot
ix) He shall also advise the Station Master at the despatching end,
from his end.
x) Station Master shall advise maintenance staff responsible for

maintaining the lifting barriers/leaf gates to rectify the same at the
earliest.
xi) Normal working will be resumed only after maintenance staff repair
the same.
(b) Failure when the gate is in closed condition- Gateman shall send
information through Gangmate / Patrolman/ Keyman or Loco Pilot
of a passing train to the Section Engineer (P.way)/ Station Master
concerned asking for necessary action.
i) If the gate is broken by a road vehicle which is fouling the track, or

on posts provided at both ends of the gate for this purpose.
ii) Gateman shall then rush with detonators, tri colour LED based HS
lamp and red flag by day and red hand signal lamp by night in the
direction of the approaching train and protect the gate as stipulated
in General instruction for duties of gateman under item no.1.5(5).
iii) Thereafter he shall protect the gate from the other direction also.
iv) He shall note down the particulars of the road vehicle, name of the
Driver, owner and relay these details to the nearest Station Master
and Section Engineer (P.way) through a Gangman / Patrolman/
Keyman or any other railway employee or through the Loco Pilot of
a passing train.
v) After being informed, the Station Master shall not start any train
unless he has verified that the obstructions has been removed and
the gate is safe for the passage of trains.
vi) He shall also inform the Station Master at the despatching end,
under exchange of private number, not to despatch any train in the
block section, until the track has been cleared of all obstruction.
vii) After the track has been cleared of all obstructions the gateman
private number.
viii) Station Master shall then issue a caution order to Loco Pilots of all
of the gateman, if the gate is broken, but is clear of any obstruction.
ix) Gateman shall secure the gate against road traffic by means of
x) Station Master shall advise maintenance staff responsible for

earliest.
xi) Normal working will be resumed only after maintenance staff rectify
memo for the same.

gateman, the gateman and Station Master shall adopt the procedure
********
CHAPTER XVII WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS 469
CHAPTER XVII
WORKING OF TRAINS
ON ELECTRIFIED SECTIONS OF RAILWAYS
17.01 APPLICABILITY OF GENERAL RULES.—All rules referring to

the working of trains shall also apply to electrified sections
except as otherwise provided in the rules contained in this
chapter.
17.02 SPECIAL DEFINITIONS APPLICABLE TO THIS CHAPTER.– In
these rules, unless the context otherwise requires –
(1) ‘electrical way and works’ means the traction installations
including overhead equipment and other connected works
provided on the electrified sections of the railway;
(2) ‘feeding post’ means a supply control post, where the
incoming feeder lines from grid sub-station are terminated;
(3) ‘neutral section’ means a short section of insulated and dead
overhead equipment which separates the areas fed by
adjacent sub-stations or feeding posts;
(4) ‘power block’ means blocking of a section of line to electric
traffic only;
(5) ‘supply control post’ means an assembly of interrupters,
isolator switches, remote control equipment and other
apparatus provided for controlling power supply to overhead
equipment. It includes feeding posts, sectioning and
paralleling posts, sub-sectioning and paralleling posts and
sub-sectioning posts;
(6) ‘tower wagon’ means a self-propelled vehicle which is used
for the maintenance and repairs of overhead equipment;
(7) ‘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.
SR 17.02 (1) ‘Authorised Person’ means any person who is duly authorized to
perform the duties appertaining to his employment, the authorization
being by an officer of the Railway Administration empowered for the
purpose.
SR 17.02 (2) ‘Bare’, means any electrical conductor or component not covered
with insulating materials.
SR 17.02(3) ‘Cable’ means a length of insulated single conductor (solid or
stranded) or of two or more such conductors, each provided with its
own insulation, which are laid up together.
Such insulated conductor or conductors may or may not be provided
with an overall or continuous insulation or mechanical protective
covering.
SR 17.02 (4) ‘Caution Notice’ means notice attached to or placed near live
equipment calling attention to the danger of touching or interfering
with such equipment and bearing the words ‘Caution – Live
Equipment’.
470 WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS CHAPTER XVII
SR 17.02 (5) ‘Junior Engineer’ means an authorized person in charge of a gang

of workmen and / or linemen, authorized to work on specific types
of traction equipment such as overhead equipment, switching station
feeder lines, remote control equipment, electric rolling stock, etc.
SR 17.02 (6) ‘Circuit’ means an arrangement of conductor or conductors and
equipment for the purpose of conveying electrical energy and forming
a system or a branch of system.
When they form a closed path through which a current can circulate,
such circuit is referred to as ‘closed’. When the path is not closed
to prevent any current flow, the circuit is referred to as ‘Open’.
SR 17.02 (7) ‘Circuit Breaker’ means a device for closing and opening an electrical
circuit under all conditions of load unless otherwise specified and
so designed as to open the circuit automatically under defined
abnormal conditions.
SR 17.02 (8) ‘Conductor’ means a body or substance which offers a low
resistance to the passage of an electric current.
(A) ‘Phase Conductor’ means a conductor which carries current to the
traction overhead equipment.
(B) ‘Return Conductor’ means a conductor which collects the return current
at the track rails and carries it to the sub-station. Return conductor
also includes a special insulated overhead conductor carrying the
return current collected by a booster transformer from the tracks.
SR 17.02 (9) ‘Contact Wire’ means an overhead conductor from which electric
power is supplied to electric rolling stock.
SR 17.02(10) ‘Cut-out (fuse)’ means any appliance for automatically interrupting

the transmission of energy through any conductor when the current
rises above predetermined value.
SR 17.02(11) ‘Danger’ means danger to health or to life or any part of body from
shock burn or other injury to attendant, persons, or property, or
from fire or explosion, upon transmission, transformation, conversion,
distribution or use of electrical energy.
SR 17.02(12) ‘Danger Notice’ means a notice attached to dead equipment to
convey a warning against such equipment being made alive and
bearing the words ‘Danger – Men Working’.
SR 17.02(13) ‘Danger Zone’ means the zone lying within two metres of any live
equipment in the 25 KV AC traction system or one metre in the
case of 1500V D. C. system in which no work is permitted when
the equipment is alive.
Notwithstanding above, the Loco Pilot of an electric loco is permitted
to change the headlight bulb of the loco while standing on the buffer
beam projection at the floor level of the cab.
SR 17.02(14) ‘Dead Equipment’ means any electrical equipment which is not
electrically alive, but not connected to earth.
SR 17.02(15) ‘Dropper’ means a fitting used in overhead equipment construction
for supporting the contact wire from the catenary.
SR 17.02(16) ‘Earth’ means the conducting mass of the earth of any conductors
in direct electrical connection therewith.
SR 17.02(17) ‘Electrical Equipment’ means any apparatus which is used for

generation, transmission or utilisation of electrical energy.
SR 17.02(18) ‘Electrified Track’ means track provided with traction overhead

equipment.
SR 17.02(19) ‘Feeder’ means conductor connecting (a) a generating station with
a sub-station or feeding point, or (b) a sub-station with a feeding
point.
Feeder also means a conductor connecting a switching station to
a sub-station and a switching station or switch gantry to a feeding
point. Feeder also includes a conductor connecting OHE to
switching station.
SR 17.02(20) ‘Grid substation’ means a substation equipped with transformer
and switchgear belonging to the power supply authority from where
power at 25 KV is supplied for electric traction.
SR 17.02(21) ‘Guarded’ means covered, shielded, fenced or otherwise protected
by means of suitable casing, barrier, rails or metal screens to remove
the possibility of dangerous contact or approach by persons or
objects to points of danger.
SR 17.02(22) ‘Independent Air-brake Handle’ means a removable or fixed handle
controlling the application of independent air brakes on an electric
locomotive.
SR 17.02 (23) ‘Insulator or Insulating Material’ means material which offers very
high resistance of several orders of magnitude to the passage of an
electric current.
SR 17.02(24) ‘Insulated (Air-gap) Overlap-Span’ means an arrangement of overhead
equipment over a track where two sets of traction conductors are
laid parallel to each other without any permanent inter connection
for a short distance providing for a smooth passage for the pantograph
of electric rolling stock and change over the collection from the
either of the two sets of wires being insulated from each other by an
adequate air-gap.
SR17.02(25)(A) ‘Interrupter’ means single phase oil circuit breaker without an
automatic tripping device. These are designated as ‘B. S.’
depending upon whether they are for the main line or the yards.
(B) ‘Bridging Interrupter’ means an interrupter which is provided at a
neutral section to enable one substation feeding a normal sector of
overhead equipment or is extended to give an alternative feed to
adjacent substation sector during emergencies or when the adjacent
substation is put out of use. This interrupter normally remains only
in the open position.
(C) Sectioning Interrupter’ means an interrupter which connects adjacent
sub-sectors together to maintain continuity of supply. This interrupter
normally remains in the closed position to reduce voltage drop.
SR 17.02(26) ‘Isolator’ means a switch suitable for disconnecting circuit on no
load condition (used in 1500 V D.C. traction).
SR 17.02(27) ‘Linesman’ means a person authorised to inspect and work on the
overhead lines and switches in relation therewith.
Note: - This is lowest grade of employee who is authorised to enter an

unattended switching Station unaccompanied by his superior.
SR 17.02(28) ‘Live Equipment’ means any electrical equipment which is
electrically alive. Electrical equipment is alive when a difference of
potential exists between it and earth or when it is connected to
another conductor or circuit in which such a difference of potential
exists.
SR 17.02(29) ‘Motor Coach’ means a coach equipped with traction motors and
with the necessary control and power apparatus for operating them.
SR 17.02(30) ‘Motorman’ means a duly certified Loco Pilot of a single or multiple
unit train.
SR 17.02(31) ‘Operator’ means a person on duty who is in-charge of a switching
station.
SR 17.02(32) ‘Overhead Equipment (OHE)’ means the electrical conductors over
the track together with their associated fittings, insulators and other
attachment by means of which they are suspended and registered
in position.
All overhead electrical equipment, distribution lines, transmission
lines and feeders may be collectively referred to as ‘overhead lines’.
SR 17.02(33) ‘Pantograph’ means a collapsible device mounted on and insulated
from the roof of an electric engine or motor coach and provided with
a means for establishing contact with the overhead equipment.
SR 17.02(34) ‘Permit-to-work’ means a form of declaration signed and given by
an authorised person to a person in charge of the work to be carried
out on or adjacent to any electrical equipment for the purpose of
making known to such person exactly what equipment is dead and
earthed and safe to be worked on or adjacent to.
SR 17.02(35)(A) ‘Remote Control Cubicle’ means a room in a switching station in
which remote control equipment and batteries are erected for remote
operation of switchgear located at the post.
(B) ‘Remote Control Post’ means the centre from which the equipment
at various switching stations is remote controlled by the Traction
Power Controller.
SR 17.02(36) ‘Rail Bond’ means an electrical connection across joint in or between
adjacent lengths of track rail.
(A) ‘Continuity Bond’ means a rail bond used for maintaining continuity
of the rail return circuit at points and crossings.
(B) ‘Track Return’ means the track rails when used as the negative or
return conductor to the substation.
(C) ‘Cross Bond’ means a rail bond used for connecting together two
rails of a track or rails of adjacent tracks.
(D) ‘Impedance Bond’ means a bond installed on double rail track circuit
by the S & T Department, which provides a low impedance path for
the traction return current and relatively high impedance path for
track circuit current.
(E) ‘Joint Bond’ means an electrical connection across a joint between
two adjacent lengths of rail as part of the track return.
(F) ‘Structure Bond’ means an electrical connection between the steel

work of a traction structure (overhead equipment supporting masts),
track structure, bridge or station building to which the traction
overhead equipment is attached and track return.
SR 17.02(37) ‘Single Unit Trains’ means the combination of motor coach and
trailer or motor coach and trailers adopted by a Railway
Administration as an operating unit.
SR 17.02(38) ‘Multiple Unit Train (EMU/MEMU)’ means a train consisting of two
or more single unit trains each consisting of 3 or 4 coaches coupled
together and operated as one train, by driving from a single leading
driving cabin.
SR 17.02(39) ‘Switch (Electrical)’ means a device for opening or closing an
electrical circuit.
(A) ‘Switch Alternative Feed’ means a switch used for connecting the
overhead equipment of a loop or siding or crossover to an alternative
line sections of the overhead equipment.
(B) ‘Switch Gang Operated, Earth Type’ means a special switch which
is used for isolating and earthing the OHE over electric loco
inspection pits and in electric loco sheds (and carriage coaching
section).
(C) ‘Switch, Inter-Connecting, Section or Isolator’ means a switch used
for connecting or disconnecting adjacent elementary sections of
overhead equipment or of distribution mains.
(D) ‘Switchgear’ means isolator switches, circuit breakers, interrupters,
cut-outs and other apparatus used for the operation, regulation and
control of electrical circuits.
(E) ‘Siding Switch’ means a switch used for connecting or disconnecting
the overhead equipment of sidings to or from the general overhead
equipment system.
(F) ‘Section Switch’ means a switch used for connecting or
disconnecting adjacent sections of overhead equipment on
distribution line.
SR 17.02(40) ‘Sector’ means a section of overhead equipment of a track from a
feeding post to a sectioning post.
(A) ‘Sub-sector’ means the shortest section of overhead equipment
which can be isolated by the opening of interrupters.
(B) ‘Elementary Section’ means the shortest section of overhead
equipment which can be isolated from the rest of the system by
switching operations.
SR 17.02(41) ‘Switching Stations or Supply Control Post’ means an outdoor
assembly of interrupters, isolator switches and other apparatus
(including remote control equipment installed in a cubicle), provided
for controlling power supply to overhead equipment. It includes
substation feeding posts, sectioning and paralleling posts, sub-
sectioning and paralleling posts, yard supply posts and track
sectioning cabins.
(A) ‘Substation Feeding Post (SS/FP)’ means a switching station where

the incoming feeder lines from grid substation are terminated and
power is supplied to the overhead equipment through circuit breakers,
transformers and interrupters.
(B) ‘Sectioning and Paralleling Post (SSP)’ means a switching station
situated mid-way between two feeding posts at a neutral section
and provided with bridging and paralleling section interrupters.
(C) ‘Sub-sectioning and Paralleling Post (SSP)’ means a supply control
post where sectioning and paralleling interrupters are provided.
(D) ‘Yard Supply Post (YS)’ means a switching station where sectioning
interrupters are provided for feeding yard.
(E) ‘Track Sectioning Cabin’ means an electrical installation containing
track sectioning equipment for 1500 D.C. traction. This is also
referred to as track cabin.
(F) ‘Track Return’ means the track rails when used as the return
conductor for the traction current to return to the substation.
SR 17.02(42) ‘Traction’ means electric traction.
SR 17.02(43) ‘Traction Loco Controller (T.L.C.)’ means an official under the control
of Assistant Electrical Engineer (Rolling Stock) who will be
responsible for booking of electric locomotives and running staff to
meet the requirements of traffic.
SR 17.02(44) ‘Traffic Block’ means blocking of track against movement of all traffic
on a track / tracks over a particular section.
SR 17.02(45) ‘Track Circuit’ means an electrical circuit of which the rails of the
track forms part.
SR 17.02(46)(A)‘Voltage’ means the difference of electric potential measured in
volts between any two conductors or between any part of either
conductor and the earth as measured by a suitable voltmetre.
(B) ‘High Voltage’ means a voltage which under ordinary working
conditions may exceed 650 volts.
17.03 INSPECTION OF ELECTRICAL WAY AND WORKS. – The Electrical
way and works shall be inspected regularly in accordance with
special instructions by officials nominated for the purpose and
in accordance with the duties assigned to them.
SR17.03(1)(A) The duties of Section Engineer (P.Way)s in General and Subsidiary
Rules 15.01 to 15.10 (inclusive), wherever applicable to electrical
way and works shall devolve on the Section Engineer (Overhead
Equipment) and Assistant Section Engineer, (Overhead Equipment)
in so far as these duties relate to the respective items of electrical
way and works in their charge.
(B) The duties of the Gangmate, wherever applicable to overhead
equipment, shall devolve on the overhead equipment Linesman.
(C) If due to any defect or damage to the overhead equipment it is
necessary to lower pantographs over any particular section of the
running lines, the traction official concerned shall communicate with
the Traction Power Controller, who, in turn, shall advise the Section
Controller for arranging the issue of necessary Caution Orders by
the Station Masters to the Loco Pilots as per SR 4.09(1). The Caution
Order shall specify the exact kilometres and structure numbers
between which the Loco Pilot shall lower the pantographs and coast
through. In addition, the traction official, asking for the Caution Order
to be issued, shall arrange with the Assistant Section Engineer
(overhead equipment) for the exhibition of suitable indication boards
marking the beginning and end of the affected section in which
Loco Pilots shall coast through with lowered pantographs.
SR 17.03(2) No conductor shall be erected over or alongside an electrified track
unless it is adequately guarded in accordance with the rules laid
down by the Railway Administration. This guard shall be effectively
connected to earth.
SR17.03(3)(A) The inspection of overhead equipment and electrical equipment at
supply control posts shall be carried out periodically in accordance
with instructions issued by the concerned Sr. Divisional Electrical
Engineer (Traction Distribution).
(B) Electrical equipment in rolling stock shall be inspected periodically
in accordance with instructions issued by the concerned Sr.
Divisional Electrical Engineer (Rolling Stock).
(C) (i) Loco Pilots of electric rolling stock shall, as far as possible and
without interfering with their primary duties, watch the overhead
equipment.
(ii) When a defect on the overhead equipment, which is likely to interfere
with the smooth movement of the pantograph or cause damage to
it, is noticed ahead, the Loco Pilot shall trip the circuit breaker and
immediately lower the pantograph. An emergency stop should be
made if necessary.
(iii) If damage to overhead equipment is slight (such as slight break
away of the contact wire from the droppers or catenary), it may be
practicable to coast under the defective section, but the defect shall
be reported to the Traction Power Controller through the nearest
emergency telephone circuit or in case this circuit is not available,
through any other telephone.
(iv) In the case of breakdown of overhead equipment requiring trains to be
stopped, the Loco Pilot noticing such a breakdown shall immediately
bring his train to a stop and arranges protection in accordance with
GR 6.03 and Subsidiary Rules there under. In the case of a breakdown
in automatic signalling territory protection will be done in accordance
with GR 9.10. Thereafter he will take immediate action to advise the
Traction Power Controller on the nearest emergency telephone circuit
giving details of the breakdown and in case this circuit is not available,
send the information to the nearest Station Master/ Cabin A.S.M./
Switchman on any other telephone circuit. The Traction Power
Controller, on receipt of such message, will pass on suitable
instructions to the Section Controller and if necessary, advise him to
stop running of trains in the affected section.
(D) (i) All breakdowns or defects, noted in the overhead equipment or any
other traction equipment, including continuity bonds, joint bonds,
cross bonds, structural bonds and impedance bonds by any railway

employee, shall be reported immediately to the Traction Power
Controller.
In case he cannot be contacted, the nearest Station Master, Cabin
Assistant Station Master / Switchman, Section Engineer (Overhead
Equipment) or the Assistant Electrical Engineer (Traction
Distribution) shall be advised. In case of impedance bonds, the
Section Engineer (Signal) shall also be advised. The Station Master,
Cabin Assistant Station Master or Switchman to whom such
breakdowns or defects are reported shall convey the information
immediately to the Traction Power Controller through the Section
Controller. In case of failure of communication, he shall use his
discretion regarding movement of traffic and advise the nearest
traction officials as soon as the communication is restored.
(ii) In case of breakage of an overhead line, the railway employee
detecting it, shall ensure that no person comes into contact with
the line until an authorised person arrives on the spot. The authorised
person will take immediate action to make the affected line dead
and earthed.
(E) (i) All overhead line staff, when on patrol, shall watch the pantographs
of passing electric rolling stock and if any defects are noticed, they
should immediately try to attract the attention of the Loco Pilot/
Guard to stop by displaying hand danger signals or by gesticulation.
If, however, they are unable to attract the attention of Loco Pilot/
Guard, they must immediately report to the Traction Power Controller
through the emergency telephone circuit or any other telephone, if
the emergency telephone circuit is not available, giving full particulars
including number of the rolling stock, nature of defect and the time
when the defect was noticed.
(ii) The Traction Power Controller shall communicate reports of the

defective pantograph to the Traction Loco Controller who shall
arrange to have the electric rolling stock stopped as soon as possible
for examination of the defective pantograph.
(F) Section Engineer (overhead equipment) shall be responsible for the
proper and efficient maintenance of all breakdown equipment, wiring
trains, tower wagons, breakdown road lorries, so that they are always
in a state of good working order and fully equipped so as to be
ready for service at all times.
SR 17.03 (4)
(A) (i) The keys for all outdoor switches shall be kept in locked glass
fronted boxes in the custody of Station Masters, Cabin Assistant
Station Masters/ Switchmen or other persons stationed conveniently
nearby the switches. The keys shall be issued on demand only to
authorised person, whose signatures for receipt shall be obtained
in a book maintained for this purpose.
(ii) All chambers or enclosures containing live equipment shall be kept
closed and locked, with the keys in the custody of the authorised
person. A duplicate key shall be kept in a box with a fixed glass
fronted cover at a place to be notified by the Divisional Electrical
Engineer (Traction Distribution). The key may be removed by breaking
open the glass cover of the box, in case of emergency, by an

authorised person. A record shall be maintained of every such use
of the key.
In the event of breaking of the glass of the key box, the key or the
keys, will be kept in safe custody of the Assistant Station Master,
Cabin Assistant Station Master or Switchman, until the glass is
replaced. The Traction Power Controller will keep a record where
such keys are kept so that, in an emergency, he will be able to
direct the parties accordingly.
When the glass cover is broken to obtain the duplicate key, the
concerned Section Engineer (OHE) shall be immediately advised
to replace the glass. The person replacing the glass shall obtain
the signature of the authorised person who shall record the date of
replacement.
(iii) Any person, while working in a chamber or enclosure containing
electrical equipment which under normal conditions is alive, shall
retain the keys of the chamber or enclosure. These keys shall be
returned to the person in whose custody they are normally kept,
immediately after the chamber or enclosure has been locked.
(iv) Permit-to-work cards shall not be cancelled until the keys have
been returned to the box or to the person in whose custody they
are normally kept.
(v) Keys duly painted / marked / tagged with their identity as mentioned
in SR 17.03 (4)(A)(iii) & (iv), shall be kept in glass front boxes
distinguishing clearly identities of keys.
(B) (i) In emergency, Station Master or a Cabin Assistant Station Master
/ Switchman or an authorised person shall operate switches
according to specific direction of the Traction Power Controller.
(ii) In the event of a fault in the overhead equipment necessitating
isolation of a section in addition to the faulty one, the Assistant
Section Engineer (overhead equipment) or an authorised person
shall arrange with Traction Power Controller to isolate the healthy
section also. However, if necessary, he shall himself open those
switches which can be operated conveniently.
(iii) Should the Traction Power Controller wish to have any isolator switch
opened or closed he shall ask the Assistant Section Engineer
(overhead equipment) or Station Master / Cabin Assistant Master /
Switchman or any authorised person to carry out the required
switching operations.
The person concerned shall after carrying out the orders lock and
switch either in ‘Open’ or ‘Closed’ position, as the case may be and
inform the Traction Power Controller of the action taken. He shall not
part with the key until receipt of further orders from the Traction Power
Controller. A record of every such operation shall be maintained by
the person concerned. Each instruction for closing or opening the
isolators shall be confirmed by exchange of private numbers.
(iv) Every Station Master, Cabin Assistant Station Master or Switchman
shall be fully aware of the location of isolator switches provided for
the control of power supply to overhead equipment at his station or
near his cabin and shall be conversant with the correct method of
opening and closing the same in an emergency.
(v) Such Station Master or Cabin ASM or Switchman shall hold a
certificate of competency (valid for and to be renewed after every
three years) for operating the overhead switches; issued by the
concerned Divisional Electrical Engineer (Traction) or his authorised
Inspector.
(C) No person other than authorized maintenance staff, their assistants
when accompanying them and persons provided with special permits
issued by Divisional Electrical Engineer (Traction Distribution) shall
be admitted to supply control posts except the following: -
(i) A person escorted by the concerned Divisional Electrical Engineer
(Traction Distribution) or by the Assistant Electrical Engineer (Traction
Distribution).
(ii) A doctor summoned to attend an accident case.
(iii) Electrical Inspector to Government for the railway area concerned.
(iv) A person required by an officer to speak from a telephone installed
in the premises.
(D) No person below the rank of an Operator or Linesman shall be
allowed to enter an unattended supply control post alone.
SR17.03 (5)(A) Presence of a Responsible Person: -
When repair or adjustment to overhead equipment make it
necessary for a train to proceed cautiously, an authorized person
shall be present at the site of work and shall be responsible for
showing the signals prescribed in GR 15.09.
(B) Issue of Caution Orders: -
Before commencing work on overhead equipment or in cases of
breakdown of overhead equipment, when it is necessary for a train
to proceed cautiously, the Section Engineer or Assistant Section
Engineer (overhead equipment), responsible for such notification,
shall arrange for issue of Caution Orders, in accordance with SR
4.09 (1).
(C) No alteration or addition (whether permanent or temporary) shall be
made to any equipment so as to infringe standard dimensions. If an
infringement is unavoidable, sanction shall first be obtained from
the concerned Divisional Electrical Engineer (Traction Distribution).
(D) Care shall be taken to ensure that manhole covers of tank wagons,
funnels of steam cranes or similar fitting are not left in such a position
so as to foul the traction overhead equipment.
(E)(i) No steam or hand-crane shall be worked adjacent to traction
overhead equipment unless such overhead equipment is dead and
earthed. All movements of the crane jib shall be carefully controlled
so as not to foul the traction overhead equipment. Wherever
possible, the direct blast from the train funnel to the overhead
equipment and particularly to section insulators shall be avoided.
(ii) Except in an emergency, 24 hours’ notice of intention to work a

crane adjacent to overhead equipment shall be given to the
concerned Divisional Electrical Engineer (Traction Distribution) in
order to make arrangement for overhead equipment staff to standby.
When possible, the working of cranes shall be included in the weekly
programme detailed in SR 17.04(1). In an emergency, the Traction
Power Controller shall be advised and he shall make arrangements
for overhead equipment staff to standby.
(iii) Crane shall not be worked adjacent to traction overhead equipment
unless the overhead equipment staff is present.
SR17.03 (6)(A) No work on live or an unearthed indoor or outdoor equipment above
400 volts is permitted. The only occasion when maintenance staff
may work on unearthed equipment, after it has been isolated, is for
the purpose of taking ‘insulation tests’. On completion of tests the
equipment shall be earthed before any work is started.
(B) Earthing of Feeder Lines: -
After the feeder is made dead, it shall first be discharged by throwing
an earthed chain over the conductor. The feeder line is then
connected to earth by means of a stranded copper cable of adequate
size securely connected to earth and the conductor.
(C) Interrupters or Isolator: -
Switches, which have been opened for the purpose of isolating
electrical equipment for maintenance, shall have a danger notice
displayed in a prominent position on the Interrupter operating handle
of the switch or on the enclosure containing isolator switch and
control apparatus as well as on the corresponding, switches in
remote control centre.
(D) Work in the Danger Zone of Overhead Equipment: -
Before any work is undertaken on a section of overhead equipment,
which is normally alive, or on any part of the structure adjacent
thereto or supporting such equipment situated at a distance less
than 2 metres for 25 KV AC system and 1 metre for 1500 VDC
system from the live parts, the overhead equipment shall be made
dead and earthed. A minimum of two earths shall be provided, one
on either side of the working party. In case the work is spread over
several sub-sectors, additional earths shall be provided close to
the feeding points of supply control posts involved.
(E) Work at Insulated Overlap Spans (Air-gap Sections): -
No work shall be attempted on insulated overlap spans or on section
insulators unless the adjoining sections of overhead equipment on
either side are made dead and earthed. In the case of a sectioning
point, the isolator switch, the bridging or sectioning interrupter
bridging the overlap span shall be closed.
SR 17.03 (7) Precautions to be taken by staff: -
Where overhead equipment for two or more tracks is supported on
one structure and work has to be done on the overhead equipment
of one track while the overhead equipment of adjacent tracks are
alive, access to the overhead equipment to be worked on shall be

direct by ladders, trestles or similar means but not by supporting
structure. Staff shall not, in any circumstances, walk or climb across
live overhead equipment by means of the supporting bridge to gain
access to the overhead equipment to be worked on.
SR 17.03(8) Working on service buildings and structures in the vicinity of live
equipment.
(A) (i) Railway staff, when required to carryout work on service buildings
and structures in proximity to overhead equipment, shall exercise
special care to ensure that tools, measuring tapes, materials, etc,
are not placed in a position where they are likely to fall on or make
contact with electrical equipment.
(ii) Wherever such work has to be carried out under conditions which
involve risk to the workmen or other persons, arrangement shall be
made for authorised overhead equipment staff to be present who
shall take such precautions as may be necessary for the safety of
the persons concerned.
(B) Protection of the maintenance parties: -
(i) A working party shall not commence or carry out any work on or
adjacent to overhead equipment involving danger to trains or traffic
without the consent of the Sr. Divisional Electrical Engineer (Trac-
tion Distribution) or the Assistant Electrical Engineer (Traction Dis-
tribution).
(ii) No person shall disturb the overhead equipment or carry out bond-
ing or other work in such a way so as to obstruct the line and
necessitate the showing of danger signals—
(a) Until such signals have been shown and
(b) If within the station limits, until he has also obtained the written
permission of the Station Master and all the necessary signals
have been placed in the ‘ON’ position.
When such work is to be undertaken the traction official respon-
sible for the work shall advise the Station Master(s) concerned and
arrange for showing the necessary danger signals.
(iii) When defects are noticed on overhead equipment which are likely
to cause damage to pantographs or when emergency repairs are
being effected to overhead equipment and it is not possible to con-
vey the information to the Station Master(s) concerned to enable
him/them to issue Caution Orders, the line or lines shall be pro-
tected in accordance with GR 6.03, 15.09 and SRs thereto.
(C) Protection of staff: -
Every member of the staff shall provide for his own protection,
independent of every other member except when one is assisting
another in which case, the person in charge of the work is responsible
for the proper protection of himself and his assistants.
(D) Working on structures supporting live overhead equipment: -
(i) No person other than overhead equipment staff shall climb or work
on any structure, which supports the overhead equipment without

having received a permit-to work card. No work shall be carried out
on any structure nor any thing affixed to a structure without the
written permission of the Divisional Electrical Engineer (Traction
Distribution).
(ii) Before work is commenced on a structure supporting over-
head equipment, the limits of danger zone (s) shall be protected by
a red disc during day and a red light at night, which shall be placed
at a suitable position so as to be clearly visible.
(iii) When work is to be carried out in the danger zone of a structure
after the overhead equipment is made dead, no staff other than the
person authorised to test and earth the overhead equipment shall
attempt to climb a structure, until he personally has received defi-
nite instructions to climb the structure from the person in-charge of
the working party and no message or signal other than these in-
structions is permissible.
(iv) The instructions may be conveyed from the person in charge of the
party to workmen by another person. Such a person be individually
deputed as a messenger by the person in charge of the party and
shall not be below the rank of linesman.
(v) All persons deputed as in SR 17.03 (8)(D)(iv) to convey instructions
to workman, shall be made known to the workmen previously and
the workman shall be advised that orders regarding the climbing of
structure shall on no account be accepted from any person other
those deputed.
(vi) The person in charge or the person deputed under SR 17.03 (8)(D)(iv),
shall, before instructing his men to climb a structure, explain as to
which section of overhead equipment is dead and which section is
alive and which parts of the structure are safe to work upon. The
person in charge or the person deputed under SR 17.03 (8)(D)(iv)
shall satisfy himself that his explanation is clearly understood by
all the workmen whom he has instructed to climb the structure.
(vii) It shall be the responsibility of every person conveying instructions
to climb structures to see the danger discs or lamps are correctly
fixed before the work is commenced.
(viii) On structures spanning multiple tracks where work is being carried
out adjacent to one or more sections of overhead equipment, the
person in charge shall ensure, before any of the line or lines are
made alive on completion of work, that all men and materials adja-
cent to the line or lines have been withdrawn from the danger zone
and if work is to continue on other parts of the structures, that the
danger discs or lamps have been moved to indicate the changed
danger zone.
(ix) The special attention of the person in charge of painting of struc-
tures, is directed to this rule.
(E) Painting of Structure: -
Only after permit-to-work has been received and overhead equip-
ment has been correctly earthed, portions of track structures at a
distance less than 2 meters in case of 25 KV AC system and 1
meters in case of 1500V DC system from any live equipment may

be scraped, cleaned or painted. Other portions of structures of over-
head equipment may be cleaned and painted while the overhead
lines are alive unless special conditions at site render it unsafe or
inadvisable, in which case the work shall only be done after making
the equipment dead and earthed.
SR17.03 (9)(A) Markers are placed wherever possible, along the alignment and
plans are available indicating generally the position of buried cables.
Excavation must not be undertaken in the vicinity of cable routes
until the exact position of the cables has been ascertained and a
representative of the department concerned is present. This is ap-
plicable to cables of Posts and Telegraph Department also.
(B) If circumstances make it imperative that work be undertaken with-
out sufficient notice, the Assistant Electrical Engineer (Traction
Distribution) and Assistant Signal and Telecommunication Engi-
neer concerned must be informed by a message for arranging staff
to be present.
17.04 PERMIT-TO-WORK ON ELECTRICAL EQUIPMENT.—If work is
to be carried out adjacent to the electrical equipment or any
other part thereof by other than the competent railway
servant, such work shall be done only when and for such
time as the person-in-charge of the work has obtained a
written permit-to-work, duly signed and given by the railway
servant authorised for the purpose by special instructions.
He, in turn, shall issue the same only with the knowledge of
the Traction Power Controller.
SR17.04 Work in the danger zone of Traction Electrical or Overhead
Equipment.—
SR17.04 (1) Before commencing work and for the whole time that work is being
performed on any part of the electrical equipment, that part of the
electrical equipment, or adjacent thereto, shall be made dead and
earthed save and except as provided in these rules. A permit-to-
work shall be obtained from the Traction Power Controller or an
authorised person in accordance with SRs 17.04 (4), (5), (9) & (10)
below.
SR17.04 (2) Procedure for obtaining traffic or power block and permit-to-work on
traction electrical or overhead equipment.—
(A) All departments in the electrified area who require traffic blocks, power
blocks or permit-to-work in the danger zone of traction equipment, or
who require overhead line and/or bonding staff to be present at site for
scheduled maintenance works, shall deliver at the office of the Divisional
Electrical Engineer (Traction Distribution) not later than 10 hours on
every Monday morning, in the prescribed form showing
(i) the nature of the work and the date on which it is to be performed,
(ii) by whom the work is to be carried out,
(iii) location of the work and the section of the lines to be blocked,
(iv) the trains between which the block is required and
(v) whether the track will be available for steam or diesel traffic.
(B) The requirements of all departments will be co-ordinated in the office

of the Divisional Electrical Engineer (Traction Distribution) and a
consolidated statement forwarded to the Divisional Operations
Manager concerned, by 12 hours on every Wednesday for inclusion
in the weekly programme of traffic and power blocks.
(C) Works of an urgent character shall be attended to by obtaining
emergency blocks and permit-to-work from the Traction Power
Controller.
(D) A weekly programme of work involving traffic blocks, power blocks
and permit-to-work shall be prepared in the office of the Divisional
Operations Manager and despatched to all concerned by Friday
evening, for the week commencing on the following Monday.
Note: - The procedure detailed in SR 17.04 (3), (4) & (5) below must be
followed for obtaining the power blocks and permit-to-work shall be
obtained in each case as prescribed even though the work is included
in the weekly programme.
SR17.04 (3) Procedure for arranging power blocks in electrified sections.—
(A) When a power block has been sanctioned, Traction Power Controller
shall issue to the Chief Train Controller a power block message in
the prescribed form in duplicate either through messenger or by
telephone with exchange of private numbers. The Chief Train
Controller shall get confirmation through the Section Controller from
the Station Master(s) or Cabin Assistant Station Master(s) or
Switchman that the section will be blocked for electric traffic as
detailed in SR 17.04 (10)(B) below. He shall then, either return one
copy of the written message duly acknowledged indicating thereon
the time from which the block will be given or send a phone message
to the Traction Power Controller giving the same information
supported by a Private Number. The Traction Power Controller will
thereafter arrange to isolate and make dead the portions of electrical
equipment concerned at the time indicated by the Chief Trains
Controller and issue a permit-to-work thereon, as detailed in SR
17.04 (4) & (5) below.
(B) However, in case of an emergency the Traction Power Controller
shall switch ‘Off’ the power first and then advise the Chief Trains
Controller of the power block imposed and reasons for doing so.
(C) When permit-to-work on the portion of electrical equipment has

been cancelled and the Traction Power Controller has restored
normal conditions, he shall cancel the power block message issued
to the Section Controller, either by message sent in duplicate or by
telephone with exchange of Private Numbers.
SR 17.04 (4) Method of obtaining permit-to-work in the danger zone of traction
electrical or overhead equipment.—
(A) For work by authorised persons: -
(i) Excepting as detailed in SR 17.04 (8)’Permit-to-work’ shall be
obtained by authorised persons from the Traction Power Controller
who shall carry out through remote control or order the switching
operations necessary to isolate the portion of the equipment
concerned. When the Traction Power Controller receives confirmation

that the switching operations have been correctly carried out, he
shall inform (by a telephone message with exchange of Private
Numbers) the authorised person stating clearly that the electrical
equipment has been made dead. This information shall constitute
a permit-to-work. ‘Permit-to-Work’ will be issued in this manner
only to authorised persons not lower in grade than a Linesman.
(ii) On receipt of a ‘permit-to-work’ and before work is commenced, the
electrical equipment specified shall be earthed as per rules in force.
Each working party shall be protected by independent earths.
(iii) On completion of the work the person who had received the permit-
to-work shall ensure that all men and materials have been withdrawn
from the electrical equipment and its vicinity.
He shall then remove the earths and inform the Traction Power
Controller either by written memo or by a phone message supported
by a Private Number that the work for which the ‘permit-to-work’
was issued has been completed, men and materials have been
withdrawn from the specified electrical equipment and it may be
made alive. Such memo/ message shall constitute cancellation of
the ‘permit-to-work’.
(B) For work by other than authorised persons: -
(i) If work is to be carried out on or adjacent to any part of the electrical
equipment by other than authorised persons, such work shall not
commence until the person in-charge of the work is in possession
of a permit-to-work card issued to him by an authorised person.
(ii) The permit-to-work shall be taken from the Traction Power Controller
by an authorised person who shall earth the electrical equipment
specified and hand over a permit-to-work card to the person in-
charge of the work holding an acknowledgement on the other copy.
A duplicate of every permit-to-work card shall be retained in the
personal possession of the authorised person who issued it.
(iii) On completion of the work and when all men and materials have
been withdrawn from the electrical equipment and its vicinity, the
person in-charge of the working party shall cancel his permit-to-
work card and return it to the authorised person who issued it. The
authorised person shall in turn cancel the permit-to-work as detailed
in SR 17.04 (4)(A)(iii).
SR 17.04 (5) Local cancellation of permit-to-work when telephonic communication

is interrupted.—
If telephone communication with the Traction Power Controller is
interrupted when a permit-to-work is to be cancelled, the authorised
person to whom the permit-to-work was issued shall arrange locally
for restoring to normal (live) conditions, the portion of traction
electrical or overhead equipment, specified in the permit-to-work
and for cancelling the power block, if possible.
SR17.04 (6) Working of more than one party independently on the same portion
of traction electrical or overhead equipment.—
Whenever work has to be carried out by more than one working

party, the permit-to-work shall be issued by the Traction Power
Controller only to one authorised person who alone shall be
responsible under this rule, for work on the portion of electrical
equipment specified in the permit-to-work. Any additional party or
parties may work on the same portion of electrical equipment only
with the permission of his authorised person who shall inform all
parties of the total number of parties working on the same portion of
electrical equipment. The authorised person shall cancel the permit-
to-work only when he is satisfied that all working parties have
withdrawn all men and material and removed the earths from the
electrical equipment. In the event of telephone communication being
interrupted, the responsible person shall proceed as provided SR
17.04 (5) above.
SR 17.04(7) Entries in the Log Book.—
The number of each permit-to-work issued must be entered in the
log book of the Traction Power Controller, together with the particulars
and time when the equipment is made dead for the work and re-
energised after completion of the work as per information received
on the telephone from the authorised person concerned.
SR 17.04 (8) Work inside Electric Loco Shed or EMU Car Shed.—
In case of work to be done inside electric loco sheds or EMU car
shed, the application for permit-to-work must be made to the Section
Engineer, Assistant Section Engineer or Junior Engineer (Rolling
Stock) who shall arrange for the issue of the permit-to-work after
getting the switch of the inspection bay or the feeders opened. No
intimation to the Traction Power Controller is necessary and the
permit-to-work must be returned for cancellation by the person
‘Incharge of the Work’ to the Section Engineer, Assistant Section
Engineer or Junior Engineer (Rolling Stock) before the Switches
are closed.
SR 17.04 (9) Local Blocks.—
(A) Local arrangements may be made with the Station Master, Cabin
Assistant Station Master, Switchman, Yard Master and others
responsible for the movement of traffic, for power blocks in such sidings
as do not affect the movement of trains on main running lines, loop
lines and reception or departure lines in yards. The Traction Power
Controller shall, however, be kept informed as to when the power
block is taken and cancelled. The Station Master, Cabin Assistant
Station Master, Switchman, Yard Master and other persons shall also
advise the Section Controller of such power blocks.
(B) Local blocks shall be arranged on the forms prescribed for the
purpose.
SR17.04 (10) Procedure for preventing admission of electric rolling stock into or
over sections of track with dead or earthed overhead lines: -
(A) In order to prevent electric rolling stock from being admitted on a
cross over or track over which, overhead equipment is made dead
or for which a permit-to-work has been issued, the levers of signal
and points in the signal cabins, governing such movements of
electric rolling stock, shall be protected by means of stop collars in

accordance with SR 5.19 (5)(C). If the points and signals are locally
operated, the same should be locked and the keys kept with the
Station Master.
(B) The Section Controller, on receipt of a power block message from
the Traction Power Controller, shall repeat to all Station Masters,
Cabin Assistant Station Masters, Switchmen concerned the said
message indicating the time from which the block is to commence.
Each Station Master/Cabin Assistant Station Master/ Switchman
shall record and acknowledge the message with a Private Number
and the time of receipt and then block the electric traffic on the line
or lines described from the time indicated and place stop collars on
the appropriate levers.
When lever frames or other signal cabins are controlled electrically
from a Station Master’s office or signal cabin, the Station Master/
Cabin Assistant Station Master/ Switchman shall place the stop
collars on the slides of electric slide instruments, or on the keys of
electric transmitters or interlocked key boxes. The Station Master/
Cabin Assistant Station Master/ Switchman shall ensure that stop
collars are placed on the relevant levers.
(C) The stop collars shall not be removed until the Station Master/
Cabin Assistant Station Master/ Switchman receives message
cancelling the power block, supported by private number; from
section controller and acknowledgment given by him. The Section
Controller shall not issue such message unless he has received a
written message or phone message supported by a private Number
from the Traction Power Controller cancelling the power block.
Note: - In all cases mentioned under SR 17.04 (2), (3), (9) & (10), the
Station Master/ Cabin Assistant Station Master/ Switchman must
record the information in the Station Master’s Diary/ Train Signal
Register.
17.05 WARNING TO STAFF AND PUBLIC.—
(1) All electrical equipment shall be regarded as being live at
all times and consequently dangerous to human life, save
and except in cases, where the electrical equipment has been
specially made dead in accordance with special instructions.
Caution notices shall be prominently fixed near all vulnerable
places to warn staff and public to exercise due caution.
(2) No person shall climb on the top of engines or tenders or on
the roofs of carriages or wagons when those vehicles are
located beneath overhead equipment except when the
overhead equipment is dead and earthed in accordance with
SR17.05 (1)(A) Work on pantographs and roofs of rolling stock shall normally be
carried on special sidings where switches are provided for making
such sidings dead and earthed.
(B) Width of Stock.—
Owing to the extra width of the EMU/MEMU stock, staff are specially
cautioned to stand well clear of passing trains and to warn
passengers of the danger of standing too near the edge of the

platform. Motormen/ Loco Pilots and Guards must not put their
heads out of their compartments when the train is running or when
it is standing, should another train be passing on adjacent track.
SR17.05 (2) Traction Engine Examiner or other authorised person in-charge shall
be responsible for making dead the overhead equipment over the
tracks of inspection lines in loco sheds and stabling sidings before
permitting work to be done on the roof of electric rolling stock. The
overhead equipment over these tracks shall not be energised except
by the authorised person in-charge, who shall be responsible for
every precaution being taken to ensure, that everything is in order
and that all staff are clear of danger zone before energising the
equipment.
SR17.05(3)(A) In stations and yards an authorised person shall arrange to make
dead and earth the overhead equipment and a permit-to-work card
shall be obtained by the staff concerned before work on the roof of
rolling stock or engines is commenced. On completion of work, the
card shall be returned to authorised person for cancellation. The
authorised person shall then satisfy himself that everything is in
order and that all staff are clear before re-energising the overhead
equipment.
(B) Prescribed working rules for isolating and making the concerned
section of overhead equipment dead for the purpose of watering of
carriages shall be followed at watering stations.
SR17.05 (4) The supplement to the Station Working Rules issued to each station,
loco shed, etc., specifies the switch, the operation of which, will
make a section dead or alive.
SR17.05 (5) Register of Messages.—
All messages relating to operation of switches, issue of permits-to-
work and other important communications shall be recorded in a
register by both the sender and the receiver together with the time
when sent and the time when received.
(A) All messages relating to operation of switches and issue of permits-
to-work shall be confirmed by private numbers.
(B) All messages together with the private numbers shall be issued
from and received into books specially maintained for the purpose.
17.06 ALTERATIONS TO TRACK.—Before any alteration to alignment
or level of electrified tracks is commenced, due notice shall
be given to those responsible for the overhead equipment so
that the overhead equipment may be adjusted to conform to
the new conditions.
SR17.06 (1) Before any slewing, alteration to super elevation or level of tracks is
done, notice shall be given to the Divisional Electrical Engineer
(Traction Distribution) to enable him to arrange for adjustment of
overhead equipment to conform to the new conditions, if necessary.
Such work shall be included in the weekly programme detailed in
SR 17.04 (2)(D).
SR17.06 (2)(A) All minor alterations to overhead equipment whether permanent or
otherwise shall be reported to the Traction Power Controller
immediately by telephone and to the Divisional Electrical Engineer

(Traction Distribution) or the Assistant Electrical Engineer (Traction
Distribution) in writing.
(B) Major alterations affecting the existing disposition of any section of
overhead equipment shall not be made unless sanctioned by the
Divisional Electrical Engineer (Traction Distribution).
SR17.06 (3)(A) When working on overhead equipment, all staff shall ensure that
the wires are not deflected so as to cause pantographs of electric
rolling stock passing on other lines to be fouled by steady arm
tubes or any other parts of the overhead equipment.
(B) When the overhead equipment is slewed either temporarily or
permanently, the person in-charge shall ensure that section
insulators, jumpers, distance and other fittings will not foul the
pantographs of electric rolling stock passing on other lines.
SR17.06 (4)(A) Whenever any work on track, which is likely to affect rail bonds, is
undertaken by permanent way staff, adequate notice shall be given
to the Section Engineer (Overhead Equipment) to enable him to
arrange for bonding staff for removal and replacement of bonds.
(B) Bonding staff when working with a Section Engineer (P.Way) shall
work under his instructions who shall then be responsible for the
safety of the track and of the staff.
17.07 TRIPPING OF CIRCUIT BREAKERS OF LOCOMOTIVES AND
ELECTRICAL MULTIPLE UNITS AT NEUTRAL SECTIONS.—
Unless otherwise allowed by special instructions, the Loco
Pilot of the locomotive or electrical multiple unit shall coast
through the neutral section, duly switching off power.
Necessary indication boards to this effect shall be providing
to guide the Loco Pilot to ‘switch off’ and ‘switch on’ power.
SR17.07 Neutral section exists between Virar and Vaitarna.
17.08 TOWER WAGON.—The rules for the movement and working
of tower wagons shall be laid down by special instructions.
SR17.08 (1)(A) Working of Tower Wagons on Running Lines.—
Tower wagons shall not be worked on running lines unless a Tower
Wagon Driver or an official holding a competency certificate No.
TR-4 as per Annexure 12.01 of 25 KV A.C. Traction Manual, for this
purpose is on the tower wagon and is in charge of its movement.
The certificate of competency shall be issued by Senior /Divisional
Electrical Engineer (Traction Distribution) of the section after a
written, oral and practical test as provided in Para 21216 of 25 KV
A.C. Traction Manual in the relevant rules and procedure for working
of tower wagon over the section under their control. These rules will
apply on both 1500 V-D.C. and 25 KV A.C. traction section.
(B) The validity of the competency certificate TR-4 for Tower Wagon
Driver shall be 3 years as in the case of train Loco Pilot. The Tower
Wagon Driver shall undergo refresher course and safety camp
trainings as prescribed for train Loco Pilot. The refresher course for
Tower Wagon Driver shall include operation and maintenance of
Tower Wagon.
(C) Tower Wagon Driver must possess certificate of medical fitness in

A-1 category issued by a Railway Medical Officer which shall be
reviewed periodically as prescribed for Train Loco Pilot.
(D) Tower Wagon must be equipped with head lights, flasher and tail
lights. While moving in Convoy, the tail board/ tail lamp should be
fixed only on the last Tower Wagon in the direction of movement.
(E) During day when vision is clear up to five Tower Wagon may be
allowed under “one authority to proceed” for working within the block
section and proceed to next station or come back. All the Tower
Wagon must leave and enter the station at a time one after another
and during the course of the run, the official in-charge of the leading
Tower Wagon will be responsible for all the Tower Wagons.
(F) working more than one Tower Wagon in the same block section in
un-coupled condition, the following rules shall be observed –
(i) For working more than one Tower Wagon in the section, the Tower
Wagon in-charge, who shall not be of grade lower than Jr. Engineer
shall give explicit memo regarding the requirement of operation of
the Tower Wagons to the Station Master on duty and shall ensure
that the sequence of operation of Tower Wagons is not changed.
(ii) The Station Master on duty, in turn will give memo to the Tower
Wagon in-charge giving the sequence of operation of the Tower
Wagons and station where they will clear the section.
(iii) In case of accident / communication failure or Engg. Block the
Station Master on duty shall also issue “authority to proceed without
line clear” on the prescribed form [T/A/602 or T/B/602 or T/C/602 or
T/D/602 or T/B/912 or T/C/912, as the case may be] to the Tower
Wagon Driver giving the details of all the vehicles being permitted in
the section.
(iv) The Tower Wagon shall not move at speed more than 10 kmph and
shall be ready to stop.
(v) When not working i.e. when moving into a section entering or clearing
it, the Tower Wagon should maintain a minimum distance of 120
metres between 2 Tower Wagons.
(vi) After completion of the work, the official in-charge of the Tower
Wagon, who entered last in the section shall certify at the clearing
station about clearance of the section by all the Tower Wagons.
Note – SR 6.02(1) to SR 6.02(9) and Appendix –A Chapter XV Rules for

working “ON TRACK” TIE TAMPERS will apply to Tower Wagons
also.
SR 17.08 (2) Working of Ladder Trollies and Ladders.—
No ladder trolley will work independently in the sections already
open to traffic. The ladder trolley however, may work under the power
block with tower wagons as under -
(A) Ladder trollies will be considered as Material lorries and when placed
on line shall always be accompanied by at least 4 selected men
who can easily ‘lift’ them ‘Off’ the track.
(B) These trollies shall not be used for the carriage of electrical or other
heavy materials. The running of ladder trollies shall be governed by
G & SR 15.19 to 15.28.
(C) The Ladder trollies along with Ladders will move on the track under
protection as laid down in GR 15.27 and SR there under both outside
and within station limit.
(D) Working of Ladder Trollies will be supervised by Supervisor not below
the rank of Electrical Junior Engineer specially authorized for the
purpose.
(E) The Supervisor will also ensure that these ladders are properly
protected under G & SR 15.27 and Ladders are moved from the
track in time to avoid detention to trains. After the same are removed
the supervisor should also ensure that they are properly secured
without any infringement of moving dimensions, before allowing the
train to pass.
(F) At places where the trollies are ‘lifted off’ the track and kept in trolly
refuges special care must be taken to ensure that these ladder
trollies do not endanger safety of a moving train.
(G)(i) Working on live line on bamboo ladder shall not be permitted under
the following conditions: -
(a) On 25 KV AC OHE.
(b) During hours of darkness.
(c) During rains.
(d) On wet ladder.
(e) In the vicinity of structures, bridges or overhead equipment which
are earthed or dead but not electrically earthed.
(ii) While undertaking work on live line of 1500 Volts DC, it should be
planned in such a manner that safety of working trains and as well
as passengers is not affected even if it is left incomplete.
(iii) While working on bamboo ladder it shall be accompanied by two
selected staff who are well trained to remove and keep it aside in
such a manner that it will not cause any danger to safe working of
trains and passengers.
(iv) While working on bamboo ladders adequate precautions should be
taken to safeguard staff working on ladder by providing 2 flagmen,
at a distances of 200 and 400 metres on straight track and 3 flagmen
at a distance of 200, 400 and 600 metres each on a curved track
where clear view of incoming train is not obtainable from the site of
work. Flagmen should be well trained in their job. They should be
provided with whistle and flags (hand signal flags red and green,
during day time and hand signal lamps during night time). They
should be instructed to caution the working party of the approaching
trains.
(v) If nature of work requires slowing of train, then supervisor in charge
should arrange for issuing caution orders following procedure as
laid down in relevant G & SRs.
(vi) No person lower than in rank of linesman duly authorised by the

competent authority should be allowed to carry out work on bamboo
ladders.
(vii) Staff working on bamboo ladder will be supervised by supervisor

not below the rank of Electrical Junior Engineer specially authorised
for the purpose.
17.09 ADDITIONAL RULES FOR ELECTRIFIED SECTIONS.—Special
instructions for working of trains on electrified sections shall
be notified by the authorised officer.
SR17.09 (1) Rules for Maintenance and Repairs to Overhead Equipment.—
(A) Supervisory officials in-charge of maintenance of overhead equipment

will carefully plan their work in such a way that under normal
circumstances train movement is not hampered in any way. Where
the nature of the maintenance work to be done is such that train
movement is likely to be affected the Section Engineer (Overhead)
will give prior intimation to the Senior/Divisional Electrical Engineer
(Traction Distribution) of the section who will arrange for a Traffic
Working Order to be issued to facilitate the execution of the work.
These rules will apply on both 1500 V-D.C. and 25 KV -AC traction
section.
(B) Whenever any section of the overhead equipment is to be made
dead for the purpose of maintenance work, the Line Junior Engineer
will give intimation to the Traction Power Controller at the earliest
possible time, specifying the section where shutdown is required.
Traction Power Controller will then intimate to the Line Junior
Engineer the time and permissible duration of shutdown. The Line
Junior Engineer is responsible for regulation of the work so that the
permissible duration is not exceeded. If for any reason the period of
shutdown is required to be extended, Traction Power Controller
should be advised in good time.
(C) Where written messages are not exchanged, shutdown will be
effected by exchanging messages over the telephone, supported
by Private Numbers. The official in actual charge of the maintenance
work will in person exchange messages with Traction Power
Controller. No one below the rank of a Linesman is authorised to
exchange such messages.
(D) Shutdown on any section of overhead equipment (except at location
where Electric Locos/EMUs, are stabled for examination), shall be
effected only after the ATNL has been informed by Traction Power
Controller and he has agreed to shutdown, except in case of
emergency.
When train movement has to be blocked over any crossover road or
section of line for the purpose of effecting shutdown, the Traction
Power Controller will advise the Chief Trains Controller as regards
the train movements required to be blocked during the period of
shutdown. The SMs shall block train movements as required and
advise Chief Trains Controller by message. The Chief Trains
Controller will advise Traction Power Controller by message that
the movements have been blocked.
(E) After train movements have been blocked as required and after
‘switching off’ power from the section, Traction Power Controller
shall inform the Line Junior Engineer or other official Incharge of the
work by message that power has been switched off and the work
may be commenced. On completion of the work the official-in-charge
of the work will advise Traction Power Controller by message that
the work has been completed. Traction Power Controller will then
restore power on the section and inform Chief Train Controller by
message that normal traffic may be resumed.
(F) Operation of the overhead switches/isolators at stations for the
purpose of effecting shutdown will be done on instructions from
Traction Power Controller by the authorised person available for the
purpose.
(G) Before commencing work on the overhead equipment, the Line Junior
Engineer will test the lines for supply with the detector provided and
fix two earthing connections on the line, one on either side of the
section of line where work is to be carried out. The earthing
connections shall be of approved type and of adequate cross-
sectional area. The earthing shall not be removed until all work has
been completed and all men are clear of the line.
(H) Shutdown required for Repair Work in case of Breakdown.—

In case of breakdown of overhead equipment, the official in charge
of the repair work will inform Traction Power Controller as to what
sections of line are to be made dead to facilitate the work. Care
shall be taken when effecting shutdown to ensure that power is not
cut off over those sections in which train services may be maintained
without hindrance to the repair work. The procedure for cutting off
power and for blocking train movements and for restoration of power
will be the same as in the case of shutdown for maintenance work.
(I) On completion of the repair work, the official in charge of the repairs
will state whether normal traffic may be resumed or whether any
speed restriction is to be imposed. If a speed restriction is to be
imposed, the official concerned will give a memo to the Station
Master and also inform the Traction Power Controller.
The Traction Power Controller will clearly state so in his message

to CTNL who will ensure that these instructions are conveyed to
the Station Masters and cabins concerned. When the speed
restriction is to be removed or relaxed, supervisory official will issue
a memo to the Station Master and also inform the Traction Power
Controller who will then convey the message to the CTNL.
(J) Shutdown required for the Passage of Oversized Consignment.—
(i) When loads which exceed the maximum height specified in SR

4.28 (6) are to be passed through the electrified section, the Chief
Trains Controller shall give at least 48 hours prior notice to the
Section Engineer (OHE) and Traction Power Controller.
(ii) When shutdown is to be effected on any section or sections of the

line for the passage of oversized consignments, the same procedure
as laid down in SR 17.09(1) will be followed. The authorised person
receiving the shutdown message from Traction Power Controller
will issue ‘Permit-to-work’, to the Guard of the train with the oversized
consignment for each section of the line on which power has been
shutdown.
The Guard will not allow the train to enter this section until the
‘Permit-to-work’ is received by him. Before issuing the ‘Permit-to-
work’ the authorised person will test the line for supply, but is not
necessary to earth the line. When the train has to be passed through
two or more feeding sections, each section shall be tested for supply
before the train enters the section.
(iii) An additional authorised person should be deputed to travel on the

engine, to test the line for supply at each feeding section. The
Station Master at the starting point should issue a memo to the
Loco Pilot to follow the instructions of the authorised person to
stop the train as and when required for the purpose of testing the
line for power supply.
(iv) The ‘Permit-to-work’ will be retained by the Guard of the train and
will be returned, duly signed, to the authorised person, when the
train has passed out of the section concerned. The authorised person
will then issue a message to Traction Power Controller that the line
is clear.
SR17.09 (2) Shutdown required for work in the vicinity of the overhead equipment.
No work may be carried out in the vicinity, i.e., within 2 metres of

live overhead equipment, till a ‘Permit-to-work’ has been obtained
as laid down in GR 17.04. At least 48 hours prior notice shall be
given to the Section Engineer (OHE), who will depute an authorised
person to arrange for the shutdown.
The authorised person will effect shutdown by following the procedure

laid down in SR 17.09 (1), above and will issue a ‘Permit-to-work’ to
supervisory official in charge of the work. Before issuing the ‘Permit-
to-work’, the authorised person will test the line for supply and earth
the lines. The ‘Permit-to-work’ will be retained by the supervisory
official in charge of the work and on completion of the work he will
return the ‘Permit-to-work’, duly certified, that the work has been
completed and all men are clear of the live equipment. The authorised
person will then remove the earthings and issue a message to
Traction Power Controller that power may be restored on the line.
SR17.09 (3) Shutdown required for removal of Crow-nests or stray wires in the
vicinity of live equipment.—
(A) Crow-nests or other stray wires, in the vicinity of live overhead

equipment may be removed only after power has been switched off
from the line. Such work may only be done, with the aid of insulated
hooks of approved type, taking care not to make contact with the
overhead wires or insulators. When this is done, it is not necessary
to test and earth the lines after it is certified by the Traction Power
Controller.
(B) When a crow-nest or stray wire is to be removed, a person not
below the rank of a Linesman will inform the Traction Power Controller
over the telephone that power is required to be switched off, clearly
stating the location where the work is to be done. Traction Power
Controller will then switch off power from the section after instructing
Train Controller to stop train movements, which are likely to result
in making the line live and ensuring that these instructions have
been conveyed to the Station Masters and cabin concerned and
have been acknowledged by them by private number system.
Traction Power Controller will then inform the linesman that power
has been switched off from the line. The linesman will arrange to
remove the crow-nest or stray wire as expeditiously as possible
and when this has been done, inform Traction Power Controller
without delay that the work has been completed and power may be
restored on the line.
(C) Traction Power Controller will make detailed entries in the log sheet
of all particulars relating to the shutdown.
SR17.09 (4) Blocking Train Movement in an Emergency.-
Due to a break of overhead equipment or for any other reason when

train movements are to be stopped urgently over a section of line or
over a crossover road, the Traction Power Controller shall inform
the Assistant Train Controller. Traction Power Controller and
Assistant Train Controller will both make detailed entries in the log
sheets showing the time when the instructions are issued and
particulars of train movements stopped.
Traffic over the sections in which the train movements have been
stopped as above, may be resumed only with the approval of
Traction Power Controller, who shall convey instructions for the
resumption of traffic to the Chief Train Controller in the form of
message supported by a private number stating clearly whether
any speed restrictions are to be imposed.
SR17.09 (5) Shutdown on Churchgate-Virar section on 2.2 KV distribution lines

and 22 KV transmission lines for the purpose of maintenance of
repair work.—
(A) ‘Shutdown’ on 2.2 KV distribution lines and 22 KV transmission

lines when affected over the telephone, will be by exchange of
message with private number between the Traction Power Controller
and the supervisory official in charge of the work.
(B) When a section of 2.2 KV distribution lines is to be isolated for the

purpose of maintenance the operation of sectionalising switches,
etc. in the station cubicles shall be done on instructions from the
Traction Power Controller by an authorised person deputed for the
purpose. Before doing this, the authorised person will take adequate
precautions to avoid interference to the running of trains.
SR17.09 (6) Accidents.— Responsibility of Electrical Department.
(A) In the event of any accident occurring in which electric coaching

stock/loco is involved or where damage to overhead structures or
equipment takes place, the Railway servant who notices it, shall
take necessary precautions against danger of electric shock and
shall inform the nearest Station Master, Train Controller and Traction
Power Controller who will take immediate action to cut off power
supply, to the affected tracks if necessary, restore the equipment
after ascertaining that it is safe to do so. The line is not to be
reopened for traffic until a responsible official of the Electrical
Department inspects the site and certifies that the line is safe for
the passage of trains.
(B) In the event of a derailment on double line/twin single line/multiple

gauge electrified sections, Traction Power Controller on being
informed will immediately switch off power supply to the other tracks
also, so as to prevent movement of electric coaching stock/loco/
train on the other track. Power supply should be restored after
ascertaining that the adjacent track is free from obstruction and is
safe for train movement.
SR17.09 (7) Administration to issue ‘ Permit to Work-’.

The only authorised person to issue permit to work is the Traction
Power Controller, who will sign the prescribed form for Senior/
Divisional Electrical Engineer (Traction Distribution) of the section.
Any ‘authorised person’ may issue the certificate that the line is
safe for passage of trains as required under SR 17.04(5).
SR17.09 (8) Special precautions to be observed on electrified sections by

Traction Power Controllers, Section Controllers, Station Staff and
Train Crew when a section of the OHE is found faulty and/or
abnormality is noticed/reported on running trains, are given in
Appendix – ‘A’.
……………
APPENDIX – ‘A’
Special precautions by Traction Power Controllers, Section

Controllers, Station Masters and Train Crew on Electrified
Sections when a section of the OHE is found faulty and / or
abnormality is noticed / reported on running trains.
1.0 In the event of OHE failure on electrified sections the Traction Power
Controller shall immediately locate the faulty section and isolate
the same. In case of double and multiple line sections, he will also
isolate the healthy section on adjacent tracks on the same route
length as the faulty section. The Traction Power Controller shall
then advice the Section Controller of the section found faulty and
the healthy section temporarily isolated by him.
2.0 On receipt of advice from the Traction Power Controller, the Section
Controller, shall take action as under: -
(a) Faulty Section: -
The Section Controller shall, under exchange of private numbers,

advise the Station Masters of all Stations who are concerned with
the working of trains in the affected section, to treat the faulty section
as if the same is under emergency traffic block and take action
accordingly.
(b) Healthy section temporarily isolated: -
The Section Controller shall check any train had entered any of the
block sections in the faulty OHE section before the fault on the
OHE occurred. If not, he shall advise Traction Power Controller to
re-energise the healthy section temporarily isolated.
If, however, a train had entered a block section in faulty section

before the fault on this OHE occurred, the Section Controller shall
immediately inform the Station Masters of all stations who are
concerned with the working of trains in the faulty OHE section and
also in the section which healthy OHE is temporarily isolated, under
exchange of private numbers, that they shall not allow any train to
enter the concerned block section unless both the Loco Pilot and
the Guard of the first train have been issued caution orders to following
effect.—
(i) Proceed at a speed not exceeding 35 Kmph by day and 20 Kmph

by night subject to the observance of other speed restrictions,
exercising great caution.
(ii) Keep a sharp look out and be prepared to stop short of any
obstruction which may be due to any infringement from the adjacent
line / lines and also keep a sharp look out on the adjacent line /
lines to see if there are any OHE abnormalities; and
(iii) Immediately on reaching the next station in advance report whether

or not the section over which they moved, is safe for movement of
trains.
2.1 Only after taking the action, the Section Controller shall advice the
Traction Power Controller that necessary precautions have been
taken.
3.0 After receiving advice from Section Controller the necessary

precautions have been taken to ensure safety of trains, the Traction
Power Controller shall restore feed to the healthy sections that
have been temporarily isolated.
4.0 After despatching the first train with Caution Order in the affected
section no subsequent train shall be allowed to enter in the section
without permission from Section Controller. Action to remove the
speed restriction shall be taken by the Section Controller in
consultation with the Station Master on receipt of report from Loco
Pilot and Guard as referred to in 2.1 (b)(iii) above. The Section
Controller shall advice the Traction Power Controller of the report of
the Loco Pilot/ Guard of train indicating whether or not there are
any infringements and/ or abnormality in the OHE. Till such time it
is decided to remove the speed restriction, trains entering the affected
section shall continue to be issued caution orders prescribing clearly
the speed restrictions and other precautions as pointed out in the
above paras.
5.0 Whenever station staff notices in a passing train worked by an

electric engine anything unusual such as a hot axle, smoke/ fire
emanating from a wagon/ coach or with any vehicle running in a
dangerous condition or any other abnormalities likely to endanger
safety of train/passengers, the Station Master/Cabin In charge must
immediately take steps to stop the train. In case they fail to stop
such a train by normal means as laid down, they should immediately
inform the Traction Power Controller either directly or through the
Section Controller, with exchange of private numbers to switch off
the power supply of the OHE of the affected section. In case Traction
Power Controller is directly informed the Section Controller should
also be informed subsequently.
Similar action to ‘switch off’ the power supply shall also be taken
when a running through train worked by Diesel Engine also is noticed
in a dangerous condition, likely to endanger the safety of trains on
the adjacent line(s). [Also see SR 4.17(2)].
6.0 If a train has already entered the affected section and is held up for
no tension in OHE for more than 3 minutes, the Loco Pilot shall
depute his Assistant Loco Pilot to check the train in order to look
for any abnormality and also advice the Guard by sounding prescribed
code of whistle and or on intercom if provided. The Assistant Loco
Pilot and Guard shall then check the entire train.
If, in the mean time, power supply is restored, the Loco Pilot shall
call back his Assistant Loco Pilot and resume journey at a speed
not exceeding 35 Kmph by day and 20 Kmph by night subject to
observance of other speed restrictions. The train crew shall keep a
sharp look out on the adjacent line(s) to see if there are any OHE
abnormalities and report at the station in advance whether the portion
of section over which the train has moved after stoppage, is safe for
passage of train or not.
7.0 When train comes to a stop in an electrified section and the cause
of stoppage is not immediately obvious, the Loco Pilot and Guard
shall immediately take action to protect the train in accordance
with the rules made under G & SR 6.03, in case of Automatic
territory the protection shall be done as per GR 9.10.
8.0 After the train is checked, the Loco Pilot/Guard shall inform the
Section Controller/ Traction Power Controller of the details of
abnormality, if any and assistance required through the nearest
emergency telephone circuit or by other available means.
9.0 After ascertaining from the crew of the affected train the nature of
abnormality, the decision regarding recharging of OHE shall be taken
by the Section Controller in consultation with Dy.CTNL. Guard,
Assistant Loco Pilot and the concerned Station Masters shall be
advised accordingly the necessary steps shall be taken by Dy.
CTNL thereafter, for clearance of the abnormality.
10.0 Restoration of OHE supply shall be under taken by Traction Power

Controller only on the advice of Section Controller under exchange
of private numbers.
11.0 The switching ‘Off’ of OHE takes place on the graded section and
there is a chance that the train may roll back, action has prescribed
in SR 6.04(2) shall be taken by the train crew to prevent rolling
back. Beside this engine crew shall also make use of wooden
wedges.
*****
CHAPTER XVIII MISCELLANEOUS 499
CHAPTER XVIII
MISCELLANEOUS
18.01 REPEAL AND SAVING.—The general rules issued under the

notification of the Government of India in the late Railway
Department (Railway Board) No.1078-T, dated the 9th March,
1929, are hereby repealed except as respects things done or
action taken or omitted to be done or taken before such repeal.

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`

This book contains the General Rules common to all Indian

It is incumbent on every employee of Western Railway to obey

This book is the property of the Administration and should be

January, 2007 P. B. Murty

Dated New Delhi, the 11th February, 1976

In exercise of the powers conferred by section 47 of the Indian

General rules for Indian Railways (Open Lines) 1976

1. The considerable advance made in recent years in methods of

2. For this purpose, a committee composed of officers selected from

would not be desirable. Accordingly, the Commission conveyed to

3. In consideration of the strong views expressed by the Commission

4. A provisional issue of the revised General Rules was circulated to

5. The exhaustive views and comments received from the Railway

Order.—Ordered that this Resolution, with its enclosures, be

section 47 of the Indian Railways Act, 1890 (9 of 1890) and that a

General Rules for Indian Railways (Open Lines), 1976 administered

Secretaries, Ministries of Communications; Defence; Home Affairs;

The Chief Secretaries to the Governments of Andhra Pradesh, Assam,

The Chief Secretaries, Administrations of Adaman and Nicobar;

Additional Deputy Comptroller and Auditor General of India (Railways)

The Commissioner of Railway Safety.

The Additional Commissioners of Railway Safety, Central, Eastern,

The General Managers, Central, Eastern, Northern, North Eastern,

The General Managers, Chittaranjan Locomotive Works, Diesel

The General Manager, Metropolitan Transport Project (Railways),

The Chief Administrative Officers, Metropolitan Transport Projects

The Director General Research, Designs and Standards

The Principals, Indian Railways, Institute of Advanced Track

The Chairmen, Bombay Port Trust Railway, Calcutta Port Trust

The Managing Agents, Ahmedpur-Katwa Light Railway Company

The General Managers, Bharat Railway and Central Provinces

The Secretary, Dehri-Rohtas Light Railway Company Limited.

The Chairmen, Railway Service Commission, Allahabad, Bombay,

The Chairman, Railway Rates Tribunal.

The Secretary, Indian Railways Conference Association.

The Director, National Archives of India.

The Librarians, Central Secretariat Library, National Library, Calcutta,

The Superintendent, Library and Research, Ministry of Law Justice

CHAPTER SUBJECT PAGE

II RULES APPLYING TO RAILWAY 7-10

III SIGNALS 11-116

IV WORKING OF TRAINS GENERALLY 117-196

V CONTROL AND WORKING OF STATIONS 197-212

VI ACCIDENTS AND UNUSUAL OCCURRENCES 213-258

VII SYSTEM OF WORKING 259

VIII THE ABSOLUTE BLOCK SYSTEM 261-280

IX THE AUTOMATIC BLOCK SYSTEM 281-328

X THE FOLLOWING TRAIN SYSTEM 329-334

XI THE PILOT GUARD SYSTEM 335-336

XII THE TRAIN STAFF AND TICKET SYSTEM 337-340

XIII THE ONE TRAIN ONLY SYSTEM 341-348

XIV BLOCK WORKING 349-368

XV PERMANENT WAY AND WORKS 369-430

XVI LEVEL CROSSINGS 431-468

XVII WORKING OF TRAINS ON ELECTRIFIED 469-498

XVIII MISCELLANEOUS 499

Rule No Page No.

1.01 Short title and commencement … 1