chapter 4 as 18

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G&SR 2020 Chapter IV – Working of Trains Generally
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.
S.R.4.01.1.The control office should advise the standard time by a general call to all stations
on controlled sections at 16.00 hours daily.
S.R.4.01.2.All Station Masters should correct the time at 16.00 hours and make an entry in
the TSR.
S.R.4.01.3 At all class ‘D’ stations where there is no telephone connection either with the
adjacent stations or Control, the clerks-in-charge shall check their station clocks daily with
the time of Guard of the first stopping train for the day.
4.02. Adherence to advertised time.—

No passenger train or mixed train shall be dispatched 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.
S.R.4.03. In token of complying with G.R. 4.03, Guard shall enter the time in ‘Combined
Train Report’ (CTR).
4.04. Time of attendance for train crew.—

Every Guard, Loco Pilot and Assistant Loco Pilot shall be in attendance for
duty at such place and at such time as may be prescribed by special
instructions.
S.R.4.04. Loco Pilots, Assistant Loco Pilots, Guards and Assistant Guards should report for
duty at such times before the scheduled departure of the trains as the DRM may prescribe
from time to time.
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.
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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 Train
Examiner.
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 special
instructions. (Item no. 2 of AS-6 dt. 03.01.2023)
(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 sectional speed
except when either one speedometer 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 train shall be
reduced by 10 % from the speed otherwise permissible.
(2) The Loco Pilot shall.—
(a) 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
(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.4.08.1.1. All Passenger carrying trains should run at Maximum Permissible Speed even
under normal circumstances, i.e., even when the trains are not running late, subject to
observance of permanent / temporary speed restrictions in force.
SR.4.08.1.2. All Railway Officers and Inspectors who are concerned with running of trains
and maintenance of the track, as well as Guards, shall from time to time check the speed of
trains to ensure that Loco Pilots do not exceed the maximum permissible speed limits
prescribed for the track or class of locomotive or any lower speed that may be laid down
either in the rules or in the permanent or temporary speed restrictions. If it is found that the
authorized speed has been exceeded, they should inform the Loco Pilot at the next stop and
submit a report immediately to the DOM and DME/DEE.
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S.R. 4.08.2.1: In case both the speedometers of Diesel Loco or one speedometer of
Electrical Loco are found defective at crew changing points, the train should not be worked
till the speedometers are attended to or Loco to be changed, in case it is not feasible to
attend the defective speedometers at that crew changing point.
S.R. 4.08.2.2: In case both the speedometers of Diesel Loco or one speedometer of
Electrical Loco are found defective during the run, the train should be run with 10% reduction
in maximum permissible speed of the train. In this case as soon as the defective
speedometers are noticed, message should be given by the LP to the nearest power
controller for arranging attention to the defective speedometer or change of Loco at the next
crew changing point or earlier, as the case may be.
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 kilometers between which such precautions are
necessary, the reasons 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 top of the form in bold letters of
appropriate font size to draw attention distinctly and signed in full.
(SeeAppendix-I for Special Instructions)
4.10. Limits of speed over facing points.—

(1) The speed of trains over non-interlocked facing points shall not
exceed 30 kilometres an hour in any circumstances and the speed
over turn-outs and crossovers shall not exceed its permissible speed
or 30 kilometres an hour whichever is less, unless otherwise
prescribed by approved special instructions, which may permit a
higher speed.
(2) Subject to the provisions of sub-rule (1), a train may run over
interlocked facing points at such speed as may be permitted by the
standard of interlocking.
S.R.4.10.1. The speed over the turnouts having 1:8.5 straight switch should be restricted to
10 kmph for passenger carrying trains and 15 kmph for goods trains. However, on 1:8.5
turn-outs provided with curved switches of 52 / 60 kg rails on PSC sleepers, the maximum
speed permissible over such turn-outs should be 15 kmph, both for passenger carrying trains
and goods trains. Requisite speed restriction boards, depending upon the type of turn-outs,
should be provided at suitable locations for the guidance of Loco Pilots.
S.R.4.10.2. In case of 1:8.5 symmetrical split with curved switches 52/60 kg including TWS
(Thick Web Switch) on PSC sleepers, a maximum speed of 30 kmph is permitted under
Approved Special instructions.
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S.R.4.10.3. The speed over non-interlocked points can be raised to 30 kilometres per hour
subject to the compliance of the following conditions:
1. Clamping and padlocking of the points by using suitable clamps;
2. Integrity of point shall be checked by Operating Staff as per extant practice
adopted during NI; (Item no. 1 of AS-4 dt. 18.10.2022).
3. Physical verification of track shall be done by Station Master physically;
4. Necessary safety directions should be incorporated in temporary working
instructions for non-interlocking at maximum speed of 30 KMPH with suitable
infrastructural support as deemed necessary by the Zonal Railway. (Item no. 2 of
AS-4 dt. 18.10.2022).
Note: (a) No separate temporary panel is needed and only free home signal shall be given.
(b) Necessary safety directions and suitable infrastructural support recommended
vide SR 4.10.3.4 have been incorporated in Appendix-III, which contains
instructions for Non-interlocked working. (Item no. 3 of AS-4 dt. 18.10.2022).
4.11. Limits of speed while running through stations.––

(1) No train shall run through an interlocked station at a speed exceeding
50 Kilometers 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 a 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.
4.12. Engine pushing.—
(1) No engine or self-propelled vehicle shall push any train outside
station limits, except in accordance with special instructions and at a
speed not exceeding 25 kilometres an hour:
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 beingcoupled 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 kilometers an hour.
(2) For movement of trains outside 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 vehicle of such trains shall be equipped with the prescribed
head light and marker lights except in case of emergency.
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(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 tail board or a tail lamp.
S.R. 4.12.1.1 No engine may push a passenger carrying train outside station limits except
under the following circumstances:
(i) When a train meets with an accident or in emergency, working of relief trains,
transshipping of passengers etc.
(ii) If it is not possible for the train to proceed further due to floods, breaches,
landslides etc.
(iii) To pick up an injured passenger or a person knocked down by the train, if
considered necessary.
S.R. 4.12.1.2 No engine shall push a train other than passenger carrying train outside station
limits except under the following circumstances:
(i) In connection with the working of ‘Material Train’ in accordance with the G.R.
4.62 and Subsidiary Rules there under.
(ii) Inability of engine to haul the load.
(iii) Line obstructed and trains required working to and from the point of
obstruction.
(iv) When a train meets with an accident or in emergency working of relief trains,
(v) If it is not possible for the train to proceed further due to floods, breaches,
landslides etc.
S.R. 4.12.2. Once a train enters a block section, normally it should not be pushed back.
However, in the circumstances mentioned above, the Guard in consultation with the Loco
Pilot can decide to push back the train after the following precautions are taken:
S.R. 4.12.2.1. The Guard/Loco Pilot shall contact Station Master/SCOR/TPC telephonically
and obtain permission to push back. Such permission shall be given only by Station Master
of station in rear, supported by a Private Number. This is not applicable for SR 4.12.1.1 (iii).
S.R.4.12.2.2.1. If Guard/Loco Pilot could not contact Station Masters/SCOR/TPC
telephonically, the Guard/Assistant Loco Pilot shall walk to the nearest station. Station
Master of the station shall then issue a Caution Order permitting pushing back. Station
Master of station in advance shall issue Caution Order only after obtaining permission,
supported by a Private Number, from Station Master of station in rear. This permission shall
be given only after ensuring the level crossing gates, if any, are closed against the road
traffic. This is not applicable for Rule No.4.12.1.1 (iii).
S.R. 4.12.2.2.2 The Guard shall ascertain that the level crossing gates are locked and the
hand signals are displayed by the Gateman before proceeding further. The Guard shall be
responsible for taking all precautions to warn passengers that the train is being pushed back
to the station to prevent accidents to the passengers in the carriages.
S.R. 4.12.2.3 The Guard of the pushing train shall travel in the leading vehicle if it is fitted
with a vacuum/air brake valve or hand brake. If the leading vehicle is not so fitted, the Guard
shall travel in the nearest vehicle thereto which is so fitted. The speed of the train when
theGuard is travelling in the leading vehicle shall not exceed 25 KMPH and, in any other
vehicle, 8 KMPH.
S.R. 4.12.2.4 The Guard of a pushing train shall keep a sharp lookout while passing through
tunnels, bridges, and cuttings and continuously exhibit PHS to the Loco Pilot.
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S.R. 4.12.2.4.1 The absence of PHS may be due to an obstruction and the Loco Pilot shall
stop the train at once.
S.R. 4.12.2.4.2. The Guard shall also continuously whistle to warn the Gangmen, Patrolmen/
Security Patrolmen, OHE staff, Telecom staff and any other staff on the way to make them
aware about the pushing back of train and to stand clear of the track.
S.R.4.12.2.4.3. The Loco Pilot shall continuously whistle and keep a sharp lookout,
especially in the direction, in which the train is running and be prepared to stop the train short
of any obstruction.
S.R. 4.12.3. While pushing back the goods train running without Guard, such of the duties of
the Guard as can be performed shall devolve on the Assistant Loco Pilot.
S.R. 4.12.4. While pushing back the goods train without brake van, the Guard shall walk by
the side of the track in rear of the last vehicle of the train exhibiting PHS continuously to the
Loco Pilot. The Loco Pilot shall observe walking speed on this occasion.
S.R. 4.12.5. When a train is being pushed back, it can received by taking ‘off’ reception
signals on single line. On double line, the train can be received by issuing pilot - in memo
after setting, clamping and padlocking of relevant points.
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 special
instructions.
(2) In cases 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 speedometer.—

(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 headlight 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
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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 special instructions.
(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 and
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.
S.R.4.14.1.If the electric head light becomes defective en-route 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 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 SCOR if
any.
S.R.4.14.2.1. Before leaving the loco shed, the Loco Pilot of a train shall ensure that he has
the head light on his engine effective.
S.R.4.14.2.2. The electric head light Fitter on duty at the Loco shed will be responsible for
certifying in the register maintained for the purpose that the electric head light equipment is in
proper working order and the electric head light is provided with a bulb of not less than 250
watts power.
S.R.4.14.2.3. The Loco Pilot shall also test the electric head light and satisfy himself that it
produces sufficient illumination to enable him to see ahead clearly for a distance of 250
metres or more.
S.R.4.14.2.4. When there is no electric head light Fitter on duty, the Loco Pilot’s test as
prescribed above, shall determine whether the electric head light is effective.
S.R.4.14.3. If the engine has neither a head light nor marker lights and the train is running
through, the Station Master shall send the stop and examine train signal to the station in
advance advising the Station Master on the block or control telephone. The Station Master of
the other station on receipt of this information will stop the train and find out the reason for
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the head light and marker lights not burning and instruct the Loco Pilot to switch on the
electric head light and marker lights. If the train is scheduled to stop at the station, the same
procedure shall be followed by the Station Master before starting the train.
S.R.4.14.4. The electric head light on the engine shall also be dimmed in the following cases:
1. When it is necessary to avoid running into the dazzled cattle, and
2. To pick up the light indication of a Distant/Warner, Outer/Home or Gate signal.
S.R.4.14.5. In case of Speedometer/Recorder becoming defective during therun, instructions
laid down in S.R. 4.08.2.2 to be followed.
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, save 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 side lights 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.
S.R.4.15.1. At night, when a train is waiting at a station to give precedence to another train in
the same direction, the Guard of the train shall, before the following train is admitted into the
station, change the side light adjacent to the line on which the following train is to be
admitted to show white towards the rear of the train and red towards the engine, the other
side light being left in its normal position i.e., showing red towards the rear and white towards
the engine. After the following train has been admitted into the station, the Guard shall
immediately put back the side light to its normal position.
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S.R.4.15.2. When vehicles are attached behind the rear brake-van of a train in accordance
with S.R. 4.24—
1. The Guard shall ensure at night or in thick, foggy or tempestuous weather that
the tail light of the brake-van is extinguished and instead the tail light, if any is
lighted on the rear most vehicle.
2. If the rearmost vehicle is provided with the side lights or brackets therefore, the
side lights shall be lighted on this vehicle, the side lights of the brake-van being
extinguished.
3. If there is no provision for side lights on the rearmost vehicle, the side lights, if
any, on the nearest vehicle thereto shall be lighted, the side lights of the brake-
van being extinguished.
4. If there is no provision for side lights on any of the vehicles attached in rear of
the rear brake-van, the side lights of the brake-van shall be used.
S.R.4.15.3. When an Inspection or Officer’s carriage is attached in rear of a train in
accordance with S.R. 4.24, the carriage so attached shall be provided with side and tail lights
and the Guard shall ensure, that the side and tail lights of the brake-van are extinguished
and those on the last carriage are lighted.
S.R.4.15.4. The provision of side lights on goods trains and EMUs may be dispensed with.
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) by night, as well as in thick, foggy or tempestuous weather
impairing visibility during day, a red tail lamp of approved design
displaying 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 sidings when working in a block section or in the colliery
sidings 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 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 certifies that he has left no
vehicle obstructing the block section in which he has been working.
(3) In emergencies only, and under special instructions in each case, a
red flag may be used in lieu of a tail board or an unlit tail lamp.
S.R.4.16.1. The last vehicle of a train shall be indicated by placing a tail board by day and a
tail lamp by night or in thick, foggy or tempestuous weather impairing visibility.
S.R.4.16.2. When an assisting engine is attached in rear of a train, the tail board or tail lamp
shall be removed from the last vehicle and fixed behind the assisting engine.
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S.R.4.16.3.The built in red light of SLR/Inspection carriage should be switched off when
another vehicle is attached in rear of such SLR/Inspection carriage. It will be the duty of the
Guard to ensure that tail lamp/tail board is affixed only in the rear of the last vehicle.
S.R.4.16.4. A light engine moving in a block section shall have marker lights on, showing red
indication in the rear, during day or night. If two or more engines are moving
coupledtogether, the rear most engine should have marker lights on, showing red indication
in the rear, during day or night.
S.R.4.16.5.1. In case of EMU/MEMU/MMTS/DHMU/DMU trains, a red ‘X’ mark on white
background on metal flap is provided on either end of formation. The last vehicle of the train
is indicated during day by the exhibition of this red ‘X’ mark. To exhibit this red ‘X’ mark, the
metal flap has to be kept in open position when the vehicle is worked as last vehicle and it
should be kept in closed position when the vehicle is not worked as last vehicle.
S.R.4.16.5.2. In the same way, the flashing red light of the built-in tail lamp is the last vehicle
indication during night. Guard shall switch it ‘on’ when the train starts and switch it ‘off’ when
the train terminates.
S.R.4.16.5.3. In case of obstruction on track, Guard must exhibit a red flashing hand signal
lamp at night or a red flag during day.
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 conforming 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.
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S.R.4.17.1. For detailed procedure see Block Working Manual.
S.R.4.17.2.On single line/double line/twin single line/multiple line sections when a Station
Master observes that a train has passed without tail lamp/tail board, should send train
passed without tail board/tail lamp (bell code) signal to station in advance and ‘train divided
signal’ to station in rear and shall not close the block section. He shall also take the following
precautions to avoid any possible collision in mid-section.
1 Stop all trains from entering the said block section on adjacent line/lines by
putting back all dispatch signals to ‘on’ and/or by showing Stop hand signal and
alert the crew by placing detonators.
2 Issue a Caution Order to the Loco Pilot and Guard advising the circumstances
and to proceed cautiously and be prepared to stop short of any obstruction.
3 Advise the Station Master of the station in rear to issue a similar Caution Order
to the train which may enter block section on adjacent line/lines from the other
end.
4 In case if a train has already entered block section on adjacent line/lines, the
Station Master shall–
(i) advise the Gateman in section to stop the train and inform Loco Pilot and
Guard of the circumstances and/or
(ii) keep IBS, if any at ‘on’ and advise Loco Pilot of the circumstances when he
contacts on IB phone and
(iii) inform TPC in case of electrified section to switch off OHE power supply
and advise Loco Pilot of the circumstances when he contacts on
emergency phone.
Note: However, at those stations where block proving axle counters or continuous track
circuiting between block stations and complete station section, excluding non-running lines of
the receiving station, is provided and is functioning and there is a clear indication of
clearance of block section as well as complete arrival of train, the divided train bell codes
signal i.e. 6 pause 3 need not be given to the station in rear and SM shall not withhold
closing of block section in rear, and the precautions mentioned above under 2.1. to 2.4.3.
need not be observed.
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 special
instructions.
(3) If a Railway Administration is satisfied that mischievous use of the
means of communication referred to in sub-rule (1) is prevalent, it
may, notwithstanding anything 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.
101
(4) A goods vehicle in which passengers are carried is not a “passenger
carriage” within the meaning of this rule.
S.R.4.18.1. Whenever the automatic vacuum brake is applied, the Loco Pilot shall bring the
train to a stand clear of tunnels, bridges, viaducts, cuttings, catch siding points or other
unsuitable place of a similar nature.
S.R.4.18.2.The Guard shall promptly act according to the circumstance of case. If the chain
had been pulled for mischief or for insufficient cause, the Guard shall question the occupants
of the carriage and try to find out the name and address of the person who used it. He shall
also take the names and addresses of the other persons in the compartment and report the
matter at the next important station where the train is booked to stop. The Guard shall record
the fact in the CTR and also send a special report to the DRM with full details of the use of
communication, the name of the passenger, tickets held by him etc.
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).
S.R.4.19.1.1.The Guard while working a passenger carrying train shall be in possession of
the following personal equipment.
102
Replacement page no. 103 for AS-18
1 Hand signal lamp 11 Working Time Table

2 Hand signal flags (Green - 1; Red - 2) 12 Guard’s Certificate Book
3 Tail lamp/Flashing tail lamp 13 Rough Journal Book
4 Copy of SCR G&SR (Item no.1 of I of
Tail Board 14
AS-1 dt. 19.04.2021)
5 First aid box 15 Whistle
6 Detonators - 10 16 Spectacles, if required
7 Washers – 3 17 CBC operating Handle key
Padlocks - 4 (50 mm - 2 and 35 mm-
8 2) 18 Private number book(s)
9 Chain for securing the box Universal key for opening and closing
19
Guard's compartment of SLR
10 Reference books & Stationery - -
S.R. 4.19.1.2. Equipment of Guards working freight trains: In addition to the list given for
Guards working passenger carrying trains, the following shall be included.
1 Book of T/609 forms 3 BP Pressure Gauge with Adapter

2 Vacuum Gauge 4 FP Pressure Gauge with Adapter.
However, First Aid Box and Guard Certificate are excluded.

S.R. 4.19.2. Items of personal equipment and stores for Loco Pilots:
1 Hand signal lamp 6 Working Time table
Copy of SCR G&SR (Item no.1 of I of
2 Hand signal flags (Green-1; Red -2) 7
AS-1 dt. 19.04.2021)
One electric head light bulb and one cab
3 Detonators – 10 8
light bulb
4 Washers – 5 9 Spectacles, if required
Rough journal book, reference books
5 10 CBC operating handle key
and stationery
S.R. 4.19.2.1. Assistant Loco-pilot shall be in possession of the following personal equipment
along with a hand bag to carry the equipment issued to Assistant Loco-Pilot, while working a
train (Unified SR):
1 Tri-Colour Torch; 3 Hammer-cum-Screw Driver
2 Red & Green flags 4 Working Time Table.
S.R. 4.19.3. Each Guard (with him/her or in Guard Van ) and Loco Pilot (with him/her or in
Loco) while on duty with his/her train, shall have a copy (in hard or in electronic form) of
these rules or relevant portions thereof, as supplied to him/her under SR 2.01 (a) and a copy
(in hard or electronic form) of the Working Time Table and the all correction slips and
appendices, if any, in force on that section of the Railway over which the train is to run. (Item
no.3 of II of AS-1 dt. 19.04.2021)
103
Replacement page no. 104 for AS-18
S.R. 4.19.4. Brake-van equipment in Coaching Trains originating in South Central Railway
should be provided as given below:-
S.R. 4.19.4.1. Loading of Brake-van Equipment
(i) The BV Equipment would be loaded at the platform of the primary maintenance
station in both SLRs (i.e. Front and Rear SLR), or in some trains three SLRs (i.e.,
Front, Centre and Rear SLRs) inside a cupboard / cabinet which shall be locked
with One-Time Lock (OTL) and sealed jointly by the SE/JE-C&W and Dy.SS.
(ii) In case of EMU/MEMU, the brake van equipment shall be loaded in Low Tension
Compartment in the Motor Coach. In case of DEMU/DHMU, the space available in
Driving Trailer Cab shall be utilized for loading the brakevan equipment.
(iii) All two / three SLRs shall be checked in the return direction at the platform jointly
by the SE/JE-C&W and Dy.SS of destination station.
(iv) The following in-charges mentioned against item shall arrange for initial loading of
BV Equipment in working condition in the dedicated cabinet provided in the SLR.
Dy.SS should co-ordinate loading in two / three SLRs on the platform.
Items
No. Maintained/Supplied by
Portable Control Telephone 2/4 wire type
a 1 set SE/JE-Tele
as required.
b Portable Train lighting equipment 1 set SE/JE-TL
c Fire extinguisher (DCP type) 2 Nos. SE/JE-C&W
d Wooden Wedges/Skids 2 Nos. SE/JE-C&W
e Stretcher in good condition 1 No. Dy.SS
*f Rope ladders with suitable hooks (AS-18) 2 No. JE(C&W)
(Minimum)
(v) After full complement of BV equipment is loaded, SE/JE-C&W shall provide

OTL and cover it with rexene pouch, tie with necessary tape/cord and seal
the same.
(vi) The SE/JE-C&W of train-originating station shall also keep one spare OTL
in unlocked condition in the cabinet for use by the Guard enroute,
whenever required.
(vii) After initial loading and sealing is done, SLRs, shall be continuously
monitored on each and every trip both outgoing and incoming rakes by
SE/JE-C&W at the Platform and maintain record of the BV Equipment
available in the SLRs.
S.R. 4.19.4.2. Painting of details inside SLRs and securing:
(i) On the cabinet containing the BV Equipment are loaded, painting/sticker
shall be provided, indicating SLR No., details of BV Equipment with serial
number and due date of testing.
(ii) Instructions to Guards on usage of OTL should also be painted or pasted
in the form of sticker.
(iii) Cabinet containing BV Equipment shall be provided with clamping/locking
arrangement to facilitate locking with the use of the OTL.
(iv) Wire mesh/weld mesh shall also to be provided to see the availability of
BV Equipment, to facilitate at the time of handing over / taking over the BV
Equipment without having to open the cabinet door. Necessary lighting
104
arrangements inside the cabinet with control switch outside the cabinet
shall be provided. New ICF SLRs are turned out with toughened glass
windows for the cabinet.
S.R.4.19.4.3. Procurement of BV Equipment:
The SEs/JEs of concerned Departments and Dy.SS at the primary maintenance station of
the rake shall be in possession of the required number of BV Equipment + 10% extra for
initial provision in all SLRs of all the rakes primarily maintained at that station.
S.R.4.19.4.4. Handing over & Taking over charge of BV Equipment:
(i) Dy.SS/TNC of the originating station shall record the intactness and the
availability of the BV Equipment/seal in the register specially maintained for
this purpose. They shall obtain acknowledgement of the Guard in the
register apart from Vehicle Guidance (VG).
(ii) Both the incoming and outgoing Guards shall make entries in the VG and
the Rough Journal Book, and acknowledge about the intactness of seal
and OTL.
S.R.4.19.4.5. Replacement of OTL& BV Equipment:
(i) In case of seal missing or OTL broken or BV Equipment missing, the
Guard of the train shall give a message to the Station Master of the station
with a copy to the Station Master of the train originating station indicating
the train number, SLR number, missing BV Equipment serial numbers,
along with date, location etc.
(ii) The Station Master of the originating station in turn shall advise the
concerned SEs/JEs for recouping the item/s.
(iii) Concerning SE/JE should replace/recoup BV Equipment after testing.
S.R.4.19.4.6. Due date for replacement / testing of BV Equipment:
(i) Fire-Extinguishers: Replacement shall be done once in a year. Due date
shall be stenciled on each fire-extinguisher for easy identification and
replacement as and when required.
(ii) Portable Telephone: The 2/4 wire telephone will be tested once in six
months by SE/JE-Tele. The sticker indicating the due date should be
pasted (eg., Due – Nov.06).
(iii) The practice of issuing PT sets to Guards at the time of signing ON and
collecting back while signing OFF will continue.
(iv) Portable Train Lightning Equipment: Each box be serially numbered on the
cover and inside the EL Box for easy identification. Contents of the EL Box
shall be tested once in six months by the SE/JE-TL and the next due date
should be written on the sticker.
S.R.4.19.4.7. No SLR in the formation shall be detached en-route on Traffic account.
S.R.4.19.4.8. Duties of Guard:
(i) The Guard of the train shall ensure before departure of the train that the
BV Equipment is correctly available, OTL is in locked condition and the
seal is put on. When the seal is broken, but OTL is intact, the Guard shall
advise the Station Master of the originating Station for providing rexine
cover and seal.
(ii) The cabinet seal containing the BV Equipment shall be broken by the
Guard of the train for use during accidents/emergencies.
105
(iii) After usage of the equipment, the Guard shall give a message to the
SE/JE – C&W and the Dy.SS of the originating station indicating date, time
and place of usage so as to facilitate recoupment of equipment if required.
(iv) He shall also check for its intactness en-route.
(v) Whenever, cabinet/cupboard is opened in emergency, he shall intimate the
same to the Dy.SS under a written message. He shall pass a remark on
the VG and Rough Journal Book as to where the equipment was taken out;
he shall lock the equipment with the spare OTL.
(vi) He shall also give a message to the Dy.SS of the originating station for
providing the rexene pouch and seal.
(vii) He shall obtain the acknowledgement of the Dy.SS of SE/JE-C&W in the
VG/ Rough Journal Book at the destination station about the intactness of
OTL and seal.
S.R.4.19.5: Brake van equipment, Loco Pilot/Motorman’s and Guard’s equipment in MEMU/
EMU/DEMU/DHMU trains:
S.R.4.19.5.1: Brake van equipment
The following brake van equipment in working condition shall be loaded in low tension
compartment in each motor coach of MEMU/EMU by the MEMU/EMU shed and in the space
available in each Driving Power car of DEMU/DHMU by DSL sheds responsible for primary
maintenance. In- charges of the sheds are responsible for ensuring the loading of the
stipulated equipment in working condition.
1 Stretcher – one 3 Wedges – two

2 Fire extinguishers – two ---
S.R.4.19.5.2: Loco Pilot’s equipment

Loco Pilot/Motorman shall be in possession of the following equipment while working
MEMU/EMU/DEMU/DHMU trains:
1 Red flags – two 4 Detonators – Ten

2 Green flag – one 5 Hand book of G&SR for LPs and Guards.
3 HS lamp (tri-colour) – one ---
S.R.4.19.5.3: Guard’s equipment

Guard shall be in possession of the following equipment while working MEMU/EMU/DEMU/
DHMU trains:
1 Red flags – two 4 Detonators – Ten

2 Green flag – one 5 Hand book of G&SR for LPs and Guards
3 HS lamp (tri-colour) – one 6 Portable first aid box – one
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.
106
(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.
S.R.4.20.1. Shunters may be allowed to perform shunting inside station limits, but, except
under special instructions issued by the DRM, they shall not be allowed to work any train
outside station limits.
S.R.4.20.2. No person must be allowed to work as Loco Pilot unless he is duly qualified in
initial/refresher training (both transportation and technical) and holds valid certificate of
competency for transportation, issued by the Principal/ZRTI/ MLY and holds valid certificate
of competency for technical, issued by DME/P or Sr.DME for Diesel or Sr.DEE/TRSO for
Electrical, of the concerned division. The booking official is responsible for complying with
this rule.
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 train
shall bedriven cautiously from the nearest driving compartment
which isserviceable; in this event, the Guard shall travel in the
leading drivingcompartment and shallconvey the necessary
signals to the Loco Pilot, the Guard shall also sound the horn or
whistle as necessary and apply the brake in caseofemergency and
shall be responsible for stopping thetraincorrectly 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 All the instructions given under GR 4.21(1) & (2) (b) which are applicable to
electric engine shall also be applicable for working of trains by Diesel Engines having twin
cab.
SR.4.21.2 Assistant Loco Pilots may be allowed to drive the engines/trains on certain
sections as specified by the DME/DEE (RS) under direct supervision of a Loco Pilot so that
in case of emergency the Assistant Loco Pilot can be authorised to drive the train at a
restricted speed not exceeding 40 KMPH up to the nearest point where he can be relieved.
107
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) Nounauthorised person shall manipulate any apparatus contained
therein.
S.R.4.22.Following persons may travel in the engine provided they are authorised by ‘engine
pass’ or orders –
1 Loco Pilot on learning road;
2 Guard when no brake-van is provided;
3 Traffic staff carrying out shunting operations;
4 Inspecting officials on duty;
5 Staff specially authorised by DRM or by special instructions.
Note: In any case, there shall not be more than five officials/staff including engine crew at
any time on the engine except in emergencies as and when specially required.
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 railcars, light engine or light engines
coupled together.
S.R.4.23.1. No person, except officers of the railway or persons holding brake-van passes or
persons specially permitted shall be allowed to travel in the brake-vans. Railway Police
Officials may, in cases of emergency, be permitted to travel in the brake-van of goods trains.
The number of persons permitted to travel in the brake-van of goods trains, in addition to the
Guard, should not exceed 5 (five). However, in emergent cases exception may be made for
security staff, police, repair gangs of S&T, medical staff etc. with the prior approval of Sr.
DOM of the concerned division.
S.R.4.23.2. During emergencies when it becomes absolutely necessary to run a train without
a brake-van, the following precautions should be observed rigidly:
1 The decision to run a train without brake-van will not be taken without specific
orders of Sr. DOM/DOM;
2 Running of trains without brake-van is strictly prohibited during total failure of
communications.
3 Separate registers shall be maintained in the Control office for this purpose with
details of the train viz., dates, train number, from and to station;
4 It shall be ensured that the train is provided with continuous and effective
vacuum/air pressure from the engine to the rear most vehicle;
108
5 In Automatic Block Section, 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 next reporting station in advance;
6 Guard of the train shall travel in the engine;
7 Last vehicle indicator viz., tail board/tail lamp must be invariably fixed on the
last vehicle;
8 Station Master/Cabin SM will ensure that the train is complete by the last
vehicle board/lamp;
9 When the train is worked under this system, the station as well as the cabin
staff should be particularly alert. When there is a suspicion that the train has not
arrived complete, they should draw the attention of the Loco Pilot and Guard by
waving a green flag by day or a white light by night up and down vertically as
high and low as possible;
10 When a train running without brake-van encounters trouble enroute, the
following steps which are normal for train operation are required to be taken by
the Guard of a train;
i. The Guard along with Assistant Loco Pilot should check complete train for
any hose pipe disconnection or leakage etc. The help of C&W staff or
Pointsman should be taken when the air pressure trouble occurs within the
station limits;
ii. The Guard should arrange to connect the hosepipe, plug the leakage etc.,
with the help of Assistant Loco Pilot and start his train after ensuring that the
air pressure trouble has been fully attended to and the requisite amount of
vacuum/air pressure is maintained in the locomotive;
iii. The Loco Pilot should regulate the speed of the train depending on the ‗feel
test‘ conducted by him in the first block section;
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.
S.R.4.24.1. In the case of Express trains, a maximum of 2 coaches may be attached in rear
of the rear brake-van (SLR). The brakes of such additional coaches must be in good working
order. When necessary, an Officer‘s carriage can also be attached in addition to the 2
coaches in rear of the rear brake-van.
These instructions will also apply to passenger trains except that a 4-wheeler carriage is also
permitted to be attached.
As a special case, on short distance passenger/mixed trains, working within zonal railway, to
reduce the unnecessary shunting, SLR can be positioned in the middle of the composition. A
maximum of 3 coaches (including an Officer‘s carriage) only is allowed in rear of rear SLR.
As far as possible, Officer‘s carriage should be kept as the rearmost coach of the train.
S.R. 4.24.2. In the case of goods trains, a maximum of 2 bogies or their equivalents may be
attached in rear of the rear brake-van. When an Officer‘s carriage is to be attached, it will
also be counted within the 2 bogies limit, as prescribed.
109
S.R. 4.24.3. In the case of Mixed and Goods trains, not worked with continuous air pressure,
only an Inspection or Officer‘s carriage (bogie or otherwise) fitted with hand brake in good
working order, which can be operated by its occupant during the run, may be attached in rear
of the rear brake-van, provided that this shall not be permitted except under the written
authority of the occupant, who shall be held personally responsible for safe working and for
protecting his carriage in case the train parts between his carriage and the rearmost brake-
van.
S.R. 4.24.4. Damaged vehicle or damaged engine working of.––
The Station Master may attach a damaged vehicle or damaged engine behind the rear
brake-van of goods train during day light and in clear weather on receipt of written advice in
duplicate from the TXR or the SSE/Loco, as the case may be. On sections where no goods
trains are booked to run, the damaged vehicle or damaged engine may be attached behind
the rear brake-van of a mixed train on the same conditions. A copy of the original advice
should be handed over to the Guard of the train for submission along with the CTR. After
sunset or if the weather is thick, foggy, or tempestuous impairing visibility, the damaged
vehicle or damaged engine shall be detached from the train at a station en route and
attached again to mixed or goods train during day light hours when the weather is clear. In
case the damaged vehicle or damaged engine is detached at a station en route, the Guard of
the train shall make over the original advice for attaching the said vehicle or damaged engine
to the Station Master concerned for the latter to hand it over to the Guard of the train by
which the damaged vehicle or damaged engine is subsequently dispatched.
Only one such vehicle or damaged engine shall be attached behind the rear brake-van of
mixed or goods train. A competent railway servant deputed by the Mechanical department
shall accompany the train.
Note:- When a damaged vehicle or damaged engine is attached, the provisions of S.R.
4.24.2 shall not be applicable.
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.
S.R. 4.25.1. No person must be allowed to work as Guard in charge of any train unless
he/she is qualified in initial/refresher training at ZRTI/MLY and holds valid certificate of
competency issued by the Principal/ZRTI/MLY. The booking official is responsible for
complying with this rule. (S. No. 4 of AS-10 dated 10.08.2023).
S.R. 4.25.2. Combined Train Report (CTR)
(1) The CTR on the prescribed form must be filled by the Guard. This form shall
be used for every train. In explaining detentions to trains, the cause of each
detention must be clearly explained. All irregularities in connection with the
working of trains such as absence of signals or improper exhibition of signals,
lax working of staff, complaints made by Loco Pilots or the travelling public or
accidents must be reported in the CTR. Remarks on the following heads
must also be passed at the foot of the CTR––
110
Time checked as per GR 4.03, air pressure in Kgs/cm2 (in BP in case of
single pipe and in both FP and BP in case of twin piped trains) maintained in
the brake-van, weather conditions, whether cautious driving observed,
condition of the rolling stock and fittings, defects in lighting on the train,
correctness of the brake-van, side and tail lamps and other brake-van
equipment. In the case of passenger and special trains, the number of the
first aid box and portable field telephone must be recorded; (S. No. 6 of AS-
10 dated 10.08.2023).
(2) The Guard of a train must, at the end of each trip, before leaving the station,
shall hand over the CTR to the Station Master/CCC for submission to the
DRM. Before doing so, he must see that Caution Orders, Line Clear tickets,
etc., if any, are obtained from the Loco Pilot and attached to the CTR; (S. No.
7 of AS-10 dated 10.08.2023).
(3) Station Masters/CCCs must maintain a register on the prescribed form in
which particulars of trains run and CTR received should be recorded. One foil
shall be retained with the Station Master/CCC and the other shall be sent to
the DRM‘s office with the CTR daily. In the case of passenger and mixed
trains, a copy of the CTR should also be forwarded to the PCOM; (S. No. 8 of
AS-10 dated 10.08.2023)
(4) Dating of Guard‘s CTR and Vehicle Guidance:
The advertised departure according to the time table or train ordering
message is to be taken as being the date on which a train runs, i.e., if a train
is timed to leave the station, at 23.20 hours on the 1st, but does not start till,
00.10 hours on the 2nd, it should be shown as a train running on the 1st. (S.
No. 9 & 10 of AS-10 dated 10.08.2023)
S.R. 4.25.3. Vehicle Guidance.

(1) Vehicle Guidance for all Goods, Passenger, Mail and other trains must be
entered by the staff at the starting station and handed over to the Guard in
charge of the train. The VG at each terminal/starting station must be
prepared directly from the Train Clerk‘s hand book in which the Train Clerk
must record the numbers of each individual vehicle of the train by physical
verification. The numbers are not to be copied out from one VG to another.
Entries of vehicles attached to a train at intermediate stations must be made
by the station staff at those stations. The Guard must obtain the signature of
the station staff in the VG for any vehicle detached from his train;
(2) The VG must be carefully and legibly prepared in ink at the starting station;
(3) VG for Passenger trains must be sent through to the destination station on
this railway;
(4) VGs for through Goods trains must be prepared in duplicate, one copy must
be made over to the Station Master of the last terminal station of the Division
for submission to the DRM. The original copy is to go to the destination
station. These through VGs are to be transferred from Guard to Guard.
Guards handing over through VG shall obtain acknowledgement in their
‗memo book‘ of having done so; otherwise they will be held responsible if the
VGs go astray;
(5) Before starting, the Guard will be responsible for checking the load on the
train with the entries on the VG of wagon numbers, booking and destination
stations, type of vehicle (open or covered), four-wheeler, bogies or special
types, tare weights, weights of contents and gross weights, etc.;
111
(6) On arrival at destination, the Guard of an in-coming train will make over the
VG to the Station Master or the Yard Master or other Yard staff specially
deputed for the purpose, who will sign for the same in the Guard‘s memo
book;
(7) The Station Master or the Yard Master will despatch daily VGs for Mail,
Express, Passenger, Troop and other Special trains to the PCOM and for
Mixed and Goods trains to the DRM along with a summary on a prescribed
form, in separate covers marked Vehicle Guidance, in order that they may be
readily sorted out from the rest of the dak;
(8) The Station Master or the YM will be responsible that VGs are duly received
from Guards are sent to the PCOM or DRM as prescribed in the foregoing
para.
S.R. 4. 25.4. Running of trains without Guard:
Running trains without Guard should be avoided as far as possible. However, in exceptional
circumstances, only trains not carrying passengers may be run without Guard with the
specific orders of Sr.DOM. Normally such trains without guard shall have a brake van or SLR
as the rearmost vehicle. Under exceptional circumstances short formation trains not carrying
passengers, not exceeding 10 eight wheeler units may be run without guard & without brake
van/SLR.
A record of such orders shall be maintained in respective control office in a separate register.
In case trains are run without Guard, such of the duties of the Guard as can be performed by
the Loco Pilot, shall devolve on the Loco Pilot and Assistant Loco Pilot. The following
precautions should be taken in all the above cases.––(S. No. 13 of AS-10 dated 10.08.2023).
(1) Loco Pilot shall ensure that the train is provided with continuous air pressure
from the engine to the rearmost vehicle. Where air pressure gauges are
provided, the Loco Pilot shall ensure that the required amount of air
pressure is available in the brake-van or SLR or rear cab of MEMU/DEMU.
(S. No. 14 of AS-10 dated 10.08.2023).
(2) Last vehicle indicator (Tail Board/Tail Lamp) shall be fixed to the tail end of
the rear-most vehicle by Station Staff. The Loco Pilot shall ensure provision
of the same. (S. No. 15 of AS -10 dated 10.08.2023).
(3) Caution Order shall be issued to the Loco Pilot by Station Master with
necessary endorsement stating that the train is to run without Guard and
SCOR shall also be advised of the fact under exchange of Privates
Numbers, who will inform the stations en route. The Station Master on
getting the train number, will inform the end cabins, where provided and
Gatemen of all the LC gates enroute provided with telephonic
communication accordingly under exchange of Private Numbers.
(4) The Station Master of the block station controlling the IBS signal, shall not
dispatch a passenger carrying train in rear of the train running without
Guard up to IBS signal unless the train running without Guard reaches the
station ahead. (S. No. 16 of AS-10 dated 10.08.2023).
(5) When such a train stops at a station, the Station Master shall ensure that
the train has arrived complete and is standing clear of the fouling mark.
(6) During tempestuous weather, total interruption of communications and
single line working on double line section, running of trains without Guards
is strictly prohibited.
112
(7) Extra detonators should be carried by the Loco Pilot who shall be
responsible for protection of the train.
(8) When such a train is stopped between stations on account of accident,
failure, obstruction or other exceptional cause and the Loco Pilot finds that
this train cannot proceed further, he shall immediately protect the train as
per G.R. 6.03. While going for protection, care shall be taken that loco is not
deserted if it is on rails.
(9) In Automatic Block signalling territory, no passenger carrying train shall be
allowed to follow until preceding train running without Guard, has arrived
complete at the next reporting station.
Once a non-passenger train with guard or light engine has been allowed
behind the train running without Guard, passenger carrying trains can be
dispatched. (S. No. 17 of AS-10 dated 10.08.2023).
(10) When a train running without Guard encounters air pressure trouble en
route, the following steps shall be taken by the Loco Pilot /Assistant Loco
Pilot.––
(i) The Assistant Loco Pilot should check complete train for any leakage,
hose pipe disconnections etc., and attend to it. The help of C & W staff
or Pointsmen shall be taken when the air pressure trouble occurs at
station.
(ii) The Assistant Loco Pilot should also ensure that all the cut-off angle
cocks of air braked wagons are in open condition except the rear angle
cock of rear most vehicle and the front angle cock of the train engine.
(iii) The Assistant Loco Pilot should ensure the air pressure continuity by
operating the brake-van valve/rear cut-off angle cock of the last vehicle.
(iv) The Loco Pilot should regulate the speed of the train depending on the
‗feel test‘ conducted by him in the first block section. (S. No. 18 of AS-
10 dated 10.08.2023).
4.26. Couplings.––
No vehicle that is not fitted with a coupling or couplings of approved pattern
shall be attached to any train.
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.
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 sub-section (4) of
the said section.
113
(2) Except under approved special instructions, no vehicle shall be so
loaded as to exceed the maximum moving dimensions 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.
Note: Section 72, referred in para (1) of GR 4.28 is section of the Railways Act,
1989.
S.R. 4.28. Trucks loaded with girders, machinery, long timber etc. shall be inspected by the
Guard at stopping stations and if the fastenings have slackened or the loads shifted, they
shall be re-secured before the train is allowed to proceed or else the trucks detached.
4.29. Damaged or defective vehicles.––

(1) No vehicle which has been derailed shall run between stations, until it
has been examined and passed by a competent Train Examiner:
Provided that in case of a derailment between stations, the 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 Train
Examiner, the Loco Pilot shall be consulted, and if he so requires, the
vehicle shall be detached from the train.
S. R. 4.29.1. If an axle box of a vehicle is found running hot at a station, where the C&W
staff are not provided, the vehicle shall be detached from the train.
S. R. 4.29.2. In case an axle box is found running hot between stations, the train shall be
brought to a stand immediately and the axle box examined by the Loco Pilot after opening
the axle box face plate. The Loco Pilot should attend to the axle box and exercise his
discretion with regard to the restricted speed at which it is safe for the vehicle to run. On
arrival at the next station the vehicle shall be detached from the train.
S. R. 4.29.3. The Station Master receiving advice of a hot axle vehicle on a train shall receive
it on the Main Line. If he is unable to do so, he shall bring the train to a stop outside the FSS
before admitting it on any other line. After the arrival of the train at the station, the hot axle
vehicle shall be examined by the C&W staff, where provided or by the Loco Pilot of the train.
The wagon shall be detached if considered unsafe to run.
S. R. 4.29.4. 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 the FSS
and the train shall be thoroughly examined before being admitted into the station yard.
S. R. 4.29.5. In the event of any vehicle derailing or meeting with an accident, no repairs,
except those absolutely necessary, shall be carried out. No such vehicle shall be worked
away from the station at which the accident took place or to which it has been brought for
stabling from the accident spot except with the permission of the DRM, as it is important, in
the event of any enquiry, to have the vehicle as near the scene of the accident and in the
same condition as possible. The vehicle, before being moved with the permission of the
DRM, shall be examined and certified by the TXR as ‗fit to run‘
114
S. R. 4.29.6. When a vehicle has been detached from a train due to defect or damage, the
nearest TXR shall be advised. This vehicle shall be stabled and secured separately.
Unnecessary shunting with or against such vehicle shall be avoided. The vehicle shall not be
accepted again for traffic use or worked away from the station until certified fit by the TXR.
E. PRECAUTIONS BEFORE STARTING A 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.
S.R. 4.30. . All Loco Pilots and Guards shall acknowledge the relevant orders issued for their
guidance and special attention on the section over which they are working. The Loco Pilots
shall in addition assimilate information displayed in the crew lobby. (Item no. 1 of AS-12 dt.
28.12.2023).
4.31. Examination of trains before starting.––

When a train is examined by a Train Examiner at a station, the Station Master
shall not give permission to start the train until he has received a report from
such examiner to the effect that the train is fit to proceed and has the
prescribed brake power.
S.R. 4.31.1. Brake Power Certificate (BPC) issued by Train Examiner shall constitute ‗Fit to
Proceed‘ report‘ mentioned in GR 4.31 above. (Item no. 2 of AS-12 dt. 28.12.2023)
S.R. 4.31.2. When a vehicle has been detached from a train due to defect or damage, the
TXR concerned shall at once be advised. Such vehicle shall not be accepted again for use
until the TXR issues ‗fit memo‘ in a prescribed form.
SR. 4.31.3. When a train is stabled on account of inadequate brake power or where it is
reported that the train brake system has been tampered with during stabling, C & W staff
shall be deputed to examine the stabled train and issue a fresh ‗Brake Power Certificate‘.
(Item no. 3 of AS-12 dt. 28.12.2023).
S.R. 4.31.4. For coaching trains, at originating station, the TXR staff shall close the doors of
Guard's compartment (if it is not leased) and luggage portions (if it is not leased or not loaded
with parcels) of front/middle SLR and lock with Universal lock. TXR shall make an
endorsement on BPC to this effect. (Item no. 6 of AS-12 dt. 28.12.2023)
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.
S.R. 4.32.1. In addition to ensuring that the coupling between the engine and the train is
properly secured as per GR 4.32. b, Loco Pilots shall also personally ensure that the hose
pipe connections between the engine and the train are proper. (Item no. 10 of AS-12 dt.
28.12.2023)
115
S.R. 4.32.2. The Loco Pilot and the Guard shall ensure that the ‗Brake Power Certificate‘
handed over to them is correct and valid before starting the train. The Fit to Proceed Report
(Brake Power Certificate) must be possessed by the Loco Pilot and the Guard of the train till
the train completes its journey. (Item no. 5 of AS-12 dt. 28.12.2023)
S.R. 4.32.3. Before starting the trains, Loco Pilots and Guards shall ensure that the
prescribed minimum level of air pressure (as given in the following table) is
available/obtained on the locomotives and brake-vans respectively. The Loco Pilot shall sign
the ‗Brake Power Certificate‘ after satisfying that the prescribed minimum level of air
pressure has been obtained in the locomotive and that the Guard has signed it.
The minimum level of air pressure to be maintained
Brake pipe pressure in Train Feed pipe pressure in Train
Type of service (kg/cm2) (kg/cm2)
Locomotive Brake Van Locomotive Brake Van
Coaching Trains 5.0 4.8 6.0 5.8
Goods/Material
Trains 5.0 4.8 6.0 5.8
(upto 58 wagons)
Goods/Material
Trains 5.0 4.7 6.0 5.7
(beyond 58 wagons)
Before starting a train, either from originating station or after any attachment/detachment of
vehicles/locomotive or change of traction (from Electric to Diesel or vice versa) the Loco Pilot
and the Guard shall carry the Brake Continuity test as per the Joint Procedure Order. (Item
no. 4 of AS-12 dt. 28.12.2023)
S.R. 4.32.4. A banking engine or assisting engine, if attached shall not assist in building air
pressure. (Item no. 11 of AS-12 dt. 28.12.2023).
S.R. 4.32.5. Percentage of brake power in Coaching & Freight trains:
The percentage of effective brake power for different services at originating station as well as
en route is given below:
Brake Power Percentage (%)
Service
Originating Enroute
Coaching Mail/Express/Passenger 100 90
CC rakes 100 90
Premium rakes 95 Not specified
Freight
Ordinary end-to-end
90 75
rakes
If the percentage falls below the levels indicated above, speed of the trains shall be regulated
suitably. (Item no. 12 of AS-12 dt. 28.12.2023)
S.R. 4.32.6. The empty/load operating handle, where provided, should be set in ‗empty‘
position when the wagon is empty or partially loaded with gross load not exceeding 42.5
tonnes and in ‗load‘ position when the gross weight of wagon exceeds 42.5 tonnes. (Item no.
13 of AS-12 dt. 28.12.2023)
S.R. 4.32.7. Whenever a train is stabled enroute, the Loco Pilot and Guard shall hand over
the ‗Brake Power Certificate‘ available with him/her to the Station Master for safe custody.
116
The Station Master shall hand over the original ‗Brake Power Certificate‘ collected from the
Loco Pilot and Guard of the stabled train to outgoing Loco Pilot and Guard. (Item no. 14 of
AS-12 dt. 28.12.2023)
SR. 4.32.8. The rake should be cleared with twin pipe brake system if the BPC has
endorsement as twin pipe, subject to a compatible loco being attached to the train. (Item no.
9 of AS-12 dt. 28.12.2023)
S.R. 4.32.9. Other instructions as contained in JPOs issued from time to time shall be
followed. (Item no. 15 of AS-12 dt. 28.12.2023).
S.R. 4 32.10. Guard and Loco-pilot check: (Item no. 16 of AS-12 dt. 28.12.2023)
S.R. 4.32.10.1. GLP check of a goods train is required in the following circumstances: (Item
no. 17 of AS-12 dt. 28.12.2023)
(i) At every loading/Unloading point, the CC and Premium rakes, shall be checked by the
Guard and the Loco Pilot, before commencement of journey;
(ii) After a rake is unloaded in a tippler, where C&W staff are not available GLP check shall
be done by the Guard and the Loco Pilot.
(iii) For end to end BPC rakes, if the unloading point is not a train examination point, then
the rake shall be cleared with GLP check to the next examination point in the direction
of movement.
(iv) For end to end rakes, In case where back loading is done at a non-train examination
point, such trains shall be moved on GLP check upto first nominated train examination
yard in the direction of movement.
(v) While clearing a rake stabled for more than 24 hours at a station enroute.
(vi) If BPC is invalid.
BPC becomes invalid under the following conditions for different types of examinations:
S.
CC Premium End to end
No.
1 When rake integrity disturbed by more than 4 wagons.
2 The rake shall not be stabled for more than 24 hrs. at Train examination Yard.
CC rakes moved to any
3 other Zone not mentioned - -
in the circuit.
Overdue CC rake is not Premium rake moves for
4 moved in the direction of loading after 12 days from -
PME depot. the date of issue of BPC.
CC Rake running more Empty rake running after Destination stations not
than 35 days/ 7500 kms or the 12th day of issue of mentioned or unsigned
5 as per latest guidelines BPC or as per latest corrections of destination
issued by Railway Board. guidelines issued by name in the BPC of loaded
Railway Board. rakes.
Note: As per Railway Board letter No. 2002/M (N)/204/10/Vol.I dated 30.07.2009 regarding
validity of BPC for detachment/ attachment of 5 BLC/BLL wagons permitted enroute during
validity of BPC.
S.R. 4.32.10.2. Post loading examination after loading of the rake with steel consignment
shall be done by SSE/JE (C&W) only.
117
4.32.10.3. When a train is ordered without Guard and GLP check is necessary, the Loco Pilot
is completely responsible for conducting GLP check. However, one Pointsman from the
station shall be deputed to assist the Loco Pilot in conducting GLP check. (Item no. 7 of AS -
12 dt. 28.12.2023)
S.R.. 4.32.10.4. GLP (Guard & Loco Pilot) check list (Item no. 8 of AS-12 dt. 28.12.2023):
Rake integrity is not disturbed by more than 4 (four) wagons. Only intensively
1. examined wagons given fitness by train examining staff may be attached.
2. All CBCs and air hoses are properly coupled and locked.
3. All the angle cocks are in open condition.
4. The last Angle cock is in closed condition.
5. Empty/Load device handles, where provided, are in proper position.

There are no loose fittings/hanging parts like push-pull rod, brake beam, safety
6. brackets, brake blocks and operating handle etc., which may endanger safe running
of the train.
7. There are no broken or displaced springs.
8. There are no displaced elastomeric pads and canted Adopter.
9. Hand brakes of all wagons are released.
10. Doors of wagons are closed and locked/secured.

11. Ensure visually that there is no excessive body bulging, which is dangerous.
Any symptoms of Hot axle like de-colourisation of bearing, heavy grease oozing,
12. breakage of axle box cover plate, end plate etc.
13. Any other abnormality noticed which may endanger the safety and action taken.
14. Continuity of brake pipe pressure is confirmed before starting the train.
Guard and Loco Pilot shall prepare a memo jointly in triplicate, as per the proforma given
below, indicating the brake power and deficiency, if any, append their signatures and both of
them shall retain a copy of the same. Guard should obtain the endorsement of SM/YM on
two copies of joint memo and hand over the third for the record of SM/YM. When train is
ordered without Guard, the memo shall be prepared in duplicate and signed by LP alone and
he/she shall obtain the endorsement of SM/YM in one copy and hand over the other for the
record of SM/YM.
118
Pro-forma for joint check by the Loco Pilot and Guard:
1. Date: Station:
2. Train No. and Loco No.:
3. From…………………… To …………………………..
4. BPC No., date & station of issue:
5. Loaded at or: Tippled at
6. Time of Locomotive attached: : …………………………..
7. Total Load: : …………………………..
8. Brake Power Percentage :
9. Deficiencies :
Signature of Loco Pilot Signature of Guard

(Name of Loco Pilot) (Name of Guard)
S.R. 4.32.11. As and when there is change of traction ie. electric to diesel or vice versa ,
after ensuring coupling and hose pipes connected, the formation should be released by
Assistant Loco Pilot/Guard of the train/station staff/ C&W staff/siding staff. The train shall be
started after conducting brake continuity test and after obtaining requisite air pressure. (Item
no. 19 of AS-12 dt. 28.12.2023)
S.R. 4.32.12. Instructions for train operation – en route: ((Item no. 20 of AS-12 dt.
28.12.2023)
(i) At the first opportunity, after starting, the Loco Pilot shall destroy a part of air pressure
in order to get an idea of the brake power of the train. On the basis of this test, the
Loco Pilot shall regulate the train‘s speed in such a way that he/she can stop the train
wherever required during the run. In the same manner, the Loco Pilot shall test brake
power on train, on first falling gradient so that he/she will get an idea of brake power of
the train (Item no. 21 of AS-12 dt. 28.12.2023).
(ii) In case of a Loco Pilot experiencing any inadequacy of brake power and is unable to
control and stop the train, he/she shall restrict the speed of the train so as to keep it
under control all the time and work the train cautiously to the nearest train examining
point where C & W staff shall examine and rectify the defects if any and issue a fresh
‗Brake Power Certificate‘ or make suitable endorsement. (Item no. 22 of AS-12 dt.
28.12.2023).
(iii) When starting trains after bringing them to a halt by full service or emergency
application of brakes, the Loco Pilots shall build air pressure in the locomotives to the
levels indicated in SR 4.32.3 above and allow it to build up in the brake-vans before
starting their trains. (Item no. 23 of AS-12 dt. 28.12.2023).
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. 4.33.
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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 dispatched –
(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 order, and
(e) generally that, as far as he can ascertain, the train is in a state of
efficiency for travelling.
S.R. 4.34.1. The Guard shall not give the signal to start at the train starting station or at a
station at which vehicles have been attached or detached, until he/she has satisfied
him/herself that prescribed air pressure as shown in SR 4.32.3., is available in the rear
brake-van. If prescribed pressures could not be maintained, the train shall not be started until
the fault is rectified and if the fault could not be rectified, the defective engine or vehicle shall
be detached. (Item no. 24 of AS-12 dt. 28.12.2023).
S.R. 4.34.2. The Guards shall ensure that the marshaling on trains is in accordance with the
instructions given in Appendix – VIII (Marshalling) of SCR G&SR. (Item no. 25 of AS-12 dt.
28.12.2023).
S.R. 4.34.3. Guards of all goods trains (including material trains) before starting shall
examine the side and end doors of all stock that open outwards and ensure that all such
doors are properly secured or locked in the closed position so that they cannot swing out. In
case of wagons whose doors cannot be secured and locked in the closed position, they shall
be secured in the open position and hooks put on so that they will not swing out.
S.R. 4.34.4. When taking over charge of a train and before signing the BPC, the Guard of a
train shall ensure that the TXR has signed in the BPC form that:
(i) The doors of all carriages and wagons are in proper working order and can be
closed and fastened.
(ii) Vestibule connections are properly secured and the doors, when necessary, are
locked and bolted.
SR 4.34.5. Guard shall also carryout duties assigned to him/her vide SRs 4.32.2, 4.32.3,
4.32.11 and ensure complying of SRs 4.32.5, 4.32.6, 4.32.8, 4.32.9 &4.32.10.
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. Guard shall see, before giving the
starting signal, that all is right for the train to proceed. (Item no. 2 of I of
AS-3 dt. 31.03.2022)
(2) The Station Master and Guard may be assigned any role or duty to
ensure the safety in the manner as specified by special instructions.
(Item no.3 of I of AS-3 dt. 31.03.2022).
120
(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 or roof of the
vehicle not intended for the use of passengers. (Item no. 4 of I of AS-3).
(4) In case of any travelling in contradiction to Sub-rule (3), the Guard,
Loco Pilot or Assistant Loco Pilot shall take help, if necessary from
Government Railway Police, Railway Protection Force and Station
Staff to remove the unauthorised person from the compartment or
vehicle or roof of the vehicle. (Item no. 5 of I of AS-3 dt. 31.03.2022).
S.R. 4.35.1. The Station Master shall grant authority to proceed to a train only when the
following conditions are fulfilled –– (Item no. 8 of II of AS-3 dt. 31.03.2022).
1 Line Clear has been obtained from the station in advance.
2 Correct Starter signal has been taken ‗off‘ or where required ‗starting permit‘
has been sent to the Loco Pilot.
3 The LSS has been taken ‗off‘ on the double line/single line tokenless areas
and authority to proceed has been sent to the Loco Pilot on single line token
sections.
S.R. 4.35.2. When a train carrying passengers is due to leave and all work in connection with
it is completed, the Station Master shall arrange to announce starting of the train in
the following manner – (Item no. 9 of II of AS-3 dt. 31.03.2022).
1 Through public address system at stations where such system is provided.
2 At all other stations by ringing the station bell as follows ––
(1) 2 beats for starting a Down train (3) 4 beats for a Branch line train.
(2) 3 beats for an Up train ---
S.R. 4.35.3. The Guard shall sound his whistle and display a green flag by day and a green
light by night to the Loco Pilot to start his train. (Item no. 11 of II of AS-3 dt. 31.03.2022).
S.R. 4.35.4. At all stations except, those provided with public address system, sharp
continuous beats shall be given on the station bell to announce the approach of a
stopping train. (Item no. 12 of II of AS-3 dt. 31.03.2022).
S.R. 4.35.5. The Motorman/Loco Pilot of a train shall not start his/her train even after getting
starting signal from Guard of a train, if departure signals are at ‗ON‘. As soon as ‗OFF‘ aspect
of departure signals (including starter signal) are given, the Motorman/Loco Pilot shall
communicate by giving two bell signals to Guard or long whistle and shall start the train after
getting starting signal from the Guard. (Item no. 19 of II of AS-3 dt. 31.03.2022).
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
purposes. 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.
S.R. 4.36. Guard shall report to the Station Master of the next station, any stoppage or other
irregularities in train working record the details in the CTR and send a special report to the
DRM.
121
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.––

The 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.
S.R. 4.40.1. The Loco Pilot and Assistant Loco Pilot shall identify each signal, call out the
aspects of the signal to each other. They shall also call out similarly when the train
approaches the engineering indicator boards which serve the purpose of reminder to the
Loco Pilot that he is approaching engineering speed restriction spot.
S.R. 4.40.2. When in doubt regarding any infringement to the safe running of train, the Loco
Pilot shall stop short of the infringement and proceed only after satisfying himself that it is
safe for him to proceed.
4.41. Loco Pilot and Assistant Loco Pilot to look back.––

The Loco Pilot and the Assistant Loco Pilot shall look back frequently during
the journey to see whether the train is following in a safe and proper manner.
S.R. 4.41.1. At night, the Loco Pilot and the Assistant Loco Pilot shall frequently look back on
the run and verify that the side lights are burning in terms of G.R. 4.15. If the side lights are
not visible, the Loco Pilot shall call the attention of the Guard by giving two short sharp
whistles. If the train is complete and if only the side lights are not burning or not provided, the
Guard shall acknowledge by showing a green hand signal.
S.R. 4.41.2. The Loco Pilots/Assistant Loco Pilots have to pay special attention after passing
permanent way gangs on line or a manned level crossing gate to see whether any danger
signal is being exhibited by them, warning the Loco Pilot /Assistant Loco Pilot 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
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(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.
S.R. 4.42.1. Method of exchange of ‗all-right‘ signals. (S. No. 22 of AS-10 dated 10.08.2023).
(1) The ‗all-right‘ signal is given by holding out the green flag horizontally by day
and by showing the green light horizontally by night. (S. No. 23 of AS-10 dated
10.08.2023).
(2) In case of full length trains / longer loads, when it is not possible to exchange
the signals physically and the conditions for exchange of ―all-right‖ signals have
been fulfilled, Walkie Talkies may be used for exchange of ―all-right‖ signals
between Loco Pilot and Guard.
In such case, the Guard and Loco Pilot shall clearly mention their identity along
with Train number while communicating and also confirm the identity of the
speaker at the other end.
At stations, where the Loco Pilot and Guard cannot exchange ―all-right‖ signals
either physically or through walkie-talkies, the Station Master or a Competent
Railway Servant shall relay the ―all-right‖ signals exhibited by the Loco-Pilot
and Guard to each other. (S. No. 24 of AS-10 dated 10.08.2023)
(3) While working trains, like Vande Bharat, where red & green lights have been
provided at top corners on both the ends for exchange of all-right signals, Loco
Pilots and Guards shall exchange all-right signals to station staff by switching
on such lights of their respective units. They shall also convey the signals to
each other through telecommunication provided in the train between the front
and rear units or by speaking on walkie-talkie. (S. No. 25 of AS-10 dated
10.08.2023).
(4) Guards of trains provided with ―Air conditioned‖ SLR/LR shall acknowledge
all-right signals given by station staff by exhibiting proceed hand signals and
communicate the all-right signals to the Loco Pilot by speaking on through
telecommunication provided in the train between SLR/LR and Engine or on
walkie-talkie. (S. No. 38 of AS-10 dated 10.08.2023).
(5) The Loco Pilot may depute the Assistant Loco Pilot to exchange ―all-right‖
signals on his behalf. (S. No. 26 of AS-10 dated 10.08.2023).
(6) Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and MEMUs are exempted
from exchanging ‗All right‘ signals. However, they shall be alert to observe the
signals that are being given by the Guard or Station staff and be prepared to
take appropriate action. (S. No. 36 of AS-10 dated 10.08.2023).
S.R. 4.42.2. Circumstances during which all-right signals have to be exchanged:
(1) When a train starts after stopping at a station.
(2) When a train starts after stopping between stations.
(3) When a train runs through a station.
(4) While passing through ghat section.
(5) When approaching important girder bridges.
123
(6) When the last vehicle of the train has cleared the restricted length i.e., Caution
order spot.
(7) After clearance of the loop line cross-over points, at a station.
(8) When any train is passing on adjacent line(s).
S.R. 4.42.3. When a train starts after stopping at a station.
In order to start a train, Loco Pilot and Guard shall follow GR 4.35. They shall exchange ―all-
right‖ signals normally on the platform side unless the track is on a curve and signals cannot
be seen from that side. The ―all-right‖ signals shall be exchanged until the engine has passed
the Advanced Starter. If there is visibility problem on both sides, the procedure as per (2) of
SR 4.42.1 shall be followed. If the Loco Pilot does not get the signal from the Guard through
any of the above means, he/she shall give two short whistles and if there is no response,
shall stop the train to ascertain the cause.
The Guard shall look back and satisfy himself that no Stop hand signal is given by any of the
station staff as a warning that there is anything wrong with the train. (S. No. 28 of AS-10).
S.R. 4.42.4. When a train starts after stopping between stations.
After ascertaining the reason for stoppage and it is safe to restart the train, the Guard shall
give the usual starting signal and the Loco Pilot shall acknowledge it by giving one long and
one short whistle and start the train. After the train has started the Guard and the Loco Pilot
shall exchange the ‗‗all-right‘‘ signals on the left hand side, unless the track is on a right hand
curve, in which case signals shall be exchanged from the other side. If there is visibility
problem on both sides, the procedure as per (2) of SR 4.42.1 shall be followed. .
If the Loco Pilot does not get the signal from the Guard, through any of the above means,
he/she shall give two short whistles and if there is no response, he shall stop the train to
ascertain the cause. (S. No. 29 of AS-10 dated 10.08.2023).
S.R. 4.42.5. When a train runs through a station.
(1) When a train runs through a station, the Station Master shall exhibit ‗all-right‘
signals to the train himself standing on the station side, if all is right for the train
to continue the journey. Similarly the Cabin Station Master or shall exhibit ‗all-
right‘ signal from the cabin except as provided for in sub clause 4 below. A
competent railway servant in proper uniform shall be deputed for showing ‗all-
right‘ signal from off side. While running through a station the Loco Pilot and the
Guard shall be on the look-out for such signals and exchange with station staff
and also with each other. The Loco Pilot of a train shall give a long whistle in
addition to exchanging the ―all-right‖ signals.
In case the Loco Pilot and the Guard do not receive such a signal, they shall
exercise extra caution to ensure that all is right for the train to run through.
Failure on the part of the station staff to display the signal shall be reported in
the CTR.
If the Loco Pilot and/or Guard fail to exchange the ―all-right‖ signal, and/or Loco
Pilot fails to give a long whistle, the Competent Railway Servant on offside shall
inform to the Station Master. The Station Master upon receiving such
information or noticing failure of exchange of alright signals by Loco-Pilot or
Guard, shall inform the station in advance to stop the train and on arrival
ascertain the reason thereof, before allowing the train to proceed further.
If the Loco Pilot does not get the signal from the Guard, he/she shall give two
short whistles and if there is no response, shall stop the train to ascertain the
cause.
124
Where a station is having a Traffic Level Crossing Gate and the Gate lodge is
on off side and is being manned, Sr.DOM may dispense with the exchange of
―all-right‖ signals from off side. Such dispensations shall be incorporated in
respective stations‘ Station Working Rules and in WTT. (S. No. 30 of AS-10
dated 10.08.2023).
(2) If anything unusual, other than train parting, is noticed or information received
such as, goods falling off, vehicle on fire, hot axle box or other mishaps likely to
foul or obstruct the railway line, Stop hand signal shall be shown to stop the
train. In case it is not possible to stop the train by the exhibition of a Stop hand
signal, the Competent Railway Servant on offside shall inform to the Station
Master. The Station Master upon receiving such information or noticing such
unusual by himself/herself shall at once -
(i) advise the Gateman in section to stop the train and inform Loco Pilot and
Guard of the circumstances and/or keep IBS signal, if any at ‗on‘ and advise
Loco Pilot of the circumstances when he/she contacts on telephone attached
to IBS signal and/or
(ii) inform TPC in case of electrified section to switch off OHE power supply and
advise Loco Pilot of the circumstances when he contacts on emergency
phone and/or
(iii) advise the station in advance to stop and examine the train.
Till such time the affected train arrives complete at the station in advance, the
Station Master/Cabin Station Master on either end of the block section shall not
allow any train or trains running on adjacent line or lines to enter the section.
Thereafter the trains may be permitted to enter the section after advising the
Loco Pilots of the circumstances and warning them through a Caution Order to
keep a sharp look-out. Issuing of Caution Order shall be discontinued only when
it has been ascertained that the block section is free from obstruction.
In case of train parting, the Station Master and the Competent Railway Servant
shall exchange signals as per SR 2.11.1. (S.No. 31 of AS-10 dated 10.08.2023).
(3) On Double line/Multiple line section when two trains are running through the
station at the same time, the Station Master on duty shall exchange ―all-right‖
signal with the Guard and the Loco Pilot of train nearest to station side and a
competent railway servant in proper uniform shall be deputed for exchanging
―all-right‖ signal with the Guard and the Loco Pilot of the train nearest to off side.
(S. No. 32 of AS-10 dated 10.08.2023).
(4) Cabin Station Masters in charge of cabins at stations, where shunting is
performed by shunting engine shall not exhibit any signal to passing trains when
nothing irregular is noticed. But if they notice anything wrong with the train, they
shall immediately display the Stop hand signal to the passing train.
S.R. 4.42.6. While passing through Ghat sections.
On the run immediately after the train has passed over the summit of a Ghat, the Guard and
the Loco Pilot shall exchange ‗‗all-right‘‘ signal. If the Loco Pilot does not receive the signal
from the Guard, he shall call for it by giving two short sharp whistles and even then if the
Guard‘s signal is not received, he shall stop the train and ascertain the cause.
S.R. 4.42.7. Loco Pilots and Guards of all trains shall watch any train passing on the
adjacent line/s and exchange ‗all-right‘ signals with the Loco Pilot /Guard of such trains. They
should exhibit Stop hand signal, should any condition be noticed on that train which may
endanger safety, except in case of train parting, in order to attract the attention of its Loco
Pilot and/or Guard. In case the train is not stopped after the exhibition of a stop hand signal,
125
Loco Pilot and/or Guard at station / midsection shall at once advise the Station Master of the
station/Station Masters of that section about the unsafe condition of the train.
In case of train parting, the Loco Pilot/Guard shall exchange signals as per SR 2.11.1. (S.
No. 37 of AS-10 dated 10.08.2023).
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‖.
S.R. 4.43. When passing a manned level crossing, the Guard shall look back to see if any
signal is given by the Gateman to indicate that anything is wrong with the train.
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 the 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, checkup that the tail board 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.
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
endeavors 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.
Continued in page 126A
126
Inserted new page no. 126A to G&SR including and upto AS no. 12
(3) When the attention of the Loco Pilot has been attracted, the
necessary hand signals 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 is deleted vide S. No. 2 of AS 08 to G&SR 2020 dated 03.03.2023).
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.
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.
S.R. 4.47. Hand brakes, when necessary, shall be carefully applied to prevent the wheels
skidding.
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:
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126A
Inserted new page no. 126B to G&SR including and upto AS no. 12
BLANK
126B
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.
S.R.4.48.1. The engine of a train carrying passengers shall not be detached outside station
limits except in an emergency. If it is required to be detached in an emergency the following
precautions shall be taken.––
(1) Hand brakes of all brake-vans and goods and coaching vehicles on train shall be
securely applied.
(2) The Skids/wedges shall be securely jammed under the farthermost wheels of the
rake in the direction of the falling gradient
(3) Vacuum shall be created to the maximum extent possible by blowing up with the
large ejector and an attempt shall be made to lightly pull or push the load with
the engine in the direction of the falling gradient. Only after it has been ensured
that the load is securely restrained against movement, the vacuum will be
dropped and the engine detached. The interval from the time the engine is
detached and to the time it is again attached to the train shall not exceed 45
minutes.
S.R.4.48.2. If it is required to detach the engine of a goods train outside the station limits on
a gradient not steeper than 1 in 600, the Guard shall apply the hand brake of the brake-van
and also the hand brake of at least 18 vehicles on the train. If the gradient is steeper than 1
in 600 the Guard shall apply the hand brake of the brake-van and also the hand brakes of all
vehicles on the train.
S.R.4.48.3. Loco Pilot should apply the train brake (A9) to ensure that brakes are holding
effectively on the wheels of the coaches/wagons before allowing detaching the locomotive in
any case.
4.49. Starting and stopping of train.––

The Loco Pilot shall start and stop his train carefully and without a jerk.
S.R. 4.49.1 The Loco Pilot shall enter station yard with his train under complete control and
avoid overshooting stop boards or starter signals or the place where the train is required to
come to a stand. When working a passenger train the Loco Pilot shall ensure that the
passenger bogies do not overshoot the platform.
S.R. 4.49.2.1. Whenever a train is stopped on a gradient for any reason like accident, loco
failure, OHE supply failures etc., it is essential and important to apply the train (A9) and loco
(SA9) brakes so as to hold the train safely on the gradient.
S.R. 4.49.2.2. The guard of the train has to verify application of train brakes by observing the
drop in the BP pressure gauge provided in the SLR/BV. In case the brakes have not been
applied, the Guard will communicate with the Loco Pilot and find out the reason for non-
application of train brakes. In case assistance is required by Loco Pilot, the Guard will apply
the train brake by operation of guards emergency brake valve provided in the SLR/BV
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 special
instructions.
127
(2) Engine whistle code shall be prescribed under special instructions.
S.R.4.50.1. The following are the code of engine whistles, which shall be sounded by the
Loco Pilots.
Whistle Codes
Code of
S.
engine Indication
No.
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 the other engine not required.
(ii) Acknowledgement of Loco Pilot of assisting/banking engine that
assistance stopped.
00 (a) Call for Guard’s signal.
2 (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) Main line 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 –– –– 0 0 Call for Guard to come to engine.
7 0 –– 0 (a) Token not received.
(b) Token missed.
(c) With wrong ‘authority to proceed’.
(d) Passing Stop signal at ‘on’ with proper authority
8 ––– (a) Before starting, vacuum/air pressure recreated on ghat section,
remove sprags.
(b) Passing an Automatic Stop signal at ‘on’
(c) Passing an IB 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—
(e) Acknowledgement of Guard’s signal
9 ------ (a) Approaching level crossing;
(Intermittent (b) Approaching tunnel or area of restricted visibility or curves or
whistling) continuous cuttings or site of accident; or when in consequence of
long) fog, storm or any other reason the view of the signal is obstructed;
(c) Recall railway servant protecting train in rear;
_______
(d) Material train ready to leave;
(Continuous
(e) Running through a station;
Long
(f) Approaching a Stop signal at ‘on’;
whistle)
(g) Detained at a Stop signal.
128
G&SR 2020 5HSODFHPHQW3DJH$6 Chapter IV – Working of Trains Generally
Code of
S.
engine Indication
No.
whistle
10 –– 0 –– 0 (a) Train parting
(b) Train arriving incomplete.
11 (a) Alarm chain pulled.
0 0 ––
(b) Insufficient vacuum/air pressure in engine.
(c) Inter-communication apparatus used.
12 –– –– Raise pantograph. To be acknowledged by the other engine.
13 –– 0 –– Lower pantograph. To be acknowledged by the other engine.
14 –– 0 0 (a) Signal arm taken ‘off’ but light extinguished.
(b) Signal arm improperly/insufficiently taken ‘off’.
(c) Defective signal.
15 –– –– –– Fouling marks not cleared.
16 000000000 (a) Apprehension of danger.
000 (b) Danger signal to the Loco Pilot of an approaching train whose
(frequently) path is fouled or obstructed for any reason.
(c) While working on a single line section during total interruption of
communications or when single line working is introduced on a
double line section.
(d) Moving in wrong direction on a double line or against the signalled
direction in the Automatic block signalling territory.
SR 4.50.2 The signals above are illustrated by ‘0’ for a short whistle and ‘––‘ for a long
whistle.
SR 4.50.3 Whistle Boards are provided at a distance of 600 metres on the approaches to
such manned level crossing gates outside station limits where a clear view of the line from
the level crossing gate is not available. Loco Pilots of trains, on noticing whistle boards shall
sound their engine whistle intermittently long from the time they approach a whistle board till
they pass the relevant Level Crossing.
SR 4.50.4 In the event of failure of whistle/horn of engine while working a train, the Loco Pilot
should work the train cautiously to clear the block section and ask for repair or relief.
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.
S.R.4.51. Bell Signals between Loco Pilot and Guard
(1) The following Bell Signal Codes shall be given by the Loco Pilot/Motorman and to
be acknowledged by the Guard working EMU/DMU trains.
Acknowledg-
S. Bell Signal Code
Indication ement by Indication
No. by LP/Motorman
Guard
1. Signal is ON or
1. 0 2. Stopping train or 0 Acknowledge
3. Unable to start.
Acknowledge and
Signal is OFF and
2. 00 00 Ensure conditions to
starting the train
start before starting.
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Replacement page no.130 to G&SR for AS no.15

Bell Signal
S. Acknowledge-
Code by Indication Indication
No. ment by Guard
LP/Motorman
Run through signals
3. 00 given. Train is running 00 Acknowledge
through station.
1. Passing Automatic
signal at “ON” or
2. Semi - Automatic
Signal at “ON” with
“A” or “AG” marker
Acknowledge and
illuminating or
4. 00----00 00----00 ensure conditions to
3. Passing IBS signal
at ON, IBS
telephone out of
order or
4. Passing Gate signal
at ON
Acknowledge, secure
Guard required by Loco
5. 000 000 the train, protect in rear
pilot
and proceed.
1. Received authority
to pass Stop signal
Acknowledge and
at ON or
6. 0000----00 0000----00 ensure conditions to
2. Passing IBS signal
at ON, with SM’s
PN.
Acknowledge and
Calling on signal given
7. 000----000----0 000----000----0 ensure conditions to
starting the train.
1. Acknowledge;
2. Place
Skids/Wedges and
8. 0000 Protect train in Rear 0000
protect the train;
3. Repeat the bell
code;
1. Acknowledge;
2. Apply brakes;
Apply brakes and place 3. Place
9. 00----0----0 00----0----0
Skids/Wedges Skids/Wedges;
4. Repeat the bell
code;
1. Acknowledge.
2. Remove
10. 00----0----00 Remove Skids/Wedges 00----0----00 Skids/Wedges;
3. Repeat the bell
code.
1. Initiating Joint Brake
Test;
11. 00000 00000 Acknowledge.
2. Joint Brake Test is
completed;
Need assistance of
Apply brakes and
12. 000000 Guard in applying 000000
acknowledge.
brakes.
130
Note: 1. ‘0’ denotes for bell signal and ‘----’ denotes for pause.
2. When there is any doubt on the bell signal codes received, LP/Motorman and Guard
may establish personal communication.
(2) The following Bell Signal codes shall be given by the Guard and to be
acknowledged by the Loco Pilot/Motorman working EMU/DMU trains.
S. Bell Signal Code Acknowledgement by
Indication Indication
No. by Guard LP/Motorman
Stop and
1. 0 Stop the train 0
acknowledge.
1. At signalled
(Block) stations,
ensure off aspect
or Authority,
acknowledge and
2. 00 Start the train 00 start;
2. In case of Non-
block of Class ‘D’
Stations ensure
the conditions to
start and start.
Acknowledge and
3. 00----00 Pushback Train 00----00
push back train.
Motorman/Loco Pilot
Acknowledge and
4. 000----000 not to exceed 000----000
reduce speed.
prescribed speed.
Zone of speed
Acknowledge and
restriction is over.
5. 0----0 0----0 Resume normal
Resume prescribed
speed.
speed.
Acknowledge and
6. 0000 Leaving the cab. 0000 wait for return of the
Guard.
Note: 1. ‘0’ denotes for bell signal and ‘----’ denotes for pause.
2. When there is any doubt on the bell signal codes received, LP/Motorman and Guard
may establish personal communication.
4.52. Throwing out water, fire or cinders.––

A Loco Pilot or Assistant 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.
131
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.
S.R.4.56.1 The Guard of the train shall ensure complete arrival of his train within the fouling
mark and give his PN to SM on duty as per S.R.14.10.2 or S.R.14.10.3, as the case may be.
S.R. 4.56.2.When it is possible to observe the signals, the Guard of a stopping train shall see
that all the signals taken ‘off’ for the reception of his train have been put back to ‘on’. If any
signal has not been put back to ‘on’, he shall inform the Station Master at once and wave a
Stop hand signal.
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
S.R.4.57.1. At all stations where the gradient inside station limits is not steeper than 1 in 600,
the Guard shall apply the hand brake of his brake-van before detaching the engine. If the
brake-van is also required to be detached for any reason, the hand brakes of at least 6
vehicles shall be applied. At stations where the gradient is steeper than 1 in 600, but not
steeper than 1 in 260, the Guard shall apply the hand brake of his brake-van and also the
hand brakes of at least 6 vehicles on the train before detaching the engine. If the brake-van
of the train is also required to be detached for any reason, the hand brakes of 12 vehicles
shall be applied.
At all stations where the gradient is steeper than 1 in 260, the hand brakes of at least 12
vehicles along with the hand brake of the brake-van shall be applied before detaching the
engine. If the brake-van is also required to be detached for any reason, the hand brakes of
18 vehicles shall be applied.
S.R.4.57.2.The SM is also responsible to ensure that the hand brakes of the vehicles are
applied before the engine or brake-van is detached from the train.
S.R.4.57.3.For any reason, if the Guard has to leave SLR/BV, he should apply hand brakes
of SLR/BV before leaving. After completion of work before giving signal for the train to start,
the Guard shall ensure that the hand brakes are released.
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.
132
S.R. 4.58.1. When the engine has not cleared the fouling marks, the Loco Pilot shall call the
attention of the Station Master by giving three long whistles and at the same time wave a
Stop hand signal in both directions. He shall also send his Assistant Loco Pilot to advise the
Station Master of the position.
S.R. 4.58.2. At stations, the Loco Pilot of the train, unless otherwise indicated, shall bring his
engine to a stop as close as possible to the Starter/fouling mark/Stop board to ensure
clearing of the fouling mark at the rear end.
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
accordance with special instructions.
S.R. 4.60. On arrival of the train at the end of the journey or at the Guard changing station,
the Guard shall hand over the brake-van equipment and train papers, parcels, luggage, etc.,
as required and sign the Guard’s Sign ‘on’ and Sign ‘off’ duty register. (Item no. 6 of II of AS-
1 dt. 19.04.2021).
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 as 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.
S.R. 4.61. The competent railway servant referred to in Rule 4.61 is the Assistant Loco Pilot.
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 the Station Masters
on each side and in accordance with special instructions.
S.R. 4.62.1.1. When a material train is required to be run for Engineering purposes, the
DRM shall make necessary arrangements in good time advising all concerned, the nature of
the work to be done, the duration of work, and the station at which it is to be stabled daily
during the period of work. A material train shall usually work only between sunrise and
sunset except in an emergency with the permission of the DRM. A material train shall not be
permitted to work during thick, foggy or tempestuous weather impairing visibility.
S.R. 4.62.1.2. In case of emergency arising from breaches, floods, landslips or other causes,
the running of a material train may, on the application of the Engineering branch, be at once
ordered by the Station Master or other senior Official.
133
S.R. 4.62.2. The running and stabling of material trains on controlled sections shall be
arranged by SCOR. Subject to the provisions of S.R. 4.62.4, the speed of a material train
shall not exceed the speed laid down for goods trains with a similar load.
S.R. 4.62.3. The Guard and the Loco Pilot of a material train shall protect the train in
accordance with G.R. 6.03, when working between stations.
S.R. 4.62.4.1. When the engine is pushing a material train and the brake-van is leading-
1. The speed shall not exceed 25 KMPH on a straight line, and 8 KMPH over
a turn out ;
2. The Guard shall travel in the leading brake-van and continuously exhibit
PHS to the Loco Pilot. The absence of PHS may be due to an obstruction
and the Loco Pilot shall stop the train at once;
3. The train crew shall keep a good look-out especially in the direction in
which the train is moving and shall be prepared to stop short of any
obstruction ; and
4. At non-interlocked stations when approaching turnouts, the Guard shall
stop the train at the outermost points, satisfy himself that the points are
correctly set, locked and manned and then show hand signals to the Loco
Pilot to back.
S.R. 4.62.4.2. When the engine is pushing a material train and the brake-van is not leading.–
1. The speed shall not exceed 8 KMPH;
2. The Guard shall travel in the leading vehicle and the provisions of clauses
4.1.2, 4.1.3 and 4.1.4 shall be complied with.
S.R. 4.62.4.3. When a material train is approaching a station with the engine pushing the
train, on the single line, in regular working, the Station Master shall take ‘off’ signals as usual.
S.R. 4.62.5. Except in an emergency, such as an accident or breach of the railway line,
working of material trains carrying labourers shall not be permitted between sunset and
sunrise. If due to certain circumstances, it is necessary to work material trains during night,
permission to do so shall be obtained from the DRM, who shall give the permission subject to
the following conditions .––
1. The work spot shall be sufficiently lighted;
2. Second class accommodation for the labourers shall be provided on the
train; and
3. The Guard of the train shall ensure that no labourer is travelling in the
material wagons.
S.R. 4.62.6.1. A material train shall not be divided outside station limits, except in an
emergency, and in such cases only on the authority and personal supervision of PWI, who
shall be entirely responsible for ensuring, before the train is divided, that necessary
precautions are taken to ensure safety. Before the train is divided, the Guard shall apply the
hand-brake in the brake-van and the hand-brakes of a sufficient number of vehicles and
secure, by means of safety chains or sprags/wedges, a sufficient number of wheels in each
portion of the train and shall also ensure personally that all the labourers have been
detrained. Vehicles shall not be detached from a material train standing on a grade of 1 in
100 or steeper. The Loco Pilot may detach the engine from a material train with the Guard’s
permission who shall, before giving the permission, ensure that the hand-brakes on each
vehicle are properly applied and the wheels secured with safety chains and sprags/wedges
to prevent any movement.(Note –– See Rule 4.48).
S.R. 4.62.6.2. A material train may be divided outside station limits in connection with the
shunting of vehicles into or out of a siding on the block section, provided there are no
instructions to the contrary in Station Working Rules of the station controlling the siding.
134
Replacement Page No. 135 for AS-18
S.R.4.62.7. No material which has been unloaded shall be left above rail level, infringing the
standard moving dimensions prescribed in the schedule of dimensions.
S.R.4.62.8. A material train may enter or work in the Loco yard only with the permission of
the CCC.
S.R.4.62.9. At least one brake-van shall be attached in the rear of the material train. When
running through between stations, the engine shall be marshaled at one end of the train and
the brake-van at the other end. Material trains shall be so marshaled that there is adequate
brake power.
S.R.4.62.10. The Station Master shall issue a memo (in duplicate) in the following form, in
addition to the authority to proceed, to the Loco Pilot of every material train which is required
to work outside station limits .––
From Date:
Station Master/… .................................. Station Time:
To
Loco Pilot of material train number.....................................
You are required to proceed to the .......................station at the other end or you mustreturn to
........................................station (as the case may be).
You shall clear the block section by ............................................. hours, for the passage of other
trains.
Signature of Guard Signature of Loco Pilot Signature of Station Master
The memo shall be countersigned by the Guard. The Loco Pilot shall take the original and
return the duplicate signed. The Station Master shall enter the particulars contained in the
memo, in the remarks column of the TSR against the entry for the train.
S.R.4.62.11.1.All the ballast wagons/sleeper carriers/ wagons comprising of ballast trains
must have a nominated base depot which should be clearly stenciled on these wagons.
S.R.4.62.11.2 These wagons must touch the base depot at least once in thirty days at which
time, they will be intensively examined and any repairs would be attended and a BPC issued
giving therein individual number of wagons for which the BPC was issued. The BPC will be
valid for a period of 30 (thirty) days, subject to the condition that the rake would be examined
at intervals of one week at the site.
S.R.4.62.11.3 At the time of intensive examination at base depot, the effective brake
percentage would not be less than 90%. Once every week thereafter, wherever these
wagons are available after unloading, if TXR staff is available at that station, those staff or
else a flying gang of C & W staff would examine and revalidate the BPC.
4.63 Workers on material train.––
The Guard of a material train shall, before giving the signal to start, see that all
the workers are on the train, and warn them to sit down.
S.R.4.63. Before giving the signal to start, the Guard shall satisfy himself that there are no
workers under the vehicles and that the Engineering official-in-charge has been advised that
the train is ready to start.
135
Replacement Page No. 136 for AS-18
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.
S.R.4.64.1.1. The Station Master and the Guard of the material train are jointly responsible
for ensuring -
1 That the points leading to the line on which the material train is stabled are set
against the line and locked in that position in accordance with the G.R.4.64.
2 That the hand-brakes are applied on sufficient number of vehicles, the van-
brakes are screwed down and that a sufficient number of wheels are locked by
safety chains and padlocks (see Rule 4.57 and 5.23) ; and
3 That the train is berthed clear of fouling marks, etc., at each end of the line on
which it is stabled.
S.R.4.64.1.2. If it is necessary to perform any shunting on the line on which the material
train is stabled, the Guard shall be present throughout the period the shunting is performed.
After the shunting is completed, the Guard shall personally satisfy himself that the train has
been protected in accordance with G.R. 4.64(2).
S.R.4.64.2. When a material train is stabled on a siding, outside station limits, the Guard shall
ensure that it is berthed clear of fouling marks and traps and without obstructing the running
line. He shall apply the hand-brakes on a sufficient number of vehicles, screw down the van-
brakes and lock the wheels of the wagons by means of safety chains and padlocks.
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.
S.R.4.65.1.1 The on track tamping machine which is a self-propelled vehicle fitted with head–
light and two parking lights and is having two parts viz., the engine and the tamping–cum
leveling unit. This machine and all track maintenance machines shall run at speed prescribed
through JSC, subject to other speed restrictions in force. A copy of the JSC shall be made
available in each such machine (Item No. 7 of AS-18).
S.R.4.65.1.2 The track laying machine is a self-propelled machine consisting of mobile portal
cranes for carrying assembled track panels. This machine can run only on auxiliary track of
wider gauge specially laid outside the existing track. This machine can only be carried to site
of work, loaded on BFRS observing all the rules for movement of material trains.
136
S.R.4.65.2. The on track tamping machine shall be treated as a train for all purposes and
shall run under the system of working applicable except when it is attached in the rear of a
goods train.
S.R.4.65.3 The tamping machine shall work under the direct supervision of an Engineering
official not below the rank of PWI who will be responsible for taking the traffic block and for
protection of the line, while the work is in progress. Each machine shall be in direct charge of
an Operator. The complement of staff with each machine will normally be one operator, one
mechanic and one khalasi. The operator shall be a qualified person competent to hold
charge of the machine on the main line and also certified to be qualified in the rules and
actual driving and working of the unit efficiently. The operator shall be conversant with the
section over which the unit has to run for work.
S.R.4.65.4. Competency Certificate for persons authorised to drive tamping machine:
All self-propelled track machines shall be treated as a train for all purposes.
(i) No person shall be permitted to drive any type of track machine unless he has undergone
stipulated training and passed the examination at ZRTI/MLY in General and Subsidiary
Rules. A Technical Competency Certificate shall be issued by Dy.CE/Track Machines or
any other Competent Engineering Officer nominated by PCE.
(ii) The certificate shall be valid for 3 years unless revalidated after undergoing a refresher
course at ZRTI.
(iii) He shall possess a certificate of medical fitness issued by a Railway MedicalOfficer as
prescribed in the Medical Manual for Traction Machine Operators.
S.R.4.65.5. Equipment:
The following equipment shall be carried by the Operator-in-charge of the Unit.
1 A copy of General & Subsidiary Rules 10 Ten detonators.
Book
2 A copy each of Accident Manual and 11 Two Banner flags
Operating Manual
3 A copy of Working Time Table 12 A powerful electric torch.
4 A portable telephone 13 A padlock with key and chain
5 A Watch 14 A pair of spare spectacles, if required.
6 Three green hand signal flags and 15 Such other equipment and stores as may
three red hand signal flags (in a case) be prescribed by the Engg Dept.
7 A pair of red and green slides 16 A copy of instructions for working the
tampers.
8 Two (tri-colour) hand signal lamps ---
9 A tail lamp ---
S.R.4.65.6. Working of the tamping machine:
S.R.4.65.6.1 The tamping machine shall be considered as a train as per G.R. 1.02. (58).
S.R.4.65.6.2 It is permissible to allow more than one tamping machine into the same block
section subject to the instructions laid down in para 7.
S.R.4.65.6.3 The following procedure shall be observed for the working of the tamping
machine between two block stations:
S.R.4.65.6.3.1. The on track tamping machine shall be worked during the traffic block period
only.
137
S.R.4.65.6.3.2. The person in-charge of the unit, shall inform the Station Master in writing
where he intends to stop in the midsection for packing and leveling work and whether he will
proceed to the next station or return to the starting station. He shall also mention the duration
of the block. A caution order shall also be issued along with the authority to proceed, wherein
the Station Master shall notify the time at which the block section shall be cleared and
whether the unit will proceed to the next station or return to the starting station.
S.R.4.65.6.4. When it is programmed to push back the machine to the starting station, the
following precautions shall be observed:
1. While obtaining Line Clear, the Station Master of the station in advance shall be
advised that the Tamping machine will push back.
2. The Station Master of the station from which the tamping machine is entering the
block section shall issue to the official-in-charge of the leading tamping machine
an authority to push back, duly obtaining the signature of the person in-charge of
the following tamping machine.
3. After authorising the tamping machine to push back, obstruction of the line in the
same direction beyond the Starters is prohibited.
4. The official-in-charge of the tamping machine shall travel in the leading machine
while pushing back exhibiting hand signals to the following machine.
5. The speed while pushing back shall not exceed 25 KMPH.
6. The official-in-charge of the leading machine shall be responsible to ensure that all
level crossing gates are closed against the road traffic. In case of doubt, he shall
bring the machine to a stop short of the gate and only after satisfying himself that
the gates are closed, he shall authorise the machine to move.
7. The official-in-charge shall bring the machine to a stop outside the Advanced
Starter pertaining to the particular line and await hand signals from the railway
servant, at the foot of the Advanced Starter. If no hand signals are exhibited for a
period of 5 minutes, he shall send a railway servant with a memo to the Station
Master for arranging admission.
8. The Station Master, before arranging to receive the tamping machine, shall ensure
that all the facing points on the path are clamped and padlocked.
9. The official-in-charge shall sign in the TSR certifying that all the machines have
arrived. Only after this, the Station Master shall clear the block section.
10. Once it is arranged that the machines are to be pushed back, they shall not
normally proceed to the station ahead.
S.R.4.65.6.5.The person in-charge of the unit shall be responsible to ensure that the
adjoining line is not fouled at any time, during the course of the tamping and leveling
operations. In case of fouling, he shall immediately arrange to protect the adjoining track as
per Rule 6.03 and SRs there under.
S.R.4.65.6.6. On arrival at the station, the person in-charge shall sign in the TSR in token of
complete arrival of the unit or units. He shall also certify that the section is clear of all
obstructions.
S.R.4.65.7. Where more than one tamping machine is permitted into the same block section,
one following the other on the same Line Clear, the person in-charge shall personally
supervise the movement by travelling in the rearmost machine and keep a minimum safety
margin of 120 metres between the respective units. When two or more units are allowed to
work in the block section, the Station Master shall issue a Caution Order to the leading unit
that another unit will follow to work in the section. Similarly the following unit shall be issued
a caution order notifying that there is one unit ahead of him and to exercise vigilance.
138
The authority to proceed will be handed over to the person in-charge of the leading tamping
machine. In such case, it will be his responsibility to ensure that all the units have completely
arrived before certifying the complete arrival in the TSR. In case the units return to the station
from which they started, the Station Master cancelling the Line Clear shall also ensure that
all the units have returned.
S.R.4.65.8.1. The running and stabling of the tamping machines shall be arranged by the
Station Master in consultation with the SCOR In case the Control is not working, the Station
Master shall consult the Station Master of the adjoining station.
S.R.4.65.8.2. The tamping machine shall not be permitted to work during total interruption of
commutations.
S.R.4.65.8.3. The tamping machine shall normally be stabled on a non-running line.
S.R.4.65.8.4. When the tamping machine is stabled on a running line due to unavoidable
circumstances, the mechanical handbrake shall be applied and the machine shall be
securely chained to the rails in accordance with GR 5.23 and SRs there under. Lever collars
shall be used on the concerned signal levers and slide collars/pins on the relevant slides.
S.R.4.65.8.5. No unauthorised person shall be allowed on the tamping machine.
S.R.4.65.9. The tamping unit shall not be moved inside the traffic yard without the permission
of the Station Master. Shunting of goods or passenger stock shall neither be permitted on the
line where the machines are stabled nor shunting performed with the machines attached.
S.R.4.65.10. Failures of the tamping machine and accidents thereto shall be treated in the
same manner as train accidents and action taken as per the rules in force.
S.R.4.65.11. In case of failure of tamping machine in a block section, the person in-charge
may decide to push the disabled unit to the nearest station, provided the brake power is in
good condition. Otherwise intimation shall be sent to the nearest Station Master through a
messenger and to the control through portable telephone asking for a light engine to tow the
unit. In the event of break-down, the unit shall be protected as per GR 6.03 and SRs there
under
S.R.4.65.12. The Operating and Engineering officials programming the working of the
tamping machines shall ensure the sanction of CRS for working of machines on the relevant
section is available.
S.R.4.65.13. The programme of traffic blocks for operation of the tamping as well as track
laying machines shall be published in the respective Working Time Tables
I. PRIVATE ENGINES AND VEHICLES
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 special
instructions.
***
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Replacement page no. 91 to G&SR including and upto AS no.

4.01. Standard time.—

4.02. Adherence to advertised time.—

4.03. Setting watch.—

4.04. Time of attendance for train crew.—

4.05. Proper running line.—

4.06. Direction of running.—

4.07. Supply of Working Time Table and Schedule of Standard Dimensions.—

4.08. Limits of speed generally.—

4.09. Caution Order.--

4.10. Limits of speed over facing points.—

4.11. Limits of speed while running through stations.––

4.13. Limits of speed with engine tender foremost.—

C. EQUIPMENT OF TRAINS AND TRAIN CREW

4.14. Head light, marker lights and speedometer.—

4.15. Tail and side lights.—

4.16. Tail board or tail lamp.––

4.17 Responsibility of Station Master regarding tail board or tail lamp of

4.18 Means of communication.––

4.19. Guard’s and Loco Pilot’s equipment.––

1 Hand signal lamp 11 Working Time Table

1 Book of T/609 forms 3 BP Pressure Gauge with Adapter

However, First Aid Box and Guard Certificate are excluded.

(v) After full complement of BV equipment is loaded, SE/JE-C&W shall provide

1 Stretcher – one 3 Wedges – two

S.R.4.19.5.2: Loco Pilot’s equipment

1 Red flags – two 4 Detonators – Ten

S.R.4.19.5.3: Guard’s equipment

1 Red flags – two 4 Detonators – Ten

4.20. Manning of engine in motion.—

4.21. Driving an electric train.—

4.24. Position of brake-van on train.––

S.R. 4.25.3. Vehicle Guidance.

D. VEHICLES AND CRANES

4.28. Loading of vehicles.––

4.29. Damaged or defective vehicles.––

E. PRECAUTIONS BEFORE STARTING A TRAIN

4.31. Examination of trains before starting.––

4.32. Examination of train by Loco Pilot.––

Coaching Trains 5.0 4.8 6.0 5.8

3. All the angle cocks are in open condition.

4. The last Angle cock is in closed condition.

5. Empty/Load device handles, where provided, are in proper position.

8. There are no displaced elastomeric pads and canted Adopter.

9. Hand brakes of all wagons are released.

10. Doors of wagons are closed and locked/secured.

Signature of Loco Pilot Signature of Guard

4.33. Examination of single and multiple units by Loco Pilot.––

4.34. Duties of Guard when taking over charge of a train.––

(2) 3 beats for an Up train ---

4.36. Guard to be in charge of train.––

4.38. Assistant Loco Pilots to obey Loco Pilots.––

4.39. Loco Pilot to obey certain orders.––

F. DUTIES OF STAFF WORKING TRAINS DURING JOURNEY

4.41. Loco Pilot and Assistant Loco Pilot to look back.––

4.43. Guard to keep a good look-out.––

4.44. Train held up at first Stop signal.––

4.45 Attracting attention of Loco Pilot.––

(SR 4.45 is deleted vide S. No. 2 of AS 08 to G&SR 2020 dated 03.03.2023).

4.46. Assistance from Guard‘s hand brake.––