Professional Documents
Culture Documents
Safety Reading Material
Safety Reading Material
SAFETY ORGANISATION ON IR
The organization is also assigned to conduct Safety Audit and also to hold
accident enquires to investigate the causes of accidents and analyze them and to take
preventive measures. The set-up of this organization has a three tier arrangement.
RAILWAY BOARD
At the apex level there is Safety Directorate in the Railway Board headed by
Advisor (Safety) assisted by Directors and supporting staff. Chairman Railway Board is
in charge of Safety Directorate.
ZONALRAILWAYS
At the Zonal Railway headquarters Chief Safety Officer (CSO) is the head, assisted by
Dy.CSO of each department namely Traffic, Mechanical, Engineering, S&T and
Electrical. A small contingent of supporting staff and a Safety team consisting of
Senior Scale officers or Assistant Scale Officers and Safety Counselors of Mechanical,
S&T, Engineering, Electrical and Traffic departments
Divisional Level
The Sr. Divisional Safety Officer is also assisted by a team of Safety Counselors
drawn from different departments.
1. General Rules.
2. Subsidiary Rules.
Rule Books..
2. Operating Manual.
4. Accident Manual
General Rules.
These are framed by the Railway Board on behalf of Government of India in exercise of
the powers conferred under section 60 of the Railway Act 1989 and the Railway Board
Act1905.
These rules are applicable to all the Zonal Railways in India and they have statutory
power hence any violation of these rules shall be a breach of law.
The Zonal Railways can further restrict the provision of these rules but can not relax
them. These rules are framed and issued by Member Traffic , Railway Board in
consultation with the CCRS.
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.
Subsidiary Rules.
As General Rules lay down basic principles of safety hence are not sufficient to
deal with the varying conditions prevailing at different Railways. These are required to
be supplemented by the rules framed by the different Zonal Railways.
Subsidiary Rules must not be in contravention of the provision of General Rules.
Subsidiary Rules are issued by Chief Operations Manager (COM)
Station Working Rules.
As local conditions may vary at individual station, each Block Station must be provided
with a set of rules known as Station Working Rules (SWRs) for dealing with and to
regulate safe working of trains at and between station.
These rules must be read in conjunction with the GRs and SRs and are legally binding
on the staff.
These rules are framed and issued by the Sr. Divisional Operations Manager (Sr. Dom)
and Sr. Divisional Signal & Telecommunication Engineer (Sr. DSTE).
The train working staff at the station are required to read and understand these rules
thoroughly and also to give their acknowledgment in the Assurance Register provided
for the purpose.
The rules and regulations for working trains on single and double line sections by
means of various types of electrical block instruments are prescribed in this manual.
Operating Manual
This manual contains useful information about the Operating department
including rules and regulations about marshaling of trains, shunting, movement of over-
dimensional consignments (ODC), Station Working Rules (SWRs), details about
dangerous sections & hat sections.
Accident Manual
Each railway issues an Accident Manual which lays down the general
instructions such as reporting, classification and types of accidents, details about relief
measures such as Medical Relief Trains with their composition, location, maintenance
and dispatch to the site of accident, instructions for rendering assistance to passengers
seriously injured and duties of various officers and staff when an accident takes place.
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 is working;
STATION MASTER :
means the person on duty who is for the time being responsible for the working of the
traffic within station limits , and includes any person who is for the time being in
independent charge of the working of any signals and responsible for the working of
trains under the system of working in force;
STAION LIMIT :
Means the portion of a railway which is under the control of Station Master and is
situated between the outermost signals of the station or as may be specified by special
instructions;
Station limit
Station section
(L/Q – D/L)
(1) at a class 'B' station provided with two-aspect signals , which is included-
(a) on a double line , Between the Home signals and the last Stop signal of the station
in either direction ;
(L/Q – S/L)
(b) on a single line –
Between the outermost facing points, if there are not Home signals or shunting limits
boards or advanced starters;
(ii) Between the Home Signals if there are no Shunting Limit Boards or Advanced
Starters, or
(MAUQ/DL)
STATION SECTION
STATION SECTION
STATION SECTION
BSLB to Advanced Starter Outer Most Facing Points to advance starter
5. Block Station
Block stations are those at which the Driver must obtain an authority to proceed
under the system of working to enter the block section with his train;
- under the Absolute Block System Block Stations are of three classes-
A, B, and C…
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 up to the Starter;
7. 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;
B Class of station MLQ
B Class station in two aspect/ Modified lower quadrant (MLQ) double line territory
21
21
9. Non-Block stations
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.
• Means to dispatch 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
Block Signal
Overlap Overlap
27
27
13. Shunting
means the movement of the 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;
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;
Means the line ordinarily used for running train through and between stations.
means a train which has started under an authority to proceed and has not completed its
journey;
Line Clear means, the permission given from a block station to a block station in rear
for a train to leave the later 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 to proceed towards the later.
18. OBSTRUCTION
Obstruction and its cognate expression include a train, vehicle or obstacle on or fouling
a line, or any condition which is dangerous to trains.
19. 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.
20. OVER HEAD EQUIPMENT
• Overhead equipment means, the electrical conductors over the tacks 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.
21. POINT AND TRAP INDICATORS
• Point and track 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.
22. DAY
Day means from sun rise to sun set
23. NIGHT
• Night means from Sun set to sun rise.
24. DIRECTION OF TRAFFIC
• Means…….
• A. On a double line, the direction for which the line is signaled.
• 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;
25. FACING AND TRAILLING 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 be their operation a
train approaching them can be directly diverted from the line upon which it is
running.
26. 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.
27. FOULING MARK
• Means the mark at which the infringement of fixed standard dimensions occurs,
where two lines cross or join one another.
28. LAST STOP SIGNAL
• Means the fixed stop signal of a station controlling the entry of trains into the
next block section.
29. LEVEL CROSSING
Means the intersection of road with railway track at the same level
30. 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.
31. MULTIPLE ASPECT SIGNALLING
• Means a signaling 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.
32. TWO ASPECT SIGNALLING
• Means a signaling arrangement in which each signal displays at any one time
either of the two aspects.
33. LOCO PILOT
• Means the engine Loco Pilot or any other competent railway servant for the time
being in charge of driving a train.
G R - 1.03 .
Classification of stations
“Station” shall for the purpose of these rules, be divided into two categories –
Block station and,
Non block stations.
Block Station
1. (2) Block stations are those at which the Driver must obtain an authority to
proceed under the system of working to enter the block section with his train;
under the Absolute Block System Block Stations are of three classes- A, B, &
C…
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 up to the
Starter;
Class of station!
A Class station in two aspect single line territory
Class of station!
A Class station in two aspect double line territory! 1
1
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;
1 2
Simultaneous reception,
in single line territory
Class of station!
B class, in Multiple aspect upper quadrant ( MAUQ) single line territory!
Class of station!
B class in Multiple aspect double line territory!
B Class station in two aspect/ Modified lower quadrant (MLQ) double line territory
Class of station!
C Class station in two aspect, double line territory
Multiple aspect, double line territory
1
Minimum Equipment at Station..
MAUQ SIGNALING.
“B” Class station… a Distant , a Home and a Starter.
“C” Class station… a Distant and a Home.
Non-Block stations
Non-block stations or Class 'Distortions are stopping places which are situated between
two consecutive block stations, and do not form the boundary of any block section
SYSTEM OF WORKING :
1
SECTION TO BE DEVIDED IN TO,
B. Block Section. Under dual control of both adjoining concerned Station Masters.
3/18/2013
STN A STN B
No train may enter in to block section with out mutual agreement and operation
between both the concerned .
TO ENSURE SAME !
ESSENTIALS : -
BLOCK INSTRUMENTS
TRACK CIRCUITS
AXLE COUNTERS
TELEPHONES ATTACHED TO B/Ints
STATION TO STATION FIXED TELEPHONES
FIXED TELEPHONES ( RLY.AUTO/BSNL)
CONTROL TELEPHONE
VHF SETS
UNDER SPECIAL INSTRUCTIONS, BUT NOT AS THE SOLE MEANS OF
COMMUNICATION ON SECTIONS WHERE PASSENGER TRAINS RUN
b. All necessary signals have been put back to “ON” behind the said train,
B – Class Station
B – Class Station
- the outer signal and outermost facing points in two aspect signaling and (400
+ 180 meter)
- between Home signal and outermost facing points in Multiple aspect signaling ,
MLQ signaling ,(180 + 120 meter)
is not less than the sum total of the adequate distance required for giving Line
clear and also to take off the Home Signal. [Block Overlap ( 400 m. in L/Q and 180 m.
in MAS/MLQ Signaling ) and Signal Overlap (180 m. in L/Q and 120 m. in MAS/MLQ
Signaling ) ]
A. the whole of the last preceding train has passed complete at least 400 meters
(Block overlap) beyond the Home Signal and is continuing its journey
B. All signals taken “ OFF ”for the preceding train , have been put back to ON
behind the said train”, provided that on single line , the line is also clear of trains
running in the opposite direction towards the block hut from the block station at the
other end .
Absolute block working system……
A Class Stations…
When the L/C has been given, No obstruction shall be permitted- Out side the home
signal, or on the line on to which it is intended to receive the train, up to the starter
pertaining to the said line.
SHUNTING STAGES
Obstruction – Double line
(At Block station when a train is approaching )
B class station –
When line clear has been given, no obstruction shall be permitted out side the station
section but shunting within the station section may go on continuously, provided the
necessary signals are kept at “ON ”
- When signals have been taken off for an approaching train on a line which is not
isolated , no shunting movement shall be carried on towards the points over which the
incoming train will pass.
Obstruction – Double line
In Block Section….
A. When L/C has been given, no obstruction shall be
permitted in the block section in rear.
B. Shunting or obstruction for any other purpose shall
not be permitted in the block section in rear unless
it is clear and is block backed.
c. Shunting or obstruction for any other purpose shall
not be permitted in the block section in advance
unless it is clear and is block for warded.
Provided that when block section in advance is occupied by a train traveling away
from the station , shunting or obstruction may be permitted
- taking into consideration the speed ,weight and brake power of trains and
gradients on the section , and
- as soon as the 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
Obstruction-Single line
A Class Station….
IN FACE OF APPROACHING TRAIN…..
When the L/C has been given, no obstruction shall be permitted out side the Home
signal or on the line on which it is intended to admit
the train.
Obstruction-Single line
A- class station
( in the block section )
The block section shall not be obstructed for shunting purposes, unless-
. The SM has received line clear from the SM at the other end of the block section, or
B. The block section is blocked back, or,
C. If occupied by a train traveling away from the block station. At which the shunting is
to be performed under special , Instruction subject to speed, gradients and brake power.
D. The driver or other person in charge of the shunting operations has received distinct
orders from the station.
Obstruction-Single line cont..
B- Class Station
a. In face of approaching train
The line out side the
- Home Signal in two aspect signalling territory or
- outer most facing points in multiple aspect or MLQ signaling territory
in the direction of a train for which line clear has been given ,shall only be
obstructed
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
OBSTRUCTION…Out side Station Section.
( In two aspect signalling territory )
The line outside the station section and up to the outer signal shall not be
obstructed…….
unless a railway Servant specially appointed in this behalf by SM, in charge of the
operations 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 signal are at “ON” position, or
b. If an approaching train has arrived at the outer signal , the SM has personally
satisfied himself that the train has been brought to a dead stand at the signal; provided
the line shall not be obstructed under clause ”b” in thick, foggy ,tempestuous weather
impairing visibility, or in any case unless authorized by special. Instruction.
OBSTRUCTION…
( In Multi Aspect Signalling territory )
Out side Station Section.
A. The line out side the station section and
up to the first stop signal
shall not be obstructed unless a Railway servant specially
Appointed in this behalf by SM 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.
Safety of Our Trains depends upon proper functioning of Railway Staff on Duty.
§ To attend duty in time in neat & clean uniform and to see that all staff repots for
duty in time and in uniform.
§ To conduct supervision over the working of the staff at station
§ The SS In-charge will be over all responsible for safe working of trains and
general working of station, in smooth and disciplined way and shall exchange
alright signals in term of SR 4.17(2).
§ To carryout surprise checks to arrest irregular practices adopted in train working
by staff.
§ To hold safety meetings and discuss safety rules circulated by Division/HQ
office for the monthly meeting to be held on first week of every month.
§ To maintain muster roll, T&P Register, Stock of money value books, tickets,
attend all correspondence register of articles sent for repair to traffic work shop,
submit all salary voucher to Personal branch, including station.
§ To hold primary enquiries pertaining to any detention to trains or accident
taking place at the station and record the statement of staff concerned and also to
help in restoration of normal working.
§ To study Station Working Rules on receipt from Divisional office & check
various aspects pertaining to the layout of the station & point out discrepancies
described in SWR. Explain the contents of SWR to staff at station & obtain
acknowledgement in Assurance Register. To point out necessary corrections in
SWR and send it to Operating branch of Divisional Office.
§ He is responsible for general supervision, upkeep and maintenance of the
Station Rule Books, office record and files etc.
§ He shall carry out night inspections & L. C. gate inspection as per rules in force.
§ He shall attend control telephone while on duty without any loss of time &
carryout instructions given by control office/ officers & supervisors. In case of
emergency, he shall also perform al the duties as listed in the duty list of
Dy.SS/ASM.
§ In case of thick and foggy weather, he shall call for and depute fog signalman in
time as and when necessary.
§ In case of an accident in the Section at either end, he shall give utmost help and
assistance to the site of accident and to the stranded passengers, if any.
DUTIES OF DY.SS
§ To attend duty in time in neat and clean uniform and to see that all staff reports
for duty in time and in uniform.
§ To maintain discipline during his duty hours and to see that all essential
equipments are available in Dy. SS office and at B panel cabin in good working
order. To study Station Working Rules and explain the various procedures and
rules to train working staff i.e. PASM, Points men, P.P & Gateman and obtain
their acknowledgement in assurance Register.
§ He shall be in readiness to exchange ‘All Right’ Signals with the crew and
Guard of a run through trains. Similarly, he will depute a Group ‘D’ staff to
observe the same from off side to detect any danger or abnormality in running
through trains. See SR 4.42(1) &(2). He will ensure complete arrival of trains as
mentioned in para 6.5 of main SWR & shall inform to PASM at a panel.
§
§ He is responsible to report failure of signals/points, tracks and other interlocking
fears to Signal maintainer/SE (Sig) on duty who is responsible for their
Rectification/maintenance and upkeep. He shall prepare & issue T369/3b,
T369(A), Caution Orders etc. as and when required.
§ He will ensure that proper maintenance of all train working records such as
‘Train Signal Register’. Private Number Books, Charge Book and other
documents, pertaining to reception and despatch of trains is done upto date.
§ He shall see that no outsider and unauthorised persons are allowed to enter the
Dy. SS. Office. He shall not leave the office without permission of the
competent authority or without being relieved by his proper reliever.
§ He shall also carryout any other instructions given by other superiors from time
to time. He shall attend safety meetings held at station.
§ To carry out corrections in all Transportation/Operating Rules books and
instructions including G&SR /Block Working Manual, Operating Manual, etc.
provided at the station.
§ To attend control telephone while on duty without any loss or time and carry out
instructions given by control office.
§ In case of accident in the Section at either end, he shall give utmost help and
assistance to the site of accident and to the stranded passengers.
§ To do any other railway work allotted by SS/Supervisor in charge. He shall not
leave HQ without the permission of SS In charge & should promptly attend
station to assist SS/SM, when called for, during failures of other emergencies.
§ In case of thick and foggy weather, he shall call for and depute fog Signal-man
in time as and when necessary.
§ He shall attend to trains to start them punctually and shall plan the
reception/dispatch of train in case of late running of trains.
§ To look after the work of SS in charge in his absence with full responsibility.
§ Gauge glass protectors must always be fitted, and the glass plates, of which they
are composed, must fit close together without gaps.
§ Engine Passes:- The Driver must scrutinize the engine pass of any person
desiring to travel on his engine and, if the pass is not in order, he must not allow
him to travel on the engine.
§ Turning on Injector:- Turning on the injector, when passing men at work on the
line, or when running through stations at which a passenger train or a Ballast
train is standing, must be avoided.
§ Whistling when passing Passenger or Ballast trains:- When passing a passenger
or a Ballast train, the engine whistle must be sounded at frequent intervals.
§ Loud and prolonged whistling:-Unnecessarily loud and prolonged whistling in
stations and station yards must be avoided, particularly at night.
§ Engine smoking or safety values blowing:- Drivers must prevent their engines
from smoking or safety valves from blowing when entering or standing in a
station, or under a foot over bridge or while passing through the tunnel. At all
times the emission of smoke from the chimney and steam from the safety valves
must be avoided, as far as practicable.
§ Cleaning ash-pans:- (a) Ash-pans should not be cleaned on the main line, except
over an ash-pit.
§ (b) if a driver finds it necessary to clean his ash-pan on any other line where
there is no ash-pit, he must thoroughly damp the ashes and level them off to
below rail level. A driver shall, however, not clean his ash-pan and drop cinders
on points and crossings at a station.
§ Prevention of Cinders falling on bridges:-Drivers must take precautions to
prevent cinders falling on and burning bridge timbers.
§ Drivers must not clean or interfere with the fire at such time and if necessary,
should close the damper flaps or doors.
§ Jamadars to pilot engines to and from shed:-No engine may leave the shed for
the station yard or vice versa, unless accompanied by a Jamadar under whose
direction it will be moved. No engine is to be moved from an incoming train
until the Jamadar who will pilot it to the shed, guides the movement. See also
G&SR 84.
§ Manning of Points:- When there are no pointsmen present, Firemen, Shunters or
other staff deputed for this work will man the points for the movement of
engines in the locomotive yard.
§ Merchandise on Engine/Driving Compartment:- Drivers must not carry any
merchandise including spirituous or fermented liquor or any other intoxicating
substances on their locomotives, or in the driving compartments.
§ Firearms:- Firearms must not be carried on engines.
§ Conversation with drivers prohibited: Persons, other than the engine crew and
those whose business it is to supervise the work of drivers, must not enter into
conversation with the driver while the engine is in motion.
§ Eyesight examination after accidents: Drivers and shunters who pass a fixed
signal at danger wheathr it be an arm signal or a disc signal, must be sent up for
eyesight examination and passed before being again booked to work a train, or
to do shunting in a station yard.
§ Defective eyesight:-(a) Driers and Shunters who pass eyesight test with the aid
of spectacles must wear the prescribed spectacles while on duty, failing which
they render themselves liable to summary dismissal.
§ (b) Drivers and Shunters who are permitted to use spectacles for the purpose of
passing the eyesight examination must provide themselves with two pairs of
spectacles and must give a written undertaking to the Loco Foreman/Shed-in-
Charge that they will wear one pair and carry the spare pair while on duty.
Should a pair of spectacles be broken of lost, the occurrence must be reported to
the Running shed foreman at once, who will arrange to send the man to the
Divisional Medical Officer who will issue such instructions as will ensure that
the Driver will possess two pairs of suitable spectacles.
§ Intoxication: Any man suspected of being intoxicated while on duty will be sent
the nearest Railway of Civil Doctor for examination, and if so certified by the
Doctor, he will be put ‘OFF’ duty pending approval and further orders from the
Divisional Officer concerned. Person intoxicated on duty are liable to dismissal
and prosecution under Section 100 of the Indian Railways Act.
DUTIS OF ASSTT.LOCO PILOT
§ Same as Loco Pilot.
DUTIES OF GUARD
§ The guards will come on duty as and when they are called except the passengers
guards, who will come on duty atleast 30 minutes before the scheduled
departure of the train for which they are booked. He will come in complete
uniform.
§ Before a train starts from a terminal or crew changing station, the guard shall set
his watch by the station clock and set the watch of Loco Pilot with his watch.
§ Every guard shall be in after dance for duty at such place and at such time as
may be prescribed by special instructions.
§ He will ensure that he has been supplied with a copy of the working Time table
for the time being in force.
§ Before starting the train from the originating or crew changing station the guard
must ensure that he has been issued a caution order.
§ Goods stock, duty certified fit to run on a passenger by examining staff can only
be attached to run on passenger train.
§ The guard will be responsible to see that tail board / Tail lamp / Tail light are
correctly exhibited in the train. It is the duty of the guard to ensure that tail
lamp/ tail Board in affixed only in rear of the last vehicle.
§ While running through a station, the guard of the train will exchange & also 06
serve the P.M am standing on the off side of the station. It they do not receive
signal from the SM or P.M an on the off side, they shall exercise extra caution
while proceeding further. Failure on the past of SM & station staff to display
hand signal shall be indicated in the combined Guard’s & Loco Pilot’s report.
§ A list of Guards equipments in given in the G.R 4.19 & SR 4.19(1) the guard is
duty bound to have those equipments with him while on duty.
§ The guard will ensure that the proper guard’s brake van in provided in the train
and ensure that train has a continuous vacuum /air pressure brake system from
train engine to the last vehicle of the train. No goods train shall leave a station
without a brake an. However, in exceptional operational exigencies, with the
prior approved of the Sr.DOM/DOM a goods train may be run without a brake
van, with special conditions of working.
§ The Guard of the train shall travel in his brake van.
§ The guard of the train will carefully examine the load of the train before starting
from the originating or crew changing station.
§ Every guard, before starting with a train shall examine the notices issued for
their guide lines.
§ Every guard, before starting from the originating or crew changing station must
joint test the brake power of the train with the Loco Pilot.
§ It is the duty of guard and motor man Loco Pilot to change the destination
indicators at respective ends of the train in case of EMU/MEMU rakes.
§ Guard of the train will see that the F.P. and B.P. pressure in the guards brake
van is changed to the determined value i.e. F.P. between 6.0 & 5.8 KG/CM2 and
B.P. 5.0 & 4.8 Kg/CM2 respectively.
§ He should test that his brake system is working than only sight the B.P.C.
§ The Guard will not give signal for starting a train unless he has satisfied him self
that no person is traveling in a compartment not intended for use of passengers.
§ Guard to be inch age of the train. Guard shall be in charge of the train in all
matters affecting. Stopping or movement of the train.
§ The Loco Pilot and the guard of the train shall exchange signals with each other
at such times and in such manner as may be prescribed lay special instructions.
§ The Loco Pilot and the guard of a train shall, while running through a station,
look out for and except under special in atrocious, acknowledge the “all right”
signals which the sum and such other staff at the station as may be specified lay
special instructions shall give if the train is proceeding in safe and proper
manner. It the train is not proceeding in a safe and proper manner, the SM or the
other staff shall exhibit stop hand signal on receipt of which the guard and Loco
Pilot of the train will take immediate step to stop the train.
§ Guard and the Loco Pilot of the running train will be responsible to watch any
train parsing on the adjacent track and to attract the defective of the guard and
L/P of the later train lay exhibiting danger hand signal should my condition be
noticed on that train which may endanger safety.
§ In case of train running in the opposite direction, as on double line the CP/ACP
of the train will exchange “all right” signal with the train running in opposite
direction the guard of the train shall exchange “all right” signal with the guard
of the train running in opposite direction.
§ Guard and L/P & ACP of both trains running in opposite direction will watch
and examine each other train.
§ If any thing unusual in deserved danger hand signal will be shown to attract the
attention of the L/P & guard of that train.
§ Guard to keep a good look out during the journey including halts at stations ,
every guard shall keep a good look out and satisfy him self from time to time
that the tail board / Tail Camp are burning brightly & that the train is complete
in every aspect and proceeding in safe and proper manner
§ When a train passes a manned level crossing gate or Gang working on line/ the
guard shall look back to ascertain that every thing is right with his train and no
signal in being exhibited hearing him of a danger of an accident.
§ The guard shall look out on curves and if any during unusual is noticed take
steps to stop the train.
§ Train held up at the first stop signal when a train has, without an apparent cause,
been kept standing at the first stop signal.
§ He will keep the check rails neat and clean and keep the surroundings also neat
& clean.
§ He will not leave the place of his work unless authorized by the SM on duty.
§ For five minutes, the L/P shall sound the prescribed code of whistle to warn the
guard. The guard will apprise the claim man or the SM of the station. He will
check up that the tail guard/tail Lamp in properly exhibited and shall maintain
vigilant attitude in rear of the train after 15 minutes, the guard shall proceed to
protect the train in rear as per Rule 6.03. In the mean time if the signal is taken
off or an authority the L/P will sound the prescribed code of whistle, the guard
will give all right signal and than, the L/P will start the train.
§ ADDITIONAL DUTIES OF THE GUARD WHILE WORKING A TRAIN
(Para 1011of operating manual)
§ Besides the provision of General and Subsidiary Rule 113, the Guard, when
taking over change of a train, shall also be responsible to satisfy himself in
regard to the following, when any defect or deficiency in the train must at once
be brought to the notice of the Station Master and rectified before starting the
train.
§ (a) Goods Trains:-While examining the train, the Guard should walk from Brake
van to the Engine on one side and return to the brake van examining the other
side of the train. In examining the train, he shall pay special attention to the
following.
§
§ (i) That the hand brake of the Brake-van is in working order; the brake block
should be adjusted if they do not act properly;
§ (ii) That brake-van equipment is complete and that the last vehicle has a tail-
board by day or a tail lamp by nigh;
§ (iii) That in case of partly-vacuum train, the prescribed hand brake power is
provide;
§ (iv) that the couplings are properly tightened up and are not loose, and in the
case of screw or chain coupling wagons on the metre Guage and Narrow Guage,
that they are properly coupled and are not likely to uncouple on the run; also that
coupling not in use are attached to the hooks and not allowed to drag on the
ballast;
§ v) that all vacuum hose pipes are connected through out:
§ (vi) that the entries in the Vehicle Guidance tally with the wagons on the train;
§ (vii) that the wagon brakes are ‘off’ and that brakes levers are secured on their
hangers;
§ (viii) that the doors including side and end doors of all the stock, loaded or
empty that open outwards, are properly closed and well secured and cannot
swing out, and the doors of live-stock wagons are properly secured;
§ (ix) that the wagons shown as empty in the Vehicle Guidance are really empty:
§ (x) that fitting and equipment of open trucks are complete and loose fittings such
as, chains, stanchions, ropes, etc., are not hanging loose but are secured from
falling often route as otherwise they are likely to cause accidents;
§ (xi) that in the case of covered loaded wagons; the seal label on each side is
intact, and that the wagons required to be riveted are actually riveted on each
side.
§ (xii) that open wagons loaded with inflammable or damageable goods are
sheeted to protect the goods from sparks or from rain;
§ (xiii) that in the case of open loaded wagons which are sheeted, the sheets and
ropes, if any, are firmly secured, and that the knots on the lashes are sealed, and
the seals are intact. In case open loaded wagons are not sheeted, the Guard shall
see that check lines on the goods are intact;
§ (xiv) that heavy loads are securely fastened and that fastenings on trucks loaded
with girders, machinery, long timber, etc., have not slackened, or the loads
shifted. If the load on any truck has shifted, it must be readjusted, resecured and
the wagon certified fit-to-run by the Train Examiner before the train is allowed
to proceed, failing which the truck must be detached;
§ (xv) that a wagon does not appear to be overloaded or unevenly loaded as can be
judged by visual observation.
§ (xvi) that the train is correctly marshalled (See Chapter VI) and the wagons
which are required to be separated from the Engine, Brake-van, or from each
other, e.g., open wagons loaded with Inflammable goods, petrol, Kerosene and
other Hydro-Carbon Oil wagons, wagons containing Dangerous and Explosive
goods, are attached correctly in accordance with the rules;
(xvii) That the other Railway’s non-pooled wagons and this Railway’s L.T stock are
not wrongly routed:
(xviii) That the total vehicle and tonnage/tonnes load of the train does not exceed the
maximum prescribed for the section and the class of engine working the train;
(xix) That vacuum guage in the Brake-van indicates the required amount of vacuum;
(xx) That everything is all-right in so far as safe running of the train is concerned;
(b) During the course of journey also, the Guard shall inspect such items referred to
above as are necessary and take suitable action;
When a Goods train halts for any length of time at a station, the Guard must patrol the
train, examine loaded wagons, and see that the seals/rivets on covered wagons and
check lines/sheets on open wagons are intact, that the goods have not shifted, and that
the wagon fittings, etc., are not hanging loose, that there is no sign of hot axle and, in
so far as he can see, the train is in a fit state of running.
When wastage of the contents of bags of grain, seeds, etc., is noticed through crevices
of wagon doors and floors, the Guard must immediately bring such case to the notice of
the SM on duty and Railway Protection Force Staff, if available, and take steps to stop
further wastage.
(C) Passenger Trains:- In addition to such items as are given under sub-para (a) and (b)
above which may be relevant to passenger trains, the Guard, while working a passenger
train, shall also see to the following:-
(1)
(i) While taking over charge of a train, he should see that the Brake-van equipment
(para 1003) is complete and that each Brake-van of his train is provided with 2 Fire
extinguishers, that neither of them is empty nor with plunger driven in and that the test
date marked on them is not more than one year old;
(ii) That train and Brake-van lights and fans are in working order;
(iii) That proper charge is taken over of packages, covers, etc., unless as Brakeman is
available for this duty.
(iv) That the window catches and other safety devices fitted in the compartments
reserved for ladies are in perfect working order (deficiencies should be repaired and the
matter reported in the Journal)
(v) That the passenger carriages are thoroughly cleaned and filled with water; and
(vi) That a copy of Reservation list is available when this duty is not specially assigned
to other staff, such as, Train Conductor or Traveling Ticket Examiner on the train.
(i) Look after the safety and comfort of passengers, more particularly, of women and
children, and assist them when getting in and getting out (See also G&SRs 138 & 195);
(iii) Perform generally the duties of a Train Conductor when one is not providing;
(iv) Make it a practice of walking along his train at stations to see if passengers want
any assistance or information and keep a careful look out for irregularities of any kind
especially at night and near ladies compartments
(v) Before a train begins a night journey, ensure that the safety bolts provided on the
inside of windows and doors of upper class carriages are in working order.
(vi) Keep closed the doors, windows and Venetians of all carriages running empty;
(vii) In case of trains where there are no dining cars, ascertain requirement of meals
from passengers and arrange from the next station when Refreshment Rooms are
provided.
(viii) On those trains on which Train Conductors are not provided, wake up upper class
passengers, if requested to do so; and
(ix) see, in so far as possible, that there is no irregular of unauthorized travel by trains in
contravention of any rules in force; for example, persons suffering from contagious or
infections diseases, or prisoners and insane persons traveling in unreserved
compartments, or make passengers traveling in ladies compartments or persons
traveling on footboards, etc. All infringement of rules by passengers should be brought
to the notice of the Station Master and reported in the journal.
(d) General
(1) Guards must not permit anyone to travel in the Brake-van without a proper
authority.
(2) Fire arms must not be carried in Brake-vans except under special instructions.
(3) Guards must not carry any merchandise including spirituous or fermented liquor, or
any other intoxicating substances in their Brake –vans.
(4) On the Metre Gauge coaches where the door open outwards, the door-catches fitted
to the lower part of the doors must be fastened, as far as possible, by the station staff.
§ (v) Maintaining running diary in which all events affecting the running of trains
and the movement of traffic shall be recorded.
§ (vi) Maintaining the register of Signals and points failures.
§ (vii) Receiving “ Leave Room” messages from stations for the packages and
wagons and arranging their clearance.
§ (viii) Ensuring that the stock orders passed by the Deputy Controller/Chief
Controller are promptly complied with.
§ (ix) Taking yard stock position from stations on his jurisdiction at the appointed
time.
§ (x) Recording all particulars of trains, viz., engine number, load, driver’s name,
as also the details of detention to the trains at the various station on the Control
chart.
§ (xi) Recording special events affecting train working in the remarks column on
the Control chart, separately for the passenger and Goods trains and also
miscellaneous events.
§ (xii) Expeditiously receiving and passing IN and OUT load reports of trains
from and to the Terminal yards.
§ (xiii) Intimating the work to be done by each train at the stations well in advance
in detail as under:-
§ Detach 4 loaded, 10th from engine last wagon No. 20802 S.E Attach 3 loaded
South after 10th from engine.
§ Out 23 packages, i.e., 14 from van No. 30121 ER 9 from van No. 2022 CR in
centre.
§ In 12 pkgs. In van No. 20212 eight from BVG.
§ (xiv) maintaining the various books and registers as prescribed from time to
time.
The control Office is situated in every Division which is headed by the Chief
Controller. The main object of the control office is to control the movement of traffic
on the Division and have liaison with the adjoining Divisions and Railways in order to
achieve cohesion in working so as to avoid delay to trains and traffic. Control over the
movement of trains and traffic over a section of Railway is exercised round the clock
under the supervision of Dy.Chief Controller.
§ The General Operating control on a section consist of..
§ (i) Traffic Control
§ (ii) Train Control
§ (iii) Power Control
§ In case of accident control office plays the main roll in handling the situation at
the site of accident to restore the normalcy.
STATION WORKING RULES
CHAPTER XIX OF OPERATING MANUAL
§ The detailed instructions regarding SWR are given in the Chapter XIX of
Operating Manual which should be followed.
§ The SWR of the station is made in conformity of the G &SR, looking to the
specialty or abnormality of that station.
§ All conditions and procedures for working at that station are given in the SWR.
§ The SWR is prepared by the Sr.DOM and Sr.DSTE of the divisions.
§ An assurance register is maintained at every station. All staff posted to work at
station are supposed to sign the assurance register in assurance of having read
and understood the SWRs.
§ A register of correction slips is to be maintained at the station time to time
correction slips are issued for the SWR.
§ VTO is nominated in the SWR. When VTO is not visible to the SM he should
act in accordance with G&SR 3.61.
SAFETY 5
SYSTEM OF WORKING
7.01…SYSTEM OF WORKING.
A. Station Sections.
Under unitary control of concerned Station Master.
B. Block Section.
Under dual control of both adjoining concerned Station Masters.
Block Section : Portion of running line between two stations where no running train
can enter until line clear is obtained from next Station
.
No train may enter in to block section with out mutual agreement and operation
between both the concerned .
TO ENSURE SAME !
i) On double line
the line is clear , not only up to the first stop signal at the block station at which
such line clear is given , but also for an adequate distance??? beyond it.
ESSENTIALS : -
L/C may not be granted unless…
BLOCK INSTRUMENTS
TRACK CIRCUITS
AXLE COUNTERS
TELEPHONES ATTACHED TO B/Ints
STATION TO STATION FIXED TELEPHONES
FIXED TELEPHONES ( RLY.AUTO/BSNL)
CONTROL TELEPHONE VHF SETS
Condition for Granting Line Clear A- class Station On single or double line,
the line shall not be considered cleared and line clear shall not be given unless :-
1. The whole of the last preceding train has arrived complete.
2. All signals have been put back to “ ON” behind the said train.
3. The line on which it is intended to receive the incoming train is clear up to the
starter.
4. All points have been correctly set and all facing points have been locked for the
admission of the train on the said line
B – Class Station
2.On Single Line (L/Q)
B – Class Station
- the outer signal and outermost facing points in two aspect signaling and (400
+ 180 meter)
- between Home signal and outermost facing points in Multiple aspect signaling ,
MLQ signaling ,(180 + 120 meter) is not less than the sum total of the adequate
distance required for giving Line clear and also to take off the Home Signal.
[Block Overlap ( 400 m. in L/Q and 180 m. in MAS/MLQ Signaling ) and
Signal Overlap (180 m. in L/Q and 120 m. in MAS/MLQ Signaling )
C- Class Station
(Conditions for granting Line Clear) On Single or Double line in Two aspect ,
multiple aspect or MLQ signaling, the line shall not be considered clear and line
clear shall not be given , unless:
A. the whole of the last preceding train has passed complete at least 400 meters
(Block overlap) beyond the Home Signal and is continuing its journey
B. All signals taken “ OFF ”for the preceding train , have been put back to ON
behind the said train”, provided that on single line , the line is also clear of trains
running in the opposite direction towards the block hut from the block station at the
other end .
SHUNTING STAGES
B class station –
- When line clear has been given, no obstruction shall be permitted out side the
station section but shunting within the station section may go on continuously,
provided the necessary signals are kept at “ON ”
- When signals have been taken off for an approaching train on a line which is not
isolated , no shunting movement shall be carried on towards the points over which
the incoming train will pass.
Obstruction – Double line
In Block Section….
a) When L/C has been given, no obstruction shall be permitted in the block section
in rear.
b) Shunting or obstruction for any other purpose shall not be permitted in the block
section in rear unless it is clear and is block backed.
c) Shunting or obstruction for any other purpose shall not be permitted in the block
section in advance unless it is clear and is block for warded.
Provided that when block section in advance is occupied by a train traveling 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
trains and gradients on the section , and - as soon as the 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
Obstruction-Single line
A Class Station….
When the L/C has been given, no obstruction shall be permitted out side the
Home signal or on the line on which it is intended to admit the train.
Obstruction-Single line
A- class station ( in the block section ) The block section shall not be obstructed
for shunting purposes, unless- or
B. The block section is blocked back, or,
C. If occupied by a train traveling away from the block station. At which the
shunting is to be performed under special , Instruction subject to speed, gradients
and brake power.
D. The driver or other person in charge of the shunting operations has received
distinct orders from the station.
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
The line outside the station section and up to the outer signal shall not be
obstructed…….
unless a railway Servant specially appointed in this behalf by SM, in charge of
the operations 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 signal are at” ON” position, or
b. If an approaching train has arrived at the outer signal , the SM has personally
satisfied himself that the train has been brought to a dead stand at the signal;
provided the line shall not be obstructed under clause ”b” in thick, foggy
,tempestuous weather impairing visibility, or in any case unless authorized by
special. Instruction
OBSTRUCTION…
( In Multi Aspect Signaling territory.
Out side Station Section.
A. The line out side the station section and up to the first stop signal shall not be
obstructed unless a Railway servant specially Appointed in this behalf by SM 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.
B. Out side the first stop signal. The line out side the first stop signal Shall not be
obstructed unless the line has been block backed.
a) 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. T/806 – Shunting Order
Essentials..
• A. Double Line
– The line shall be provided with continuous track circuiting or with axle
counters.
– The line between two adjacent block stations may, when required, be
divided into a series of automatic block signaling 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
- The track circuits or axle counters shall so control the Stop signal
governing the entry into an automatic block signaling section that –
-
– (i) the signal shall not assume an 'off' aspect unless the line is clear not
only up to the next Stop signal in advance but also for an adequate
distance beyond it, and
– Unless otherwise directed by approved special instructions, the adequate
distance shall not be less than 120 metres.
– ii ) the signal is automatically placed to 'on' as soon as it is passed by the
train.
–
Duties of Driver and Guard
When a Driver finds an Automatic Stop signal with an 'A' marker at 'on', he shall bring
his train to a stop in the rear of the signal.
- 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',
- 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.
- The Guard shall show a Stop hand signal towards the rear when the train has
been so stopped at an Automatic Stop signal,
- 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…
- Driver shall proceed at a very slow speed, (not > 8 kmph).
- Driver, when not accompanied by a Fireman or an Assistant Driver, may seek
the assistance of the Guard by giving the prescribed code of whistle
- When called by the Driver, the Guard shall accompany him on the engine cab,
before he moves forward, to assist the Driver in keeping a sharp look-out.
- The Driver shall proceed with great caution until the next Stop signal is reached.
- Even if this signal is 'off', the Driver shall continue to look out for any possible
obstruction short of the same.
- He shall proceed cautiously up to that signal and shall act upon its indication
only after he has reached it.
B) Single Line Essentials..
- In addition to basic provisions as in case of double line following procedure
will also be adopted..
- The direction of the traffic shall be established only after Line Clear has
been obtained from the block station in advance,
- . A train shall be started from one block station to another only after the
direction of traffic has been established,
- 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 up to the first Stop signal but
also for an adequate distance beyond it,
- 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,
- 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 up to 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,
- All Stop signals against the direction of traffic shall be at “ON”
On single line
Minimum equipment of fixed signals in Automatic Block territory …
One or more additional Automatic Stop signals, as are considered necessary, in between
block stations, may be provided.
In addition, such other fixed signals as may be necessary for the safe working of trains
may be provided.
On single line
Conditions for taking 'off' Manual Stop signals in Automatic Block territory…
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 up to the Starter but
also for an adequate distance beyond it. (adequate distance, not less than 120 metres )
- 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 up to the next Automatic Stop signal, or
- When the next Stop signal is a Manual Stop signal for an adequate distance
beyond it,
- 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… Driver shall proceed at a very slow speed, (not > 8 kmph).
- When called by the Driver, the Guard shall accompany him on the
engine cab, before he moves forward, to assist the Driver in keeping a
sharp look-out.
- Person in charge of working trains on Automatic Block System on
single line
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.
SAFETY 6
ABNORMAL CONDITIONS
Caution Order
• Whenever, in consequence of the line being under repair or for any other reason,
special precaution are necessary, a Caution Order detailing the
– Section with kilometers between which such precautions are necessary,
– the reasons for taking such precautions,
– the speed at which a train shall travel and
– any other instruction as if required.
Caution order with seal of station and legible signature of SM on duty, will be
issued to the Driver & Guard under their acknowledgement on the record copy.
Shall be handed over to the Driver 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. ( nominated, NOTICE STATION)
when fixed signals are provided at an adequate distance short of such place and
have been notified to the running staff concerned.
(PERMANENT SPEED RESTRICTION OR PSR)
Caution order shall be on white paper, with green font and signed in full.
As a temporary measure, the caution order may on white paper with a green band
running diagonally across the form.
Types..
- Every train shall be run on each section of the railway within the limits of speed
sanctioned for that section by approved special instructions.
- The sectional speed sanctioned and permanent speed restrictions shall be shown
in the Working Time Table.
- The Driver Shall regulate and control the running of the train according to the
Working Time Table,
so as to avoid either excessive speed or loss of time, and
not make up between any two stations more time than is allowed
in this behalf in the WTT , and shall also observe all speed
restrictions.
(MINIMUM RUNNIG TIME)
Different speeds….
- Sectional Speed, common for all trains.
- Booked Speed, for individual train. (Normal Running Time.)
- Maximum permissible speed, for individual train, In case of late running,
only.(Minimum Running Time.)
- Time Recovery , to recover late running.
[ Maximum permissible speed(MRT) - Booked Speed(NRT).]
(Since July 06. Only uniform speed in force, Maximum permissible speed withdrawn.)
Engine pushing
When the Station Master is unable to see the visibility test Object (VTO) provided at
180 meters from the center of the station on either side, he will place detonators as
shown below.
GR. 3.62
PLACING OF DETONATORS IN CASE OF OBSTRUCTION
The detonators as stated in GR 3.62 (1) shall be placed at 500 meters and 1000
meters respectively on those routes of the meter Gauge where high speed trains
run..
SR 3.62 (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 another other rail on the side of Assistant Loco Pilot.
GUARD….
The primary duty of the Guard shall be to protect or depute a competent railway
servant to protect the obstruction on the adjacent line or lines on which trains run in
the direction of the affected train unless it is quite apparent and clear that such
adjacent line or lines are not obstructed.
PROTECTION
DRIVER.
Similarly, the primary duty of the Driver shall be to protect the obstruction on the
adjacent line or lines on which trains run in the direction opposite to that of the
affected trains.
After the obstruction on the adjacent line or lines has been protected, or when it has
been ascertained that the adjacent line or lines is or are not obstructed, the line on
which the train has stopped shall then be protected both in the rear and the front and
If subsequently the adjacent line or 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.
The Guard shall either himself go back or send a competent person back to protect
the train, if the Guard has deputed a competent railway servant to protect the train,
he shall go to the Driver for consultation.
The person going to protect the train shall continuously show the Stop hand
signal to stop any approaching train, and in addition to his hand signals, shall
take detonators and place them upon the line on which the stoppage has
occurred, as follows …
On the broad gauge place detonators; 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.
If a person other than the Guard has gone to protect the train, he shall continue
to show the Stop hand signal to stop any approaching train until he is recalled.
When the Guard has himself gone to protect the train , he shall depute a
competent railway servant , if available , to show a Stop hand signal to stop any
approaching train until he is recalled, and shall himself return to his train to
ascertain the cause.
Unless the Guard has succeeded in getting another railway servant to show Stop
hand signal he shall after consultation with the Driver ,
- once again will return to the place at which he placed three detonators showing
the Stop hand signal to any approaching train and continue to do so until he is
recalled.
When the Guard or the railway servant deputed by him is recalled, he shall leave
the three detonators and on his way back pick up the intermediate detonator.
On a single line section or during temporary single line working on a section of
double or multiple lines, or
On a section of double or multiple lines, if assistance has been asked for,
the Driver shall at once show a Stop hand signal to the front, and proceed to
protect the train either by going himself or by sending his Fireman or some other
competent railway servant.
In case of a train without a Guard, the duties of the Guard, as laid down in this
rule, shall devolve on the Driver or on a railway servant deputed by him.
If the stoppage is on account of accident, failure, or obstruction and the train cannot
proceed, the Driver shall sound the prescribed code of whistle, and the train shall be
protected immediately as per GR 6.03 except that for the protection of the occupied
line one detonator shall be placed at 90 meters from the train on the way out and
similarly two detonators, 10 meters apart, not less than 180 meters from the train or
at such distances as has been fixed by special instructions.
The station Master must not permit S&T staff to take over S&T gears (Points
and Signals) for repair unless proper disconnection notice has been served by
the S&T Official to the SM. After repair the proper reconnection notice must be
served by the S&T Official after testing the said gear for normal working by the
SM.
The proper reconnection notice will be served on Form NO. S&T(T/351).
LEVEL CROSSING…
ART ……
Out For Deep. Total
During night -- 30 15 45
During day -- 15 15 30
ARME……….