DIFFERENCE BETWEEN SUBSIDIARY RULES OF CR AND WCR

Differences of Subsidiary Rules between CR and WCR

TYPES OF TRACK MACHINE, WORKING OF TRACK MACHINE (TTM etc.)

WORKING OF TRACK MAINTENANCE MACHINE TYPES OF MACHINE 

1. TTM : Tie tamping machine. 

2. DTS : Directed track maintenance. 

3. DTS : Dynamic track stabilizers. 

4. DGS : Dynamic track. 

5. BCM : Ballast cleaning machine. 

TRAIN MARSHALLING - INDIAN RAILWAY

MARSHALLING 

Marshalling:- Marshalling means scientific and systematic arrangement of vehicles on train to meet specific transportation needs such as safety and security , operational efficiency, elimination of delay, optimum utilization of transport capacity and maximum facility in dealing with traffic during run, at terminal station and beyond. 

ANTI TELESCOPIC MARSHALLING:- 

The marshalling done by using anti telescopic coach is called Anti Telescopic Marshalling. In this marshalling some special type of coach are attached next to engine and in near of the train. The Anti Telescopic coach is so designed that the impact of collision on other part of the train is nullified on negligible. 

ANTI TELESCOPIC MARSHALLING OF MAIL/EXPRESS TRAIN 

1. Engine + SLR + 2 ATC + other coaches + 2 ATC + SLR 

2. Anti Telescopic Marshalling of passenger Train Engine + SLR + 1 ATC + other coaches + 1 ATC + SLR 

OVER DIMENSIONAL CONSIGNMENT (O.D.C. )

OVER DIMENSIONAL CONSIGNMENT SR-4.28-3 STANDARD MOVING DIMENSION:- 

Standard moving dimensions are prescribed to each gauge for safe conveyance of loads so that the load should not come in contact with the fixed structures like platform, signal post, OHE masts, Bridge, and Tunnels etc.

The consignment which, at any place during the course of its movement from its origin after loading to its destinations (including the change of Gauge) infringes the maximum moving dimension is called ODC/ISMD. Loads which infringe the standard moving dimension will not be dispatched without the sanction of the COM who will if necessary obtain the sanction of CRS through CE. On the basis of gross clearance (in standing position) and clearance the ODC are classified into three categories.

LEVEL CROSSING GATE

LEVEL CROSSING SR-16.02-1 LEVEL CROSSING- 

It means the intersection of road with railway track at the same level. 

LEVEL CROSSING GATE:- Means any form of moveable barrier, including a chain, capable of being closed across the road at the level crossing, but does not include a wicket on a turn still for the use of pedestrians. 

a. TRAFFIC GATES:- Level crossing gate which are located between the outer most stop signals of the station are termed as traffic gates. The manning and operation of traffic gates shall be under the control of operating department. 

b. ENGINEERING GATES:- Level crossing gates other than traffic gates are termed as engineering gates. Supply and care equipments of level crossing gate(SR-16.02-1) The following equipments should be available at every manned level crossing.

WORKING OF TRAIN IN ELECTRIFIED SECTION AND TOWER WAGON

WORKING OF TRAIN IN ELECTRIFIED SECTION (SR-17.04-1)

POWER BLOCK – means blocking of electrified section by disconnecting supply of electric in that section. The operation of electric engine only is blocked or restricted. 

TRAFFIC BLOCK:- means blocking the section both for electric operated and diesel operated engine. Power block has been divided into three categories.

1. Pre-planned power block

2. Emergency power block

3. Local power block.

LOCOMOTIVE LIGHT

HEAD LIGHT, MARKER LIGHT, FLASHER LIGHT HEAD LIGHT:-

1. A train shall not be worked at night on in thick foggy or tempestuous weather impairing visibility on in long tunnels, unless the engine carries an electric head light of an approved design and, in addition, two electric white marker light. 

2. An engine employed exclusively on shunting at stations and yards shall, at night on during thick, foggy or tempestuous weather impairing visibility, display such head lights prescribed by Railway Administration Station, and exhibit two red marker lights in front and in rear. (Now a day’s twin-beam lights are used as head light.) 

3. The electric head light on the engine shall be fitted with switch to deem the light and shall be deemed. 

ACD

ANTI COLLISION DEVICE (RAKSHA KAVACH) 

DEFINITION:-

Anti Collision Device is a network of “self -acting” computer based communication devices which automatically apply Brakes to trains, thereby protecting the travelling public as well as road users at level crossing Gates from “collision” related accidents. It comprises of a central processing unit (CPU), a global positioning system (GPS), receiver and data radio modem for communication with other ACDS. It is a fully integrated Electronic Control System designed to minimize collision and increase safety on Railway system. It is a non -signaling system and provides additional over safety in train operation to prevent dangerous train collision caused due to human reasons or limitations and equipment failure. Being a non-Signaling and inter locking system it does not replace any existing signaling and inter locking system and does not alter any procedure of train operations in vogue. The world’s first ACD was taken into use on 19-10-1990 in Konkan Railway.

INFORMATION SYSTEM, FOIS,ICMS, COA ,PRS etc

INFORMATION TECHNOLOGY IN OPERATING DEPARTMENT FREIGHT OPERATION INFORMATION SYSTEM:- 

1. The Indian railway carries nearly 900 million tons of freight in a year. This translates to about 5000 freight trains daily. Freight trains bring two thirds of the Indian Railway revenues and are referred to as the bread earners for the Railways. The major commodities carried by Indian railway are coal, Iron ore, Food grains, Iron and Steel, Cement, Petroleum products, Fertilizer and containerized traffic. There are specialized wagons to handle the transportation needs of the different types commodities unlike passenger carrying trains, freight trains do not run to a fixed schedule and thus making freight operations a highly information intensive activity. Based on this information managers make allocation decisions continually to dynamically optimize utilization of resources like wagons, loco motives, crew and paths on the network. Real time information allows good decision making and thus censures high levels of mobility within the system.

FIRE ON TRAIN

FIRE ON TRAIN (GR-6.10, SR-6.10-1, 6.10-2, 6.10-3) 

1. A railway servant noticing a fire, likely to result in loss of life or cause damage to property shall take all possible steps to save life and property, to prevent it from spreading and to extinguish it. 

2. Should any portion of train be discovered to be on fire, it should be brought to stand on a safe place and burning vehicle or vehicles separated from the rest of the train and every exertion made to put out the fire with the least possible delay. 

3. Should it be known that water is procurable within a short distance from the place where the fire is discovered and it is considered safe to run the burning vehicle onto that spot. A burning vehicle as far possible should not be moved unless the rear portion is detached. However it would depend upon the nature of the contents of the vehicle. The extent of fire and the liability of other vehicle being also set on fire the Guard and loco pilot of the train must exercise their discretion in such case.

WORKING OF TRAIN DURING STORM, CYCLONE, ANEMOMETER

WORKING OF TRAIN DURING STORM AND STRONG WIND SR-2.11-2 

1. When warning message forecasting cyclone storm wind has been received from the meteorological department and there is a reasonable doubt that severe storm is going to break out endangering the safety of the passengers and trains etc. the station master shall in consolation with Guard and driver, detain the train at his station and also refuse to grant line clear to a train coming to his station until storm abates and he considers movements of train is safe. 

2. Should the train caught on the run in cyclone storm or strong wind which in the opinion of loco pilot is likely to endanger the safety of the train, he shall immediately control the speed of his train and bring it to a stop at the first convenient place taking care as far as possible to avoid stoppage of the train at places like sharp curves, high embankments and bridges. In controlling the speed and bringing the train to a halt, the loco pilot shall stop his train without any jerk. He shall restart his train in consultation with Guard only after the cyclone, storm, strong winds abates and it is considered safe to proceed.

ACTION TAKEN DURING THE ACP

ACTION TAKEN BY STATION MASTER IN CASE OF ACP 

1. As soon as the Loco Pilot observe a drop in the Vacuum /Air pressure indicator, the driven must at once being his train to a stand as quickly as possible and he must at the same time give two short and one long whistle (00--). This whistle code must be repeated while the train is being brought to a stand and until the Guard shall acknowledge it. 

2. The Guard shall give his acknowledgement by showing red flag by day and red light by night indicating that he has understand the situation. 

3. If alarm chain is pulled within station limit the SM shall send the C & W staff, Points man, GRP,RPF, to assist the Guard and loco pilot.

MEANS OF COMMUNICATION AND WHISTLE CODE

MEANS OF COMMUNICATION AND ENGINE WHISTLE CODE GR 4.18 

Means of communication

1. No passenger train or mixed train shall be dispatched from any station, unless every passenger carriage is provided with means by which communication can be made with the Guard or the LP. 

2. The above rules shall not applya. Passenger or mixed train in case of complete or partial failure of vacuum. b. Such particular train as may be exempted under approved special instructions. 

3. If the railway administration is satisfied that mischievous use of the means of communication referred to above is prevalent, it may, notwithstanding anything contained in the above rule, direct the disconnection, for the time being, of the means of communication provided in all or any of the passenger carriage in any such train.

WORKING OF TRAIN IN GHAT SECTION , CATCH AND SLIP SIDING

WORKING OF TRAIN IN GHAT SECTION (GR-3.50/SR-3.50-1) 

Working of train in Ghat section is mentioned in the working time table (WTT) of the Division. The detailed instructions on train operation will be incorporated in the SWR of the station situated in the Ghat section. Pre-caution to be taken while working of train in Ghat section:- 

1. The marshalling of train running in the Ghat section must be as per the rules. 

2. On goods train the loaded wagon should be attached next to engine and empty wagon behind it. 

3. No four wheeler shall be attached in between two eight wheeler on in between engine and wagon. 

4. Train running on Ghat section should not exceed the authorized load. 

5. The train should not be run without banker engine in Ghat section where such engine is to be attached as per the special instruction. 

WAGON EXCHANGE REGISTER

WAGON EXCHANGE REGISTER 

1. It’s an important register kept at station. 

2. The detail of all approaching and dispatching trains at the station are entered in this register. 

3. Wagon No, Name of the owning Railway, Type of wagon whether wagons are loaded on empty, if loaded the detail of commodities loaded in it, the origin and destination station of the wagon, cause of detachment from the train i.e. hot axle, broken spring et.., date of detachment of wagon, name of the guard and his signature etc. are entered in wagon exchange register.

DISASTER MANAGEMENT

DISASTER MANAGEMENT 

“After accident, to cope up with the situation steps taken by rail administration called Disaster Management”. The top priority of Railway is to provide accident free, safe journey. For which continuous efforts are carrying on. New technology has been introduced in railway. Efforts are being taken to lessen dependence on human being and system are being made such, that human failure does not make any unusual. The best training is being given to employee and how to lead a stress free life is also imparted by training. However there may be chances of accident and to cope up with the situation the system is called “Disaster Management”. In every 150 to 200 km Accident Relief Train (ART) and Medical Relief Trains (MRT) are provided and staffs are made available round the clock. Target time for dispatch of ART, MRV has also been fixed. Each railway employee are trained in First Aid. First Aid is available with Station Master and Guard. Phone Nos. of local administrative officers, hospitals and their names are displayed in the station building for quick information and assistance. Object of disaster management (AM-301)

ACCIDENT

ACCIDENT

DEFINITION:- for the purpose of railway working, accident is an occurrence in the course of working of railway which does or may affect the safety of the railway, its engine, rolling stock, permanent way and works, fixed installations, passengers or servant which affect the safety of others or which does or may cause delay to train or loss to the railway property. For statistical purpose accident has been classified in categories from A to R excluding I and O.

CLASSIFICATION OF ACCIDENTS: 

(AM 117-124) Accidents are classified under following heads

1. Train accidents 

2. Yard accidents 

3. Indicative accidents 

4. Equipment failures 

5. Unusual incidents.

TRAIN DELAYED IN BLOCK SECTION

TRAIN DELAYED IN THE BLOCK SECTION-(GR-6.04 SR.6.04-1) 

If a train carrying passenger does not arrives within 10 minutes and a goods train does not arrives within 20 minutes after its normal running time from the station in rear, the train is said to be running late. The SM shall immediately take following action.

1. The SM shall immediately advise the SM in rear and the Section Controller of this fact. 

2. Arrange to send a railway employee into the block section to fetch information regarding the whereabouts of the train and in case of mishap, the nature of assistance required.

SEND ASSISTING ENGINE INTO OBSTRUCTED BLOCK SECTION

Disabled engine, assistance to- in the Block Section (SR-6.05-2)

1. When an engine is disabled in the block section, the Guard shall ascertain from the Loco Pilot, if it is necessary to requisite a relief engine. Should the Loco Pilot except to be able to put the engine in working order within 30 minutes, he shall inform the Guard. 

2. If the time is likely to be exceeded, the Guard must send advice to the nearest station in accordance with SR 6.05-1 and call for relief engine.

TRAIN DIVIDING

TRAIN DIVIDING (GR 6.09 SR 6.09-1)

1. When a train stops in a block section in consequence of an accident or the inability of the engine to pull whole of the train, the Loco Pilot of the train will give four short (0000) whistles repeatedly and the Guard will take immediate steps to protect the train in rear in accordance with G.R.6.03.

TRAIN PARTING

TRAIN PARTING (GR 6.08 and SR – 6.08-1) 

Train parting

1. Meaning-

 Any portion of the train, if becomes detached while in motion is called train parting.

2. Loco Pilot

I. If the Loco Pilot comes to know that the train has parted, he should put on the flasher light and give long – short - long – short (---0—0) whistle repeatedly to attract the attention of the Guard till acknowledged by the Guard. He should keep the front portion of the train moving until the rear portion of the train has come to a stand. The guard shall acknowledge the loco pilot by waving up the and down a green signal by day and white light by night and shall promptly apply hand brake of the brake van. 

HEAVY HAUL TRAINS

HEAVY HAUL TRAINS 

1. Operating instructions - 

1.1 A memo should be served to the Guard and LP by the originating SM to be tagged to BPC and VG. Also at each crew change point, a memo should be given to the outgoing Guard and LP by the SM about higher pay load, so that the crew can be vigilant about special precautions including speed restrictions to be observed in route in view of higher pay load . 

1.2 Caution boards shall be displayed at crew lobbies as well as notified stations prominently depicting caution orders based on track structures. 

1.3 Sectional speed as notified, to all concern through WTT as permanent caution or through other means should be followed. Notified stations shall issue caution order accordingly. 

1.4 Based on higher carrying capacity, special color (preferably green) code shall be followed in FOIS for such train. 

WORKING OF LONG HAUL TRAINS (PYTHON) ON CENTRAL RAILWAY

WORKING OF LONG HAUL TRAIN (PYTHON) ON CR 

1. General: 

a. Long haul trains, empty/ loaded rakes of 42 BCN/ 58 BOXNHL/ 59 BOXN/ 45 BLC/ 50 BTPN/ 45 BRN/ 45 BOST (including all variant of stock) shall be operated on CR by clubbing two rakes in one hook in any possible combination. 

(i) Two loaded rakes 

(ii) Two empty rakes or 

(iii) One loaded and one empty rakes.

 b. Long haul shall be run on every section on Central Railway except Ghat section in Mumbai and Nagpur Division. 

c. The Long Haul train shall be run under nomenclature of PYTHON which shall be prefix to the train name. It shall be relayed to SM of adjoining stations while asking line clear and will be marked accordingly on control chart also. Separate color code shall be provided in FOIS to distinguish such trains.

DEFECTIVE PARMANENT WAY

DEFECTIVE PERMANENT WAY (SR-6.07-1)

 If Loco Pilot or Guard experiences any abnormal condition in the track over which his train has passed and he considers that the portion of the track over which his train has passed is detrimental for safe running of subsequent trains will take action as under:- 

1. Stop his train at next block station without clearing the block section, whistle frequently and inform the SM through available means of communication. In case of IBS and automatic block territories, the loco pilot must inform the SM in rear and LP of trains already left the station in rear through available means of communications to stop movement of train. 

2. A written memo indicating the details of the occurrence is given to SM by the LP. 

3. The SM must issue a message to the SM of the other end, and Junior Engineer/Section Engineer (P.Way), AEN, DEN, CHC, DOM. 

MANSOON PATROLLING

MONSOON PATROLLING (SR-15.04-1, 2) INSPECTION OF P.WAY-(SR-15.04-1) 

The key man of each gang must walk daily over his length starting at sun rise and when necessary more frequently than once daily. He must tighten or replace any loose keys on fastenings. On lines with light and in frequent traffic this patrolling by key man may be once in two days under approved special instructions. Patrolling of lines during monsoon. (SR-15.04-2)

1.The line is to be patrolled at night from the commencement until the close of the monsoon ordinarily from June 1st until October 31st, but exact date of commencement and termination will be decided by the Asst. Engineer of the section. Patrolling should not be started until the monsoon actually arrives on any section. 

2. Patrol chart is prepared by Divisional Engineer for different section will be distributed to the AEN, P.Way Inspectors and Controller and copy of the relevant portion of the chart will be supplied to each SMs with instructions to I. Record timing of arrival and departure of patrol man in the patrol books and initial them. II. Record timing of arrival and departure of patrol man’s names in his station diary. 

WORKING OF TROLLY/LORRY

WORKING OF TROLLY (GR-15.18) 

A vehicle, which can be lifted bodily off the line by four men, shall be deemed a trolley. RULES OF WORKING A TROLLY – (SR-15.18-1) 

1. A trolley shall not, except in cases of emergency, be used for the carriage of permanent way or other heavy material and when a trolley is so loaded, it shall be deemed for purpose of these rules, to be a lorry. 

2. All officers and inspectors of the engineering S&T, operating, commercial, and OHE departments as may be required permitted to use trolleys. 

3. For use of trolley railway servant must in a possession of permit signed by the CE, CBE, CSO, CSTE, CSTE (CON), DRM, Sr. DEN, Sr. DSTE. 

4. The permit will only be issued after the person; in whose name this issued has been examined and declared to be conversant with the rules for running of trolleys. The permit shall be valid for a period of one year from the date of issue. It shall therefore be renewed annually after the person holding it has been examined as mentioned above. 

5. Each trolley have marked on it the Number, Designation, and code initials of the Head quarter, station of the officials, to whom it is allotted, painted in while letters conspicuously. 

6. Trolley shall always be pushed not pulled. 

7. Any other unauthorized aid for their propulsion is strictly prohibited. 

8. While passing level crossing, trolley staff should look out for road traffic. 

9. The total number of persons including trolley men, which can be carried on a trolley, must not exceed 10. 

10. When a trolley is run under block protection, it must be accompanied by not less than 4 trolley men. 

11. When running without block protection a trolley must accompanied by 4 trolley men in addition to extra trolley men must be taken. 

12. On electrified section, 5 trolley men must accompany a trolley. 

13. During night, all trolleys must work under block protection expect in a grave emergency. 

14. Whenever a trolley/motor trolley/lorry is placed on platform for being loaded on a train or for any other purpose, it should be placed parallel to the track, properly locked and in charge of a railway servant. It should be so placed as not to come in the way of passengers and railway staff. 

15. Working of trolley: 

I. Without block protection. 

II. With block protection.

Working of trolley without block protection:- 

1. When it is proposed to work a trolley outside station limits without block protection, the official-in-charge of the trolley shall as certain the where about of trains that he is likely to encounter on the section before he places the trolley on the line. 

2. Where due to curves, cutting or gradient, a line clear view is not available for a distance of 1200 meters; the trolley must be protected in accordance with GR- 15.27 and SR-15.27-1. 

3. Special precautions should be taken while working trolleys without block protection due to sharp curves, cutting tunnels etc. 

a. The officials in charge of the trolley shall advise in writing to the station master on duly, where he intends to place the trolley on line. Specifying the period the trolley will work in the block section. 

b. The station master will advise the official in charge of the trolley about the particulars of running trains and suggests after which train, trolley placed on line. 

c. The station master at the station at either end of the block section where the trolley is working, issue caution order to the loco pilot of all train proceeding into the block section where the trolley is working until the trolley clears the block section. 

d. When trolleys has cleared the block section and arrived station or in change of trolley inform to station master that trolley removed form line. Issue of caution order to Loco Pilot will be discontinued. e. When two trolleys are running together in the same direction, as for as possible, they shall be kept distance of one OHE mast. 

Working of trolley with block protection:- 

1. When working a trolley or before entering in block section in charge of trolley notify the station master where trolley will work and the duration of work. 

2. Station master advice other end’s SM and take permission from SCOR for working of trolley. After getting permission from SCOR both sides SM exchange massage with private number of both end shall not enter any train in Block Section until the in charge of trolley issue a massage of ‘Trolley removed from track’ with private number. 

MOTOR TROLLEY:- It is also types of a trolley, which run on rail, attached with motor. It is used for inspection by operating, S&T, Engineering, and OHE department

WORKING OF MOTOR TROLLEY:- 

1. Motor trolley must run under block protection and should be treated and signaled as a train. A motor trolley is permitted to follow a train/motor trolley at on adequate distance after advising the station master concerned. 

2. When motor trolley follows a train or another motor trolley at minimum distance of 500 meter should be kept with the train or trolley to be followed. 

3. A motor trolley must be manned by minimum 4 bodies’ trolley men. 

4. On a motor trolley the total number of persons including trolley men must not exceed 7 in the case of 4 HP and 10 in case of 6 HP motor trolleys. 

5. When a motor trolley is running, there shall be at least 2 persons seated in front. 

6. The speed of motor trolley while passing over points and crossings, Irrespective of whether the trolley is running on the straight or turnouts, shall not exceed 15kmph. The station master of the station situated short of the place where spring points are located shall issue caution order. 

7. Working of motor trolleys double line where Lock and block instruments have been provided:-

 a. Line clear will obtain on block telephone without operation of block instrument. 

b. T/369(3b) will issue to the in charge of Motor Trolley to pass last stop signal in the on position. The private number received from SM in advance will be recorded on T/369(3b) and it should be clearly endorsed that line clear has been obtained. A manuscript memo given to in charge of Motor Trolley to enter the Block Section. 

c. If possible receiving station master will arrange for the reception signals to be taken “OFF” on arrival at the station in advance, the official in charge of the motor trolley will deliver the authority to the station master with the endorsement that the motor trolley has arrived complete and sign with date and time on it. The authority must be retained by the station master at receiving end and pasted in station diary then clear the block section supported by a private number. 

d. To cancel line clear for a motor trolley, message will be exchanged between the station masters with private number. 

8. Working of motor trolleys on single line sections where token less block instruments are provided.

a. Line clear will obtain on block telephone without the operation of block instruments. 

b. Then he will prepare a manuscript authority to enter the block section in duplicate with private number obtained in the support of line clear, one copy of the same will be handed over to in charge of the motor trolley and T/369(3b) authority will be issued to pass the last stop signals at on position. 

c. Reception signals to be taken off at next station.

d. On arrival at the other end of the block section the in charge of the motor trolley hands over the authority to the station master with the endorsements “the motor trolley has arrived complete” station master pasted the same in his diary. 

e. To cancel line clear for a motor trolley messages will be exchange between the station masters with private number. 

9. A motor trolley following a train or another motor trolley. 

a. A motor trolley may follow a train or another motor trolley only during day and clear visibility both single and double line sections with minimum distance of 500 meters. 

b. A motor trolley following train or another motor trolley station master prepared motor trolley permit (T/1525) in duplicate one copy handed over to in charge and obtain signature on second copy. c. The last stop signal shall not be taken “OFF” for following Motor Trolley an authority of form T/369(3b) to pass the same in the on position. 

d. SM shall give departure signal when motor trolley entered in block section and inform of next SM about motor trolley following a train or another motor trolley. SM informs departure time of each trolley. 

e. SM may receive the following motor trolley by taking “OFF” signals on an unoccupied line or take “OFF” the calling on signals or showing hand signal if motor trolley received on an occupied line. 

f. SM should not clear block section until last Motor Trolley has arrived. 

g. On arrival of last Motor Trolley SM shall inform to SM in rear arrival time of each Motor Trolley/Train with exchange of private No. and recorded in the TSR of the both station. 

h. Where token instruments are in use the token received from the preceding train or motor trolley shall be kept in the safe custody of the station master on duty and inserted in the block instrument only after the arrival of the last following motor trolley.

• If there is more than one motor trolley to follow a proceeding train or motor trolley the station master hand over motor trolley permit to each in charge of motor trolley and will add the words last motor trolley on the permit of last motor trolley. 
• Each in charge of a motor trolley will hand over the trolley permit to the station master on duty at the station in advance. The in charge of last motor trolley must sign in TSR. 

WORKING OF LORRIES:- 

1. Lorry shall normally be run during day time only. 

2. Whenever a lorry has to work with in station section the in charge of lorry will advise station master in writing specifying the period during which it will work. The station master on duty when granting line clear or authorizing the taking of signals will personally satisfy himself that the informed to in charge of the lorry and lorry does not fall the path of trains.slide collars shall be used on those slides governing the home signals of the line on which a lorry could be working.

 3. Two types of lorry working. 

a. With block protection. b. Without block protection. 

A lorry shall invariably be worked under block protection when:- 

I. It is necessary during an emergency to run it at night or when the visibility is restricted due to dust, storm, fog, rain or any other cause.

 IIit is loaded with rails or girders. 

III. It is looked with especially heavy materials which cannot be readily unloaded. 

IV. When it is working in certain sections with heavy curves, cutting or on ghat sections. 

V. A lorry may be worked without block protection when the in charge before putting a lorry on the line has ascertained from the station master on duty whether line clear can be obtained for the lorry without causing detention at to a train if no detention would be caused, line clear should be obtained. In charge of lorry after considering the urgency of work to be done should decide whether to place the trolley on the line or wait until line clear can be obtained for it. 

VI. Lorry may be worked without block protection following precautions should be taken by in charge of a lorry. 

a. When intends to place the lorry on the line in mid-section. He shall issue a message on field telephone to section master indicating the exact kilometer. This message shall be supported by a private number.

b. The station master who receives notice shall inform the in charge of the lorry about particulars of trains which are expected to run on the section and also the time at which the lorry can be placed on the line. 

c. When permission has been asked to keep the lorry on line from block sections the station master shall block the line and issue a message to then in charge shall be supported by a private number. 

d. The in charge of the lorry shall under no circumstance keep the lorry on the line unless he has obtained acknowledgement in writing from the station master of the station at which the lorry enters the section that he has advised the station master concerned in regard to the issue of caution order. 

e. When Lorries follow one another a minimum distance of 2 OHE posts should be kept. 

f. Lorry shall not be allowed to enter block section during ACF and TSL expect grave emergency. g. Material lorry to have it protected in accordance with the provision of GR 15.27 and SR 15.27-1. 

ABNONMAL IN AUTOMATIC TERRITORY

ABNORMAL WORKING IN AUTOMATIC SECTION 

A. Working of trains during prolonged failure of signals when means of communications are available (SR-9.12-1). 

1. In the event of prolonged failure of all signals, the officials concerned of the signaling department shall take immediate steps to inform all concerned. 

2. Before any train is allowed to enter the affected section, it shall be brought to a stand and the Loco Pilot, Guard, Controller and the SM concerned ahead of the affected section shall be informed. 

3. The station master shall obtain line clear for the train by one of the following means of communications viz.

TAIL LAMP AND TAIL BOARD

TAIL LAMP AND TAIL BOARD G.R 4.16 

In order to indicate the station staff that the train is complete, the last vehicle shall 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. 

b) By night, as well as in thick and foggy or tempestuous whether impairing visibility during day, a red lamp of flashing red light to indicate last vehicle check device. 

c) In emergency a red flag of approved design can be used in place of tail board. 

d) The rear most vehicle on EMU train shall show a red disc in the train indicator. A similar indication is not given in any part of the train. At night at least one red light will be shown in addition to the red disk in the train indicator which will be illuminated. 

e) A light engine or engines moving in the block section must carry a red flag in day and red lamp of panel marker is lit behind the rear most engine. 

f) If two or more engines are running coupled together without vehicles attached, the tail lamp/board should be attached behind the rear most engine.

ELECTRIC BLOCK INSTRUMENT

ELECTRIC BLOCK INSTRUMENT/ OBJECTIVES OF ELECTRICAL BLOCK INSTRUMENT (BWM-1.05)

 1. The object of signaling trains by Electrical block Instruments is to provide, at all times a visual indication of the Block Sections to which they refers and to guard against two trains being admitted into a block section at the same time.

 2. Each Instrument is connected to a similar instrument at the next block station and the two block instruments work together. 

3. The pair of instruments is used for working of both UP and DN Trains over the block section so that each is used both for sending train to the next station or receiving train from the next station.

 4. Each section controls the line by which trains approach it and the line by which trains leave it, is controlled from the station at the other and of the block section.

SPEED CHART

STANDARD TIME , MPS, BOOKED SPEED, SPEED ON TURNOUTS

STANDARD TIME: GR-4.01 

The working of train between stations shall be regulated by the standard time prescribed by the Government of India which shall be transmitted daily to all the principal stations of the railway at 16:00 hours in the manner prescribed.

 SR-4.01-1 

1. Control office shall transmit the correct time at 16:00 hours daily to all the stations on controlled sections to enable the stations to adjust the station clocks. 

2.The clock provided in the control officers must by synchronized with the time signal given by all India Radio at 8:00 hours,13:00 hours,21:00 hours.

3. On the non-controlled sections the railway servant on resuming duty in an office or cabin with block instruments must check his time with the stations on either side and enter the discrepancies in the Train signal Register.

 4. Station master shall record any variation in time in the Train Signal Register. If the office clock shows right time this should also be recorded. At a station where no Train Signal Register is maintained a separate Time Register must be maintained.

WORKING OF TRAIN WITHOUT BRAKE VAN

WORKING OF TRAIN WITHOUT BRAKE VAN. GR. 4.23, SR-4.23-1

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 an emergency or as provided for under special instructions. This rule does not apply to rail cars, light engine or light engines coupled together. 

The following goods train may run without goods brake van but not without a tail-lamp or tail-board affixed on the last vehicle. 

I. Colliery Pilot 

II. Goods Pilot which operate between yards and sidings which do not have to run over the main line. III. Goods shuttle on the short specified routes which will be worked by a leading engine for which the prior approval of the PCOM have been obtained. 

IV. Kasara- Igatpuri and Karzat- Lonawala section of Mumbai Division, goods train are allowed to run without brake van only in the down direction, when eight wheeler brake van is not available.

HOT AXLE AND FLAT TYRE

 HOT AXLE: 

Symptoms of Hot Axle in plain Bearing:- 

1. Axle becomes hot. 

2. Whistling sound. 

3. Burning smells of grease/ Lubricant oil.

 4. Smoking. 

5. Fire on Axle. 

Symptoms of Hot Axle in roller Bearing:- 

1. Oozing out of grease. 

2. Burning of grease. 

3. Dicolourisation of Axle box. 

4. Smoking from Axle box.

5. Axle Box becomes red hot and clearly visible red glow during night. 

6. Metalling Noise. 

7. Skidding of wheel and fire on rail. 

8. Tilting of spring. 

Duties of railway servants in case of Hot Axle/ any unusual condition on Running Train:-

Procedure of sending material train into the Block Section

Procedure of sending material train into the Block Section

1) On Double Line -

a) Work and proceed via Right direction

i) Material train will enter into the Block Section on proper line clear. 

ii) The train shall be received by taking OFF the reception signals at next station. 

Stabling Of Material Train

STABLING OF MATERIAL TRAIN (GR-4.64, SR-4.64-1)

1. Except in un-avoidable circumstances a material train shall not be stabled on running line at a station

2. When material train is stabled at a station, it shall be protected in the following manner and the SM shall ensure that:-

a) Material train arrived completely inside the fouling mark and derailing switch.

WORKING OF MATERIAL TRAIN

WORKING OF MATERIAL TRAIN (GR-4.62, SR-4.62-1) 

 Material train means a department train intended solely or mainly for carriage of Railway material when picked up or put down or for execution of works either between station or within the station limits.

WORKING PROCEDURE :- ( IN THE BLOCK SECTION)  A material train shall be worked only with the permission of station masters on each side and in accordance with special instructions. 

ORDERING & WORKING 

On receipt of advice from the engineering department the Sr. Divisional Operating Manager (Sr. DOM/ DOM) will order the train by issuing letter to all concerned detailing the sections over which the material train will work. The following details are written. 

I. Name of the section over which the material train will work. 

II. The date of commencing the work. 

III. The station at which it will be stabled.

IV. The officials who will be in-charge of the train. 

1. The Engineering department must give adequate notice but not less than 3 days regarding the working of material train. 

2. If working of material train is suspended for more than fifteen days or the section over which it is to do work is altered a fresh “all concerned” letter must be issued. 

3. Each material train must have at least on 10 tons brake van a rear and where available two brake van one in front and other in rear. 

4. The Engineering supervisor in-charge of material train must ensure that the rake with vacuum brake Is examined at least once in 10 days and in case of air brake once in 15 days. 

5. The brake power certificate (BPC) issued by C&W staff should be in possession of the Engineering supervisor in change before the material train is allowed to proceed. 

6. Engineering supervisor is responsible for examination of Material train periodically 

7. A material train shall usually work between sunrise and sunset. In Mumbai- Kalyan section and in an urgent case in other sections the DRM may authorize the working of material train after sun set.

 8. When running between block sections with the engine leading, the speed of material must not exceed the prescribed speed of goods train. 

9. No un-loading will be done while the train is in motion except under the order of the engineering official in-charge and at a speed not exceeding 8 kmph. 

10. When the engine is pushing back the train, the brake van is leading and guard is present in the brake van, the speed must not exceed 25 kmph in straight line and 8kmph over a turn out. 

11. The Guard must exhibit hand signals to the loco pilot.

 12. The train crew must be vigilant especially in the direction in which the train is moving and must be prepared to stop short of any obstruction or level crossing. 

13. When approaching a turn out the Guard must stop the train and satisfy himself that the points are correcting set and that all the non-interlocked points are locked and manned.

14. When the engine is pushing the train and the brake van is not leading the Guard must travel in the leading vehicle which is fitted with vacuum air brake or hand brake. If leading vehicle is not so fitted he will travel in the nearest vehicle there to so fit. He must exhibit hand signals to the Loco pilot and will follow item No. 12, 13. 

15. A material train must not be divided outside the station limit. 

16. A material train should work on the Right Path. If a material train has to be pushed back to the station from where it has started the rule for pushing back as given in SR-4.12-2 must be followed. If the material train has to work in the block section in the rear, the line must be blocked back and Loco pilot must be given an authority on prescribed from for entering the section. At a station where Daido’s lock and block instrument are fitted the Loco pilot shall be given the occupation key for entering the rear block section. 

17. When material train is working between stations, the Guard will in consultation with the Engineering official in charge of the material train depute adequate number of permanent competent engineering staffs to protect the train by means of banner flags as follows. 

18. The person or persons deputed for protecting the train will proceed to the rear of the train on double line and both in rear an front on single line 600 meters on broad gauge and 400 meter in narrow gauge and will place the banner flag across the track or in case of cutting or other obstructions, at such other places not less than 600 in BG and 400 meter in NG so that the banner flag is clearly visible to the driver of approaching train. The person deputed to protect the train must place two detonators at 10 meters apart. A person shall be deputed at 45 meter from the last detonator with a danger hand signal to shown the driver of approaching train. He must shift the banner flag and the detonators when necessary as the train moves. 

Vehicles Escaping From Station

VEHICLES ESCAPING FROM STATION GR-6.11, SR-6.11-1

6.11- If any vehicles escape from a station the SM shall take immediate steps to warn the other

stations on persons concerned as for as practicable to prevent an accident.

a. The SM must-

• Immediately advise the station in the direction on which the vehicle has escaped by sending the prescribed signals on the block instruments, where provided and also advise him on telephone If the escaping vehicle contains passengers this information also given to the SOCR on controlled section.
• Put back all signals to ON. Stop any train proceeding in that direction until it has been as ascertained that the line is clear.
• On a double line section if the vehicle has escaped on the wrong line, stops any train proceeding on that direction on the right line until it has been ascertained that the escaped vehicle is not fouling the adjacent line 

SECURING VEHICLES AT STATION

SECURING VEHICLES AT STATION (GR-5.23, SR-5.23-1) 

GR-5.23 The SM shall insure that vehicles standing at the station are properly secured in accordance with special instructions.

 SR. 5.23-1 Precautions for securing of vehicles

1. All vehicles standing at station must be placed and be secured so that they do not and cannot foul any running line Each vehicle must have its brake on and must

PUSHING BACK OF TRAIN

PUSHING BACK GR-4.12(SR 4.12-1)

 In general Engine must draw a Train except under the following exceptions

1. When within station limits, or where specially authorized. 

2. Under special instructions when used as an assisting engine. 

3. When it is necessary for train to push back to the station from which it entered the section under the instructions laid down in SR 4.12-2 

4. In case of disabled train or accident a following engine may push the train or vehicle slowly to the next siding or to the first station or cabin at which the engine can be transferred to the front of the train.

SHUNTING

SHUNTING- GR 5.13 to 5.21 

SHUNTING:

Shunting means the movement of a vehicle or vehicles with or without an engine on of any engine on any other self-propelled vehicle for the purpose of attaching, detaching with the train transfer on for any other purpose. 

TYPES OF SHUNTING

1. Hand shunting 

2. Loose shunting 

3. Hump shunting / Fly shunting 

4. Push and pull shunting 

Reception, Dispatch And Crossing Of Train At Station

RECEPTION, DESPATCH AND CROSSING OF TRAIN AT STATION 

Reception, Dispatch and Crossing of trains at Non-Interlocked stations Reception On receipt of warning of the approach of train at the station, the SM shall take the following actions on the permission of SOCR

1. The SM shall call the point locker and give him clear and definite instructions in regard to the description of train, the line selected for reception, whether it will run through or stop or any shunting has to be performed etc.

DEFECTIVE SIGNALS

DEFECTIVE SIGNALS

Signals are considered to be defective in the following situations

1. When the signals are not controlled by the operation of lever/ button.
 2. When arm of the signal is inclined more or less.
3. When the glass of the signals are broken or cracked.
4. When signal post or the arms are broken.
5. When the signals indicate more than one aspect at one and at the same time.
6. When the signals flashes or bobs.

DEFECTIVE POINTS

DEFECTIVE POINTS

DEFECTIVE POINTS – SR 3.77-1 

On receipt of information that points are defective or cannot for any reason be fully operated, the SM must normalize the signals and points concerned and attempt to re-operate them. If the defective is still persist, and S & T staffs responsible for the maintenance of the S & T gears are available , they must be promptly advised. Where, however such S & T staffs are not available, he must personally inspect the points to find out the cause and remedy the defect, if he can. If he cannot, he must promptly advise “all concerned”.

WORKING OF TRAINS DURING OVERHAULING

SR 3.51-2 WORKING OF TRAINS DURING OVERHAULING 

• When a lever frame, SM’s control frame of inter locked key box or any other interlocking frame is to be overhauled, temporary working instruction for each phase of work shall be prepared jointly by DOM and DSTE for working of traffic during such overhauling. 
• The SM shall be responsible for ensuring that all the facing points over which the train will pass, are correctly set, clamped and pad locked and that all trailing points over which the train will pass are correctly set before taking OFF the signals. The manner in which the SM will ensure this must be clearly laid down. 
• A notification showing the date & time when the overhauling work would be taken in hand, its probable duration and instruction for the SM to issue Caution Order to LP and for Loco Foreman to advise the LP to observe the temporary speed restriction must be issued jointly by the DSTE and DOM.

POINTS

POINTS

• Point means movable tapered pieces of rail by the operation of which either of the two routes may be set. They are of the following types

            1. Hand points 

            2. Spring points 

            3. Points operated by lever frame. 

• Each piece is usually known as tongue rail and the tongue has a Toe (thin end) which fits against the stock rail. The other end is known as Heel. 
• Points may be facing or trailing according to the direction of train or vehicle moves over them. 

INTERLOCKING AND ISOLATION

INTERLOCKING AND ISOLATION

INTERLOCKING has been defined in the General Rules as an arrangement of points , signal and other appliances operated from a panel or Lever frame so interconnected by mechanical locking or electrical locking or both that their operation must take place in proper sequence to ensure safety. 

Necessity 

• Eliminates the dependence on human element to achieve safety.
• Ensures that signal can be taken “OFF” only after the relevant facing points are correctly set and locked and trailing points are correctly set. 
• Ensures that once the signal has been taken “OFF”, it should not be possible to change the position of the points or unlock them. 
• Prevent conflicting signals.  Increases speed over main line. 

AUTHORITIES USING IN TRAIN WORKING

AUTHORITIES 

All messages and written authorities mentioned in G & SR shall be prepared on prescribed forms laid down in GR or prescribed under special instructions and shall be approved by Railway Administration. It shall be handed over to the concerned staffs by the authorized staffs as and when necessary. The Authorities should be strictly followed by the receiving staffs. If authorized printed forms are not available or out of stocks for any reason or the other, a manuscript form containing all the particulars as contained in the prescribed form is issued as an emergency measure, and reason scrutinize shall be recorded in the station diary.

 T/351- S & T Disconnection/Reconnection

Conditions For Clearing The Section And Precautions

CONDITIONS FOR CLEARING THE SECTION AND PRECAUTIONS TO BE TAKEN WHILE CLEARING THE SECTION- BWM 4.16 

“The train out of section” signal shall not be sent until

1) At “A” Class Station 

a) The train has passed the Starter Signal completely or the facing points have been correctly set and locked for another line which is clear up to the Starter Signal.

b) The SM has satisfied himself that the train has arrived completely or passed his station with the tail lamp / tail board on the last vehicle.

c) All signals are taken OFF for the admission of the train, have been put back to their ON position.

2) At “B” Class Station

a) The train has passed the Home Signal completely in the case of TALQ and inside the outermost facing points or BSLB, where provided in case of MAUQ/MACLS system.

b) The SM has satisfied himself/herself that the train has arrived complete or passed his station with the Tail Lamp/Tail Board on the last vehicle.

c) All signals taken OFF for the admission of the train have been put back to their ON position.

CONDITIONS FOR TAKING OFF SIGNALS

CONDITIONS FOR TAKING OFF SIGNALS GR 3.40, SR 3.40-1, BWM 9.01

CONDITIONS FOR TAKING OFF THE HOME SIGNAL

At “B” Class Station

1. When a train approaching a Home signal other than a terminal station and it is intended to receive the train directly (without stopping at the Home Signal), the signal shall not be taken OFF until –

a. On a Double Line, the Line is clear for an adequate distance beyond the starter signal; or

b. On a Single Line, the line is clear for an adequate distance beyond the trailing points, or under approved special instructions for an adequate distance beyond the place at which the train is required to come to a stand.

2. Where the train has first been brought to a stand outside the Home Signal (intended to receive the train indirectly) the signal may be taken OFF if

a. On a Double Line, the line is clear up to the Starter Signal; or

Traffic Board And Engineering Indicators

TRAFFIC AND ENGINEERING BOARD SHUNTING LIMIT BOARD (SLB) GR.3.32

 1. A rectangular board painted yellow with a black cross on the facing side

2. It bears the words “Shunting Limit” under the cross mark.

3. A small white light is lit up at night – visible from both directions.

4. It is provided at a class ‘B’ station worked on the Absolute Block system on single line section, if there is no Advance Starter of the opposite side at an adequate distance from the First Stop Signal (FSS). It is provided irrespective of signalling system.

HAND SIGNAL

HAND SIGNAL (GR.3.52, 53, 54, 55, 56, 57, 58) 

In course of the operation of trains hand signal may be used in place of fixed signal as per the requirement. Red and Green flags are used as hand signal by day and if the flags are not available then only hand signal may be exhibited.
The Green flag should be hold in the left hand and the Red flag in the right hand. The Red Flag is folded and should be hold in such a manner that it can be taken into use immediately when necessary. Hand signal Lamps are used as hand signal by night in which Red and Green glass slides are provided. A white light waved violently shall be used as a stop signal only when the red light is not available.

DETONATING SIGNAL

DETONATING SIGNAL GR- 3.59, 3.60. 3.61, SR. 3.61-1, GR. 3.62, 3.63, 3.64, SR. 3.64-1,2,3,4,5 

Detonating Signals, otherwise known as detonators or fog signals, are appliances which are fixed on the rails and when an engine or a vehicle passes over them, they explode with a loud report so as to attract the attention of the Loco Pilot.

• A detonator when required to be used shall be placed on the rail with the label or brand facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail. 
• In case of mixed gauge, detonators shall be placed on the common rail or on one rail of each gauge. 

SIGNALS

S NECESSITIES OF SIGNALS

 1. To protect the Obstructions.
2. To give prior information about the obstructions.
3. To give pre-indication of route to the loco pilot.
4. To control the traffics.

PRINCIPLES OF SIGNALS: 

1. Unless approved by special instructions, the signals shall always be placed to the left of or above the related line.

2. The fixed signals shall be so fixed that; it would be continuously visible to the loco pilot.

Classification Of Station

Need for division into Block and Non Block Stations: 

Under the Absolute Block System a line is divided into a number of units or sections according to the speed and density of Traffic by providing stations – called Block Stations.

To serve the needs of public sometimes some small stopping place have to be opened in the middle of the Block Section, which are purely for commercial purpose – These are Non Block Stations.

1. Block Station Block 

Stations are those stations at which the Loco Pilot must obtain an Authority to Proceed under the system of working to enter the block section with his train. There are three classes of stations under the Absolute Block System

Rules Applying To The Railway Servant Generally

RULES APPLYING TO THE RAILWAY SERVANT GENERALLY

 2.01. Supply of copies of rules-The Railway Administration shall supply-

(A) A copy of these Rules

i) To each station,
ii) To each locomotive running shed, and
iii) To such other offices as it any prescribe,

b) To each railway servant on whom any definite responsibility is placed by the said rules, a copy of the rules, or of such portions thereof as relate to his duties, and

c) To any railway servant a translation of the said rules or of such portions thereof as relate to his duties as may be prescribed by special instructions.

2.02. Upkeep of the copy of rules - 

Every railway servant who has been supplied with a copy of these rules, as prescribed under rule 2.01 shall -

(a)Keep it posted with all correction slips,

(b)Produce the same on demand by any of his superiors,

(c)Obtain a new copy from his superior in case his copy is lost or defaced, and

(d)Ensure that staffs working under him are supplied with all corrections and that they also comply with the provisions of this rule.
S.R.2.02/1 -While on inspection, Inspecting Officials are to see that rule books supplied to stations, Loco sheds etc. and staff are upto-date with all corrections/Amendment slips.

2.03. Knowledge of rules- Every railway servant shall

a) Be conversant with the rules relating to his duties whether supplied or not with a copy or translation of the rules relating to his duties and the Railway Administration shall ensure that he does so,
b) Pass the prescribed examinations, if any,
c) Satisfy himself that the staff working under him have complied with clauses (a)and (b),and
d) If necessary, explain to the staff working under him, the rules so far as these apply to them.

S.R.2.03-1- the train working staffs of another railway, who are required to work on this Railway, must be examined for their knowledge of the subsidiary rules and local instruction of this Railway by Transportation Inspector. A written declaration from the staff to the effect that they are acquainted with the rules of this Railway should be obtained.

S.R.2.03-2-Railway employees for whom glasses have been prescribed for the proper performance of their duties must be equipped with a pair of glasses when coming on duty. They must wear them when actually on duty. Running staff must be in possession of two pairs of glasses while they are on duty.

S.R.2.03-3- Training of guard and driver/motormen working in Automatic Section – issue of Competency certificate and one day’s intensive course once in a year.

2.04. Assistance in observance of rules 

Every railway servant shall render assistance in carrying out these rules and report promptly any breach thereof, which may come to his notice, to his superior officer and other authority concerned.

 2.05. Prevention of trespass, damage or loss

1) Every railway servant is responsible for the security and protection of the property of the Railway Administration under his charge.
2) Every railway servant shall Endeavour to prevent

a) Trespass on railway premises.
b) Fire in railway premises,
c) Theft, damage or loss of railway property,
d) Injury to himself amiss and others


2.06. Obedience to rules and orders

Every railway servant shall promptly observe and obey
a) All rules and special instructions, and
b) All lawful orders given by his superiors.

2.07. Attendance for duty

Every railway servant shall be in attendance for duty at such times and places and for such periods as may be fixed in this behalf by the Railway Administration and shall also attend at any other time and place at which his service may be required

2.08. Absence from duty

1. No railway servant shall, without the permission of his superior, absent himself from duty or alter his appointed hours of attendance or exchange duty with any other railway servant or leave his charge of duty unless properly relieved.

2. If any railway servant while on duty desires to absent himself from duty on the ground of illness, he shall immediately report the matter to his superior and shall not leave his duty until a competent railway servant has been placed in charge thereof.

S.R.2.08-1- station master cabin Assistant Station Master or Switchman leaving Block officer or cabin during the hours of duty

a) If a station Master or a cabin Assistant Station Master or switchman has to leave his Block Officer or Cabin for a few minutes, for any unavoidable reason, he should on uncontrolled section, Advise the station on either side on the block telephone, or the Morse, of the fact. On a controlled section, the controller’s permission must first be obtained. At stations where a lockup lever is provided, he must also lock the levers in whatever position they may be, by means of the lock-up lever and keep the key of that lever in his possession. The Station Master on duty shall also lock the block Instrument, slide Instrument and keep the keys and also the private number sheet in his personal custody whenever he has the occasion to leave the office.

b) If the station master on either side or the controller knows that line clear will be required for a train, he should advise the station master who wishes to leave his office temporarily of the impending approach of a train.

c) A pointsman or Lever man should be left in block officer or cabin to summon the Station Master when required. This person must not operate the Block or Slide Instruments nor allow unauthorized person to operate them.


2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation:

 (1)While on duty, no railway servant shall, whether he is directly connected with the working of trains or not, be in a state of intoxication or in a state in which, by reason of his having taken or used any alcoholic drink, sedative, narcotic or stimulant drug or preparation, his capacity to perform his duties is impaired.

(2)No railway servant, directly connected with the working of trains, shall take or use any alcoholic drink, sedative, narcotic or stimulant drug or preparation within eight hours before the commencement of his duty or take or use any such drink, drug or preparation when on duty.

S.R.2.09/1 -A railway servant while on duty or within 8 hours before coming to duty should not take any alcoholic drink or intoxicating drug. If he found in a state of intoxication while on duty, he shall be liable to severe disciplinary action which may extend even to dismissal from service.

S.R.2.09/2 -Intoxication, medical report and witnesses:-When a case of intoxication, or what appears to be intoxication, is notice, a medical report should, if possible, be obtained at once. The written evidence of two impartial witnesses should also be obtained.

2.10-Conduct of Railway servants:-

 A railway servant shall -

(a)Wear the badge and uniform, if prescribed, and be neat and tidy in his appearance while on duty, (b) be prompt, civil and courteous,
(c) not solicit or accept illegal gratification,
(d) give all reasonable assistance and be careful to give correct information to the public, and
(e) when asked, give his name and designation without hesitation.

 2.11 Duty for securing safety:

 (1) Every railway servant shall - 

(a) See that every exertion is made for ensuring the safety of the public,
(b) Promptly report to his superior any occurrence affecting the safe or proper working of the railway which may come to his notice, and
(c) Render on demand all possible assistance in the case of an accident or obstruction.

 (2) Every railway servant who observes -

(a) that any signal is defective,
(b) any obstruction, failure or threatened failure of any part of the way or works,
(c) anything wrong with a train, or
(d) any unusual circumstances likely to interfere with the safe running of trains, or the safety of the public, shall take immediate steps, such as the circumstances of the case may demand, to prevent accident; and where necessary, advise the nearest Station Master by the quickest possible means; provided that in the case of a train having parted, he shall not show a stop hand signal but shall Endeavour to attract the attention of the Loco Pilot or Guard by shouting, gesticulating or other means.

S.R.2.11-1 –Running of Defective Locomotives - If, in the Driver’s opinion , the running of a locomotive is, in any way abnormal, the Diver must exercise his discretion to reduce the speed of the train to an extent which he considers safe, and he should immediately report the full circumstances to the Diesel Power Controller /Traction Power controller. The DPC / TLC must immediately refer the matter to his Power /Traction Officer. The permission of the latter must be obtained before the engine is put back in service. These instructions refer to all types of locomotives.

 S.R.2.11-2 - Precautions to be taken for working of train during storm and strong wind

I. When the warning message forecasting cyclone , storm or strong wind has been received from the Meteorological Department and /or there is a reasonable doubt that severe storm is going to break out endangering the safety of passengers, trains etc., the Station Master shall, in consultation with the Guard and the Driver of the train detain the train and also refuse to grant Line Clear to a train coming to his station until storm abates and he considers movements of trains safe.

II. Should a train be caught on the run in cyclone, storm or strong wind of an intensity which, in the opinion of the Driver, is likely to endanger the safety of the train he shall immediately control the speed of his train and bring it to a stop at the first convenient place taking care as far as possible to avoid stoppage of the train at places like sharp curve, high embankments and bridge (including approaches thereof). In controlling the speed and bringing the train to halt, the Driver shall stop his train carefully and without a jerk. He shall restart the train in consultation with the Guard only after the cyclone, storm or strong wind abates and it is considered safe to proceed.

III. The Guard and the Driver / Assistant Driver of the train in co-operation with the railway staff travelling in the train shall try to see that doors and windows of the coaches are kept open by the passengers to allow free passage of the wind through the coaches.

SR 2.11-3 - ANEMOMETERS – In case of vulnerable location and specially selected bridges where Anemometers are installed at one of the stations adjacent to bridges, the SM shall take the following action if the anemometer is indicating wind velocity higher than the danger level of more than 72 KMPH on BG and 30 KMPH on NG.

 (i) The Station Master shall inform the Section Controller and the Station Master on the other side immediately about the need to control the movement of trains.

(ii) The Station Master shall not start or allow the movement of trains through his station and also not grant Line clear to the train waiting at the adjacent station for his station.

 (iii) He shall resume normal running of trains in consultation with the Section Controller and the Station Master at the adjacent station after the wind velocity is again below the danger level of more than 72 KMPH on BG and 30KMPH on NG.