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NORTH CENTRAL RAILWAY
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Indian Railways (Open Lines)

General & Subsidiary Rules
(Amended upto A. Slip No. 45)
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PREAMBLE
This edition of General and Subsidiary Rules on North Central Railway is

presented encompassing operational guidelines while implementing the order of the
Railway Board as contained in the Resolution No. 69-RR/4 of Ministry of Railways
(RailwayBoard), dated the 11* February, 1976.
While the General Rules apply on the Indian Railways, the Subsidiary Rules
incorporated in this book especially pertains to North Central Railway. The
Subsidiary Rules (S.R.) are to be read in conjunction with the General Rules (G.R.)
becauseboth General and Subsidiary Rules are equally binding on the staff.
Obviously, the General Rules are printed in bold fonts for clarity and are
serially numbered in all the 18 chapters. The Subsidiary Rules below the General
Rules to which they pertain, prefixed with letter' S.R.' and 05 appendices exclusively
areprintedinthenormalfont.
While issuing the second edition of North Central Railway an opportunity has
been taken to frame the Subsidiary Rules conducive to the safe and smooth
operations, keeping in mind the intelligibility and comprehensibility in the light of the
provisions of the General Rules. Reasonable care has been taken in compilation of
these rules, however, if any omissions might have occurred, same may be provided as
amendment/addition is a continuous process and suggestions, if any, may be given
withimperativereasons.
The working of trains on this Railway has to be governed under the various
provisions of the rules incorporated in this book. No order contained in this shall be
varied, superseded, suspended or shown to the public. These rules, therefore, have to
be studied and adhered to carefully for safe, smooth and expeditious operation on the
system of working of trains.
(D. K. Singh)
Chief Operations Manager

U69-3TTT3TTT/4
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1968 ^ ^ d r ^ W ^ ^ t ^ M ^ I W f f i W ^ ^ , 1972 ^ f t ^ T
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
No. 69-RR/4
NEW Delhi, Dated the 11th February, 1976
RESOLUTION
General Rules for Indian Railways (Open Lines) 1976 administered by the Government, and
for the time being used for the Public carriage of passengers, animals or goods.
The considerable advance made in recent years in methods of signalling and

interlocking, modes of traction and introduction of new types of equipment necessitated a revision of
the General Rules, which had been revised last in 1929, for working Open Lines of Railway m India.
The revision of these rules was also advocated by the Railway Accidents Committee, 1962 and the
Railway Accidents Inquiry Committee, 1968, who desired that the revision of the Rules should be
consistent not only with the conditions obtaining at present but likely to obtain in the foreseeable
future, and emphasized the need for keeping the basic complexion of rules intact while at the same
time providing for technological changes inrecentyears.
2. For this purpose, a committee composed of officers selected from the Traffic and
Signal Departments was appointed by the Railway Board in 1968. The committee submitted a set of
draft rules for consideration by the Board in February, 1970. The Commission of Railway safety,
whose comments were also invited, did not favour the adoption of these draft rules, which had
proposed the abolition of certain existing fundamental concepts such as classification of stations,
minimum equipment of signals for each class of station, etc. In the Annual Report for 1971-72, the
Commission stated that a wholesale revision and re-arrangement of the rules which formed the basis
oftrainworkingandsafetyofoperationsforoverlOOyearsandwhichwereingrainedinthemindsof
thousands of railway staff, would not be desirable. Accordingly, the Commission conveyed to the
Railway Board its inability to agree to the adoption of the new General Rules as drafted.
3. In consideration of the strong views expressed by the Commission of Railway Safety

andthepositiverecommendationsoftheRailway Accidents Committee 1962 and Railway Accidents
Inquiry Committee, 1968, Member Traffic, Railway Board, decided in September, 1972, that the
revision of the existing General Rules should be so undertaken as to be m consonance with these
views and to cover such aspects only of the existing rules as require modification in the light of the
technological changes or where certain existing rules have outlived their use. A fresh revision of the
General Rules was accordingly taken up by the Safety Directorate in consultation with the other
Directorates ofthe Railway Board.
4. W^R%^^^T(^^)^25-7-1974^3^W^.068/3TR3TR2/^
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4. A provisional issue of the revised General Rules was circulated to the Railway
Administration, the Research, Designs and Standards Organisation, the commission of Railway
Safety, the Railway Staff College Vadodara, the Indian Railway Institute of Signal Engineering and
Telecommunications, Secunderabad, Indian Railways Institute of Advanced Track Technology,
Pune, Indian Railway Institute of Civil Engineering, Pune, Indian Railways Institute of Mechanical
and Electrical Engineering, Jamalpur; etc., Indian Railway Institute of Electrical Engineering, Nasik
for criticism and suggestions under Government of India, Ministry of Railways (Railway Board)
LetterNo.68-RR/2Vol.V,dated25-07-1974.
5. The exhaustive views and comments received from the Railway Administrations, the
Commission of Railway Safety, other Railway Institutions and the Ministry of Law, having been
considered by Member Traffic, Railway Board, in consultation with the concerned Directorate, a
complete revise set of General Rules for Railways administered by the Government have now been
framed sanction and issued by the Central Government with Notification No. 69-RR/4 of this day's
date to be brought into use on such date as the Central Government may, be notification in the Official
Gazette, appoint.
6. The Central Government desire that the said rules may be brought to the notice of the
Administrations of the several railways not administered by the Government and that the Heads of
Railway Administration of such railways may be invited to submit a formal application for the
adoptionoftherules,withsuchmodifications(ifany)asmaybeconsiderednecessaryineachcase.
Order:- Ordered that this Resolution, with its enclosures be published under a Notification in the
Official Gazette as required by sections 60 & 87 of the Railways Act, 1989 (24 of 1989) and that a
copy there of be kept open for inspection at railway stations as directed by sub-section (4) of the same
sections, also that a copy of this Resolution and of its enclosures be communicated to the
Governments,AdmimstrationsandOfficers,notedbelow,forinformation.
Member Traffic, Railway Board and

Ex-Officio Secretary to the Government of India
W * f A « ( * ^ ) ^ ^ t a , 1976
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Documents accompanying:
GeneralRulesforIndianRailways(OpenLines)1976administeredbytheGovenment.
Secretaries, Ministries Communications; Defence; Home Affairs, Law Justice and Company Affairs;
Petroleum; Shipping andTransport; andTourism and Civil Aviation.
The Chief Secretaries to the Government of Andhra Pradesh, Assam, Bihar, Haryana, Himanchal
Pradesh, Gujrat, Chhatisgarh, Uttranchal, Jharkhand, Jammu & Kashmir, Karnataka, Kerala,
Madhya Pradesh, Maharashtra, Mainipur, Meghalaya, Nagaland Orissa, Punjab, Rajasthan, Sikkim,
Tamil Nadu, Telangana, Tripura, Uttar Pradesh, West Bengal, Delhi, Goa, Mizoram and Arunachal
Pradesh.
The Chief Secretaries, Administrations of Andaman and Nicobar; Chandigarh; Dadra and Nagar
Haveli; Daman and Diu; Lakshadweep, Minicoy and Amandiv and PondicheSy.
Additional Deputy Controller and Auditor General of India (Railways) and Ex-Officio Director of
RailwayAudit
The Chief Commissioner of Railway Safety, Lucknow
The Commissioners of Railway Safety, Central, Eastern, Northern, North Eastern, North East
Frontier, Southern, South Eastern, South Cental and Western Circles.
The General Managers, Central, Eastern, East Central, East Coast, Northern, North Eastern, North
Central, North Frontier, Northwestern, Southern, South Central, South Eastern, South East Central,
Southwest, Western and West Central Railways.
The General Managers, Chittaranjan Locomotives Works, Diesel Locomotive Works and Intergral
CoachFactory.
The General Manager, Metropolitan Transport Project (Railways), Kolkata.
The Chief Administrative Officers, Metropolitan Transport Projects (Railways), Bombay, Delhi and
Madras.
The Director General, Research, Design and Standards Organisation, Lucknow.
The Principals, Indian Railways Institute of Advanced Track Technology, Pune: Indian Railways
Institute of Mechanical Engineering, Jamalpur; Indian Railways Institute of Signal Engineering and
Telecommunications, Secunderabad; Indian Railway Institute of Electrical Engineering. Nasik and
RailwaystaffCollege,Vadodara.
TheChairman,BombayPortTrust Railway, Culcutta Port Trust Railway, Kandla Port Trust Railway,
MadrasPortTrustRailwayandVisakhapatnamPortTrustRailway
The Managing Agents, Ahmedpur-Katwa Light Railway Company Limited, Bankura-Damodar
River Railway Company Limited, Katakhal-Lal Bazar Railway Company Limited and Martin Light
Railways.
The General Managers, Bharat Railway and Central Province Railway Company Limited.
TheSecretary,Dehri-RohtasLightRailwayCompanyLimited.
TheChairman,AllRailwayRecruitmentBoards
The Chairman, Railway Rates Tribunal, Indian Railways.
The Secretary, Indian Railways Conference Association.
TheDirector,NationalArchivesofIndia.
The Librarians, Central Secretariat Library, National Library, Calcutta Parliament Library and
RailwayBoardLibrary
The Superintendent, Library and Research, Ministry of Law, Justice and Company Affairs.
^ff^ft, 19 3^,2006
***
t^WMlM^mm, 1989 (1989 ^ T 2 4 ) ^ ^ T 1 9 8 % W T ^ r T ^ T
G3SO
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
NOTIFICATION
New Delhi, the 19'h April, 2006
***
In exercise of the powers conferred by Sub-section (2) of Section 60, read with
Section 198 of the Railways Act, 1989 (24 of 1989), the Central Government hereby
makes the following rules further to amend the Indian Radways (Open Lines)
General Rules, 1976.
csso
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(i)
ARRANGEMENT OF RULES
CHAPTER-1
PRELIMINARY
Rules
1.01 Shorttitleandcommencement
1.02 Definitions
1.03 Classificationofstations
CHAPTER-II
RULES APPLYING TO RAILWAY SERVANTS GENERALLY
2.01 Supply of copes of rules
2.02 Upkeepofthecopyofrules
2.03 Knowledge of rules
2.04 Assrstancemobservanceofrules
2.05 Preventionoftrespass,damageorloss
2.06 Obedience to rules and orders
2.07 Attendance for duty
2.08 Absencefromduty
2.09 Taking alcohotic drink, sedative, narcotic, stimulant, drug or preparation
2.10 ConductofRailwayServants
2.11 Dutyforsecurmgsafety
CHAPTER-III
SIGNALS
A. General Provisions
3.01 Generaluseofsignals
3.02 Kinds of Signals
3.03 Useofmghtsignalsbyday
3.04 Placing of signals and signal arms; painting of signal arms
B. Description of fixedsignals
3.05 Useoffixedsignals
3.06 DescriptionofWarnerSignalsandtheirmdications
3.07 DescriptionofDistantSignalsandtheirmdications
3.08 Description of Stop Signals and their indications
3.09 KindsoffixedStopSignalsforapproachmgtrams
3.10 KindsoffixedStopSignalsfordepartingtrams
3.11 Intermediate Block Stop Signals
3.12 Kinds of fixed Stop Signals mAutomatic Block Territories
3.13 Callmg-on Signals
3.14 ShuntSignals
3.15 Co-acting Signals
3.16 Repeating Signals
3.17 DistinguishmgMarkersandsignforSignals
3.18 Signalsoutofuse
3.19 PlacmgofStopSignalsatDivergmgjunctions
3.20 Placing of Stop Signals at Converging junctions
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(ii)
3.21 SignalsonBracketpostsorSignalBndgeorGantry
3.22 Placingofmorethanonesignalonthesamepost
3.23 Electnc Repeater
3.24 BackHghts
C Equipment of Signals
3.25 Obligation to provide fixed signals at stations
3.26 Connnissioningoffixedsignals
3.27 Minimum equipment of fixed signals at stations provided with manually operated multiple
aspect signalling
3.28 Minimum equipment of fixed signals at stations provided with modified lower quadrant
signalling
3.29 Mmimumequipmentoffixedsignalsatotherstationsprovidedwithtwoaspectsignallmg
3.30 Additional fixed signals at stations generally
3.31 Signals at Class 'D' stations
3.32 ProvisionofanAdvancedstarter,ShuntmgLimitBoardorBlockSectionLimitBoard
3.33 ExceptionstoRules3.27,3.28,3.29and3.32
3.34 Fixed signals at Level Crossings
3.35 Protectionandworkingofpomtsofoutlymgsidings
D Workingofsignals andpoints
3.36 Fixed signals generally
3.37 Normalaspectofsignals
3.38 Points affectingmovementoftram
3.39 Lockmgoffacmgpomts
3.40 Conditions for taking 'Off Home signal
3.41 Conditions for taking 'Off Outer signals
3.42 Conditions for taking 'Off last stop signal or Intermediate Block Stop Signal
3.43 Conditionsfortakmg'OffWarnersignal
3.44 Conditions for taking 'Off Gate stop signal
3.45 Conditions for taking 'Off Callmg-on signal
3.46 Useoffixedsignalsforshuntmg
3.47 Taking 'Off signals for more than one tram at atime
3.48 Stoppage of trains out of course at stations provided with two aspect signalling
3.49 Careandlightmgofsignallamps
3.50 Traps, Slip sidings and Catch sidings
3.51 Points
E HandSignals
3.52 ExhibitionofHandsignals
3.53 Stop Hand Signal
3.54 ProceedHandSignal
3.55 ProceedwithCautionHandSignal
3.56 Hand signals for shunting
3.57 BannerFlags
3.58 KnowlegeandPossessionofHandsignals
F. Detonating signals
3.59 Descriptionofdetonatmgsignals
3.60 Methodofusmgdetonators
3.61 PlacingofDetonatorsinthick,foggyortempestuousweatherimpainngvisibility
3.62 Placmgofdetonatorsmcaseofobstruction
(ii)
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(iii)
3.63 Replacementofdetonatorsonthelme
3.64 Knowledge and possession of detonators
G Signals to warn Incoming train of danger ahead
3.65 Description
3.66 Use of warning signals
3.67 Knowledgeandpossessionofwarnmgsignals
H Defectivefixedsignalsandpoints
3.68 DutiesofStationMasterGenerallywhenasignalisdefective
3.69 DutiesofStationMasterwhenanapproachStopsignalisdefective
3.70 DutiesofStationMasterwhenaDepartureStopSignalisdefective
3.71 Warnerordistantsignalsdefectivemthe'Off position
3.72 Warner notto be used when a Stop signal is defective
3.73 Passmgofagatestopsignalat'ON'
3.74 Absence of a Fixed signal or a signal without a light
3.75 Passing of Intermediate Block Stop signal at "ON"
3.76 Intimationtoofficialswhendefectsremedied
3.77 Defectiveordamagedpomts
3.78 DutiesofEngmeCrewmrespectofSignals
3.79 DutiesofLocoPilotmrespectofCallmg-on-signals
3.80 Duties of Loco Pilot when an approach Stop signal is 'ON' or defective
3.81 DutiesofLocoPilotwhenadepartureStopSignalis'ON'ordefective
3.82 Permissionbeforeentenngonorcrossmgarunmnglme
3.83 Assistance of the Engine Crewregardmg signals
3.84 Duties of Loco Pilot as to signals when two or more Engines are attached to tram
3.85 Reportmgofdefectsmsignals
CHAPTER-IV
WORKING OF TRAINS GENERALLY
A. Timing and Running of Trains
4.01 StandardTime
4.02 Adherencetoadvertisedtime
4.03 SettmgWatch
4.04 Time of attendance for Tram Crew
4.05 Properrunnmglme
4.06 Directionofrunnmg
4.07 SupplyofworkmgtimetableandscheduleofStandardDimensions
B. Speedoftrains
4.08 LimitsofSpeedgenerally
4.09 Cautionorder
4.10 LimitsofSpeedoverfacmgpomts
4.11 LimitsofSpeedwhilerunnmgthroughstations
4.12 Engine Pushing
4.13 LimitsofspeedwithEngmeTenderForemost
C. Equipmentof Trains andTrain Crew

AAA HeadLightandMarkerLights
4.15 Tail and Side Lights
(iii)
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(iv)
4.16 TailBoardorTailLamp
4.17 ResponsibilityofStationMasterregardingTailBoardorTailLampofPassingtrains
4.18 Means of Communication
4.19 Guard's and Loco Pilot's equipment
4.20 ManningofEngineinmotion
4.21 Drivinganelect-ictrain
4.22 Riding on engine or tender
4.23 Brake vans
4.24 Position of brake-van ontrain
4.25 Guards
4.26 Couplings
D. Vehicles and cranes
4.27 Cranes
4.28 Loading of vehicles
4.29 Damagedordefectivevehicles
E. Precautions before Starting Train
4.30 Loco Pilot and Guard to examine notices before starting
4.31 Examination of trains before starting
4.32 ExaminationoftrainbyLocopilot
4.33 ExaminationofsingleandmultipleunitsbyLocopilot
4.34 DutiesofGuardwhentakingoverchargeofatrain
4.35 Starting of trains
4.36 Guardtobeinchargeoftrain
4.37 Subordination of Guards in station limits
4.38 FiremenandAssistantLocoPilotstoobeyLocoPilots
4.39 LocoPilotstoobeycertamorders
F. Dutiesofstaffworkingtrainsduringjourney
4.40 LocoPilotandAssistantLocoPilottokeepagoodlook-out
4.41 Loco Pilot andAssistantLoco Pilotto lookback
4.42 Exchange of signals between Loco Pilot, Guard and station staff
4.43 Guardtokeepagoodlook-out
4.44 TrainheldupatfirstStopsignal
4.45 Attracting attention of Loco Pilot
4.46 Assistance from Guard's handbrake
4.47 ApplicationofGuard'shandbrake.
4.48 PermissionofGuardtodetachenginefromtrain
4.49 Starting and stopping of tram
4.50 Soundingofenginewhistle
4.51 Bell signals between Loco Pilot and Guard
4.52 Throwing out water, fire or cinders
4.53 Hoseorwatercrane
4.54 Passengers
G. Duties of Staff on Arrival
4.55 Shutting off power
4.56 Guardtoseethattrainisstoppedclearoffoulingmarks
4.57 Detaching engine
(iv)
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(v)
4.58 LocoPilottoseethattrainisstoppedclearoffoulingmark
4.59 Movingoftrainscanyingpassengersafterithasbeenstoppedatastation
4.60 Guardnottoleavetramtillhandedover
4.61 LocoPilotnottoleaveenginewhenonduly
H. Workingofmaterialtrains
4.62 Working of matenal tram in ablock section
4.63 Workersonmatenaltram
4.64 Protectionofmatenaltramwhenstabled
4.65 Workmgoftrackmamtenancemachme
I. Private engines and vehicles

4.66 Private engines and vehicles
CHAPTER-V
CONTROL AND WORKING OF STATIONS
5.01 Responsibility ofthe Station Master for working

5.02 Supplyofcopiesofrulesanddistributionorexhibitionofotherdocuinents
5.03 Obediencetoordersandkeepmgofbooksandreturns
5.04 Signalcabms
5.05 Reportofneglectofduty
5.06 StationWorkmgRules
5.07 Forms
5.08 Accesstoandoperationofequrpment
5.09 Receptionofatramonanobstructedlme
5.10 Receptionofatramonanon-signalledlme
5.11 Departure of a tram from anon-S1gnalled line
5.12 DepartureofatramfromalmeprovMedwhhacommondeparturesignal
5.13 Controlofshuntmg
5.14 ResponsibilityforShuntmg
5.15 ShuntingatStationsunderCentrahsedTrafficControl
5.16 Shuntingdurmgreceptionoftrams
5.17 Shuntingnearlevelcrossmg
5.18 Drawing of a tram to an advanced position at night or in thick, foggy or tempestuous weather
impairing visibility
5.19 Obstructionofrunnmglme
5.20 Shuntingongradrents
5.21 Looseshunting
5.22 Leaving vehicles in sidings outsrde station limits
5.23 Securmgofvehiclesatstation
CHAPTER-VI
ACCIDENTS AND UNUSUAL OCCURRENCES
6.01 Accidentorobstruction
6.02 Workmgmcaseofaccidentorfailureofcommunications
6.03 Protectionoftramsstoppedbetweenstations
6.04 Tramsunusuallydelayed
6.05 Sending advrce of accident or breakdown
6.06 Trammablocksectionwithoutauthoritytoproceed
(v)
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9.01 % t ( ^ ) ^ ^ ^ ^ T C W ^ 3 M ^ ^ f
(vi)
6.07 Report of conditions tikely to affect running of trams to Controller or Centratised Traffic
Control Operator
6.08 Trampartmg
6.09 Portionoftramleftmablocksection
6.10 Fire
6.11 Vehicleescapmgfromstation
CHAPTER-VII
SYSTEMS OF WORKING
7.01 Systems of working.

7.02 Applicability of General rules referring to the working of signals and trains
CHAPTER-VIII
THE ABSOLUTE BLOCK SYSTEM
A. Essentials
8.01 Essentials of the Absolute Block System
B. Conditionsforgrantinglineclear
8.02 CondmonsforgrantmgLmeClearataclassA'station
8.03 CondmonsforgrantmgLmeClearataclass'B'station
8.04 CondmonsforgrantmgLmeClearataclass'C'station
C Obstruction-Double line
8.05 Obstructionondoublelmeatablockstationwhenatramisapproaching
8.06 Obstructionondoublelmemtheblocksection
D. Obstruction-Single line
Dl. Class ^stations
8.07 Obstruction on a single line at a Class A' station when a tram is approaching
8.08 ObstructingtheblocksectionataclassA'stationonsmglelme
D'2. Class <B 'stations
8.09 Obstructionmthefaceofanapproachmgtramataclass'B'stationonsmglelme
8.10 Obstructionwithmstationsectionataclass'B'stationonsmglelme
8.11 Obstruction outside station section at a class 'B' Single line station equipped with two-aspect
signals
8.12 Obstruction outside station section at a class 'B' single line station equipped with manually
operatedmultiple aspect signals
8.13 ObstructionoutsidethefirststopSignalataclass'B'stationonsmglelme
E GeneralProvisions
8.14 BlockbackorBlockforward
8.15 Authorityforshuntmgorobstructionmblocksection
8.16 Illustrative diagrams
CHAPTER-IX
THE AUTOMATIC BLOCK SYSTEM
A. Rules applicable to Double line

9.01 EssentialsoftheAutomaticBlockSystemondoublelme
(vi)
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9.06 ^ ^ ^ ^ ^ ^ l ^ ^ ^ f ^ R ^ ' a ^ ^ ^ ^ f
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9.08 ^ ^ ^ ^ ^ w ^ ^ ^ % ™ ^ ^ ^ ^
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9.10 ^ ^ R - H H d ^ H ^ f ^ t ^ t ^ ^
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(vii)
9.02 Duties of Loco Pilot and Guard when Automatic Stop signal on double tine is to
bepassedat'ON'
B. Rules applicable to Single line

9.03 EssentialoftheAutomaticBlocksystemonsmgletine
9.04 MmmiumeqmpmentoffixedsignalsmAutomaticBlockterntoryonsmglelme
9.05 Additional fixed signals in Automatic Block Temtory on single tine
9.06 Conditions for taking 'Off Manual stop signals in Automatic Block territory on single line
9.07 Duties of Loco Pilot and Guard when an Automatic Stop signals on single line is to be passed at
'ON'
9.08 PersonmchargeofworkingtrainsonAutomaticBlockSystemonsinglelme
C. RulesapplicabletobothDoubleandSinglelines
9.09 Working of trains on Centralised Traffic Control Territory
9.10 ProtectionofatrainstoppedmanAutomaticBlockSignallingSection
9.11 LocoPilottoreportfailures
9.12 ProceduredunngfailureofAutomaticsignallmg
9.13 MovementoftrainsagamstthedirectionoftrafficontheAutomaticBlockSystem
9.14 Procedure when Semi-Automatic Stop signal is 'ON'
9.15 PassmgagateStopsignalat'ON'mAutomaticsignallingterntory
9.16 Illustrative diagrams
CHAPTER-X
THE FOLLOWING TRAINS SYSTEM
10.01 EssentialsoftheFollowmgTramsSystem
10.02 ReporttotheCommissionerofRailwaySafety
10.03 Conditions to be observed in working trains on the Following Trains System
10.04 DeliveryofauthontytoproceedtoLocoPilotorGuardontheFollowingTramsSystem
10.05 Authontytoproceedon the Following Trains System
10.06 ResponsibilityastoproperpreparationofauthontytoproceedontheFollowingTramsSystem
10.07 ObstructioninfaceofapproachmgtrainortrainsontheFollowingTramsSystem
10.08 Cessation of working onthe Following Trains System
10.09 Protectionoftramsonthe Following Trains System
CHAPTER-XI
THE PILOT GUARD SYSTEM
11.01 Essentials ofthe Pilot Guard System

11.02 ConditionstobeobservedforfollowmgrramsonthePilotGuardSystem
11.03 Pilot Guard's dress or badge
11.04 PilotGuardtoaccompanytramorgiveauthontytoproceed
11.05 Pilot Guard's Tickets
11.06 Protection of trains on the Pilot Guard System
CHAPTER-XII
THE TRAIN-STAFF AND TICKET SYSTEM
12.01 Essentials ofthe Tram-staff and Ticket System
(vii)
12.02 ^TCf^Î#ft
12.03 ^-^3fcteTCf^3^ll4l ^ 4 f % f ^ 3 ^ K w f
12.04 # # W I Z % W ^ - ^ ^ - ^ f i * ^ l N
12.05 £ ™ ^ ^ - ^ t e < M ^ ^ 4 ^
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12.08 ^ ^ ^ - ^ ^ W ^ T ^ ^ M ^ * « W ^ ^ f ^ ^
12.09 ^ ^ ^ - ^ ^ - ^ t e ^ ^ k ^ R T ^ f ^ r f ^ ^
12.10 ^ - ^ 3 J k f ^ ^ ^ % 3 ^ ^ T R ^ ^
12.11 ^ - ^ t e ^ ^ m
12.12 ^ - W ^ * m
12.13 ^ - ^ M ^ ^ R T f ^ ^ R f ^
12.14 £ ™ ^ M ? ™ ( w f )
12.15 ^ f i ^ ^ - ^ f ^ ^ 3 r f * ^ ( t e f )
12.16 f^(#T)f*™%*lTR3^
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14.18 ^ f f ^ t f ^ m
(viii)
12.02 System where applicable
12.03 ConditioiistobeobservedforfollowingtrainontheTrain-staffandTicketSystem
12.04 Loco Motto have Tram-staff or Tram-staff Ticket
12.05 Tram-staff or Tram-staff Ticket, by whom to be delivered to Loco Pilot
12.06 Tram-staff or Tram-staff Ticket, whento be dehveredto Loco Pilot
12.07 Tram-Stafftobekeptonengme
12.08 TramsnottobestarteduntilTram-staffreturned
12.09 Tram-stafforTram-staffTickettobegivenupandTickettobecancelledonarnvaloftram
12.10 ProcedurewhenengmeisdisabledontheTram-staffandTicketSystem
12.11 Tram-staffTickets: how kept
12.12 Tram-staff: how kept
12.13 DistmguishmgmarksonTram-staff Tickets andboxes
12.14 FormofTram-staffTickets
12.15 RecordofTram-staffTicketsissued
12.16 ObstructionoutsidetheHomesignal
12.17 ProtectionoftramsontheTram-staffandTicketSystem
CHAPTER-XIII
THE ONE TRAIN ONLY SYSTEM
13.01 Use ofthe One Tram Only System

13.02 EssentialsoftheOneTramOnlySystem
13.03 Authority to enterthe section
13.04 ProceduremcaseofaccidentordisablementontheOneTramOnlySystem
CHAPTER-XIV
BLOCK WORKING
A. General Provision
14.01 MeansofgrantmgorobtammgLmeClear
14.02 Provisionofmstruments
14.03 Consentrequiredbeforemterfenngwithblockworkmgequipment
B. Block stations at which Electrical Block Instruments, Track Circuits or Axle Counters
areprovided
14.04 Certificate of competency
14.05 Bellcodes
14.06 Acknowledgmentofsignals
14.07 Tram Signal Register
14.08 Authontytoproceed
14.09 LocoPilottoexammeauthontytoproceed
14.10 Conditionsforclosmgtheblocksection
14.11 ResponsibilityofStationMasterastoauthontytoproceed
14.12 Specialresponsibilityastoelectricaltokenmstrumentsandtothetoken
14.13 Failureofelectricalblockmstrumentsortrackcircuitsoraxlecounters
14.14 ClosmgormtermediateBlockPost
C BlockstationsatwhichElectricalBlocklnstrumentsarenotprovided.
14.15 Transmissionofsignals
14.16 Tram Signal Register
14.17 Formsormessagesandwrittenauthontytoproceed
14.18 Distmctionofmessages
(viii)
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15.28 ^ M ^ Z l f ^ ^ J p M ^ T f f
(ix)
14.19 Wntmgandsignmgofmessagesandwhtenauthormestoproceed
14.20 Completionofmessages
14.21 Preservationofmessagesandwnttenauthontiestoproceed
14.22 CancellationofLmeClear
14.23 Loco Mot to have authorities to proceed
14.24 AuthormestoproceediWhentobegrventoLocoPnot
D. Line Clear Tickets

14.25 Line Clear Tickets
E. UseandOperationofBlockWorkingEquipment
14.26 Useandoperationofblockworkmgequrpment
CHAPTER-XV
PERMANENT WAY AND WORKS
A. Railwayservantsemployedonthepermanentwayorworks
15.01 Condmonofpermanentway&Works
15.02 Maintenance of line
15.03 Keeping of Material
15.04 InspectionofPermanentWayandWorks
15.05 Patrollmgoflmes
15.06 Workmvolvmgdangertotramsortraffic
15.07 Worksinthiclcfoggyortempestuousweatherimpairingvisibilily.
15.08 PrecautionsbeforecommencmgoperationswMchwouldobstructthelme
15.09 Showingofsignals
15.10 Assistanceinprotectionoftrains
15.11 Gangmatemeachgang
15.12 Knowledgeofsignalsandequipmentofgang
15.13 Inspection of gauges, signal, tools andimplements
15.14 ResponsibmtyofGangmateastosafetyoflme
15.15 Blasting
15.16 Puttmgorremovmgpomtsorcrossmgs
15.17 DutiesofGangmateandGangmanwhenapprehendmgdanger
B. The working of Lorries, Trollies and Motor Trollies

15.18 Distinctionbetweentrollylorryandmotortrolly
15.19 Redflagorhghttobeshown
15.20 Eqmpmentoftrolrylorryormotortrolly
15.21 Efficientbiakes
15.22 Quahfiedpersontobemchargeoflorryortrollywhenonthelme
15.23 Attachmenttotramprohibhed
15.24 Time of running
15.25 Motortrolly
15.26 Protectionoftrollyonthelme
15.27 Protectionoflorryonthelme
15.28 Lomesandtroltiesoutofuse
(ix)
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(x)
CHAPTER-XVI
LEVEL CROSSINGS
16.01 Knowledge of signals

16.02 Supplyandcareofequipment
16.03 Roadtraffic
16.04 Gatemantoobservepassmgtram
16.05 Channelforflangeofwheels
16.06 Defectsatlevelcrossmgs
16.07 Obstructionsatlevelcrossmgs
16.08 Partmgofatram
16.09 Trespassing
16.10 Transferofchargeofgate
16.11 Heightgauges
CHAPTER-XVII
WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAY
17.01 ApplicabilityofGeneralRules
17.02 Specialdefmitionsapplicabletothischapter
17.03 Inspectionofelectncalwayandworks
17.04 Permittoworkonelectricalequipment
17.05 Warnmgto staff andpublic
17.06 Alterations to track
17.07 Trippingofcircuitbreakersoflocomotivesandelectricalmultipleunitsatneutralsections
17.08 Towerwagon
17.09 Additionalrulesforelectnfiedsections
CHAPTER-XVIII
MISCELLANEOUS
18.01 Repeal and Saving
APPENDICES
APPENDIX-'A' Working Instructions for Manned Level Crossing Gates on Indian Railways
APPENDIX-'B' TractionRulesforworkingofEMUtrams
APPENDIX-'C RulesforworkingofDMUtrams
APPENDIX-'D' RulesformovementofRail-cumRoadvehicles
APPENDIX-E' GhatRules
G8SO
(x)
W I ^ W ^ tWT / General & Subsidiary Rules
« S R ^ ^ / Register of Amendment Slips
wr^^ / A m e n d m e n t s l i p s **iHR Pilfer
*HSifey Initail
WW 15pfrfife/ Date of receipt of Amendment
No. Rule No. Date of Issue Amendment Slip on Page No.
*HSifey Initail
*HSifey Initail
*HSifey Initail
*HSifey Initail
*HSifey Initail
*HSifey Initail
*HSifey Initail
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1
CHAPTER-1 PRELIMINARY
CHAPTER-1
PRELIMINARY
1.01 Shorttitleandcommencement:-
(1) These rules may be called the Indian Railways (Open Lines) General (Amendment)
Rules, 2015
(2) TheyshallcomeintoforceonthedateoftheirpublicationintheOfficialGazette.
1.02. Def,nitions-Intheserules,unlessthecontextotherwiserequires-
(1) "Act"meansTheRailwayAct,1989(24ofl989);
(2) "Adequate distance" means the distance sufficient to ensure safety;
(3) "Approach lighting" means an arrangement in which the lighting of signals is controlled
a u t o m a t i c a l l y theapproachofatrain.
(4) "Approved special instruction" means special instructions approved of or prescribed by
theCommissionerofRailwaySafety;
(5) "Authorized officer" means the person who is duly empowered by general or special
order of the Railway Administration, either by name or by virtue of his office, to issue
instructionsortodoanyotherthing;
S.R.1.02f5yiAuthorizedOfficer:
(a) TheChiefOperationsManagerisempoweredbyaSpecialOrderissuedbynamebytheGeneral
Manager and is the Authorized Officer under this Rule for the purpose of Sub-Section (1) of
Sections 60 & 87 of the RailwayAct, 1989 (24 of 1989.)
(b) The Cheif Operations Manager alone is authorised to issue or alter Subsidiary Rules.
(c) AUSubsidiaryRulesmustbeinconformitywiththeGeneralRules.
(6) "Authority to proceed" means the authority given to the Loco Pilot of a train, under the
systemofworking,toentertheblocksectionwith his train;
(7) "Axle Counter" means an electrical device which, when provided at two given points on
the track, proves by counting axles in and counting axles out, whether the section of the
trackbetween the said two Points is clear or occupied.
(8) "Block Back" means to dispatch a message from a block station intimating to the block
station immediately in rear on a double line, or to the next block station on either side on a
singleline,thattheblocksectionisobstructedoristobeobstructed;
(9) "Block Forward" means to dispatch a message from a block station on a double line
intimating to the block station immediately in advance the fact that the block section in
advance is obstructed or is to be obstructed;
(10) "Block Section" means that portion of the running line between two block stations on to
which no running train may enter until Line Clear has been received from the block
stationattheotherendoftheblocksection;
(11) "Centralised Traffic Control" means a system by which the working of the trains over a
route, to which the system applies, is governed by fixed signals remotely controlled from a
designatedplace;
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(12) "Centralised Traffic Control Operator" means the person on duty who may for the time
beingberesponsiblefortheworkingoftrainsontheCentralisedTrafficControl;
(13) " Commissioner of Railway Safety" means a Commissioner of Railway Safety appointed
to excercise any functions under the Act and includes the Chief Commissioner of Railway
Safety;
(14) "Competent Railway Servant" means a railway servant duly qualified to under take and
perform the duties entrusted to him;
(15) "Connections" when used with reference to a running line, means the points and
crossingsorotherappliancesusedtoconnectsuchlinewithotherlinesortocrossit;
(16) "Controller" means a railway servant on duty who may for the time being be responsible
for regulating the working of traffic on a section of a railway provided with the system of
speech communication;
(17) "Day"meansfromsunrisetosunset;
(18) "Direction of traffic" means:
(a) onadoubleline,thedirectionforwhichthelineissignalled;
(b) on a single line, the direction for the time being established, under the system of
working, to allow trains to move in that direction;
(19) "Electrical Communication Instrument" means either a telephone or a more telegraph
instrument;
(20) "Facing and Training Points" are facing and training in accordance with the direction a
train or vehicle moves over them. Points are said to be facing points when by their
operation a train approaching them can be directly diverted from the line upon which it is
running;
(21) "Fixed Signal" means a signal of fixed location indicating a condition affecting the
movement of a train and includes a semaphore arm or disc or fixed light for use by day
andfixedlightforusebynight;
(22) "Fouling Mark" means the mark at which the infringement of fixed Standard
Dimensions occurs, where two lines cross or Join one another;
(23) "Gangman" means a railway servant employed on permanent way or work connected
therewith;
(24) "Gangmate" means the person in charge of a gang of workmen employed on permanent
way orwork connected there with;
(25) "Gateman" means a competent railway servant posted at a level crossing for working the
gates;
(26) "Goods Train" means a train (other than a material train) intended solely or mainly for
thecarriageofanimalsorgoods;
(27) "Guard" means the railway servant in charge of a train and includes a Assistant Guard or
any other railway servant who may for the time being be performing the duties of a
Guard;
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(28) "Inspector of Way or Works" means any Inspector or Assistant Inspector

responsible for the construction or maintenance of permanent way, points
and signals, bridges or other works connected their with;
S.R. 1.02 (28)/l, Inspector of Way and Works and other technical supervisors have also been
designated as JE/SE/SSE.
(29) "interlocking" means an arrangement of signals, points 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;
(30) "Intermediate Block Post" means a Class " C " station on a double line, remotely
controlled from the block station in rear;
(31) "Intermediate Block Signaling" means an arrangement of signalling on double
line in which a long block section is split into two portions each constituting a
separateblocksectionbyprovidinganintermediateBlockPost:
(32) "Isolation" means an arrangement, secured by the setting of points or other
approved means, to protect the line so isolated from the danger of obstruction
fromotherconnectedlineorlines;
(33) "Last Stop Signal" means the fixed Stop Signal of a station controlling the entry
oftrainsintothenextblocksection;
(34) "Level Crossing" means the intersection of road with railway track at the same
level;
(35) "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 or a turnstile for the use of pedestrains;
S.R .1.02 (35)/l, (a) IrafficGates: Level crossing gates which are located between the outermost stop
signals of a station are termed as Traffic Gates. The manning and operation of traffic gates shall be
under the control of operations department.
(b) Engineering Gates: Level Crossing gates, other than Traffic gates, are termed as
Engineering Gates
(36) "Line Clear" means the permission given from a block station to a block
station in rear for a train To leave the latter and approach the former; or the
permission obtained by a block station from a block station in advance for
a train to leave the former and proceed towards the latter;
(37) "Loco Pilot" means the engine Loco Pilot or any other competent railway
servant for the time being incharge of driving a train;
(38) "Main Line" means the line ordinarily used for runing trains through and
between stations;
(39) "Material Train" means a departmental train intended solely or mainly
for carriage of railway material when picked up or put down or for
execution of works, either between stations or within station limits;
(40) "Mixed Train" means a train intended for the carriage of passengers and
goods, or of passengers, animals and goods;
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(41) "Multiple-Aspect Signalling" means a signalling arrangement in which signals display at

any one time any one of the three or more aspects and in which the aspect of every signal is
pre-warnedbytheaspectoftheprevioussignalorsignals;
(42) "Night" means from sunset to sunrise;
(43) "Obstruction" and its cognate expressions includes a train, vehicle or obstacle on or
foulingaline,orastopsignalat"ON"oranyconditionwhichisdangeroustotrains;
(44) "Overhead Equipment" means the electrical conductors over the tracks together with
their associated fittings, insulators and other attachments, by means of which they are
suspended and registered in position for the purpose of electric traction;
(45) "Passenger Train" means a train intended solely or mainly for the carriage of passengers
and other coaching traffic, andiiidudesatroop train;
(46) "PointandTrapIndicators"arenotsignals,butareappliancesfittedtoandworkingwith
pointstoindicatebydayorbynightthepositioninwhichthepointsareset;
S.R.1.02(46Vl.(a)PointIndicators:- All the point indicators must show a white target by day or white light by
nightin both directions when thepoints are set for the straight but no target by day and a green light by night in
both directions when thepoints are set for the turnout.
(b) Trap Indicators:- Trap indicators installed to protect and indicate the position of the trap
points or derailing switches must show a red target by day and red light by night in both directions when the
switchisopenorthe derail is on the rail but no target by day and a green light by night in both directions when
theswitchisclosedorthederailisofftherail.
(47) "Running Line" means the line governed by one or more signals and includes
connections, If any, used by a train when entering or leaving a station or when passing
throughastationorbetweenstations;
(48) "Running Train" means a train which has started under an authority to proceed and has
not completed its journey;
(49) "Shunting" means the movement of a vehicle or vehicles with or without an engine or of
any engine or any other self-propelled vehicle, for the purpose of attaching, detaching or
transferorforanyotherpurpose;
(50) "Special Instructions" means instructions issued from time to time by the authorised
officerinrespecttoparticularcasesorspecialcircumstances;
(51) "Station"meansanyplaceonalineofrailwayatwhichtrafficisdealtwith,oratwhichan
authority to proceed is given under the system of working;
S.R.1.02(51Vl.Defmitionsofstation-Wherever the word "Station" is used in the Subsidiary Rules, itmust be

understood to mean either a Block Station or a Block Hut.
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(52) "Station Limits" means the portion of a railway which is under the control of a
station Master and is situated between the outermost signals of the station or as
maybespecifiedbyspecialinstructions;
S.R.1.02(52)1. Ondoubleline,stationlimitswillbeseparateforeachDirection.
(53) "Station Master" means the person on duty who is for the time being responsible for the
working of the traffic within station limits, and includes any person who is for the time
beingin independent charge ofthe working of any signals and responsible for the working
of trains under the system of working in force;
(54) "StationSection-meansthatsectionofstationlimits
(1) ataclass'B'stationprovidedwithtwo-aspectsignals,whichisincluded
(a) on a double line, between the Home signal and the Last Stop signal of the
stationineitherdirection;or
(b) onasingleline-
(i) between the Shunting Limit Boards or Advanced Starters (if any), or
(ii) between the Home signals if there are no Shunting Limit Boards or
Advanced Starters, or
(iii) between the outermost facing points, if there are no Home signals or
ShuntingLimitBoardsorAdvancedStarters;
(2) At a class 'B' station, provided with manually operated multiple aspect or
modifiedlowerquadrantsignals,whichisincluded-
(a) onadoubleline-
(i) between the outer most facing points and the Last Stop Signal ofthe
stationineitherdirection,or
(ii) between the Block Section Limit Board, where provided, and the last
Stop signal ofthe station in either direction; or
(b) onasingleline-
(i) between the Shunting Limit Boards or Advanced Starters (if any) or
(ii) between the outer most facing points, if there are no Shunting Limit
Boards or Advanced Starters;
(55) "SubsidiaryRule-meansaspecialinstructionwhichissubservienttotheGeneralRuleto
which it relates and shall not be at variance with any GeneralRule;
(56) "System of Working" means the system adopted for the time being for the working of
trainsonanyportionofarailway;
(57) "Track Circuit" means an electrical circuit provided to detect the presence of a vehicle on
aportionoftrack,therailsofthetrackformingpartofthecircuit;
(58) "Train" means an engine with or without vehicles attached, or any self-propelled vehicle
with or without a trailer, which cannot be readily lifted off the track;
S.R. 1.02(58)71. Definition of Engines: The following terms are used to designate engines according to the
workonwhichtheyareemployed:-
(a) Atramengineisanenginewhichhaulsarunnmgtrainbeyondstationlimits;
(b) AnAdvancePilotisanenginewhichrunsmadvanceofatramasaSafetyPrecaution;
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(c) Anassistingengineisanextraengineattachedtoatrainwhichistooheavytobehauledbytrain
engine alone;
(d) Abankingengineisanassistingengineusedtohelpatrainuptoheavygrade.Itusuallypushes
thetrain;
(e) A relief engine is an engine sent out in the place of another engine which has broken down, has
been damaged or has been derailed; or to bring in vehicle which through some accidents have
beenleft outside station limits;
(f) An attached engine is an engine other than a train, assisting, banking or relief engine, attached
totrainrunningoutsidestationhmits;
(g) Alightengineisanenginerunningoutsidestationlimitswithoutvehiclesattached.
(h) Ashuntingengineorpilotisanenginespeciallyprovidedforshuntingtrains/orvehicles.
(i) A multiple unit - When two or more loco coupled together electrically and pneumatically
operatedbyonecrewonly
(59) "Train Examiner" means a railway servant duly qualified to examine trains and certify
theirfitnessforsaferunningandincludesanyotherrailwayservantwhomayforthetime
being be performing the duties of a Train Examiner;
(60) "Two-Aspect Signalling" means a signalling arrangement in which each signal displays at
any one time either of the two aspects.
1.03. Classification of Stations-

(1) Stations shall, for the purpose of these rules, be divided into two categories-Block Stations
andNon-BlockStations.
(2) BlockstationsarethoseatwhichtheLocoPilotmustobtainanauthoritytoproceedunder
the system of working to enter the block section with his train; and under the Absolute
BlockSystemconsistof three classes-
Class 'A' Stations:
Where Line Clear may not be given for a train, unless the line on which it is intended to
receive the train, is clear for at least 400 meters beyond the Home Signal, or up to the
Startersignal;
Class'B'Stations:
Where Line Clear may be given for a train before the line has been cleared for the
receptionofthetrain within the station section; and
Class'C Stations:
Block Huts, where Line Clear may not be given for a train, unless the whole of the last
preceding train has passed complete at least 400 meters beyond the Home signals, and is
continuingitsjourneyThiswillalsoincludeanlntermediateBlockPost.
(3) Non-Block Stations or Class 'D' Stations are stopping places which are situated between
twoconsecutiveblockstations,anddonotformtheboundaryofanyblocksection.
S.R.1.03/1. Class 'D' Stations are of two tvpes-

(a) Those stations at which there is an outlying siding are 'DK' Station and
(b) Thosestationsatwhichthereisnosidingarecalledflagstations.
S.R. 1.03/2. Special Class Stations- Any station which is not worked wholly under A' 'B' 'C or 'D' Class
conditions is termed as Special Class Station.
QggQ
6
3W-2 ^ ^ ^ ^ T K ^ ^ I ^ ^ f ^
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2.01. f^rotf ^ t wfir ^TT - **r T R ™ SRT

(*) (1) * ^ ^ ? R ^ t .
(2) y ^ ^ ^ ^ . c r a r r
(3) ^srîîfer^^.^^f^ff^r^.f^mY^^ya
^ r wiY ^ wgna fen ^ m m . *h ftsta a i ^ n r S R I ftoffor ft*? *nj £1

2.02. f^ramf ^ t y f a ^ t ^ ^ n e r - y ^ êr ^ s . ftrct f ^ m 2.01 tf ftsrffar ft*? ^ araiR ^
(*) vRrf *nftTOitatfrtw f t ^TOT^n I

(s) sn^f^ft^^R^sfm^t^t^TR^y^cr^^Ti
(T) sroSt yfa *srt ^ sf^rar *Rra it *rrt *R snrt ^fte sri^Rt ^ ^ 1 ^ # ™
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2.03. f^-^^nw^t-^êr^-
(*) 3Tq^ ^ ^ ^ r t o fr^" ^ ^TRf^
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^ . 2 . 0 3 / 1 . f^H *eT 4>4*lllM ^ ^ ^ S T ^ ^ ^ ^ ^ f ^ O T Wim frqfftcT fÎT W ^
^ . R 2.03/2. ^ f t ^ f / d U l M m d r i V ^ f e ^ T f ^ f ^ ^ l P d d R H H & H I ^ M ^ ^ ^ T T a F t f e c r t ,
2.04. f*RPT m e R tf W ^ T - * ^ **T #TC> ^ T f^THf * qTeR tf W ^ T * T T 3TR vft vR* ^ T

Pramf * ft*ft *nr ^ w ^ n £ cfr ^ ^ ^ &tft fMcf snrt ^ t e a r f ^ r f t cisn 3F*T ^ f ^ r
STfa^Rt^t^TTI
2.05. 3Tf^R.^^TPT^T?Tf^^t^2lPT-
(1) V&H êT ^ S . êT y?TRR ^ t M * p f t ^ q f e l ^ t W T 3TRTOT«* ftti ftr^^R £
(2) H t f r g êT # T ^ PHHPclfeld «fRlt: «st ^ T ^ ^ T *gT W T «sfrTT, arafcT : -

(^)êniR?R>^3ff^R
( S ) **T ^ I f e l ^ t ^ J t . ÎRTFT ^ BlPr.
(^T) ^ I - ^ T STÎ e i M ^ t erf^r. SIR
(^T)êniR?R>^3fPTeRPTT
2.06. f^Rpff S I R an^nT ^ T w ^ r - y ^ ^ ^ i t m pHHPdfed ^ T CR*RCTT^ w ^ r ^ ^ T . arahr : -
(^) ^T^f^mfsiRf^t^^^^T.cISlT
(^) 3n^^R^3ri^TRqf^^^f^r^W3fT^?lY^T|
7
CHAPTER-II RULES APPLYING TO RAILWAY SERVANTS GENERALLY
CHAPTER-II
RULES APPLYING TO RAILWAY SERVANTS GENERALLY
2.01. Supplyofcopiesofrules-TheRAILWAYADMINISTRATIONshallsupply-
(a) AcopyoftheseRules-
(i) to each station.
(ii) toeachlocomotiverunningshed,and
(iii) to such other offices as it may prescribe,'
(b) to each railway servant on whom any definite responsibility is placed by the said rules, a
copy of the rules, or of such portions thereof as relate to his duties, and
(c) to any railway servant a copy of these rules or translation of the said rules or of such portions
thereof as relate to his duties, as may be prescribed by Special Instructions.
2.02 Upkeep of the copy of rules- Each railway servant, who has been supplied with a copy of
these rules, as prescribed under rule 2.01 shall-
(a) keepitpostedwithallcorrections.
(b) Produce the same on demand by any of his superiors
(c) obtainanewcopyfromhissuperiorincasehiscopyislostordefaced,and
(d) ensure that the staff working under him are supplied with all corrections and that they also
comply with theprovisionsofthis rule.
2.03. Knowledge of rules- Every railway servant shall-
(a) be conversant with the rules relating to his duties whether supplied or not with copy or
translation of the rules relating to his duties and the Railway Administration shall ensure
thathedoesso,
(b) pass the prescribed examinations, if any.
(c) satisfyhimselfthatthestaffworkingunderhimhavecompliedwithclauses(a)and(b),and
(d) ifnecessary,explaintothestaffworkingunderhim,therulessofarastheseapplytothem.
S.R.2.03/1. 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.Runningstaffmustbeinpossessionoftwopairsofglasses.whiletheyareonduty.
S.R. 2.03/2. All Guards/Loco pilots/Motormen, who are required two work on Automatic Signalling sections
shall be imparted one day's intensive course once in a year about the rules pertaining to this system and
competencycertificatesissued/renewedintokenoftheirknowledgeandproficiency in these rules.
These competencycertificatesshouldbesignedbyaTrafficInspectororLoco Inspector.
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
andotherauthority concerned.
2.05 Prevention of trespass, damage or loss-
CD Every railway servant is responsible for the security and protection of the property
oftheRailwayAdministrationunderhischarge.
(2) Every Railway servant shall endeavour to prevent-
(a) trespassonrailwaypremises.
(b) theft,damageorlossofrailwayproperty,
(c) injurytohimselfandothers,and
(d) fireinrailwaypremises.
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.
7
3W-2 ^ ^ ^ ^ T R M ^ ^ ^ f ^
2.07. ^TR*qf^-y^^^re^^3iftw*TRW*^3i^*f^«n^Trc
^ T f W *#*TT ^ ? * .IT* tf *eT *?TRR f^f^RT ^ a f a ^ f t f o t f a R H P T O a i f t W M T R vRraft
2.08. ^^3R,qR*lfa-
(i) <fi$ êr ^ r a snrt ^ t e srfSrartttftawnfir «#ft^T^ t * sRtfîci ^ f SUT I
IX&l ^T# eR^TT *TT ^ f c l ^ vR* ^mf%RT WT * TO ^ f ^ f^TT ^RTT. cR era ^
(2) ^^^^larT^^^^^^^ânsTRTR^târaqftenrBt^T^rem
t crt W W^ ^^ fMcf snrt ^fte stfttrt «st writ sfh era era SFT^ ixgt H
^^^^^ra^T^FT^ra^êmêr^^^îeRTfîT^KrTi *
^.R.2.08/1. ^ H W ^ ^ W ^ ^ ^ ^ ^ K H ^ ^ ^ ^ ^ ^ ^ ^ -
fr) ^ R t%# ^Wf W ? ^ ^ ^ R T ^ ^Wf W ? ^ ^ W * <tf fotf 3Tq%rf ^ R W
xTT%J IfrM^?pff ^ ' T O ^ T o^R" eRT ^ ^ t ^ "eTFS-OT ^ R " i f^RT f f c ^ *f #^R ^ ^ # ^5#
TRSIR ^ #ra? ^ r ^ t xn4t arc* URT ^ ^ T * i «pj€t ^ ? ^ R w ? ^r ora ^ w f e r R ^
^ ^ ^ R ^ ^ ^ R ^ c ^ R ^ I
tf W R W T ?RT eft ^ , W *J * f^T W f e r ^fefR RR <fr < ^ ? ^ R W^RRI^^fflPRlRt

^^^RitRJR^^RRrf^l
^^^^3tk^t%#^^fte^f^^t^^^î
2.09. Hf^TT CT2TT 3TÎ ^M\. *|Hrft. ^ ? f t . ^ R ^ ^ f t *TT ^ T ^ r a ^T3lY *TT vRR* *R> 3F*I
(1) ^^TR^^^^^^^.^^^n^^^raT^^^m^rafeHt^T^r.^t
tft 3 r a W tf ^ ft^ M ^ * ^ 1 ^ ^ fotf * * > ! * tft *Tft*T <WT 3 R I ^ f t e f t
™ f i . * l M . ^ R cTT^ ^Toft *TT v R ^ r a <&mf *TT ^ T ^ «pft 3F*T ^ 3 l Y «# ^ R * .
*ri f^qr^r ^t vRra> eram «st «IW ^ I
(2) *TT^ «# ^T^TeR ^ ^ T T ^ f f ^ T ^ *ft ^ c T ^ r a . 3PT^ ^ 3TR1 ^ R ^ SfT^ ^ ^
*ftcR ^ Hf^TT CT2TT 3Rfl ^M\. * ^ r a . ^^?ft. ^ eT^ ^Teft ^ ^ ^ ^ r a ^ r a T ^T
xFTCt «Fft 3F*I ^ 5 ? ^T# ^^T ^ ^ r a T y ^ R ^ f ^ ^ T ^ ^ € t TR ^ f ^ f t ^ .
^.R. 2.09/1. ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ R S T ^ ^ ^ ^ i i W ^ R ^ ^
^ ^ ^ a ^ ^ ^ ^ ^ ^ ^ ^ i t ^ R M ^ W ^ ^ t l ^ f ^ ^ i f ^ R S T S T f ^ ^ ^ r ^ f ^
^R-3tkwt^^ T ? t , f ^ t % ^ irfêT t R ^ W ^ ^ R r ^ r f ^ l ^ t i t ^ R R ^ ^ R f ^ TRc^ ^
Wff ^ ^ ^ w f r R ^ W f^JT ^ R ^ R T O ^T t % ^ ^ RT^T-^TST ^ f%^ ^ ^f%^ ^
^SR sm^f ^ w w ^Rfe^ ^ ftnj ^ftcr ^ ^RI

2.io. ^ r ^ r o r ^ r a i r a ^ r - i R ^ ^ r ^ ^ : -
ÎTI
(R) sra^qTR^f^ra^^^^Tsfh^^raR^^T.
(EI) ^Rm^^y^^viftd^^Mdl^^^^^raT^^^^^^Tpft^^^Tl
8
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
shallalsoattendatanyothertimeandplaceatwhichhis services may be required.
2.08 Absencefromduty-
(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
leavehischargeofdutyunlessproperly 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. StationMasterorCabinMasterleavingBlockOfficesorCabinsduringthehoursofdutv-
(a) If a Station Master, or a Cabin Assistant Station Master or Cabin Master has to leave his
BlockOfficeorCabinforafewminutes,foranyunavoidablereason,heshouldonuncontrolledsection, advise
the stations on either side on the block telephone of the fact. On a Controlled section, the Controller's
permission must first be obtained. At stations where a lock-up 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.
TheStationMasterondut y shallalsolocktheblockInstruments,slideInstruments/Panelandkeeptheke y sand
alsothePrivateNumbersheetinhispersonalcustodywheneverhehastheoccasiontoleavetheOffice.
(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
approachofatrain.
(c) A railway employee of traffic department should be left in SM's Office/Cabin.This person must
notoperateanygear/instrumentnorallowunauthorizedpersontooperatethem.
2.09. Taking alcoholic drink sedative, narcotic, stimulant drug or preparation-

CD 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 is 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
preparationwhenonduty.
S.R.2.09/1. When any railway servant found intoxicated at the working place, either On duty or Off duty or
suspected to be in a state of intoxication will be liable to summary dismissal. The evidence of two independent
witnesses and if possible, a medical report regarding his condition should be obtained. Arrangement for his
relief should be immediately made and matter reported to the controller and concern report along with medical
reportshouldbeforwardedtocompetentauthorityfornecessary action.
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) beprompt,civilandcourteous,
(c) not solicit or accept illegal gratification,
(d) giveallreasonableassistanceandbecarefultogivecorrectinformationtothepublic,and
(e) when asked, give his name and designation without hesitation.
8
3W-2 ^ ^ ^ ^ T R M ^ ^ ^ f ^
2.11. ^ T ^ ^ ^ T ^ T -
(1) * ^ ^ e r # ^ -
^ C T c R *R 3RR TOT i t . f M c f . 3 f ^ ^ 3 S f f ^ T ^ t ^ t ^*TT. 3 f N
(2) ^ ^ ^ e r ^ ^ W ^ ^ c T T t f ^ : -
tl
(*T) ^ M SRTWRnT TTftf^rf^Rff £ f ^ T # ^ R * T ^ f e t f # PiWK tf^TcR *

sf^rar ^TCTT ^ t ^ e n tf. ^ ^ n ^ ^ t ?T*TT^TT t . crt^r ^ T T i\^ $
Kti vRT TTftftsif^r tf cT^TcT S T T ^ r a ^ f t ^ p f ^ ^R^TT. 3TR ^ 3 T R O T t eft
* T 3 m f ^ ? f a j ffl^- ^RT ^ ^ f t q # ^ ? T R - W ? ^ ^ T ^ t ^ T T *TT I
^ f ^ f%fe-eTT^. ^ c T ^ # *TT 3F*T «£H* cT^^T ^ efhtf W ^ *TT W ^ T £*TFT
^.Rf. 2.11/1. ^^^-qST-

(1) ^ T O ^ ^ R T ^ ^ ^ ^ f a ^ - ora eft^T TO^ *eT qST m ^ M (ef^) ^ t % #
w ^ toft ^ ^ ^ ^ eft <nr ^ r t ^ R (fro^to) ^te ^ R T ^ -
^CTRfrfe < E ^ %% ? ^ R W W^^m\ ^ ^ ^ ^RR ^ 4>4*llR4l ^ e^R
(sr) w f w ^ f ^ ^ ^ ^ ^ T O ^ ^ ^ ^ s f R ^ ^ ^ R W ^ ^ t
(R) ^R ^ R ^ . ^ . W . t eft, 3TTt.4t.W TR ^ %^ <fX. t%TO ^ m ^ T^T ^RT
(q) ^ K d l ^ d l ^ T W T R ^ ^ ^ ^ H ^ q i ^
T ^ ^ ' R ^ T ^ ^ ^ " ^ ^ ^ ^ ^ f a ^ H f c d ^ ? R T # |
* ^ t ww\ *ftcr ^R w^\ %, ^ ^ f q ^ R T w ? <tfr w foffcer ^ RRI
(ff) < ^ RHR ^ ? ^ ^ R^ RR^, ? ^ W ? ^^ ^ TOP^R ^ t
(2) ftqfrT ^ ^ ^ ^ ^ ^ eft^T ^ R T ^ ^RT ^ ^ ^ f t ^ R f a ^ t - f ^ t c T W^ <m eft^T

T R T ^ , " 7 ^ R ^ " 3 M f%Tf% ^ ^ Wl.
^ ^ ^ 5 fa A JT.W. ^ T T I ^ e T T F T f ^ T ^ ^ ^ r ^ T t ara^tcT t eft ^ t ^

dUlMmdri^^RT^.R6.03^^^R^t^^RTT%^^R^|
(3) ^ ^ R T ^ ^ R ^ f t ^ f a ^ - ^ qST ^R ^ C T ( ^ ) ^ t % # ^ W ^ R ^ t%TT% <ST 3R*ra

^fR^^R^-
(^) ^ ^ ^ e ^ ^ R ^ ^ ^ W f ^ ^ ^ ^ M ^ ^ ^ ^ ^ ^ ^ ^ t - € R 5 t ^
W%^ WKR itZ T ^ T ^RT ^ ^fR^T I ^ R T ^ t <* ^ , ^f^RT if t%W M ^
(Q) ^ - ^ ^ R f t ^ ^ f R ^ f % ^ ^ T R T ^ ^ ^ ^ ^ ^ R ^ ^ R ^ ^ ^ q ^
^ ^ R ^ R T ^ ^ ^ t l
9
2.11 Dutyforsecuringsafety-
(1) EveryRailwayservantshall-
(a) seethateveryexertionismadeforensuringthesafetyofthepublic,
(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) EveryRailwayservantwhoobserves-
(a) thatanysignalisdefective,
(b) anyobstruction,failureorthreatenedfailureofanypartofthewayorworks,
(c) anythingwrongwithatrain,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
StationMasterbythequickestpossiblemeans:
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,gesticulatingorothermeans.
S.R.2.11/1. DefectivePermanentWav-
(1) Action to be taken bv Loco Pilot:- In the event of experiencing a lurch or any abnormal
occurrence in the track, he shall note down the location and:
(a) switch on the flasher light to attract the attention of the Loco Pilot of a train
approaching on opposite road on double line sections. He should also sound short
whistles frequentlytoapprisetheGuardandotherRailwaystaffofthedanger.
(b) advise the Loco Pilot of the train on opposite road, Guard and SMs of the stations on
eithersideonwalkie-talkie, wherever possible.
(c) if there is an IBS ahead, stop the train at IBS and advise the circumstances to the SM
ofthestationinrear through the phone provided at the signal post.
(d) proceedtonextblockstationcautiouslywithkeepingflasherlight'ON'
(e) while approaching the first block station, bring his train to stop in such a manner that
the SMcouldnotgive Train Out of Section' signal to the station in rear.
(f) issue written memo specifying the location where the defect was noticed, the nature
of the defect and the speed at which, in the opinion of the Loco Pilot, trains may pass
safelyovertheaffectedarea,andobtainacknowledgementfromtheSM.
(g) on single line section, wherever applicable, not surrender tangible authority to
proceed, till the memo issued to the SM and acknowledgement obtained.
(2) Action to be taken bv the Loco Pilot of opposite road:- Loco Pilot of opposite road.
after seeing flasher light "ON" shall:-
(a) at once take action to stop his train short of any obstruction and continue his journey at the
speed of 15 KMPH up to next station. If however, he finds that the line on which he is to
proceed is obstructed the Loco Pilot and Guard of the train will protect the train in
accordance withG.R. 6.03.
(b) stopatthenextstationandreporttheoccurrenceandtheassistancerequired,ifany.
(3) Action to be taken bv Guard:- In the event of experiencing a lurch or any abnormal
occurrence in the track, he shall:
(a) advisetotheLocoPilot/SMsoneithersideonwalkie-talkie,whereverpossible.
(b) ensurethatthematterisreportedbytheLocoPilottotheSMofthenextstation.
9
3W-2 ^^^wmvwvw*iiti^Fm
(4) T ^ W ^ ^RT ^ t ^PT ^Toft ^ T T ^ - etf &&ti) WTf TR^T TORdf &. *ff. RTR
< ^ R T 3 R / ^ qsT ^ TJ.«M.^. ^RT WR?T ^ T * f ^ t ^TO^ f ^ < ^ WmTOoTTft

3 R ^ ) ^ T ^ |
(sr) * d ^ ^ ^TO^,^ r a ^ t%- ( ^ TO)/^.^. TOT *RJ m ^ <tff ^ ^ TOT
^T JTnjTO ^ ^ R R ^TO^TI f W t ^ ^ ^ ^ ^ W ? ^ R t o JRRR *nf%tf ^T
fr) ^TOR ijvft (fcr TO)/^.f.FT. 5RT W T , ^ I c T JRfl^TOftcRT^R ^ « t c T <tf

<ific14^ll|
(5) ^firo^^^^MM-^ro^^s^^fro^^TM^^^
(6) ^f^^ft. (^TO)?TRT^^^^f^-'dd^^TO'^Tj^f^^T^
fr) W^f^^l?T^qfTOT^W^^:(^^TO)m^TOfTOTO
(sr) ^TO^^^^^t^^TORt^M^TO^
(TT) a i ^ ^ d i ^ K ^ T yfofa ^T ^ T / T T O ^ T TTOT^fecT ^ * T . <*T ?M/TRRrt
TOTI
(q) ^ f e M f e ^ frRRT T%MTOT3TR ^R.TO^q f ^ T ^ JT*W ^ ^R. W
TRSTT ^ f ^ R T ^T ^ R . J T ^ f tTOT|
^RT.2.11/2. W H ^ ^ ^ T x t e f R T - ^R eft^TTO?tfl^T ^ i^TO ^ TTOR ^ R <ft WRi^T 3T

f ^ ^ t ^ ^ T O T ^ ^ ^ f ^ ^ ^ S ^ ^ ^ ^ ^ ^ T O T O T ^ T O f ^ ^ ^ ^ ^
^ r i t a r k ^ r t f ^ t % ^ ^ R R T < t a TORTOJRR/<^RR ^ T R R . T O ^ ^TTOT^rfro i < t a TOR
^.Rf. 2.11/3. ^TOtR^TO^fTOJTO-

fr) f T O ^ ^ W R ^ T j T O ^ ^ T O R ^ ^ ^ ^ T O ^ ^ T O ^ ^ ^ ^ ^ t ^ T O T r
(s) ^TOT^^TO^TTOTO^^TO^^TO^^^^^roro^qfâfR
^ ^ T ^ ^ T O ^ ^ ^ ^ ^ ^ ^ ^ O T T ^ ^ T O ^ ^ ^ ^ S T R ^ T
q f ^ ^ ^ ^ e f r ^ T r q ^ ^ M ^ ^ ^ ^ ^ ^ H H I ^ ^ ^ q ^ ^ R ^ ^ r i
^.Re.os^^^K^N^R^^f^T^^^^Trap^^^w^^^^^rRr^^^^
(ET) ^ ^ efWf TOR4? * Rqt^ mcFT ^R T ^ R W ? ^ RW^P ^T TRMTTOToft 3FT<*
ri^Hd^H^^^^^^^^^Tfr%^^R^^f^yqRT^^^^êfT^^RFT^?^
3fR ^ T ^ PTO^t<* f^T WTO^ TWTRTl ^ T 3fR *Tft W W f3TT eft ^ JlftifatfeRI^TT I ^SM
^ R ^ ^ f ^ ^ ^ ^ ^ R ^ ^ ^ ^ T ^ ^ R ^ . ^ ^ ^ ^ T ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^
^f^^TOrt.^TOfffM^T^TO^^^TT^^^R^dUlMI^
TO^T, fTORT freftfte*. ^ ^ ^ - ^ f ^ f q ^R ^ ^ ^ ^ I ^f^TRW ^ f m ^H ^ R ^ ^ ^ ^RRq
^^^^RW^^f^mqfR^f%^^tl
10
(4) Action to be takenbvSMs:- On receipt of lurch message from the Loco Pilot/Guard, the SM
shall:
(a) immediately stop all the trains proceeding to affected section and issue caution orders to
the Loco Pilots specifying the kilometerage and the speed restriction of 15 KMPH or
such less speed as specified by the Loco Pilot who has reported the lurch till the track is
certifiedsafebytheSE(P.Way)orADENforresumptionofnormal speed.
(b) issue a message to the SM of the station in rear, the SE (P. Way) ADEN and Section
Controller under exchange of private number. The SM shall take action to stop trains and
issuecautionorders as above.
(c) on getting safe certificate from SE (P. Way) or ADEN, advise all concerned accordingly.
(5) Action bv Section Controller:- Section Controller will advise all concerned and ensure
issueofthecautionorderasmentionedabove.
(6) Action by SE (P. Way):- Onreceipt of report of defective track, the S.E. (P. Way) shall-
(a) Proceed as quickly as possible to the site, inspect the affected section (both tracks)
completely and record particulars m detail.
(b) Arrangetorectifythetrackdefectifany.
(c) Remove or modify the speed restrictions imposed, as found necessary.
(d) SubmitadetailedreporttotheADEN/DENandcopytotheSr.DOMandSr.DSO.
S.R.2.11/2. Running of Defective Locomotives:- If, in the Loco Pilot's opinion, the running of a
locomotive is, in any way abnormal, the Loco Pilot must exercise his discretion to reduce the speed of the
tram to an extent, which he considers safe, and he should immediately report the full circumstances to the
Diesel Power Controller/Traction Loco Controller. The Diesel Power Controller/Traction Loco
Controller 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.2.11/3. Explosionontrackortrain-
(a) On hearing an explosion, the Loco Pilot must stop his tram as soon as possible, and examine
thetrackalongwith the Guard at the site of the explosion to ascertain the extent of the damage. If theLoco
Pilot does not bring the tram to a stand within a reasonable time, the Guard shall draw the attention of the
Loco Pilot on walkie-talkie and by cautiously applying the vaccuum/air pressure by means of the Guards
Van Valve.
(b) TheLocoPilotshallalsoexaminethetramalongwiththeGuardandiflittleornodamagehas
been done to the train andif it is safe for the train to proceed to the next block station, the tram will be taken
ahead to the next block station and the Guard and Loco Pilot will jointly report the occurrence to Station
Masteronduty.
(c) If the damage to the track is so serious as to render the track unsafe, a competent Railway
servantwillbeleftatthesite with detonators to protectthespotinaccordancewithG.R.6.03.
(d) On receipt of a report from the Loco Pilot and the Guard, the Station Master must
immediately advise the Controller, who will inform all concern for a thorough examination of the tram
and the engine at the next terminal station. The Controller will also advise the Section Engineer (P. Way),
who will proceedto the spot, inspect thetrackand take such precautions as necessary to put the track right
andimposespeedrestnctions,ifnecessary.TheStationMasterimmediatelyissueamessagetotheStation
Master at the other end who must acknowledge the same and the Station Masters at both ends of the
reported section must stop all trains and issue caution orders to Loco Pilots, specifying the kilometrage
and the speed restriction. The duties prescribed above for the Controller will devolve on the Station
Masteronuncontrolledsections.
10
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^.m.2.11/4. c ^ a t N ^ ^ ^ ^ ^ ^ f ^ ^ ^ r f M -
^ ^ a ^ ^ ^ ^ a f c a n ^ f ^ ^ f t ^ ^ ^ ^ ^ ^ ^ f e c J ^ W
(ii) q f t ^ W ^ ^ ^ ™ ^ O T ^ ^ 3 w ^ t a ? N ^ T O ^ / T O P
^^^^^î^^^^îâ^^^^^^fM^
^ T T afc ^ W T ^ffecT W T TR ^^TT. ip!T W <tf SIM ^ f * % ^ ^ , ^ ^ M
^ a?N ^ ^ (qT ^ # ^ ) ^ ^ ^ I eft^TTO^3T^t ^ ^ P ^ f%^ % #
^ * ^ ^ l an^ ^ W * i ^ * ^ ^ * w r ^ r f ^ ^ n ora OT^
^ q T ^ ^ ^ l ^ a k ^ ^ ^ ^ f ^ ^ f ^ ^ l ^ ^ T O ^ ^ ^ : ^
^ ^ ^ W ^ s ^ ^ ^ ^ q ^ . ^ . ^ a ^ ^ ^ ^ ^ ^ ^ ^ a ^ f ^
(iii) ^ ^ ^ ^ ^ ^ ^ W ^ ^ ^ l R ^ ^ ^ ^ W ^ ^ ^ f ^ ^ t
f% ^ R T f%«ff <* W r / % 3 % t f qrfM ^RT # ^ f ^ ^ 1a?k ^ ^ w r a w w &
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fe^ft-^T.R 2.11 ^ a T ^ ^ . f t ârt%R^.fr 6.07/1,6.07/2,6.07/3 ^ 6.07/4 ^ M
11
(e) No train must pass over the affected spot at a speed exceeding 15 kilometers per hour or
such less speed as the reporting Loco Pilot may have specified, until the Senior Section Engineer
(P. Way) or the Assistant Engineer has certified the track safe for the resumption of normal speed,
when thestationMasterwillissuean"Allconcernedmessage"to all those originally advised.
S.R.2.11/4. Precautions to be taken for working of trains 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 doubtthat severe storm
is going to break out endangering the safety of passengers, trains, etc. the Station Master
shall, in consultation with the Guard and the Loco Pilot of the train detain the train and
also refuse to grant Line Clear to a train coming to his station until storm abates and he
considers movements of trains safe.
(ii) Shouldatrainbecaughtontherunincyclone,stormorstrongwindofanintensitywhich,
in the opinion of the Loco Pilot, is likely to endanger the safety of the train he shall
immediately control the speed of his tram 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 embarkments and bridges (including approaches there of). In controlling the
speed and bringing the train to halt, the Loco Pilot shall stop his train carefully and
without a jerk. He shall restart the train in consultation with the Guard only after the
cyclone, storm or strong wind abates and it is considered safe to proceed.
(hi) The Guard and the Loco Pilot/Assistant Loco Pilot of the train in co-operation with the
railway staff travelling in the train shall try to see that doors and windows of the coaches
arekeptopenbythepassengerstoallowfreepassageofthewmdthroughthecoaches.
S.R.2.11/5. All Railway men on duty or otherwise travelling by the tram involved m an accident
should report to the Guard without any delay whatsoever to render their services in relief/rescue
operations.
Note:InadditiontoSRsunderGR2.11alsoreferSR6.07/l,6.07/2,6.07/3&6.07/4
11
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(1) W ^ RFRcT v R 3 * 31K STTcft ^ I T f e t f «# efrst W R Y «pt W ft*^ *TT
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TTReR5 «fi 31R * ^RsR TR. * M «# ^ 31R ^ |
(3) (*) ^ ( ^ ) ^ ( ^ ) ^ ^ ^ ^ R f ^ ( ^ r T ^ ) t ^ ^ f t l ^ . f ^ R e r ^ ^ T ^ ^
W R T ftRT ^ T ^T. ^RT RPReT ^ t '3TR' 3 T C W * W R T W T t 31R ^RT

i R T& ^ ^ Vrf\ *ft ^ 3 l f t ^ E T ^ TO W T TR *P*«J ^ 3 l f t ^Toft ^ f t
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eTTeT £TR> cTSn W T R TR ^ ^ ^ 31R ^Teft ^ t ^ ^ f t I
*.R. 3.04 / 1 . (i) imn t$\. ( W r ) , #TCM ^ . (%ro), OTTO R * t o ^ efntfrfrtera»srcr
(ii) w m s m <* a m , W ^ w f^rmt * ^ o ^ ^ f ^ a # ^ 1 M ^r
f ^ R ^ ^ ^ f ^ W - ^ ^ ^ ^ R f t ^ ^ ^ ^ f ^ R ^ f ^ m ^ ^ H M I ^ ^ I
ST ^ T F R (Pfc^FS) RPRclY ^T «T»fa
3.05. W ^ (Pfc^FS) RFRclY ^ T VVrt -

(1) ^ «5t* 3 R , ^ f e T f ^ t ^ r 3R,^?T ^ f t c^. ^Pft êflf ^R I R R * R Y ^ R ^ R c T ^ f R ^
( f t ^ ) f t F R c r c R R W ^ | 12
CHAPTER-III SIGNALS
CHAPTER-III
SIGNALS
A. General Provisions
3.01. General use of signals- The signals prescribed in these rules shall be used for controlling the
movement of trains in all cases in which exceptions are not allowed by approved special
instructions.
3.02. Kindsofsignals:-Thesignalstobeusedforcontrollingthemovementoftrainsshallbe-
(a) fixed signals,
(b) hand signals, and
(c) detonating signals
3.03. Use of night signals by day-The signals prescribed in these rules for use by night shall also
be used by day in tunnels and in thick, foggy or tempestuous weather impairing visibility.
3.04. Placing of signals and signal arms; painting of signal arms:-

(1) Fixed signals shall be clearly visible to the Loco Pilots of trains approaching them
and shall be placed immediately to the left of or above the line to which they refer
unless otherwise authorised by special instructions.
(2) In case of semaphore signals, signal arms shall be placed on left hand side of the
post as seen by the Loco Pilot of any approaching train to which they refer.
(3) (a) Except as provided for in clauses (b) and (c), signal arms shall be painted
the same colour as the light exhibited in the 'On' position with white bar on
the side facing trains to which they refer and white with a black bar on the
other side. Such bars shall be parallel with the end of the arms.
(b) In the case of a yellow arm, a black bar shall take the place of the white bar
on the side facing trains.
(c) Calling-on arms shall be painted white with a red bar on the side facing
trains to which they refer, and white with a black bar on the other side.
S.R.3.04/1. (!) All signals on a section in both directions, must be inspected jointly by SE
(P.Way),SE (Signal), Traffic Inspector and Loco Inspector bothby day and by mght at least every quarter,
to see whether the signals of their repeaters are clearly visible from the adequate distance. A joint report
shall bemade to Sr. Divisional Operations Manager on the result of such inspections.
(n) Inadditiontothis.seniorsupervisorsandofficersoftheconcerneddepartments
shouldcarryoutinspectionsregularlytoensurethatthesignalsareproperlymaintamed.
B. Description of Fixed Signals
3.05. Use of fixed signals-

(1) Except under approved special instructions, all railways shall be equipped with
fixed signals as prescribed in these rules.
12
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(4) ^rakftFReT^t^TT:-
(er) t ^ i P d d «ff ?nfrdtftPRcr^raw3, a r e ^ n f ? ^ w i ^ i

(5) f ^ t f ^ 3 R ^ ^ ^ ^ ^ ^ F ^ f % ^
^ i^f^f f ^ T ^ ^ M ^ t 3 1 ^ 4 5 f % T f t ^ 6 0 f ^ f t c r a ^ ^ T ^ f^FJT W W . 3 ^ ^ 1
^ c f t 3PR ^ T ^ T ftFReT ^ S f T tf e H ^ T ftsffa ^ 45 fetf S f ^ 90 fetf OT ^ t 3 1 ^
3.06. 3 c n ^ ( ^ ) f ^ W 3 i k ^ ^ c r f ^ ^ T -
(2) ^m^(^^)f^T^.^^qF4ere^W^cn^ft^#f^ra^crTtf%:-
(^) ^ ^ ( ^ f t P R c T ^ W ^ ^ t l
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(*) 3TcR ^ * M TR. ftRT# 1.5 ^ 2 ^ OT ^ tf ftsR ( f ^ F g ) ^ t efoft deleft
(^ ^ ^ T R W T ^ ( ^ ) f % W ^ 3 T f ^ ^ f t R ^ ( ^ ^ f ^ ^
# |
(4) ^ ^ R > frR\) ftPRcT ^ T F W T ( 3 ) # * R J ( ^ ) # 3 T J W cRT t eft ^cTT^ft frR\)
3cTT^ft ftPRcT -STfTp' ^T# ft*TT W ^ * T T I

(5) ^HF^^m^ftftPRer#^cr3l^R^?T^Mf^gR^Rt:-
S^cTTI
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13
CHAPTER-III SIGNALS
(2) The aspects of a semaphore signal shall be displayed by the position of the arm by day and
byalightorlights by night.
NOTE: In the illustrations given in this Chapter, which are not drawn to scale, the day aspect of the
semaphore signal is shown by the position of the arm and the night aspect is shown by the light or
lights to the right of the signal concerned.
(3) The aspects of a colour light and position light signal both by day and by night shall be the
same and shall be displayed byfixedlight or lights.
(4) The arm of a semaphore signal shall workin-
(a) the lower quadrant in two-aspect signalling, and
(b) the upper quadrant in manually operated multiple aspect signalling.
(5) The 'Off position of a semaphore signal shall be displayed by day by the inclined position
of the arm from 45 degree to 60 degree below the horizontal in case of two-aspect lower
quadrant signals, and 45 degree or 90 degree above the horizontal in case of multiple
aspect upper quadrant signal.
3.06. DescriptionofWarnersignalsandtheirindications:-
(1) A semaphore Warner signal has a fish-tailed arm.
(2) A Warner signal is intended to warn a Loco Pilot that (a) the condition of the block section
ahead, or (b) that he is approaching a Stop signal.
(3) A Warner signal may be placed either-
(a) on a post by itself with afixedgreen light 1.5 to 2 meters above it by night, or
(b) on the same post below the first Stop signal or the last stop signal.
(4) When placed in accordance with clause (b) of sub-rule (3), the variable light of the stop
signal shall take the place of the fixed green light of the Warner signal and the mechanical
arrangement shall be such that the Warner signal cannot be taken 'Off while the stop
signal above it is-On-
CS) The aspects and indications of semaphore Warner signal are shown below:-
(a) Semaphore Warner signal in Two-Aspect Signalling Territorv-on a post bv itself.
-On-Position -Off Position

A A
Aspect:
Proceed with caution Proceed
Indication:
Proceed with caution and Proceed
be prepared to stop at next
Stop Signal.
13
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0)0
14
CHAPTER-III SIGNALS
(b) Semaphore Warner signal in Two-Aspect Signalling Territorv-below a stop signal.
'On' Position
CD
ex
o\
V
Aspect:
Stop Proceed with caution
Indication:
Stop dead Proceed with cautionandbe
preparedtostopatthenext
stop signal.
Semaphore Warner signal in Two-Aspect Signalling Territory below a stop signal.
'Off Position
Aspect:
Proceed
Indication:
Proceed
14
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(*j) fe-êft fiPRer ^ r a w ehr 3 ^ f r r efoft M ^cn^ft finder - Ite term) f f r w
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¥ T ¥
PI
15
CHAPTER-III SIGNALS
(6) The aspects and indications of a Colour light Warner signal are shown below:-
(a) Colour light Warner signal in Two-Aspect Signalling Territory on a post bv itself.
'On' Position 'Off Position
o o
Aspect:
Proceed with caution Proceed
Indication:
Proceed with caution and be Proceed
prepared to stop at the next stop
signal
(b) Colour light Warner signal in Two-Aspect Signalling Terrirorv below a stop signal.
1§J O O
Pi (6)
Aspect:
Stop Proceed with caution Proceed
Indication :
Stop dead Proceed with caution and Proceed
be prepared to stop at the
next stop signal
15
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ftrw # «fa W ^ r «g& ^ i 11 M f^rf^r 3 W ^ r «g& ^ f t *ft 1200 ^ ^ ^r ^
(8) W f f ^ q f ^ l M ^ S P ^ ^ m ^ f a ^
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3.07. (fe^^^ftpr^crarr^ra^^^TW^-
(1) ^HF^^ftFRer^t^W^fM^TSfraRWeft^t^^^T^'TTI
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16
CHAPTER-III SIGNALS
(7) A Warner signal with a fixed green light above it by night, on a post by itself, shall be
located at an adequate distance in rear of the stop signal, the aspect of which it pre-
warns:
Provided that when such a Warner signal applies to a gate stop signal, it shall not
display the 'Proceed' aspect unless there is adequate distance between the Gate stop
signal and the first stop signal of the station ahead. The adequate distance in such a
case shall never be less than 1200 metres.
(8) Where special circumstances justify the use of an unworked Warner, it shall be
secured in the 'On' position and not be coupled or duplicated for directing purpose.
3.07. Description of Distant signals and their indications:

(1) A semaphore Distant Signal has a fish tailed arm.
(2) The aspects and indications of a semaphore Distant signal working in the lower
quadrant are shown below-
Semaphore Distant signal in Two-Aspect Signalling Territory
•On' Position 'Off Position
oo
Aspect
Caution Proceed
Indication:
Proceed and be prepared to Proceed
stop at the next stop signal
Note: This signal shall be provided only in modified lower quadrant signalling.
16
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*TTOM
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17
CHAPTER-III SIGNALS
(3) The aspects and indications of a semaphore Distant signal working in the upper
quadrant are shown below-
Semaphore Distant signal in Multiple Aspect Signalling Territory
'On' Position ' 'Off Position
^ >
2^ o]
V2)
Aspect:
Caution Attention Proceed
Indication :
Proceed and be Proceed and be prepared to pass Proceed, block
prepared to stop next signal at such restricted speed section ahead
at the next stop as may be prescribed by special is clear, train is
signal Instructions. Train is being received to pass run through
either on main line and is required the station
to stop at the starter Signal; via main line.
or on a loop line required to stop
at the Starter Signal or to pass run
through via loop line.
Note: The distance between the two yellow light shall be 1.5 metres when this signal displays
'Attention'aspect atnight.
(4) The aspects and indications of a Colour light distant signal are shown below-
Colour light Distant signal in Multiple Aspect Signalling Territory
Aspect:
Caution Attention Proceed
Indication:
Proceed and be Proceed and be prepared to pass next Proceed, block section
prepared to stop signal at such restricted speed as may ahead is clear, train is to
at the next stop be prescribed by special instructions. pass run through the
signal. Train is being received either on main station via main line.
line and is required to stop at the
Starter Signal; or on a loop line required
to stop at the Starter Signal or to pass
run through via loop line.
17
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(5) ^ f i P T ^ ^ ^ f a f i P T ^ ^ q g ^ T r a f ^ ^ T R g m T ^ ^ i l l ^ ^ ^ ^ ^ ^ ^
^cTT^fr ^cTT t I
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em^ ftPRcr. y ^ ^ ftm^r * W ^ r ^ m CPTPTT W W ate ^ «gr ( f e ^ )
ftPRer ^ m p i r aik ^ R T <R* E w ^ e ftPRcr w ^ m p n i «gr ftPRcr ^ > r - ? n w r
sf^rar 'amt «reV ^f#cr * ? R R ^ ^ shn I
(7) 3I3iffi^fW*3I^*3riH*^«I^^ftp^
ftpRcT «# ^TT2T Sfarar W T R «fi TOT ^ R ^Tc* ^ ftPRcT * * I * T ^TPTT ^ T WcTT t .
M a r e w tf ? * R âft ^ ftFRer if M ^ r a w ^ t wipft He w ftpRcr ^ *n# cr
tf ^ r yfinff^r *nfcr ^ * * # *ra ft> arPfm ^ ftPRcr «# * w *pt s t t tft ^ T T *
3 P T c ^ ? R ?T " cTRR ftcPR' ^ T ^ ftRT W T 3 i k W T R * M ^ ^ W ^
ftpRcT ^ ^ T e P t l ^ ^ ^ I T ^ ^ r ^ T l f e t f # 3TR # f^R W T R W ^ eR
^^cnerT^tePrTPÎÎdll
^.FT.3.07/1. ^ f % ^ % T O W T ^ ^ ^ t , ^ ^ f ^ T O ^ f % ^ % T O 3 n ^ ^ T
<R? f % ^ f%TO WT ^ ^ I M f ^ m if f % ^ f%TO ' ^ T R ' (2 « ^ f t ) ^ aTPT ^ t 1P& ^ f t
^ c r jRf^cr ^ T T . ora % iprc fe^fe ' ^ ' ( w < M ^ f r ) afc 'wm' ft M ^dt) ^ an* ^ r ^ t
Jl>. I««^l * M ellsjH e^M <HlsH •1H R i l i\i\ y ^ K aimyi-M *rfcr

•Wick
l*HMd l«HMd * l*HM<rt *
1. ?yr W Wt\
(3TFT ^ l " ) feP?
2. ^ t TffefT *TTeTT efTeT ^H ell^H ^' '11^1 el'l * felî
(3TFT sret)
3. ^ t tftcTT ÔS eTTeT 3TSjgT ej^l ell^H *f 'll-#l e l ^ * feiy
(<HI«fl=IH) TfteTT
cf5^ c^ feP?
4. TftcfT efTeT
-
(<HI<HNH) feH?
^ f f ^ c f t fiPRer eta * ^ ^ r fe^^ ^ ^ ^?Pft ^ T ^ fe^^ ^ t ftsrfo
aiPT^t
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18
CHAPTER-III SIGNALS
(5) ADistantsignalshallbelocatedatanadequatedistanceinrearofthestopsignaltheaspectof
whichitpre-warns.
(6) Where necessary more than one Distant signal may be provided. In such a case, the
outermost signal" to be located at an adequate distance from the first stop signal, shall be
called Distant signal and the other called the Inner Distant signal, with the Distant signal
capable of displaying 'Attention' or 'Proceed' aspect only.
(7) Under approved special instructions, a colour light Distant signal may be combined with the
last stop signal of a station in rear or with a stop signal protecting a level crossing. When a
colour light Distant signal is combined with the last stop signal of the station in rear or with a
stop signal protecting a level crossing, arrangements shall be such that the signal shall not
display less restrictive aspect than the 'Stop' aspect till 'Line Clear' has been obtained from
the station ahead in the former case and untill the level crossing gates have been closed and
lockedforthepassageoftrainsinthelattercase.
S.R. 3.07/1. Double Distant Signal- Double Distant signal where provided, the outermost signal should
be called Distant signal and the other one shall be called Inner distant signal. In such a case Distant signal shall
display 'Attention' (Double yellow) or 'Proceed' (Green) aspect, whereas Inner Distant shall display'Caution'
(o4 y ellow)or'Attention'(Double y ellow)or'Proceed'Green)aspect.
Theaspectsequencechart,incaseofDoubleDistantsignalisgivenbelow:
s. Aspect of Aspect Aspect of Aspect of Aspect of Signify as below Speed
No. Distant Sig. of Inn. Home Main Line Loop Line
Dist. Sig. Sig. Starter Sig. Starter Sig.
1. Green Green Green Green For run through trains
(Proceed) via main line.
2. Green Double Yellow Red For trains being received
(Proceed) Yellow on main line.
3. Double Double Yellow Red or For trains being received
Yellow Yellow with Yellow on loop line or passing
(Attention) route through loop line.
indicator
4. Double Yellow Red For trains being stopped
Yellow at Home Signal.
(Attention)
The Distant signal (where Double Distant signals are provided) is identified by alternate Yellow and
Blackbandspaintedonthepostwith'P'marker(Blacklettersonwhitedisc)fi X edonit.
The aspect and indications of a colour light Distant signal in case of Double Distant Signal are shown
below-
Colour light Distant signal in case of Double Distant Signal in Multinle-Asnect Territory
'On'position 'Off position
Aspect:
Attention Proceed
Indication:
Proceedandbepreparedtopassnextsignalatsuch Proceed
restricted speedas may beêscribedby special BlockSectionaheadisclear
mstructions.Tramisbemgreceweddtheronmam tram istopassrun through
line and is required to stop at the Starter Signal; or the stationviamamlme
on aloop line required to stop at the Starter Signal
ortopassrunthroughvialooplme.
18
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^.3.07/3 ( ^ ^ W r ^ r i ^ M d -
(i) vfliT «HHK H»ie«fr ^ ÎdNlcl ^f^rq^gTT^-efTef
(ii) ^ « R W ^ ^ ? t 3 k ^ ^ ? r t % W ^ ^ ^ - t o
(iii) ^ W R W e R ^ ^ ^ ^ ^ d l ^ ^ M ^ ^ H ^ ^ ^ W ^
(iv) ^ « R W $ ^ ? t A ^ ^ ^ ^ ^ ^ ^ W # - ^
(s) TO# «dhfr R^Hd W feê RHHd-

(i) oraaPTefTeelKfr^Mc^^TT^-efTef
(ii) ^ ^ t ^ ^ ^ ^ R ^ ^ f ^ ^ ^ ^ f ^ ^ - i W
(iii) ^ ^ ^ ^ ^ O T ^ ^ ^ ^ ^ ^ t ^ ^ O T ^ ^ ^ ^ S J ^ R ^
-^TfteTT
(iv) ^ ^ w ^ i ^ ^ ^ H ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ H ^ ^ ^ R ^ ^ - ^ r
(i) ^ ^ ^ ^ ^ H A ^ W g ^ t - ^
(ii) ^ d l ^ ^ ^ W ^ f ^ W ^ ^ ^ H M K ^ I r i ^ ^ ^ ^ i d m i d ^ f ^ ^ ^ ^ - i W r
(iii) ^ d i ^ ^ ^ w ^ f ^ w ^ a i k ^ H M K ^ i r i ^ ^ ^ ^ i d m i d ^ f ^ ^ ^ - ^
(i) ^ ^ ? ^ ^ ^ r i ^ % T O M ^ ^ ) ^ ^ q ^ ^ ^ ^ ^ i t -
(ii) ora OT #TCM. Wmti «cWftPMeT* 3TT* wfa ^ t cR» ^ R ^ stK ^ ^r Wfcff
(iii) ^ ^ ^ W R f f O T f ^ T O ^ S J ^ R ^ - ^
19
CHAPTER-III SIGNALS
S.R. 3.07/2 The aspect sequence chart, in case of Single Distant Signal is given below:
s. Aspect of Aspect of Aspect of Aspect of Signify as below Speed

No. Distant Sig. Home Main Loop Line
Sig. Line Starter Sig.
Starter
Sig.
1. Green Green Green For run through trains
(Proceed) via main line.
2. Double Yellow Red For trains being
Yellow received on main line.
(Attention)
3. Double Yellow Red or For trains being Loco Pilot will control
Yellow with route Yellow received on loop line his train to negotiate the
(Attention) indicator or passing through turn out at a speed
loop line. indicated on speeed
Board provided on the
post of Distant Signal
4. Yellow Red For trains being
(Caution) stopped at Home
Signal.
S.R. 3.07/3. fa) Gate cum Distant Signal-

(i) WhentheLCgateisopentoroadtraffic-Red.
(ii) WhentheLCgateisclosedandthetrainisrequiredtostopattheHomeSignal-Yellow.
(iii) When the LC gate is closed and the train is required to stop at the main line starter or loop line
starterorisrequiredtopass through vialoop line-Double Yellow.
(iv) WhentheLCgateisclosedandthetrainisrequiredtopassrunthroughviamainline-Green.
(b) Intermediate Block Signal cum Distant Signal -
(i) Whentheblocksectionaheadisnotclear-Red.
(ii) WhenthetrainisrequiredtostopattheHomeSignalofstationahead-Yellow.
(iii) When the train is required to stop at the main line or loop line Starter or, is required to pass
through vialoop line-Double Yellow.
(iv) When the block section ahead is clear, train is to pass run through the station via main line -
Green.
(c) LastStopSignalcumdistantSignalofLCgate-
(i) Whenthelineclearhasnotbeenobtainedfromthestationinadvance-Red.
(ii) WhenthelineclearhasbeenobtainedandtheLCgateisopentoroadtraffic-Yellow.
(iii) WhenthelineclearhasbeenobtainedandtheLCgateisclosedtoroadtraffic-Green.
(d) LastStopSignalcumDistantSignaloflntermediateBlockSignal-
(i) When the block section is not clear for an adequate distance beyond Intermediate Block signal
(IBS)-Red.
(ii) When the block section is clear for an adequate distance beyond Intermediate Block Signal and
thetrainisrequiredtostopatlntermediateBlockSignal-Yellow.
(iii) WhenthetrainisrequiredtopassrunthroughlntermediateBlockSignal-Green.
19
3W-3 f**M
3.08. ^ f ^ T ^ ^ v ^ ^ c l Y ^ T ^ T -
(1) ^^rak^^ftPRer^^^T^TftRT^Tf^R^cTTtl
f:-
*4
V V
a^r^r
a^r^r
(3) 3PR ^ | cT ^ W ^ ^ ^HTOk tf* ftPReT «# ^ c T 3 l k fr**T ^ M f^sTR ^

#:-
^ p f r f t fiPFTeT ^ W g^f 3 ^*TFEk ^ E fiPReT
V
*nfcr:
^r W ^ a^r^r
m*:
^:^W3ft a^r^r
20
CHAPTER-III SIGNALS
3.08 Description of Stop signals and their indications-

CD A semaphore stop signal has a square ended arm.
(2) The aspects and the indications of a semaphore stop signal working in the
Lower quadrant are shown below:
Semaphore Stop signal in Two-Aspect Signalling territory
oo
A
V V
Aspect:
Stop Proceed
Indication:
Stop dead Proceed
(3) The aspects and the indications of a semaphore stop signal working in the upper
quadrant are shown below:
Semaphore stop signal in Multiple Aspect Signalling territory.
'On' position 'Off position
Aspect:
Stop Caution Proceed
Indication:
Stop dead Proceed and be prepared to stop Proceed
at the next stop signal
20
3W-3 f**M
(4) ^ e ^ ^ ^ f t P T ^ ^ ^ ^ f ^ T ^ f t ^ ^ t l
ft) fe-^pfrft RiiMel ctW WT c N 3 ? ^ ^ f t ^ ftPRgf
O
o
a^r^r
a^r^r
O o
o o o
o. o.
W^ a^r^r
a^T^Tatka^ a^r^t
21
CHAPTER-III SIGNALS
(4) The aspects and the indications of a Colour light stop signal are shown below:
(a) Colour light stop signal in two aspect signalling territory.
o o
o o
Aspect:
Stop Proceed
Indication :
Stop dead Proceed
(b) Colour light stop signal in multiple Three-Aspect Signalling terriotorv-

o o o
o o o
o. o
1^ lyl
Aspect:
Stop Caution Proceed
Indication:
Stop dead Proceed and be Proceed
prepared to stop at
the next stop
Signal
21
3W-3 f**M
o o o
o o o o
o o o o
o o o
vTOfT
^•.ft.3.08/1. ^^cftfipr^r^r^^ragFTTOR^^g^^^-
reMcr ^ ^ T - ^ W*RT ^t
5*2T ftfW Tftelt ^ f t *TT Sfh ^TTST ^t ?Tra *pft 3fK ^ ^f^R
^McT^TT-^ltsik^TTtl
22
CHAPTER-III SIGNALS
(c) Colour light stop signal in Multiple Four-Aspect Signalling Territorv-

o o o o
o o o o
o o o o
o o o
lyj N> N>

Aspect:
Stop Caution Attention Proceed
Indication:
Stop Dead Proceed and Proceed and be Proceed
be prepared prepared to pass
to stop at the next signal at such
next stop restricted speed as
signal may be prescribed
by special
instructions.
S.R. 3.08/1. Junction type route indicators in multiple aspect signalling territory.
Red or Yellow or double yellow or green lit as the case may be with
junctionindicatorblanck.
indicates-NO DIVERSION.
3 to 5 white lights lit. Main signal yellow lit with left hand junction
indicatorht.
Indicates-LEFT HAND DIVERSION.
3 to 5 white lights lit. Main signal yellow lit with right hand
junctionindicatorlit.
Indicates-RIGHT HAND DIVERSION.
Note: For the purpose of diversion, a signal displaying yellow aspect with a minimum of 3 lights
out of the 5 white lights of the junction indicator lit shall be taken as a signal correctly taken 'Off.
22
3W-3 f**M
3.09. ^ ^ ^ « f ^ w ^ ^ f t F R e r # y ^ R -
(1) f^\ ^ ? R m T T ^ R ^Teft I T f e t f «# ^ T e R ^ T R O T «P** «n3 tf* R f W cft^T
y ^ R «# i t t t . Sfsrfcr ^ T ^ . R ^ SfU TO ftPReT I
(2) Tfc <m% R f W eRT f 3TT t eft ^ l f ^ f ^ ? R ^ T WeTT ^ R f W itcTT t SIR vRT
(3) ^ ^ T ^ f t R ^ ^ t ^ m ^ f ^ R ^ ^ ^ ^ W ^ ^ ^ f ^ R ^ ^ c I T t ^ ^ T ^
ftFReT e R I R i ^ t ^ T T tf ^ ^ ? R ^T «£ETCT tf* R f W i t ^TRT t ^ ^ f ^ T eTT^T
^ ^ ^ ^ ^ e m R ^ l P k l P ^ l ^ l d l t l
(4) TOf%W^y^^^qR^^W^^^#f^f^WTt%^^3^
f*TR TOY if H «jfa ^ TO vRT# f ^ R R * R f^TT W t I ? W f 3RRT cR itcTT t ^ l
R ^ R f W 3PR> f T O R # ^ R * T . <Rf ^ R # f ^ R SRJRSTRR^ t I
3.10. I f ^ H ^ M ^ ^ ^ ^ W ^ ^ f t l T O t ^ ^ -
(1) ^ ? R ^ TRSTR ^ R ' ^TcfT ^ R Y # R O T # f ^ R ^ R f W ^ t TR*R # i t t t I
SfSffcT TRSfR R f W SIR 3 f f t R * T O R RPReT I
(2) *TR ^ ? R ^ I f c R ^TcfT ^ t # * T F R ? R # f ^ R #êT ^ ^t *TOR f^ReT t # q ?
^^^STf^^R^ReritcTTts^y^rRRi^Melêlldltl
(3) *TR ^ ? R ^ I f c R ^TcfT ^ t # * T F R ? R # ftR ^ ^ 3 ^ * T O R R f W £ cfT
?TeRt efTIRt * T O R R f W . ^ ? R ^ T S f f ^ R ^ S f ^ R e T itcTT t 3 1 ^ 3 f f t R * T O R
ftFReT^TRTtl
(4) W # ^ T W ^ * T O R R f W eRT t 3TSRT 3TR*T * T O R V^tf^ ^ ^ R f W . *tf
TOR TR eRRT ^ R H T ftRf£ 3 f R ^ HT^t cR cPS H # ^ W t ^ cPS t% e f t ^ t TOC
^ t ^ ^ T e R W ^ T # ST^TR 3Ptfi*R * T O R * T R ^ R ^ Y ^ RHT W T I W R f W M
W H Y ^ t * 5 R ^ W f S R ^ R c T f M ^ T a t ^ n T £RT 3FTOT 3 R . H R «ft i t f t I ^nffeRT
ernR#^^^#errtReRRT^î<Rf#êrr^^
^WRRT^TRRTTI
(5) W f 3 f f t R * T O R Rf*ReT eRRT W t TO ft*ft eTRR * ^ f ^ r * T O R R f W <Rf
SPPTC eRRT ^TRHT t% ^ ft*ft ^ R t M ^ l P e l d eTT^T ^ ^ q t f t R ^ y ^ R ^ ^ ^ ^ f ^ f
HTêef^Rf%R5^t^^|
^.R.3.10/1. ^ ^ ^ ^ ^ ^ ^ ^ S ^ ^ ^ f ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ t ^ S ^
^ ^ d « f r ^ d ^ ^ f ^ R e f f ^ T ^ C T t l
^t.R.3.10/2. % ^ ' ^ ^ ^ ^ ^ ^ ^ f ^ R ^ ^ ^ ^ ^ 3 t f ^ ^ t % ^ ^ ^ l R r
3.11. W ^ f f êTT^ ^ ftFReT - W R c f f ^TT^ ^ Rf^TeT ^ R ^ Rf^ReT t ^ t% HCJRcff

^rT^^^TReRTltcTTtl
3.12. ^ i P e l d eell^ t ^ r f ^ > ^ ^ t % T O f # y^R -

(1) ^ T r f ^ ( 3 T T ^ f ^ ) ^ ^ ^ ^ ( ^
pHHPelfed y ^ ^ g T ^ f , 3TSTR -
(^) ^PraeT ^ Rf^ReT ^ ^ ^ l e l H ^R R ^ R ^ t itcTT t , ^ f ^ HT^t # ^l^lPeld ^TT^
ftFRer ^ J R W # ^ ^ ? R ^ ^ ? T ^ R . vRR" l t ^ ^TR 3TR ^ eTTfR R ^ e R ^R.
^Rcr: R^fer i t c r r w T t .
(^) 3 T ^ ^ e T ^ t ^ Rf^ReT, faw y ^ T e R S I N ^ ^ d l ^ ^ R ^RêT ^ RPReT <HVW
^ R r a T f t R ^ ftFReT # ^ T ^ i t W d T # : -
(i) ^ S ^ R ^ e T ^ t ^ Rf^ReT. ^RêT ^ t ^ R f W ^ t ^ T R ^ R ^ R T t cfT ^ 1
STR ^ T ^ «HlPeld ^TT^ R P R e T ^ ^ R f ^ t fiafR # SR^TR ^RcT: Sti^ Sfh
•sfprfeTRit-SfT^RTt.
23
CHAPTER-III SIGNALS
3.09. Kinds of fixed stop signals for approaching trains-

(1) The Stop signals, which control the movement of trains approaching a station, are of three
kinds, namely-Outer, Home and Routing signals.
(2) The Outer signal, where provided, is the first Stop signal of a station and is located at an
adequate distance outside the point up to which the line may be obstructed after Line
Clear has been granted to or obtained by the station in rear.
(3) The Home signal is the first Stop signal of a station at which an Outer signal is not
provided and the second Stop signal of a station at which an Outer signal is provided. It
shall be located outside all connections on the line to which it refers.
(4) The Routing signal is a signal used to indicate to a Loco Pilot which of two or more
diverging routes is set for him, when the Home signal is, in consequence of its position,
inconvenient for this purpose.
3.10. Kinds of fixed Stop signals for departing trains-
(1) The Stop signals, which control the movement of trains leaving a station, are of two kinds,
namely-StarterandAdvancedStartersignal.
(2) When a train leaving a station is guided by only one starting signal, it is the last Stop signal
of a station and is called the Starter signal.
(3) When a train leaving a station is guided by more than one Starter signal, the outermost
starting signal is the last Stop signal of the station and is called the Advanced Starter
signal.
(4) The Starter, where only one such signal is provided, or the Advanced Starter, shall be fixed
at the limit beyond which no train may pass, unless the Loco Pilot is given the authority to
proceed required under the system of working, and shall be placed outside all connections
on the line to which it refers except where otherwise allowed by approved special
instructions. Shunting operations beyond this limit shall be carried out only in
accordance with special instructions.
(5) Where an Advance Starter signal is provided, the Starter referring to any line shall be
placed so as to protect the first facing points or fouling mark of the connections to another
runningline.
S.R.3.10/1. AtjunctionstationîthermtermedmteStartersignalsareusedortheStartersareprovMed
withroute indicators.
S.R. 3.10/2. AtaClass'CStation.HomesignaHsalsotheLastStopSignal.
3.11. Intermediate Block Stop signal-Intermediate Block Stop signal is the Home signal provided at
anlntermediateBlockPost.
3.12. Kinds of fixed Stop signals in Automatic Block territories-

(1) Stop signals in Automatic Block territory shall be colour light signals and may be of the
following kinds.
(a) An Automatic stop signal which is not dependent upon manual operation but is
controlled automatically by the passage of a train into, through and out of the
automaticblocksignalingsection;
(b) A Semi-Automatic Stop signal which is capable of being operated either as an
Automatic stop signal or as a Manual Stop signal, as required;
(i) when a Semi-Automatic stop signal works as an Automatic Stop signal, it
assumes 'On' and 'Off aspects automatically according to the condition of the
automatic block signalling sections ahead;
23
3W-3 f**M
(ii) ^ # 4 t mzt Hft* ^ RPRcT t J ^ l P c l d ^ RPRcT ^ ^ t f i T W

TOT t era 3TFT ^Tc* ^ i P c l d ^ RPRcT # T ? R Y # M ^ ^ ^?
w: * ' f^rra ifm^Knt.f^ sn^- f ^ f a ^ ^ SRT y^Tf^r
(iii) ^ ^ ^ 3 f ^ ^ f ^ w . ^ ^ ^ f % w # ^ ^ ^ T O T t
STR
^RTT t eft RPRcT ^ ^ e T ^ RPRcT «# WT * ^ f TOT t . 3TR 3 ^ T f%R5

P T W T t eft ^ Sfra^RT s t f - ^ ^ c T ^ RPRcT * *K H ^R~ TOT t 3TR
^ w : 'arm.' R ^ r tf an ^TRTT t sRraf S M W ^ ^ ^ B W S R T 'arm.'
ft*TT^TWcTTt;3fk
(T) SfrMlfod ^ ftPRcT *T> B W * y ^ T f e r I?TcTT £ * r a * r *TT S f ^ R ^ e T ^ 5
(2) ^R>T «I«ft ^Tc* ^ i P c l d «cTPl> «bf * ftpRcT cfT^ * p f c f f SR^T ^ R * p f c r f ^Tc* l i f t I
^.R. 3.12/1.
^ ^ O T ^ ^ ^ f ^ r o ^ ^ l ^ w ^ f ^ i t w O T ^ ^ ^ ^ R
# ^ f » i t ™ O T ^ 3 f c g ^ ^ R c R ^ ^ # w ^ r f » it w TOT
(s) f^T ^ q f ^ W ^ <* 3 T ^ R ^ - ^ W ^ l P d d ftrWf * W t A f % T O * 3TPT *
W ^ ^ i t l ^ o W ' ^ ^ ^ t l ^ ^ o ^ ^ W ^ f ^ ^ t ^ ^ ^
ft$ sf^TRR * W t ^t "ffr\ o W <fl o q g w ^ iftfr 11 W f % T O ^PleT ftPMeff tf

cRF ^FT ^ * ^ T 11 I R ftrWf ^ fa*T ^ ^ H ^ f t , ^ ^ **[TeR f ^ R f if ^ R f t
^Rpftl
3.13. leTRTftPRer-
(1) leTRT ( ^ R 3TR) ftPRcT ^ W R ^ ftPRcT ^cIT t ftRT^T " 3 T R " R ^ T ^ ^
^ r a ^f#cr ^ ^cn t site ^zrf\ •.-
(^) ^^^^Tf^RRR^Teft^^rak^^T^^.^T
(2) ÎR êTRT RPReT W ^TcTTt^^SfR^Teft^t^T f^ra™T ^ R ^Tc* ^
^ f t F R ^ # f t l ^ f % ^ ^ ^ ^ ^ f ^ R ^ # ^ e R T ^ ^ W d T t |
(3)
f f e ^ , ^ ^ W M # RPReT '3TR* R « r m ^ ^ t . ^ t ^ ^ ^ «# ^ R
^ ^ ^ f ^ R t ^ T R ^ H I ^ I ^ I
(4) leTRT RPReT " 3 T R " R^TR ^ ^ ^ ? R > ^T# R*IFPTT I
24
CHAPTER-III SIGNALS
(ii) when a semi-Automatic Stop Signal works as a Manual Stop signal, it

assumes 'On' aspect automatically on the occupation of the automatic
block signaling section ahead, but assumes 'Off aspect when operated
manually, provided the relevant automatic block signaling sections ahead
are clear;
(iii) When a Semi-Automatic stop Signal works as an Automatic Stop signal,
the 'A' marker provided under the signal is illuminated. When the 'A'
marker is extinguished, the signal shall be deemed to work as a Manual
stop signal;
(ba) AModified Semi-Automatic Stop signal by converting one of the Automatic Stop
signals in mid-section under special instructions, when the 'A' marker is
illuminated, the signal works as Automatic stop signal, and when the 'A' marker
is extinguished it works as modified Semi-Automatic stop signal and assumes
'Off aspect automatically or is taken 'Off manually as required; and
(c) A manual stop signal operated manually and which cannot work as an Automatic
or a Semi-Automatic stop signal.
(2) Colour light signals in Automatic Block territory shall be three-aspect or four- aspect.
S.R.3.12/1.
(a) Semi-Automatic/Manual signal levers provided with normal indication locks, when
required to be replaced to normal either in a face of an approaching tram in an emergency
or after the tram has passed the signal, shall be put back to three quarter position and shall
bereplacedtononnal only after gettingthe"FREE»indication.
(b) In case of semi-Automatic/Manual signals of the Relay interlocking system, it should not
be possible to change the route ahead of the Signal, which has not been cleared by the
tram.
(c) King levers are provided at certain cabins which when reversed, lock the leavers of all
running Semi-Automatic signals in the reverse position and enable the signals to
function as Automatic signals.
(d) In the case of Relay Interlocking no king levers are provided. Certain signals can
function as Automatic signals, the switching arrangements for which will be specified in
the Station Working Rules.
3.13 Calling-on signals -

(1) A Calling-on signal is a subsidiary signal, which has no independent aspect in the
'On'position and shall be-
(a) a short square ended semaphore arm, or
(b) a miniature colour light provided with a 'C' marker.
(2) A Calling-on signal, where provided, shall be fixed below a Stop signal governing the
approach of a train. Under approved special instructions, a Calling-on signal may be
provided below any other Stop signal except the last Stop signal.
(3) A Calling-on signal, when taken 'Off calls on the Loco Pilot of a train to draw ahead
with caution, after the train has been brought to a stop even though the Stop signal
above is at 'On' and indicates to the Loco Pilot that he should be prepared to stop short
of any obstruction.
(4) A Calling-on signal shall show no light in the 'On' position
24
3W-3 f**M
(5) ^ T ^ d M l f ^ H d ^ ^ ^ f ^ T ^ E ^ ^ f -
•sff^-f^rm •sff^-f^rm
A
ob
ni Oy
^TTI
EH
v
^TTI
25
CHAPTER-III SIGNALS
(5) The aspects and indications of a semaphore Calling-on signal are shown below:
(a) Miniature Semaphore arm type Calling-on signal in Two-Aspect Signalling
Territory
&
O
o.
ED
Oy o o
v Aspect:
Proceed slow
Indication :
Loco pilot shall obey the aspect Stop and then draw ahead with
of the stop signal. caution and be prepared to stop
short of any obstruction.
(b) Miniature Semaphore arm type Calling-on signal in Multiple-Aspect signalling

Territory
LH o\«
v
Aspect:
Proceed slow
Indication :
Loco Pilot shall obey Stop and then draw ahead
the aspect of the stop with caution and be
signal. prepared to stop short of
any obstruction.
25
3W-3 f**M
(6) ^ f f r «foft ^ T 3<HI4I RHHdT # ^ c T aft? ffr??T ^ M f^gT^ ^ f-
c c
o o
o o
o
(c (g
âfr«d<&ii^<fr^sn^«reâfr
^TTI
3.14. ^ftPFTcT-
(1) fr) ^ f f r w ^ W ^ f ^ H d ^ d l f a f t ^ ^ T T c l t : -
(i) ^ ^ ^ ^ ^ ^ ^ t f t R T ^ ^ f ^ ^ ^ f ^ c ^ W ^ T e r ^ t ^ f t t ^ T
(ii) ^ - R e r m ^ f t ' R l i M d ^ d l t l
(2) ^ f ^ W ^ f ^ ^ T ^ ^ f ^ m ^ t l
(3) ?TC ftPPTcT ^ ^ t TR STêTT 3WIT ^ ? P T «* * £ R ^ ftfW «5t W f e ^ ft*ft 3F*I
26
CHAPTER-III SIGNALS
(6) The aspects and indications of colour light type Calling-on signal are shown below-
(a) Colour light type Callin g -on signal in Two-Aspect Signalling Territorv-
o o
Aspect:
Proceed slow
Indication:
Loco Mot shall obey the aspect of the Stop and then draw ahead whh
stop signal. caution and be prepared to stop
Art Colour light type Calling-on signal in Multiple Aspect signalling territory -
o o
o o
o o
Aspect:
Proceed slow
Indication:
Loco PUot shall obey the Stop and then draw ahead whh
aspect of the stop signal. caution and be prepared to stop
3.14. Shunt signals-
(1) (a) A shunt signal is a subsidiary signal and shall be either-
(i) a white disc with red bar across it, or
(ii) a position light signal.
(b) under special instructions a shunt signal may be miniature semaphore arm.
(2) Shunt signals control shunting movements.
(3) A Shunt signal may be place on a post by itself or below a stop signal other than the
first stop signal of a station.
26
3W-3 f**M
(4)
^ ^R ^T ftlW ^ «ITf eTT^T «# f ^ st*TT 3 l f t OT * ^ { R T ?TC ftPReT «rrf
(5) q f t *TC ftlW ' a f r o ' t eft ^ efrst WTcTcT «5t *ff£*T ^ l 4 # f ^ ^ T c ^ c T F ^ 3mt
(6)
faST^TTI
(7) q f t *TC ftPReT ^ f ePt £ eft *ff£*T * f ^ £ * RPRclY ^ T * n i h r ft*TT W WcTT £ I
(8)
Ml
^^^r^t
*if^*f^*crafrT*3Trt«n£
27
CHAPTER-III SIGNALS
(4) More than one shunt signal may be placed on the same post and when so placed the
topmost shunt signal shall apply to the extreme left hand line and the second shunt
signal from the top shall apply to the next line from the left and so on.
(5) When a Shunt signal is taken 'Off, it authorises the Loco Pilot to draw ahead with
caution for shunting purposes although stop signal, if any, above it is at 'On'.
(6) When a shunt signal is placed below a stop signal, it shall show no light in the 'On'
Position.
(7) In case shunt signals are not provided, hand signals may be used for shunting.
(8) The aspects and indications of a disc type shunt signal are shown below-
(a) Disc type shunt signal in Two-Aspect Signalling Territorv-
Aspect:
Stop Proceed slow
Indication:
Stop dead Proceedwithcautionforshunting,
(b) Disc type Shunt signal in Multiple-Aspect Signalling Territorv-
o O
Aspect:
Stop Proceed slow
Indication:
Stop dead Proceedwithcautionforshunting
27
3W-3 f**M
(9) ft^-**d^^ftPi^**^3iftf^^ft^*rt£-
*rfr"
hfj ^
(10) ^ N t o ^ ^ ^ f t r W * * ^ 3 i f t f ^ ^ f a g r t * r t £ -
O
P.
28
CHAPTER-III SIGNALS
(9) The aspects and indications of a position light type shunt signal are shown below-
Position light type shunt signal in Two-Aspect or Multiple-Aspect Signalling Territorv-
'Qn'position 'Off Position
B£? BS5F ok
O
wx "V
Aspect:
Stop Proceed slow
Indication:
Stop dead Proceed with caution for shunting
(10) The aspects and indications of a semaphore arm type shunt signal are shown below-
fa) Miniature semaphore arm type shunt signal in Two-Aspect Signalling Territorv-
'Qn'position 'Off Position
A
V V
Aspect:
Stop Proceed slow
Indication:
28
3W-3 f**M
(s) «tf*nfrft RHH<H c m ^ ghr 3 gt€t frrrcfo *pn w gfe finder -

•afrrfterfir -afro fierier
^h.
V V
3.15. W ^ t (tf-ljffcnr) ftlW -

(1) W ^ t ftlW «-fc3 R f W i f f i £ | >ift WTRHT ftpRcrf «# ^ M e r f i f f i t ^ *tf
(2) W ^ t ftlW M ^ " ^ *R ^ T T ^ W ^ % *TT eft T$m R f W «fi ^ T T / e r a f t 3 ^
3.16. ^ R R c f f ftpPTeT ( R i f f i ^ T ftlW) -
(2) y R R c f f ftPRgT *R W ftg cRT i f r l T aft? ^ P l H P c l f a d SPER ^ T ifrlT, a w f e
(ST) ^ ^ R R ^ T o f t ^ T r a k ^ T T . * T T
(T) ? ^ « l d k l c l l R f W |
(3) W ^ # ^ ^ ^ R T ^ f % W ^ ^ 3 i k f ^ T ^ f ^
fe-?f#cft R f W ^ R W g f r 3 W ^ T «$ SPER «ST ^^RRcff R f W
(g (R
29
CHAPTER-III SIGNALS
Art Miniature Semaphore Arm type Shunt signal in Multiple-Aspect Signalling Territorv-
t5
o
Aspect: ^ •v
Stop Proceed Slow
Indication:
3.15. Co-acting signals -

(1) Co-acting signals are duplicate signals fixed below ordinary signals and are provided
where, in consequence of the height of the signal post, or of their being an over-bridge or
other obstacle, the main arm or light is not in view of the Loco Pilot during the whole time
that he is approaching it.
(2) Co-acting signals shall be fitted at such height that either the main arm or light or the co-
acting arm or light is always visible.
3.16. Repeating signals -

(1) A signal placed in rear of a fixed signal for the purpose of repeating to the Loco Pilot
of an approaching train the aspect of the fixed signal in advance is called a
Repeating signal.
(2) A Repeating shall be provided with an ' R marker and shall be of -
(a) banner type, or
(b) a square ended semaphore arm, or
(c) a Colour light signal.
(3) The aspects and indications of banner type Repeating signal are shown below-
Banner type Repeating signal in Two-Aspect Signalling Territorv-
'On ' Position 'Off Position
R R
Aspect: w w
Signal'Oh Signal'Off
Indication:
Signal which it repeats is at'On' Signal which it repeats is'Off
29
3W-3 f**M
(4) ^ T ^ ^ ^ r ^ f a w ^ ^ ^ f ^ T ^ R ^
fe-^f#cft fiPRer ^ w eta 3 frrnsfc *pn ^ yreracff f f r w ffofflfrr f f r w )
CE oo
faro*
(5) ^^^^5^T^f^T^#^cT3ikf^?T^Mf^R^t:-
^frr ^ f t TO ^^rracff f f r w ffofflfrr finder)
o
o o
© o
faWaffor
30
CHAPTER-III SIGNALS
(4) The aspects and indications of a semaphore arm type Repeating Signal are shown below -
Semaphore arm type Repeating Signal in Two-Aspect signalling Territory -
'On' position 'Off Position
Aspect:
Signal'On' Signal'Off
Indication:
Signal which it repeats Signal which it repeats
is at'On' is'Off
(5) The aspects and indications of a Colour light type Repeating signal are shown below-
Colour light type Repeating signal
o
o o
© o
lyj ^
Aspect:
Signal'On' Signal'Off
Indication:
Signal which it repeats Signal which it repeats
is at'On' is'Off
30
3W-3 TOW
3.17. ftPT^-# q ^ P T f%fl CT2TT f ^ T P T -
(1) jfc s n ^ r a t eft RPFTcft ^t q^PT. ftafRcr f*nFft ^RT ^t wipft i ft f^TPT ^ftft
^TR 3TJW Rf^Tcft # *P*ft TR 3ft? ^ T ^ ^ftft cfft iftft :
an^Rr Wcfft QgûT
g ^^(srTcftftf^)^ ^^cT^ft^^TcTTT
stf^crOftfttsrTcftftf^) ?^(3TTcftftf^)^(^)
o wr^TOtfftft^T^
Y(A)3KR^3ITÎT|
R) ?P^*ftcr^ft(f^)^
^TeTT 1ft' (P) 3feR
f&W*TTftcn^ft(^)
ftPReT
ftnn^TTR - ^ «ft' (IB) srm

IB
31
CHAPTER-III SIGNALS
3.17 Distinguishing markers and signs for signals-
CD Where necessary, signals shall be distinguished by prescribed markers, Such

markers, shall be fixed on the signal posts below the signals as under:
Appearance Provided on Description
t Automatic Stop Signal Letter'A'in black on white

circular disc.
Semi-automatic Stop White illuminated letter'A'

Signal against black back ground
9 when working as an Automatic

stop signal, and letter 'A'
extinguished when working as
a manual stop signal.
R) Colour Light Distant or

Warner signal on a post
Letter'P'in black on white
circular disc.
by itself.
Note: Where a colour light Distant signal is combined with a last stop signal as provided for under sub-
rule (7) of rule 3.07 the marker shall be dispensed with.
Intermediate Block Stop Letter'IB'in black on white

signal circular disc.
IB
31
3W-3 f**M
ebf tf ^RRcff R f W W (R) 3TSR
o arawT*«fcr*TRracff
faw(fMf^TRJW)
iR
^T-3fR'(R)3feRyW^T
ÎTI
ifteftêT^^TR^TerT-^'
(G)3KR
iftoft^cT^fiTR^TcTT^V
©<§
f^ft : - ^ w ^ ^ 5 ^ W T O «# ftti «R t sfo vRT *R CTTCTT cRT £ cT*ft 3TSR T (A) ^ T ^ R T

!?t*TTI
32
CHAPTER-III SIGNALS
Calling-on signal Letter'C in black on white

(C circular disc.
Repeating signal in Letter 'R' in black on white

semaphore signalling circular disc.
s> territory.
o
Repeating signal in colour White illuminated letter 'R'
light signalling territory. against a black back ground.
Gate Stop Signal Letter 'G' in black on yellow

circular disc.
Gate Stop Signal in Letter'G'in black on yellow
<£J Automatic Block

territory.
circular disc and white
illuminated letter 'A' against a
black background.
Note: Letter 'A' shall be 'lit' only when the gates are closed and locked against road traffic.
32
3M-3 f^R^
^.H.3.17/1. ora w ^ ^ ftPRer arf-^pnfacr # P ftmer ^r afhi ^ f W T R W ^ <* ^mfew ^ t
(2) ^ OTTOR, t eftftPFTeT^TT3lY TR. TT^PT # f^ ^M fe^ 3T^TR. FT^RcT fal
m 4oo ^W?n#^tnRHlPcld
^TerTR^(êrT)
tt 4
^(*ePT)ftPReTTR •^t' (D) 3TSR
(3) ai^Tre^Tft^^rt^âît^Tînihrêmj^T^^ti
3.18. *rahrtf^3irt*n3ftPRer-
33
CHAPTER-III SIGNALS
S.R. 3.17/1. When a gate stop signal is a semi-automatic stop signal and protects points where exist in
addition to the level crossing, it shall be provided with white illuminated letter 'A' and white
illummatedletter'AG'agamstblackbackground.
The Indication of such signal shall be as under-
(a) Letter 'A' shall be lit only when the gates are closed and locked against road traffic and points
where exist are correctly set and locked for the route.
(b) Letter 'AG' Shall be lit only when the gates are either open to road traffic or have failed but
points where exist are correctly set and locked for the route.
(c) Neithermarkershallbehtwhenpomtswhereexistarenotcorrectlysetandlockedfortheroute
or have failed, or modified automatic signalling systemis introduced.
distinguishing marker/sign of
Semi-automatic gate stop signal
(2) Where necessary, signal arms shall be distinguished by prescribed sign as under:
4:o 01
Approach Stop signal
for Goods running
One black ring on
semaphore arm.
lines only.
4P)o Approach stop signal Letter'D'in black on

for Dock platform. semaphore arm.
(3) Other distinguishing markers or signs may be used with the approval of the Railway
Board or modified automatic signally system is introduced.
3.18. Signals out of use -

(1) When a fixed signal is not in use, it shall be distinguished by two crossed bars, each
bar being not less than 1 metre long and 10 cms wide, as illustrated below:
33
3M-3 RTR^
(2) ^ f ^ ^ ^ n ^ ^ ^ ^ f t n i ^ ^ ^ i W ^ i t ^ t ^ ^ ' a f R ' f t e i R r ^ ^ ^ T

WRTI
(3) ira^^ân^^rftnn^rireiftRr^f^jwî
3.19. ftWT>ira^TR^ftrWer^-^^
^ i t . era w f «-t *TT a r f ^ en^T F T R ftsiraff tf *n<ft £ ^ i f RPRCT. i ^ * M TR C R R *rrttt
q ^ g W f 75 fo/fr. q.*T. cPE ^ t ?TR «$ ftp? l ^ l P c l d . t p p f r f t RPRcT i t , «n?T frfrg ^ *R

3 r ^ f ^ R W ^ ^ ^ ^ ^ # w ^ ^ w w T i ™ f ^ ^
^relf TR ^ *nfcra> SWR CRR w?^t I
^.3.19/1. ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ T t f ^ f ^ ^ ^ ^ ^ ^ ^ ^ f ^ y ^ ^
Wf ^ f e p ^ } W ^ t 11 Wt TR ^ R JRJTC * *ipf ^ ^ eR^T ^ t. ^ f TR ^ R ^ f e p <#
^W^^^^^^Rt,#^f%Tf%lt|
«* *TT 3 f f ^ emptf * R c R ^Tc* w t f *R. RFRcT 3TcR *sF*tf *R C R R W ^ I ^ ftppraf tft
3.21. f # c T ^Tc* * M . ftPReT W *TT ^ t ^ t *R ftFRcT cRRT - *TR RPReT ft*ft ##cT ^Tc* * M .
faw^^^TRcRRW^tcrtvPt:-
(*) ÊT W R ^ 1 «RJ fa*TT W W % I R T& nRHlPcld cHIR * ^RfacT RPReT SfRTFft *
qi^RT W ^ SIR 3 RPPTeT ^NfocT nEHlPdd d l ^ Y # W W CT ^ R R w R
(^) <RT W R cRRT W W f% i R cHIR ^ T RPReT 3F*T nRHlPdd eTT^T 3T3RT C ^ R Y 3
^RfacT RFRcT *TT R F R d t * 3 f f ^ ^ T i t . cTSTT
(T) l&smH ^ f t s R T f ^ I T W W ft> ^TeTCt efRJt 3 l f t ^ T RPReT *PR* efRJt W T * 3TR
efRlt 3<U it «£ETCT RPReT. e f f ^ S l k ^ t ^ R t c m R ^ ^ ^ RPPTeT *ft ^ f t * ^ R
anrer ^nffeRTitt I
^.R.3.21/1. ^ ^ R t ^ f % T O -
f % T O 3TO RRReff <* ^ ^ OT^ ^ ^ T R W?R I T& ^ ^ R t ( ^ ) f%TO i t eft '3TR'
(?j) W f ^ ^ ^ y f ^ ^ 1 5 f % . ^ . ^ . ^ ^ t e ^ ^ ^ ^ ^ f ^ R ^ ^ 4 ^ ^ ^ R T ^ R ^ T ,
W^tl
3.22. ^ ^ t ^ t m 1& H 3 f f ^ RPReT eRFTT -
PiHPeiRdd srawsiY ^ t w f e ^ . ^ ^ Y m^ it sri^ra RPRer ^ f enrn? w^^t
(2) W f S R ^ t f e r ft§t^r 3 R ^ ^ ^ 3 f ^ T ^ ^ t ^ Y TR W ^ a r f ^ RPReT ePTTJ 1 ^ t

^ l f ^ R ^ ^ R ^ T RPReT ^ R ^ ^p4f 3TK ^ t F T ^ e R ^TcfT eTT^T # ftR 3 f N ^ i R ^
^ R T RPReT ^p4f 3fK it <&H W T ^ f ^ c T ^ 3Ra RPReT »ft ^ f t 1TOR i f ^ t | «RRf
f% fM^r q R R ^ r if w f sR^tfer ft§t^ anr^nY * SR^TR ^ ^t ^ Y ^R ^t R ^
RPReT e R R ^ i t ^ l f ft§t^ S R ^ t f e r 3 R * n Y # SRpfcT ^ i R ^ T RPReT ^ T W ^ T ^
ftR 1PTT SIR PH^dl R l i M d 3^T W I R T ^ f ^ ^ ^ T I
3.23. RIScr q ^ R R c f ^ - ^ R RPReT «# y ^ T e R ^ r ^ r ^ ft^ft W ^ RPReT ^ t ^ W 3TR y ^ R T
ft^Tf ^ t q^cIT t c^ ^ l f v R ^ ^ f # ^ ^ t ^ l ^ R # ftR ^ ^TSR f ^ c T ^ R R c f o eRRT
34
CHAPTER-III SIGNALS
(2) Semaphore or Disc signal when not in use shall be kept fixed in the 'On' position.
(3) Signals not in use shall not be lit.
3.19. Placing of stop signals at diverging junctions - Unless otherwise permitted by approved
special instructions, where two or more lines diverge, the signals shall be fixed on a bracket post or
an approved type of route indicator shall be provided instead of separate signals.
Provided that for speed up to 75 kilometers per hour with manually operated multiple
aspect signals, only a signal arm Home signal may be provided instead of separate signals on a
bracketpostoraroute indicator. The facing points must be provided with point indicators.
S.R. 3.19/1. Route indicators Junction or multiple lamp type of approved design may be provided in
multiple aspect Colour tight signalling territory. When Junction type Route Indicators are provided, each
arm of the Junction indicator should indicate a separate diverging line, unless the lines they indicate track
circuited or they are exclusively used for goods traffic in which case there shall be only one arm for each
directioni.e.lefthandornghthandorbothasthecasemaybe.
3.20. Placing of Stop signals at converging junctions - Unless otherwise permitted by approved
special instructions, where two or more lines converge, signal shall be placed on separate posts.
Where the number of signal is considerable, these may be provided on a bracket post or a signal
bridge or gantry.
3.21. Signals on bracket post or signal bridge or gantry:- Where signals are places on a bracket
post or signal bridge or a gantry, these shall be-
(a) so grouped that the respective signals are easily distinguishable for each running line and
are placed as nearly as possible over the running lines to which they refer,
(b) so placed that the signal referring to the main line is higher than the signal or signals
referring to the other running line or lines, and
(c) so arranged that the extreme left hand signal refers to the extreme left hand line and the
second signal from the left refers to the next line from the left and so on.
S.R 3.21/1. Signals for mam Lines:-

(a) The mam line signals shall be placed at the same level as other signals, where the speed of
running through trains over the straight line is permanently restricted to 15 kmph. The Warner
Signal, if provided, shall be fixed in the 'ON' position.
(b) Where the permanent speed restriction is higher than 15 kmph the mam line signal may be
placed at higher level but restricted speed shall be notified in the working Time Table and
necessaryspeedmdicators erected.
3.22. Placing of more than one signal on the same post-

(1) Not more than one singal referring to trains moving in the same direction, whether on the
same line or on separate lines, shall be placed on the same post, except -
(a) As prescribed in these rules for Calling-on, Shunt, Co-acting and Warner signals, or
(b) Under approved special instructions.
(2) Where under approved special instructions more than one signal is placed on the same
post, the topmost signal shall apply to the extreme left hand diverging line and the second
signal from the top shall apply to the next line from the left and so on.
Provided that in exceptional cases where two Home signals are placed on the same post,
under approved special instructions the top signal shall apply to the main line and the
lower signal shall apply to the other lines.
3.23 Electric repeater - The arm and light of any fixed signal which cannot be seen from the place
from which the signal is worked shall be repeated to such place by means of an efficient electric
repeater.
34
3M-3 RTPR
^.R.3.23/1. ^d^NJ«fr^^#TT-^^d^NJ«frWH^^cfr^cra>^^MelRH^
3.24. Rsrofterfepff-
(1) ^^^^mto^xj^ftpiîf.frratf*^
(2) ftPRciY ^ t 'afPT f^rfa if. VFP# 4 ^ w wt€t **«? ^?pft f ^ n f *>ft. afa <w fi*ft
(3) ^ f ^ ^ ^ H F ^ f ^ T ^ ^ ^ ^ ^ T ^ ^ ^ ^ ^ ^ ^ ^ t ^ ^ r t ^ T M ^ ^ f t
(4) ^ f t P T ^ # y ^ T ^ W ^ ^ W ^ ^ # f ^ ^ ^ ^ ^ W ^ t ^ t f % f t P R e r ^
^.R.3.24/1. W ^ ftPReff 3 ft^ft ^ f t eRlf ^ t oft f%TO '3TR' ?R <fl f » H W 3 R R ^ ^ t f ^ m f

M l
3.25. ^ ? R Y TR W T O RPRcT cPTR ^ t ^ I c T T - <^T vR 3f£*TPT tf RsrfRcT W T O RPRcT ^
(*) ^ ? R R R £ ^ ^ ^ # ^ W ^ W ^ ^ W ^ ^ ^ t . 3 i k
(^) 3 ^ ? R RP%" 3R,^RcT f^t^r 3R,*nY «# S^Pf RPRcT cPTR * WE Ffoft ^ t I
3.26. W ^ f t l ^ - ^ ^ ^ M - W ^ f t l W ^ T O W ^ ^ M ^ ^ W ^
^ e n s n ^ r VP£- îf^qf * ^rcfera ?P4TcR «# ftra VR^RT ^f*R ^nff wi *m 11
^.R.3.26/1. ^ ^ ^ f ^ ^ f ^ T O ^ J R R J T R ^ f ^ ^ ^ ^ R R ^ T O ^ ^ ^ ^
era w ^ R f t ^ ^ <* f^r i% i%ro ^ w r m wim w 1 3 k 3W JRJTC * ftm$ ^n %, ^m
mm OTTO frte, ^ T frtens, ^ tmm (i%ro) *ftcr ^ w ^ w r ^RT% I^RT araî
f ^ ^ ^ ^ ^ ^ m ^ ^ ^ R q p ^ ^ l
^.R.3.26/2.^^f%^^f^R^^q^^^f^^^c|jHHKH^Hd^^^^^^,f^#
^ % ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ R ^ ^ ^ W ^ ^ ^ ^ f ^ f ^ R ^ ^ ^ ^ ^ ^ ^ ^ 3 0 f M
tf araft cR» efttfr T R ^ f ^ £^R ^ qfefcR <ft 3TR ^fflPFFR ^ <* f ^ ^ f R T ; f f l ^ ^RT RRT ^RT
* l
^.R.3.26/3.rai^f^R^^-^HdH^dl^tRR^^-
fr) f^PfRTRJTO-
(i) ; f f l R ^ % T O - 1 2 0 0 ^ f ^ ^ 3 ^ ^ ^ 1 0 0 f ^ j r f t o ^ ^ ; ^
IfT I 800 Am ^ t ^ R ^ ^ W 100 ftRT JTfdRR * <iRj?N vififf ^ ^ ^ W T ^ T f%
^ROTTw t, ^ ^ f yRr irt ^fnft eft s^rn ^m i%ro wim w ^ R T 11 ^ ^
?R?f^R^^^^^Mri^KH^Hd^RRd^^Rr400^^^^Rî^RT|
(ii) ^k t%^R^ ^ ^ ^ # m 400 ^ f e
(iii) #T ftFReT 400 ^ ^
(iv) ^ ^ ^ RRR^ 400 3^
(v) ^^fti%TO 200^^
^ - ^ ^ ^ f ^ R ^ ^ ^ ^ ^ ^ ^ ^ ^ t . ^ ^ ^ ^ W ^ ^ R f t ^ ^ ^ ^ f ^
35
CHAPTER-III SIGNALS
S.R. 3.23/1. Failure of Electric Repeater:- In case of failure of elctric repeater, the signal to which it refers
should be taken as defective unless it can be ascetamed by visual observation from a nearby convenient
place thatthe armor indicationofsignalisclearlyvisible.
3.24 Back-lights -
(1) Every semaphore or disc signal, the light of which cannot be seen from the place from
which the signal is worked, shall be provided with a back-light to indicate whether the
signallightisburningornot.
(2) Back-lights of signals shall show a small white light when 'On' and no light at all in any
otherposition.
(3) Any fixed light used in conjunction with a semaphore signal shall show a back light.
(4) Back lights may not be provided when alternative arrangements are made at the place
from which the signal is worked to indicate whether signal lights are burning or not.
S.R.3.24/1. Gate signals are provided with back lights, which shall be visible to the Gateman when the
signals is in'On-position.
(C) Equipment of signals

3.25. Obligation to provide fixed signals at a station:- Fixed signals prescribed in this sub-chapter
shall be provided at every station, except -
(a) at stations between which trains are worked on the One Train Only system, and
(b) at stations which are exempted from the provision of signals under approved special
instructions.
3.26 Commissioning of fixed signals - Fixed signals shall not be brought into use until they have
been passed by the Commissioner of Railway Safety as being sufficient to secure the safe working of
trains.
S.R. 3.26/1. Whenever any new signal is brought into use or the existing signal is shifted, it must be
inspected by a sighting Committee consisting of Traffic Inspector, Loco Inspector, SE (Sig.) and SE
(P.Way)toensurethatthesignaliscorrectlyplacedandfocused,andsubmitjomtreport.
S.R.3.26/2. Wheneveranewsignalisbroughtintouseoranexistingsignalisshifted,whichwouldeffect
the running trains, a caution order should be issued for a period of 30 days, after the signal has been
broughtintouseorshifted,drawingtheattentionofthe Loco Pilots to thechange.
S.R. 3.26/3. Themmimum visibility distance of various signals shall be as under-
(a) Two Aspect Sisnals-
(i) Outer Signal-1200 meters in sections where sectional speed is 100 Kilometers per hour
and above. 800 meters where sectional speed is less than 100 Kilometers per hour. Where
minimum visibility as above cannot be achieved, Warner signal may be separated. With
the Warner signal separated minimum visibility of Outer signal shall not be less than 400
meters.
(n) WarnerSignalonapostbyitself 400Meters.
(in) HomeSignal 400Meters.
(iv) Mam Starter Signal 400Meters.
(v) AllotherSignals 200Meters.
Note: Where adequate visibility of stop signals cannot be provided, Repeater or Co-acting signal
shallbeprovidedto ensure the combined visibility or speed restrictions imposed.
35
3M-3 fST^T
(ii) ^r ^ i % r o - 200 ^ i *ft i%# ^ r i % r o ^ w™ 200 te ^ «g& *
^FJ.3.26/4. ^ T O ^ W ^ ^ ^ ^ f ^ f ^ ^ ^ % T O ^ ^ ^ t , ^ T 3 f c
HleHllfe4l * f^T JTSHT T%TO * ^ JJJW 1000 *fc* 31N 1400 ^ <fl ^ t ^ ^ - ^ f^TT^T *
^ r hz i % r o "3fR" T%TT% if ^ f t eft ^ i % r o * ^fcr * ^ ^ R ^ T <fl ^ r ^ g f ^ ^ r * ^Fft
feB^:-1000^^^^^^^^îf^^#i^TM^^m^^^^?F^^^^
1400 to* ^ ^ t TR ^ r ^ H T ^ if Wr «fr*§ TR to W * ^ *FTRR W T T * to w ^ r to ton
tol
3.27. I R ^ R T eT^ftoft RFReT tor ^ ? P T *R W ^ RFFTeTY * ^ vPFRR - V&H
f&n «# ftrt ^ n ^ ftw#- «# ^ r a u VPPRR tot ftrct ST^TR shn. srarfcr :-
(s) ^ • ^ T M ^ ? F I Y T R - ^^^wftocTRFFTeri
3.28. toFfacT ^ 3 R ^ T ^ T RFFTeT to W l t f *R W ^ RFFTelY ^T ^ vFPF4R -
toFf^r <toR ^ T ^ T RFReT ^ S T T ^T * tor toer «n?f ton w f ^ r i toi ^ ftto, STT^^T SRT
5 ^ ftPT W W ^ «ft t I * ^ f ^ t o ^ W ^ RFFTeTY «# ^RcFT vFFRR tot ftoir 3R,*TR
(*) *4t'^TRT ?£?FTYm - T ^ ^ T ^ ft^, 5 ® , f ^ ^ ^ ^cn^ft sfo T&
TRSTRRFReTI
(S) ^ ' ^ e T R T ^ ^ R Y ^ R - ^^^wftocTRFReTI
3.29. f^tonftoR^to^?FTYTR?^ftoR^^
?3TFR RFFTelY «# ^ r a u g q ^ ^ f t l ^ ST^^TR toY I Sf^rfcT : -
(*) T ^ T R T ^ ? F T Y * R . - ^^m^^PT^sfhw^rPTftPPTer
?^RYeTFR*R - êTTIRYsiR^ftoe
toRY eTFR^R - ^ eTFRY. ^ ftocT 31R W *WM RFReT cTSTT ^ ^ t
3fh to^Y toY WTY TR ^ft TTT^ frTT ^ 50
ftoilto<yfotoTâTf^^torto3toYt^f^PT3.
06 «# 3R,*TR W 3cTFFfY RFReT ePTFTT ^TFPTT 3lft
(T) • # ' ? e T R T ^ ? R Y * R - l ^ ^ c n ^ f t s f h ^ F T ^ RFPTeT I
3.30. ^TFTcPTT ^ ? R Y *R STFTR^T ?W*l RFPTeT ePTFTT - FFPT 3.27. 3.28. 3.29 SIR 3.32 *
RFPTeT «# FT^TfRcT ^FTcPT ^ R ^ # STf^R^r V&G ^ ? F T ^R ^TTf%^ # ^ . ^ R T ^ T e R * f^
3 T R ? ^ 3F*T W ^ RFPTeT *ft ePTF? ^ I
3.31. • ^ ' ^ e r r a ^ ^ F T Y T R f ^ T ^ - ^ ' ^ e r r a ^ ^ T R ^ T T ^ ^ ^ y ^ ^ ^ W W ^
fM^r 3FJ^?TY ^RT m f ^ r F^TT ^ ? i
36
CHAPTER-III SIGNALS
(b) Multiple Aspect Signals -

(0 Distant Signal - 400 Meters. An Inner Distant Signal Where provided, shall be visible
from ammimum distance of 200 meters.
(ii) All Stop Signals - 200 Meters if it is not possible to ensure 200 meters continuous
visibility of any stop signal while approaching it, a suitable speed restriction shall be
imposed.
S.R. 3.26/4. Warning boards of distinctive design are provided in two aspect signalling territory at a
distance of 1000 meters and 1400 meters in rear of the first Stop signal for passenger and goods trains
respectively to warn the Loco Pilot that he is approaching the first stop signal. If no signal indication is
available, the Loco Pilot should control the speed of the tram as if the stop signal ahead is at 'On'. If,
however, subsequently after passing the warning board, the Loco Pilot gets the indication, either by the
stop signal itself or through the Distant or Warner signal that the Stop signal ahead is not in the 'On'
position,heshallsuitablyincreasethespeeddependinguponthesignal indications.
Note: The Warning board located at 1000 meters will have yellow strips diagonally painted on a black
board and the Warning board located at 1400 meters will have a circle between two parallel
lines and painted Yellow on a black board.
3.27. Minimum equipment of fixed signals at stations provided with manually operated multiple
aspect signalling- The minimum equipment of fixed signals to be provided for each direction shall
beasfollow*
(a) at class 'B' stations -- a Distant, a Home and a Starter, and
(b) at class ' C stations -- a Distant and a Home.
3.28. Minimum equipment of fixed signals at stations provided with modified lower quadrant
signalling- Modified lower quadrant signalling may be introduced only where it is expressly
sanctioned by a special order of the Railway Board. The minimum equipment of fixed signals to be
provided for each direction shall be as follows-
(a) at class'B'stations - a Distant, Home, a Warner below the Main Home, and a
Starter
(b) at class ' C stations -- a Distant and a Home.
3.29. Minimum equipment of fixed signals at other stations provided with two-apects signalling-
The minimum equipment of fixed signals to be provided for each direction shall be as follow*-
(a) at class'A'stations - aWarner, a Home and a Starter,
(b) at class'B'stations:
on a single line - an Outer and a Home,
on a double line -- an Outer, a Home and a Starter, and both on a single and a
double line a Warner shall be provided in accordance with
Rule 3.06, if trains run through at a speed exceeding 50
kilometers an hour without stopping, and
(c) at class ' C stations - a Warner and a Home.
3.30. Additional fixed signals as stations generally - In addition to the minimum equipment of
signals prescribed in Rules 3.27, 3.28, 3.29 and 3.32 such other fixed signals shall be provided at
every station as may be necessary for the safe working of trains.
3.31. Signals at class 'D' stations - At a class 'D' station, a train may be stopped in such manner as
may be authorised be special instructions.
36
3M-3 f^R^
*.H.3.31/1. M ^ ^ ^ T T O ^ ' ^ ' ^ 3 0 0

eoo fjrfr
f W f "qxT" 3KR f^R3T ^TT I ^ T ^ ? H ^ 1ST ^

600 ^ ^ eRTOT ^RRT I W 1He5 ^ c T ^
feT ft ^ r f f t ^ ; ^ ^ ^ R j&TT ^T 600 fft.ftt *T
6 0 0 m ? f t . W ^ ^ r f ^ R ^ f ^ ^ ^ ^
11
f^T ^m\ ^ 300 m.ftt ^ 4 ^ 40 m.ftt 300 MT ^ #
( ^ êT * ) 2 ftfe ^ ^ 300 fft.ftt ^ M ^ f t ^
3.32. aifiR * w * ftpn^. s f f i ^ fcrfte «fri
(1) ^ Tjyf ^ W ^ T ft" ^ ^ t eTT^T

ft" ft^ft ".ft" fa «Mt) ^TRT ^ ? R
<R ^ T O * ^ * J ^ f £ *TT lft*T R f W «# efTIR 3TFF4Tcft ^ t ^ t f^TT ft FPFf 8. 09 «S
3f£frT ftsW a t ^ f l T ^RT eTT^T 3 T C W ^ R f t ^ t S T ^ T 4 t ^TTcft t . eft W *ff¥*T farfte
<te sf^rar ^ arfim y w T ftPRer VRT ^ w r * ^ «iif£ m f^z RFRCT * scFft
s f f ^ ^ T R c r w ^ ^ . f a ^ w f t ^ t f ^ ^
ift *ff£*T fafftcT ^ ( f a * *R *£*FT tft SIR "*ff¥*T f ^ r f ^ " *I«J ftrct l i f t <WT *RT * t
$ ^ t ftsrfa efcnft * ftra «frtf f^TTSft ft" FRsTT^ft ^ft^Toft * f t ^ * ? p f t ^Teft ^ f t ePft
*ft ^ T T ft" m ^ c f t RPRer «hr ft" 400 ftte? CTSTT *f*nfcft *TT *?ftfacr eftsR «PIT£<:
RFRcT «fcf ft- 180 fttcR * ^ T ^ f M I W «ft^ *TT SfftFT U W M RFRcT vRT * * F f ^ T
^ft^t.wfcra?f^^R^3^^rti
(2) Tjuf eerra ^ f ^ T ft ^ ^ f t eTT^T ^ "«ft" (*J *T*ft) ^TRT *£*FT *R W T « f f * ^ f t *TT
* ? f t f a c r eft3R «pn£<T R f W c R £ *TT eft ^ f £ ^ f t t W f *TT ^ t SfTft ^Teft ft?TT ft
* e f * eTTirft ^ f £ 3 T J ^ ^ f £ t . ^ f T& eerra * ^ F f fafftcT ^ eRPTT ^Tft^T I ( f a * ^R
^ ? P f ^ t 3ft^ " ^ T ^ * ^ ? R f M f t e " fe^T ^ ^ T cTSfT W ft ? ^ t R ^ T efcnft # ftra
^ ^ f t f^TTSft- ft" f^sTT^ ^ f t ^ T e f t ^ ^ ^ ^ p f t ^ T e f t ^ f t ePft i H t ) ^ ^ P f f i e RPReT
* ^ T * ^ T 180 ifox 3TFY eRFJT ^T^^T. 3lW ^ « 5 ^ ^ T O S T J ^ ^ f ^ t eft ^ T ^
ê-ef^T f%R5 ^ T ^ M ^ ^ T I W ^ ^ T ^ ^ p f t " *R ^ r r a * ^ ? R ^ t * U T ^ T ^ T O
BUTI
3.33. f^RPT 3.27. 3.28. 3.29 cMT 3.32 «# 3fW^ f^RPT 3.27. 3.28. 3.29 SIR 3.32ft"f^^ft W # ^ ^
ft>-
(*) ^^^^ft^^T^^^^^^^^^t^^^^^Rf^TeRSTJ^ftferfM^
a^nrâtîRîMinjiii;
(S) ^ f ^ f t * ^ ? R TR W M ^ T t SIR ^TTf^ft- ^ t ^T% eWt t eft «isi y^ft^ *^?R ^R
y ^ f t ^ f^TT # ftR> #êT W # t * ^ RPRTeT eRFIT ^ T W c I T t I ^ * ^ ^ t m RPFTeT
^ W T * ^ ^ ^ f e l f * TprfT^r ^ t *R eRTft >ilrtf^t ^ T T f e ^ ^T * ^ T e R S ^ ^ f ^ T
ft?W ^ ? f t - * 3 T ^ * R ^^TT ^Tf%T?; SIR
3ft^ ^TTfe^f sPi^fer ft?W a i ^ n Y # ST^TR êr^ ^nft^ft i cranft ^ ^ i P d d .ipf^cft

RFReT eR ^^pft" ^R WT *£*FT * frTT ^ # ^ f t ^Teft ^TTfe^ft- ^ t ^T% 50 f%.ft\ ^ . *
3 r f ^ ^ ^ ^ ^ ^ f ^ f M ^ ^ ^ - # 3 r 5 * R ^ ^ F ^ T f t ^ f e ^ ^ 3 i k ^ ^
RPFTereRraT^TWcTTtl
37
CHAPTER-III SIGNALS
S.R.3.31/1. To indicate to the tram Loco Pilots of an

600 mm;
approachmg 'D' Class station, engineering official Letter 300
shall arrange to provide an indicator board bearing mm high
letter 'H' which shall be fixed at a distance of 600
meters from centre line of such stations. This halt
indicator board shall be in accordance with the
H
diagram shown and shall consist of a square board
having each side of 600 mm. Board shall be painted
yellow bearing 300 mm high and 40-mm thick letter 300 mm high
'H' in black, Board shall be fixed on a post 2m high 'band of White
& Black
(from the rail level to the bottom of the Board)
painted with 300 mm high bands of white & black. 2M
The Loco Pilot after locating the board shall whistle
freely.
3.32. Provision of an Advanced Starter, Shunting Limit

Board or Block Section Limit Board-
(1) On a signal line class 'B' station worked on the
Absolute Block System, if the obstructing of the line outside the Home signal or the
outermost facing points in the direction of an approaching train is permitted under
special instructions under rule 8.09, a Shunting Limit Board or an Advance Starter shall
be placed at such shunting distance from the Home signal or the Outer most facing points
as local conditions may require, provided the distance between the Shunting Limit Board
(bearing the words 'Shunting Limit' on the side which faces the station, and fitted with a
lamp showing a white light in both directions to mark its position by night) or the
Advanced Starter and the opposing first stop signal is never less than 400 meters in the
two-aspect signalling territory and 180 meters in the multiple aspect or modified lower
quadrant signalling territory. The location of such board or Advanced Starter shall mark
the limit up to which shunting may be permitted.
(2) On a double line class 'B' station worked on Absolute Block System equipped with
multiple-aspect or modified lower quadrant signalling and where there are no points or
the outermost points at the approaching end are trailing, a Block Section Limit Board
(bearing the words 'Block Section Limit' on the side which faces the station and fitted
with a lamp showing white light in both directions to mark its position by night) shall be
provided. It shall be placed at a distance of not less than 180 meters in advance of the
Home signal and shall protect the fouling mark of the outermost trailing points, if any.
The location of such board shall mark the limit of the block section at such stations.
3.33. Exceptions to Rules 3.27,3.28,3.29 and 3.32- Not withstanding anything contained in Rules
3.27,3.28,3.29 and 3.32:
(a) If the station has only one connection of the main line, the station shall be worked in
accordance with approved special instructions;
(b) On any section where traffic is light and speed is slow, one Stop signal only in each
direction may be provided at each stations; Such signal to be located at an adequate
distance outside the outermost facing points of the station and trains worked in
accordance with approved special instructions; and
(c) on any railway having very light traffic all signals may be dispensed with and the trains
worked under approved special instructions;
Provided that at stations with manually operated multiple aspect signals where the speed
of trains through a station does not exceed 50 kilometers per hour, a Distant signal and a
Home signal only may be provided in each direction under approved special instructions.
37
3M-3 RRM
3.34. W T R ^ W ^ f t T W -
(1) ^ ^ f % ^ ^ f ^ f ^ ^ ^ ? l Y ^ R T ^ ^ i ^ ^ ^ f t t | c r a c r a W T R ^ e r T ^ T ^
3TR *TR ^ i t t Re*. ^ ^ ftPReff R RTST SFRTfftRT W R Y R> ^ R * . * ^ R ^
W R TR. T P T W «g& RT W R T RfRTcT c R R R T ^ I W R ^ g ^ W M * ftti ^
BH m. H ftPRersnr^^T^T. ^ R ftsiraff 3 * R R R ^TRCTR* I
cRTRRRPTTI
RR.3.34/1. ^ W ^ % ^ ^ ^ ^ ^ f ^ # ^ ^ ^ ^ P ^ ^ ^ ^ f ^ T f ^ f ^ ^ ^ t ,
RIRT R R , f^RT R R R RT * "G"3rerc iRRr R R i

3.35. ^^#^T^^T^^#^^^W^^^T^y^TeR-^ên^T^.f^ftM
WTITRR* £ R> ^ T R ^ ^ R R ^ t . eft *tf ^ 4 w 3 f h [ ^ r 3 ^ , ftPReff 5RT IT 3RTOT.
TTfetf * R^RT ?TRcR R ftrt. 3R *RR f%R W W RRT f% SRJRftcT fr?W 3TR>?TY * 3f^T
fRRF>cTfRRWt|
RR. 3.35 / 1 . ^ 4 ^ ^ g ^ W ^ f e w -
fr) R ^ | c | ^ H R r # ^ R g ? f ^ R ^ R f ^ R f e
^ a « R ^ t o R % RT%R RT ^R R * ^ ^ 0.900
3?R R ^ R <fr R R f R R % R % R R R R R R% *
R R R * R R R RT RJR% R eft ^ R ? J f ^ l if W f <#
R ^ RP R ^ R R R f R ? R4TR R^t R RRfR
i%RRf/R^ ^ R R R R R I ^ R ? R R R R <ft
R R T % * i % r o R m r a ; R R R if R R ' ^ R I ^
M ^Nf%TRR if, R ^ RRP RR% STS^R R R
(R^R) *nq>, R R , R ? ^ * * fRRR RR
RRRI
M ^ f M ^ f R ? f ^ <* ^ R RfR ^ R R ^ R%
RRTR ^ R R W R R RfR ^ R ^ R% R4 ^RfRT
^ * RST if RfR <* R # T 'S' RRTO OTWf R R R
f%^ R?f ^ f ^ RT R ^ R R% 50 t%.R.CTR ^ ;R%P
^ R, R5f R% R * R P 'S' IPifc ^ M RT R ^ R f R T
RlTtlfR^RlRRR^RgfRfRR^RRRRl
R^R^RRRRRRR^R^RI
(TT) 'S' Wk 900 R.R. R R RT R R ^ RR RR R
®m 'S' 300 R.R. R R f if R R RT * RRR R R R I R P RT R R R R RT R i ? * 2150 R.R. R R
^Rl
RR.3.35/2. ^ ^ n ^ ^ ^ ^ W ^ - f ^
^ R fRRf if R^ RfR <* ^ R R R RT f^T ^ ^ R ^ ^ , f^T R^f ^ M R ^ T f if ^tfRT
R R ) Reft t % W f e ^ R fRRt RT R H ^ f^J W ^ BR R ? W ^RRRR ^ T t % R ? R
^RR^tRRtl
38
CHAPTER-III SIGNALS
3.34.Fixedsignalsatlevelcrossings-
(1) Unless exempted under approved special instructions, every level crossing gate which
closes across the line at a level crossing shall, except when interlocked with station
signals, be provided with signals fixed at an adequate distance from the level crossing
showing Stop aspects in both Up and Down directions when the gates are open for the
passage of road traffic.
(2) Except where otherwise prohibited under special instructions, a 'G' marker shall be
provided on a gate Stop signal.
S.R. 3.34/1. Every gate signal, except those controlling the entry into rarl-cum-road bridge or where
there rs a bridge between the gate srgnal andthe gate, shall be provided wrth a yellow Circular plate on the
postwithletter'G'mblackmscribed thereon.
3.35. Protection and working of points of out-lying sidings Where there are Points in the main line
at a place which is not a block station, Provision for the protection of such points, by signals or
otherwise, and for working them, shall be made in order to secure the safe working of trains, as laid
down under approved special instructions.
S.R. 3.35/1. Fixed Signals and indicators at Points of outlying sidmgs-

(a) When siding points situated outside Block Station
limits are so equipped that trains are permitted to
0.900
run through in the facing direction at the maximum
permissible speed of the section, a Stop Signal shall
to
be provided adjacent to the point and Warner signal
or warning board at the adequate braking distance
in the rear. The signal shall normally remain in the
'OFF' position with the approval of the CRS. The
points shall, in suchcases.be controlled through the
block system in force i.e. by token, staff key, tablet
etc.
(b) Where speed restriction has been imposed on
account of facing points of an out lying siding an'S'
marker should be fixed at the points in addition to
the speed and caution board fixed in the rear of the
points, where, however, the sanctioned speed of the
section does not exceed 50 KMPH, the speed
indicator and 'S' marker need not be provided
except where the speed over the points is less than
thesanctionedspeedofthesection.
(c) The 'S' marker shall be a Yellow Disc 900 mm m
diameter on which the letter'S' 300 mm in height shall be painted in black, the center of the
discshallbe2150mmaboveraillevel.
S.R.3.35/2. Operation ofoomts of outlying siding- The mode working outlying points shall be prescribed
in the working rules of the stations controlling such points. Guards who have to perform shunting in such
sidingshallberesponsibleforStudyingtherelevantworkingrulesandgivean assurance to thiseffect.
38
3M-3 RRM
*T. ftPHeff eTSTT R M RT W e H

3.36^TRnRraT^fT^ftPRer
(1) I R W R T RRRcT < R f * R R R T R R r a v R r a f R R * T R R ?TRRRY R *RT«r R RR
TR. RT ftpRer SPR RR~f£ra yfinff^r *n#er *R *# R VRT m cfhRR an R R I
(2) f R R R # «5t R * R * ^ R ftrt 'afhP* HeH VH fRRRT R>. HHPclfelel R*TRR- R>
I5RRR era R S '3TR- R^" R R T ^TT^^TT Ref R S ft> vRT RRRcT £RT fRR%eT ^ *n#
qR^fit^Tcft.arahr-
(R) - 3 T T W W * . % t f RTT R> R c R T ' 3WIT
M R R ? R c R 3TR l?RTRT?RcR R> R # R RHRR R R } STarfeT R # R R^?R Rf
* R R R R R R amt R * R * ftrt 'afre* RRT RRT t V> «£jrft R # R>
y r : 'afR- PHHPdRslel ^ t l M «ReR R R R R R R R T R R R : -

(i) RRfaeT * C R * 3TR l ^ R T RRcR ' 3 f R ' f & T R tf R R R P ^ 3TR vRTR R R R
vRT R # RRTR ftR R R R * ' a f r e ' R R R? < «# efrst R R R J «5t ^ TR
? n w i ^ ^ R ^ R RI*R RTRST ^ f t RR IRT 3TT?R R fRfaer * R «*

R£RT * ^ f % R R R T R R R ft> R R RRR>T '3TR' R * K<? R? t R R R>R>
(ii) ^ ^ f % ^ W ^ ( i ) ^ m f ^ ^ ^ ^ # ^ f ^ W R ^ f M ^ c r ^ # ^ R
* c R R R R R T R> ^ f % R ^ f W( fen RRTT SIR v R R * R R f t R R R4T R RTeft.
cR R S ^ f c R T R> R c R R R R R RR~ReT * R R> RRTT R4T R R R ; ST^TR
(*f) R R RRR>T R> ^RêT * R H '3TR* R*TR 3 R<RT R R R> R R P R f | R5T
R R R * * R c R R O T R> ^ r a 5 t W T R a R ^ r n era c l ^ ™ T ^ f RRT
^TR^T I ^ra era TgJt TT^t RPReT ^ W ^ f ^ vJfTeft I
(3) ^ ? R ^TT # 3 R ^ ^ *ft RPReT ^ ? R H R ^ ^ t SIR ^ ? R ^ T T * ^TB^ vRT
ftR^^y^T^#f^^Ref3f^^^^R^^T^^R^Rf^^3RHR#flRT^
*ft ^ n ^ R^Rer 'afra* ^ f ra^T ^TR^T I
^t.R.3.36/ 1. ^ 3 ^ M 5 1 ^ M " ^ ^ f t ^ t ^ f ^ftFReT,^ 3TR ^ ^ T ^ 10 f^RC ^ ^ f e
;wm^ftFRerafro f^R w^r. ftRj w t ^RP ^ ^ WRT ^ R * ^ R ^ ^ ^ ^ r 10 PRC ^ ^ ^r ^ t
^.R. 3.36/2. (^) ^m^RT ^ f ^ ^ ^ ^ R ^ f ^ ^ ™ f ^ R ^ 3 W ^ f ^ ^ ^ R ^ 3 f R

f^R^^^^^Rr^rf^^^ra^t^Rr^R^^?ti
^R sm^ ^ R ft8TR if ^RT R ^ ^ ^ f ^ R ^ ^T 3fR f^TR ^f W ^ eft ^ f^
f^^^RRÎMId^l^HMRReTRif^Rf^^riHIrild^^RW^lRrtl
(Q) ^ W ^ f f R ^ i f ^ ^ R f ^ f M ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ R ^ R R
f%R ^ 3R^ * f ^ / ^ R t R ^ R ^R ^RT ^ f R ^ R R * f ^ ^ W . ^ M . / * f ^ ^ R ^ t ^
RR% ^T R R R W # ^ S R i f%RRff ^ t 3TR RR% if R R R 3lk * ^ RRT ^RRT f % ^

f % R ^ ^ t ^ t f % R R ^ |
R ^ ^ ^ ^ R ^ , R ^ ^ ^ ^ ^ ) f % R ^ R ^ ^ ^ R ^ ^ f ^ ( ^ R R 5 f R ^ R
anf^) I T O T ftFReT 3fR RR% if ^ it eft, R R f f ^ R R ^ R R R f WWl ^ R ^ R : -
(i) ^ f f ^ ^ ^ ^ ^ ^ ^ R R ^ f ^ ^ ^ ' ^ ' q t ^ R i f R T O f % R R ^ f R T t ^
R R R ^ t ^ f ^ T ftFRer '3ffq>' f%R W R, T 5 ^ R ^ T R T ^ ^ ^ f # R^R R ^ R
f% « f ^ R e T '3fR' ^ RR W t R? ^ R^ Rlt I
R g f R ^ ^ ^ R R ^ R R ? R i ^ ^ ^ i f R T R ^ R i U R ? ^ d dUl
RT ^ R f ® R^T RT 3TR f , ^ ¥ # if, R ^ t RRRd Rt foffccT ^ T ^ ^ R ^ R T f%R
R R R , f% R W f % R R R R ' ^ R R W t , TW R f R ^ R l t I
39
CHAPTER-III SIGNALS
D. Working of Signals and Points.

3.36 Fixed signals generally-
(1) Every fixed signals shall be so constructed that, in case of failure of any part of its
connections, it shall remain at, or return to its most restrictive aspect.
(2) A signal which has been taken 'Off for passage of a train shall not be placed 'On'
untifthe whole of the train which it controls has passed it, except -
(a) in case of emergency, 'to avert an accident'; or
(aa) where Starter and Advanced Starter taken 'off for departing trains that is trains
starting from station after coming to stop are required to be put back for the
purpose of movement of another train for precedence or crossing shall be put back
only after taking following precautions :-
(i) relevant Starter and Advanced Starter may be replaced to 'on' position and
thereafter the Loco Pilot of the train for which the signals had been taken 'off shall
be advised by on-duty Station Master through a secured means of communication,
specified under special instructions or where secured means of communication are
not available, through a written memo to the effect that the said signals have been
replaced to 'on' and that the Loco Pilot shall not start;
(ii) till the Loco Pilot has been advised through secured means of communication
referred to in sub-clause (i) or through a written memo and his acknowledgment
received, the route set shall not be altered except to avert an accident; or
(b) where arrangement is provided to restore the signal to 'On' automatically, the
control operating the signal shall not be restored to its normal position till the
whole ofthe train has passed it.
(3) No fixed signal within station limits shall be taken 'Off without the permission of the
station Master, and in the case of a signal outside the station limits without the permission
of such person as may for the time being be in independent charge ofthe working of such
signal.
S.R. 3.36/1. Signals Takmg "Off - Signals for a tram shall not be taken off more than 10 minutes before
the tram is due. Ordinarily, reception signals shall be taken of after "the tram entenng section srgnal" has
been received for the tram from block station in rear, but in the case of short block section where the
running time is less than 10 minutes, signals may be taken off before the receipt ofthe "Tram Entering
Section" signals.
S.R.3.36/2. (a) Signals once taken 'Off for the passage of a tram, must not be replaced to 'On', before
the complete passage of tram in ordinary course.
If, in an emergency, a signal has to be put back to 'On' position before the passage ofthe tram,
no points set for its passage, shall be moved until the tram has been brought to a stand.
However,mextremeemergency,pomtscanbealteredtoavertanaccident,
(b) However, in the event of any unsafe condition being noticed on a passing tram by the Cabin
staff of the near-end-cabm, he shall immediately contact the SM/far-end-cabm, staff by giving
non-stoprmgonthemter-cabm/stationgroup telephone. The SM/Staff of the far-end-cabin, on
receipt ofthe intimation about the unsafe condition, shall immediately put back the departure
signalsto'On'positionandtakeallstepstostopthetram.
(c) In case Starters and Advanced Starters Signals taken 'Off for departing trains (i.e. trains
starting from station after coming to stop) are required to be put back to 'On' for purpose ofthe
movement of another tram (precedence or crossing etc.) The following precautions must be
taken-
(i) RelevantStarterandAdvancedStarterSignalmaybereplacedto'On'position.Thenthe
LocoPilotofthetramforwhichtheSignalhadbeentaken'OffshouldbeadvisedbySM
on duty through a secured means of communication (MTRC, etc.) to the effect that his
signal has been replaced to 'On' and he should not start.
Wherever secured means of communication in the form of MTRC, etc. is not available
and in case of Diesel long hood leading loco, the Loco Pilot shall be advised through a
wnttenmemo that his signal has been replaced to 'On' andhe shouldnot start.
39
3M-3 ft™
(ii) ^ ^ f o d U l M m d r i ^ ^ ^ ^ ^ ^ ^ f M ^ ^ i ^ ^ ^ f ^ r
^RT M ^ t T O l t ^ o f t ^ R ^ ^ ? f c f ^ W ^ , f e M ^fcRT «I*[R <*.
(iii) ^ f ^ t ^ ^ ^ ' W T R ^ W ^ ^ T T T ^ ^ f ^ W ^ c f r ^ a r a ^ T ^ T C T
(q) ^ W ^ ^ T O ^ ^ ^ M R ^ M ^ t e ^ W f s f f ^ ^ t e M R ^ ^
(i) ^ ^ ^ - ^ a n q T % ^ W ^ ^ ^ U ^ ^ M ( < P T ^ a i R # ) f i R ^ T ,
(ii) ^TanqTRcTHl«ll^«fr^pl^M,#t
(iii) Î^^CPT^^-1327)^^^^^4l>jx|^fiR^T|
3.37. ftPRerf^WTT^^cT
^ ^ f c r RPRCIY «rt w t e * * ^ n ^ ftPRer. snr^ft w ^ i f^rfa * w ^raffera,
(2) ^ ^ e T ^ E fiPReT ^ T W T R 3 ^ c T "STR W t ' t I He% W f SPTeTT NPRcT ^ ^ i P e l d
^.H.3.37/1. ^ R r f ^ ^ f ^ H eftfT TO^ 31N * f c * * T ^ ^ ^ R ^ ^ w f t ^ t ^ f ^ ^ t ^ f t

xn%j w t ^ ^ w - w f t <* ^ ^ R , ^ t W r * Era f^rfRcr a ^ # ^ ? M * *nfetf <* m^ ^
f^Tf^r ^ w r % r o 'affqr toft 3 i t I
3.38. ^nf^qV^raTeRTRy^^ra^^r^f?-
(1) * ^ W * f ^ ^ * f ^ ^ ^ f t P T ^ ' 3 f p r ^ ^ 3 I ^ ^ ^ . ^ ^
cRTR^^R.
(T) ftRT empT *R * ^ t «5t TO 1RT t ^ ftcRR t 3 l k vRT *R « 5 ^ S T ^ T ^ t

tl
(2) ^ f ^ t | ? f ^ T cmpT êfeT efrs. * f f . «5N *T *TT<ft * 3 H R ^ i t *TT ft^t ^ t ^t
«£frft ^ t * 3RcTT *TT a T O ™ * * «# ftnj ^ T ft*TT W i t *TT ^ ? R *R ft*ft ^ *
STR «# ^ c r *rR. ^ t i t f empr * r ^ TR 4 ^ «# <ritf tft ferra «st s r a w W T «fi
tf cRT *TT ^Tf%T? I RTCR ^ T # ft> ^ ^ *ff£*T 3 ^ «£ETCT ^T^TeR vRT eTT^T *R
^R^t3IN^^dlt|
^.R.3.38/2. ^êfTFT^r^H^^^TTTfe^^îfflii ^ l ^ f . ^ ^ ^ T T -
(1) vra^TTTfetf^fi^Î?g?effo^
f^ ftw ^ ^ R . q ^ T3^r ?n$ * m %^ ^f#r ^f ^ w ^ra^ i
^.R.3.38/3. ^ ^ q ^ ^ ^ ^ ^ ^ : f ^ ^ l ^ ^ ^ ^ f ^ ^ ^ ^ ^ # ^ f ^ ^ ^ ^ t ^
% ^ t ^ SIR cra> ^ ^ ^ ft^ ^ f t ^ f t , ^ t ^rf^f ^ ;wm^ %^ ^ ^ i mqff^/î#T g ^ ^ f
40
CHAPTER-III SIGNALS
(ii)
TU1 the Loco PUot has been advised through a secured means of communication or
through a written memo and his acknowledgment received, the route set should not be
alteredexcepttoavertan accident.
(hi) On single line section the "Authority to proceed" if any handed over to the Loco Pilot
mustbewithdrawnfromhim.
(d) Following systems are prescribed as 'secured means of communication' in regard to
communicationbetweenStationMasterandLocoPilot-
(i) GSM-RbasedMobileTramRadioCommunication(MTRC)System.
(ii) TetrabasedMobile Communication; and
(hi) TrunkmgRadio(MPT-1327)andCTCSSVHFsystem.
3.37. Normal aspect of signals-
(1) Unless otherwise authorised under approved special instructions, fixed signals, except
automatic signals, shall always show their most restrictive aspect in their normal
position.
(2) The normal aspect of an Automatic Stop signal is "Proceed" Where however, the signal
ahead is manually operated; the aspect normally displayed may be "Caution" or
"Attention".
S.R.3.37/1. InAutomaticsectionLocoPilotsandMotormenmustbrmgtheirtramtoahaltatStation,
where stoppages are scheduled in the Working Time Table even though the signal governing departure
fromthestatioms'Off.
3.38. Points affecting movement of train-
(1) The Station Master shall not give permission to take "Off the signals for a train until -
(a) all facing points over which the train will pass are correctly set and locked.
(b) all trailing points over which the train will pass are correctly set, and
(c) the line over which the train is to pass is clear and free from obstructions.
(2) When a running line is blocked by a stabled load, wagon, vehicle or by a train which is to
cross or give precedence to another train or immediately after the arrival of a train at the
station etc., the points in rear on double line sections and at either end on single line
sections should be immediately set against the blocked line except when shunting or any
other movement is required to be done immediately in that direction on that line.
S.R.3.38/1. ThepersonnommatedtooperatepanehLeverandSwitchesareresponsibletoputLever
Collars, Slide Collar/Pins, Button/SwitehCollars.
S.R. 3.38/2. Setting of points when two trains are to be crossed on signal line section:
(1) When two trains are to be crossed at non-interlocked stations and station where interlocking
permits, the facing points must be set and locked for respective lines on which each tram is to be received
Reception signals shall be taken off for one tram at a time and reception signals in opposite direction for
second arriving tram shall be kept at "ON" position. The trailing points at the far end although set against
thehneonwhichfirsttramistobereceiveddoesnotconstituteonobstructioninthepathofthetrain.
(2) After arrival of first arriving tram, reception signals shall be taken off for second arriving tram
after setting the complete route including trailing points.
NOTE: These precautions shall be taken in addition to the observance of other precautions like use of
lever collars etc.
S.R. 3.38/3. Use of Line Admission Books - At stations where the station Master mcharge of Line
clear working is not in a position to decide independently on which line a tram shall be received or to
ensure that any particular line shall remain clear till the arrival of the tram, lines for the reception of tram
shallbeallottedbythepersonnominatedintWsbehalfinthe Station Working Rules.
40
3M-3 ft™
^.R. 3.38/4. ^ T t o OTTO ^ ^ ^ ^f^ ^ R f ^R W f ^ R ftcRTC w f ^ ?^f ^ R
w ? / ^ w ^ s n r t ^ ^ ^ s n f r i ^ ^ s ^ afraid di^^t^^^^^f^w^r^
^ ^ ^ ^ » 3 ^ ^ ^ f t ^ C T R*R w ^ ^ j r a ^ ^ T ^rr ^ ^ **neR

a n ^ f f ^ ^ ^ ^ f - ^ g m / g f ^ f e a n f e ^ f ^ ? ^ ^ i 4 1 <fr4*ii3 HiHdi%^^RRT
3.39. ^ ^ ^ ^ ^ ^ ^ ^ ^ T T ^ - ^ ^ ^ ^ ^ ^ S P ^ f ^ ^ ^ T ^ ^ m ^ ^ ^ ^ ^
?T.R.3.39/1. ^ R T f ^ ^ ^ R T - ora ^ * t f ^T ^ T R * * f^T ^ s T ^ f $ t ^ q ^ ^

; ^ r o irt eft iptf ^ ^ mw ^ T f^jT ^ T I
^.R.3.39/2. aH^nfRlcl ^ M ^ ^ ^ e f ^ # t ^ ^ c n e f T e m ^ ^ f ^ R ^ -
(i) ^ f t % r RR i Z ^ ^ F f f * ^ ^ ^ f t ^ t f f ^ ^ R ^ R ^ t % ^ ^ ^ t ^ ^ ^ f
^R ^ f^ ^ R W ^ ^ - r <5i€t<ftWnTtf ?m*i craT ^ g ^ ^RT ^ ^ f ^ ^ra
(ii) ^ ^ * J T ^ ^ ^ W ^ ^ W ^ , ^ ^ ^ ^ ^ ^ ? t ^ ^ ^
(iii) ^ ^ ^ ^ H t o ' w f a w g t M f a w a ^ # ^ f t ^ ^ M l
^Wf W ? , f ^ ^ ' ^ R f^PR' m t o w t a a ^ ^ ^ ^ ^ ^
(2) ^ q f f ^ ^ ^ ^ l ^ ^ ^ ^ ^ ^ ^ ^ C T m ^ ^ ^ ^ ^ ^ ^ ^ ^ ^
^.R.3.39/3. aH^nIRlcl ^ ^ ^ R f ^ 4,4*113 a H R ^ -

(*) w$f i cnerra^ f ^ r ^ (tf-erras) w f ^r * f r s ^ . ^ R t ^ R T ^ - r w f <tfr ^ R f ^
^ R 31R W f W^T ePTI* <* ^ ^ ^R Wl ^?RRT 3ra*T t R R f&f v^R *n%J | ^ R t ^ t
^.R.3.39/4. ^ M ^ P ^ f i R ^ ^ ^ ^ f ^ ^ ^ R ^ ^ R T -
(*) ^ t t <ft 5CTRR <* W , ^ t e ^ ^ t *TT%tf ^T OTT ^ * ^R if ^ ^R ^
R T O l ^T * t f <* *TeR <* ^R if ^ T ^ c f e mW « ^ R OT *TT%J | ^fRf f ^ R ^ t
^JtefR W ^R ft* ^ f ^ ^ ^ M if qfeRR ^ i % ^ ^ R ^ , ^ i % W W ^ T
^ ^ t . f ^ ^ M i f ^ H ^ M R c l d H ^ ^ ^ ^ ^ ^ ^ ^ ^ i f T ^ ^ ^ ^ ^ n f T f
(?j) « l ^ t f ^ ^ 3 . 3 I ^ ^ 3 r a f ^ q f ^ ^
^ qfeRR ^ f % ^ ^ R T ^ 3 1 R i R l T O l ^ ' ^ if qfeRR' ^ * 3JRT *HcT
^m^giîfPd^HM^^lf^^.M^RfM^^^Râ^^^^RÎ
41
CHAPTER-III SIGNALS
S.R. 3.38/4. At big Junction Stations/Yards having high density of traffic, where the Station Master,
incharge of line clear working, is not in a position to either verify personally the clearnance of
reception lines or to know sequence of train arriving at his Station line clearance book instead of line
admLionbookshallbemaintained.
Divisional Railway Manager shall decide the station where Line Clearance Book is to be used.
ResponsiblestaffforthemaintenanceofsuchbooksshouldbenominatedintheSWR.
3.39. Locking effacing points - Facing Points, when neither interlocked nor key locked, shall be
locked for the passage of a train either by a clamp, or by a through bolt, with a pad lock. It is not
sufficienttolocktheleverworkingthepoints.
S.R. 3.39/1. Locking of Points:- Whenever the points are required to be clamped for the movements
oftrains,itmustbepadlocked.
S.R.3.39/2.ResPonsibilitvforsettingandlockingofPointsatnon-interlockedstation-
(i) The Station Master must set and lock all facing points and set the trailing points or ensure
the correct setting and locking of the points, as the case may be, for me reception and
despatchofalltrainsexceptatthemodifiednon-interlockedstations.
(ii) When two trains cross or one precedes another and the first tram happens to be passenger
tram, the responsibility for the setting and locking of points will be as in para (1) above, but
the Station Master need not proceed to the facing points for the second L n even if it is a
Passenger tram, and the Guard of the first waiting tram will be responsible for verifying
that the facing points for all subsequent trains (whether carrying passengers or otherwise)
are correctly setandlocked.
(hi) Thechangeofdutyshallnottakeplace,when'Lineclear'hasbeenobtainedorgrantedfora
train. The Station Master, who has so obtained or granted Line Clear, shall be responsible
forcorrectsettingandlockingofpointsandtakingofftherelevantsignals.
NOTE:-(l) Details of the usage of line number, signal and shunting stopped badges, where in
force,shouldbeincludedinthestationWorkingRules.
(2) The details of procedure of receipt and despatch of trains at non-interlocked stations
and for crossing of trains on single line should be incorporated in the Station Working
Rules of the station concerned.
S.R3.39/3.ManningofNon-interlockedfacingPoints-
(a) The Outermost facing points, except the points which are key locked must be manned in
addition to their being clamped and pad locked. The responsibility of ensuring the
manning of outermost facing point will devolve on the person who is responsible for
settingandlockingofpoints.
(b) During Shunting operations the Shunting Master or Shunting Jamadar will be responsible
for seeing that hand points, which are not fitted with spring levers or otherwise not locked
forthemovement,aremanned.
S.R 3.39/4.Controller'sresPonsibilitvinregardtoCrossing0ftrains-
(a) Controller must study the running of trains very carefully before issuing instructions
regarding the crossing of trains to give precedence to more important trains. Once definite
instructions have been issued, these instructions must not be altered except in an
emergency, as itmustbe realised that a sudden change of orders is aptto upset the working
of a station.
(b) Onwetdarkmghtsordersonceissuedmustnotbechangedexceptunderveryexceptional
circumstances and such cases must be reported specially m the diary with reasons for
change of orders. Such unavoidable circumstances should be noted on the chart by the
SectionControlleralso.
41
3M-3 ft™
^Rf. 3.39/5. W ^ ^ ^ ^ ^ ^ ^ R M ^ P ^ R R T -
^ ^ w f irr eft w & ^ ^r ^ w f ^ f t emfr ^R RRTT ^RT xirfitr ^ ^ w f g ^ ^ p
^Rf.3.39/6. ^ f t f ^ ^ R - ^ d l ^ M <ft rfWSfcWT.STTlh^ ^ f f ^ ^ ^ ^ tcj frfo

R^-
(2) ^ H W ^ ^ ^ I M - ^ ^ W ^ f ^ ^ ^ ^ R J f ^ ^ f t f -
(i) ^ ^ ^ W ^ ^ M ^ f o ^ H ^ l d H ^ ^ i f ^ T R J t ^ f t t
(ii) (^) Y ^ f t ^ f ^ ^ ^ ^ H d ^ ^ ^ ^ f ^ c ^ ^ f ^ f ^ c ^ f T N ^ . T f t . ^ ^ ^ ^
&) IT ^f ^ft t% ^ ^Rf ^R #T RRRM ^R ^ ^RcfT t Wf-WT ^ f ^ ^T

^ ^ ^ ^ t O T ^ W ^ f ^ ^ ^ f ^ ^ ^ ^ ; ^ i % ^ ? f t ^ f
(3) ^R ^ft ^r T^^T - ^R ^pft ^r ^^T ^ t f ^ ^ H ^ R ^ g R T ^ ^ r ^ ^ g

R^^fe^f^^R^Rc^tl
(4) ^ f t <ft ^ R g r - ^ R xtrfiraf, fiFRer M C T ^TRR4, ^ R ^ T R C T ^TRR4 'STR' ^ t

? ^ R w ? ^ r arfSRSTT ^ ^ f t ^ ora ^ W R T $ ^ ^ era ipa* f ^ ^ ^ to *f W
STTMl
(5) ^ L ^ y m M ^ ^ -
(i) f % # ^ ^ ^ f t ^ ^ ^ ^ ? ^ W ^ H ^ ^ W ^ ^ ^ ^ R J t
3 Rlciyu, «fed ^ d , ^ H ^ V ^ ^ ^ f e f W ^ M # ^ | | I
(ii) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ s f R f ^ t ^ ^ ; ^ ^ ^ ^ ^
(iii) ^Wf^f^W^f Wff^ff^f i f j R ^ ^ f ^ ^ i % ^ f ^ ^ R ^ c m ^ f ^
(iv) ^fe ^ r ^ ^ - r ^fM m mw v ^ftRm if ?n$ ^f ^ ^ ^ft^^wf

^ffWf^f^^^mîfz^f^Ûf5^km\
(v) ^ ^ w ^ f ^ R j ^ ^ ^ ; ^ ™ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ , ^
^ T 3TSR ^RRT ^ <* TJxrA tf-effo * *mft R ^ <?*, #T RRRM ^ T ^R ^T cTT^T if
^RRrT^f^^^lHHI^^^^TRRRM^^CT^Rf-^H^Ml
(vi) ^ s ^ f ^ ^ ^ ^ t o t o ; * ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ R
arRH-M<MÎI|
42
CHAPTER-III SIGNALS
S.R.3.39/5.C ro ssin g0 ftraiii S atastation Pro videdwithone P latfonnline-

(a) When two trams, there is only one platform, the tram carrymg passenger must be received on a
platform line, irrespective ofwhether the platform is on the main line or on the loop line and the
goods trainononeofthe other lines.
When both trams are passenger carrymg trams, first tram should be admitted on platform line
unless otherwise instructed.
(b) No tram shall run through on the platform line when a passenger tram is standing on the non-
platform line.
S.R. 3.39/6. Special instructions for working station equipped with Rudrmentarv Interlocking and
ModifiedKevLockmg-
(1) Applications - These instruction apply to all non-interlocked stations where rudimentary
interlocking and modified key locking is provided.
(2) StationMaster'sLmeKevs-TheStationMaster has beenprovided with the following kevs-
(i) LmeKeystocorrespondwiththerunnmglmeasshownmthestationworkmgRules.
(ii) (a) A Key which controls the Home Signals Levers and siding points where H.P. locks
areprovidedonsidmgpomtstakmgoffrunnmglme.
(b)AKeywhichcontrolsHomeSignalLevers at stations where the siding takes off from
a loop line or a line over which trains are not permitted to run through and the points
governing the siding/sidings are tobelockedbythepadlock.
(3) Object of Line Kevs - The object of the Line keys is to provide definite instructions for the
Pointsman from the Station Master as to the line on which a tram has to beadmitted.
(4) CustodvofKevs-TheLine Kevs the signal control kev and the Direction Control Kevs must be
kept inthe custody ofthe Station Master on duty andwhennot is use must be kept lockedup in
theglazedkeyboxprovidedforthepurpose.
(5) Procedure forreceptionoftraiiis-
(i) As soon as Line clear has been given the Station Master on duty will have the station bell
rung and the description ofthe tram and the station it has left, or about to leave called out
loudly to alert the staff.
(ii) On hearing the station bell the Pointsman on duty at the facing and trailing ends ofthe
stationyardsmustreporttotheStationMasterondutyfor orders.
(hi) The Station Master on duty in the presence and hearing of each must instruct the
Pointsman as to the Line on which the tram is to be received at the same time giving the
Pointsmanonduryatthe facing epdoftheyardtheappropriateLine Key for the Particular
line.
(iv) ThePomtsmanmustthenproceedtoallfacmgpomtsoverwhichmcommgtramwillhave
to pass and set and lock them in accordance with the instructions contained in the
signalling appendix attached to the Station Working Rules.
(v) Aftersettmgandlockmgthefacmgpomtsforthereceptionofthetrammaccordancewith
the station Master instructions and the Line key in his possession the Pointsman must
insert the key extracted from the H.P. Key lock at the advance facing points and insert in
the lock provided on the Home Signal post and then exchange a green signal with the
stationMasteronduty.
(vi) The Pointsman on duty at the trailing end ofthe yard must proceed to the outermost
trailing points and onMs way there conectlyset all trailingpoints for the line ontowhich
the incoming tram is to be received and then exchange a green signal with the Station
Masteronduty.
42
3W-3 few
(vii) ^ ^ W ^ ^ ^ ^ r a ^ f ^ R ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ t ^ T T
(viii) ^ ^ ^ ^ ^ ^ ^ f t ^ l ^ ^ , ^ ? ^ W ^ ^ ^ ^ ^ f ^
(e) m^smi-© ^ ^ ^ ^ ^ ^ ^ ^ t ^ ^ ^ R ^ ^ ^ f ^ ^ ^ t ^ ^ ^ ^ f ^ m
arnjM-ycjM ^ T T I
(ii) < ^ q ^ eft^T TO^ ^T JR«IM M ^ R f^TT ^ T ^ ^ ^ W ? ^ t
(iii) ^ ^ ^ ^ ^ f e ^ ^ ^ C T ^ R ^ f t ^ t ^ ^ ^ S T ^ ^ M d P ^ I ^ I I ^
(iv) 3 T ^ f ^ ^ ^ W ^ ^ * T ^ ^ ^ ^ ^ W * f ^ * f ^
3.40. f ^ ( ^ ) f % W ^ - 3 f p r ^ ^ ? R f -
(1) Tfi(Tn& cTFFfeT ^ ? P T «# 3TeTRT 3 i k ^ # T ft^C (gt*T) RPR^T ^ t 3Tk 3TT ^ t . eft
RPReT «5t. ^ t F f ^ ( g f r ) RPReT # eTTtR *J<ft ^ R ?T T ^ . 'affor ^ ra*TT
(*) «-fctf (SWeT) W T *R. * W M (^RTFR) RPReT «# 3TR W ^ T ^ t era eTRR
(*j) iraiR> (RPTer) W T TR. s r ^ s r g f t n r ) .pre* * STPY W ^ r ^ t era w r

ftePR ^ f t JH 3R,^fer ftsta at^fctf * S T ^ T ^ t «# ^ * R «# f ^ FPTCT
(2) ^ TOft * t W ^ FFPcT (gta) RPReT «# eTTfR ^ f^PTT ^RTT t eft RPReT «5t cPft
(*) ^^(^^)erT^^.yw^(^T^)f^R^êrT^f^r^t.3Tarar
(*j) iraiR> (RPTer) W T TR. S R ^ g f t n r ) .pre* era. *TT S R , ^ fer ftsta a i ^ n Y
* ST^Pf ^ t «# ^ i R «# FrR R W ^ f P T c l ^ eTRR ftePR t I
(3) S R ^ f t c T fr?W S T ^ M " * ST^Pf «# RTCFT. vRFPPT (1) tf viPeelfad Tprf^T «£& F * #
(*) f ^ f ^ c f t eT>3R ^ c T *TT f ^ f ^ c f t ^ft^T «faft ^Tc* RFReTY «# ^?PTY T R 180
(*f) «If-*P#eft RPReT *TT ^ f a c T ^ 3 R ^ <T RFR^T «# ^?PTY TR. 120 *ftcR *
(4) * f t FiRT eTRR T R ^ t 3TR ^Teft t vRra FrR S R ^ f t c T F^TRR ^ T # ^ ?«T t *TT
3R,^fer ftsta sr^YrY * sr^Pf F^FTPT ft^ tft ^raw t ^ ^ ^ r f ^ p T (3) ^f
3.41. emR> ( 3 T M ^ ) RPReT ^ ' * & ^ R ^ t ?ref -

(1) ^ ^ t ^f^TeT ^ ? R # STeTraT f ^ f t «£H* ^ ? R # ^ T B ^ ( 3 T M ^ ) RPReT & 3Tk
3TT ^ t 1 eft ^ T ^ t RPPTeT # <iim ?3& ^ R ^ T ^ . R J W ^ ' a f r e ' ^ f f ^ T
^TPPTT ^ era f% ^ eTT^T. FiRT T R ^ ? R ^ 3 R ^ ^ t ^ ^ f t t . ^ M FrRt SR^TR
raePR^ff:-
(*) ^ ^ ( ^ ^ ) ^ T T ^ T T R y W ^ ( ^ T * f ) RPReT era. CT2TT
43
CHAPTER-III SIGNALS
(vii) The Station Master on duty after satisfying himself that the facing points have been set
and locked in accordance with his instructions by observing the position of the Points
Indicators must take OFF or authorize the taking OFF of the Home Signal. The
Pointsman at the facing points will then take OFF the Outer Signal.
(viii) After the tram has arrived and cleared all points and crossings and if no orders for
shunting have been given by the Station Master on duty the Pointsman must extract the
key from the lock on the post of the Home Signal unlock the points extract the relevant
Line Key from the H.P. Key lock set the points in their normal position return to the
station and make over the Line Key to the Station Master or duty.
6) Despatch of trains - (i) Before a tram is despatched from a station the station Master on duty
must satisfy himself that the trailing points are correctly set for the despatch of the tram by the
position of the Points Indicators and must then exchange a green hand signal with the
Pointsmanondutyatthetraihngpoints.
(11) TheAuthontytoproceedmustthenbemadeovertotheLocoPilotandtheStationMaster
ondutymustthengivepermissionforthetramto start.
(hi) The Pointsman on duty at the trailing points must display a green hand signal towards the
departing tram and must remain at the points till the departing tram has cleared all points
andcrossmgs.
(iv) The Pointsman at the trailing points after the passage of the tram must reset all points in
theirnormalpositionandreturntothestation.
3.40. Conditions for taking 'Off Home signal -

(1) When a train is approaching a Home signal otherwise than at a terminal station, the signal
shall not be taken 'Off until the train has first been brought to a stand outside it, unless -
(a) On a double line, the line is clear for an adequate distance beyond the Starter 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 a train has first been brought to a stand outside the Home signal, the signal may be
taken'Off if -
(a) Onadoubleline,thelineisclearuptotheStartersignal; or
(b) On a single line, the line is clear up to the trailing points or under approved special
instructions up to the place at which the train is required to come to a stand.
(3) Except under approved special instructions, the adequate distance referred to in sub- rule (1)
shallneverbelessthan-
(a) 180 meters at stations equipped with two-aspect lower quadrant or two-aspect colour
light signals, or
(b) 120 meters in the case of stations provided with multiple aspect signals or modified lower
quadrant signals.
(4) Where a sand hump of approved design, or under approved special instructions a derailing
switch, has been provided for the line on which a train is to be received, they shall be deemed to
be efficient substitutes for the adequate distance referred to in sub- rule (3).
3.41. Conditions fortaking "Off" Outer signal-

(1) When a train is approaching the Outer signal otherwise than a terminal station, the Signal
shall not be taken 'Off until the train has first been brought to a stand outside the signal,
unless the line on which the train is to be received in the station is clear
(a) in the case of a double line, up to the Starter signal, and
(b) in the case of a single line, for an adequate distance beyond the first facing points.
43
3W-3 few
(2) ^ ^ ^ ^ ( 3 n ^ ) f t l T O ^ ^ ^ f e l I w t ^ f t l W ^ ^ M ' 3 T O '
^ t (tfftnr W J T ) ^ f 1 «n?f Rra<r (gta) RPRCT era W T taR ^f11

RR.341 / 1 . R g R R P R ^ ^ c R T c I ^ f ^ t f ^ ^ ' O T q r f ^ ^ ^ f ^ R R R RW cR> f% R 3 R
R P R ^ "3fre" ffclfcT 3 ^ f%R W i t , 31N ^ R T f*FReT ^ R R ^ R : R 3 R f*FReT * R ^ '3TM' ffclfcT 3
;^RTOR^WR|
3.42. arftm * t e RPPT^T *TT wraeff *dra ^ RPRCT «st 'arm.' ^ R ^ t ?nf - ra?ft * n #
3PTR ^ r r a ^ ? R * cTPR ftcPR ^ f FfeT ^TTcfT I
R R . 3 4 2 / 1 . f%RT R R Rt ^ R R f^ 3lf*T JRRR R P R ^ RT "OTR" R R R <IK R J R R R / ^

5RRR fRRRf RT " * ' fRR R R R I RRR^ RdR^ Rf ^ RdRR R: R R R: ^ R $R RfRRS t R5f R
3.43. 3mRRftPP^RV3itR'RR}Rt?tf-3mRRf^^
^T^T f^>^l ^Hj^ll RH>H<t>l ^F^^T^T TT^T ^ ^ ^ T T f^Tgrff^cT # ^TT f^T^ ^Tf^P^f^fcr ^XT ^ ^T^r ^TT^TT # I
3.44. W R R R RPRcT R t '3JTO ^ R R t ?nf - W R R R RPRcT R> cR elR '3TPI.' ^ t

ra*n R R R R*r era ra Rrapger W T R araR^T R%er R?f i t RRTT t / R R t £ ate qR W T R *TT
R T R R R RRra R«ra W P I K T R fRq ^ R ^ ^ ^ R£" CRT Rn? RRTI Rtff RRra R R
RPRcT R^?R R RPRCTY R RTST SRFTfftRT £ R5T ^RRT *^TcR f ^ W 3PJ,^?lf R 3PJRR fRR
RPPTTI
3.45. ^ c R R RPRcT R t 'afhT R R t R t Ref - ^ c R R RPRcT cR era 'afhT ^ f f R R W W

^ ^ ^ T T ^ ^ ^ ^ f ^ R ^ ^ ^ ^ ^ ^ ^ W ^ f W ^ ^ M ^ ^ e l N l R i ^ M e l e P r T t l
3.46. ?fR^^ftnjwr^ftnFrar^nrahr:-
(1) gfffrr Rfen?^ ? R R R I R (arrecR), R R S (gfrr) ark STPTPTRR ( d i ^ ^ m ) R P R R
' a f f o r d ft*? * r r t f t i
(2) F i R R^RR" RT arfiPT U W M (R3RR3 RRcR) ftPRcT ePt f . ^ T T R ^ R ^ ^ feq
y^rFf (*ei*r) ^ t 'afre* ra^T w ^racn t I ^ ^ p f 3Rnrf?R fe^dira^) ^RT
^ ^rara; itcft t SIR w f *ff£r RPPTCT ^T# ent f . era ^ f t ^ Rppraf ^ T inihr
ra^TW^^Ti
3.47. ira ^t ^PPI ^ w ^ srfSra TnfeqT # ftn? RPRer 'afmr ^ R T :- ^ r ^ ? R f ^ t w h s ^
w f ft§W a i ^ n r * 3n*T sRPTRf^r fe^dira^) ^ * F £ ^ t ^ r r a ; # ^ T ^ T ^ yRra^r
^ P JW ^ r PRPra 1 wr ^t ^ ^t ^ srfSra ^ n f e ^ ^ ^ w f ^ f t a i h ^ a r T ^ t t . ^ ^ e n ^ ^
^ t # faq RPRer 'afra* ra^ w ^ ^ t aik ^ R a n ^ r a RPRer era era 'STR* ^ w^^t W4 era
ra ^ ^n^t FiRra faq RPRCT 'afre' raq ^ f . arra^ ^ ? R ^R ^ t ^ t i t weft ^TT ^ ? R 3
^.R.347/1. R f e ^ t ^ W ^ S T ^ -
(?>) ^^^^^^^MÎd^H^,wtRfe^^f%R^^^R^^^Rt^f^?T
(i) ^ ^ ^ ^ y ^ f t w t ^ ^ q f ^ ^ M ^ f w t r a ^ ^ ^ t ^ ^ ^ ^
(ii) ai^RdRâ^yMtafRarf^tcTf^^tciw
(iii) M^f^^^^^ldHpH^^^W^T^Rqff^^^tt
(i) ™™f^3.40^WTft*j™t.3fK
(ii) M ^ f ^ r ^ ^ ^ ^ R ^ f^ptf if ^ T ^ R R f^rfRcT ^ ^RT t
44
CHAPTER-III SIGNALS
(2) Where the train has first been brought to a stand outside the Outer signal, the signal shall
not be taken 'off unless the line is clear up to the first facing points, or up to the Home
signal at a station where there are no facing points.
S.R. 3.41/l.The Outer signal must not be taken 'Off until the Home signal has been taken 'Off and the
Outer signalmustnonnallybereplacedto'On'before the Home signal.
3.42. Conditions for taking 'Off Last Stop signal or Intermediate Block stop signal - The last Stop
Signal or Intermediate Block Stop signal shall not be taken 'Off for a train unless Line Clear has
been obtained from the block station in advance.
S.R.3.42/l.For despatch of a tram, the Starter/Intermediate Starter Signal where provided shall be taken
'OFF' only after taking 'Off the Advanced Starter Signal At Terminal and large stations where lines are
Track Circuited, exception to this rule is permitted. It should be specifically incorporated in S WR.
3.43. Conditions for taking 'Off Warner signal -A Warner Signal shall not be taken 'Off for a train
that is booked to stop or for train that has to be stopped out of course.
3.44. Conditions for taking 'Off Gate Stop Signal -A Gate Stop Signal shall not be taken 'Off until
the concerned level crossing or crossings is or are free from obstruction and the gate of such level
crossing or crossings are closed or locked against road traffic. Where a gate Stop signal is
interlocked with station signals it shall be worked in accordance with Special instructions.
3.45. Conditions for taking 'Off Calling On signal -A Calling-on signal shall not be taken 'Off until
the trains has been brought to a stand at the stop signal below which the Calling-on Signal is
provided.
3.46. Use of fixed signals for shunting-

(1) The Outer, Home and the last stop signal of a station shall not be taken 'Off for shunting
purpose.
(2) At Stations where advanced Starter signal are provided, Starter signal may be taken' Off
for shunting purposes, except where the interlocking interferes with this practice, in
which case hand signals shall be used where shunting signals are not provided.
3.47. Taking Off Signals for more than one train at a time- When two or more trains are
approaching simultaneously from any direction, the signals for one train only shall be taken 'Off
other necessary signals being kept at 'On' until the train for which the signals have been taken 'Off
has come to a stand at the station, or has cleared the station, and the signals so taken 'Off for the
said train have been put back to 'On' except where under special instructions, the interlocking or
the layout of the yard renders a contrary procedure safe.
S.R. 3.47/1. Simultaneous Reception of Trams -

(a) At Interlocked Station on the signal line where trains are permitted to run through without
stopping,signalsmaybetaken'OFF'fortwoormore trains to arrive simultaneously provided -
(i) The station yard is so laid out and the interlocking so arranged that each tram is received
on a line which is isolated from the line or lines or;
(n) Approved Special Instructions have been obtained and notified and:
(in) SuchprocedureisdefinitelylaiddownintheWorkmgRulesoftheStation.
(b) At Interlocked Station on the single line where no trains are permitted to run through without
stopping, and the lines are not isolated, signals may be taken 'OFF' for two or more trains to be
amvedsimultaneouslyprovided:-
(i) General Rule 3.40 is complied with, and:
(n) SuchprocedureisdefinitelylaiddownintheStationWorkmgRules.
44
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^ r en^r raersR ^ ^ w ^ . t a 3.68 * 3.72 era tf ftsrfffcr ^ f W ^ r ^ T ST^R^T
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45
CHAPTER-III SIGNALS
(c) At Interlocked Stations on the double tines where the path of one tram crosses another, signals
maybetaken'OFFfortwoormoretraiiistobeamvedsimultaneously.provided;
(0 The Station is laid out and the interlocking so arranged that each tram is received on a
lmewhichisisolatedfromtheothertramortrams,or;
(ii) General Rule 3.40 is complied with, and;
(iii) SuchProcedureisdefimtelylaMdownmtheStationWorkmgRules.
NOTE:- If the conditions laid down in paras (a), (b) & (c) above are not fulfilled, the Station Master
must satisfy himself before allowing signals to be taken 'OFF' for a reception of a tram, that all
trams previously admitted to the Yard have come to a stand clear of the line on which it is
intended to receive the tram.
3.48. Stoppage of trains out of course at stations provided with two aspect signalling - When a
train which is booked to run through has to be stopped out of course at a station equipped with two-
aspect signals, it shall not be received until-
(a) at stations provided with working Warners but not provided with starter signals, the
workingwarneriskeptat'On'.
(b) at stations provided with Starter signal but not provided with working Warners, the
relevantStarteriskeptat'On'.
(c) at stations provided with both working Warners and Starters, both the signals are kept at
'On'and
(d) at stations provided with neither a working Warner nor a Starter signal, the first Stop
signal is kept at 'On' and the train brought to a stand outside it.
S.R.3.48/1. Stopping a run through tram at a non-interlocked Station - If it is necessary to bring a run
through tram to a halt at non-interlocked station, the Home, if any and Outer signals must be kept at 'On'
When the tram has come to a stop, the Home, if any and Outer signals shall be taken 'Off Danger Hand
signals shall also be exhibited from the platform to stop the tram. Ifa starting signal is provided, thatsignal
must be kept at 'On'. On single line the "authority to proceed" must not be handed over to the Loco Pilot
until thetramcomestoastand.
3.49. Care and lighting of signal lamps -
(1) The Station Master shall see that the lamps of fixed signals, indicators and boards such as
Shunting Limit Board, Block Section Limit Board and Stop Board at his station are
lighted at sunset, and are not put out until after sunrise, or at such earlier on later time as
may be prescribed by special instructions.
(2) Sub-rule(l)shallnotapplyto-
(a) approach lighted signals,
(b) colour light and position light signals which shall be kept lit throughout the day and
night, and
(c) the sections where no trains is schedule to run at night.
(3) The Station Master shall ensure that the lamps of fixed signals, indicators and boards
such as Shunting Limit Board, Block Section Limit Board and Stop Board, when lit, are
burning brightly and that the lenses of lamps and spectacle glasses are properly cleaned
and backlights clearly visible.
(4) Whenever night signals are used the Station Master shall not grant Line clear unless he
has ensured, either personally or in the manner, prescribed under special instructions,
that the lamps of fixed signals at his station which are not approach lighted and which
apply to the train are burning. If signal lights cannot be kept burning he shall, before
giving Line clear initiate action in accordance with the procedure prescribed in Rules
3.68 to 3.72.
45
3W-3 few
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xfcJTWft>^ f t £ q . ftcPT ^ f e q SIR * x j *T?BPlY * *T£ cTSTT 3P*T «5T* vPT ^ R R ^ T M «5t
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( ^ ^ W f ^ ^ R ^ M ^ I ^ I - ^ ^ ^ ^ ^ ^ M ^ ^ ^ ^ M ^ ^ 4 5
q ^ ^ ^ ^ ^ ^ ^ ^ l i f 8 0 ^ ^ ^ ^ ^ ^ ^ ^ l i f l 0 0 ^ ^ ^ ^ q ^ f ^ f % i f # ^ ^ f ^
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(2) m* at^nTtfqMcr f^rftraY «# f ^ r . ^ ate ftrw ^ ^ f f e r ^ € t ^R ^TRT
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46
CHAPTER-III SIGNALS
5) Before lighting a semaphore signal or indicator lamp, the Railway servant deputed for
lighting it, shall inspect the lenses and spectacle glasses. In case he finds the red roundel
broken, cracked or missing, he shall not light the lamp and shall report the fact
immediately to the Station Master who shall treat the signal as defective.
(6) Every railway servant in charge of signals shall see that the greatest care is taken in the
focusing, cleaning and trimming of signal lamps.
S.R.3.49/1. Fixed Signal lamps to be lit up during thick or foggy weather. In the event of the weather not
being clear due to storm, fogs etc. Signal lamps shouldbe lit dunng day light hours as well.
S.R.3.49/2. At non-interlocked station the station Master shall daily check that all points and Trap
indicator glasses are intact by operating all points after the indicator lamps have been lit and by observing
the mdicationof the lights.
S.R.3.49/3. Divisional Railway Managers will notify to the staff concerned time of lighting and
extinguishing of signal lamp taking into consideration the local conditions prevailing on division in
respect of the rising and setting of the Sun.
S.R.3.49/4. Visibility of signals from Station Master's Office - Whenever night signals are used, the
station Master of station where approach signals are not visible from his place of work and where
repeaters are not provided m his office shall not grant Line clear unless he has ensured either personally or
through the Cabin Master / Cabmman/Leverman supported by a Private Number that the lights of all
signals which apply to the tram are burning brightly A specific provision shall be made in the Station
Working Rules of such stations to that effect.
3.50. Traps, Slip sidings and Catch sidings - The Station Master shall take steps to ensure that the
points of all traps, slip sidings and Catch sidings and other points are set against the line which they
are intended to isolate, except when it is not necessary that they should be open for the purpose of
Isolation.
S.R. 3.50/1. (a) TraaSidmgs - Trap siding which is provided with trap in the form of a derailing Switch to
check the unauthorised escaping of vehicles/ wagons so as not to foul the running line is termed as trap
siding.
^Catchsidin g andSlinSidin g -Atastationwherethereisa g radientoflin80fallin g towards
thestationorlinl00fallingawayfromthestationwithin45metersbeyondtheoutermostpointsateither
enâcatchsidinginafonner case andaslipsidinginthe latter case shouldbeprovided.
3.51.Points-
(1) All points shall normally be set for the straight except when otherwise authorised by
special instructions.
(2) The railway servant concerned with the operation of points and signals shall not, while
on duty, leave the place of operation of points or signals which are under his charge
exceptunderspecialinstructions.
(3) No railway servant shall interfere with any points, signals or their fittings, signal wires or
any interlocking or block gear for the purpose of effecting repairs, or for any other
purpose, except with the previous permission of the Station Master.
46
3W-3 few
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^ ^ J ^ T ^ ^ W ^ ^ f ^ I R R r ^fRRRT ^ ^ R ^ ^ ^ ^ ^ T ^ ^ ^ ^
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RT^R <* R R ^ RT ci^ 15 i%R of^fsr ^ irfMiR R% * ^RRT RRRT R ^ i%ro RT ^
^ ^ ^ # ^ ^ ^ ^ ^ R ^ ^ f ^ W ^ ^ F # ^ ^ R ^ ^ r f ^ f % ^ R R T ^ t ^ ^
3. f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ R ^ t ^ ^ f % ^ W ^ t f % ^ f ^ W ^ ^ ^
^ R ^ T * RR ^R R R f%R W ^ T t ^ fa* ^R faTO RT ^ ^R f^TFT R R 4 R £ ^
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47
CHAPTER-III SIGNALS
S.R.3.51/1 DiscormectionofPoints and Signals:- Before taking in hand any disconnection of points,
signals or any interlocking gear the person mcharge of the work must advise the station Master on duty in
writing on form T/351 ( S&T) before the work is started and after it is completed. Where the cabins are
under the control of Station Master, he must advise the cabin staff giving the particulars of the point/signal
etcwhichis disconnected under exchange of private numbers.
Whenever the Disconnection memo has been received, it is the personal responsibility of Station
Master to ensure that such point are set and locked and secured by means of clamps and padlocks before
authorizing the movement of any tram over such points. If the disconnection of points is made at one end
of a cross over, the point at both end of cross-over should be treated as having been disconnected and the
train shallbereceived as under-
A. InthecaseofMechanicallv/electricallvoperatedpoints:-
1. Theendwhereworkisbemgdoneshouldbetreatedashavmgbeendisconnectedandshouldbe
clampedandpadlockedbytheStationMasterandthetrainspassedoverthesamebypiloting.lt
shouldalsobeensuredthattheotherendofthecross-overshallbesetfonsolationandclamped
andpadlockedifthetrainpassesoverthestraightroad.Theotherendshallbesetandlockedfor
cross movement if the movement is over the cross-over.
2. The end where work is not being done shall also be treated as non-interlocked, and also
clamped and padlocked and trains passed on signals but with speed restriction of 15 KMPH as
in the case of overhauling of lever frames subject to a written authority from S & T staff that
"Noworkisbeingdoneattheendofthecross-overandthetrainscanbepassedoverthepoints
at the restricted speed of 15 KMPH on signals". It should also be ensured that for a tram
passing over the straight road at the end where work is not being done thatthe other endwhere
workisbeingdoneshouldbeclamped also for the straightroa4i.e. for isolation.
3. In case of Electrically operated points for the purpose of obtaining detection at the end where
work is not being done, the S&T staff at the end where work is being done may undertake
requisite temporary modifications in the S&T Gear/circuit for adjusting the detector slide to
make contacts corresponding to the other end and the fact be incorporated in the memo
exchangedbetween S&T Staff and Station Master.
B. Procedure of working of trains during failure of electrically operated points of the cross over:-
1. On receipt of information from the operating staff about the failure of the point, S&T staff will
tryto ascertain the nature offault and put right the failure.
2. If the S&T staff anticipates that the rectification of the failure is likely to take a long time, they
will inform the operating staff in writing on a disconnection Memo to initiate action as under-
3. On receipt of such written information from the S&T staff on a disconnection memo, the
Station Master will ensure correct setting on the affected points to normal position and will
then clamp and padlock both ends of the crossover in the normal position. Station Master, will
under to circumstances remove the clamp in the normal setting unless and until he receives the
memofromtheS&Tstaffthattemporarymodificationshavebeenremoved,andtheconditions
i n P a r a ^ a r e complied with.
4. After clamping and padlocking the point, the Station Master will advise the S&T staff in
wntmgthat-
"Single ended point/both ends of crossover point No have been clamped and
padlocked in the Normal position and the necessary temporary modification to the installation
may please be made."
S&TstaffwillthencarryoutthetemporarymodificationsasgiveninParaSbelow.
47
3W-3 few
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6. 3 R ^ ^ T i # ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ R ^ ^ f M ^
^^JxHTcftwltftfa^* * O T $ 3 T ^ T O t l ^ ^ f o i ™ t # J
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JPTTftcT ^ f <fr Wfo W^H q f ^ ^ ^ R T ^T cPTRT ^ n |^ <fl torf^to
fM ^ ^ T R T <* UTCT frTO * f ^ / ^ t ^R ^ R ^ T ^ W ? T Y «ncT-3kr ^ %g
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11. ( ^ ) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ / f ^ ^ ^ ^ ^ t ^ , ^ ^ ^ R ^ ^ q ^ P # ^
wto ^ 5 <* ^ ^ R %q ^ ^^WT * ? M ^r w r 3tk T ^ w ? ^r ^ OTT^T
*fr^f% - ^ 7 5 7 - w / » s f m w #^r%fwf^?twt*#WT#
^ ^ # ^ ^ ^ ^ t ^ ^ ^ ^ T r a ^ ^ f ^ ^ ^ ^ ^ f ^ ^ ' ' 3 f R ' ' f ^ m i t t
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13. feR^ ^ t JIRT ^ ^R ^ ^ W ? , ^ R frTO ^T ^ ^ ^fR ^ ^ 1 ^ ^f^f ^ #fR
48
CHAPTER-III SIGNALS
5. S&TstaffnotbelowtherankofaSectionalEngineer,onreceiptofsuchawrittenadvice
from Station Master, as per Para 4 above, will carry out temporary modifications to the
S&T installations so that point steady normal indication is available on the panel, by
making normal detection available and restricting the clearance of signals reading over
the said point (including overlap) to vellow aspect only.
6. After carrying out the temporary modifications, the S&T staff shall advise Station
Master in writing that "temporary modifications with respect to point. No have
been carried out" and clearance of (signal name) signal Numbers &
havebeenrestrictedtoyellowaspectonly
7. On receipt of the advise as per Para 6 above Station Master will arrange for issue of
caution order to the trains for observing 15 Kmph on the route of concerned signals.
This may require advising at Station Master of the adjacent stations also.
8. StationMastershallarrangeforpostingsuitableoperationsstaffneartheaffectedpomt
for the purpose of monitoring the conditions of clamps and points after every
movement. The staff deputed to monitor the point should be equipped with
communication facility with controlling cabin/Station Master on duty, HS lamps and
flags (red and green) and detonators and shall arrange for protection of trains in case the
condition of affected point or clamps on it warrants the same. In such a condition, he
shall also advise the Station Master to restore the concerned signal to 'ON' position and
to refrain from taking them 'OFF' for any subsequent move till the condition of the
points and clamps is setright.
9. After ensuring that the caution orders are being issued Station Master shall allowed the
first train on the affected lines and over the affected points to pass on 'A' marker m the
semi automatic territory and on the Calling-On signal or on written authority in the
Absoluteblocksectionterritory
10. Station Master shall pass the subsequent train by taking 'OFF' signals after setting the
route m the normal manner. However due to temporary modifications made by the S&T
staff in term of para 5 above, the concerned signals will work as free signals and will
clear to one vellow aspect only.
11. (a) After the defect is rectified the SE/S&T in consultation with Station Master will
remove the temporary modifications done as per Para 5 and will give a memo to
StationMaster stating "Workwith respect to point No. / Crossover No
has been completed and temporary modifications have been removed and the
pointisreadyfortesting".
(b) Before acknowledging a memo Station Master will ensure none of the route
sections over the affected point is set and the signals controlling the movement
over it are at 'ON' position and the tracks are clear. This is for ensuring that no
trainspassovertheaffectedpointduringthetesting.
12. After the points are fully tested, the SE/S&T will give Re-connection memo indicating
in a written declaration that "all the temporary modifications made to the installations
have been deleted and the installation is made fully normal and safe with respect to
pomtNo ".
13. Station Master on receipt of re-connection memo can resume normal working over the
affectedpointsunderadvicetoSectionController.
48
3W-3 few
* . f r 3.51/2 ^ ^ ^ H ^ f e ^ ^ ^ ^ ^ ^ ^ - f ^ ^ ^ ^ ^ ^ : ^ ^ ^ ^ ^ ^ ^ ^
^ ^ ^ y R ^ ^ ^ ^ ^ ^ R ^ c f T T ^ W ? foffccT ^ T * x^T.x^T.f./^T.f./^.f.
^ . f t 3.51/3 ^ m ^ / f ^ ^ / ^ - ^ d l ^ l ^ ^ c ; k H ^ l d H I ^ ^ ^ ^ -
# I R ^ ^ f t ^ ^.R.3.38 (1), 3.39 31R ^ # ^ R T ^ f^Rf <* ^ ^ R ^ JRJTC * %Z

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w f t c T ^RTfgTsfK W ^ W R f ^T ^ % ^ ^ W ? eft^TTOÎ^ t ^Hcf^cTT W&f ^Rf
fr) ^ ^ ^ R T f ^ f ^ ^ ^ ^ f t ^ ^ f ^ ^ ^ R ^ ^ ^ t : -
(i) f ^ T ^ ^ ^ l ^ t , ^ ^ f ^ ^ q ^ ^ ^ T R ^ ^ 1 5 M . J T m ^ r
^ ^ ^ ^cRfcIT ^ ^ ^RT f^TT ^KRT I
(ii) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ w f M ^ ^ ^ ^ ^
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^.3.51/4. ^ f f ^ ^ ^ ^ R -
(i) ^ ^ ^ s r c r a ^ a f c ^ a f o tfêr ^RT artfecr R ^ m ^ i ^ ^ R f ^ w t 3 i k ? f e
tfêT ^ aprft ^ R T ffcrfr $ ^ r f ^ ^R f^TT W t Wlf R i T O * ' ^ <* ^ ^ R R i T O
* ^ l ^ t ^ ^ T O l 3 ^ M ^ ^ ^ / ^ W f 31R cTTeff ^RT ^ r f ^ f^JT ^RT
49
CHAPTER-III SIGNALS
3.51/2. Movement during the interval between disconnection and r e c o n n e c t s - If a train is to be passed
oranyshuntmgmovementistobeperformed.theStationMastermustadvisemwntmgtotheSECSignal)
or the person inchajgeofthe work, s t a t i c in wMchpositionthe points aretobe set. The Station Master or
the other authorized person on his behalf shall with the permission of the person mcharge of the work
arrangetosetthepomt/pomtsandclampthepomtsandsecurethemwrthpadlock.Theclampandpadlock
shouldberemovedbythe operating staff after the tram/shunting movement has been completed andthen
thepersonmchargeoftheworkcanresumeworkonthegear.
3.51/3. Working of traffic during Engmeermg/Signal/Non -Interlocking Work:-

(a) Station Master shall be responsible for ensuring that all the points over which the tram will
pass are correctly set, clamped and padlocked as per GR 3.38(1), 3.39 and SR there under
that all trailing points over which the tram will pass are correctly set before taking 'OFF' the
signals, The manner in which Station Master will ensure, this must be clearly laid down in
theTemporaryWorkmglnstructionspreparedjomtlybytheSr.DOMandSr.DSTE.
(b) A Notification showing the date and time when the Non-Interlocking work would be taken
mhand, its probable duration and instruction for the Station Master to issue caution orderto
Loco Pilots andSectionControllertoadvisetoobservethetemporaryspeedrestnction.
(c) FortheportionoftheYardwhichiscontrolledbythecabmtobeNon-Interlocked:-
(i) TheLocoPilotmustbegivenacautionorderofthespeedrestnctionofl5KMPHfor
thestationwhereworkis being done.
(ii) When the work cannot be completed by sun set of the day of commencement and is
likely to extend over a few days; temporary caution indicators and speed indicator
(15 KMPH) shall be provided as prescribed in GR 15.09 by the concerned
department.
(d) Only after the Station Master on duty has assured himself that the line has by correctly set
and locked for the required movement, may permit the signals to be taken 'Off for the
movementofthe trains.
(e) The issue of caution orders and the imposition of speed restriction of 15 KMPH should
remainin force until the work is completed and normal working is restored.
(f) S&TStaffinotbelowthanSE/S&TmustproducedisconnectionmemobeforestartmgNon-
Interlockmg work and Reconnection Memo after completion of work to the Station Master
ondutyonformnoT/351(S&T).
S.R.3.51/4. Useofcrankhandles-
(a) Incaseofstations provided wkh mterlocked crank handles :-
(i) Ifapomtisdefectiveandhasbeensettotherequiredpositionbythecrankhandleanormal
signalled movement can be made after the crank handle is restored to its normal lock and
then signal comes 'Off after being taken 'Off or if the points in the route are locked by route
setting on the panel with steady point indications but the signal does not come 'Off, then no
cotter bolting/clampingandpadlockingisrequiredmsuchcase.
49
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rv
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(ii) tt faw ^ R / ^ wfacr ^ * «irc tf R I T O 'afar ^ ifcn t OT ^ <#

^ S ^ t efra> 3R^r 3> fen? ^ ^fe ^ t Ht W T eft ^TT. ft. 3.68 3> 3TS?Rf f^RTRt 3> 3RR1R ^ M ^ f
^ f e ^ ^ f e g / ^ f q alR dlPeid 4»HI 3M?^ %, ^ # >T'M W «<6c1 ^ e i ^ T ^ ^ ^sRR
f f r T O ^ W ' l l P ^ l ^ f ^ ^ ^ R I J f T j ^ R r ^ l
^RT %z f^r ^ ^ (wra^f^ t cfr mm^ ft^ft^ît%z^\^m^ OTTO
w ? ofr ^ ^ R ftmer ^ n f ^ <?** * f^r w f ^ f t, era cra> % r o am. ^ f ^ R T afk

^ f M ^ ^ f ^ ^ ^ ^ f ^ ^ ^ ^ % : -
(i) ^ t t e r t ^ ^ f ^ W l ^ f ^ ^ ^ O T ^ ^ f e r a ^ i R f f
(ii) afo tfêr ^ f ^ f * wft s^m 3 va ftm 13fK ftmer am. ^ ^ ^TRI
^ f ^ ^ f ^ ^ . f ^ ^ ^ f ^ ^ ^ ^ t ^ f ^ ^ ^ c i l f e d ^ M H ^ ^
^ f ^ t ^ ^ ^ d ^ ^ f w ^ r t i
(iii) ^ R ftPMeT ^ R / ^ w f a c T <?**<* «JTC f ^ R ^ '3TW' ?f ^ t era W f ^T

^ f * P T / ^ ^ft€*T ^ ^ r f ^ ^fR^ <ft ^wra^f^ ^ f 11 w f ftmer 'afre- ^ f ^ r
TO t ^Tft VT' 3fR '3TR' ^ c T ft^\ & TK $1 *!& ^ ^ q / ^ f e ^ ^feS ^fR^
^rf^f^^RT^f^l
50
CHAPTER-III SIGNALS
No cancellation operation of concerned route are to be initiated till the completion of the
entire tram movement. It must also be ensured that no other movement is allowed over the
saidroute(lme)byanymeans.
The Station Master shall place caps/collars on the signal and point buttons of the concerned
route and note down the point lock indications lit on the panel in Tram Signal Register
(TSR) in red ink as well as in a separate register that shall be maintained for this purpose in
theformat given below-
SI. Date Time Train Line Signal Point set and lock Sign, of Remarks
No No. No. button No. indications lit panel SM
Normal Reverse
(11) If the signal does not come 'off after operating the signal lever/ button or the route setting is
not achieved for locking of points in the route, cotter bolting/clamping and pad locking is to
be done as per the rules under GR 3.68 although 'N' or 'R' indication is available and trains
pass the defective signalinaccordancewiththerules.
(b) In case of stations provided with non-interlocked crank handles - If a point is defective and is
required to be set by a crank handle, the crank handle should be issued to the traffic official deputed
for setting the point to the required position. The Station Master / Cabin Master in charge of taking
offthe signal sMlnottakeoffthe signal ami authorise themovementoverthepomtuntil-
(i) The crank handle is either returned back to him and kept by him in the steel case/glass case
providedforthepurposeandlockedor
(n) The crank handle is retained in the possession of the Traffic official, who shall exchange
private numbers with the Station Master/Cabin Master in charge of taking off the signal in
token of the crank handle is being in his personal custody and of the points being correctly
setforthemtendedmove;
(in) If the signal comes off after the signal lever/button is operated, no cotter bolting/clamping
and padlocking is required. In such cases if the signal does not come off, cotter
bolting/clampingandpadlockingistobedonealthough'N'or'R'mdicationis available.
(c) ThesemstructionsshouldbemcorporatedintheStationWorkingRules.
50
3W-3 few
«. £ * f % W
3.52. £ * ftPReff ^T *R?fa :-

(1) <PT f ^ r Y tf ftafftcr ^ f t £ * f % w . f ^ r # w i sf^t *TT s w ft*n^ ^ ?RT
^ w i ^ i l ft*™ f > ^mpti
(2) WTT^cT: f ^ T 3 ts ftPReT * *K K &H W S f f e t f ^ T i r a W ft*TT ^TPPTT I m*tf ^T
Srafr ^TeT STTW f^rf^T H A ^ e f f o sffeq? ^ T e ^ T ^ f , fo<ll ulHji|| I
(3) W T ™ : W tf £ * f % W eTTeT Sf^rar ^ ^ f t f^sTR* ^ f^TT ^FPTT I eTTeT. eT^T
WnTf%*TT^TT|
(4) ^ T f*RPT (3) if viPeelfad eTTeT S T ^ B*t ^ T T *TT eft ft«R S T ^ ^ f ^ F T cTHR «fi
stored* £ i
3.53. It* («Tq) £ * f % W :-
*pfcr : l^^T W ^TTSTT
f^T tf * ^ T frfa :
^ M f%ra tf f ^ T ^ ^ T if. eTTeT ST^t f^TFTT *TT «frtf ^ T a f l f «5t ftrc * ^ R
51
CHAPTER-III SIGNALS
E. Hand Signals
3.52. Exhibition of hand signals :-
(1) All hand signals shall be exhibited by day by showing a flag or hand and by night showing
a light as prescribed in these rules.
(2) During day a flag or flags shall normally be used as hand signals. Hands shall be used in
emergencies only when flags are not available.
(3) During night a hand signal shall normally be given by showing a red or green light. A
white light waved violently shall be used as a stop signal only when the red light is not
available.
(4) Red or Green light referred to in sub-rule (3) shall be either a static or flashing type.
3.53. Stop hand signal :-
Indication: Stop dead
How given by day:
By showing a red flag or by raising both arms with hand above the head as illustrated
below-
51
3W-3 few
3.54. •SfPt^'t^ftl^Ter:-
ftsRWTT-
52
CHAPTER-III SIGNALS
How given by night:
By showing a red light or by violently waving a white light horizontally across the body
of the person showing the signal as illustrated below -
3.54. Proceed hand signal-
Indication: Proceed
Howgivenbyday:
By holding a green flag or by holding one arm steadily as illustrated below -
52
3W-3 few
3.55. *Rp£cTT * "3TPt «ret" £ * ftTW :-
^cT: " s M m 3fPt ^ 3lk ^ ftTW f%eTT^ ^ t ^T% sTO:
f^T^y^f^Tf^T:
f%eTFTT-
53
CHAPTER-III SIGNALS
How given by night:
By holding a green light steadily as illustrated below -
3.55. Proceed with caution hand signal-
Indication: Proceed slowly reducing speed, further if the signal is

givenataprogressivelyslowerrate.
How given by day:
By waving a green flag vertically up and down or by waving one arm in a similar
mannerasillustratedbelow-
53
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fenH^ i - ^ ^ r s m r ^ ^ r ^ R T t ^ ^ ftm^r arfîf^ ^ r *T% * fen w w ate ^
3.56. ?ff^T * ftR £ * ftPRcT - ^ (rafq) £ * ftPRcT «# SffM^T. *ff¥*T ^ f * ftnj
^M f%ra if fem wi *n tf ifl &H m ^sn «st m~m OT ^M f£cTRT -
54
CHAPTER-III SIGNALS
How given by night:-
By waving a green light vertically up and down as illustrated below-
Note: When the speed is to be reduced further, this signal shall be given at a slower and slower
rate and when a stop is desired, the stop hand signal shall be shown
3.56. Hand signals for shunting - The following hand signals shall be used in shunting
operations in addition to the Stop hand signal -
(a) Indication: Move away from the person signalling.
Howgivenbyday:
By green flag or one arm moved slowly up and down as illustrated below-
54
3W-3 few
55
CHAPTER-III SIGNALS
How given by night:
By a green light moved slowly up and down as illustrated below -
(b) Indication: Move towards the person signalling.
Howgivenbyday:
By a green flag or one arm moved from side to side across the body as illustrated
below-
55
3W-3 few
(T) *pfcr: • ^ t *frs* (^qftnr) «#ftnj*M «reV
56
CHAPTER-III SIGNALS
How given by night:
By a green light moved from side to side across the body as illustrated below-
Note : The hand signals for 'Move away from the person signalling', and 'Move towards the
person signalling' shall be displayed slower and slower, until the Stop hand signal is given if it is
desired to stop.
(c) Indication: Move slowly for coupling

Howgivenbyday:
By a green and a red flag held above the head or both hands raised over the head and
moved towards and away from each other as illustrated below-
56
3W-3 few
3.57 * t e Tra^nj- ^ > Trarenj ^ s r ^ T f ^ fere *ra>s f ^ R c r 11 ^ cncr ^ # ^ T «RT fan
3.58. t^ftPR^^^T^T^31^^#W^^TT-
(*j) * * *TOT<ne& * *nra srtfcR £ * f % w s t t ate ^ XF£ ^ mra ^
(2) y ^ ^ êT *<& W *t*TT f% £ * ftppraT ^T iraW ^ t f ^Tc* vRT# 3TSTFT * R

^ T T f M «5t £ * f % W * * «# ftnj ^ f t 3TROT ^TT^-WTR W ^ T W if ft£ £
s f c ^ ^ ^ y ^ ^ ^ R ^ t i
(4) y ^ ^ ^?PT TORR W ^ T T f% ^ T # ^ ? R *R £ * ftPReT * * «# ftnj ^ f t artftRT
3.59. T r a ^ f t P T ^ ^ ^ - T C I ^ f t P T ^ f ^
3.60. vzmf «# jnifr <& fm -

(1) TCi^wii^^^l^^^^^y^wwwftî^r^wi
OT «fi <XK ^ 3fo ^ T ^ t qfeWT êT q ^ * * f r f W tf c P ^ ^ vRT ^RT f^TT ^ I
(2) mftcr * * TR TCT# VRT ^ TR. ^ «JMT *iff tf irahr ihft £ *TT y ^ ^ * * tft
3.61. ^.^t^^T^nft'fhnT^^r^neftW^r^rTlTCi^^^TT-
(1) S^T. «5tl3 *TT cR^ft ^ i f . ^ W f ^ T f ^ ^ t ^ S T r t ^ T o f t ^ t ^ c T F ^
TOTcR «lit ft*ft ftPRcT «# ^ T R ^ t ^PTT *TT 3 T R ? ^ £ cfi ^ ? R W * iJRT ^ T
*ri * ftnj f * s ^ r êr ^ s . *nffa<r f % w m f^RcrY it ^ it ^ r 270 to ^
57
CHAPTER-III SIGNALS
How given by night:

Byagreen light above theheadandmovedby twisting the wrist as Olustratedbelow-
3.57. Banner flags : A banner flag is a temporary fixed danger signal, consisting of red cloth
supported at each end on a post and stretched across the line to which it refers.
3.58. Knowledge and possession of hand signals -
(1) Every railway servant connected with the movements of trains, shunting operations,
maintenance of installations and works of any nature affecting safety of trains shall
have-
(a) a correct knowledge of hand signals; and
b the requisite hand signals with him while on duty and keep them in good working
orderandreadyforimmediateuse.
(2) Every railway servant shall see that the staff under him concerned with use of hand
signals are adequately supplied with all necessary equipments for hand signalling and
haveacorrectknowledgeoftheiruse.
(3) A red flag and a green flag by day or a lamp, which is capable of showing red, green and
white lights by night, shall constitute the requisite equipment for hand signalling.
(4) Every Station Master shall see that his station is adequately supplied with all necessary
equipmentsforhandsignalling.
F. Detonating Signals
3.59. Description of detonating signals - Detonating signals, otherwise known as detonators or fog
signals, are appliances which are fixed on the rails and when an engine or a vehicle passes over them,
they explode with a loud report so as to attract the attention of the Loco pilot.
3.60. Method of using detonators-
(1) A detonator when required to be used shall be placed on the rail with the label or brand
facing upwards and shall be fixed to the rail by bending the clasps around the head of
the rail.
(2) In case of a mixed gauge, detonators shall be placed on the common rail or on one rail
ofeachgauge.
3.61. Placing of detonators in thick foggy or tempestuous weather impairing visibility-
(1) In thick, foggy or tempestuous weather impairing visibility whenever it is necessary to
indicate to the Loco pilot of an approaching train the locality of a signal, two
detonators shall be placed on the line, by a railway servant appointed by the Nation
Master in this behalf, about 10 metres apart, and at least 270 meters outside the signal
or signals concerned.
57
3W-3 few
(2) (*) ^ ^ ^ ^ B q f t ^ ( l ) * B q ^ ^ ^ T n e R . ^ f t ^ I ^ I R ^ ^ m l f ^ ^
fÊft *ft ^ T «RT ^ T * ^ T 180 *ftcR ^ t «£& * *TT ^ ^ £RT W ^ T * * T ^
* » W *T xTCTCt * * «g& tf ^ ^ TrffclT «# ftn? ftofftcT ^ , «5t ^T ^ TTR eft «!*
Sff^FfcT: ^ T vReT^Y ^T TTTeR «P**TT I
(*J) ^ T q^STT PlHPclfad ^ ^ ^ ^ft ^ W e f t t , STSffa
(i) ^WT^fêRT^W^W.f^^W^^Î^ftêfcft^.^T
(ii) fM*r ar^nY ^RT ftfrfife (rt#nn*s) ffrft w ^ ^*rrak ftFRTcr rt ^n
(iii) f^r aft? *ifcr «frtf *. ftsta ar^M" ^RT ftfcfê H < i H i ^ ) w ^ ? ^ T
?T.R. 3.61 / 1 (3>) (i) îidi qfrsm cm $ ^Rq ête <j^cii iti w^f % T£?R *TR^ ^t w HMI^^H R^TT
t f % ^ W f ^ ^ ^ % ^ T O ^ a ^ ^ ^ % T O ^ ^ ^ ^ ^ f ^ ^ q ^ ^ ^
^ ^ W ^ f ^ R f if < | ^ q % M el*T a r a ^ T W f^sTT ^TT * I ^ W T ^ t S M eRRT. ^ R ^R
^Tcft ^ viTerit f f SI«T ftPReT ^ f t OT W - f k ™ ^ ^FTT ^ R T W f <fl f » if fefcft 3

^ ^ t ^ ^ ^ ^ ^ S T R R R ^ ^ ^ ^ ^ T M t l
(ii) ^ ^ f ^ R f ^ ^ f t - ^ f ^ ^ ^ ^ ^ ^ R ^ ^ ^ f ^ ^ ^ ^ t ^ ^ - WTR
RRR^ ( ^ t ^T t) ^ t ^T^t ^ f t ( O T FR * TFR **& Û) OT ^ . R . 3.61 /<2)(sr) if
W ^ R * # T R1TO tf fttfcft ^ f t OTf^ ^ W T TrftePT el*T ^ ^ c I T t *fr W f A
ÎHMd^l ^ W ^RTSm ^ . ^ ^ ^ R W ^ ^ ^ ^ ^ t ^ ^ ^ 300-350
(iii) «If T#cft êR W R ^ # R S M f if ^.^.3fr. (^WT q % M eRRT)-
^.AafT. <* wr if f^rfRcr ^TT. ofr % ^ ^ w * ^rat^r * W , W ^ ^ R T O

3TM R ^ RRR^ a^Rf-J^Rf W& <*ftp?TfRRra ^ ^ t , * 180 ^ ^ <fl ^ ^ ^
^R^^tl
(Q) ^ ^ ^ ^ ^ ^ ^ R 1 8 0 ^ ^ a T 8 ^ T 5 ^ ^ t o ^ ^ t ^ ^ w q f r ^ ^ ^ f ^ ^ ^
^T^.cra^T.R3.61 ( 2 ) ( ^ ) ^ a ^ K ^ H H I ^ a P F f f ^ ^ ^ ^ P T ^ r ^ R ^ , ^ f ^ ^
(iv) ^ ^ f ^ ^ ^ a t d ^ ^ ^ ^ ^ q f r ^ ^ ^ ( a r ^ R g f f ^ ^ ^ ^ ^ ^ ^ ) ^ ^ R
^r, ^HI^V Rn^Hd ^ H I if Rn^Hd ufriRici ^t^t11

(o) f % # ^ t ^ ^ F T f ^ R ^ ^ w ^ ^ w ^ s m ^ ^ ^ t ^ ^
(^T) R^RH^Wqfrsm^^^FR^^^^îfPHHI^K^cll^^^-
• ^^^^Ti.R.3.61/l(^)(ii)if^f^f^fMMifa^^^^têfF^^^
^ ^ f ^ ^ ^ ^ T R ^ W ^ ^ ^ f ^ ^ ^ ^ f ^ C T 8 R ^ R R ^ ^ 2 7 0 ^ ^ ^
• M a ^ ^ ^ ^ f ^ ^ f t ^ ^ f ^ ^ ^ ^ a ^ ^ ^ ^ f ^ i i
^-ai^ld^diFl^R?tf^âR^î^^ft^î
(ET) m R . 5 . 1 8 i f % ^ ^ ^ ^ ^ f ^ ^ a R ^ ^ f ^ ^ ^ f % ^ ^ t ^ ^ ^ ^
a^T OT ^ t W # T ^ ^ R W ^ W\ %, ^ t T 5 ^ a^T, TR ^ p f f TR ^ f ^ ^STR
58
CHAPTER-III SIGNALS
(2) (a) The Station Master may comply with the provisions of sub-rule (1) at his discretion:
but shall always do so when visibility conditions from any cause prevent him from
seeing a prescribed visibility test object from a distance of not less than 180 meters or a
lesser distance if expressly sanctioned by the Railway Board.
(b) The visibility test object may be-
(i) a post erected for the purpose and lighted at night; or
(ii) the arm by day and the light or the back-light by night of a fixed semaphore signal
specified by special instructions; or
(iii) the light of a fixed colour light signal both by day and night specified by special
instructions.
S.R.3.61/l(a)(i)Thecheckofadequacyofvisibilily through VTO is to guide the station Master so thathe
can decide when detonators are to be placed to warn the Loco pilot of the location of an approach stop
signal andfor deciding onsetofthe thick, foggy ortempestous weather impairing visibility which calls for
lighting of signals before granting line clear, fixing of tail lamps even during day time, shunting in face of
an approaching tram etc. VTO is to be provided at all stations.
The VTO must be specified in SWRs. The VTO may be a HS Lamp of a type that corresponds to the
specific type of signal lamp on the signals provided at the station i.e. a K. Oil lit HS lamp for K. Oil lit
signals, oranelectricallylitwithbattery type HSlampforLED or color light signals respectively.
(ii) VTO for Semaphore signalling and for two aspect CLS -
The VTO may be the light (or arm by day) of a Starter Signal (where exists) or the back light of
the Home Signal etc. as defined in GR 3.61(2)(b). In such cases, the VTO is normally located
300-350 meters at a place from where it is to be seen by the SM. During foggy or tempestuous
weather, when such aVTO is not seen by the SM, it shall determine that fog has set m.
(iii) VTO for MultipleAspect Colour light signalling-
(a) At Station with MACLS, the prescribed VTO will be the Starter Signal of either side located
at a distance of not less than 180 meters from the centre of the SM's office where the Station
Master shallnonnallystaiKl for exchanging ofsignals..
(b)whenaprescnbed VTO is not visible from 180 meter or more during dense fog, the SMshall
not use his descretion as per GR 3.61 (2) (a) but will arrange to place the detonators to warn
the Loco Pilot, unless specified otherwise in these instructions.
(iv) When the VTO (or the prescribed (VTO) provided under conditions laid down is not visible to
the Station Master, he shall take action as under-
(a) Ensure that signals are lit during night as well as during day in Semaphore Signalling
sections when visibility is impaired due tofog.
(b) Observe the VTObefore granting Line Cleartoatraia
(c) In case prescribed VTO is not visible take action as under-
• Station Master shall depute fog signalman with detonators to place detonators in
situations prescribed under SR 3.61/1 (b) (ii) at 270 meters from the first stop signal to
mformmadvancethelocationofthis signal to the Loco Pilot ofthe approaching tram.
• No shunting should be earned out on non-isolated lines after granting Line clear to an
approachmgtram.
(d) Provisions given as per GR 5.18 to be followed strictly and no tram to be advanced beyond
theStarter,orbeyondintermediateStartersignalwherethisexists,uptotheAdvance Starter
atstationswhichdonothavetrackcircuitingmthiszone.
58
3W-3 few
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fa) ^^^^^50f%.^.^^^^t(^f^15%.^.^^^^tot)3fK^^^
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fa) ' * #>ft <* ^ R ^ f ^ i ^ ^ f%ro ^ r t - ^rgf ; ^ r ^ ftiw * w ^ TOT ^rra

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fa) «l^dl^MÎ^^^^#feê^Mdem^-^^fim^^T^qei^^ll^
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:
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lie
45 to* :to*: 270 to*
-7? #
59
CHAPTER-III SIGNALS
fbifflWhereitisnotnecessarvtoplacedetonators-
It is not necessary to place detonators to indicate location of a stop signal to the Loco Pilot in following
circumstances-
(a) InsectionswhereareliableFogSafeDevicehasbeenprovidedonlocomotives;
(b) Whereadequatepre-warningisprovidedi.e.atstationswheredoubledistantsignalsareprovided;
(c) Where maximum speed allowed in the station section is upto 15 kmph even at station where pre-
wamingsignalisnot available, butaWaniingBoardexists;
(d) Where speed of the section is less than 50 kmph (but more than 15 kmph) and the first signal of
Stationisnotastopsignal;
(e) InAutomaticSignalingterritory;
(f) On Gate Signal;
(g) OnDeparture Signal;
(h) Atthesite(s)ofTemporarySpeedRestrictionimposedduetomaintenanceofTrack/OHE/Signal.
(ii) Where it is necessary to place detonators-

The detonators should be placed at 270 meters short of the first stop signal at stations detailed as
under-
(a) At 'A' class stations where Warner exists - Detonators to be placed short of Home Signal and not
theWarnerSignal.
(b) At 'B' class station equipped with Lower Quadrant Signals Detonators to be placed short or
Outer Signal.
(c) In Multiple Aspect Signalling, where single Distant Signal is provided-
Detonators to be placed short of Home Signal.
Note: The Fog Signal posts will be provided only at stations where there may be a requirement for
^ c T n g detonators, Such posts may" therefore, be shifted suitably based on the above mentioned
posmon(s).
(c) The fog signal post be erected at 270 meters from the first stop signal. The Fog signal post
will consist of steel trough sleepers or wooden sleepers painted alternatively black and white and fixed
vertically in the ground. On electrified section OHE mast on either direction to serve as Fog Signal post,
which will be painted in the direction of traffic at height of three feet from Rail level, one foot wide white
band with two circular Red marks of the size of a detonator. No fog signal posts are to be provided at
stations withDoubleDistantSignalsandatstationswhichdonotquahfyftplacementofdetonators.
(d) Each of these fog signalmen shall be provided with 20 detonating (fog) signals. The fog
signalman shall place two detonators on the centre of the head of the rail, about 10 meters apart from each
other, which on explosion under the wheels of an engine, will warn the Loco Pilot of his proximity to the
Outer. WarnerorDistant/Innerdistantsignalofthestation, as thecasemaybe.
(e) After the passage of each tram over the detonating (fog) signals, which have been so placed
ontherails/thesignalmanshallimmediatelyreplacethembytwofreshdetonators.
(f) When a railway servant has to place detonators on the line, he must withdraw beyond the
safety radius of 45 meters from the detonator or detonators before they are exploded by an approaching
engine or tram. He shall be responsible for warning as far as circumstances permit any person in the
vicinity to standbeyondthe safetyradius.
(g) The Position of the fog signal post, the fog signals and the fog signalman are shown in the
diagrambelow:
59
3M-3 f^RR
(R) TOW (RRR) ?TRR R R2T Rg? RR RR R*R5 R%fi^ RFR RRT R2T W R * f%RRT
RR <* RRTR I ^ R TR fM\ smm <&TOR R m RT^R ftmer %r TOR.3.53 R ™ RW K R *
^ r ^ \ irifefi * eftfr ^TTRTO RT TOW ? R R RRHR * f^ frw RTSR f%™ *r WTT.R.3.54 R
OF) ^ ^ ^ i ^ d ^ H ^ ^ ^ ^ ^ s . e i / i ^ ^ ^ ^ ^ ^ ^ f t ^ c f t ^ ^ i ^ w r
f%RRT (TORt) ^ T H R%f^R R WT R R R R R (TOR ^ ^ f ) ^ ^ ^ RRRT 3TR R% ?RR1
R ÎdMId c ^ K l ($t%RTOR)Rf STCRT (RRR) iRRRRRT R R R RR RT^T 3TR % ^ f t (RRRRR) RJ1
(51) R R S R R ^ f ? OT RRRT? TR W M M ^ t , W f%TO %T RT R W ^ c T R R R^

ft** ^ T RRT R RR TRRR R ^ * W R ^ ^ F R RR TOW ? R R ^ RT * R W ^ c I T 11 R R
RTR^RRTRR^RiRFR^'RRdRRRRRJRrRTR^
f%RRTR^TRTfRRRTTR|
(e) ^ f ^ M ^ foWU «fed H^<fr ^ H RRR5 MriW ^ ^ R R R R T R R ? I ^ H HIW
" ^ ^ M r i l ^ l ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ f ^ ^ ^ ^ R T ^ ^ ^ ^ ^ ^ ^ ^ R ^ R ^ W
(5) ^ ^ ^ c J ^ ^ R R ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W ^ ^ ^ R R W ^ ^ W ^ ^ . R .
15.09 3 k RRRR ^ R R P TRRT? R W R ^ f R T RR5 R R R R R W W R, eft ^ 9 H ^ t . (RRT2T) R
R R RCT8R^ d R R f%RRT R 270 ?TOT FR* (arafcT RR^ ^ 3TR) R*JR TRR if RTR ^R TOR RRT R R R
RR^REpH^d^HaHldRRR^RR^TTRRTTI
^ : - R R ^ RRP ^ T* Rf ^ t f%TOR TRRRT f W t TORI * 3ffiR R ^ f%RRT R R2T W R R R ,
^.R.3.61/2. R T i R R ^ R T W t R R -
(R) (i) ^ ^ ^ R ^ ^ e f F ^ R ^ ^ 3 R ^ f t ^ ^ W ^ ^ t f % ^ ^ ^ ^ R ^ ^ ^ R f ^ t ,
era ^ R<F RT ^ ^t% ^R W R RRRT Rf R R RT TRRR^ RsT ^ R Rf% t%R 3R#T ^
q ^ ^ R R > fÎ t R R ^ , RRft R R H ^ *f W R% 60 t%.R. R% TO ^ a r f ^ ^ f R R I
(ii) ^ ( ^ f t w # ) ^ ^ ^ ) W s r f ^ ^ W R ^ ^ ^ ^ t ^ ^ f t R ^
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(iii) ^ « ^ ^ « * ^ ^ ( i ) ^ w t , ^ ^ * 6 0 M # w ^ A
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(iv) R R f e R 6R37 ^ f if RrT RtR 3> ^R ?f>. (i) if RevfRM efFR MWcHri ^ f¥R5 3> 3RRR R R ,
t % R ^ R R^ R% ^ ^RR^ Rjt R R -
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^ ^ R % ^ ^ ^ R ™ W « # T ^ ^ ^ ^ f ^ ^ R ^ |
(v) ^d^^Hr^lîfR^Hl^lâilri^^^^Hr^lMcdPd^r^R^RW^R^Rf^^
R R ^ ^ R T ^ W Rlt t era ^TRR RRTO ^.R. 3.61 / 2 (a) (i) ^ (iv) RP RT ^RTRR RRt
RRR ^ R T » ? R R) R R if t%Rq ^ R t%R ^FT, ^ yf^fR R Rf (^TRT RRTO) R R
RT ^RRRcR ^ R ^ ( R # R R ^ ) R% ^ R R ^ f R 11
(R) RW^^qîf.^^Md^l^^lR^^^R^^^ri^^HPÎîf^^ri^^Hd^RRW^
RrfRRR^RR^RfR^RI
(ii) ^ ^ f t ftFReT ^TR^R «fr£ ^TR R^, # R / W T R ^ , R R R ^ R R M f 3Tk TO ^TRRRRT
W T R R R R RT RTOR R R R R ^ t , R R R R T O f R R R R T R f ^ ^ S R T ^ ^ Rcff/RTR
R R R R RRSR ^ RTR RT%^ I
60
CHAPTER-III SIGNALS
(h) Each of the trained men sent out with detonating (fog) signals, shall carry a hand signal
lamp.Shouldthefogsignalmanbeawareofanyobstructiononthelme,heshallshowadangerhandsignal
in accordance with General Rule 3.53, in the direction in which a tram is expected or approaching. On
single line sections for trains leaving a station, the fog signalman deputed to place detonators shall show to
the Loco Pilota-Proceed-Cgre^handsignalin accordance withG.R.3.54.
(i) As soon as it is necessary for the SM on duty to take action under SR.3.61/l(c), he will
immediately call on duty two men trained m fog signalling duties and will depute them to either endofthe
station limits. Fog signalman will be detailed for duty at stations, partly drawn from the station Traffic
staff and partly from Engineering Gangman and must not be substitutes but regular employees of the
Railway.
G) On branch lines or sections on which traffic is light, instead of a fog signalman remaining
continuously on duty at each fog signal post, a fog signalman may be sent out to place detonating (fog)
signals for each individual tram. This procedure may only be adopted under special instructions. In such
cases,lineclearshallnotbegivenforatram,unlessthefogsignalmanhasbeensentoutatleast30minutes
before the trainisduetoleave the stationinrear.
(k) A Station Detonator Register must be maintained at each station with all requisite entries.
The Station Master will obtain signature or thumb impression of all men deputed to his station as
detonator (fog) signalman, as an acknowledgment that they understand the rules relating to the fog
signalling of trains.
(I) InfoggyortempestuousweatherorinduststormsSE(P.Way)orGangmatesmustpromptly
arrange for a regular Gangman to be deputed to place detonators on the rails 270 meters in rear of (i.e.
outside) the first caution signal in each direction when cautious driving is necessary due to repairs of the
lineorotherworksbeinginprogressvideG.R.15.09andtherelevantSubsidiaryRulesonthesubject.
Note:- In Automatic Signalling territory and in the section where distant signal of the concerned station
is combined with the last stop signal of the station in rear, placing of fog signals may be
dispensed with.
3.61/2.Precautionsdurm g fo g -
(a) (i) During fog when the Loco Pilot in his judgement feels that visibility is restricted due to fog, he
shall run at a speed at which he can control the tram so as to be prepared to stop short of any
obstruction, this speed shall many case not be more than 60 kmph.
(n) Loco Pilot to whistle frequently to warn the Gateman (Where Provided) and road users of an
approachingtrain at level crossings.
(in) InabsoluteBlockSystemthespeedshouldnotexceed60kmphasdetailedatitem(i)above.
(iv) In Automatic Block Territory the speed will be subject to the judgment of the Loco Pilot as
mentioned in item (i) above and shall not exceed as under-
(a) AfterpassinganAutomaticStopsignalat'Green',thespeednottoexceed60kmph.
(b) After passing an Automatic stop signal at 'Double Yellow' the speed not to exceed 30
kmph.
(c) After passing an Automatic stop signal at 'Yellow', the Loco Pilot to run at a further
restricted speed so as to be prepared to stop at the next stop signal or short of any
obstruction.
(v) In Automatic signalling Territory, when Modified Automatic Signalling system is introduced
and visibility is not clear due to fog or any other reason, the Loco Pilot shall comply with
S.R.3.61/2 (a)(i) to(iv) whereas in case of clear visibility he can run the tram at maximum
permissiblespeedexceptanyotherspeedrestrictions imposed.
(b) During fog season, lime marking across the track at the signal sighting board or at the Distant Signal
in case of double Distant signaling territory must be done.
(c) All Signal Signtmg Boards, Whistle Boards, W/L Boards, fog signal posts and busy vulnerable level
crossing gates which are accident prone should either be painted or provided with yellow/black
luminous strips.
60
3W-3 ftPFM
3.62. ara^ri^TRTreiêniPTT-
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^t ^TIT * 800 to 3TPt ^PTT Sfh «n?f W T TR CTWT 10-10 to «# 3PTR * cft^T
W ^ t eTT^T (ST* * * ) TR W T WsTT 3 T ^ T * 600 to ^ t «g& TR Sfh

^ q ^ 1 2 0 0 t o ^ ^ ^ . ^ W ^ ^ ^ W T 1 0 t o ^ ^ . ^ w t f |
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3.64. *ra^^>ir™n*t ate XFS TINT W T T -
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61
CHAPTER-IW SIGNALS
3.62. Placing of detonators in case of obstruction-

(1) Whenever in consequence of an obstruction of a line, it is necessary for a railway servant to
stop approaching trains, he shall proceed, plainly showing his Stop hand signal, to a point
400 meters from the obstruction and place on the line one detonator and then proceed to a
point 800 metres from the obstruction and place on the line three detonators, about 10
meters apart, at such place.
Provided that on the Broad Guage the first detonator shall be placed at 600 meters
and three detonators at 1200 meters from the obstruction about 10 meters apart from each
other.
(2) If the said railway servant is recalled before the obstruction is removed, he shall leave
down three detonators and, on his way back, pick up the intermediate detonator.
3.63. Replacement of detonators on the line-Every railway servant placing detonators on the
line shall see that they are, when necessary, replaced immediately after a train has passed over them.
3.64. Knowledge and possession of detonators.
(1) (a) All Station Masters, Guards, Loco Pilots, Gangmates, Gatemen, and all other railway
servants on whom this duty is laid by the Railway Administration, shall keep a stock
of detonators.
(b) The Railway Administration shall be responsible for the supply, renewal periodical
testing and safe custody of such detonators and for ensuring that their use is properly
understood.
(2) Every railway servant concerned with the use of detonators shall have a correct
knowledge of their use and keep them ready for immediate use.
(3) Every railway servant shall see that the railway servants in his charge concerned with the
use of detonators have a correct knowledge of their use.
S.R. 3.64/1 StockofDetonators:-
(a) AcasecontammglOdetonatorsshallformpartoftheeqmpmen^whenonduty.ofeveryGaurd,
of every Loco Pilot on the footplate, of every motorman, of every Tower wagon/TTM driver, of every
RRV driver, of every Gangmate, of every Gateman, of every Bridge Guard, or every Cutting Guard, of
every patrolman and of every push trolleyman, motor trolleyman and lorryman. Every Keyman shall be
suppliedwithacasecontaimnglOdetonatoTsasapartofthis equipment.
(b) The Divisional Railway Manager shall prescribe the number of detonators, which must be kept
in stock at stations, yards, depots and running shed. Minimum stock of the detonators at stations should be
equal to two days consumption of the station.
The Station Masters, Loco Foremen, SE(P.Way) and Supervisor Incharge of depots are
responsible for seeingthatthestockof detonators isnever allowed to fall below the minimum.
S.R. 3.64/2. Supply ofDetonators:-
(a) Station Master will supply detonators to Guards headquartered at their stations and
Gatemenworkmgunder their control.
(b) SE (P.Way) shall supply detonators to Gangmates, Keymen, Gatemen (not covered in (a)
above). Bridge Guards, Cutting guards andPatrolmen.
(c) Loco Foremen will supply detonators to Loco Pilots.
(d) Theusersofpushtrolleymotortrolleylornesetcshallarrangeforthesupplyofdetonators.
(e) In other cases where the staff required to have detonators, respective supervisors will supply
the detonators.
S.R.3.64/3.Stora g eofDetonators:-
(a) Detonators must be carefully handled, as they are liable to explode if handle roughly.
(b) Detonatorsshallbekeptinthetincasesespeciallysuppliedandtheyshallbestoredindryplaces
and not left in contact with the brick walls, damp wood, chloride or lime or other disinfectants,
norexposedtodampnessorsteamorothervapours.
61
3W-3 few
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(g) ^ ^ W ? dUl ^ W ^ K M ijvft ( W T ) 3Tk f%qt <fr ^ f r r f t qfffenE ^ êcft <E^ <fe
(*r) y ^ ? ^ w ? , ^ T ^ H ^ f ^ ^ . ( W T ) ^ f M ^ ^ ^ q 4 t o , f ^ t ^
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f ^ ^ra» f^TT ^ r i rercff ^ Trftenr ftm ^RT^T I f%ti JPTF& rercff <* J T ^ ^ / ^ * w TOT ^t
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^ T ark ^ qf^m ^ f t w ^ ^r eft ^ S*r <* uercff ^ w k w ^ * f ^ ^ «rcr f^rr VJTT^TT.
ft) q^jpir <* ^ if ^T ^ ^ r r r M ^r *frs^. ^ f%^fr stf^ <tfr, ^ S M f^r ^ ^
arc* m^\ w^-^m <* sf^ # ^ T i ^tem * <J>I*TF& <*fiti ^ w f ^ ^ t #ft f% ^ q%m * ^
^ ^ q ^ ^ i f ^ f W ^ w ^ ^ f ^ t o ^ m ^ ^ q ^ ^ i ^ ^ ^ ^
^ ^ f ^ 4 5 ^ ^ ^ ^ f ^ ^ t ^ 3 f ^ ^ O T ^ |
(ff) 4 5 ^ ^ ? T ^ ^ ^ ^ f ^ W ^ ^ ^ q ^ ^ ^ q ^ ^ ^ ? T ^
W 3Tk ^ T^jjRff ^ q f ^ R W ^ I
(51) f^^îR^^WTO^^t.^TOP^^^^^d^M^Vl^f^HMI^^
62
CHAPTER-III SIGNALS
(c) The month and year of manufacture is shown on the label outside each case and is also stamped
on each detonator. Detonators must be used in order of the dates stamped on them, those of the
oldest date being always used first. To facilitate ready withdrawal in this sequence, they should
be stored also accordingly
S.R. 3.64/4. Use of Detonators -
(a) For use, a detonator shall be placed on the centre of the head of the rail with the label or brand of
the detonator upwards, and shall be securely fastened to the rail by bending the clasps attached with the
detonators round the upper flange of the rail If the clasp is damaged, a handful of soft earth will hold the
detonatorontherail.
(b) Station Master, Loco Foreman, SE (P. Way) and Supervisor Incharge of depot are responsible for
ensuring that the detonators in possession of the Railway servants under them are tested as prescribed
undertherulesandthatthestaffknownhowandwhentousethem.
(c) Each StationMaster, Loco Foreman, SE (P. Way) and Supervisor incharge of depot will maintain
a register of receipts, use and testing of detonators in respect of Railway staff to whom detonators were
issuedbyhim.
S.R. 3.64/5. Testing of Detonators -
(a) Testing of detonators shall be done at the stations/depots where stock of detonators are kept for
issue to roadside stations/running staff/P.Way & other staff. The depot incharge shall be responsible for
testing of detonators one from each batch at least once in 12 months. Proper record of testing done should
bemaintamed.
(b) The normal shelf life of detonators manufactured during 2010 and thereafter shall be 5 years.
Reckoned from the year of its manufacture. It can however, be extended further for a maximum of 3 more
years provided that detonators which are more than 5 years old are effective. For this purpose two
detonators of each batch lot should be tested at the end of 5 years and if the result of these tests are
satisfactory life of the detonators of that batch should be extended by one more year, on expiry of which
similar teste shouldbe conducted annually to extend the life ofdetonatorsofthat particular batch/lot upto
amaximumofSyearsfromtheyearofmanufacture.
Other than this, which are manufactured before 2010, the life of detonators will remain 7 years from
themonthofmanufacture.
(c) Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any way or
those failing to explode during tests or in actual working shall be promptly returned to the issuing officer
forreplacement.
(d) While testing detonators from a plastic case, the one which is the oldest as regards the date of
manufacture shouldbe used.
(e) Detonators shall be tested under an empty wagon moving at 8 to 11 Kms. per hour. The empty
wagon must be propelled by a electric or diesel locomotive. Test shall not be carried out by any person
below the rank of a Traffic Inspector, SE (P.Way), Loco Inspector, Loco Foreman. Station Master at
Guard's headquarter station are, however, authorised to test detonators in their charge or issued by them.
Caremustbetaken to ensure thattest is not conducted m a crowded locality or near a level crossing where
splinters from detonators may cause injury.
(f) ExceptingtheCrewofthelocomotiveemployedinthetest,nopersonshallbeallowedtoremam
with in a radius of 45 meters of the detonator which is being tested. The engine crew shall also keep
themselves well within the cab while passing over the detonators. The ofiicial-m-charge of the testing
operation, shall before commencement of the operation, be responsible for posting sufficient men to
ensure thatno person encroaches upon the 45 meters safety radius until thetestis completed.
(g) The staff shall, while observing the safety radius of 45 meters, place them as far as possible in
rear of the locomotive of tram or wagon passing over the detonators as it has been found in practice that
splinters from detonators seldom fly in a direction towards the rear ofthe wheel which explodes them.
(h) A record or the number of detonators tested as also the result of test shall be maintained in a
specialregisterkeptforthepurposeattheplaceoftestmg.
(i) After the test is completed, results ofthe tests shall be communicated to the issuing officer ofthe
detonators, by the Official conducting the test.
G) Thestaffmpossessionofdetonatorsmustnotmakeanyimproperuseofthem.
62
3W-3 few
^.R.3.64/6. S I S T t ^ H ^ -
fr) f ^ ^ ^ i f R ^ ^ ^ w f T ^ ^ R R T R R R R R ^ ^ R R . R g f ^ ^ R ^
&) ^ R f%tfT ^ ? M TR ^ T f%TO ^ f e ^ ^ ?t ^ ?t eft HHPdfad ^ R ^ <fl RPft

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d U l M M d r i ^ ; ^ ^ ^ R f % ^ ^ % T O R i ^ ^ R ? g R R f % ?
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(iii)
W f % R R R <* R ^ p t f <ST ^ R R ^ Rf%R <* ^ ^ ^R fRRPft ^ ^ ^
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^ ? F ^ ^ ^ ^ i f f R R ^ ^ ? ^ ^ ^ ^ | c K H M l P ^ R f ^ ^
W. OT^R^^3TR*JcRTI?R^ 3cTRR * * £ ^ RRRcT -
3.65. f^RT:
STR ^Teft * n ^ «st sPRta ^t ^ R T ***ftnj*rahrtfemj>irrt*iT3 f % ^ f * t ^cR SRT
cT^fTR <^T **1RJR £ ^ WTROcT: W ^ eTTeT if3ftpr ^ RRRcT «I«ft 3T3RT f^T ^ eTTeT 3R&
^.R.3.65/1. f%# ^ W R ^ R ^ i f ^ R R R R ^ ^ T ^ R ^ <ti ^ R R ^ <* f^R « P M

W * R R eTM ^ f t R ^ f%TO OTf^^^^SfR^TJRRi%R RRR I
3.66 3cTRR ( R R > ) RRRR" ^T *nihr -
f ^ R R ™ ^ . f r . 3 . 6 5 ^ ^ f ^ ^ M i ^ f ^ ^
3.67. 3R^f%RRR-^RTR4Rfi^vR^WWTT:-
s f ^ r fM*r ai^nY IJRT f t a f Rcr * a RRRR" ^ ^ s ^ w ^ i

(S) **T IRITCFT ^TT.R. 3.65 «# Sf^Rf fM^T S R , ^ IJRT R^RcT ^ ftPRclY «fi
3 R p . H < M < M U I crsn vFPtf ^rfecr sfFRsn * ?rra w f t ^ R % R ^ R «#
ftnj ftTR^R S^TT ft, ^ R R ^ r f ^T ^?\ ^ F * ^ ^ R ^ ^PT?T ftRT W t I
(T) ^ y?TRR. ^ M t ^ êTT^T. WZ. W P P ^ I ^ ^ i P e l d ^ ^ d ^ f TR ^ p f
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3 f ^ T ft^T a t ^ n T ^RT FT^TfRcT ^ RRRe^" ^ t 3 R p ^ R I
63
CHAPTER-III SIGNALS
S.R. 3.64/6. Important Warning:-

(a) Innocasethedetonatorsshouldbebunedorthrownmwateratsuchplaceswheretheycouldbe
recoveredbyhumanbemgs.
(b) In case when at a station the fog signals are totally exhausted the following action should be
taken:-
(0 Fog signalman must remain posted at the fog signal post with hand signal lamp showing
white light to the Loco pilot so as to attract his attention. The fog Signalman should
continuously try to draw the attention of the Loco Pilot by all means at his command
mcludmgbylightmgofmashalsandshoutingetc.
(11) LocoPilotshouldbemorevigilantandonthelookoutforthefogsignalman.
(in) Running of the trains be monitored by utilizing Inspectors of all concerned departments
dunngthepenodwhennormallydensefogisexpectedmaparticulararea.
(iv) Control staff should frequently check the alertness of the staff and ensure that they are
awake andcautious.
(v) Use of loop lines for stabling of loads be avoided and trains should be passed on mam lines
as far as practicable.
(vi) Loco Pilots should make use of the inter station distances indicated in the working time
table along with the kilometer reading on their speedometers while passing stations so that
theymaycontrolthespeedoftheir trains.
G. Signals to warn Incoming train of danger ahead
3.65 Description:
The signals to be used to warn the Incoming train of an obstruction shall be notified by the
Railway under special Instructions.
However, a red flashing hand signal lamp at night or a red flag during day will normally be
usedforthispurpose.
S.R. 3.65/1. Incase of any obstruction, a red flashing hand signal at night or a red flag during day will
normallybeusedforwarningtheLocoPilotofanapproachingtram.
3.66 Use of Warning Signals :-

When it becomes necessary to protect an obstruction in a block section, a signal as specified by
special instructions under GR 3.65 may be used, while the Railway Servant proceeds to place
detonators.
3.67 Knowledge and possession of Warning signals :-

(1) (a) All concerned Railway servants on whom this duty is laid by the Railway
Administration shall keep a stock of such signal (s) as specified by Special instructions
underGR3.65.
(b) The Railway Administration shall be responsible for the supply, renewal, and safe
custody of such signals as specified by Special instructions under GR 3.65 and for
ensuring that their use is properly understood.
(c) The Railway Administration shall supply every Guard, Loco Pilot, Patrolman and
Gateman working on the Double or Multiple line, Ghat, Suburban or Automatic
Block Territories with such signal (s) as specified by special Instructions under GR
3.65.
63
3W-3 few
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3. ^^êr^^^^^Tf%^T#^fTR^^FT^^^T^êr^^.^^T.R3.65^
3f^T ft?N ST^^lf 1JRT fttfffcr ^T ^cTT^ft RRR^f «# * ^ * ^ff^T t . ^ r a T ^
q^r^Hi^Mat i
>*. * R R 11? W ^ RRRR* 3TR «pfc
3.68. faw^^RT^tlt^TR^RlW^^*!-
(1) ^ ^ ^?R W * «5t W ^ ft, ^ RRRcT W R ^ T O t ^ ^ ^ O T ^ ! ^
^Ht.M^^l-
(*) ftrW^.^^qi^lT^'ft^^^t^.cR^*
«J&cq«rc«iT«p**TT|
era R f w ^T ^ # ftn? y f t f ^ ^ r (feê) ^ T T ^ r era ra vRrai ^ ^RCT
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69 3TR 3.70 «# 3T^TR ^ R ^ «P**TT. <WT

fc) <Ri *T^TT ^ t ?RRTT. RRRerf ^ t ^^TTeT «# ftn? f ^ T R êT ^ r a «5t 3TR * f t
^ ^ M ^ t ^ f ^ R r a ^ t t f ^ T T I
(2) ^ f % ^ ^ ^ H R ^ ^ e l t ^ q T W ^ . W ^ f % ^ ^ ^ ^ ^ ^ ^ f % ^ ^ R ^ ? R
* R I W * *RRft I R t ^ t ÊRRTT ftcRft t cfT ^ 1 <R+ cH*T «fi ^ f f ^ T ^ ? R l W ? «5t 3TR
(3) Tfc # ^ r a c i W M f^RRRr ( ^ w ^ ^ftra ^ t c r ) ehtf H ftera *£*Fff *R ftrw

*RR it ^ £ cfT M *RT«ft ^T W cf^ TR # ^ t ^ c l W T O f^RRRT q R ^ R r a
*&M W ? ^ t ITBtf ^ r eft oTTM I ^ 1 ^ f ^ c T ^ E t t f r T / ^ E H H I ^ jJRT ^ WT *RH 3 ^ R T O
(i) ^t^f^^^t^raR^^^f^^t,
(ii) ^ w t e ^ w f ^ M M t o w t ,
(iii) w f c « R T C ^ f « ^ i ^ ^ W O T l ^ w t l
(iv) # W ^ M t l W ^ t o w t |
(v) ^ f ^ T e l l ^ ^ l ^ t a f R ^ T ^ ^ ^ r a g ^ t i
^ ^ ^ ^ ^ ^ % T O * l t ^ ^ ? ^ W ^ ; ^ ^ W ^ ? t T O ^ : ^
it, w ^mT ra ftz& at fM\ ^ w <* <mw t%# <*£ if %r / ^ / fttf eft ^ f ^ *rit t SIR ^
^ l t ^ ^ ^ ^ ^ ^ O T ^ | ^ ^ ^ % T O * ^ ^ ^ ? ^ W ^ ; ^ ? t
^mra T t ^ ^ 5^: ^ ^ ra^ ^Rt^ i u* ^R ^t ^ft ftmer 'sfra'^ i t T # eft * r a i ^ / * R H w ? ^
^^^R^^dt^fM^t.^^^^^^R^^^d^liraRH^Md^Ht^^Ti^^tgfe
64
CHAPTER-III SIGNALS
(2) Every Railway servant concerned with the use of signals as specified by special
instructions under GR 3.65 shall have a correct knowledge of their use and keep them
readyforimmediateuse.
(3) Every Railway servant shall see that the Railway servants in his charge concerned
with the use of warning signals as specified by Special instructions under GR. 3.65,
haveacorrectknowledgeoftheiruse.
H. Defective fixed Signals and Points
3.68. Duties of Station Master generally when a signal is defective -

(1) As soon as a Station Master becomes aware that any signal has become defective or has
ceasedtoworkproperly,heshall-
(a) immediately arrange to place the signal at 'On' if it is not already in that position;
(b) depute competent railway servants with such hand signals and detonators as may
be required to give signals at the foot of the defective signal until he is satisfied that
such signal has been put into proper working order;
(c) take action in accordance with Rules 3.69 and 3.70 as may be required for movement
of trains past the defective signals; and
(d) report the occurrence to the railway servant responsible for the upkeep of the
signals, and if the section is controlled, the controller also.
(2) When the Station Master receives information of any defect in a signals not pertaining to
his station from the Loco Pilot or the Guard or any other railway servant he shall
immediately inform the Station Master concerned of the fact and keep the controller
advised, where the section is controlled.
(3) In case of signals becoming defective at stations situated on Centralised Traffic Control
territories, the Centralised Traffic Control Operator on becoming aware of such defects,
shall takeactioninaccordancewithspecialinstructions.
S.R. 3.68/1. (a) At an interlocked station provided with a cabin or cabins, should it be found even after
due check that a signal governing the movement of a tram cannot be taken 'OFF' the Station Master on
duty shall be informed. He shall arrange to have it checked by the Cabmman/Cabm Master concerned or,
where there is a Cabin S.M. by the latter, whether :-
(0 allrelevantpomtshavebeencorrectlyset:
(ii) allrelevantfacmgpomtshavebeenlocked:
(iii)interlockedlevelcrossinggates s ifany s havebeenclosedandlocked:
(iv) correctslothasbeengivenorreceived;
(v) therelevantlmeisclearandfreefromobstructions.
If after these checks, the concerned signals come 'OFF' normal workmg shall be resumed, with
the permission of the Station Master. If a signal still does not come 'OFF' the Cabmman/Cabm Master or
cabin A.S.M. as the case may be, shall then ascertain whether there is a gap in any of the points caused by
ballast or any other obstruction and arrange to remove them. If after this, the signal comes 'OFF' normal
workmg shall be resumed with the permission of the station Master. Should, however, the srgnal still fails
to come 'OFF' the Cabmman/Cabmmaster or the Cabin A.S.M. as the case may be, shall confirm to the
Station Master on duty that the srgnal is defective and such advise shall be confirmed by an exchange of
private numbers.
64
3W-3 few
(s) (i) f^^^^f^^^^^^fM^^^^f^^M^f^^^^^^t

*TR? xlfecT RRRR * W t 3 W ^ R f%TO ^ t W^m ofPR ^ ^ f R TRTrf^ f%R ^RT *nf^, ^
^PRT 3TR ?<RR TRRRff TR Rf%R ^ t ^ t / T R R <fr ftp? <R RRff 3 RRT% ^RT-RR <* W R Rf%R
^TTR^^tROT^tWRRI
" ^r ^ST^T ^fr^ ^m^rr f^m^r^r ^pr^f ^ r ^ o - ^ ^ f ^ n ^TT^mr cnf% ^ ^ r ^ m ^ r f^m^^ ^T^CT^TT^ ^ r ^Tê
(ii) wf^M3?^^to^^ÔTt^^^^frw^f%#^™^
^^taTPfRR^lftwrRtcft f%TO ^fjRRT 5RT m& R^Rf ^ ^ R i - J R R wti ^
ofPR *fm ^R TRTrf^ PPR ^RT RR? I RR f%TO ' 3 f M ^RT t eft R R Rt WV R M i RRRR *
^ R TR ^ R / J t P R f%R RRT R%? | RRT RR f%TO TTRP^ ^ f RR t eft f%TO R?R W T RRT
xTT%J 3TR ?sRR RRRR *TC ^Tf%R Rt ^ t / R R t R RR IR f^Pft R ^ ^ R RRR^ RrffRR R ; M R R #
^/RRtRtROTRtRRtRRqi
(it)frM^ R R f c TRRTf T* Rtf * f ^ P R / ^ ^ R ^ R RPR ?RRR ^ ? M R ^ RfR R#f t,
R 5 f ^ S t R T ? ^ R R R ^ ? R R R f R R 3.68/1 (R) H RRft RR RfR R R R RR RTRRR Rq * RRRR
IftRI
(ET) ^ q T ^ ^ f ^ ^ ^ ^ ^ ^ M ^ ^ f t ^ ^ ^ ^ R ^ ^ ^ ^ ^ r ^ ^ W ^ W
RtRRRftRRRR^fRfRR^RrRRRPRRfRRRRRRRRR^R^
^M^f^^^^^^^l^^^^^f^^'^w'^t^cft^mRT^^^^,^
iifz^Hwîf^f%^w^^fMf^f%\
^.R. 3.68/2. RR RRRR1 3pp RR? if RR R? ^f 1ft RR RRTOTR, R R R ^ oRRf Rt R R R? W
RPjRRPPRRRR^^R^RtROTRtRfttRtfRRfRRRTÎ
^.R.3.68/3. ta^M^^ TRRRT R R ^ R W R R ^ ^ S t R ? t R R R R R R ^ ?T.R.3.68(R) R
RJRR RPRRt RRT I RR TRRRT Rt ^TRT RR' f%RR 3 ^TR RR4 ^ R eft RR} f^RRT R R^ RRT'
^ f T R R ^ ^ ^ R ^ ^ R ^ ^ ^ W R R ^ ^ ^ I ^ f ^ ^ ^ R T ^ ^ ^ ^ ^ t c f t ^ ^ ^ ^
f^l^Tf^TTRT^T^r^^f^Ri^M^ c||q^ -sffR-f^r^T^^fRRTTRRTTI
^.R.3.68/4. RRJRRqRR - R^ fRR RRRTR^ RRR q? RRqRR P R R T R R R R R R } R R P t c f t
RR^f^RRRRt^KHÎRRtRI
^.R.3.68/5. R R R g % T O R ) R O T R R ^ l P r i ^ ^
^^^r^^^^|dUlMmdri^^M^d^||f%^f^^^^^^q^^'5W'^Rf^^r^
t f 7 W R ^ f ^ ^ ^ ^ ^ T ^ ^ f ^ t f % ^ f T R ^ ^ ^ t l M ^ ^ ^ ^ ? f f ^ ^ ^
^ ^ t ^RT fcm Vit ^ T tRRR^ ^ ^ ^ R ^ ?Mf I
t 3TR TRW ^Rt ^ t efe Wl fÎT t ^ ^ f f ^ t ^ t t 3TR ^ f W^f ^Rt ^R cITeff ^ ^ w t , ^
^.R.3.68/6. fTR^^^^^RrfM^t^RWtRR^^tT^R^R-
(^) t%#ftPReT^ ^ T R ^ R ^ t T i ^ R c R ^ R ^ t ^ ^ ^ ^ R ^ M ^ 1 M ^ Mt
fefecr TN ^ ^ feR^ ^ficr ^ f e / R S R ^ * T R ; ^ ^ T j q ^ iff, T R J R R tRRR^
^ ^ S W / ^ ^ ^ t ^ t *TT 3fR ^ f 5 tCTRT^PT^ R ^ R 7 R / ^ f ^ ^ R T R / ^ f ^ R ^f^PT ^ R T R
^t ^ R I RRWfRRRefi ^ ^ ^ ^ ^ Mt ^ W ym ^TdRR tRftSPP 3TR ^ t e T (RRTRRT ^Pf^
<R)^^^PRT|
65
CHAPTER-III SIGNALS
(b)(i) AtstationswhereelectncpomtmdicationsareprovMedmcabmstomdicatethepositionof
electrically detected points and in cases where such an indication does not appear mspite of correct route
having been set & locked, the signal concerned should be operated by pulling its relevant lever in case of
colour light or motor operated signals. If signals come 'OFF' the tram should be received/despatched on
signals as usual, if, however, the signal fails to respond the signal should be treated as defective and
reception/departure arranged as per the procedure prescribed in these rules for reception/despatch of
trains on defective signals. In the case of semaphore signals provided with Electric signal reverses, if the
point indication does not appear, the signal should be treated as defective and reception departure
arranged as per the procedure prescribed in these rules for reception/despatch of trains on defective
signals.
NOTE:-The Station Working Rules of each station shall enumerate the precise signals provided with
reverser or electric signal motors or colour light signal units to make the application of this procedure
clear to the Cabinman.
(11) In case of electric indication of slots provided in Cabins, if electric indication of the slot
fails due to failure of bulb or any other reason, the colour light or electric motor operated signal should be
operatedbythe Cabinman by pulling its relevant lever after verifying under exchange of private numbers
that the relevant slot has been given. If the signal comes off, the tram should be received/despatched on
signals as usual. If,however, the signal fails to respond, the signal should be treated as defective and
reception/despatch arranged as per the procedure prescribed in these rules for reception/despatch of trains
on defective signals.
(c) At interlocked stations where no cabin staff are posted, the Station Master on duty shall ensure
the checks(mentionedinSR3.68/l(a))p e rsoiiallyorby the deputing ofany competent staff.
(d) Atnon-interlockedstationswherepomtsarefittedwithkeylock,theStationMastermustsatisfy
himself personally that there is no gap in the points due to ballast etc. or any obstruction and if there is,
should remove it, if this results in the signals coming 'OFF' normal working shall be resumed. At such
stations the extraction of appropriate key will ensure that the points have been correctly set and locked
without anygap.
S.R. 3.68/2. If interlocking is in order and whenever possible, relevant levers shall be pulled in order to
obtain the security providedby the interlocking.
S.R. 368/3. The Station Master on duty at the Station where any signal has become defective, shall act in
accordance with G.R.3.68(a). Where it is not possible to put the signal back to 'ON' he shall arrange to
have a stop hand signal exhibited continuously at the foot of the defective signal. If the signal lamp has
beenhUsshallbeputoutuntilthesignalisputbackto'ON'.
S.R. 3.68/4. Defective mterlockmg-When interlocking fails or becomes defective at an interlocked

station, therelevantsignalsshall be treatedas defective.
S.R. 3.68/5. A shunt signal where provided should be used for shunting operations unless it is defective.
TheLocopilotwillensurethatshuntsignalistakenoffbeforehepassesitexceptinthecaseheis informed
that it is defective. In such a case he will be guided by hand signal exhibited by the person in charge of
shunting operations.
The person-m charge of shunting operation shall ensure that all relevant points are properly
set and facing points are not gaping and also the facing point locks where provided are operated locking
thepomts.
S.R.3.68/6. Reporting of Defective Signals to the Signal Maintenance Staff

(a) On receipt of information of a signal being defective the Station Master on duty shall report
such defects with complete particulars either in writing or on control local phones, if any,
available to the concerned Signal Mamtamer/s with copy to the JE/SE (Sig.). A copy of the
reports of Signal/Signals shall also be endorsed to the Traffic inspector, and the Control on
controlled section.
65
3W-3 few
(s) ^ H HIW i ^ H d ^ ? s R r e i f H ^ W ^ i f i ^ H d l ^ d d l ^ P ^ i f cNÎ ^ f e 4^11
? ^ W ^ a ^ a m ^ W ^ O T ^ , ^ a T O ^ ^ ? ^ ^ ^ ^ ^ f ^
^Rr^ftfaf^^RRTi
^ # ^ro T^RJw^^sRRt^^^^f^^RT M w ^ ^ft
^f^^^W^Rtâfc^^f^îf^^Rfe^^fti
T ^ ^ ^ ^ ^ a k f ^ T O ^ f e ^ ^ ^ ^ a ^ ^ ^ i t a ^ ^ M ^ I
eft^T TO^ W T 3fW ^ t ^ T efffi q#feR» <* UTCT ^ t f q W ^ W ^ ^ 3 *eT TO.
^.H.3.68/7.
cR ^."R. 3.68/1 (3>) ^f R q ^R a R ^ f f ^T W R 3RcT f ? Tfft ^TsffSRT ^ f M ^T T # cFfr£ ^T ^fe

w ^ f t ^ f f ^ **gsr ^ f <tfr ^ r f ^ fan ^ R T xn%j i ^ W r it *rcra ftPMeff * # I R
iTfetf <tfr ^ t / * ^ <* M if * u t o <* aR^R *nf%tf <tfr ^ / ^ ^ tf ^ w <ft
(s) ^ f f ^ ^ d l ^ l ^ ^ R ^ i t ^ ^ ^ ^ e r f ^ c ^ ^ ^ ^ f ^ ^ , ^ ^ ^ ^ ^ ^
W c^lft W T J R ^ **cR> ^ R T ^ ^ ^ W ? <fc ^ t W ^ T ^ R if eRT afc ^ ^

^ i t ^ , % T O ^ f t w ^ ^ i t ? M ^ ^ ^ ^ ^ ^ ^ a t k ? ^ ^ ^ t
^rf^t%^^RT^|
(ii) *rcra t % r o i ^ w ^ ^ ^ ^ ^ ^ t ^ f ^ ^ t t a i k T R i t ^ r ^wr w t w
W f a / 3 6 9 ( 3 ^ ) Wl ^ R t f^JT ^ R eft ^ JRJTC ^ M ^ R TO cRT cR> ^ R t ^ f^TT ^ R T ^ ^

cR» ^ f ^ * # ^ ^ * ^ R if W t a m ^ if m& ^ R ? ^ a ^ R TOR ^ ^ TOT ^ I ipfT ^ R if
M ^ et>îR4T^RRite ^ ^ i R i ^ r f ^ t ^ H ^ M H R?Rf if ^ f e r t%?n ^RRT i
(iii) ftR^^^-^^^^f^^^^^âra*^
if) a ^ W l * r (arafcr 45 f M ) cra» 'am. ifr m f t t % r o ^ ^ ^ i ^ f O T ^ c i T ^ O T
(iv) ?^<fr4*iiR^fi^în^3sraa^
tl
(v) f ^ ^ ^ ^ ^ m ^ - f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ i R ^ ^ f e ^ ^ ^ w ^ / ^
^ ^ ^ ^ W ^ ^ * M ^ O T ^ ^ ^ f a f c ^ ^ ^ O T M c f t ^
? ^ ^ ^ ^ t R R ? ^ T O ^ ^ M ^ ^ t ^ ? ^ ^ t i f f ^ R TTOT*nrf ^ r
R T O <* ^RT ^ r a ^ uvft (f^PRer) ^r ^ r ^TT ^ a r f ^ j ^ ^ ^ , ^ f^Rer f^RT araf^ ^
^ R T ^ ^ ^ R ^ a M ^ P t i ^ a r a M f ^ , ™ ^ ^ F T 3 i k wm^ f ^ m 3.68 ^ 3.70
afc T R ^ ^ f ^ ^ T ^ R ^ f^Rf it f^rffer ^ R f W ^ ^ a^^R w k r # ^ ^ M | ^ »
^R ^ ^ W ^ / ^ r a it ^ ^RR ^ 3 S - W f ^ eft % T O ^ ^ R R ^ f W ^RT 3 ^ f ^ R ^ ^
(vi) c J ^ ^ ^ a ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ R ^ ^ f ^ ^ ^ ^ ^ R ^ ^ l ^ l ^ ^ ^ t ^ ^
a ^ ^ ^ ziifeij a t k a i ^ ^ d i ^ K a ^ f t «»I4«J^ « » ^ *\feii I
^.R.3.68/8. H ? m M l ^ - ( ^ ) f ^ ^ ^ ^ f t i W f ^ ^ f t m c T ' m x i i ^
a^:^^^f^^^^^HHHMil^î^^^^f^^%^^^^^â^^f^^''afro-
I f f a t k ^ ^ ^ f t w f ^ ^ f ^ y^RT T R R ^ ^ "afTO" H era ^ ^ f t ftFReff ^ W R F T M
^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ H N H M I ^ ^ I ^ q ^ ^ ^ d N ^ ^ ^ H d ^ ^ T - a f T O ^ ^ f ^
^ f ^ ^ ' a f R ^ ^ f ^ ^ ^ f ^ ^ T i ^ ^ ^ ^ ^ ^ l R ^ ^ ^ ^ H H H M l l ^ ^ l
66
CHAPTER-III SIGNALS
(b) The Station Master shall also make an entry of the failure immediately in the Signal Failure
Register.
(c) If the defect has been put right and certified by the person attending to the fault, the Station
Master should satisfy himself, if necessary, by demonstration by the person attending to the
fault.
Thereafter, the Station Master and the person attending to the fault shall jointly issue a
rectificationmessagetoallconcernedandmakeanentrymtheSignalFailureRegister.
(d) Loco Pilots and Guards must note on their journals respectively every case of signals being out
of order or working improperly stating the name of the Station or Cabin and the description of
the signal, Loco Pilot must record P. Way, S&T, OHE etc. failure m the concerned register with
LobbySupervisorwhile signing off.
S.R. 3.68/7.
(i) (a) OnPanelmterlockmgwhereverthesignaldoesnotcome'offbuttheroutelightappearsonthe
panelthen all the relevant points are to betaken as correctlyset and all relevant facing points as
locked, therebyfulfillingtherequirementofSR3.68/l(a).Reception/dispatcharrangedasper
theprocedurelaiddownforreception/dispatchoftramsondefectivesignals.
(b) In Mechanical Interlocking when the point and lock levers are pulled properly, the proper
setting of the point and also the locking of the relevant facing point can be taken as confirmed:
Where the light indication of the point i.e. for the 'N' or 'R' aspect has been provided in the
ASM's office/cabin and the light indication of the point is in working order, in case of failure
of signal therelevantpointmay be taken to be correctly set and facing point locked.
(11) WhentheauthoritytopassadefectivesignalonformT/369(3b)isissuedbyapersonotherthanthe
one who has ensured the correct setting and locking of points detected by defective signal such
authority shall not be issued unless Private Numbers have been exchanged between them to confirm
the correct setting of the route. The Station Working Rules shall lay down the specific responsibility
ofthe various staffinthis regard.
(in) The taking 'Off ofthe signal arm to half a right angle (i.e. 45 degree) is the minimum required and a
signal arm at an inclination less than this should be treated as defective and considered as in the 'On'
position.
(iv) Stationstaffmustnottrytotake'Offdefectivesignalbypullmgthewirebyhand,asitisadangerous
practice anddefeatstheobjectofinterlockingthe signals.
(v) InsnectionofSignalGlass- The Railway servant, who lights the signal, shall inspect the roundels for
cracks or breakages and if any defect is noticed, immediately report the matter to Station Master on
duty who will enter the report in the station diary Such signals should be treated as defective during
the period they are required to be kept burning and action shall be taken in accordance with the
procedure prescribed m General Rules 3.68 to 3.70 and Subsidiary Rules made there underprovided
further that if there is any crack or breakage in the red roundel, the signal must not be allowed to
remain lit and a railwayman shall be deputed to show a danger hand signal to the approaching trains
from the foot ofthe signal.
(vi) In the event of storms, heavy winds etc. the Station Master on duty should inspect the signals
immediatelythereafter,notetheconditionoflenses,andtakefurtherstepsasnecessary.
S.R. 3.68/8. Signals Conflicting- (a) Conflicting signals should be treated as defective and as such
equivalent to danger signals, for example, if the reception signals for a particular line are 'Off and
departure signals for the same line for the opposite direction are also 'Off then all these should be treated
as conflicting and hence defective. Similarly when the signal is 'Off while the stop signals are 'On' the
signalshouldbetreatedasconflictingandhencedefective.
66
3W-3 few
(ST) ^ R «mp& RPReT " * " i t 31N ^ R t « r c r f t e f % T O " 3 f H " i t eft «mtf f % T O ^ t OT
*m *rrf^ i ^R «mr& i % r o 'affor i t 3 ^ f t e i % w 'STR' f^rf% if it, eft erWt TO^ <tfr ;wft ^ t
«mr& f % r o TR ^fRt *rr%j i ^ R , ft^-fr™ <ft ^ T ^ ^ t ^ r a t ^ I R * ™ ^R ^ t W &
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an* ^ ^ ^ ora cra> f% ^n R R R ^ * ^ F W wij ^ ^ cra> ^ R R R ^ ^ t 'STR'ferf%if TR
^*f^mft.3.8o*a^R#M^taî
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^ R g t ^ T R ^ ? R *TPRR RWc* ^ ? R TOT RWc* ^ P T T R K I ^ ? R «5T ^ R T *TT.
RRRT % 3TR ^Teft T l f e t f «# efrst ^TRe^f $ f w ^ RPReTY # *TR 3 ^cTT^ft «&
^T ^T# 3JT? * R R RPReT «# ^ M '3mt W r ' £ * RPReT PTeR *R VP%" vRT RPReT «5T *TR
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(^) ^ 3 n ^ ^ T ^ ^ T T ^ ^ ^ ^ q R ^ ^ f ^ R ^ ^ ^ ^ ^ ^ ^ T T f t ^ ^ ? R T R
^€t 4 t ^ t eff * R P r RPReT # ^ M R R f t ^TSR êT ^ ^ # ^RT cfhfct qPIePd ^ t
•3fR' R ^ T tf ^ r a 13TT RPReT W ^ R ^T T& ftrRScT ^ T f ^ R ReTPRT. ^
(IT) Wfl^TT^ftPT^(^Tf^^^)eRTt^f^-3TTO'^rPRT.^T
(EI) ^ RPReT q f e êftrpt^T eRT t clt. R ? W 3 R ^ ? l f «# SRÎR. êftrpt^T ^R e l t ^ t
qP4eP5 ^ t . ^ r a RPReT ^ t '3TR' fert% ^ HR ^ R # ftp? y i f ^ c l ^ ^ T I
(4) *TR R ^ ( i t H ) RPPTeT *RTef i t ^TRTT t <ft « m t f (3TPJ^) RPReT W ^ ^ r a HRT
^TPRT S l k ^ T f ^ p r ( 1 ) , ( 2 ) S^r ( 3 ) ^ f f o f f ^ ^ p J W ^ T ^ T S T ^ ^ ^ i fo„, ^ ^ I
67
CHAPTER-III SIGNALS
(b) Incase the Outer signal is 'Off and the Home Signal is in the "ON" position the Loco Pilot should
bnng his tram to a stand at the Outer Signal. If, However, due to inadequate sighting distance of the Home
signal, the tram cannot be brought to a stop at the Outer Signal, the Loco Pilot must bring his tram to stop
short of Advance Starting Signal or Shunting Limit Board for the opposite direction in case of single line
stations and short of Home signal in the case of double line stations, and he should not draw up to the
Home signal until that signal is taken "Off or unless he is authorised to pass it in the 'On' position, in
accordance with G.R. 3.80.
(c) The following signals are inter-related signals-
(1) Receptionsignals-
© Outer,
(11) Home,
hi) Routing Home
(2) Departure Signals-
(i) StarterandmtermediateStarter(ifprovided),
(n) Advance Starter,
Hence, when one or more signals of a group of interrelated signals are defective, the
Loco Pilot of a tram may be given a single written authority for passing all the interrelated signals,
However, in doing this, advantage of detection by taking 'Off signals, which are in order, should not be
lost.
3.69. Duties of Station Master when approach stop signal is defective -

(1) In the event of an Outer or a Home or a Routing signal becoming defective, the Station
Master shall advise the station in rear and the nominated station in rear, save in a case
where a signal post telephone or a Calling-on signal is provided on the defective signal, in
order that the Loco Pilots of approaching trains may be warned of the defective signal
and issued a written authority to pass such signal on receipt of Proceed hand signal at the
foot of the defective signal.
(2) The Station Master in rear as referred to in sub-rule (1), on receiving the advice of the
defective signal, shall immediately acknowledge it and advise the station Master of the
station where the signal has become defective, of the number of the first train which will
be notified of the defective signal and again on receipt of the advice that the defective
signal has been put into proper working order, shall advise the number of the train so
notified last.
(3) The Station Master of the station where the signal has become defective shall, before
authorising a train to pass the defective signal ensure that the conditions for taking 'Off
that signal has been fulfilled.
He shall then authorise the Loco Pilot to pass the defective signal at 'On' in one of the
following manners-
(a) When the Loco Pilot of an approaching train has been advised of the defective signal
at a station in rear-by deputing a competent railway servant in uniform under
clause (b) of sub-rule (1) of Rule 3.68, to exhibit proceed hand signal at the foot of the
defective signal to the approaching train. In such cases, the Station Master shall not
give Line Clear to the station in rear unless the conditions for taking 'Off the signal
which has become defective, have been complied with; or
(b) When the Loco Pilot of an approaching train has not been advised of the defective
signal at a station in rear-by having written authority, authorising the Loco Pilot to
pass the defective signal at 'On' delivered at the foot of the defective signal through a
competent railway servant; or
(c) By taking 'Off the Calling on signal where provided; or
(d) By authorising the Loco Pilot to pass the defective signal at 'On' over the signal post
telephone where provided, in accordance with special instructions.
(4) When the Home signal becomes defective, the Outer shall also be deemed to be out of order
and the procedure prescribed in sub-rules (1), (2) and (3) shall be followed.
67
3W-3 few
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PM ^PP I <^ JPPOT P ftPMeT/ftPMeff ^ P O T ^ P ^ ^ R ^ P T ^ ^ ^ ^ ; ^ ^ ^
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OT smi *
f ^ ^ ^ ^ ( ^ ^ ^ ) ^ W / ^ t ^ ^ ^ ^ H / H l ^ d ^ H ^ ^ ^ ^ ^ a / 3 6 9 ( l ) ^ ^ f ^
^t/409 <P ^RT ^ P t f W f eTPPT PPP^ ^T MftlcT fÎT ^RFP f% R1TO 3 ^ ^ f t P# oleT ^ t
(ET) ^ ^ ^ R ^ ^ H ^ ^ ^ f ^ ^ / f ^ R ^ ^ ^ ^ P ^ ^ M ^ R ^ ^ S T W P f f ^ l ^
^ R ^ P T ^ R T 'RTfi^ ? ^ R " P? JPPT IP, cP ^TPPT TO^ <tf ^ W ^ ? ^ R P? ^ mt ^ fefecT

^ ^ 4t ^ P M f% ^ f f ^ ftPReT * P Wi foil W 1 1
^.PT.3.69/2. ^ E ^ S ^ ^ ^ 5 ) ^ J H a - ^ ^ ^ ( ^ ^ ) f ^ ^ ^ ^ ^ ^ , c f t H ^ f ^ ^ ^
"STR" ferm^r^r^ ^ H I xiifeij a i k ^ t ^ R anid ^ H H I W PHHPdRdd «»IÎ4 ^ n : -
^RT R^Reft ^ ^TST, <nf& RRR^ ^R f ^ T ^ T T I ^ I I ^ H H ^ t ^ ^ f ^ R ^ fe^fR ^ ^ ^ft

f ^ R ^ ^ T R ^ ^ ^ ^ ^ q ^ ^ f ^ M ^ r i ^ ^ H d ^ ' ^ ^ ' P ^ ^ P R T I
(^) ^ ^ ^ ^ H ^ ^ ^ P ^ e f P ^ ^ ^ ^ P d ^ H d W P J ^ R ^ ^ ^ ^ ^ ^ ^ : - ^ R
q R ^ W ^ R f t ^ ^ P ^ ^ ^ f ^ ^ ^ f ^ R ^ ^ ^ ^ ^ P ^ ^ ^ ^ ^ ^ ^ t W ^ ^ R r ^ l ^ H H
^ ^RT <nf& I W ^ ' ^ ' R ^ m ^ ^ R ^ R ^ ^ f ^ w f a/369(3^) H efPPt T P T ^ ^ W W&m
^ ^ M ^ r i K H ^ H d ^ ^ ^ ^ f ^ ^ - f ^ R ^ ^ ^ q ^ ^ f ^ ' ^ ^ ' P ^ ^ P R T I
feB^^-^^^W^^f^R^^^f^^f^R^^^^^^^^^^^^^^P^^^
^ ^Rpft ^ t ^ ÔTRcTk ^R *Fft ?Pft ^ I
68
CHAPTER-III SIGNALS
S.R. 3.69/1. Defective Outer. Home andRouting Signals-

(a) In the event of an Outer or a Home or a Routing Signal/Signals of a station becoming defective,
the Station Master on duty shall advise the Station in rear, and also the Station Master of the "Notice
S t a t i o n s rear supported by a private number, giving the particulars of signal/signals in detail. He will
again advisethestationMastermtherearandthe "Notice station"when the signals are rectified.
(b) The StationMaster ofthe station in rear and the "Notice Station" mrear, on receipt of advice
of the defective signal/signals supported by a private number, shall immediately acknowledge it
supportedby private number, specifying the number ofthe first tram which will be notified regarding the
defective signal/signals. Again on receipt of advice that the defective signal/signals has/have been put into
properworkmgorder,shalladvisethenumberofthelasttramsonotified.
(c) (i) The Station Master ofthe station in rear will issue written authority to the Loco Pilot of each
tram to pass such defective signal/signals on receipt of 'proceed' hand signal at the foot ofthe defective
signal/signals, till he receives advice ofthe defective signal/Signals had been rectified and put into proper
working order, supported by a private number. In case of trains not scheduled to stop at the station in rear,
the Written authority shall be issued by the Station Master ofthe 'Notice Station' in rear till he recieves
advice ofthe defective signal/signals had been rectified and put into proper working order, supported by a
private number. In this authority the description ofthe signal/signals and the name ofthe station must be
clearly givenmfull.
(ii) In Colour light signalling territory, in the event of approach signal (s) going blank (no light
etc.) due to power failure or otherwise, the Station Master of station in rear/nominated station will issue
T/409 apart from T/369(l), advising the Loco Pilot for the absence of any light on the signal(s) and
therefore he should keep a good vigil and look out for the hand signal of Pointsman/Porter at the foot of
defectivesignalandobeyit.
(d) In case, a tram has left the station in rear with a written authority to pass the defective
signal/signals and m the mean while such signal/signals has/have been put into proper working order,
the station Master concerned must follow the same procedure as if the signal/signals is/are still defective,
till the tram as notified last has arrived. In case the advise was received at the Notice Station' the Loco
Pilotcanbeadvisedataconvementstationthatthe signal concernedhas been set right. This adviceshould
be in writing.
S.R. 3.69/2. Defective outer Signal- When the Outer Signal is defective, the Home Signal must be kept
inthe'On'positionandthe StationMaster onduty will take the following action-
(a) When the Loco Pilot of an approaching tram has been advised at the previous station - The
Station Master will depute a Pomtsman/Porter in uniform with hand signals to the Outer Signal after
ensuring that the conditions for taking 'Off the Outer signal are fulfilled. The Pomtsman/Porter will show
hand signal, the tram pass the defective outer, and the Home Signal will be taken 'Off for the admission of
the train.
(b) When the Loco Pilot has not been advised at the previous station - The Station Master, after
ensuring that the conditions for taking 'Off the Outer are fulfilled will sent an authority on Form
T/369(3b) to the Loco Pilot to pass the Outer signal at 'On' with the Pomtsman/Porter in uniform who will
handover this authority to the Loco Pilot and pilot the tram up to the Home Signal, and on the tram coming
toastand, the Home signal willbe taken'OfiP for its admission.
NOTE: When there is only an Outer and no Home signal, the tram will be piloted up to the station where
the train usually comes toastand.
68
3W-3 few
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fr) W ^ R i ^ ^ ^ ^ % l ^ ^ ; f f l R ^ % T O I ^ ' ^ ' ^ ^ ^ ^ l T ^ t , ^ R

^ ^ ^ w ? <tftar& ^ ^ ^ im ftFRer ^ W O T R H #/369(3^) * ^ r ;OTR^ i % r o TR
f % T O f ^ R R T I eft^T TO? q g vflfxfl * ^ ^ t% fe%cT ^ 7 3 6 9 ( 3 ^ ) ^ f ^ R ^ ^ t 3?K M l ^ i R

I W ^ H d P ^ l ^ t . ^ y ^ ^ ^ f ^ T O ^ ^ f ^ ^ ^ ^ ^ ^ ^ R R T I
(i) ^ ^ T O ? ^ f ^ ? ^ ^ ? ^ ^ ^ ^ : - ^ ^ T O ^ i % ^ ? ^ ^
?3^^WITCTT?^W?IR i%ro s f w ^ ^ ^ t ^ f ^ t ^ ^ ^ w c^f^ <*£
^r/Ttr^ ^r ^ i%ro <* ^ T I R i%ro ^ * ^ f ^ r ^TTI #T i%w * w %m
(ii) ^ ^ T R ^ ^ f ^ ? ^ ^ ? T ^ ^ ^ l T : - ? ^ W ? l R % T O ^ ^
^ , a / 3 6 9 ( 3 ^ ) ^ ^ R M f ^ ^ d U l M m d r i ^ ^ # ^ ^ ^ t ^ t % ^ ^ ^ ^ ^ ^ t ^ ^
^ ^ ^ ^ ^ ^ ^ ^ P ^ ^ H d P ^ I ^ I I | d U l M m d r i P d P ^ d ^ ^ ^ a / 3 6 9 ( 3 ^ ) ^ R ^ ^ a i k ^
^.R.3.69/4. ^ ^ qST f % T O RRJJR fiPRgfl - ?<RR W ^ R f % T O , f f e ( l R ) f % T O * ^ r l l ^
(i) ^ w f ^ f ^ ^ ^ f ^ R ^ ^ ^ r i ^ l ^ ^ : - ^ ^ ^ R ^ w f ^ f ^ ^ 5 W ^ ^ ^
^ ^ R i ^ ^ ^ ^ W ^ ^ ^ ^ ^ ^ ^ R ^ ^ ^ W f ^ f ^ T O ^ W f ^ ^ ^
* f ^ T ^ST f % T O ^T a / 3 6 9 ( 3 ^ ) <* ^ ÔTR^ f % T O TR *5RT I ^ ÔTR^ f % T O ^ ^ ^ it
^ ^ ^ d U l M m d r i ^ a / 3 6 9 ( 3 ^ ) # ^ ^ R M a k ^ ^ ^ ^ ^ T R T ^ t % ^ ^ R ^ |
(ii) ^ w f ^ f ^ R ^ ^ f ^ ^ ^ ^ r i ^ l ^ ^ f : - ^ ^ H I ^ ^ P ^ l f ^ ^ 5 t T O ^ ^
^ ^ ^ R f t ^ ^ ^ ^ ^ W ^ ^ ^ ^ ^ w f ^ f ^ ^ ^ W ^ f ^ R ^ ^ ' ^ ' f t 8 T f % ^ f
^ R i % T O ^ VR W$ <fr f ^ f a / 3 6 9 ( 3 ^ ) <* ^ST *5RT I ^ ^ 1 R <* <IK ^fflR^ ^ 1 R * '
# / 3 6 9 ( 3 ^ ^ ^ ^ ^ ? ^ ^ w ? i % ^ ^ R R T i
3.70. y ^ R ^ M f t l ^ ^ R ^ ^ T R ^ ^ W ^ ^ ^ l -
(1) Tfc U W M (^T^^) ftPRcT * R R i t ^RTT t clt ^ ? R *TPRR fefecT m f ^ R * i R
elt^tTOTcTcT«pt * R R f3TT ftPRcT TO ^ R ^ t 3 R , ^ T * WcTT £ W m f ^ R elt^t
iTRTePT «pt vRT ^ ? R *R f^TT ^Kl*TT W T * R R fOT R f W R ^ T t 3JK ^ 1 * ?iW &
^ ? R TO^ # a t ^ l T # 3 R . W . ^ ^TSPT êT ^ ^ ^ f P T ^ R ^TcfT ^ t ^ t t ^
ftPRer f ^ R l ^ T sfann ^ f^Rm 3.13 # VPTRPPT (2) # a i ^ r I ^ T R T ( ^ F T - S T R )
ftFFTeT ^ t s w n t clt ^ T R ^ ftPReT ^R ^ t ^ t i t ^TR # *TR êTRT
(^Tftf^-3TR) ftPRer ^ t 'affor ^ ^ T i
(2) ^ 3TFJH y^TFf ( q ^ M ^ T * f ) ftPReT * R R i t ^fKIT t cfT £ * ftPRelf ^ W ^ f
fÛ ^TT^^TT 3 l k ^ ? R TO^ feRScr ^ T f ^ R SRT elt^t TOTe^ ^ t ^ ^ ftPReT ^ t
TO ^ R ^ t SPJ^r ^ WcTT t I W m f ^ R elt^t TOTe^ ^ t ÊT ^ ? R m f ^ T
^fRl^T ^T^ ^ T R 13fT ftPReT fefcT t ;
( q ^ f ^ * e i * 0 f^PRer fe^f ^ t e f ^ T ^ ^ R ^CTT t cff. t ^ ftpprat # y^t^r ^

W^RT^flt^^TI
69
CHAPTER-III SIGNALS
S.R.3.69/3. Defective Home S1Snal - Either Home signal or both the Home and Outer Signals are out of
order, both must be kept m the'Oh position and the Station Master on duty must take followmgaction-
(a) The Station Master will sent the Pointsman/Porter in uniform with hand signals at the Outer
signal. After ensuring that the condition for taking 'Off the Home and Outer signals are fulfilled the
pointsman/Porter deputed at Outer signal must be provided with T/369(3b) signed by the station Master
on duty for delivering the same to the Loco Pilot to pass the Outer and Home signals in the 'On' position.
Only when the tram comes to a stand at the Outer signal the Pointsman/Porter will handover the authority
T/369(3b) and exhibit a green hand signal to the Loco Pilot. The Loco Pilot having secured the written
authority on form T/3 69/(3b) and finding the green hand signal from the Pointsman/Porter at Outer signal
shall proceed to the Stationpastthe Outer andHome signals.
(b) At a statin where the Home signal is the first stop signal-
(i) When the Loco Pilot has been advised at a previous station- The Station Master on duty
after ensuring that the, conditions for taking 'Off he Home signal are fulfilled shall depute a pointsman
porter in uniform at the foot of the Home signal with hand signals. The Pomtsman/porter deputed at the
foot of Home signal shall exhibit green signal to the Loco Pilot of an approaching tram to proceed to the
Stationafterensuringcorrectandlockingofpomts(route).
(ii) WhentheLocoPilothasnotbeenadvisedatanreviousstation-TheStationMasterondutv
after ensuring that the conditions for taking 'Off the Home signal are fulfilled shall depute a Pointsman /
Porter in uniform at the foot of the Home signal. The Pointsman/Porter deputed shall be provided with
T/369(3b) to pass the Home signal in 'On' position only after the tram comes to stand at the Home signal
the Pointsman/Porter will hand over the authority T/369(3b) and exhibit a green hand signal to the Loco
Pilot. The Loco Pilot having secured the written authority on form T/369(3b) and finding the green hand
signal fromthepomtsman/PorteratHomesignalshall proceed to the stationpassmg the Home signal.
S.R. 3.69/4. Defective Routing Signal- Routing signal mavormavnot be interlocked with Home signal, if
interlocked, the Outer and Home signals should also be deemed to be defective.
(i) In case the Routing signal is interlocked with the Home signal- Station Master on duty, after
ensuring that conditions for taking 'Off the Routing signal are fulfilled, will send one Pointsman/Porter in
uniform with hand signal and prescribed authority T/369(3b) to pass defective Outer, Home and Routing
signal at 'On' at the foot of Outer signal. The T/369(3b) will be handed over to the Loco Pilot and after
stopping train at Outer signal andthe train willbepilotedup to the station.
(ii) In case Routing signal is not interlocked with Home signal- Station Master on duty, after
ensuring that conditions fortaking'OfF the Routing signal are fulfilled, will, send one Pointsman/Porter m
uniform with hand signal and prescribed authority T/3 69(3b) to pass defective Routing signal at'On'at the
foot or Routing signal, Outer and Home signal will be taken 'Off after stopping tram at Outer signal.
T/369(3b) will be handed over by Pointsman/Porter to pass Routing signal at 'On' at the foot of Routing
signalandtrainwillbepiloteduptothestation.
3.70. Duties of Station Master when a departure Stop signal is defective-
(1) In the event of a Starter becoming defective, the Station Master may authorise the Loco
Pilot to pass such signal by a written authority which shall be handed over to the Loco Pilot
at the station where the defective signal is located and in addition thereto, a competent
railway servant shall show hand signals to the departing train in accordance with the
instructions of the Station Master or by taking 'Off the Calling-on signal, if provided
under sub-rule (2) of Rule 3.13, after the train has been brought to a stand at the defective
signal.
(2) In the event of an advanced Starter becoming defective, hand signals may be dispensed
with and the Station Master may authorise the Loco Pilot to pass such signal by a written
authority, which shall be handed over to the Loco Pilot at station, where the defective
signal is located:
Provided that in exceptional circumstances where, under approved special instructions,
an Advanced Starter Protects any points, hand signals shall not be dispensed with.
69
3W-3 few
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<TR R * 3 R fRq fR%eT S T ^ R R eTC elR R4? ftR RR*R Ref elR fR vRT RRR>T R>
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(4) Rtff s o f t e r ftsta STR>RY R s f ^ r ^ ^tm (RTfR^-srRf) RRR>T ra*n ^
TRSTRT R R ^RRT) RfRTcT R> fR Sff^R R R RfRTcT R4T £ * R ^ cRTR R R t eft vRT
lerraT (wftnr-arR) R R R * R> era era 'afre* ^ f raR ^TT^^TT R*r era ra vRra R R J
RR.3.70/1. RRJR^TRft%TO- R R ^ ^ ? M R ^f^T R R Rt R R R 3TR R R RRRf Rt R^TM

f%RRT '3fFf RRT% if TR R R <* RT? R/369( 3 R) Rrf R R R R ? R R RTRTT I « c T WTR f%TO R
5RRM RRRd <* R ^ tRR R ^ i R / R R ? ?t R^ RST f%RRT FRR R # R t RRRf rf^Wffl

RRTI
ora TRfT IRSTM TRRRT 3TRB ^ TRRRT R, eft ^ ? M R?R? Rt R/369( 3 R) Rpf R f^f R t JfrfiraR
R R RRRf Rt TR} RPt ^ R W f R/369( 3 R) R? TRR ITrf?tRR R* ^ # R t * W ^ R ^ W *

R ^ R f R R T F R R R T f R ^ . R . 3.68/7 * S ^ R ^ f ^ # M ^ ^ ^ ^ W ^ f ^ w t l
^ RT?R^ RfiR WW* < ^ H W V ^ T W ? Rt R R R R R j W ^ , ^ f ^ R/369(3^) R R R ?

^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W ^ ^ ^ ^ ^ ^ - y ^ ^ 3 R R ^ ^ ^ R ^ ^ R ^
^RR^RI
RR.3.70/2.
fr) ora arftrc W T R f % r o R M iff RRT t eft ^ R T R R Rt ^ S M R? R R RRTR 3fR R R
RRRf Rt R / 3 6 9 ( 3 ^ ) W f ^ ^ R f%RRT R R ' RRT% if R? R R RT R^RT^T R R RRTR ^ R
^RR%P ^ T ^ ^ R T ^ R * JIRT ^ ^ R ^ ^ t R/369( 3 ^t) f^f ^ Rgff% ^TRf ^R fe^ ^ R t R
^ . R . 3 . 6 8 / 7 ^ ^ ^ K ^ H H I ^ / ^ H ^ I ^ ^ H H I ^ / ^ ^ ^ ^ ^ ^ f ^ ^
'3fFf ftsTR if ^R ^fR^ ^ J R « ^ R/369( 3 ^t) ^ f ^ t ^ cR> ^ R^f ^ f t ^ ^ ^ ^ f% RRR^ ^
^ R <ffe R^ ^f eft ^ ^ # ^ T ^ T # felT if ™ R cnfecT ^ ftR W 11 R^ ^ 8 ^ f % T O ? ^
R ^ Rjt t eft ^ ' 3 f T O ' f % R WWR I
(R) ^ R q ^RSRi f%TO R ^ R ^ ^ SIR W T R ^ ^ f%TO R ^ lft :- R ^ sfem VR^
f % W R ^ R 3lk ^ R ^RT TiRfR^ 3TR ^ ^ R R OT f%TO R ^ R eft TRT R[%R R> T ^ R ^R
^ f ^ R R f f ^ r a R F R R ^ ^ R ^ ^ R ^ R R f | d U l M N d ri Rt RRB q^PT f R R TR R R ^ f ^ R ^
R/369(3^) ^ R RW ^R ^RR^ ^RRR f % W ^ R ^ R T R?R5 R R ^ t W ^R t R R R ^ F R ^ f ^ ^
% ^ ^ W ^ f R R ^ ^ 4 ^ ^ ^ t * R # q ^ W ^ r f R ^ f R R ^ ^ k i f
RTR^RÎ
(it) ^ ^ a ^ % W 3 f K q ^ ^ f ^ W ^ # ^ ^ : - ^ a f R ^ R % T O
3 k q ^ # f R R ^ ^ ^ c f f ^ ^ ^ H ) ^ w t ^ ^ H T O I ^ | # w M
R^ ^ R R^ RRft R?f RT RRB JRRR t%RRT R R ? t R4 eTFR RRR5 Rt R R ^ ^ T H t%RRT 3TR
BRRft RRP t%RRT '3TR' RRR if TR R R ^ R/369( 3 R) ^RRRT^ R R R R R R R R R RRRR R R
m$ if TRRT R R R t% ^ R ^RRl ^ M R <* tRR W t ^ R W& ^f^ ^ t%R W R ^
RRRRfRR^^f^^RfRR^TR^PÎRÎII
70
CHAPTER-III SIGNALS
(3) For the Purpose of handing over the written authority mentioned in sub-rules (I) and
(2), the train shall be stopped at the station where the defective signal is located. The
written authority to pass a defective departure stop signal shall not be handed over to
the Loco Pilot unless all the conditions for taking 'Of such signal have been fulfilled.
(4) Where under approved special instructions a Calling-On signal has been provided below a
departure Stop signal, other than the last Stop signal, the Calling-on signal shall not be
taken 'Off unless the conditions for taking 'Off the departure Stop signal above it have
been fulfilled.
S.R. 3.70/1. Defective Starter signal-The tiammust be brought to a stand at the station and the Loco Pilot
will thenbe given an authority on Form T/369/(3b) to pass the signal at'On'. APomtsman/Porter shall also
be deputed at the starting signal concerned to exhibit a green hand signal to the Loco Pilot. On receipt of
the authority and green hand signal from the Pointsman/Porter at the foot of the Starting signal, the Loco
Pilotwill start histram.
When a Starter Signal is the last Stop signal, Station Master shall mention clearly in authority on
Form T/369(3b) that 'Line Clear' has been obtained from the station in advance, quoting the Private
Numberreceived from the station m advance m the space provided.
The Station Master shall personally verify the correct setting and locking of the route as per S.R.
3.68/7 before he parts with the authority on Form T/369(3b) to be delivered to the Loco Pilot. At a station
where cabin ASM/Cabm Master/Cabmman is made responsible for the verification of the correct setting
and locking of the route, as per the provision contained in S.R3.68/7, the authority on Form T/369(3b)
shallnotbe issued unless the Station Master has been advised to this effect underthe exchange ofPnvate
Numbers.
S.R. 3.70/2.
(a) When the Advanced Starter becomes defective, all trains must be stopped at the Station and an
authority to pass the signal at 'ON' on Form T/369(3b) shall be handed over to the Loco Pilot, clearly
mentioning in the authority that 'Line Clear' has beenobtamed from the station m advance and quoting the
PrivateNumberreceivedfromthestationmadvancemthespace provided.
The authority to pass the signal in the 'ON' position shall not be delivered to Loco Pilot unless the
points, if any, detected by the Signal have been correctly set and locked and personally verified by the
stationMaster/CabinA.S.M./Cabmmaster/CabinmanasperS.R.3.68/7.
(b) Advanced Starter signal is defective and IBS is working- In the event Advance Starter signal is
defective at a station provided with IBS ahead in working condition, all the trains must be stopped at the
station and the station Master/Cabin ASM of that station after ensuring that Block Section between
AdvancedStarterandlBS is clear with the help ofclear indication ofaxle counter/track circuit, shall issue
an authority to the Loco Pilot to pass the advance Starter signal at 'ON', on prescribed form T/369(3b)
fillingupthenumberofdefectiveAdvance Starter in the proper column and quoting his private number m
the private No. Column and will indicate the word 'You are authorised to proceed up to IBS and further
followits aspect'.
(c) Both. Advanced Starter and IBS are defective- In the event both Advanced Starter and IBS are
defective then both Block sections to be treated as a single block section. All trains must be stopped at the
station (where Advanced Starter is defective) and an authority, to pass Advanced Starter signal and
Intermediate Block Signal at 'On' on form T/369(3b) will be handed over to the Loco Pilot, clearly
mentioning in the authority that 'Line Clear' has beenobtamed from the station m advance and quoting the
privateno.receivedfromthestationmadvanced,mthespace provided.
70
3W-3 few
(q) ^ R ^ r a ^ «efra> W^r if w f e *s<ri*3 ^ ^ f % r o ^ jj^fecr 'A' sm p r w g eft ^ t

%3TeT ^FT f%TO W W W I W f^Tt% if ^ R f%TO 3TR t eft « c T ^ ^ W * W^F#^ ^ f
* ^ f% #TCM ^ sfremfep f % r o cra> 3 ^ ^ # an* ^ R ^ t cra> *rc> t , efr^r TO^f%ro
afN tf i n ^ * ^ ^ * f^ ft^ jnfe*R T/369(3b) wtft ^ fa* ^ ^ * R affecr ^ R
3 T O ^ R#f 11 efWf TO^ 3lfeWT 10 f%R nfdRR tf ^ * 3PT<* s f f R R ^ f % T O ^ t R 5 ^ R^t
31N ^PRRT ipjT f % T O * R ^ * 5RT f ^ f ^ IPt, RT.R. 9.02 T& R.R 3.61 / 2 (*) ^ ^ ^ ^ ^ R I
RR. 3 . 7 0 / 3 . 5 ^ ^ f ^ ^ , ^ ^ ^ ^ I ^ ^ H ^ W ^ ^ f % ^ ^ a ^ ^ ^ t ^ ^ ^ ^ ^ ^
s f f ^ ^ f ^ R ^ ^ ^ ^ ^ ^ ^ ^ q ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ i ^ ^ H ^ R ^ ^
^ f ^ R ^ ^ ' ^ ^ ' f M ^ i f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ l ^ ^ R ^ ^ f f l ^ ^ ^ ^ S R
^R^RR^f%RWRRf%^|
3.71. 'arm.' ffejfir tf *SRR ^ tepft frpft) *TT «gr (fe*£<r) ftPRcr : -
(1) ( * ) *TR ft*ft * M TR 3P#W ePTT ^3P 3cTPPft frpft) *TT «£T ( f ^ c T ) ftPReT *TCR i t
^TTcTT t 3 f k ^ '3fR' f ^ r f a « M « I I WcTT t eff ftPRcT «# ^ M 1& ( r a q )
t * ftPPTcT K ^ P I T W $ * n I * f % * ^PPI ftPRcT «fi «Iaft *TT efP?cPff pTT «ft W W
3 f k ^ t «5t W c * * ^ T ^ P # . ftPRcT «5tTO^ R * ftnj £ * ftPRcT f^TT W W I
ftpRcT # *TCR l t t ^ t ^ R T I T f e t f * W ^ t TOTcPff «5t RWc* ^ ? R m vRT
(*f) *TR ^ E ftgPT) ftPRcT # ^ M ePTT fSTT topft frpfr) R p R c l « < M i t WcTT t aft?
' 3 f R ' ftsrfa i f ^ t W W WcTT t cfT vRP# *JTO <$ Hm (^TPT) ftPRcT «5t *ft
* R R *TRT W W 3 f k ^Tf% # ^PPI ^cTPPft (5T+T) ftPPTeT ^ t «Iaft pTT ^ t W ^ ^ t I
(2) ^ HCJRcff ^TR5 q f e ^ T ^cTR^t (^pf^) *TT ^ ( f e ^ f ^ ) f % W ^ R i t WcTT t 3ft^
x l * -3fR' fteifir ^ ^ f ^ 3 T W W c I T t eff ^ R c f f ^ R 5 ^ t ^ (^PT) ftpp^T «5t *ft '3TM'
^ T W W 3fk ^ ^ R HRT W W cTSTT f ^ P T 3.75 # 3PJ.W ^ P ^ ^ t W ^ ^ t I
^.R.3.71 / 1 . fr) ora ^ ^ H f ^ R f ^ P T ^ if, ^ ^ t / ^ f%^R^ '3fW' f%TT% if OT i t W ^ 3 ^ '3TR'

f M ^ w w ^ c t ^ ^ , ^ w f ^ ^ R - ^ ^ , M ^ ^ ^ ^ ^
^ ^ ^ ^ ^ | ^ ^ ^ ^ ^ ^ ^ f e ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ % ^ ^ t ^ ^ f % ^ R ^
( ^ ^ H ^RT if) ^T^R l^t ^ f t <* ^ M eRT i t , eft ^WR l ^ t ^ f t ^ t p i T 4t o n M I

( ^ ) ^ ^ ^ ^ f ^ ^ ^ f t ^ ^ ^ ^ ^ ^ ^ ^ w t ^ ^ ^ ^ / ^ f ^ R ^ f e R l t , ^
^ ^ ^ ^ ^ ^ ^ ^ d U l M m d r i ^ t P d R s l d ^ H I ^ ^ ^ ^ M I c l d l ^ l
eft^T ^ R ^ , f ^ T M ^ ^ 4t ^ t , ftPFM ^ W ^Wft ^ t ^ t ^ n ^ 3TPt cPft ^ ^ ^
^ r i ^ H / ^ ^ ^ ^ f ^ H d P ^ l ^ ^ ^ ^ ^ f t l
^.R.3.71 / 2 . ora W ^ (M %^ fM^ ^ ^ r a R / ^ f % T O '3fW' t%Tt% if ^ W i t W ^ 3lk 3TR ftsTR

^ w ^ ^ # f e r o 4 ^ M p 4 f ^ f f ^ i ^ ^ w 4 « ^ w R w $ ^ M ^
^ r t / ^ f t%^R^ ^ W ^ *n$ ^ t ^ T 3 ^ 3IFt ^ i f e # P ftPHeT ^ ^PtR ^ ^ ^ R ^ R t ^ ^

^ ^ ^ f ^ ^ f R r a ^ ^ ^ t ^ l
71
CHAPTER-III SIGNALS
(d) Advanced starter signal working in Automatic Block System- In the event the white illuminated
letter'A'oftheAdvancedstartersignalworkmgmAutomaticBlocksystemisextmgmshed.thesignalwm
be treated as manual stop signal. In such a situation, if signal is 'On' the Station Master concerned shall
issue written authority T/369(3b), dispensing with endorsement of private number, to the Loco Pilot to
pass the signal at 'On' after ensuring that section is clear up to next automatic signal and adequate distance
beyond it. The Loco Pilot shall proceed at speed not exceeding 10 KMPH till the foot of next automatic
signal andthereafterbeguidedbytheaspectofthissignalobservmgGR.9.02&SR.3.61/2(a).
S.R.3.70/3. In the event of the last Stop signal, which is also the first Stop signal of the block Station m
advance, becoming defective the Station Master shall not issue the authority to pass the last stop signal at
'ON' unless the station Master of the block station in advance has complied with the conditions for taking
'OFF' this signal. Suchanassuranceshouldbesupportedbyaseparate Private Number.
3.71. Warner or Distant signals defective in the 'Off position-

(1) (a) If a Warner signal on a post by itself or a Distant signal is out of order and cannot
be kept in the 'On' position, a Stop hand signal shall be shown at the foot of the
signal.
At night, the light or lights of the signal shall be extinguished and the train,
after being first brought to a stand, may then be hand-signalled past the signal.
Advice of the defective signal shall be given to the Loco Pilot of trains at the
Station in rear warning them to stop at such signal.
(b) If a Warner signal placed below a stop signal becomes defective and cannot be
kept in the 'On' position, the stop signal above it shall be treated as defective and
by night the light of the Warner signal shall be extinguished.
(2) If the Warner or Distant Signal of an Intermediate Block Post is defective and cannot
be kept in the 'On' position, the Intermediate Block Stop signal shall also be kept at
•On' and treated as defective and action taken as per Rule 3.75.
S.R.3.71/l.(a)menaWamer/DistantSignalinSemaphoreSignallingTemtor y failsin'Off position

and cannot be kept at 'On' the Station Master shall immediately advise the Station Master of the
station immediately in rear exchanging private Numbers. 'Line Clear' shall not be granted for a train
unless a Pomtsman/Porter has been deputed at he foot of defective Warner/Distant Signal to exhibit
danger signal to approaching trains. In case a Warner signal is placed below a fixed green light, the
fixed greenlightshallalsobeextinguished.
(b) The Station Master of the station immediately in rear of the station where defective
Warner/Distantislocatedshallstopall trams and give a written advice to the Loco Pilot and obtain his
acknowledgement.
The Loco Pilot of the train who has been so advised shall bring his train to stop at the foot of
thesignalandproceedonlyafterhehasbeenhandsignalledpastbythepointsman/porter.
S.R.3.71/2 When a Warner/Distant signal of gate Stop signal has become defective m the 'Off
position and cannot be kept at 'On', signal light shall be extinguished and the Gateman shall intimate
this fact to the station Master of the Station having telephonic communication with level crossing
gate. The Station Master, on receipt of this information shall advise the Station of the Station
immediately in rear exchanging Private Numbers, to stop trains and issue caution orders to the Loco
Pilots of each train to stop short of the defective warner/Distant Signal and further act on the aspect of
the gate Stop signal ahead.
71
3W-3 few
M ^ w t ^ ^ W ^ ^ f t w ^ * ' M ^ ^ 3 k W R ^ ^ ^ W ^ W T O
^ M ^ ^ | ^ ^ O T T O ^ l f t ^ ^ ^ ^ ^ W ^ R f ^ ^ ^ f % W M ^ ^ ^
^ ^ 3ik ^rfecr ^ * ^ , *rcra ^ t / < j ? % r o *rc ^ T SIN an* ^ t ^ ^ T TO^ ^
Weft ^ ^ eft^T T R T ^ 3 P ^ ^ R ^ ^ *n£t ^ R T 3,R % T O ^ ^P% <* «n* 3 ^ H W ^
3.72. ^ ( ^ ) f a w R * R T ^ ^ T R 3 m ^ ( ^
^ ^ T O T t ^ * ^ ^ ^ ( ^ ) f t R ^ ^ ^ f ^ w T ^ ^
3.73. ^ ^ ( ^ ) f ^ W ^ * ' f W ^ W T O T -
(1) life cit^t m^fz ^*mT t He m&e ^ (*CPT) RPRCT * ' t ^ ^ ftafRcr ^ g *
# # ^ RPRcT «# W ^ ^ 3FR> ^ tf* ^PTT I
(2) (*) Tfc W ^ ^ (*CPT) RPRcT *R **&' ( " G " ) f%RT ( W ? ) cRT ^SP t clt cTF*t
q R e r e RPRcT *R f^R * ?FPT T& FRcT 3 ^ ^ # ^ j ^ ft^j y ^ ^R^n 3lh
* f t S* arafer tf RPRCT 'afra* ^ i t w c P t c i t q i s F F f t ^ ^ t wtfmlt STR
eHJF4R W T R ( ^ e T iCTftnr) cl^ c* W W . 3 ^
(S) ^ W ^ M ^TcF*T t Sfh HZ t s RPRcT fci ^ t # ^ W ^ «5t
^ T T O T ^ h , RR ^ ^ 3fpY ^ ^ r , ^r
fr) ^ W ^ ^ i d i ^ q d ^ ^ t ^ ^ T e f ^ t f ^ t ^ f i P R e r ^ f ^ g T ^ T t ^ ^
W T R * afriJT W^T *TT^t «5t ^ c^T. W T ^ T # eTTC ^ t W ^ *TR ^ R * ftp?
^TeP* êT ^T ^ TO *T1 R f ^ c T ^R <tt «# R ^ % ^5^ W M «# ftnj

W ^ «R i t W 1 t ^ ftPReT f ^ P P P I
(3) * f t efrat TTFJePi RPReT T R ^ ^ ^ ^ « ^ ( " G " ) ft^ ( R l ^ f ) ^ f W t cfT ^
ft?W3I^nr «# S f ^ T R ^ f R c r ^ R J W ^ ^ 3 T ^ T R ^ t 3 f R ^ ^ T I
3.74 W^RPReT^TSf^^Tflr^Tâft^TRPRer
(1) (^) ^ f ^ f t ÎPT TR. W f WTRnRPJT W ^ RPReT ^cIT t . ^ W ^ RPReT
(T) ^^^T^ft^t^Rl^^âftf^^^t.SfaraT
(S.) ^ ^ * 3rf^ ^ H ft^ ^ t . eff elt^t RF4eP5 W H T W ^ ^ T f% ^W
iR^,^^r#^PI#êr3fRêft^t#f^ltelt^t RF4eP5 ^ t ^RPPk ^

(*CPT) RPReT ^ t .loft p f t ftetcft t cfT ^ 3PR> TOft ^ t ÊT RPReT TR ^ t ^ ^ I T I
q f t ^ R RPReT ^ t f^T HS\ ftzfo » - » ft^ ^ f t t Sfh ^ r a i ÊT ^ F ^ T if
^ T M R i t wen t He RPRer 'afre' R«n% R" t . eff ^ ^ d ^ d i ^ T j f ^ f e r ^ H
^ RPReT ^ t RR ^ ^ T 3lW 3PR ^ ^ f a c T ^T^t ^ R c f f ^ ^ 1 ^ 3 ) ^ t ^ (*CPT)
R P R e l f ^T. ^ ^ 1 RTeR ^ c I T fSTT. ^ ? R cPS q f ^ n 3 1 ^ ^ T ^ t f M ^ ^ ? R
R R ^ ^ t S f T W I ^ ^ R ^ T f «# ftp? ^ ^ T I
72
CHAPTER-III SIGNALS
When there is no telephone communication between the gate and any of the stations on either
side or when the telephone is out of order, the Gateman shall keep the gate stop signal at 'Oh and the
level crossing closed and secured against the road traffic. The road traffic may be pass only when he
has ensured that no train is approaching the level crossing. For the first approaching train, the
Gateman, after closing and securing the level crossing against road traffic, shall proceed to the foot of
the defective Warner/Distant signal and display hand danger signal to the Loco Pilot of approaching
train After the train has been brought to a halt the Gateman shall advise the Loco Pilot of the
circumstancesandPilotthetrainpassthelevelcrossinggate.
The Loco Pilot of the first train shall stop at the next station and advise the station Master about
the nature of signal defect, who shall take action as given above. The Caution Order shall continue to
beissuedtillthedefectisrectified.
3.72. Warner not be used when Stop signal is defective Whenever a Stop signal is defective
or cases to work properly at a station provided with Warners, the Warner applying to the line to
which the defective Stop signal applies shall be kept at 'On' until the defective Stop signal is
rectified.
3.73. Passing of a gate Stop signal at W -
(1) When a Loco Pilot finds a gate Stop signal at 'On' he shall sound the prescribed code of
whistle and bring his train to a stop in rear of the signal.
(2) (a) If the gate Stop signal is provided with a 'G' marker, the Loco Pilot shall wait the
signal for one minute by day and two minutes by night, and if the signal is not taken
'Off within this period, he may draw his train ahead cautiously up to the level
crossing, and
(b) If the Gateman is available and exhibiting hand signals, proceed further past the gate
cautiously, or
(c) If the Gateman is not available, or, is available but not exhibiting hand signals, he shall
stop short of the level crossing, where he shall then be hand signalled past the gate by
the Gateman, if there is one, or in the absence of a Gateman, by one of the members of
the engine crew of the train after ascertaining that the gates are closed against road
traffic.
(3) If the Loco finds, after stopping at signal, that there is no 'G' marker, he shall proceed
further only in accordance with the procedure laid down under special instructions.
3.74. Absence of afixedsignal or a signal without a light-

(1) (a) If there is nofixedsignal at a place where afixedsignal is ordinarily shown, or
(b) if the light of a signal is not burning when it should, or
(c) if a white light is shown in place of a colour light, or
(d) if the aspect of a signal is misleading or imperfectly shown, or
(e) if more than one aspect is displayed, the Loco Pilot shall act as if the signal was
showing its most restrictive aspect:
Provided that during night, if in the case of a semaphore Stop signal for approaching trains
only, the Loco Pilot finds the signal light extinguished he shall bring his train to a stop at
such signal. If he finds that the day aspect of such signal is clearly visible and is fulfilled
that the signal is in the 'Off position, he shall proceed past it up to the station cautiously at
a restricted speed obeying all intermediate Stop signals, if any, relating to him, and report
the matter to the Station Master for necessary action.
72
3W-3 few
(2) frR ^ F f l f *R R V ("P") f%Rf (RT^f) ^ T ? ^ T ^ f t RPReT eP> t . ^ f ^ RPReT

tf «5t* y ^ m ^ T # ^Tanjyf ^f#cr tarr t crt e f t ^ w r e S R R *n^t ^ ^ ^R
*TT| f ^ , * f t W P f ^ T ^RcT W T R s t M l t f e RPTR* T R 1ft- ("p») f%^
( W ? ) eRT t cT> eTP*t ^PleTC 3PR* ^ (*CPT) RPReT *R ^ i R «# ftp? ^ T R I?P4R
amt «r£^T ate VRT RPReT «# *nfcr tf wfr&h w ^^T I
* . R . 3.74/1. (<*) ora ^ eft^T TO^ f%R f % T O ^ TR # M ^ M t ft f%TO
vJTer-pr/^cT ^ R t eft ^ ^ f % T O <* R » R ^ c T ^T R H ^ ^ T R R R ^T f % T O * W^
I ^ R ^ ^ f f r R I ^ ^ R ^ P ^ H I ^ K ^ ^ R I
( ^ ^ ^ d U l M m d r i ^ ^ f ^ R ^ ^ q t ^ t ^ W ^ W ^ ^ f ^ ^ d P ^ l ^ t c f T
R R ^ K c t , | 4 c | | ^ ^ R -
(i) ^ P d d ^ P f % T O <fr W J if <JF R.R. Ttf * . R . 3.69,3.80 ^ f 3.81 <* ^ ^ R f % T O ^
OTR^^f^RI
(ii) Mxlfad I ^ M e l ^ W R i f ^ ^ R R ^ R k H c f r «<£d R M ^ ^ ^ I e H 4^11
^ . R . 3.74/2. ^ N d l P d ^ H d ^ 5 R ^ ^ ^ " R ^ ^ ^ ^ ^ t ^ d ^ d l ^ ^ f ^ ^ r ^ l R r t ^ ^
f ^ R ^ ^ ^ ^ ^ ^ R T R ^ ^ ^ f ^ ^ ^ f ^ R ^ ^ ^ p f t ^ l ^ ^ f ^ R ^ ^ ^ f ^ m c R ^
3.75. TO^(5^ffl^)«en*^(*CI^
(1) Tfc efrst RPTeTcr «5t ^ W R c f f ^ r r a 1te> (*CPT) RPReT '3TR* ftefcTT t cT> ^ f STRR
TOft * t RPReT * qs<=t ^ <=NT Sift * f t ftpp^r «# * t f T R £^ftq>FT eRT f 3TT t cfi
(2) Tfc mapnff fe^flfe^) ^ r r a ifr (*CPT) RPReT * R R t eft ^ ? R RFRR. R3TR
3 R ^ ? f t ^RT R^fftcT * R ft. eTRft RPIeR «5T vRT RPReT «5T RR ^ R «# ftp? m f ^ c T
*P**TT|
(3) ^ ^ e l F ^ ^ ^ e P r T t ^ ^ ^ t ^ ^ ^ q R ^ f ^ R ^ T R 5 P R e y c n e n ^ R # ^ R
VRT 'afPT R*ft%ft RR ^ T T cran *rre VRT W R ^ t ernR ^ W R re^ ^ ^ t en
US 3®tt ^ 3 r f ^ 15 fodlfle* yf^T ^ ^ ^TcTT 3T^T t 3FTOT a t e * 3ff^ 8
£ ftp? 3*TR *#*TT Sfh ^RT *RT«fr ^ t ftqt^ Sf^ *&T* ^ ? R TR ^ ? R RFRR ^ t ^ ^ T I
(4) W R c f f ^ r r a ^ ^ RPReT ^ T * ^ T e R ^ R ^ T ^ ^TT^ ^ ^ ^ ^ ^ W ? . RPReT
^TR ^ ^ t ^ ^ T T T R ^ R ^ t ^ ^ ^ ^ , R T O f f eerra R f e ^ 3PT^ ^TR5
^ ? R cR* # ^ ^ ^ R «5t ^ ^ T r a ^ ^ ? R RR^T 3 f N efR5t RPTeR ^ t . R?t^r 3 W * n Y
^RT FrafRcT W ^ T # SR^TR. ^ T R ^ Req^cff ^ r r a ^ RPReT ^ t . '3TR' R«n% tf.
RPReT TR URT ^ . RR ^ R * ftn? ftrfecT m f ^ R ^ ^ T I
^ . R . 3.75/1Rg^Rff fewfilê) ^ t%^R^ ^ t 5iR feTt% if ^ R ^ R - R^T R>R TRT^C RS^TR
R ^ W 5 3 f ^ ^ W ^ ^ ™ ^ ^ ^ ^ ^ - ^ ^ ^ ^ ^ f ^ O T ? ^ ^
^.R.3.75/2. t R ^ R ^ ^ R q T R T ^ ^ ^ M W ^ ^ ^ ^ R W ^ t%^R^ $ l W T O t ^
f M ^ i f R ^ ^ ^ ^ ^ ^ ^ ^ ^ i f y ^ ^ ^ ^ f ^ M ^ ^ ^ ^ R R ^ ^ I ^ W ^ R ^ ^
^ R ^ R ^ ^ R ^ R R ^ f ^ ^ a i - d 4 d ^ ^ ^ ^ ^ ^ ^ R ^ f ^ ^ R R f % R t | ^ ^ ^ R ^
^ mte R ^ ^T ^ T R ^TT 3 R ^ if R S Wi ^ R I
73
CHAPTER-III SIGNALS
(2) At stations equipped with a colour light signal provided with a 'P' marker, the Loco Pilot
shall bring his train to a stand if it does not show any light or shows as imperfect aspect and
having fulfilled himself that the signal is provided with 'P' marker, shall proceed
preparingtostopatthenextstop signal and shall be guided further by its aspect.
S.R. 3.7471(a) When a Loco Pilot comes a cross any signal which is flickermg/bobbing, he should
consider that signal to be showing the most restrictive aspect and being Ms tram to a stop short of it. If the
signal assumes steady aspect and remains steady for 60 seconds, the Loco Pilot should as according to the
steady aspect so shown. If however, the signal continues to flicker/bob and does not assume the steady
aspectfor60seconds,heshouldtreatthesignalasdefectiveandtakefurtheractionaccordingly
(b) When a Loco Pilot comes a cross any signal which is showing more than one aspect
simultaneously,heshalltakeactionasdetailedbelow:-
(i) In case of a manual stop signal, he shall observed GR & SR 3.69, 3.80, 3.81 treating the
signal as defective.
(ii) Incaseofautomaticsignal,heshallobeythemostrestrictiveaspect.
S.R. 3.74/2. The Repeating signal, whichisdistinguishedby letter-R- can bepassed cautiously even when
the signal arm or light is imperfectly shown, or signal light is extinguished. The Loco Pilot shall act further
ontheaspectofthesignal ahead.
3.75. Passing of Intermediate Block stop signal at W -

(1) When a Loco Pilot finds an Intermediate Block Stop Signal at 'On', he shall stop his train
in rear of the signal and contact the Station Master of the block station in rear on the
telephone, if provided on the signalpost.
(2) The Station Master shall authorise the Loco Pilot to pass the Intermediate Block Stop
Signal, if defective as prescribed by special instructions.
(3) If the telephone is not provided or is out of order, the Loco Pilot after waiting for 5 minutes
at the signal shall pass it at 'On' and proceed cautiously and be prepared to stop short of
any obstruction, at a speed not exceeding 15 kilometers an hour if he has a good view of the
line ahead otherwise at a speed not exceeding 8 kilometers an hour and report the failure to
the Station Master at the block station ahead.
(4) The Station Master of the block stations working the intermediate Block stop signal on
becoming aware that such a signal is defective shall, before dispatching a train, treat the
entire section up to the block station immediately ahead of the Intermediate Block Post as
one block section and issue a written authority to the Loco Pilot to pass the defective
intermediate Block stop signal at 'On' without stopping at the signal, in accordance with
the procedure prescribed by special instructions.
S.RJJS/l.PassinglntermediateBlockStonsignalat'On'-WhenaLocoPilotfmdsanintermediateBlock
Stop signal at 'On', he shall bring his tram to a stop in rear of the signal, advise the Guard of the fact by
sounding one long continuous whistle at distinct intervals as well as on walkie-talkie and contact the
StationMasteroftheblockstationinrear,onthetelephoneprovidedforthepurposeonthesignalpost.
S.R.3.75/2. IftheStationMaster,onbeingcontactedontelephonebytheLocoPilotfindsthatthesignal
is defective, he shall, after obtaining 'Line clear' for the tram from the station in advance, authorise the
Loco Pilot on the telephone to pass the Intermediate Block Stop signal at 'On' and enter the block section
ahead. He shall also advise the Loco Pilot, under which he had received 'Line Clear' from the station in
advance. The Loco Pilot will note this Private Number m his Memo Book.
73
3W-3 few
^.3.75/3. ^ f ^ ^ W I # O T ^ % T O ^ ^ ^ ^ W W ^ ^ ™ ^ W ^ 3 f c ^ r
3 ™ - j i ^ ^ ^ w i ^ ^ ^ % T O ^ ' 3 f H ' f » i f ^ ^ ^ O T ? ^ i f ^ ^ ^
t l ^ f ^ W I ^ O T ^ % T O ^ ^ J I ^ ^ f ^ ^ ^ i | ^ ^ ^ ^ ^ ^ ? W R 1 5
* c t f ^ T xnflq, 3?k Smm <& WT eRI* ^T ^ ^ 3 k tf £ W * ^ t ^ T *nf^, f ^ # <JF W 3
;wto <* w ^ #OT^^ t ^r « <fl f » 3 ^r ^ i ^ ^ ^ R ^ ^ <* ^ ^ r TO^

* . f r 3.75/4. (*) f ^ ^ ^ W r ^ ( ^ ^ r i ) ^ ^ % T O ^ f ^ ^ f ^ ^ ? ^ ^
^ ^ w ? ^r ^ w ^ ^ r a k t i?rfa*BT ftmer ™ ? T w t , c T T ^ * ^ ^ , ^ wicff
«eTR» faw ^ f ^ ^ ^ ^ ^ ^ ^ f ^ " ^ H ftfcPTC" JIM ^ T T 3 ^ ^ # ^ 3FTc^ Wm€\
j n l ^ R ^ *TT I ITfT J n l ^ R ^ if ÔTT* W W f^JT vilT*TT f% ^ ^ ^ cR>OT^ * f ^
J ^ ^ ^ 3 P ^ ' ^ f t ^ ' J ^ ^ f ^ W l ^ ^ ^ H ^ ? ^ W ^ ^ J T ^ R W
(sr) ^ ^ w?fcrcri,wi ant^r.ftPHerwfe t. ^ ^ «era» ^ ^ * w^
^^^?îf^^^R^^^f^^^3k^^^^f^^W^^^R^|^^îi
3.76. sreitf^^TRarfSPinf^^^j^
3.77. ^ra^T^^nror^td(^T^)^nft:-
(1) ^ ^ ^ ( ^ ^ ^ ^ ( ^ T f ^ ^ ^ W ^ e r ^ R ^ T ^ ^ M i J ^ l ^ ^ f t t ^ f e R T ^ e r
(2) ^ ? P T W * . W T T e p i f f i ^ ft, «5T* ( W ^ ) 3TTft *TCR *TT ^ T F f W t.

P l H P c l f a d ^ F F 4 T # ^ * T T . 3TsrfcT : -
^.3.77/1. ^ ^ ( W g ) - ^ ^ W V ^ . ^ ? M W ? / * f ^ W * W ^ T ftc^ <fr ^ f%
^ T T ^r ^f^r ^ r ^ eft ^ ^ ^Tiucii^4^^r^r ^^ffSrcff ^ r ^gf%rcT ^ ^ T T wf%^ crerT ^TT^T ^t^TT^r^ %^; ^TW^TCT m^mt ^ T
74
CHAPTER-III SIGNALS
S.R. 3.75/3. If, however, the telephone provided at the Intermediate Block Stop signal post, is out of
order and the Loco Pilot is unable to contact the station m rear, he shall wait for 5 minutes at the signal and
if within this period the signal is not taken 'OFF' he may, after advising the Guard of this fact by sounding
one long whistle which may be repeated as necessary and after exchanging all-right signal with him, pass
the Intermediate Block Stop signal at 'On' and proceed cautiously into the block section ahead. When such
a signal is passed in this manner, the speed of the tram shall not exceed 15 KMPH if the visibility is good.
Where, owing to any reason, the line ahead cannot be seen clearly, the Loco Pilot shall proceed at a very
slow speed, which shall under no circumstances exceed 10 KMPH. Loco Pilot shall be extremely vigilant
and continue to proceed cautiously till he reaches the foot of next stop signal. Even if that signal is 'Off the
Loco Pilot shall continue to look out for any possible obstruction short of the same and will act upon it's
indication only after he has reached it. After being received at the block station ahead, the Loco Pilot shall
report the failure of the signal/the telephone, as the case may be, to the Station Master.
S.R.3.75/4.(a) However, if the Station Master of the block station immediately in rear of an Intermediate
Block Stop Signal is aware that such a signal is defective, he shall, before dispatching a tram, obtain Line
Clear' for the block section between the intermediate Block Stop signal and the block station in advance
andthenissueawrittenauthontyto the Loco Pilot to pass the Intermediate Block Stop signal ahead at'On'
without stopping at the signal. An endorsement shall be made on such an authority that Line Clear' for the
block section up to next station has been obtained under Private Number, quoting the Private Number so
obtained fromthestationMasteroftheblockstationmadvance.
(b) The Station Master of the block station working the intermediate block stop signal shall not despatch
the third tram till such time complete arrival of the first tram has been received from the block station in
advance.
Note:- On those sections, where due to gradients and other local conditions, the Loco Pilot cannot leave
the engine. In such cases the duties of the Loco Pilot will devolve upon the Asstt Loco Pilot.
3.76. Intimation to officials when defects remedied - As soon as a defective signal has been
put into good working order, the Station Master shall intimate the fact to the officials who were
advised of its being defective.
3.77. Defectiveordamagedpointsetc.
(1) Whenever points, crossings or guardrails are defective or damaged, the railway
servant in charge of operation of points shall protect them and immediately arrange to
report the circumstances to the station Master.
(2) The Station Master, on becoming aware of such defective or damaged points etc. shall-
(a) immediately arrange to have the defect rectified by the railway servant
responsiblefortheirmaintenance.
(b) arrange to ensure the safe passage of trains, and
(c) keep the signal or signals concerned at 'On' until the defect is rectified.
S.R. 3.77/1. Defective Points- On receipt of information that points are defective or cannot for any
reason be fully operated, the SM, or the Cabin ASM/Cabin Master must normalise the signals and
points concerned and attempt to re-operate them. If the defect still persists, and S&T staff
responsible for the maintenance of S&T gears are available, they must be promptley advised. Where,
however, such S&T staff are not available, he must personally inspect the points to find out the cause
andremedy the defect, if he can. If he cannot, he must promptly advise "All Concerned."
74
3W-3 few
*.fr 3.77/2. ^ w ^ - ^ ^ w ^ ^ w ^ ^ ^ ^ R ^ f t ^ ^ a f c ^ ^ ? ^
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3.78. ftPRelY # ^ ^ ? ^ T ^Te^-êT # ^ f e l -

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eR^TT. cnf% ^ t ^ T # r f ^ i T f ^ P > T 3 ?£ 3fN ^ f cTTiR *T* *fh5R f ^ f t
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(4) TCi^âren^êi^Tnwe^^âra^^^^m^ftnPMftW^cra
* r o IJRT * t *n? 3i«rcta «# STTSTR TR ^ R T ^ ^ * T T I ^ ^crra^r ftrw y^fa f^

^ «# .IT* * 3 f N **fftT ^TRU^T tf ^ T 3TRTT t era W ^ T 3 1 ^ / 3 ^ 3cTPR> ^ T ^ R * T
wftftrra ^ # f ^ f ^ # ™ ^ f ^ 3 ^ w # ™ ^ f ^ ^ T R # e r r a
(5) c f t ^ t W r e «pt êT «# ftRT ? T ^ R *TT ^ R F f f TR ^ R TOT t «isf tft ^f^TeR TRjfr.
ftppraf ^ t f^TfcT 3 f N T T f e t f * tf^TTcR «5T y^TT^T ^ R ^Toft 3R4 W ^ T R
irmsTRpqT- ^ 3 P R 3TFT «5T ^ cRIT yftf%RT W T T st*TT | * l f t * S **T * ft*ft »TTT 3
ftRT TR vRT ^ R TOT 1 TTftf%RT ^T# t clT ^ fÊTT * t f STftcT ^ *<& <ft WRcTT
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75
ftp? f ^ R ^ R j ^ T ^ t ^ <fr ^8T ^fer ^ f e p W\ % I
CHAPTER-III SIGNALS
S.R. 3.77/2. Damaged Points- The Station Master must examine the damaged points immediately and
takestepstopreventanymovementoverthedamagedtrackuntilthedefecthasbeenrectified.
S.R. 3.77/3. Trailing thn)u g hPointsbvLoco Pilots- If on any account a point is trailed through, the Loco
Pilotmustnotunderanycircumstancesbackhistramoverthepomttrailedthroughbeforethedefecttothe
point has either been rectified, or the Point been properly set and clamped for any further movement,
provided that afterclamping.thepointdoesnot gap.
3.78. Duties of locomotive engine crew in respect of signals-

(1) (a) The Loco Pilot shall pay immediate attention to and obey every signal whether the
cause of the signal being shown is known to him or not.
(b) The Loco Pilot shall in addition to giving attention to signals, be vigilant and
cautious.
(2) (a) When his engine explodes detonator(s); the Loco Pilot shall whistle intermittently
and take every possible caution including reduction of speed as necessary, so as to
have the train well under his control and be able to stop short of any obstruction on
the line.
(b) after proceeding 1.5 kilometers from the place where his engine exploded
detonator(s), if his engine does not explode any more detonator(s), the Loco Pilot
may resume authorized speed, and
(c) The Loco Pilot shall report the incident to the next station or cabin.
(3) If in consequence of fog or storm or for any other reason, the view of the signals is
obstructed, the Loco Pilot shall take every possible precaution, so as to have the train well
under control.
(4) When the Loco Pilot notices a signal warning of an obstruction, except detonator(s), he
will stop his train immediately and act on advice of the person exhibiting warning signal
or on the basis of obstruction noticed by him. In case no further details of exhibition of
warning signal are noticed after stopping for one minute by day and two minutes by night
to ascertain the location and/or cause of the warning, he shall proceed cautiously upto the
next block station, keeping a sharp look out.
(5) A Loco Pilot shall acquaint himself with the system of working, location of signals and
other local conditions affecting the running of trains on a section or sections of the railway
over which he is to work and if he is not so acquainted with any portion of the railway over
which he is to work, obtain the services of a qualified railway servant who is conversant
with it to assist him.
S.R.3.78/1. Non-Interlocked facing points- If the Loco Pilot finds that the outermost facing points at a
NonlnterlockedstationarenotmannedbyarailwayservantmuniformheshallreducespeedtolOKmsm
caseofgoods trains and shall stop dead and proceed cautiously incase of passenger trains.
On arrival of his tram at the station he shall advice the station Master and the Guard of the tram and
the later shallrecordthisinthejouinal.
S.R.3.78/2. Need for careful attention- While approaching or leaving a station, the Loco Pilot shall pay
careful attention to the various signals displayed morder-
(a) todistinguishbetweenthesignalsapplicabletotramandthosenotapplicable.
(b) toobservetheaspectofsuchsignalsasareapphcabletohistramuntilhepassesthem.
Note: The Loco Pilot of a tram shall be responsible for observing the position of all facing points fitted
withpointindicators, while amvingatorleavingastatioa
75
3W-3 few
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ift,cftgfoawrg^^«iâiresprt^^^^^
^.R.3.78/4. ^ / ^ / c M ^ R O T ^ r a ^ ^ R ^
(i) e f t ^ m ^ ^ ^ ^ ^ ^ w f ^ ^ ^ m - ^ ^ ^ ^ ^ f ^ ^ W ^ ^ ^ ^ ^
(ii) ^ w w M ^ ^ ^ w / w ^ ^ T O ^ ^ - w t e ^ ^ w ^
R * t o <fr WT j r f M ^ f^JT oTT^TT. f ^ # 3^K ffr * ^TO ^ f^T W ^ t ^ ^ ^ M
gRTI ^ # «re ^ t HleHlll&fl <fr eft^T TO^f ^ ^ *f vM^ ^ R ^ ^ f f ^ <fr ?m
(iii) ^RT *TTfetf * eft^T TO^ - ^ n f e r ^ ^ f e **TOfcT*|cftf£q3freW*l^f^T
^TZ - $5ff ^ f e <* ^ K ? R <* ftp? ^ / ^ t / c ^ t ^ R / ^ R <* ftp? ftPReT ^ t ^ R * T f M
^.R.3.78/5. ^ d U l M M d r i ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ t . ^ ^ H H I ^ K ^ ^ R
^qf^m^^r^ ^ S c^RR efr R R f ^ R eft ^ W
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3.79. ^cTRT (il>lftPT 3TR) RPR^T «# ^ ft e f ^ t *TRcR «# ^ c f a i - W T ^ ( R W ) R P R C T «S

^ftft ^cTRT ( W f t n r 3fR) RPRcT cRT £ «isf B* ^ TT^t «# cft^ft T R ^ ^ T w f e ? R ^
ir#t * t^ ^ T T I c R T ^ R *TR ^ f W ^JcTT t ft> ^cTRT (il>lftPT 3TR) RPRcT 'aft* Wl

fcnwt^w^^W^^^ ^ d ^ r d i ^ sfFY w w sik fa*ft *ft anrcta «*
3.80. 3TFFR * * ( W ^ ^ R ) ftPReT '3TR* *TT * R R iftft TR cft^ft ^TRcR <$ ^ c t a :-

(1) ^TT^t ^ T eff^Y TTReR 3 F R * ^NfacT emrft (STRcR). P f f i e (gta) *TTTO(*reftf*r)
ftFR^^/OT^ft^^^^^^^^TTK^^^T.^cI^f^:-
^ eft t sik ^ RPRCT ^ # I M «nffarft **r ^ ^ * "amt «reY" £ *

ftFRer^tRerwt.Sfarar
(S) TOft ^ f t * «TR. ^ Tn eft ^ ? R W * * * * t RPRcT * 3TR e ^ f t «# ftnj

ftrfecryTf^Rî Rer w t ^ 'afra* ferraft ^CTRT (^rftf^-sfR) ftPRer
^ eft^^T TR ^ ? R W ? ^ Sff^R ^TO ^T# ift W t I

(2) ^TT^t ^ T e f t ^ t TTReTcT ^ T ^ t ( 3 f R ^ ) . R ^ (gfa) ^ W ( ^ j ^ ) ftpReT ^ '3TR'
^rt% 15 teWte yra ^ ^ a r f ^ ^ f 11
76
CHAPTER-III SIGNALS
S.R.3.78/3 .Whenever due to fog, heavy dust, storm or for any exceptional circumstances the visibility of
the line ahead is impaired, the Loco Pilot shall excercise caution and keep his tram under control ensuring
thesafetyofthetrainandofanyobstructionaheadparticularlyatlevelcrossmggates,itany
S.R.3.78/4.Acquamtanceofnew/2nd/3rdlmeorsection.
(i) initial road learning of Loco Inspector and set of crew - one trip in day and one trip in night on a
light engine.
(ii) Loco Pilots of first few goods trains- One trip in day and one trip in night working a goods tram
with a Loco Inspector, who has done initial road learning. Thereafter, Loco Pilots of other
goods trains shall be given road learning for one trip in day and one trip in night on footplate of
atramwithworkmgcrew.Afterthis the Loco Pilot will be eligible for working ofa tram on that
line/section.
(hi) Loco Pilot of nassenger carrying trains- Two trips in day and one trip in night on footplate ofa
tram with working crew. Thereafter, Loco Pilot becomes eligible for working of passenger
carrymgtrams.
Note: In order to guide the engine crew, a signal location table for the new / 2nd/3rd line/section shall be
provided to thecrewasareadyreference.
S.R.3.78/5. In case, the Loco Pilot/Guard has not worked in the section for a long period, he shall re-
acquamthimselfbyundertakmgroadlearnmgasmentionedbelow-
Period of absence No. of trips for road learning

During day During night
over 3 months 1 1
over one year 2 1
3.79. Duties of Loco Pilot in respect ofa Calling-on signal- The Loco Pilot ofa train shall be guided
always by the indication of the stop signal below which the Calling on signal is fixed. If this Stop
Signal is at 'On' he shall bring his train to a stop. If he finds that the Calling-on Signal is taken
'Off, he shall, after bringing his train to a Stop, draw ahead with caution and be prepared to
stop short of any obstruction.
3.80. Duties of Loco Pilot when an approach Stop signal is 'On' or defective -
(1) The Loco Pilot of a train shall not pass an Outer, a Home or a routing signal that refers to
him, when it is'On'or defective unless -
(a) he has, at a previous station, received notice in writing specifying that the signal is out
of order and unless he also receives a Proceed hand signal from a railway servant in
uniform at the foot of such signal; or
(b) after coming to a stand, he is either given a written authority by the Station Master to
proceed to pass such signal or is auhorised by a Calling on signal in the 'Off position
or is authorised by the Station Master over the signal post telephone in accordance
withspecialinstructions.
(2) The Loco Pilot of a train while passing an Outer, a Home or a Routing signal, when it is
'On' or defective, shall ensure that the speed of his train does not exceed 15 Kilometers an
hour.
76
3W-3 few
^.H.3.80/1. ^ ^ ^ C T P P M ^ T O ' ^ ' ^ ^ l T ^ . ^ ^ T O ^ ^ t a - f % # ^ <PT

eft^T T R T ^ m^ P f e f % # W R ÔTPPM f % T O ^ . ^ ^ '3TH' I t ^ OT I t , cRT cR> HR ^ f ^ P H
ftrffccr M t o ^ fter w i t 3 ^ ^ *ro ^ *rcra i % r o / i % w l * w * "an* ^ r irsr i % r o ^
(s) ^ ftPMeT ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W ^ ^ R T W ^ a/369(3^) TR ^
3.81. y^n^^^(*^)f^^'3ff^^^^^TRei^Tnwe^^fai:-
TR. era cPS TJR ^T# ^ ^ T . ^P4 cPS f% vRWt ^ t vRT ^ ? R TR. w f *RP4 ftpPTcT
(*f) ^ f W a . 1 3 «# vPTPP*PT (2) «# 3PRTR SPT^RcT ftsW S T ^ M " «# 3 f ^ T

3eTF4T (il>lftpr 3TPT) ftpPTcT ^ t ^PRSTT £ clt vRt 'afro* ^ # ;
(2) ^ f ^ ^ ( ^ ^ ) f ^ P ^ - O T ^ ^ ^ ^ ^ ^ . ^ ^ ^ ^ q R ^ t ^ ^ T c P 4 c r a
ft> ^T^TeR W ^ T * 3 f ^ T v R W W ^Pjf%RT TRSTPT m f ^ R ^T i t I
^.H.3.81/1. t R ^ f ^ T O f ^ ^ ^ ' S T H ' l H T R ^ ^ ^ ^ . ^ : - ^ ^ ^ ^

SRSTPf ^ P f % T O ^T '3fR' f » ^ UR W I t , eft eft^T T R T ^ ^T W ^ P # ^ W ^ f% ^ ^ T
3.82. M R ^ i r d d ^ ^ e r T ^ ^ y ^ ^ ^ ^ ^ T ^ ^ ^ ^ q ^ ^ ^ - ^ ^ T T P T ^ s p ^
5^PT «5t ft*ft nRHlPcld e n ^ T T R ^ T B ^ q R c r a ^ ^ f ^ ^TT^^TT ^P4 cPS % vRt ^ ? P T *TPRR
3.83. f^PPTelf#^R^?^PT^Teraêr^tWFRIT-
(1) cfp*t qraePT 3IR W R * ^ . W W cfp*t VW<XZ SPPft ^ t # ^T^TeR ? p M T ^
(2) W W efrst ^ I e P 5 . ft*ft «1>PT tf 3 P W ^ ^T i t t T R ^ T SPtfSRT i t . ftpPTcT «*

SfT^PT-TJ^PT ^ eTP*t T T P J ^ «fi WTcTT ^ t I
(3) vPTPP*PT (1) 3IR (2) «* xfW*T. e f ^ t W P T «5t ftpPTelf «5t ^RsPt * 3TR vRP# TTTeR
^ t P ^ ^ t ^ F ^ t ^ T j ^ R ^ ^ r ^ ^ ^ i
^.PT.3.83/1. ^ H W ? , *f^ W V * f t ^ cMT ^ r i ^ H / ^ * 3TM ^ ^ ftPHeT ^
3.84. fÊft ^ t ^ «* ^ ^ t ^ 3 r f ^ ?^PT ePt l t ^ TR f^ppTelf # ^TET ^ efrst HFIePit ^

^ f a i - ^ r TTRferfît # ftrara. w f ^ w f ^ k r Kite a i ^ r ftqiijt.^r^ft'n^^^
*TT ^ t ^ 3 r f ^ ?^PT ePt t cfT. ^P4^ 3fpt ^Tc* ?^PT # e f t ^ t TTPJere TR R ^ T ^ " ^ ^ ^ t SIR vPp£
TTTePT ^ t ftp^^pJt B H t 3fR ^ R ftpPTeT ^TT ^ m T * e f ^ t HFIeP5 ^ R ^ 3fpt ^Tc* ?^PT # effet
TTPJePJ <& ePPP ^ ^ ^ ^ t 3fR ^ E R t ^ c T ^ I
^.R3.84/1.^^(^q^)#^êfF^^R^^^fa:-^
77
CHAPTER-III SIGNALS
S.R. 3.80/1. Loco Pilot's duty when an approach Stop signal is 'On' or defective- The Loco Mot of a train
mustnotpassafixedapproachStopsrgnalwhrchreferstohrmwhemtrs'On'ordefectiveunless-
(a) he has received a wntten authority from the Station Master of the Station in rear or the
nommated station in rear authorising him to pass such defective signal/signals and also he has
receivedaProceedhandsignalatthefootofthedefectivesignal/signals,or
(b) aftercomingtoastopatthedefectivesignalheisgivenawnttenpermissiononFormT/369(3b)
bytheStationMaster on duty andis also signalled to pass by the Pomtsman/Porterm uniform.
3.81. Duties of Loco Pilot when a departure Stop signal is 'On' or defective -
(1) The Loco Pilot of a train shall not pass a departure Stop signal that refers to him, when it is
'On' or defective, unless his train has been brought to a stop at the station where the
defective signal is situated and he is authorised to do so -
(a) by a written permission from the Station Master, in addition, in the case of a Starter,
Or Advanced Starter protecting points, he shall not pass such signals, when "ON" or
defective. Unless he also received a "Proceed" hand signal from a duty authorised
member of the station staff posted at the signal, or
(b) by taking 'Off the calling-on-signal, if provided under approved special instructions,
vide sub-rule (2) of Rule 3.13.
(2) In the case of a last Stop signal, he shall not pass such signal, when 'On' or defective, unless
he is also in possession of a proper authority to proceed under the system of working.
S.R.3.81/1. Loco Pilot's duties when Departure signals defective or 'ON' - When departure Stop signal
protecting the points is to be passed at 'On' the Loco Pilot shall ensure that while passing over such points,
thespeedofhistramdoesnotexceedlSkilometersanhour.
3.82. Permission before entering on or crossing a running line No Loco Pilot shall take his engine on
or across any running line until he has obtained the permission of the Station Master and has
ensured himself that all the correct signals have been shown.
3.83. Assistance of the engine crew regarding signals

(1) The Loco Pilot and the Assistant Loco Pilot, as the case may be, shall identify each
signal affecting the movement of the train as soon as it becomes visible. They shall call
out the aspects of the signals to each other.
(2) The Assistant Loco Pilot shall, when not otherwise engaged, assist the Loco Pilot in
exchanging signals as required.
(3) The Provisions of sub-rules (1) and (2) shall, in no way, absolve the Loco Pilot of his
responsibility in respect of observance of and compliance with the signals.
S.R. 3.83/1 Loco Pilot and Assistant Loco Pilot shall exchange all right signal with Station Master,
CabinMast e r/CabinmanandPointsman/Port e rfromth e irr e spective(own)side.
3.84. Duties of Loco Pilots as to signals when two or more engines are attached to train When
two or more engines are attached to a train, the Loco Pilot of the leading engine shall be responsible
for the observance of and compliance with the signals and the Loco Pilot, or
Loco Pilots of other engine or engines shall watch for and take signals from the Loco Pilots
of the leading engine, except in the cases where special instructions are issued to the contrary.
S.R. 3.84/1. Loco Pilot's duties of Coupled engines- When two engines are attached to a train, the Loco
Pilot of the leading engine will be in charge of the tram, and will received the Line Clear Token or Starting
Permit and Caution Orders when issued. The second Loco Pilot should, however, satisfy himself that
everything is in order, correct signals given, etc. The leading Loco Pilot will satisfy himself that the other
Loco Pilots havenotedtheCautionOrders.
77
3W-3 few
3.85. ftPT^^*RT«ft^Rq^TOT-
(1) Tfc efrst m^fZ ^TT W ^ * £ ft> * S «fi ?ITM3lf * ^R*T ^TT f ^ f t 3F*T ^ R ™
5 W <^T ^T# t ft> *pfcr » - » f^Tf ^ eft ^ 3FTc* ^ ? P T TR. WT ^ t ^
(2) ^ ^ q T W ^ ^ W ^ M f M ^ m ^ T R ^ ^ H R ^ l ^ ^ ^ T ^ ^ ^ ^ f ^ T
^3.85/1. ^ * M ^ ? F l f ^ ^ ^ * q ^ ^ ^
G3£Q
78
CHAPTER-III SIGNALS
3.85. Reporting of defects in signals-

(1) Should a Loco Pilot or a Guard observe that a signal is rendered imperfectly visible by
branches of trees or by any other cause, or that a signal light is partially obscured or
not burning brightly enough to give a clear aspect, he shall report the matter to the
Station Master at the next station at which the train stops.
(2) When such a report is made by a Loco Pilot or a Guard, the Station Master shall take
immediate steps to advise the Station Master concerned who shall get it rectified.
S.R. 3.85/1. The Loco Pilot shall report signal, track, station working, OHE and other irregularities
noticed at stations or enroute in concerned register maintained in crew lobby. It will be responsibilities of
crewlobbymchargetorelaysuchabnormahties to the all concerned for immediate action.
78
3W?-4 Wui^HIlM'^^^
4.01. HT^^^-^?T^#^^TTfe^^^^T^^T^^^^mR^f^HT^^
^.R.4.01 / 1. ^ T ^ WZ R T O RRR^ ^ * ^ H f ^T 16.00 ^ WW wfci *focT ^ R I ^ R ^

f ^ ^ ^ ^ 1 6 . 0 0 ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ P H 4 ^ ^ d ^ d ^ | | | f ^ ^ ^ f ^ ^ ^
q? P H 4 ^ ^ M g R T M ^ ^ w i ^ qRd f%RWRR I
4.02. ft^^Wl^^^-^'ft^t^M-^^M'it^^^ft*
^.R.4.02/1. * f e l M -
(*) ^ ^ t ^ t ^ ^ ^ t c f t ^ t ^ ^ ^ ^ ^ f ^ ^ R f ^ ^ ^ R ^ M R f ^ ^ R T
R%^ I JR^R f%TO ^T "3ffq>" W& 3 ^ T R?f ^ ^ * I
(s) elWr TO^T ^T * c t f ^ R ^ WV R ^ * f%TO RoR cMT ip!T W * R ^ T ^ T *
^ ^ ^ f e y ^ R RRRR' ^ ' W ' ^ f ^ w t 3 k < R ^ t ^ R q? ^ q ^
fr) R R R f e R ^ ^ ^ ^ t R ^ ^ ( ^ ) ^ ^ ^ ^ ^ c i W c ] H I 1 ^ f ^ q ^
f^sTR ^R Wrt W ^ R ^ R * q ^ WRT RlT ^ f t I
4.03. VR& ftcTRT - 11<ft «# affiPT ^ ? R Y * *TT ^TcPS êT ef^ft ^ ? R * 3RSTR ^ R 3
4.04. *n^t «# ^ r a ^ êr ^ ftn? ^Tferf^r ^ T w r - q < ^ W . efrst ^racR. *TT W S
^.R.4.04/1. R ^ L ^ J ^ ^ m ^ - ^ R ^ R ^ R ^ R ^ ^ ^ R R f ^ ^ ^ ^ R ^
3 R 3 0 f R R q ^ ^ f t q ? ; R R R f ^ | ?PR^ R R ^ qTR ^ R R R HleHlll&fl # W ^ ^ t ^ ^ t
t *m q? R T R ^ ?R ^ WW ^ *eT M ^ P ^RT fttfftcT f%R ^ R T I
*.R. 4.04/2. ^ q R ^ ^ ^ R ^ ^ q R ^ R ^ T R T f e T R - eft^T q R ^ T ^ ^ R 5 eTFR q R ^ t

^ ^ R £ T R ^ T ^ R <* R ^ ^ ww m R T R ^ # f R ^ R S R (w^ STR) ^ R R % ^ RT w ^ a w
^f^f^f^WÎ^^R^^^^^RR^f^PHHPd^d^TR^fRHf^RTWt:-
(*) R T ^ ' ^ ^ q ^ ^ ^ ^ R R ^ ^ ^ ^ R ^ c R ^ f R ^ o f R R
(R) ^ ^ ^ ^ R ^ ^ ^ f ^ f e M W W ^ t ^ W ^ W ^ ^ ^
ftp? R R f l f e ^RT <* 3TKR ^ R R ^ ^ ^ - ^ ^ ^ ^RT ^ r f ^ I
(iT) Rfe^^WTR^T^q4^PdR4d^lPÎ15FRg|
^ # ^RT ^ T R ^ ^ efF^ ^ ^ R <* q ^ R OT^ ^ R f TR . 5 ^ WW cR> ^T^T ^ R * , R R R
^ ^ T R ^ ^ ^ ^ W R ^ ^ , W ^ ^ ^ R ^ ^ r ^ ^ W T T ^ f ^ R R f ^ f % R W ^ |
79
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/l.The Section Controller on duty at 16.00 hours shall transmit the time signal to the stations in
the sectioncontrolledbyhim.Incasethedutyofthe Section Controller changes at 16.00 hrs. the out gomg
Section Controller shall transmit the signal. In the non-controlled section, the time shall be relayed by the
controlling stationonphone.
4.02. Adherence to advertised time:- No passenger train or mixed train shall be dispatched from
a station before the advertised time.
S.R.4.02/1. Punctuality oftrams-

(a) Every endeavor must be made to make up time at stations when a tram is running late. No delay
must take place in taking 'Off the departure signals.
(b) LocoPilotsmustbeonthealertandstarttheirtramsimmediatelytheyhavereceivedtheGuards
signal and have satisfied themselves that the departure signals have been taken 'Off and, on the
smgle,line,thecorrect'Authontytoproceed'hasbeenreceived.
(c) Trains, if running late, may be allowed to start if the full halt allowed for the tram has not
elapsed; but no tram carrying passengers must start before the departure time shown in the
Public TimeTable.
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 authorized place of reporting for duty and
communicate the time to the Loco Pilot who shall set his watch accordingly.
4.04. Time of attendance for train crew:- Every Guard, Loco Pilot or 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.4.4./1. Attendance of Guards- Passenger Guards must report for duty at least 30 minutes before the
scheduled departure of the tram. In the case of goods trains originating from a terminal yard, the Guards
shall appearonduly at least45nimutes before the trainis scheduled to leave. At intermediate points where
only the change of Tram Crew/Guard takes place, the time of attendance will be prescribed by the
Divisional Railway Manager.
S.R.4.04/2. Attendance of Loco Pilots and Assistant Loco Pilots- Loco Pilots and Assistant Loco Pilots
must 'Sign on' at such time in advance of the Starting time of their trains, as the Divisional Railway
Manager will fix. In the Calculation of the time required. The following will be allowed for-
(a) SOminutesforexammmgandtakingoverengineinshedafter'Signingon'duty.
(b) Such time as is required for the journey between the shed and the tram. This time should be
calculatedforeachseparate station, on an average ofthe actual time required.
(c) lSminutesforfreeshuntingtimebeforethedeparturetimeofthetrams.
Theymust also remain with their engines on arrival at the shed after finishing a journey for suchtime
as may be prescribed for the purpose of examining their engines, booking repairs, or such other work as
maybenecessary
79
3W?-4 Wui^HIlM'^^^
4.05. ^ nEHlPcld dl^H - cfrEt ^RcT? SPT^ft ^ ^ nRHlPcld eTT^T TR ^ ^ W W I
4.06. qf^TeR^tf^TT-
(1) W f cPS f% f M * T 3 R ^ £RT 3 F W ftafRcT ^T# f ^ I T W ^. ^ ^ t eTT^T TR * ^
(2) ^ ^ ^ ^ ^ 3 f f ^ ^ H M I ^ I K eTT^- t c^ fÊT eTT^T TR fÊT f^TT ^ *TTf^TT x t f . W

ftsta a t ^ n T irnT ftafrccr R*TT ^TR^TT I
4.07. ^T4 ^ I C R «N»I1 cTSTT *TT^ 3TRRT ^ t S R , ^ frff -
(1) CRWT M ^nf ^f^TeR ^n^f\ «fi ^ R * ^ ^ ^ W . efrst qRcrcr. êr TO *n
R * T W ft&p* 3ta*tfft*ft*ft3Ri*er*«i«i>«5t«ft wipft f ^ SPR> ^ * ^TR
(3) CRWT ™ r w STRRY tft 3 R ^ f t ^ t ^ *R y < ^ êr TO *TT R*TW R^tera aift
4.08 * m R T *TR ^ T T
(1) ( * ) êT «# ^ # J ? R tf * ^ ^ t ^ T ^T^TeR *TR ^ t v R Utotii <$ *ftcR I?t S^TT ^
(er) ^ ^ ^ ? R * ftnj ^ * W i f i r ate w u f t *TR - nfirro. ^ T 4 ^raieR ^TRnft *
(T) <atet *TRCR era ens «# ftrara ^ra f% ra^ft mwr êr ?WT # w r ^ ^ ^ ^ ^r
^Fft to sfarar S R I ^ f f * W tf «a *TR ^Fft to *rcra i f . ^ ^ * ftnj ^ W c r
*TR ^ T TTTeR ^ T T I ^ *sRra *TR *TFft toY * W tf W ^ *TTf«RY tft a r f e ^ T
a r a N *TR sfh Rafter *TR «frtf * t . SFTOT srpra *TR * <m y f d w ^ RRT
^ ^ e r ftnRftnr «br * ^ra wfenn^s afrcWfi^ ftPRftnr W ^ r err^st sik ^ ^ *n

3RT fÊft ^ T * ^ W W ^ t ^ ^ t ^TRcTcr ^T.R. 4 . 0 8 / 1 (A) ^ (B) ^T
SR^TTeR «P** ^ r f % T^RdT *TH» i t t tft «JSIT tf ftraR 3TÎ f ^ f t eTT^ i f r yfiWET ^
(2) el^^qRere-
(^) TOft # ^Tf^TeR ^ T R R ^ I 3 1 ^ f ^ ^ ^ f ^ T e R ^TRnft «# SR^TR ^ ^ _ f-,^
(^) ^ ^?R>- # * ^ xTCTCt 3 r f ^ WW & ^ ^H ^^T ^ ^T4^TeR ^ W ^TTRnft
(3) life efr^t wiere ^ t ^ ^ T T ^TT mvm* % f% «pgi TR ^nfe^f yfinff^r i f i r ^ ^ ^ f t t
1 cfi f^RR 15.09 ^ ftPrfê R*RY # 3R,^TR ^pf^T# ^ t ^fR^ft I
^.R.4.08/1.
(i) ^^^^f^^^^R^^^dUlMmdrieofe^.^^^^^^^
80
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.
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 approved special instructions.
(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 trains shall be reduced by ten percent from the
speed otherwise permissible.
In Automatic Signalling Territory, when Modified Automatic Signalling System to
introduced and visibility is not clear due to fog or any other reason, the loco Pilot shall
comply with SR4.08/1(A) & (B) Where as in case of clear visibility he can run the train
at maximum permissible speed except any other speed restrictions imposed.
(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 obstructions, action shall be taken as specified in Rule 15.09.
S.RA08/l.(A)TheLoco Pilot shall run the train at a speed at whichhe can control the train depending on
brake power load, visibility etc.
(B)Duringthick, foggy ortempestuous weather impairing visibility-
(a) In Absolute Block Section - The Loco Pilot shall run the tram at a speed not exceeding
60kmph:and
(b) InAutomatic SrgnallmgTemtory-
(i) Onpassmgasignalwith'Green'aspect,theLocoPilotshallrunthetramataspeed
not exceeding 60 kmph: and
80
3W?-4 Wui^HIlM'^^^
(ii) ^ t o ^ T R ^ r o ^ ^ ^ T R ^ T O ^ ^ ^ ^ ^ ^ ^ ^ T
^ ^ ^ % T O ^ O T f ^ ; * ^ ^ ^ W ^ f ^ ^ T R ^ |
(iii) W ^ ^ ^ ^ ^ f ^ ^ ^ ^ R ^ ^ ^ d U l M H d r i ^ d ^ ^ ^ ^ t ^ ^ ^ T
cn% 3FT<* ^ P % T O ^ROTf ^ f t ;Î#T * W ^ W f <frftp?^TR ^ I
(TT) ^ r a ^ RHHEHI §m if ^ HIRWSH* stfemfe^ RHH&HI W f t e r r ^ sfr 3foa qT are ffrft
^ R ^ ^ ^ T W ^ t ^ ^ T T O ^ . f t 4.08/1 (A) ^ ( B ) ^ ^ ^ ^ T ^ f %
^ ( q ^ d ) ^ ^ ^ ^ t l
^.4.08/2. ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ - ^ ^ ^ ^ ^ ^ ^ ^ ^ T ^ ^ t
4.09. ^RT^cTT STT^^T-

(1) ^ ^ ^ . e r T ^ ^ W ^ ^ ^ t ^ % ^ 3 ^ ^ R n T ^ m ^ ^ m ^ ^ 3 n W I ^ r T t
eft efait qTÎere «5t ^ ^RT^cTT 3 T T ^ f^TT ^TT^^TT frrcrf ÊT W ^T W^T st*TTft>f ^ T
toWtaf tf *TTOPft S f T ^ r a 1 ^TT^TPft ? * t f # W ^ R * T £ Sfh vtfl fen ^T% 3
iSte n^ ^ ? P T TR. ^T ^ 3RI ^?rtf *R ate M ^ r *fen^ * T T ^TT ftsta
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R f W * * t W T * W ^ T «£& *R cRTfe)Wl £ 3JK ^ f f ^ T ^ T ^ f ^ R > «5t <^T *TR *
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eftc^ aKR* tf "*RPlfcT 3 f T ^ " ^ W M ^ f e M W W 31^ vRT *R ^ f < R ^ R feu
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^/409(2) if ^ f e w JITWFT <* ^ 3 J 5 ^ W ^ T f^PT 4.09/1 <* * W ^ l ^ T 3?R itft 3 R ^ ^
srferT <* ftnj ^crafciT a ^ r ara*r ^RT f^jT ^ r * i^ ^ ^ ^ t ^R w t ^ ifir i r f e r e r r ^ .
(1) ^ T ^ # ^ ^ ^ ^ ^ f W l M W ^ ^ f ^ W ^ 1 f T |
feg^ft - WTHT foPT 4.09/2 if ^PedRsId y T W T 3 « n ^ ^ W f l ^ foPT 4.09/1 <fr W * T ^
^ f ^ w i ^ ^ afore ernj;^, ^tfe^ ^ ^ / f t ^ T % ^ ^RT ^ f ^ w^ ^ \
(2) êf^TRT^^^^^f^^WR^^Rr^pf(M^)^f^^^^
(4) ^fM^^f«;^f^f»
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(6) oraH»ie«fr^Mel^^ra^r^^HTf^|
(8) ^ ^ ^ ^ f ^ F t f i f ^ R f t ^ ^ W ^ ^ ^ R ^ i f ^ ^ R ^ ? t
(9) ^ ^ ^ ^ ^ ^ H d ^ l N I W ^ a i ^ ^ ^ H ^ e F T r a T W ^ I
(10) ^^^^^^^^^^^^^t^^^mra^^(#RT^^)îom^^w
(11) ^^^^^(afr.^^^ra^w^^^^H^ci^w^tî
81
(ii) On passing a signal with 'Double Yellow' aspect, the Loco pilot shall run the tram
ataspeednotexceedmg30kmph:and
(iii) On passing a signal with 'Single Yellow' aspect, the Loco Pilot shall run the tram
at cautious speed, so as to be prepared to stop at the next stop signal or short of any
obstruction.
(C) In Automatic Signalling Territory, when Modified Automatic Signalling system is introduced
and visibility is not clear due to fog or any other reason, the Loco Pilot shall comply with SR
4.08/1 (A)&(B)whe r e as in case ofclear visibility he canrun the train at maximumpemiissible
speed except any other speed restrictions imposed.
S.R. 4.08/2. Speed of Trains entering dock platform- The Speed of trains while entering dock platform
lmesshallnotexceedlOKMPH.
4.09. Caution Order-

(1) Whenever, in consequence of the line being under repair or for any other reason, special
precautions are necessary, a Caution Order detailing the kilometres between which such
precautions are necessary, the 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 (I) 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 word 'CAUTION ORDER' written on top of
Form in bold letters of appropriate font size to draw attention distinctly and signed in full.'
S.R.4.09/1. I. When it is necessary to give a Loco Pilot special instructions in regard to restriction of
speed, need for observing caution due to damage, repairs to track overhead equipment, signalling and
interlockmge q uipmentorforanyotherreasonendangermgsafety,acautionorderonformT/409on white
paper shall beissued to theLoco Pilot and the Guard by the Station Master on duty. The circumstances are
listedbelow.
(1) Whenengmeenngworksorrepairsareundertakenmsideoroutsidestationlimit.
Note: Not withstanding anything contained in G.R. 4.09/(2), Provisions of G.R. 4.09(l)shall apply
andcautionorderforall temporary speed restrictions must be issued. For block section where
permanentspeedrestriction provided, caution order need not be issued by notice station or by
statiommmediatelyprecedmgthatsection.
(2) WhenroughrunnmgorheavylurchisreportedbytheLocoPilot.
(3) WhenanypatrolmandoesnotreportwithmlSmmutesofhisscheduledarnvalatthestation.
(4) Unsafe condition of bunds of tanks or rivers.
(5) Whenwaterlevelnsesoverthedangerlevelmarkedatbndges.
(6) When Gate signals are reported to be defective.
(7) When there is doubt or suspicion that a block section may have been affected or obstructed
durmgthepassageofanearliertram.
(8) Trolleyorlorryworkmgmsection,asre q uiredundertherules.
(9) Whenasignalisnewlyerectedorresitedonthesections.
(10) On a double line section if a passenger tram does not arrive within 10 minutes or a goods tram
withm20mmutesofitsnormalrunnmgtime,fortramproceedmgmoppositedirection.
(11) Whenoverheadequipmentisdamagedorundertakenforrepairs.
81
3W-4 Wui^HIlM'^^^
(12) ^ f ^ r o a t k a ^ i ^ M ^ W H ^ w ^ ^ ^ H d ^ ^ ^ ^
(13) ^ ^ ^ ^ i ^ ^ ^ t ^ ^ R ^ ^ f ^ W ^ ^ ^ W ^ I
(14) ^ R T ?Wi ^ ^ "ft S^mt T$K Wl l?m% ^ H W e F T f^JT W ^ T ^ ^ ^ R ^
^ f ^ ^ f ^ W ^ ^ f ^ ^ a R ^ a M ^ ^ ^ a i c m ^ H a i ^ R T I
(15) f^^^?^3^^ârfto^^f^|
(16) W ^ ^ ^ ^ T « e l l « f r ^ M ^ ^ § q f t ^ ^ T ^ ^ r ^ T T O W ^ T ^ |
(17) ^ ^ ^ ^ ^ R ^ ^ ^ ^ ^ ^ ^ T O ^ ^ ^ R ^
(18) ^f^ft^/^|^^^^^^w^^t^f^W^|
(19) ^ f ^ ^ f M ^ ^ ^ q f ^ M M ^ ^ ^ ^ d ^ d l ^ C T ^ ^ ^ ^ ^ ^ ^ R ^ ^
ft^ - ^ T f w ^ a ^ R ^ feTfM <fl * m R T ^ f , fe^ a R ^ f a a ^ ^ R T f ^ ^ t f W ^
II- g ^ t o -
(1) ^qMMM^ww^ta^^w^^^t4wt^^M^^
ITHtf ^ ^ JPTTftcT OT^^^R^T^W^ #TCM ^TeR ^T ^ ^ T
^ H ^ r g T ^ g ^ t a n ^ r - ^ M «M«£ qfid <^n i
III- T^dTa^^RT?R^^Rfq^-
(i) ^TO<fl w ^ i ^ t O T ^ ^ ^ ^ ^ 3 ^ ^ a R q ^ ?^rf^
fr) ^ R ^ ^ H H l ^ W T ^ ^ ^ T ^ ^ ^ R ^ f e ^ ^ R d T ;
(sr) ^ ^ ^ T ^ w ^ ^ ^ ^ f ^ ^ ^ ^ ^ f d ^ ^ ^ ^ ^ ^ ^ t e f R ^ , ^
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^fafc
(ii) g ^ f e ^ ^ ^ ^ f ^ ^ ^ ^ * ^ f e w ( i ) ^ w ^ ( ^ ) ^ ( g ) ^
a ^ K ct,i4cii^ ^ r i
(iii) ^ ^ a ^ ^ ^ ^ ^ ^ ^ f ^ f ^ ^ ^ ^ ^ f t ^ ^ f ^ ^ ^ ^ M ^ R ^ ^
^ W T f f ^ ^ ^ ^ f ^ w ^ ^ f ^ ^ f ^ ^ ^ ^ ^ ^ a ^ ^ ^ R T ^ f ^
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(*) ^ ^ ^ w ^ ^ f % ^ ^ ^ w ^ ^ w ^ t ^ a r ^ ^ ^ ^ r f ^ q ^ f ^ #
^ ^ W T ^ 3 ^ cTSTT f ^ # f ^ ^ # ^ T ^RfT ^RT t, ^ftf^ ^H ^ ^H
W ^ c f l ^ ^ g ^ ^ ^ ? ^ ^ f % # ^ ^ f ^ ^ | R d ^ ^ ^ W ^
t . ^ ^ ^ ^ ^ ^ ^ ^ a R H m ^ ^ ^ ^ f ^ ^ ^ ^ T O ^
^ ^ ^ ^ ^ ^ ^ T i ^ ^ a ^ ^ ^ ^ ^ ^ t i ^ ^ ^ ^ r ^
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(s) ^feT T ^ ^ ^ ^ R f W ^ ^ a ^ a f c ^ ^ a ^ ^ W ^ ^ R f <* * N ? T T O <fl
^n^^^%^^dUlMmdril-^^^^'^'(f^)îâ^^^RT^î
fenpfr :- ^ cl^ H l P r i ^ ^ H ^ ^ ^ d T a^R^ W ^ ^t ^ ^ ^ ^ d U l MHdri ^ eft ^
82
(12) When signalling and interlocking equipment is damaged or undertaken for repairs.
(13) Whensendinganengmetoassistadisabletrammsection.
(14) In connection with temporary single line working on double line section, working of double
line when all communications fail! and working under abnormal conditions as required under
therulesorconsiderednecessary.
(15) To authorize workingofballasttraininthesectioa
(16)WhenatrainengmereturnstopickuptherearportionleftbehmdintheBlocksection
(17) To notify attain engine Loco Pilot when a banking engine will assist.
(18) When alarmcham apparatus to any coach/compartment is blanked off.
(19) Any other conditions or circumstancenecessitatingissueofcautiononlers,
Note:TheaboveistheusuallistofcontingenciesunderwhichaCautionOrdensrequiredtobeissuedbut
êxhaustive.
II. Sendmgoflnformation-
(1) Whenever in circumstances detailed above special precautions are necessary, or when any
danger to safety of trams is apprehended, the Station Master receiving such information shall
immediatelymformtheStationMasterattheotherendofaffectedblocksection,andthe Section
Controller, who will inform to the Power Controller, the Traction Power Controller, the Loco
Foreman, other Railway servants concerned and the notice station or stations of such conditions
underexchangeofPnvateNumbers.
(2) The Section Controller shall in return inform to the Station Master that all concerned have been
advisedofsuchconditions.
III. ProcedureforissueofCautionOrder-
m BvtheStationMasterateitherendoftheaffectedBlocksection-
(i) The Station Master receiving advice about the line being under repairs, or any other
eventuality endangering safety of trams, necessitating exercise of caution shall not
permit any tram running to enter the affected block section either from his station or
fromtheotherendunless-
(a) TheStationMasterattheotherendhasacknowledgedreceiptofsuch information,
(b) He has warned the Loco Pilot and the Guard of the danger ahead and its location by the
issue of a Caution Order except in case of permanent speed restrictions, which are
notifiedintheWorkingTimeTable,
(c) He has ensured that Caution Order has been issued by the Notice Station concerned,
and
(d) He has received advice about restoration of normal working.
(n) The Station Master at the other end of the affected block section shall also take action in
accordance with sub-clauses (b) to (d)of the clause (i) above.
(in) Run through trams shall be stopped out of course for issue of Caution Order till such time it
hasbeenensuredthataCautionOrderhasbeenissuedbytheNoticeStationconcerned.
(2) BvtheStationMasterofNoticeStation-
(a) Onreceiptofadviceofthelinebemgunderrepairsoranyothereventualityendangeringthe
safety of trams, necessitating exercise of caution, the Station Master of the Notice Station
shall acknowledge the same and shall not allow any tram, which has to pass through the
affected block section, to leave his station unless he has warned the Loco Pilot and the
Guard of the danger and its location through the issue of a Caution Order. He shall also
advise the Section Controller about the first tram to which the Caution Order has been
issued.
(b) The Station Master of aNotice station shall issue 'NIL' Caution Order to the Loco Pilots and
the Guards of all trams leaving his station if he has received no intimation of any special
precautions to be observed between his station and the next Notice Station of the tram, in
thedirectionofmovement.
Note: The Loco Pilot shall not start the tram and the Guard shall not give signal to start the
r^mfromaNoticeStationuntiltheyhavereceivedtheCautionOrder
82
3W?-4 Wui^HIlM'^^^
(3) ^f^^^^f^^^^Hf^CTR«T^^ft^^f^^R^^:^^t^^^^
^H (^cid ^ ^ d|^H ^ren?)^ mind 4>îiafh?aFT^rHlfe>H < ^ H cre^crafoTsn^r vart
* f^ ^ iff eft ^crafciT s r r ^ ^ ^ ^ ^ ^ T ^ T ^ r R T r w ^ , ^ ' ^ ' ^ m
era cR» ^ O T ^ ^ ^ ^ ^ ^ ^ O T ^ R T W f ^ ^TRRi ^ H ^ * ' ! ^

afotfr * forcer JIRT f%q w ^ t 11
(5) vrf *f ^RRE ^WZ ®m t^t <& WT^ - qft TTPf 3 ffrtft ?&M TTC ^RRE ^Mtfi
(7) ^ W O T ^ ^ ^ y f ^ T r ^ ^ ^ f ^ # ^ ^ ^ ^ ^ ^ ^ W T l ^
^ ^ <ft a ^ T frft ^ R ^ IfT vflti eft P^HI^K ^ c T T ^ R ^ ^TM ^RT f ^ T ^RT
^ I W OT <fl WT ^ t ^ T W^f^ ^ T ST%T R T O (frtoft.) <tf W OT ^
^ ^ ^ ^ f ^ g ^ ^ l ^ ^ H ( ^ R ^ ^ ^ q ^ f M ^ ^ ^ ^ C T 6 d l ^ ^ H ) ^ ^ ^
^RT ^ R T 3k ^ t rt ^TT I ^ ^ - J T R I * T - ^ ^ yftftrft ^ R W eftfr y k k i

^f W R T O (cftft.#.) ^ tf * ^ T I
^ ^ ^ W l ^ ^ ^ ^ ^ W ^ J ^ ^ ^ ^ f f l R ^ - J R F f ^RT^rf^
(8) ^ ^ ^ ^ ^ ^ W f ^ ^ ^ W ^ f ^ W ^ f t : -
(*) f%M 3nW f%Tf% H ora f% ^f% l r f » ^ ^ R ^ eRTOT ^RT ^fflRR^P ^ W ^
^ F R ^ : ^cRfcIT ^ R ^ ^RT ^ f%^ ^RRT I
(s) ^ M ^ ^ ^ ^ , f ^ V f ^ ^ ^ ^ ^ R r ^ R ^ ^ R r a f % # ^ R T ^ ^ R
W * ^ RcRfr t eft UTCT ^ ^ ^RTf ^T ^ f ^ ^ T ^RT ^RRT <* ftp? ^
^ J ^ ^TT 3 k ^ ^T£T ^ y ^ ^ 1 ^ ^ R f - ^ R f ^ ^8T ^ yRfcft yRT ^ T ^R
# iftmlt ^ ^ ^ ^ R ^ ^ # ^ yRRff ^TT I
^ wf ^ ^RTT ^ ^ ^ T yf^sr ^ R t ^rr^ ^ ? r JIRT t%^ iff i
83
(3) IncaseoftiainsorginatingfromstationotherthanNotice Station-In case of a tram originating

from a station which is not a Notice Station, the Station Master shall consult the Section
Controller or the Notice Station in rear or the Notice Station in advance (on single line section
only) and issue Caution Orders upto the Notice Station in advance. However, when such
information cannot be collected by the station due to failure of communications with the
SectionControllerortheNoticeStationmrearortheNoticeStationinadvance(onsingleline
sectiononly)thetrainshouldbestartedafterissuingaCautionOrderforrestrictions,ifany,ora
'NIL' Caution Order upto the block station in advance giving a written advice to the Loco Pilot
to stop at the block station in advance and act upon the instructions given there. This procedure
will be followed up to the station from which he can obtain particulars of all restrictions upto
theNoticeStationin advance.
(4) Changeoftramcrew enroute- In case of change of tram crew enroute, the Loco Pilot and Guard
taking over charge must take over all Caution Orders relating to his tram giving
acknowledgmenttothe Pilot andGuardwho is beingrelieved.
(5) Attaching of Assisting/Banking engine enroute- In case of an Assisting or a Banking engine
being attached at a station enroute, the responsibility for acquainting himself with restrictions
shall lie on the Loco Pilot of such an engine who shall contact the tram engine Loco Pilot or the
Guard, as the case may be, and get the necessary information.
(6) During failure of communications- During failure of communications, the Station Master of
the station immediately in rear of the affected block section shall issue Caution Order to trains
of all descriptions irrespective of whether it is a single line section or a double line section and
irrespectiveofthesystemofworkingmforceonthesection.
(7) In case of Power Blocks on electrified sections- In case it becomes necessary to permit
movement of vehicles hauled by diesel locomotives on a section under Power Block for a
running line, a Caution Order must be issued as per rules. While asking for the Power Block,
the Traction Power Controller concerned shall invariably mention the duration of the Power
Block, the block stations and the exact kilometre between which the work is to be done, the
nature of work, the speed at which the tram shall travel, and other special precautions required
to be observedbythe Loco Pilot.
Note: In case of other engineering works- In case of works like relaying, deep screening of
ballast, string lining of curves etc., where the work progress and the location of the speed
restrictions consequently change from time to time, the engineering official in charge of the
work will issue a daily message, when the block is lifted, to the Station Master of the nearest
block station (preferably the block station controlling entry into the block section concerned)
indicating the kilometreages and speed restrictions to be observed and obtain his
acknowledgment. The copy of this restriction message should also be endorsed to the Section
Controller,theLocoForeman,thePower Controller and the Traction Power Controller.
The StationMaster immediately on receipt of this advice shall inform the Station Master of the
block stationinimediatelyinrearofthe affected section ondouble line andtheStationMasters
on either side of single line and the controller, under exchange of Private Numbers.
(8) In case of Stations where no tram is booked to stop-
(a) A Caution Order shall normally not be issued except in an emergency necessitating
imposition of sudden speed restrictions.
(b) If any information warranting issue of Caution Order is received by the Station Master of
such a station, he shall immediately advise the adjoining block stations for the issue of
Caution Order and only after obtaining their acknowledgments in this regard under
exchange of Private Numbers, shall acknowledge the message requiring imposition of
speedrestrictions.
(c) Onreceiptofsuchinformation,theStationMasteroftheadjoiningstationwhoreceivesthe
information first, shall act as if he had himself received the message for imposition of the
restriction.
83
3W?-4 Wui^HIlM'^^^
IV- ^ d T ^ ^ ^ f y y ^ a f k ^ y ^ -
if f^H <* ^ f f if eft^T yRT^ ^ f W - ^ P t TRT^ fftTcT ^ t , ^fRf^cTT 3TT*?T W-^fWt

^ ^ ^ ^ ^ t e f ^ ^ ^ l ^ f ^ ^ f f l ^ ^ W ^ f ^ W ^ T ^ ^ ^ ^ ^ y f M i f
(y) yf%yfcy iter EbeMe>t cff a k ^ fo^y? ^ ^ ^ f ^ # fa ^ ^ ^ ^ %,

^ m y y ^ afc fa* yf% * y ^ ^yrayr ^ yf% yy * y y % w^ if ^ t e r f%yr ^ R R T
* d ^ y y y ^ y R y # f ^ ^ * i ^ f y y * « ^ y R y ^ y ^ ^ ^ i
(y) fy?ty ^ r * ^feyfay ^ f f yy yrf%y? yy ^feyR y^fe yRy y; fay fy?ty ^ y * *yy%r
snfrr ^ - ^ yyy? ^ R yy%y ifagty^ r *' ^fayfay W f if srft < m ^ y d l ^ d
f % ^ ^ ^ ^ W f ^ f ^ ^ W ^ f ^ ^ m t ^ i f ^ ^ ^ f ^ ^ t l W f ^ f ^ ^
^t^^^fîf,#rftf^fe^^^^K^|^^^|
(y) fe^^^f^^^^Rf^^^^îf^f^^ffl^^^^f^^^^^
*crafrTsnfrr«HNivîii
v. M^M^B^^m-
(1) y ^ t <* eft^T T R T ^ 3 k ^ y y ^cRfcIT S ^ ^ ^ c f t ^ R t ^ ^ ^ R ^ ^ ^ ^ ^ ^ ^
WT^y^yRT i j r c r f a y r ^ R R T ^ ^ w f t y ^ w n ^ w w ^ ^ w m ^ M , eft^r
gmw^(^^î^)^dUlMmdriafk^^rsNîn
(2) w f y ^ * ; ^ ^ ^ i y y ^ * y * ^ y f a ^ ^ ^ y R ^ y y * y y % ; ^
fayr ^RRT 3 k ^yfayy (1) <* 3 ^ R ^ # ^ T ^ fay ^ R R I ^ R fa# ^ if
y f a y / ^ R ^ ifaR 3kr ^ yfa * eRTOT ^ t cR y f a R / * ^ ifaR * eft^T ^ R T ^ yy
^Hw^d^di^yfa^yyyfyyyri
VI. faty y y M yy ;yfayfay/yyy y^y yy yyy ygfy -

(1) ora yyf W T ^ to fa# yfa 5Tf^Rfer yr fa*T fayy y # y y yy w y y yyy yr fa# ara
y y ^ f ^ ^ ^ f y ^ y R ^ f a V f ^ ^ ^ ^ ^ T f t e r t , eHIHI ^ «H3k1l iy eft
(i) &) ^ ^ W ^ « d l « f r ^ M ^ ^ ( ^ f ^ « ^ ^ ^ g ^ f ^ t f ^ ^ ^ W T ^
y ^ y to im) yy ^ fyfafary? 3fk ^ R yr ^ t f f <* ym w f y? yfafy
iter 3 ra*r yy ct,i4McdPd, f ^ m ^ ^rfecT w t ^PH^RÎ ^k^ wnft y ^ c r
f M ^ t, ^ Pdf^d ^ H I ^TTak ^ s r # ^ % r ^ *fo\M ^ kT (ii) ^
^(^â^K^H^^^fîf^f^f^f^^^t.^d^nak
(ii) ^ ^ w ^ ^ ^ ^ ^ R ^ R ^ ^ ^ y ^ ^ f ^ ^ ^ % ^ ^ R P ^ ^
y^^ffyra^î
(2) ora ^ yfef^ ^ M y yjffyra $ r w r ? 2 r f e i i w ^ ? r a w i ^ y^rtf ^ CPHT ^r
^ ^ ^ ^ ^ ^ ^ i ^ r i H H ^ ^ C T ^ - y ^ ^ ^ d ^ d ^ i i i
84
IV. DescriptionandPreparationofCautionOrder-
(a) Caution Order shall be prepared in the prescnbed Form No T/409 on white paper, All forms
should be senally numbered and the name of the station issuing it shall be stamped on each foil-
one each for the Record, Loco Pilot, and Guard.
In cases of trams worked by engine manned by Loco Pilots and Co-Loco Pilots, the Caution
Order shall be got noted by the Co-Loco Mot also, Caution Order should be prepared neatly and
legibly intriplicatebycarbonprocess.
"Printing of Caution Order forms should be bilingual is English and Hindi.
(b) No entries should be made on the back of the Caution Order. If more than one Caution Order
fonnisused ) pagesshouldbeseriallyn Um beredasPage-l s Page-2 s Page-3ete.
(c) The Caution Order shall specify the kilometreage and the station at which or the Stations
between which caution is required to be observed the reasons therefore, and the speed at which
the tram will travel on the restricted zone. Station codes should not be used. Names of the
Stations concemedshouldbe written infull.
(d) Caution order shall be specifically made out for each tram separately except at specified stations
and for specified trains for which case it may be typed, cyclostyled or printed, provided that it
shall be checked up again at the time of service to ensure that all locations where caution is
required to be observe have been incorporated therein. Wherever speed restrictions are required
to be observed at two or more locations, the kilometerage of all such locations shall be indicated
mgeographicalordennrelationtothedirectionofmovement.
(e) Caution Order shall always be dated and signed in full.
(f) In case of any error of overwriting, it shall be cancelled and a fresh Caution Order shall be
prepared.
V. ServingofCautionOrder-
(1) The Caution Order shall be delivered to the Loco Pilot and the Guard of a tram by the station
Master either personally or through a competent railway servant deputed by him and the
signatures of Loco Pilot and Guard obtained on the record foil in token of their having received
and understood it. When more than one foil is served, each counter foil will be signed by the
Loco Pilot and Guard.
(2) Where there is more than one engine, the Caution Order shall be given to Loco Pilot of the
leading engine and his signature obtained. In case, there is a Banking engine/Assisting engine or
engines in rear/front a fresh Caution Order should be issued by Station Master where such
engines are attached.
VI. Methodofnotifving/cancellationofsnecialnrecautions-
(1) When a competent railway servant finds it necessary to impose any speed restriction or any
special precaution on a portion of a line, including OHE, due to repairs or work or for any
other reason, he shall-
(i) (a) advise in writing the Station Master of the nearest block station (preferably) the block
station controlling entry into the block section concerned) the exact kilometerage and
the station at which or the stations between which the restriction or special precaution
is to be observed, its nature andhkely duration, the method of protection of the place of
restriction or special precaution is to be observed, its nature and likely duration, the
method of protection of the place of restriction together with the location where
Engineering Indicators are to be exhibited etc., and also advise other railway servants
concerned as per clause (1) of paragraph II who are required to be notified in this
regard,and
(b) not commence such operations until written acknowledgment is received from the
StationMaster.
(n) The Station Master receiving the advice shall not acknowledge it until he has advised the
Station Master of the block station at the other end of the block section if any to be affected
andobtamhisacknowledgmentunderexchangeofpnvateNo.
(2) When the cause of such restriction or special precaution has been removed, the competent
railway servant shall advise this fact to the Station Master of the nearest block station under
exchange of Private Numbers and other officials concerned who were notified earlier of the
impositionofrestriction.
84
3W?-4 Wui^HIlM'^^^
(1) J # * T ^ ^ ^ ^ ? j ^ ^ ^ ? ^ w ? «?r ^ ^ ^ ^ ^ R M ^ ^ H
w t f 31R #TCM ^WR <ti ( oft f% ^ 4 ^ f ^ ^ ^ ^TT) W f S ^ ^fflT^-JT^ <#
*ro ^ ^ n |^ ^ ; ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ w ? ^ # m
3TT^viTF&^«h^*TTx|Tf!lJ|
(2) ^ ^ ^ ? ^ ^ ^ l ^ f ^ ^ ^ t ^ J # ^ ^ ^ ^ ^ ^ W ^ O T
VIII.SSMMMMS^-
(*) ^ ^ ? ^ ^ w f ^ ^ ; ^ ^ f ^ ^ t , ? ^ W R ^ ^ ^ j # * T l ^ f
OT^ fe^ ^ # ^ 3 f c ^ ^ ^ cnî. j n t e a . ^ R F ^ * * r o ^crafciT an**
*3ft ^ ^ T T 31R Oft # W 0000 ^ W^Ri ^ fÎT ^ 3 ^ R # r f r f ^ p f ^ ^ R ^Rf f%^
(?j) F f t ^ R ^ fe^ f^RT Wfer, ^^3nft3^^^|vifi?fipHWr*fî*RT
fZM\: (l)ora «pj€t «TCert q ^ i % # a R q ^ R ^ ? ^ W ^ wfrR W f^JT vJTR eft, ^
^R if a w ^ I ^ ^ ^ ^ ^ ^ F i ^ ^ ^ ^ t c f t ^ ^ ^ * M if ^ ^ T eTT^
(2) efrar ^ I ^ T ^r tf w^ ^ <* f ^ TO-WP ^\wm <& w ^crafciT a ^ - ^

W f t *nf^ I W TO W^^ ^ R ^ ^ f ^ i f efl4 TRT^f ^ t ^ f e ^ TR ^ ^ * W^
^ ^ ^ ^ ^ i f ^ ^ y f ^ ^ ^ ^ i f ^ ^ ^ ^ T O ^ W ^ ^ ^ y ^ i f ^ ^ ^ R f t c n
^ ^ I W f ^ ^ ^ T R T ^ ^ l M f ^ ^ M ^ f ^ ^ i f ^ ^ ^ ^ t , ^
^ l ^ \ WH^ 3TT*jtf/*Tfir yfotff <* ^R if % *TO ^R^RT JIRT ^ I
IX. wri^ an^ff ^T ^fecr ^ r - wri^ w^ ^ "f%f^ yf% TM" ^ R # ^RT ^ <* ^ ^ 12
ww w f t if arfitîcr f%^ ^ Ti
4.10. ^^^rcfTRTTfirîT-
(1) SH^FTfftRT ^ * J ^ f e f ^R ITfetf ^ t ^T% f ^ f t *ft ^TT ^ 15 f%efT ^ f t ^ vft *tt H
s r f ^ ^ ^ ^ 3 f h ^ f 3 f R ^ c r a r T ^ R T 3 i ^ T R ^ ^ r i 5 fodl41e< yf^r ^ ^
s r f ^ ^nff ^^ft. ^ra era % sr^^fer f^t^r a t ^ n T ^RT srârr f^r^f^T ^ r a F ^
(2) ^Tf^RIH (1) B i w q r # 3 f T * T ^ ^ ^ . ^ ^TT^t SFrPTfftRT ^ T ^ ^ ^ f e f ^R ^cPft #

^ it ^ ^ . ftRPft SPrPTf?Rf HRra ^RT 3 T ^ W t I
^.m.4.10/1. e f ^ ^ R ^ ^ ^ ^ f f l R ^ ^ P f ^ s f ^ ^ m g f f ^ ^ ^ ^ ^ W ^ ^ ^ ^ R ^ ^
qR^rcra>"^^>r^cr^f^TTi
4.11. ^^ffTRf^T^^n^^ft^nfîr^t^r^ff-
(1) SFrPTfftRT ^ ? R f ^R ^ *ft ^ t 50 fodl41e< # ^ ¥ ^ w M ^ ^ ^
S R ^ f e r fr?N 3 T 5 ^ ^ ^RT f^rgfRcT ^ t M 1 ^ 3 r f ^ ^ ^T# ^ ^ f t . ^ cTO f% vRT
eTTFT ^ t ftRT eTTFT *R ^ T l ^ ^ q R I?RfT t . ^ f e f ^ ^ ^ R # ^ 3Pq S T ^ ^ f e r
f^TT ^fKIT f% W R ^ T qR^f# iTR ^ ^TRT cl^ ^ ^t^ft I
85
VII.ActionbvtheStationMaster after cancellation ofthe speed restriction.

(1) The Station Master receiving advice regarding the removal of the restriction shall advise the
station Masters at the other end of the block section concerned and the Section Controller
(under exchange the pnvate number) who will advise to all concerned about it. After issue of
the advice regarding cancellation of the Caution Order, the Station Master should
discontinue the issuing of the Caution Order.
(2) If no tram is booked to stop at the station, the advice regarding the removal of restriction
shall be sent to one of the adjoining block stations who should take action in accordance
withpara(l)above.
VIILRecordofCautionOrders-
(a) At all stations where Caution Orders are issued, the Station Master shall keep an up to date
record of all the speed restrictions imposed with the dates of their enforcement and
cancellation, authority, nature, etc. in the Caution Order Register and bring forward every
Monday at 00 hrs. in geographical order in relation to the direction of movement, the Caution
Orders due to be issued. No code names of station shall be used in these register. The Notice
StationswillmamtamsuchregistersseparatelyforeachNoticeArea.
(b) Similar record should also be kept in Control Offices, Loco sheds etc., where information in
thisregardisreceived.
Note: (1) When a Station Master is relieved, either for change of duty or otherwise, he will ensure
l a t h i s reliever is acquainted with all the cautions/speed restrictions that are in force at the time of
relief. When a Station Master comes on duty he must record in station diary the serial numbers of all
the Caution Orders mforce atthattime.
(2) A Similar Caution Order Register should be maintained by the Loco Foreman separately,
for each section. A separate register should be maintained for obtaining the acknowledgments of
Loco Pilots before they are booked out for each trip in token of their having acquainted themselves
withthecautions/speedrestrictionsmforce.overthesectionoftheirrun.Itwillbetheresponsibility
of Loco Pilots to peruse the register and acquaint themselves with all cautions speed restrictions
whataretobeobservedoverthesectionoverwhichtheyarebookedtorun.
IX. Preservation of Caution Orders- Record foils of the Caution Orders shall be preserved for a
penodoftwelvemonthsafterissue.
X. List of Notice Stations - Caution Orders will be issued to the Loco Pilots and Guards of all
trains at Notice Stations that are nominated by the DRMs for each section under his
jurisdiction andnotifiedinthe working Time Table.
4.10. Limitsofspeedoverfacingpoints-
(1) The speed of trains over non-interlocked faring points shall not exeeed 15 kilometers an
hour hi any eireumstanees, and the speed over turnouts and crossovers shall not exeeed 15
kilometers an hour unless otherwise prescribed by approved special instructions, which
may permit a higher speed.
(2) Subject to the provisions of sub-rule (1), a train may run over interlocked facing points at
such speed as may be permitted by the standard of interlocking.
S.R. 4.10/1. The Loco Pilot must observe the prescribed speed limits over turn-outs and cross overs and
shall not resume normal speed until the entire length of the tram has cleared the same and until this has
been so indicated to him by the Guard by exchanging an "All Right" signal. In such cases the Guard shall
notgiveallnghtsignaltotheLocoPilotunlessthelastvehicleofhistrainhasclearedthetrailingpoints.
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 b such as to maintain this
condition during the passage of the train.
85
3W-4 W u i ^ H I l M ' ^ ^ ^
«£frft w f t * qarw^r ^ f ft*rr w 1 eft ^ M qrcferfa ft *ff¥*r *& ere? ^ ^
(i) ^ ^ d i ^ ^ e ^ isfttft.yfcTra
(ii) ^ r i ^ i ^ ^ r i ^ ^ ^ t i 2 ^ i ^ ^ ^ r ^ ? r isfttft.yfcTra
^ f m$^ ftw feraf ^ sy if 1 <* ^ r *
(iii) ^ ^ ( ^ ^ ^ ) ^ W ^ a ^ f w ^ isfttft.yfcTra
(iv) ^ ^ ^ f e r a ^ s y i f i ^ ^ iof%.ft»^r
^^f^ra^8yifi;™^R
(s) ^ ^ ^ ^ f t ^ R ^ ^ ^ M ^ ^ # ^ ^ ? t ^ ^ ^ w f i f t ^ ^ f t t
fr) ^ ^ ^ 1 2 f t ^ 8 y f t ^ ^ ^ ^ f o ^ / P d ^ d f ^ ^ W ^ ^ R ^ t o ^
(ET) ^ f ^ ^ 8 y f t ^ ^ ^ ^ ^ l l f ^ H J , ^ ^ ^ ^ ^ ^ ^ t o ^ ^ t
(i) ^R W>M\<te ^ < ^ ^ ^ ^ R f ^ W ^ T ^ R ^ ^ T ^ R ^ ^ f s y i f l ^ T
^ f ^ ^ c r f a n ^ t ^ ^ ^ t f ^ f o t f t f « S T R if to ^ ^ ^ f t
^nf^ I ^%sm?n$ <ti ^ r ^ R if im^RRT^# ^ro# ^t %ro W t ^
^ ^ ^ 1 o M . J T . ^ * ^ ^ R T |
feâ : w t sy ft 1 <sr ^ f^ra w <R smz % ^ t eft^r TO^ <tfr ;wft ^ r 10
f%.ftr. a.w. * ^ t o ^ f ^ R T ^ t f t iptfftrt ifir ^ t o «fK§ wim w t i ^ ^ f
4.12. ?^T^RTêRT-
(1) ft?W S R ^ " «# ftrara «5t* ? ^ R *TT ^ f t c T W T %?ft *TT^ ^ft ^ ? R ^ T T «# efTI^
^ f t ^ N T T Sfhft^TTW& W I vRRft *T% 25 fa.ftt. * f a Wt it 3 r f ^ ^ T B H t I
q^, W ^ R R ^ ^ t # feft c T R ^ " ift^TT f ^ f *W * 3TR M W T ^TcR
vROTY it ^TR^cT f 3lW frRfr 3R*ftRcT fr?W SR^M" * SH^T nRHlPcld ft*TT ^TT
WcTTtl
q ^ , ft*ft ^ t «# 4 ^ w w ? ^ R ^ ^ t «# ?rra ^ ^ h 3R,^fer ftsta 3R,*nY
£ 3 f ^ T ^cTR «fi 3R,*Tfa ^ ^ t eft vRT TR W ^ R R c T R ^ ift^TT I
3TTW ferf^r ^ W f e ^ ^ *ft T T ^ ftR^- f^RcR RgfcT/^^R ^ ^ ^ f eR t ^ ? R
40 ft,.*. H.^T. ^ t ^T% ^ ^ e R ^ t 3 R , ^ 4t ^TT W e f t t I
f^t^r 3R,^^ ^RT S F W f^rfftcr tawt,^^ ^ ? R # ^ T * <nm f%#

5^R ^RT ^ e f t ^fTcft t eft M TT^t # 3fTW R ^ r ^ ^ ^ ^ W ^ 3TR ^T^ ^T^T
ft R^TfRcT ^ 4 ^ 3 ^ ^ effeRTf eRT^ W ' f t I
(3) ^ ^TTfe^f ^ T R ^ T (1) 3fk (z) ft ^ f c T ^ T ft êTT^ ^fTcft t eft ^ ^#eR M ?^R
^ # t ^ w f sf^rar w ^ ftftd «# ^T^T ft. ^ ^ 1 ftMT ^ ^ fftw^ft er^ft
eRft^l
86
(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 on a connected line which is not isolated from
the through line.
S-R^.H/LfaÔntheBroadGuage sections the speedoverpointsmustnotexceed-

(0 Non-interlockedPoints - 15KMPH
(ii) Interlockedwhenthetramtakesatumoutfrom
onelmetoanotherwithlml2orlm8>/ 2 turnout - 15KMPH
withcurve symmetrical split switches.
(iii) Motortrolly(Heavyorlight)whilepassing
throughpomtsandcrossmgsCnrespectiveof - 15KMPH
whetherthetrollyisrumimgthroughthe straight oratumout.)
(iv) Whenatramtakesaturnoutfromonelmetoanother
overlm8y 2 tumoutwithshaightswitchesorover - 10KMPH
an emergency crossover having 1 in 8'/2 turnout with straight switches.
(b) The prescribed limits of speeds over the facing points on the Narrow Gauge sections are
given mine Working TimeTable.
(c) Trams running through on the loop line with 1 in 12turnoutor 1 in 8 >/2 turn out equipped
withcurved/symmetricalsplitswitches-
The Loco Pilot shall not exceed a speed limit of 15 KMPH when running through a loop
line atthe stations.
(d) TrainsrunningthroughongoodslooplmeswithlmS'/.turnoutswithstraightswitches-
(i) In no circumstances is a tram allowed to run through an interlocked or non-
mterloeked station over a goods loop or a loop with 1 in 8 >/2 turn out with straight
switches. The tram must first be brought to a stand on that line and then signals, if
provided, maybe taken 'Off and the 'Authority to proceed' handed over to the Loco Pilot.
(n) The Loco Pilot shall not exceed the speed limit of 10 KMPH while entering or
leaving such lines of the stations.
Note : Warning Boards of speed limit have been provided at all 1 in 8 >/2 turn outs with
sought switches for warming the Loco Pilot to restrict the exceed to 10 KMPH, A list of
suchturnoutswillbenotifiedmthe Working Time Table.
4.12. Engine pushing-
(1) No engine of self-propelled vehicle shall push any train outside station limits except in
accordance with special instructions and at a speed not preceding 25 kilometers an hour:
Provided that this sub-rule shall not apply to a train the leading vehicle of which is
equipped with driving apparatus and which may be operated under approved special
instructions:
Provided further that this sub-rule shall not apply to an engine assisting in rear of a train,
which may be permitted under approved special instructions to run without being
coupled to the train;
Provide 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.
(3) When trains are worked as described in sub-rules (1) and (2) the engine pushing the load
when it is the rearmost, or the rearmost vehicle if any shall carry a tailboard or tail lamp.
86
3W?-4 Wui^HIlM'^^^
^.R.4.12/1. ^^^^^^^#^^fM^-RHPdRsld^n^^^^f%##^^f%#
^ ^ ^ ^ ^ * T ^ ^ ^ R R q ^ ^ ^ ^ R ^ R R T : -
(*) ? ^ # ^ « t o O T w f f ^ ^ ^ i n t e i % ^ ^
(ET) ^ 4 ^ O T ^ f c R l ? R ^ % ^ ^ ^ ^ , ^ O T W f l ^ ; ^ ^ r ^ O T
W^ ^ R ^ * f ^ cR» ^ - ^ q*eT TOKIT t . W f ip!T t ^ ^t ^ <fr ^ R eRTCT W TOKIT
tl
fc) ^ ^ ^ # ^ ^ f % # ^ ^ ^ f ^ ^ ^ f % # ^ f ^ ^ ^ ^ f R T ^ R q R ^
^ ^fcR w cra> w * R ^ R ?m^ it. q ^ ^ ntH A ^n^t «erra» i%ro ^ ^ t
(ff) ^f^^^WRif^raRRT^R^fWIÎ
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^.R.4.12/2. R f % q f ^ ^ ? s f ^ ™ ^ R -
M t o ^ f % R ^ ^ ^ ^ ^ W * T ^ ^ W R R T |
™ *T*cR ^ M^R ^ ^ ^ TO*R ^ foTT, JR^R f%TO * ^ ^ R ^R
^ tf ^WR ^ t ?R ^ t ^ f^M ^ f ^ t ^ R * ^ ^ * ^ H f A Wf * ^
(s) ^cft ^R ^RT ^ t ^ R^ R3R ta^/W t^neg M ^8T t ^ R 3FT<* ^ R A

W ^ T T | ^ ^ TO ^ M ^ W T ^ ^ eft <JF ^ Wm <ft oq^BTT ^ 3FT<* ft^cTC
^ R ^ W ^ R | ^ R ^ TO ^ M ^ W T ^ ^ eft ^ ip!T JR»TC ^ S M f ^ R 3FT<*
R 3 R ^ TO if W ^RTT | S ^ f t ^ R ^ t ?It3 <fl R% ora f% ^ ^ R t 3FT<* TO if xleT
â25f%.^.^^^^teî?RT^î^f%îi^^^^^cfr^t^^
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" w ^ if W r ^rcft ?n$ $ f^ wt^ fa&K %" ^kt ^ M ^ ^Wf% &n ^R f ^ i ^ R R I

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*TT I ? ^ ^ T ^ R ^ R ^ ^ R P ^ f R ^ TR, # j f t tf f^Tf% ^ " ^ T W ^ ^ ^ c T ^

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^ ^TTR^r ^ ^ f ^ q ^ t f^R^TT "^TT^ ^FT^T SI^cfT ^ S t " I ^ ^ B ^ eTT^T ^ ^T^T *f v^WT ^T^T ^ ^ > ^ r
w\ % *m ZKH ^ w^^t if ^ w mw îer ^ ^ 1 ^ ^ ^ ^ R fcm ft^z ^ R ^R
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87
S.R. 4.12/1. Positionofengmewhenmovmgatram- With the following exceptions no engine must push a
tramuponanymnnmglme,butmustdrawit.
(a) Whenwithmstationslnmts.orwherespecmllyauthonzed.
(b) UnderSpeciallnstructionswhenusedasanassistmgengme.
(c) When it is necessary for a tram to push back to the station from which it entered the section
underthemstructionslaiddownmS.R. 4.12/2.
(d) In the case of a disabled tram or accident, a following engine may push the tram or vehicles
slowly to thenext siding orto the first station or cabin at which the engine can be transferred to
the frontofthe train,
(e) when it is necessary for a tram to push back to the site of accident in case of a passenger being
thrown out or a person being knocked down by a tram, outside the station limits, except that
such pushing back should not be done on ghat sections in automatic block signalling sections
andatotherplaces whereprohibitedby special instructions.
(f) When the line is obstructed and trains are being worked to the point of obstruction on both
sides.
(g) Whenrequiredtoassistatrammstartmg.
(h) When required to do so in connection with Engineering works or material trains, provided the
brakevanoccupiedby the Guardofthetrainis the leading vehicle.
(i) When required by the General Manager, Chief Operations Manager, or Chief Engineer
travelling on an Inspection Special tram.
S.R.4.12/2. Trampushmgbackfromblocksection-
(a) Notrammustbeallowedtopushbackfromtheblocksectionwithoutawnttenauthorityfrom,
theStationMasterofthestationfromwhichithas entered thesection.
After an authority to push back has been given, no obstruction of the line beyond the Staring
signal in the same direction must be allowed, except at a class "B" station, on the single line,
where obstruction may be permitted withm the station section m accordance with instructions
laiddownmBlockWorkmgManual.
(b) The Guard of a pushing tram will travel in the leading vehicle, which is fitted with a vacuum
brake/air brake valve or hand brake. If the leading vehicle is not so fitted, the Guard will travel
in the nearest vehicle there to which is so fitted. The speed of a pushing tram with the Guard
travelling in to leading vehicle must not exceed 25 kms. per hour. If the Guard is not travelling
mtheleadmgvehicle,thespeedmustnotexceedlOkmsperhour.
(c) The Station Master at a station where the tram starts from and pushes back to, must advise the
station in advance on the telephone and also the section Controller on controlled section that
the tram will push back to the station. He will then obtain Line Clear from the station in
advanceontheblockmstrument,andthengivethe"TramEntermgSection"Signalmtheusual
way.
(d) On return of the tram, the Guard will intimate that the whole tram has returned complete from
the section, and he must sign in the Tram Signal Register to that effect, and return the
"Authority to push back" to the station Master who will cancel it. The Station Master will then
give 'Cancel last signal' on the block instrument and endorse that remarks in the Tram Signal
Register or the Line Clear Enquiry Book 'Tram pushed back' against the entry of the tram. In
the case of signal line, the token must be returned to the block instrument, where token
instruments are provided or the Line Clear Ticket cancelled.
(e) Whenithasbeenarrangedforatramtopushbackfromthesectionitmustalwaysdoso,andnot
gotothestationin advance.
87
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* l
ftp? dl^H E h H ^ eft sTft ( q ^ g ^ f c T ) MMdri <M<£ < ^ H H? eTMT *[T%? |
^.H.4.12/3. W t ^ f ^ ^ ^ ^ ^ M ^ u | d J M ^ ^ t ^ ^ ^ d | ^ ^ ^ ^ % ^ ^ T M ^ ^ -
*fe ^ t ^T ^ W T cR» % * s r * ^ t W f * <JF WTT ^ 8ft eft ^ H f ^ P R yRT W& * f*PJ ^
^ t w cfte* ^R # f % c ^ f%ra ^r J I ^ T if erra* anwr i % r o "afro" f&t ^ R T afhi ^ H ^
^HNîf^Rft^ttl
4.13. £<R 3TPT i t t *R ?^T ^ t *T% ^ T T -

(1) (*) ^W^^m^^^TT^^?^^m.^^3TPt^^.^?PT^TT#^T^
HHPclfeld ^TTSlY «# ftraFI ^T# ^ N t W i p f t . 3l*rf<r : -
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(ii) M ^ f ^ f e R ^ ^ ^ q r a ^ ^ ^ ^ 3 T m ^ W T ^ 3 I N ^ ^ ^ H ^ ,
(^) ^ *TT# <^T W R c* ^ f t ^TTcfT t eft vRraft *T% 25 fa/fl. ViM. it 3 f f ^ ^ f
l t * f t W 40 ft> *ft. y.^T. P ^ M ^ ^ ^ R *lt% lfr>ft >tf ST^TftcT t M *
(2) 3PTRtTRJ SfraOTcTT i t t TR. *TFT ( ^ W ) ? ^ T C ^ T RTcRTf^TT. £ < * 3mt i t t *R 25 ft> *ft.
arafctf SRT f^rfRcr ^ t «rr»f i ra^, M i f i r ft*ft *ft ^ T T ^ 40 fart. y.^r. ^ s r f ^ ^ t
(3) ^ ^ T f ^ R m (1) # ^ ^ (^) # ^ R 3 ^ (i) SJk^Tf^RIH (z) * 3 T ^ T ^ TFT ( ^ W ) ? ^ T

^TefT ^TTfe^ ^ T 2*1 3TPT ^ # f^Rlftcr ^ T * êTRTT t cTT f ^ P T 4.14 * f^rfRcT ^ T ^f
y ^ ^ f t {%*mt) Sfh f%T^ (TT^^) ^ c R T f £<R TR eRT^ ^ T ^ f t I
4.14 y^^ftsikRiêiRd^sik^rTTW-
(1) ^ i m ^ ^ ^ a r a ^ ^ . ^ t ^ ^ ^ ^ ' f t ^ ^ ^ ^ f t ^ ^ ^ m t ^ e r f t ^ T Y ^
^TT# cR c l ^ ^ T êTT^ W i p f t ^ra 11* f% ? ^ T ^R STJ^ftcT f ^ T T ^ T ^ t ra^T ^ t U W
er^fT ^ S eTT^) 3Jk ^ r a > STMR^r êT ^ ra^felT ^ t ^T ^ # ^ f%R5 ( T T ^ ^ ^ f e R T ) ^ 7
ePftfl
(2) ^ ^ T R 3 T ^ ^ ^ ^ # ^ ^ ^ ^ T ^ T R ^ ? ^ r ^ ^ ^ T m # ^ ^ 3 T ^ ^ ^ ^ ^
^JPFT tf*PT ^ ^ra W f ^ T f ^ f ^cTT 1 êT ^?TRR IJRT f^rfRcT ^ t ^ y ^ S «Iaft
( t ^ eTT^) 3ft^3TPt TtW Û ^T eTTeT f%R5 ( R T ^ T ) ^ C R T T êTPn ^ R M T I
88
(f) WhUe a tram is being pushed back from the section, the Loco Pilot and the Guard shall be
vigilant and be prepared to stop short of any obstruction including obstruction at a level
crossing. The Loco Pilot shall make frequent use of engine whistle as a warning to the road
traffic passing across the level crossing, The Guard shall keep a sharp look-out in front and
takemeasuresto stop the tram, if circumstances so warrant.
(g) On the double line, when a tram is required to be pushed into a station the tram must come to
a stand opposite the outermost signal pertaining to the other track and the Loco Pilot shall
whistlewhen,ifalmeisclearforitsreception,itmustbepilotedmtothestation.
(h) On the single line, when a tram is required to be pushed back, it must first come to a stand
outside the outer most signal and whistle, if a line is clear, reception signals may be taken
'Off for its reception. At a Non-interlocked station, the tram must, in addition, be piloted
fiomthe outermost signal.
(i) Except in an emergency/material trains may be pushed back during daylight only. If it is
necessarytopushbackatnightthespeedshouldberestrictedtolOkms.perhour.
S.R. 4.12/3. Pushmgbacktotramsonsmdelmesectiontokenlessmstrumentshavebeennrovidedifa

tram is required to push back to the station from where it started Line Clear shall be obtained according to
theprocedure detailed m the Block Working Manual. The tram will be despatched as usual when the TOL'
indication will appear.
When the tram returns, the reception signals shall be taken 'Off using cancellation switch and the
procedure for closing the line will be as for normalising block instrument when tram returns to the
despatchmgblockstationas given m Block Working Manual.
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 kilometers an hour,
or such higher speed, not exceeding 40 kilometers an hour, as may be authorised
byapprovedspecialinstructions.
(2) In case of unavoidable necessity, goods trains may run with steam engines tender
foremost at a speed not exceeding 25 kilometers an hour or such higher speed, which
shall, in no circumstances, exceed 40 kilometers 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
light 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 head light of an approved
design and, in addition, two oil or electric white marker lights.
(2) An engine employed exclusively on shunting at stations and yards shall, at night or
during thick, foggy or tempestuous weather impairing visibility, display such head lights
as are prescribed by the Railway Administration, and exhibit two red marker lights in
front and in rear.
88
3W-4 Wui^HIlM'^^^
(3) ^ T R ^ f t ^ t f y ^ ^ C ^ < ^ ) ^ * w ^ ^ * f ^ * * r f f * r e e P T T
(*) ^ T ^ ^ ^ R ^ ^ t .
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W ^ * STTcft ^ fÊft 3Rfl TOft * TOT q f x j ^ £ cTSTT
(T) f^Wai^nrsRrf^rffer^ftara^RTR
(4) Tfc ?^R ^ t ft^cft ^Toft V%3 «I«ft fcs eTlfs) *sRR i t ^Tcft t ST^RT ? ^ T «5t £ < *
amt ^ # sfTwf^rf^r if ^CTRT STPT?^ £ cfr vref^m (1) «# STJ^TR ?^R TR ^TCT «fi
*TT ft^cft ^ t «* *P*«ft f ^ l (HP*!) «rffcra? ^Tenf Wipft ^ ^T^TeR ^ t f^TT ^ t 3lh
*pfcr * f t 3lft ^ fr?W S T ^ M " * 3R,?TR. f ^ f f t c T vft it ^ M t I
?faProffT ftpRcr ent £ «isf w tf. .shS ST^RT ^ H m ^R ^RTT » ^T i t W
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tl
(ET) ^ w ^ ^ ^ ^ j R ^ ^ ( ^ ^ ) ^ ^ ^ ^ ^ ^ t ^ ^ ™ i t ^ r a
eft *nera» <rfr ^BT.R. 4.14 <* ^ r 4 * S R ^ R W ? em£ ^ R T * 3ik ^ku ^ ^ t <rfr
«F£T/^ ^ R TR 40 M . JT.W. Ttf ^ t ^R TR 15 M . ^ . ^ ^ ^ ^ ^ f TR ^ ^
^rf^ f% ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 3 ^ 3 ^ ^ J i f e r f ^ T j ^ H ^ It, 3 k
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^ ^ W ^ ^ R ^ ^ , ^ f % ^ ^ , ^ ^ ^ ^ R 4 ^ t c f t ^ ^ d ^ | | |
^.R4.14/3. ^ ^ ^ ^ ^ ^ ^ 3 t N ^ ^ ^ ^ ^ H H I ^ ^ W ^ ^ ^ f ^ % r R t l R t t % ^ ^ ^
^ ^ ^ 3 k W ^ ^ ^ t R R ^ t f ^ ^ ^ ^ 3 k ^ f R ^ ^ ^ ^ R ^ ^ ^ f t t c f t ^ ^ ^ ^
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^.R4.14/5. ^ ^ ^ ^ ^ ^ ^ H ^ ^ ^ ^ t ^ W ^ ^ ^ t ^ t ^ t ^ ^ ^ g M ^ ^ t ^ ^ f t
^^M^^^^^^raitctt^T^^(^^^)^^^t^^ft|
89
(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
KMPHwhicheverisless.
(6) Coaching Locos should not be turned out from shed if the speedometers/Recorders are in
defective condition. In case of speedometer/Recorder becoming defective during run, the
train should run at a speed prescribed by special instructions.
S.R.4.14/1. Electric HeadlightonEnrines-

(a) Light engines should display the same lights as tram engines.
(b) Suburban electnc multiple unit stock must be equipped with an electnc headlight and two
whhe marker lights orheadcodelightsofapproveddesignin front.
S.R.4.14/2.(a)Beforeleavmgthe Loco Shed, the Loco Pilot ofatram engine/light engine must ensure that
he has effective head light and marker lights onhis engine as prescribed mGR 4.14 and also flasher lights
onboth side mproper working condition.
(b) The electric headlight Fitter is responsible for certifying that the electnc headlight
equipment is inproperworkingorder.
(c) The Loco Pilot must test the electric headlight and satisfy himself that it produce sufficient
illumination.
(d) If the electric head light becomes defective on the run during the hours of darkness and /or thick
and foggy weather, the Loco Pilot shall light marker lights and work the tram cautiously at a
speed not exceeding 40 KMPH on B.G. & MG. and 15 KMPH on NG subject to maximum
permissible speed of the section and other speed restrictions enforce and sound engine whistle
frequently. The Loco Pilot shall also inform the station Master of the next block station in
advanceofthe incidence so thathemayinfonnthesectioncontroller if any.
S.R. 4.14/3. When a tram is approaching a station, the station Master on duty will see that the engine has
headlight and marker lights. If the engine has neither a headlight nor the marker lights, and the tram is
running through, the Station Master must advise the station in advance. The Station Master of the other
Station on receipt of this information, will stop the tram and find out the reason why the prescribed
headlight andmarker lights are not lit up, and instruct the Loco Pilot to switch on the electnc headlight and
markerlights.
S.R. 4.14/4. Before entering a long tunnel dunng day, even the Loco Pilot should switch on the electnc
headlight andelectricmarker lights.
S.R. 4.14/5. Wheretrainshavetocrossatstation,thefirsttraintoarnvemusthaveitselectncheadlight

dimmed. If the dimming switch is out oforder the headlight must be extinguished altogether.
89
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^.4.14/6. f ^ ^ ^ ^ O T ^ ^ ^ ^ ^ ^ ^ ^ T O ^ ^ T ^ ^ ^ ^ f
4 . 1 5 . r a ^ ^ e T ^ effort -
(1) ^ # w r sfarar q"^. ^ ^ ^ erartr 4 M ^ ^ W 5 f^sr^ ^r" ^ n t . ^?R

# ^ # « m R ^ ^ ^ ^ ^ ^ ^ ^ , ^ ^ ^ P H H P d R s l e l ^ : -
(*) VRT ferftr # ftrara frRrf vrcf^m (2) CTFL ^TT t. ?^r ^ ?rra ^ wrY tf.
^ T ^ ^ T ^ f ^ J T eTeefT (£eT 3 * q ) e^T ^T *ReT ^ e f t (?TT<R) ^ c R f f ' e P f t t ^
i M ^ t 3 1 ^ eTTeT CT2TT ? ^ T ^ t 3 l k ^ ^ ft^ *eft £ I ^ f t ftsW S T ^ l Y ^
3 T J W HTeRTfe^ ^ f ^ e T ^ ^ lufeifi q? eReTT ^ c R l f eRFTT 3 T R ^ f
(^) *TR ? ^ T f%^TT fÊft W T # araeTT t eft. v ^ r f ^ T ^ ^ T ^ eTTeT f ^ T ( & * )
t» Tfc ^ *TT ^ ^ 3 f f ^ ? ^ T ^ ^TT2T flRT fÊTT W T # ^ £ eft. ^ T ^ ^

ft^ ? ^ T # 4 ^ ^ eTTeT T ^ e f t (£eT) eTrft eT-ft t I
# f^r *rahr ^t ^ncft t. ^ra ft^fr *erra #T?FTtfsfarar ^rra ^T^FT ^ f*fretf m^\
st*ft ^ra ^ * a *erra ^T^FT #ft^T*ft f M ^ r *erra ^ ? P T ifrtw^ c f t t *TT ^ f ^
fêTefT % 1 w w era. ^ra ^ r encr ^ ^ m f ^ c r ^ R # ftn? f^t^r s r j ^ ^ f > wi £
f%ft^Tsrî *n^t ^ era era *erra # T ? R if y ^ r ^ t f ^ t s r j ^ r ^r" ^ wipft ^ra era
^ W T q r a ^ ^ W w y ^ T f ^ ^ ^ ^ mra^ T ^ ÊT ^rra ^ ^ ? P T ^ w f ^ ^Pf
^ ^ T an. 3 r a ^ T ^Tef^ M ^ W T ^ f ^€f tf<JT t I
(3) ^ra « H H I ~ T K eTT^- TR i r a ^ ft?TT 3 *TTf%*ff êTeft t e^ ^Tf^RIH ( l ) ^ ^ ^ (^) ^~
(4) ^M^^.ai^^^^*fîfel^«irait#gqtoi(i)^^
atîRîuinjiiii
^.4.15/1. M ^ M J M -
^ ^ t w ^ ^ 3fH ^ ^ ^ ^ f t - ^ T ^ ^Pft ^ ^ M xiTftij, enra an^r ^ t ^ ^r ^ erra
4.16. rawT^^TraB^^ft-
(1) ^ r f ^ m (2) ^ fM ^TT ^ r a - ^ # ftrara. ^nfrnfrtf ^ ^ t ^ t ^ h n ^ «n^ ^f «rar^ ^
ftnj. SffêPT ^T^T ^ q ^ T ^ #ftR^ r a T M PHpHPclfael ^ T eRFIT ^fPTT S T T ^ r a t .
SfsrfeT-
(^) f ^ T ^ . S T ^ R e T f ^ T T ^ T ^ T ftwrT ^ *TT S R ^ f t e T f ^ f T ^ T ^ t eTTeT ^ ^Teft
raWetT ^xft ^TT y^Tf%eT ^T ?T. STSraT.
90
S.R. 4.14/6 Working of Speedometer- No Locomotive shall be turned out from the shed with deficient
or defective speedometer. In case, the speedometer becomes defective enroute, Loco Pilot shall work the
tram at speed 10% less than the maximum permissible speed by estimating the speed with the help of his
watch, Kilometerpostsandmter-sectionrunningtimegivenmthe Working Time Table.
4.15 Tail and Side light*-

(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 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
white towards the engine:
Provided that, provision of sidelights on goods trains and electric multiple unit
trains may be dispensed with under special instructions.
(b) In case of a single engine without vehicles attached at least one red tail light; and
(c) In 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 stations limits or in a siding, an engine employed in shunting shall have tail
lights in accordance with special instructions.
S.R.4.15/l.TailandSideh g hts-
(a) At night and in thick, foggy and tempestuous weather impairing visibility, one side lamp
showing white light at the front and red light to the rear must be placed, unless otherwise
exempted under special instructions on each side of the rear brakevan.
(b) AtnighwhenatramisshuntedforanothertramtoprecedeiMhesidelamponthesideonwhich
theothertramwillpassitshouldbereversedsothatthewhitemsteadofaredlightisexhibitedto
the approaching tram. If the side lamp is fixed and provided with a red slide, the slide should be
withdrawn until the approaching tram has passed. The Loco Pilot of an approaching tram, when
heobservesthatthenearestsidelamphasnotbeenchangedfromredtowhite,mustwhistleuntil
itischanged,andifthisisnotdone,muststophistrainandwaittillitischanged.
(c) Provisionofsidelightsongoodstrainsandelectricmultipleunittramsmaybedispensedwith.
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
90
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(R) f^t^^^^RTSff^cr^STÎ^W^TI
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3rf^^f%^S^^W^^t^êT^ft3IN^^dllt^^^^^rT^^^FT#f%#
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^ r f ^ r ^ R # f^n? ft?t*r S R ^ *f^^£ft>ft^3TO*n<ft«5t<ra<ra>«crra>
^ J ? R * ***T ^ R <ft 3 R R f r ^ f «ft W i p f t ^ cPS % ^R4cTT 'qraeTC ^ T W W
jnnfl>Rr ^ f ^ ^ n % VRR ^ «crra> # J ? R tf. w f «n? ^nf ^ ^ T an. 3RRta ^TcR
(3) ftM ^ *TT y ^ R T Tf%cT ftBfeft « R f t ^ « R ^ ^ ^ e T M 3 f ^ ^ r 3R1RT # ^ T 3TTW
^.H.4.16/1. f^cft^qfa^f^cft^feRJf-
(*) STTXTTCT ^T^T ^r ^r^r ft^t cRsdt ( ^ ) ^ eTM w ^ f r ft^t «rit * q * w ^ i t OT ^ STRR
^ T xn%j | ora ^ R ^ < ^ W f^TT ^ R eft ^ 3TftR TO * % * eRT ^ T ^ I^ f^PT * TO

^ ^ f ^ R T ^ ^ l R l l
fotfeft ^ c R f f OT eTM ST%tf ^ ^ R 3 k ^ R ^ 3TftR ^ ^ ^ ^ T ^ ^f t ^8^ W ^ ^ T fttfeft
(ET) ^ ^ ^ f ^ i f ^ ^ # ^ / ^ P f t ^ ^ ^ -
% t a ^ ^ W ^ ? t c [ f ^ p t o w t 4 w . ^ . ^ W W . W / t w * ^ f e ^ ^
(ST) * w f f 3 ^ W ^ W ^ ^ f%^ ^ f ^ r a ^ T ePft ^ d t 11 ^ f^f^ ^ ^tf ^t
4.17. ^ ? P T H R ^ ^ t W B t t ^TcfT I T ^ q Y # ft^ ^ ^ ftWcft ^ f t ^ ^ f a c T . ftr^^Jt-

(1) ^ ? R H R ^ «5t W ^ ^ T T BUT f% ^ E T ^ ^ ? P T ^ HR B ^ Îcft ^ ^ ^ TT^t «# a r f ^ R
^T^T TR f^RPT 4.16 # « R f t a ( ^ T ) ^ ^TT PlBfcft ^ f t £eT ^ q ) ^TT ^ 1 v R O T
eRTtl
(2) ^ ^ ^ ^ ^ M q T ^ W l t i d t t f ^ ^ R T ^ ^ ^ ^ ^ ^ T ^ f % P l ^ t e R T t
c)t^?RqR^:-
( * ) cR^TeT 3FT^ ^ ? R ^ t ^f%RT ^ R T f% RT^t ^ t ^ ^ 3RR ^t ^ W( 7&
^ R 3 f R W ^ q T ^ W l ? % R T ^ t ^ t ^ T ^ f |
( ^ ) FfT ^ W ^ . m f ^ c r ^ R # ftR f% ft^ ^ ? R ^ ftRft RT^t ^ T ^ ^ ^ ^ ? R
H qq?T ^ f ^ R fîT *rro. ^rra ^ ^ ? R ^ t ^ ^ R ^ T ^nf ^ ^^T. sfR
91
(b) by night as well as in thick, foggy or tempestuous weather impairing visibility during
day, a red tail lamp of approved design displaying either a steady or flashing red light
toindicatelastvehiclecheckdeviceor,
(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
novehicleobstructingtheblocksectioninwhichhehasbeenworking.
(3) In emergencies only, and under special instructions in each case, a red flag may be used in
lieuofatailboardoranunlittaillamp.
S.R.4.16/l.Tail lamps andTailBoards-

(a) manemergency.whenatailboajdoraredpaintedtaillampisnotavailableorwhenitisdesired
tomakeashorttnpwithashuntmgengme.aredflagispenmtteddurmgdayHghtandmclearweatheronly
toindicatethatthetrainis complete.
(b) Whenanassistmgengmdsattachedmrearofatram.thelastveMclemdicationmustbeaffixed
behind the assisting engine, and replaced behind the last vehicle when the assisting engine is detached.
The Guard is responsible for carrying out this rule.
(c) Guards, when working trains on the double line, shall watch the tail boards or lamps or red flag
ofpassingtrainsonadjacentlmeandthenextstationiftheyarenotavailableonthelastvehicleorif during
themghtthetaillampisnotlitup properly.
(d) Running of light engine/engines inblock sections-
DurmgNight:- One of the rear panel (marker) light must be lit and covered with rest slight over
it.
During Dav:- A red flag should be affixed at the rear of the locomotive. In case of two
locomotives running coupled together, the panel (marker) light covered with red slide/red flag
willbeontherearoftherearmostlocomotive.
(e) The Guard must carry an oil tail lamp or LED based flashing tail lamp, which must be attached
behind the rearmost vehicle. The Guard must ensure that the tail lamp is lit only on the last vehicle and
electric tail lamps of intermediate coaches, if any, are switched off and LED lamps is not kept inside the
window of the SLR/Brakevan
(f) Brake vans and certain other vehicles are fitted with fixed electric tail lamps. These fixed tail
lampsmustnotbeused,butaportabletaillampshouldbeused. Particular care should be exercised that the
fixed tail lamp is not litwhenveMcles are attachedbehindsuchbrakevans or other vehicles.
(g) If for any reason a tram comes to a stop in a tunnel the Guard of the tram should immediately
hghtthetaillamp.This responsibility will devolveuponthe Loco Pilot inthe case ofalight engine.
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 advice 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
91
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92
(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 advice 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.
S.R. 4.17.1(a) For run through tram and other tram which comes to a stop at a place where the Station
Master can conveniently watch the Lamp/Tail Board, he himself will be responsible to ensure the
complete arrival of a train.
(b) AtastationWherecabm(s) 1 s/areprov 1 ded,wheneverstoppmgtramcomestoastandsuchthat
the station Master cannot readily ensure the complete amval of the tram, the Cabin
Master/Cabmman shall ensure its complete amval by watching the Tail Lamp/Tail Board.
(c) Where cabins are not available at panel interlocked stations as well as BPAC is not provided or
non-functional and the Station Master or Points man/Porter on'OFF' side is unable to watch the
passing through tram due to line occupied by standing/stabled tram/stable tram/rake and view
is obstructed, the Gateman, If available as authorized in SWR (Station Working Rules), shall
ensure complete amvalofthetrainbyseeingTail Lamp/Tail Boardandshall inform theStation
Master by telephone under exchange of Private Numbers. In case the Gateman also fails to
watch the complete arrival of a tram, the Station Master shall inform the Station Master of the
station ahead who shall watch the tram without stopping the tram and confirm the same to the
Station Master in rear under exchange of private Numbers, who will then close the line.
However, in case of tram running without Tail Lamp/Tail Board, SR 4.17/2 Shall be complied
with.
In case of stopping tram, the Gateman if available and authorized in SWR, shall ensure the
complete arrival ofa tram and inform the Station Master under exchange of Private Numbers.
Note: (i) When a tram comes to a stand at a station, the Guard shall see that tram is stopped clear of
FoulmgMarkasperGR4.56andSR. 4.56/1.
(n) In case the complete arrival of a tram cannot be ascertained by means as mentioned
above, SR4.56/l(c)willbecompliedwith(throughTrainInta C t Arrival Register).
S.R. 4.17/2. TramPassedwithoutTaillamnorTailboard-

(a) IfatrampassesastationwithoutataillamportailboardbemgvisibletotheStationMaster,hemust
at once send the 'Tram passed without Tail lamp or Tail board signal advice to the station in advance,
and also inform the Section Controller.
(b) The Station Master must not give the 'Tram out of section' signal to the station in rear, but must give
the 'Trampassed without tail lamp ortail board' advice.
(c) On the double line, the Station Master sending the 'Tram Passed without Tail lamp/board' signal
advice, must put departure signals at 'On' to stop any tram from the opposite direction, advise the
Guard and the Loco Pilot of the circumstances and issue a Caution Order to proceed cautiously and
stopshortofanyobstruction.
(d) The Station Master of the station in advance on receiving the 'Tram passed without tail lamp/board
signal/advicemust-
(i) acknowledge it:
(n) placedepartureslgnalsat'On'tostoptralnforwhlchthe'Tralnpassedwlthouttalllampôard'
signal/adviceisreceived;
(in) Stop the tram proceeding towards the station from which the signal was received, advise the
Guard and Loco Pilot of the circumstances and issue a Caution Order instructing them to
proceed cautiously and be prepared to stop short of any obstruction;
92
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93
(iv) ascertainfomtheGwdofthetrainforwMchtheTrainpassedwithouttaillampârd'signal
was recewed if the tram is complete except where a block proving axle counter or track circuit
or complete track circuiting of the station yard on either end provided with block section clear
indication the complete arrival of tram will be ascertained by the clear indications provided
withS.M/CabmMaster.
(v) if the tram is complete, send the Tram out of section' signal or the 'm' report to the station m
rear;
(vi) if the tram is incomplete, advise the Section Controller and the Station Master in rear and take
actionmaccordancewithGR6.09;
(vn) instruct the Guard to light the tail lamp if it is out; or fix a tail lamp/board or if no tail lamp./
boardisavailable,ahandsignallampdisplaymgredlightdunngthenightandmthickorfoggy
weather oraredflagby day andinclearweathershouldbe fixed.
(e) If the Station Master receiving 'Tram passed without tail lamp/board signal finds that he cannot stop
the tram without bringing it to a sudden stand, he should not place the departure signals at 'On'
against the approaching train, but must be given the 'Tram entering section signal and also the 'Tram
passedwithouttaillampânl'signaltothestationinadvance.
(f) Should a tram pass with a tail lamp not lit, but the lamp is clearly visible to the Station Master, the
Station Master will give the "Tram out of section" signal to the Station in rear, and the 'Tram passed
without tail lamp' signal to the Station in advance and advice the Station Master in advance on the
telephone that the tail lamp is extinguished, when the latter will stop the tram, and inform the Guard.
In such a case it is not necessary for the Station Master sending or receiving this signal to stop any
traingoinginthe opposite direction.
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
theGuardortheLoco Pilot.
(2) Sub-rule(l)shallnotapplyto-
(a) passenger or mixed trains in case of complete or partial failure of vacuum; and
(b) suchparticulartrainsasmaybeexemptedunderapprovedspecialinstructions.
(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, not with standing 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.
(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. ControlofVacuum/AirBrakeonrunnmgtrams-

(a) When two engines are employed to draw a tram, the Loco Pilot of the leading engine, unless
there are local rules to the contrary, is responsible for the working of the automatic
vacuum/air brake. The Loco Pilot of the second engine must however, in case of emergency,
assist in stopping or reducing the speed of the tram by applying the automatic vacuum/air
brake or hand-brake, as may be required, but he must not maintain or re-create vacuum/air
pressure.
(b) When an additional engine/engines are employed to push a tram form the rear, the Loco Pilots
thereof must not interfere with the working of vacuum/air brake, which shall be under the
control of the leading engine Loco Pilot as laid down in (a) except in cases of a run-back, when
the rearmost assisting engine Loco Pilot automatically becomes the leading Loco Pilot.
(c) Loco Pilots of all additional engines will, at all times, keep the handle of the vacuum/air
brake,mtherunnmgpositionandshouldnotcreatevacuum/airbrakepressure.
93
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94
(d) IntheeventoftheLocoPilotoftheengineinrearrequiringinanemergencytoattracttheattention
of the leading engine Loco Pilot, he shall give a whistle signal as laid down in General Rule 4.46
andS.R.4.46/1.
Note: In case two engines are pushing a load in an emergency, the leading Loco Pilot in the direction of
themotion will be the controlling Loco Pilot.
S.R.4.18/2.Alarmsignal-
(a) OnobservingadropintheVacuumIndicator/BrakePipePressureIndicator,theLocoPilotmustatonce
bring his train to a stand as quickly as possible and he must, at the same time give two short one long
whistle. This whistle code must be repeated while the train is being brought to a stand and until the
Guardshowsaredflagbydayandaredlightbynightindicatingthatheunderstandsthesituation.
(b) If it is noticed that the alarm chain has been applied at a place which will necessitate the train being
stopped on a bridge, viaduct, tunnel, cutting catch points, spring points or another spot Considered
unsuitableforstoppingthetrain,theLocoPilotmayrecreatevacuum/airpressureandworkthetrainon
toasafeplacetostop,givingoneshortwhistleto advice theGuardthatheisdoingso.
(c) When the train comes to a stand, the Guard must immediately show a red hand signal and leave his
brakevan on the left side of the train, unless thetrain is standing onarighthandcurve,inwhichcase,he
will detrain on theright side, andproceed to the carriage from which the communication chain has been
pulled.
The Loco Pilot shall also depute his Assistant Loco Pilot to assist the Guard in finding out the bogie
fromwhichthecommunicationchainwaspulled.
(d) When the chain is pulled, a red disc projects outside on some carriages or revolves from horizontal to
vertical position in others on either side at the end of the carriage where the clappet valve in fitted. The
carriagefromwhichthealarmsignalispulledcanbeascertainedbythepositionofthereddiscandthe
compartmentbytheslacknessofthechain inside the compartment.
(e) When the train comes to a stop the Guard should immediately ascertain by whom the chain has been
applied and its cause and, if necessary, attend to the requirements of the passenger who used it. If it is
found that the reason for the stoppage of the train will necessitate a halt of more than ten minutes, the
trainmust be protected in accordance with S.R. 6.03/1.
(f) Shoulditbefoundthatthealarmchainhasbeenmischievouslypulledorforanunjustifiablecause,the
Guard incharge if possible will ascertain the name of the person who pulled the chain. His name and
address along that with those of other occupants must be obtained and the matter reported at the next
station of importance where the passenger can be dealt with in accordance with standing instructions
issuedbytheDivisionalRailwayManager.
(g) Before restarting the train, the Guard should also satisfy himself that the correct amount of vacuum/air
pressure is available in thetrain.
(h) The Guard must record the fact in his journal and, in addition, send a special report to the Divisional
RailwayManagerwithfulldetailsoftheuseofthecommunications.
(i) Whenever under clause (3) of G.R. 4.18 alarm chain apparatus on coach/compartment of passenger
carrying train is blanked off on its run or over a particular section, caution order should invariably be
issued to theGuardandLocoPilotworkingthattrain directing them to exercise greater vigilance while
workingthetrain.
S.R.4.18/3. Automatic Vacuum Brake/Air Brake Rules for working-

(a) ThecompetencyexaminationofLocoPilotsandGuardsmustincludequestionsontheoperationof
the automatic vacuum/airbrake.
(b) Whenaassistingengineisattachedinrearofthetrain,thehosepipes/airpressurepipesbetweenthe
assisting engine and the train must be coupled up and the Loco Pilot of the assisting engine will be
jointlyresponsiblewiththeGuardto see that this is done.
(c) The automatic vacuum/air brake may be applied from the brakevan in an emergency. The
application of the automatic vacuum/air brake must, in such cases, be gradual as there is the risk of
thetrainpartingowingtosuddenapplicationofthevacuum/airbrakefromtherear.
94
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95
(d) When an automatic vacuum cylinder or air brake cylinder or gear on a vehicle is out of order, the
cylinder must be put out of action. This must be done in case of vacuum cylinder by disconnecting
the syphone pipes from the release valve and dummying the loose end of the syphone pipes with a
woodenplugincaseofairbrakevehiclebypassingtheparticularvehicle.
(e) If on any goods tram, less than three fourth (75%) of the total number of vehicles are equipped
with effective automatic vacuum cylinders and in case of an braked tram less than 75% of the
total number of vehicles are equipped with effective brake cylinders,, the tram is to be treated
as non-automatic or non-air brakedI and worked in accordance with paragraphs (f) & (g) below
(f) In the event of failure of vacuum/air brake, during the journey, the Loco Pilot must take his
tram cautiously upto the next station, where the defective vehicle or vehicles can be detached
or where the defect can be rectified. The Guard must be prepared to assist the Loco Pilot in
controllingtheloadbyapplyingthehandbrakemthebrakevan.
(g) The Loco Pilot must exercise great care and maintain effective control of the load. The Guard
m ustalwaysbevigilantandpreparedtoassisttheLocoPilotbyapplyinghandbrakes,ifcalled
upon to do so by the Loco Pilot if the Loco Pilot requires additional brake power, the Guard
shall pin down hand brakes or put on hand brakes of as many vehicles as the Loco Pilot may
considernecessary.
S.R. 4.18/4. Whenever shunting is done on a tram at an intermediate station where tram examining staff
arenotavailablctheLocoPilotandGuardofthetramshalljointlyexammethevehicleswhich
are attached or detached to see their cylinders are effective to the extent that the percentage of
effective cylinders mthe entire tram does not go below 75% incase of vacuum braked tramand
air braked tram any case. The Loco Pilot and Guard shall ensure that the prescribed amount of
vacuum/air pressure is available in the engine and the brakevan before starting the tram. They
shall prepare a joint Brake Power Certificate and work the tram on it. A copy ofjoint BPC will
bekeptwithStationMasterforrecord.
S.R. 4.18/5. The Loco Pilot, after starting the tram from the originating station or an intermediate station
where shunting has been performed on his tram, shall apply the vacuum/air brake to test its efficiency
withoutactuallystoppingthetrain.
S.R.4.18/6.Mini m u m airnressure/vacuuminen g ineandrearbrakevan-

(a) Minimum air pressure in engine and rear brakevan of passenger and Goods trains at the time of
starting atram.
SI. Particulars On Engine On rear brakevan
No. FP BP FP BP
(i) On Mail, Express and Passenger 6 Kg/Cm2 5 Kg/Cm2 5.8 Kg/Cm2 4.8 Kg/Cm2
train
(ii) On Goods train Kg/Cm2 with load — 5 Kg/Cm2 — 4.8 Kg/Cm2
up to 40 air braked 8 wheeler
wagons
(iii) On Goods trains with more than -— 5 Kg/Cm2 — 4.7 Kg/Cm2
40 air braked 8 wheeler wagons
(b) standardizationofvacuumlevelinengineandbrakevanofoassengerandgoodstrains:
(i) Mimmumlevelofvaccuminengineandbrakevan:
Type of Service Engine | Brakevan | Ave^jl

Mail/Express IT 17 lo~
Passenger ^0~ 14" 17
-GrJodT ~46_
H JL
When ever a coaching tram runs initially on passenger and subsequently on express services,
vacuumlevelsonsuchrakeswillbemaintainedasthoseprescnbedonM/Etrams
95
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4.19. WcrarTel^^qRIere^^f-WTPT:-
(1) anrit *n<ft TR <RE& * *nra T^<*> W aft? cft^t WTCTCT «# w pHHPdfeid ^ J T
fof¥?r <rnpr £«fer) crarT ^ f t 96

^ f e TraY aft? nRR^T ^ t , ^ ^ t , T& ^ \
(ii) CreationofMtialVacumnonElectricLocomotives-IncaseofElectriclocomotives.atthetime
of initial creation of vacuum as well as after full application of brakes the vacuum is obtained.
Thereafteronlyoneexhausterwmrun.
(iii) Vacuum trouble on trams- In case of vacuum trouble in a tram, the locomotive should be tested
first, followed by the rake, if loco is found normal. The respective guidelines for testing are
givenbelow:
(iv) Testing of locomotive in case of Vacuum trouble: In case the desired vacuum level is not created
theMentificationofproblemondieselandelectnclocomotives^stobecamedoutwiththehelp
ofthefollowingtests:
* Blockage Test: With one exhauster on electric loco/diesel loco running at idle, remove
vacuum hosepipe on one side of the loco from dummy and raise it upward (to avoid
suction of dirt etc.) Normally with hose pipe open, the vacuum should drop to zero but if
it more than 8 cm, if indicates blockage in the system, Repeat the procedure from the
otherendoftheloco.
** Efficiency Test: Electric/Diesel locomotives be tested to ascertain that on 5/16" dia
(8mm) leak hole in 3 mm plate with single exhauster working at slow speed on electric
locomotive and with engine working at idle speed on diesel locomotive, the vacuum
levelof53cmis achieved
Loco Vacuum Loco Dual Brake Loco

Dummy Disc:3mm Dummy Disc.3mm
(8mm hole) (8mm hole)
Diesel 56 53 58 53
Electric 56 53 58 53
On newly manufactured, rebuilt and POHed locomotives, the difference between the
dummyand8mmholediscshouldnotbemorethan3cms.
*** Leakage Test: If the above conditions are achieved, then tests may be carried out to ensure
thatMaximumleakagerateondiesel/elctnclocomotivesisnotmorethan7Cm/min.
The blockage and efficiency tests on diesel and electric locomotives, should be carried out
not only before turning it out from the shed but also in the yard to rule out loco defects
wheneverthetrainisheldupforcreationofvacuum.
The leakage test onboththe locomotives shouldbecatriedoutintheshedoiily.
(v) TestingofTrainincaseofVacuumTrouble-
(a) Coaching Tram- On passenger carrying tram maximum leakage rate should not be
more than 5 Cm/Mm on one vehicle and 13 Cm/mm. for the full rake as per IRCA
Pt.IVAppendixD./Para2.2.(d).
(b) Freight Tram On goods trains maximum leakage rate should not be more than 5
Cm/mm. on one vehicle, as per IRCA Pt. hi, Appendix E Clause E-54,
(VI) Percentage effective brake Power in Coaching & Freight Trains- The percentage effective
brakepower for different services atorigimtingstationas well as enroute are given below-
Service Originating (%) En-route(%)
Coaching M Express/Pass. 100 90
Freight CCrake 100 90
Freight Others 85 75
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 there of 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 railwa^ over which the train is to run,
96
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97
(c) a hand signal lamp or tri-colour dry-cell or dry-fit or lead acid type battery operated
handsignallampand/ortorch,
(d) awhistle(forGuardsonly)
(e) a red flag and a green flag.
(f) a stock of detonators sufficient to comply with the relevant rules as may be
(g) a first aid box (for Guards of passenger carrying train 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/l.(a) Equipments of Passenger carrying tram's Guard:-
(1) Torchcumhandsignallamp
(2) 2redflagsandIgreenflagmountedonst 1C k.
(3) lOdetonatorsmacase
(4) ExtractofRelevantRules.
(5) WorkingTimeTablewithappendices.
(6) 1 Whistle
(7) TaniamppamtedmredCusemextmgurshedfordayandHtdunngmght/darkhours)
(8) RoughJournal
(9) Guard's Certificate Book
(10) Guard's Memo Book
(11) 3 Padlocks (02 large and 01 small)
(12) Chain withasuitable lock for securingbriefcase
(13) Camagekey
(14) ACPresettmgkey
(15) Complamt/SuggestionBook
(b) Eauroments of Goods tram's Guard:-
(1) Torchcumhandsignallamp
(2) 2redflagsandIgreenflagmountedonst 1C k
(3) lOdetonatorsmacase
(4) ExtractofRelevantRules
(5) WorkingTimeTablewithappendices
(6) 1 Whistle
(7) Taillamppaintedinred(usemextinguishedforda y andlitdurmgnight/darkhours)
(8) RoughJournal
(9) Guard's Memo Book
(10) Padlocks(3nos-021argeand01 small)
(11) Air pressure Gauge
(12) Chain withasuitable lock for securingbriefcase
Note: (1) VacuumGuagewillalsoceasetobeanitemofequipmentofGoodsGuardandwillbeissued
tooutgoingGuardofvacuumgoodstrambytheconcernedlobbyanddepositedback,
(2) The Incharge of a station where Guards is stationed must check their personal equipment
oncemamonth.
97
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98
S.R.4.19/2. (a) Brakevan equipments- Guard of passenger trams must see that their brakevans are
provided whh the following equrpments-
Eaumments Nos, Maintained/Supplied bv
(1) Brakevan sMe lamps complete - 2 Alreadyfrxed
(2) Wooden Wedges - 2 JE/C&W
(3) Fireextinguishersmgoodorder - 2 JE/C&W
(4) Portablefieldtelephonewith
instructions for use (Electrified
andnon-electrifiedsection) - leach JE/Tele
(5) Emergencyhghtingequipment - 1 JE/Elec(G)
(6) Stretcher - 1 SM/SS
(7) *FirstAidBox - 1 SM/SS
* (Ref:- Railway Boards Letter No. 2003/TT(l)/51/2 Dt. 20.06.2002)
(b) FirstAidBox-
(1) First Aid Box will be provided by the Station Master at the originating station and kept
in the cupboard of brakevan. He shall ensure that the medicines and other contents kept
intheFirstAidBoxarenot expired dated.
(2) Supply of First AM Box and refilling of medicines shall be done as per instructions of
theDRMonDivision.
(3) If the Guard of tram uses the First AM Box during the journey he will note down the
followmgparticularsmmsjournal:
(0 Tramnumberanddate,
(ii) Name, designation and address of the person to whom first aid was rendered. In case
ofpassengers.detailofticketsheldwillalsobereconled.
(iii) Nature of injury, and
(iv) Name, designation and address of the person who rendered the first aid
(4) The Guard must also enter the relevant particulars on the case card within the box under
the appropriate columns.
S.R.4.19/3. EquipmentofLocoPilot:
(a) In addition to items given in G.R.4.19, a Loco Pilot, while mcharge of a tram engine or a
light engine, must also have the following equipment.
(1) General & Subsidiary rules Book and Accident Manual complete and up to date or such
portion thereofasrelevantto his duties,
(2) lODetonatorsmacase.
(3) 2handsignallampswithredandgreenslides
(4) 2redandIgreenflagsmountedonsticks
(5) Loco Pilots memo book.
(6) KeyforresettingACPvalveforairbrakedcoaches.
(7) HeadlightandCablightbulbs(spare)
(8) Trouble shooting guide (for diesel Loco Pilots only), and Trouble shooting directory for
ACLoco Pilots.
(9) Portable filed telephone.
(b) On Diesel Locos, two fire extinguishers and in AC locos two fire extinguishers in each of the
twodnvmgcabsmustbeprovided.
In addition to above Mobile Radio set, 4 wooden wedges, one spare hose pipe for vacuum
braked trains and one spare feed pipe/brake pipe for air braked trains should also be provided.
The Loco Pilot must satisfy himself that necessary tools are provided in the driving cab or
engine.
Note: Loco Foreman/Supervisor in charge of loco shed will check each Loco Pilot's equipment once
mamonth.
98
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99
4.20. Manning of engine in motion-

(1) Except when otherwise provided by special instructions no engine shall be allowed to
be in motion on any running line unless the Loco Pilot as also the Assistant Loco Pilot
are upon it.
(2) Subject to the Provision of sub-rule (3), in no circumstances shall a person other than
the Loco pilot or a Railway servant duly qualified in all respects, drive and 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. DnvmgaDieselhauledtram:
(1) Onlyl^coPilotswhoareinpossessionofDieselLocoPilot-scompetencycertificateissuedby
Sr.DME^MEofthe division willbepemiittedtoworkthe train.
(2) If a Loco PUot has not worked on Diesel traction for more than 6 months, he should be
accompamed by certified Loco Inspector for Dsl/Traction by Sr. DME/DME on footplate in
firsttripandafterexammationcertificatewillberenewedbySr.DME/DME.
(3) Staff under training for driving Diesel engines, when specially authorized by the Sr.
DME/DME,maydrivesuchengmesunderthesupervisionofcertifiedInspectorRegularLoco
Pilot. While a trainee is driving under these conditions, the supervising Instructor/Regular
Loco Pilot sb^lkeepacontinuouswatehover the trainee andkeep himself inreadiness to take
any action that may be required to control the tram man emergency.
(4) WithmLocoshedpremisesauthontytoworkalocoshouldbegivenbyAME.
(5) In case of emergency, in the event of Loco Pilot becoming incapacitated while the engine is in
motion, the Asstt. Loco Pilot who is duly qualified (Passed Loco Pilot's Promotion Course at
ZTC) may work the tram to the next station cautiously. If however he is not qualified, he must
bring the train to stop and send the message to the nearest Station Master to make arrangement
foraLocoPilotto takeover the train.
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 be driven cautiously from
the nearest driving compartment which is serviceable in this event, the Guard shall
travel in the leading driving compartment and shall convey the necessary signals to
the Loco Pilot; the Guard shall also sound the horn or whistle as necessary and
apply the brake in case of emergency and shall be responsible for stopping the train
correctly at signals, stations and obstructions.
(b) In the case of an electric engine, if the leading driving compartment becomes
defective, the train shall be driven from the trailing driving compartment by the
Assistant Loco Pilot if he is duly qualified to drive; and the Loco Pilot shall remain
in the leading driving compartment, and shall be responsible for the correct
operation of the train.
Existing GR 4.21(1) & (2) (b) which is applicable to electric engine shall also be
applicable for working of trains by diesel engine having twin cab (ref: Railway
Board's letter no 2014/Safety (A&R)/19/20 dated 15.01.2015).
99
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^ ^ ^ ^ i ^ ^ F F ; ^ r a 5 if^f, J f ^ ^ ^ ^ w ^ ^ ^ ^ i f s f K
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fi*# FT f^mt <* ^ ^ F ^ M I F F ™ f k w t , ?F toe w w to Ffrf^R fter ^ra» j ^
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era cra> ^Hfcr F # FT ^FRFF, ora cra> f% T ^ F P to Fftf^R ( ^ êra>) s^r ^ w i m
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efF^^R^^ra^f^^^^^^^^^^^^^^ra^^^^fwti^rf^
F K ^Rra5 FTFFT FRFFF rato F F F F irt eft ^ F F £ *n£t wi *ft xn%j ^ n ^frraeff ^ R
^ ^ ^ ^ r a ^ ^ W ^ ^ ^ t % F ^ ^ wf^R ^ ^ ^ ftnj ara ^ r a ^ R T ^ ^r tWcT
^.FT. 4.21/3 © ^ ^ f ^ ^ ^ ^ ^ a n ^ ^ i ^ ^ ^ ^ ^ w ^ ^ ^ e f l ^ q r a ^ ^ s
^RF^^ irrra i efFra ^ R F ^ aik ^ R F P eiFra ^ R F ^ ^ ^F4 i%rol ^ SF^RT-^RT ^RT ^ft
^^f^^lFFJt^Ff%4oraW)îF%^^;^îFrai
100
S.R. 4.21/1. (a) When an engine cannot be dnven from its leading cab, the Loco Pilot shall follow the
spedalmstructionsissuedbytheSr.DwiSionalorDwiSionalElectncalEngmeerCRollmgStock).
(b) If the driving apparatus in the leading compartment of an electnc engine becomes defective, the
Loco PUot shall send the Assistant Loco Pilot to dnve the engine from the trailing cab. The Loco
PUot shall be responsible for the correct operation of the tram. All operation will be done by
exchange of signals between Loco Pilot and Assistant Loco Pilot. The speed of the tram shall not
exceed40kilometersperhour.
(c) At the first opportunity the Loco Pilot shall inform the Traction Loco Controller to arrange for a
relief engine.
(d) In the event of the driving apparatus in the leading driving compartment of an EMU tram becoming
defective, or in the event of it being necessary for the Motorman to drive from another driving
compartment for any reason whatsoever the Guard will station himself in the leading driving
compartment of the tram, sound the horn as necessary and operate the Loco Pilot's brake valve
handle for operation of the air brake or the Guards emergency brake handle for operation of the air
brake as required.
It is the duty of the Guard under such circumstances to apply the brake as required and stop at the
next station. In theeventofthepossibilityofoverrunnmgormthecaseofemergencytheMotorman
must also apply the air brake from the driving compartment he is occupying. The speed shall not
exceedlSkilometersperhour.
S.R. 4.21/2.(1) (a) Only certified Loco pilots andAssistant Loco Pilots for electric rolling stock shall be
allowed to driveelectricrollingstockonanypartoftheruimmg lines. They shallnot allow any oneto enter
the driving compartment other than those who are authorised to do so under these rules or who hold a
permit signed by the Divisional Electrical Engineer (Rolling stock). No Person shall be allowed to handle
any apparatus in the engine or in the driving compartment unless he is in possession of a Loco Pilot's
Certificate of Competency.
(b) If a Loco Pilot has not driven an electric engine or multiple unit for six months, he shall be re-
examined after a refresher course and his certificate of competency endorsed before he is allowed to
drive again.
(c) WhenLocoPilothasnotworkedonanysectionforthreemonthsandover,hemustnotbebookedon
thatsection unless he has learnt the road and a competency certificate has been issued m his favour. A
record of all competency certificate issued to Loco Pilot shall be maintained in the office of the
Divisional Electrical Engineer (Rolling Stock)/Dnsional Mechanical Engineer, in case of diesel
LocoPilot.(SeealsoS.R.3.78/4)
(d) However, staff under training for driving electnc engines, when specially authorised by the
Divisional Electrical Engineer (Rolling Stock), may drive such engines under the supervision of a
certified Instructor/regualr Loco Pilot. While a tram is driving under these conditions the
supervising Instructor/regular Loco Pilot shall keep a continuous watch over the trainee and keep
himselfmreadmesstotakeanyactionthatmayberequiredtocontrolthetrainin an emergency.
(2) No Person shall be allowed to move any electric rolling stock within the limits of the loco shed
and stabling sidings unless he has been certified competent to do so by the Assistant Electrical
Engineer (Rolling Stock).
(3) In the case of an emergency or in the event of a Loco Pilot becoming incapacitated while the
engine is in motion, the Assistant Loco Pilot, if duly qualified, may work the tram to the next
station cautiously. If, however, the Assistant Loco Pilot is not duly qualified, he must bring the
tram to a stop and send a message to the nearest Station Master to make arrangements for a
Loco Pilotto take overthe engine.
S.R. 4.21/3. (i) (a) When an engine cannot be driven from its leading cab, the Loco Pilot shall follow the
special instructions issued by the Sr. Divisional or Divisional Mechanical Engineer (O&F).
(b) If the driving apparatus in the leading compartment of a diesel engine becomes defective, the Loco
PilotshallsendtheAssistantLoco Pilotto drive the engine from the trailing cab. The Loco Pilot shall
beresponsibleforthecoirectoperationofthe train. All operation will be done by exchange of signals
between Loco Pilot andAssistant Loco Pilot. The speed of the tram shall not exceed 40 kilometers
perhour.
100
3W-4 Wui^HIlM'^^^
(ET) ^ . ^ ^ ^ ^ ^ ^ i f ^ W ^ ^ O T l f t ^ O T ^ f ^ ^ ? t ^ ^ ^
^ ^ R R ^ ^ ^ ^ W t ^ ^ O T ^ ^ M f ^ ^ ^ f t ^ ^ ^ ^ ^ ^ i f
f % # ^ R T ^ < t a ^ ^ ^ ^ t w t ^ t awnEr * ^ f t i % ^ ^ f M <tfr * t e * M ip

FWft <fc sra^ ^ M m&m f ^ w i ^ f o ^ w ^ ^ ^ f t o ^ W ^ R ' (afr & w ) *
^ra^ i f ^ ^ ™ ^ ? f O T ^ ^ ^ % ^ ^ ^ f ? t q M ^ ^ ift wij afc ^ t w r m

5 ^ - ^ ^ * f^JT oTR I eft^T TO^ <tf f > ^ ^ f t WTcTT WW-V$ ^ fe^ ^ O W ^ff%P
^ f t f ^ R (5ft & W ) Camel d U l MMdri <fr ^ W r ^ ^ ^ r a f e R T ^ f ^ I T o n W I fiT.m. 3 . 7 8 / 4 ^ ^ 1 )
&l) (i) ^ ^ ^ ^ ^ ? ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ W ^ f t o ^ f ^ ( 3 f t &
i f i ^ ^ ^ t ^ ™ t l ^ ^ s % ^ ^ N f » it t ^ ^TT ^ ^r. era ^taft

^ ^ / f ^ m c T eft^T T R T ^ ^ J T % TR eRTcIR f ^ f t ^ T T m< mm ffcrfr if *TT# <tf
^ - ^ ^ f ^ w i f t i
(iii) mm ffcrfr it OT $sn <fl ^ R J araw if eftfr TO^ ^ ^ t WRt if OT4 ift ^ *rc
^ ^ ^ T O ^ R ^ f ¥ ^ ^ l f t ^ ^ ^ ^ ? ^ ^ ™ R ^ ^ ^ m
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^ ^ ^ t ^ t ^ O T ^ t ^ l
4.22. ^^T^TRxJeRT-
*TT *TFT ? ^ T * £ < * TR ^Tctf ^T S T f ^ R ^€t ^ ^ T I

(2) ^ f cH* f% t M * S T ^ l Y £RT STJ^T ^ f ^T ^TTcfT t . ^ ^ *TT 1&&IE *TT^t *TT
(3) «5tl£ *ft SRTf^cT ^ ^ vRtf ^ t ^cT^rT tf JFZffto ^ T ^ * T T I
^.4.22/1. ^ ^ ™ ^ - ^ T O ^ ^ ^ ^ T R T ^ ^ 3 O T ^ f % # ^ ^ f ^ ^ ^
q ^ ^ ^ ; ^ ^ ^ ^ t ^ ^ f % ^ W ^ ^ W ^ ^ ; * f ^ W l f t | ^ ^ f
^ R ^ ^ ^ ^ ^ ^ ^ i R ^ ^ ^ ^ ^ t f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ i R ^ ^ t
^ ; M ? ^ f ^ i f ^ ^ ^ ^ ^ l f f ^ ? ^ W ^ ^ ^ ^ ^ l R 4 l ^ ^ ^
^ ^ f M ^ i t ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ t l ^ ^ e f ^
TO^ RR^t <fl ^ R ^ t HRT ^ ^ ^ eft ^ # WR^ ^RT ^ f^fRcT w f TR ?viH if ^TCT ^ T ^
arf^rJr ^ M w ^ ^ w ^ f ^ w ^ ^ f w ^ ^ vft^ mi^ ^RT ^ w

arf^rJr ^RT ^tocT ^ fM ^nj. ^ ^ ^ t o ^ I ^ R r w ^ r if ^PT m ^ R ^ t ^ t i
101
(c) At the first opportunity the Loco Pilot shall inform the Power Controller to arrange for a relief
engine.
(d) In the event of the driving apparatus in the leading driving compartment of a DMU tram becoming
defective or in the even? of it being necessary for the Motorman to drive from another dnvmg
compartment for any reason whatsoever the Guard will station himself in the leading dnvmg
compartment of the tram, sound the horn as necessary and operate the Loco Pilot's brake valve
handle for operation of the an brake or the Guard's emergency brake handle for operation of the an
brake as required.
It is the duty of the Guard under such circumstances to apply the brake as required and stop at the
next stationIn the event ofthe possibility ofoverruiming or in the case of emergency, the Motonnan
must also apply the an brake from the dnvmg compartaent he is occupying The speed shall not
exceedlSkilometersperhour.
(e) Only certified Loco Pilots and Assistant Loco Pilots for diesel rolling stock shall be allowed to drive
dieselrollingstockonanypartoftherunninglines.Theyshallnotallowanyonetoenterthednving
compartment other than those who are authorized to do so under these rules or who hold a permh
signed by the Sr. Divisional Mechanical Engineer (O & F). No person shall be allowed to handle any
apparatus in the engine or in the driving compartment unless he is in possession of a Loco Pilot's
certificate of competency.
(f) IfaLocoPilothasnotdnvenadieselengmeormultipleunitforsixmonths,heshallbere-examined
after a refresher course and his certificate of competency endorsed before he is allowed to dnve
again.
(g) When a Loco Pilot has not worked on any section for three months and over, he must not be booked
on that section unless he has learnt the road and a competency certificate has been issued in his
favour.Arecordofall competency certificate issuedto Loco Pilot shall be maintained in the office of
the Sr. Divisional Mechanical Engineer (O & F), in case of diesel Loco Pilot (See also SR 3.78/4).
(h) However, staff under training for dnvmg diesel engines, when specially authorized by the Sr.
Divisional Mechanical Engineer (O & F), may dnve such engines under the supervision of a
certified Instructor/regular Loco Pilot. While a trainee is driving under these conditions, the
supervising Instructor/regular Loco Pilot shall keep a continuous watch over the trainee and keep
himselfinreadinesstotakeanyactionthatmayberequiredtocontrolthetraminanemergency
(11) No person shall be allowed to move any diesel rolling stock within the limits of the loco shed
and stabling sidings unless he has been certified competent to do so by the Assistant
MechanicalEngineer(0&F).
(in) In the case of an emergency or in the event of a Loco Pilot becoming incapacitated while the
engine is in motion, the Assistant Loco Pilot, if duly qualified, may work the tram to the next
stationcautiously If, however, theAssistant Loco Pilot is not duly qualified, he must bring the
tram to a stop and send a message to the nearest Station Master to make anangements for a
LocoPilottotakeovertheengme
4.22.Ridingonengineortender-
(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 I n s t r u c t s , no person other than the engine crew
shall be authorised to enter any driving compartment of a single or multiple unit train or a
train propelled by electric, diesel or petrol engine.
(3) No unauthorised person shall manipulate any apparatus contained there in.
S.R. 4.22/1. Ridine on Engine- No person other than a Loco Pilot, Assistant Loco Pilot, is permitted to
nde on an engine, unless he is m possession of an engine pass, except Guards and shunting staff when
performing shunting operations or staff proceeding to the site of an accident, or in an emergency in the
discharge of their duties. In the case ofLoco Pilot learning the road, an Engine Pass on the prescnbed form
should be supplied to him through his Foremen. Officers and Inspectors whose passes are endorsed
"Available on Engines" are allowed to ride on the foot plate provided not more than three at any time
exceptmcaseofemergencyorwhenspeciallyrequned.
101
3W-4 Wui^HIlM'^^^
4.23. *J*IM-
(1) 3 n w ferfa * *TT ftsta a t ^ n T «# auto * W ^ r a w «# ftrara. ra^ft ^ t «st era
era ra^ft *crra KISH * ^ ? T ^ f ^ R fen ^ m m ^ r a c r a r a ^ r a ^ r r a i r a ^ T u r a
(2) ^ f ^ ^ ^ . a p ^ ^ ^ a r T T O ^ a n ^ ^ ^ ^ ^ f s h i T i
*.R.4.23/1. HHPdRsId W ^TTfeqt ^ R W - * W T 3 ^ R T W ^ f t t ^ t o t o ^ f % ^ i f ^ h
(i) <fr)fcnfl MHdri

(ii) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ M M d r i t o ^ ^ ^ ^ J ^ H I M ^ d l t
(iii) ^ ^ ^ f ¥ ^ ^ ^ ^ W ^ ^ t o ^ ^ ^ ^ ^ ^ ^ R R T f ^ # t o
^ q R ^ W ^ ^ W ^ ^ ^ ^ ^ f t l
(*) q t o ^ oq^BTT ^ W ^ ^ H ^ f ^ ; ™ t o % i f ^ R M W ^ qftM

M ^ P / W ^ q t o ^ M*ra to ^ ^ * ^ ^ R <fl ^ ^ * * ^ T 11 W ^ # 3PFJR
fr) î^K^M^^q^^^î^Î^^^^^^to^
^^^Jf^^MH^Pd^tl
(ET) to^^^^îf^^/TO^^d'lHMlP^
(i) ^ ^ i f W ^ | ? ^ ^ ^ t o ^ ^ ^ ? ^ ^ ^ ^ 3 1 N t o ^
foTT if ^ R ^ vfcfiTO^^ ftmeff ÔTcJMScJM ^ I * Tfo*tf cIW * J ^
^ t o ^ Rra^ ^rfecr f » if xier ^ 11
(ii) ^ if f ^ f e / ^ R J ^ R ^ W i t o ^ c ^ R S f f ^ ^ ^ SM^ craTTTTOf^^ft
(iii) ^ ^ ^ ^ ^ ^ ^ T O ^ ^ ^ ^ i f W ^ H M l P ^ l ^ t o P ^ H T O
^ ^ R R T ^ t o f ^ i f ^ ^ ^ ^ ^ ^ T O ^ ^ ^ T / ^ ^ ^
(iv) ^ i f W ^ ^ ^ ^ ^ ^ ^ - ^ % ^ 3 T R ^ ^ ^ }
(v) J R ^ ^ ^ ^ ^ H H I ^ t o t ^ ^ ^ ^ ^ ^ W R f f ^ ^ ^ ^ f ^ T O
^ ^ d ^ M ^ ^ T O ^ ^ ^ W ^ r i ^ ^ ^ C T ^ - ^ ^ ^ ^ l
(vi) ^ ^ W V ^ W ^ ^ J ^ ^ ^ ^ ^ f ^ ^ f t ^ ^ c f t M ™
^ ^ ^ r a ^ t o ^ ^ ^ ^ ^ f ^ d l ^ P ^ ^ F T ^ t l
(vii) ^ ^ w v * f ^ OTRT ^ n t f imn toR ^ ^ ^ F # ^ ^RRra^ r ^
> T / ^ ^ ^ ^8T îfecT ^ T ^ t l ^ f t R f t ^ ™ OT/5CTRR ^ ^ f ^
^ t ^ ^ ^ R ^ t ^ ^ f t t c f t ^ H H I ^ ^ ^ W W ^ ^ # " ^ t ^ t ^ ^ " ^
^TT I ^ ^ f t d ^ ^ T * 3ffaT TO ^R teT # T / ^ e R M *flcT ^ ^ ^ e ^ R f H F ? <#
SÔT^tqg<lPlB*lc1<^ll|
( v i l l ) f ^ ^ ^ f ^ ^ t o t ^ ^ ^ ^ ^ ^ ^ f ^ W ^ ^ W ^ R ^ f ^ ^ ^ R .
W q t o ^ W f V W ^ R T O M*raOT^t^ R * F f % ^ ^ T if % to * W T t f
^ ^ t ^ ^ *^ ^ t. ^TSR ^ T l
(ix) * W T if ^ T R ^ ^ ^ T ^ to ^ j f M ^T ^ t o t o W T t # f r - Ife U WT^
( ^ ^ g c T ^ TR) eft^TTO^* ftPReT ^ f f l ^ - T O W 3TTft w f ^ to% if eTT^
^f^FTl
(x) ^ i f ^ ^ ^ ^ ^ ^ ^ f ^ ^ a ^ T O ^ ^ ^ R ^ f ^ ^ ^
^ ^ ^ ^ ^ R ^ C T ^ ^ I
102
4.23. Brakevans-
(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
(2) This rule does not apply to rail cars, light engine or light engines coupled together.
S.R.4.23/1. The following goods trams may run without goods brake-vans but not without a tail board or
tail lamp affixedonthelastvehicle-
(0 CollieryPilots.
(ii) Goods pUots which operate between a yard and a siding, which do not have to run over
themamlme.
(iii) Goods shuttles on short specified routes, which will be worked by a leading engine for
wMchtheprior approvalor the Chief Operations Managerwillbeobtained.
Working of goods trams without brakevan:

(a) The Sr. DOM/DOM may authorise working of trains without brakevan as the last vehicle
only in emergent circumstances to cater for operational exigencies. A goods brakevan must
beattachedatthefirstpossibleopportumty.
(b) Tramsmayrunwithoutbrakevanonlymcontrolledsections.
(c) Running of trains without brakevan is prohibited during total failure of communications
andsingle line workingondouble line section.
(d) No damaged wagon orvehicle should be attached to a tram running without brakevan.
(e) Proceduretobeobservedforrunnmggoodstramwithoutbrakevan-
(i) TheGuardshalltravelontheengme.Whilerunnmgthroughastationthegreenhandsignal
shallbeexchangedonstationsidebytheGuardandontheothersidebytheAssistantLoco
Pilot, The shalllookback and eiisurethatthetrainis following inasafemaimer.
(ii) The tram shall be provided with continuous vacuum/Air Pressure from the engine to the
rearmost vehicle and with adequate brake power. The tram examiner must mention in the
brakepowercertificatethenumberanddescnptionofthelastvehicle.
(iii) The LVboard/Tail lamp shall be fixed by the Guard and he should travel on the engine. For
CBC stock the last vehicle Board/Tail Lamp should be clamped to the coupler with the
clamp of approved design. In absence of the clamp and tail board/tail lamp on the rearmost
vehiclenotomispermittedtorunwithoutbrakevan.
(iv) TheGuardofthetramtravellingontheengmeshouldlookbackfrequentlywhileonrun.
(v) Before starting a tram without brakevan the station Master of the originating station must
intimate to the Section Controller on duty the last vehicle number under exchange of
pnvatenumber.
(vi) While asking 'Line Clear', the SM/Cabm masters shall specifically mention that the tram
forwhichlmeclearisbemgaskedisrunningwithoutbrakevan.
(vii) The Station Master/Cabin In-charge before clearing back the section must verify that the
tram has passed safely with tail lamp/tail board. In case, the tram is stopped at station for
precedence, crossing or due to any other reason, SM/Cabm In-charge shall send the 'Tram
Intact Register' in advance to the Guard who will certify the complete arrival of the tram
inside the fouling mark with Tail Lamp/Tail Board on the last vehicle after physically
venfymgthelastvehicle.
(viii) A register should be maintained in control office showing the trains run without brakevan
and Sr. DOM/DOM should sign in the register in token of his permission to run the tram
withoutbrakevan.
(ix) The duties of the Guard which can be performed on by his presence in Brakevan like
a PP lyinghandbrakesdunngparting,exchanginghandsignals with the Loco Pilot etc. will
notbeapplicablemthiscondition.
(x) At night or in thick Foggy weather, when visibility is affected. Such a tram should stop at
eachstationforverificationofthelastvehiclenumber.
102
3W?-4 Wui^HIlM'^^^
(i) RRI, T^RRR eft^T TO^ <* ^ST ^ t RR^ <fr ^ - W T * R ^ R ^ R ^ ^fRW ^T
M R | ^ ? ^ ^ i f ^ ™ ^ ^ ^ ^ t ^ # ^ ^ ^ ^ R 4 ^ ^ ^ w T
^ôRWTRRcRtl
(ii) RRI, T^RRR eftfT TO^ <fl T^RRR * ^ - ^ , W 3#* ^ t ^RFf ^ ^ - ^
o f l ^ U ^ ^ ^ f o R R ^ f ^ ^ w ^ w ^ ^ ^ ^ R ^ t ^ ^
it IRRRf WT if RRIRf/^R ^3WT f, cPft RR^ 3TT* W t l
(iii) dUl M M d r i ^ ^ ^ ^ i f R R ^ " q f c ^ " ^ ^ ^ ^ ; ^ t R R R ^
Rl^M^R^^RFRI
^.H.4.23/2. <fr)EHI ^ l ^ q f ^ - R H P d f a d c l l ^ ^ ^ ^ ^ W ^ t -
WRT f%^, q t W ^ , ^ fe3, # ^ 5 ^ ^ ^ , ^ U ^ , tffcM ^ , W T T& W f * *TM. W^\
îf^TFM^RR^RWlfTl
^.H.4.23/3. W ^ ^ ^ q f ^ ^ - W ^ ^ i f ^ w f % ^ ^ ^ t ^ ^ ^ f % f ^ ^ ^ ^ ^ ^ W
^ ^ ^ . ^ V f ^ ^ ^ W ^ ^ ^ ^ ^ ^ ^ ^ i f ^ ^ W ^ ^ W ^ i f l
^.H.4.23/4. T R R ^ f M ^ ( f i ^ ) R T R ^ ^ f ^ R i -
(*) ^ ^ ^ ^ ^ ^ ^ f M ^ ^ ^ f ^ ^ ^ ^ f f ^ T W ^ q q f ^ ^ M ^ ^ ^ T ^ ^
(ST) ^ ^ ^ % ^ ^ ^ ^ ^ ^ i f ^ ^ ^ W ^ . W . ^ R . ^ W . ^ R . ^ ^ f ^ ^ ^ ^ l ^ t
^ll^ldl^l-^^^^^^^^mcft^^îfw^W.W.^.^t^îf^^
^ TRRcR t WRR W.W.^R. ^T qfMfcT ^ W ^ «RRf i% TTfOJer.aTR ^ c^t 3TR ^ ^ t f M *
(R) f M ^ ^ M ^ ^ M « R W : t a ^ R ^ - ^ ^ ^ T O « ^ «
cMT W W a R . IT W.^R. TO f^rafcT/ W ^ W ^ f ^ ^ T ^ w f ^ R « ^ i f ^
xn%j ^f ^ # RR£ * Crater/ w ^> i % ^ * ^fe ^ * I ^RRRT * ^ K*n. fWt^>.
? s R 1 ^ ^ ^ q ^ ^ ^ R R ^ ^ ^ ^ R R ^ ^ ^ ^ # d J | H M | ^ |
(ET) RRIRf/^R fcrc * W WT? ^T RR# * ^ . W . ^ R . * ^ ^TW W TOKTT t «RRf fa ^F#
R R ^ f ^ / W ^ f ^ ^ ^ ^ f ^ R W l f T l
W R T ^ t - if W.W.^R. * * d ^r #RT ^ ^R * T f M * ^ f e ^ t ^RFf * n f ^ I ipa*
^KTR^ W F ^ R # ^ ^ 3TRR f%^ <fr ^ T if ePTTOT W TRRdT t «RRf RR W ! W R j?TO
RRR^RR^ - RR%OR RR£ if cfr # R T / ^ R * r f ^ wfr * »rr W W « R . ^ *d ^
F R T ^ # ^ *TT W ^ f e ^ ^RR ^m f%3 <* ^ T if WTrf\ W TRfnft 11
(ST) ora T^RT ?U$ if * T f l ^ W ^ eRTOT W ^ eft ^ t ^ # W ^ 75 %.^.JT.W. ^ ^ f e

(&) fM\ ft w ^ t ^ ^ ^ ^ T r a R r ^ t i f ^ ^ ^ i ^ F f r xn%j ora cra> f% ^ t ^RT^P
(^) T R r ^ ^ ^ i f ^ ^ ^ W ^ ^ ^ ^ ^ ^ ^ f % R T f M ^ ^ ^ i f ^ ^ ^ 3 ^ ^
^ R T Wl ^\m ^ f f^JT ^RTT eft ^ ^ ^ ^ t t ^R f M TR^RT ^ t if W\ W W ^ ^ #

tRTSM f^JT ^RJRT 3tk ^ # " ^ ^ f ^ I ^Rf^" ^ Wm ^ ^RT f^JT ^ R T I
(51) ^ ^ ^ ^ W t 3 f f ^ ^ ^ ^ R R ^ ^ ^ ^ R 4 ^ ^ ^ ^ t ^ w f ^ R R ^ R f ^ R ^
R ^ t ^RTSRR ^ R T f ^ W c f r R ^ t ^RT ^ afc ^ ^Rff R^T3R ^ ^R^ ^ f ^ MRT-W
103
(f) Procedure to be observed in case of vacuum trouble enroute- When a tram running without
brakevan encounters trouble enroute the following steps which are normal for tram
operation are required to be taken by the Guard of a train?
(0 Guard along with Assistant Loco Pilot should check complete tram for any hose prpe
disconnection or leakage etc. The help of C&W staff or pointsman should be taken when
the vacuumtiouble occurs withinthestationliinits.
(ii) The Guard should arrange to connect the hose prpe, plug etc. and attend the leakage of hose
prpe wrth the help of Assistant Loco Pilot and start his tram after ensuring that the vacuum
trouble has been folly attended to and the requisite amount of vacuum is maintained on the
locomotives.
(in) The Loco Pilot should regulate the speed of the tram depending on the 'Feel Test conducted
byhimmthefirstblocksection.
S.R. 4.23/2. Definition of Coaching Stock- The following vehicles are to be considered as Coaching
stock-passenger carriages, postal vans, horse boxes, carnage trucks, motor vans, store vans, restaurant
cars, luggage and fruit vans" passengers brakevans, goods vehicles marked 'Coaching vehicles' and any
othervehiclesthatmayfromtimetotimetobemcludedmthelistofCoachmgstock.
S.R.4.23/3. Goods stock- Definition of Goods stock includes all goods wagons, i.e. all rolling stock other
than coachmgstock,irrespectiveofcontentswheatherattachedtopassengerorgoods trains.
S.R. 4.23/4. Marshallmgofoassengerandmixed trains
(a) The composition and marshalling of Mail, Express, Passenger and Mixed trains is
prescribedbyspecialmstructions,issuedbyCOMfromtimetotime
(b) Onpassengertrams,theremustbeatleastoneSLRorLRmtherearofthefixedcompositionof
thetram.Onpassengerandmixedtramsonshortbranchlmes,onebogieSLRmaybeattachedm
themiddleofthetraintoavoidreversmgprovidednotmorethan2bogiesareoneitherside.
(c) The marshalling arrangements on mixed trains shall ordinarily be-Tram engine,, goods
vehicles, passenger vehicles, SLR/LR, vehicles fitted with vacuum/air brake in good working
order and must be connected with vacuum air brake system of tram. However, vehicles loaded
with the live stock, explosive, dangerous and inflammable goods should be attached in rear.
(d) Vehicles fitted with and connected with vacuum/air brake system of tram throughout can be
attachedbehmdrearSLR.
In Passenger trains- not more than two bogies/four-4 wheelers may be attached behind
rear SLR. In addition, one inspection carnage fitted with hand brake may be attached as rear
mostvehicle.
In mixed tram- One Inspection carriage or Power (Generator) car may be attached as
rearmostvehiclemadditiontotwobogies/four4wheelerbehmdrearSLR.
(e) A single 4 wheeler vehicle must not be marshalled between two bogies or between engine and
bogie.
(f) When four wheelers are attached to a passenger tram, speed of tram should not exceed 75
KMPHsubjecttolocalrestnctions.
(g) NogoodsstockwillbeattachedtoapassengertramunlesscertifiedbytheTramExammerthatit
issafetorunonpassengertram.
(h) TramedpipedvehiclesarenottobeattachedbyPassengertram.However,mcaseofmixedtram
they may be attached inside rear brakevan of fully vacuum/air brake tram and not behind rear
brakevan, provided they do not cause any interference to tram lighting connections.
(i) Tram Examiners at all coaching and goods 'Maintenance' and 'Fit to Run' Stations shall examine
all goods stock attached to Passenger trains, even though the tram to which they are attached is
not ordinarily examined at that station. At these stations, the examination will be limited to the
goods stock onlyandwillbeconfmedtoasafeto reexamination.
G) On such stations where no C & W staff is provided on the terminal stations, the C&W staff at
ongmatingstationofmixedtramwillgivetnecertificateforbothoutwardandmwardjourneyof
the wagons whether loaded or empty indicating the terminal stations.
103
3W?-4 Wui^HIlM'^^^
^.R.4.23/5. H i t M l M -
(s) R ^ T O ^ O T T T ^ ^ ^ ^ ^ ^ ^ ^ q f t ^ J R ^ ^ ^ f % ^ f % R
^ ^ ^ f ^ ^ W R R T ^ I
(ET) ^ ^ ^ ^ ^ ^ ^ ^ ^ M ^ I ^ H ^ ^ ^ ^ ^ ^ R T R R T ^
&) *ra* ^ jmf^cr w *sftw w r / m f%wr ^ ^ fata ^ M <* ^ ^ 1m fcr *
W ^ ^ R R T ^ I
(i) ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ p ^ i ^ ^ ^ ^ ^ ^ ^ w R n ^ r ^ t c f t ^
(ii) R ^ f ^ ^ ^ ^ ^ ^ H i t T O ^ R R ^ ^ ^ ^ w ^ ^ ^ R r ^
^ r 3Rer stfF5 ^ j ^ ^j> •$ Tsm\ R R R R?T XHIHMCI: ^ T R # ^r ST^R ^R ^TT wt%^ STSTR
R « ^ ^ ^ R r ^ ^ R f ^ ^ T O ^ ^ R R R r R T ^ d T t |
^.R.4.23/6.
(i) ^ ^ ^ R ^ - f % # ^ ^ ^ ^ R ^ ^ ^ p H H P d f a d R d f ^ f ^ R R r ^
r%RRrdTt|
(?j) R R ^ ^ R d ^ ^ ^ ^ W ^ ^ ^ ^ / W ^ ^ W ^ m ^ f ^ W
RT%R ^ RR R3R 11 %^ ^ * R^R ^ *ftcT ^ ^ ^ f e RR *nf^ ^ ^ r #
#R^RR?R^RRRWR^R^^^RWRTR^tiR^f^^RRT3
fr) R R ^ ^ ^ ^ ( R R ^ R f ^ ) R R ^ ^ ^ R R i R r ^ ^ ^ ^ R ^ R W w R
^ ^ M ^ R ^ P w ^ H R ^ ^ R r ^ R r e w ^ ^ r ^ R R i
^RM^RW^RRRTR^RRR^R^Rm^Râfkw^R^RRw^R^
RRr^R^^^^^^fH?HHPdfadRraRRR^RRrR%:-
(ii) R R £ R^T R ^ RT^T ^ / W C T - wrim <fr ^r^rr ^ ^ W R ^ pHHPdP^d R R R R
(R) ^ ^ ^ R ^ r r ^ ^ ^ w i o o r . R R R t ^
fr) R R cra> R « R R ^ RTRT <* ^ RTRR R R Rt^r I R R ^ R « R ^ R R, W ^ R R^T TR
^RR^WtR/fRRRtRRTRRRf^R.R^R^RR^RRRI
(iii) R g ^ R T R R ^ R R R r S T R t R R / W R T -
(R) R R cfH ^ R f R ^raR H R%HR^ RRRT R R R R R R R T R ^ R R T R ^ R S ^ R
RTRR U ?R R^ 3TfeWT 3 ^ (2 R^R+1R5) T%RT Rfe R RTST RR R3R # I
(R) R R R S ^ ^ R ^ R ^ R f t R R r t ^ ^ R ^ / R R ^ ^ R i R S ^ R R ^
^^fR^^R^RRaRTRRTRtRRg^R^l^cii^RRRr^RJ^RR
m R^ ^ cCT c ^ R ^ R ^ R / R R f c R R RR W T RT% RRR I
104
S.R.4.23/5. Marshallmgofgoodstram-
(a) There should be at least one goods brakevan in the rear of the tram, except in case of tram
(c) A Single four wheeler wagon must not be marshalled between any two eight wheeler wagons
(d) Tsmgl^^ZfZZt^wtllnLst not be marshalled between two loaded four wheeler
(f) Dead or defective endue-
S.R. 4.23/6.
(a) Certificate for Tit to run' is issued by Section Engineer/Loco Inspector/Power Controller for
(a) OnlyonedeadlocomotiveCdiesel/electr^canbeattached.
(b) Brakepowerofthetramshouldbe 100% excluding dead locomotive.
(in) Attachmg Hauling of dead locomotive bv goods trams -
104
3WJ-4 ^KUl^Hllfe^^H
(iv) ^ ^ ^ % t o y f ^ ^ f ^ ^ ^ ^ W ^ : ^ W ^ ^ ^ ^ ^ ^ ^ R ^
H M J I I ^ I 3 VTH
1 SJVJH +1 c£*NI S'VJH * l <£*KI

fe«S|l
2 SJVJH ^ dl>H>dl S'VJH >ei <fl>H>di
c| J M 3 Hlcix! J||41
3 ftf^t^^^r S'VJH * l d1>H>!l H^l" d J I H I vrlldl
4 6|-d c|JH 3 c b 4 m S'VJH ^ <£*KI H^T c H I M I vrlldl
5 JJ'VJH ^ cj^KI ^ c H I M I vHlcll
ganer
6 H^l" Q\*\\U\ vrlldl
cf> fail y-HlfOld Rbill ? t

7 ÎcblH $'VJH $'uH C£ 6|K +-'-
7cff*
8 ?^T ^xlsi) n R - d M H ys|'t|cb
7crf* 9 t 3)^Hfd i l J l l ^
4.24. ^ ^ t ^ ^ ^ ^ - « f f M f e f ^ a i ^ ^ 3 i ^ M ^ ^ f ^ « n m t . ^
4.25. W -
(2) pHHPdfed arawraff * ftrcra nRHiPdd * n ^ ^T W snrt t w ^ r * ^ T ^*TT.

sfsrfcr
105
(iv) A locomotive when it is sent to shops for POH/reparrs should normally be sent on its own power.
If a locomotive has to be sent dead to shop for repairs by a tram, it should be attached to a goods
tram. An unbalanced engine being sent to shops for repairs, should be hauled by a tight engine at
aspeednot exceeding 15KMPH.
MARSHALLING CHART
The position of wagons should be as shown in chart below. However such wagons may be attached at a
later position.
In Goods Trains worked In Passenger/mixed

by DSL/AC locomotive trams worked by
DSL/AC locomotive
1. Live stock/loaded Horse box 2nd from engine 2nd from engine
2. Motor vehicles in open and 3rd from engine 3rdfrom engine
ventilated covered wagon
3. Motor vehicles of military Specials. 3rd from engine Not applicable
4. Cotton in covered wagon 2nd from engine Not applicable
5. Open wagon loaded with Bhoosa, 2nd from engine Not applicable
Hay etc.
6. Damaged (or sick) vehicles/engine Behind rear brakevan Not applicable
certified fit to run. during day light hours only.
7. Dead engine Next to engine or T* Next to engine**
8. Crane Next to engine or T*
SSL
Wheredoubleheadmgisnotpermitted
Wheredoubleheadmgispermitted.
4.24. Position of brakevan on train-Unless it be otherwise directed by special instructions, one

brakevan shall be attached to the rear of the train, provided that reserved carriages or other
vehicles may, under special instructions, be placed in rear of such brake-van.
4.25Guards-
(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) underspecialinstructions.
(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 instruction.
105
3W?-4 W u i ^ H I l M ' ^ ^ ^
^.R.4.25/1.
(1) R^RR^-
(R) R ^ RT RRf% Rrf R m^ R ^ ^ ^ RRRRRTRfîRfRrfRR^RRRR^
if ^m RRRT i RTRR RT ^ R ^ R*TR fR^R R ^ R ^ RT R R ^ r * R R R w m *nft*i
Rf%R R ^TRRl * ^ f f ^ ^ R ail^ftclclisff R ^ f%TO ^ RRRT R f%RRf R R RRRT,
^TTf^ I RRRP R RST R R fRRR W,R^RîffRRVW^^W,RRiRrf^RR,

w ^ # d T ^ R R R R T R R n i R T R r T O f ^ j T R R i R ^ R R P R f m^RTf%RR, R R <fl
H^RT R O T if R R R , * w r RT RRft Rf RSRT R R I R Rf * w r R R R R T R R 3 R ^ R
RlT, R^RT Rf ^ ^ R R R W T if RSRiR R7RR RRRf RT ?RR RRR R W , RRRf
R R R R annlcKfrlc^ R R R R R RTRR, RR1RRR RR R R I J # R R ? R RTRR Rt R4RR
(R) ^ ? M R ? S R RT RRf% Rrf if R P ^ ^ (Î^T R R R ? yftftrfo R T R R R RT R R R R
^ ^ ) ^ ^ ^ H M I ^ ^ | ^ ^ ^ i f ^ R f t ^ ^ % ^ ^ W ^ ^ R ^ ^ f e R ^ ^ ^
RRRRIRTRRPRRRRRTRI
(2) t%RTRRRRE-
(R) ^ R w , R R R R R Rf R R Rf%R * t o ^ f w ( w RRRRRRJ) RRRH ^^w^m
4>4*iilM R ^ R R R R ^ R R R ^ R R R R R RRRRT ^ ^ # M ^ * ; i ^
3ff^T RRRH ^ ? M R R R ^ ^ T RRR ( R R « n ^ ) R2T R R R if RRTRRiR f^f ^ ^ ^ t
^ ^ ^ f % ^ ^ f - W ^ ^ R ^ ^ ^ r f ^ | ^ 8 T ^ ^ i f ^ ^ t i f ^ R ^ ^ ^ ^ ^ ^
RlT f^f ^ ^ | T O # ^RRTf R ^ t if R R ^ R R Rc^ RIRf RT Hftfe^. Rfl ^ S M R
^ ^ i R ^ ^ ^ R ^ ^ I ^ W ^ R ^ ^ f ^ ^ ^ W ^ ^ ^ ^ R ^ R ^ ^ f e ^ ^ f - W ^ ^
^H^RlRRRT^c^RfR?!
(R) RR1R t ^ ^ ^ ^ f T O ^ ^ R R R ^ R R R R R R ^ R R ^ i f f R R R ^ R R R
CUJK 4»HI *H&j I
fr) ^ R ^ R f % ^ ^ f % ^ ^ - q ^ ( W ^ R ^ ^ M ^ ) ^ ^ f d R ^ ^ ^ ^ ^ R ^ ^ | ^ R t
Rf%R R RR ^ ^ RR RRP RHR ^ ^ f W f R T RfT t I
(ET) f%R^^(^^R^RfeR^feRTR^-q^^R^Pd^f^l^Rf%?|^R%^^^
3ffaT R i R T ^ R R ^ / R ^ R ^ <ti ^ ^ ^ W ^ ^ UTCT ^RR ^ f^J R W ^ f t 3lk ^
R% R i R ^H RP ^ RRT R R R I ^ R ^ R R R ^ ^ R^f RR^f Rt W ^ ^ ^ ^
^ M R d 4^11 I R R f e R r R ^ - R R ^ ^ ^ R ^ R T R ^ R R ^ ^ R R q ^ R R r R ^ l R i f R ^ R
(^.) RRR^R^^R^RRRrR^,f%RTR^-R^RrRR^RRR8TRRRr^RRf%Rf
^ ^ ^ , 5 ^ ^ Tf^q ^ , ^ ^ ^ q ^ ^ ^ ^ ^ ^R%R, R R R R?R Rf^R RT, RR^
f%R ^ ^R ^ W RT R ? Rf ^Rf ^R * RT RM ^ R RR R R R R R R I
(ST) R R R ^ R ^ R ^ R ^ ^ . R R R R R R R T R ^ . ^ ^ R ^ R R ^ R ^ R R R R ^ R ^
R R ^ t RT fR^ R ? R Rq * ip!T RRf R' RR to fRR W t , f%RT R^f-RRP ^ RR Rt R ^
Rl R^t R R R R^ RtR ^ R S R R^R R R R RRft RR I
(ff) WRfRRR^Rf%RR^RlRR^R^^R^5fRR^^RqRRlRr^RRRf%^Rk5
f R R ^ R ? ^ Rf^R RR1 RT 1 R^ fR^R RfR! I
(R) R^R^RRRf%^(^R^t%RT),WRRif^RRR^RRRRRR^^RR^RRRR^
21/2 RqfR! t%Rf R R W tRR RRT Rf%^ I
106
S.R. 4.25/1.
(1) Guard's Journals-
(a) TheGuard'sJournalontheprescnbedformmustbemiedbytheGuard.TWsformshallbeused
for tram (except suburban and material trams for which separate forms are provided). The
causeofeachdetentiontotramsmustbeclearly explained. All irregularities m connection with
the working of trains such as absence of signals or improper exhibition of signals, slack
working of staff, complaints made by Loco Pilots or the travelling public or accidents must be
reported in the journal. Remarks on the following heads must also be passed at the foot of the
journal-Time checked with the Controller, amount of vacuum or air pressure maintained m the
brakevan, weather conditions, weather cautious driving observed, condition of the rolling
stock and fitting defects in lighting on the tram, correctness of the brakevan side lamps and tail
lamp and other brakevan equipment. In the case of passenger and special trains, the number of
the First Aid Box, wooden wedges, portable field telephone, emergency tram lighting
equipment, fire extinguishers, stretcher and such other equipment's (provided as brakevan
equipment)mustberecorded.
(b) Station Master/Yard Master must maintain a register on the prescribed form (to be kept in
Carbon process) in which should be recorded particulars or trains run and journals received.
One foil will be retained by the Station Master and the other sent daily to the divisional office
with the Guard's journals.
(2) Wagon Way bills (vehicle guidance):

(a) Wagon way bills (vehicle guidance) for all goods, passenger, mail and other trains must be
entered up by the staffatthe starting station, and handed to the Guard m charge of the tram. The
wagon waybill at each terminal starting station must be prepared direct from the trains Clerk's
hand book in which the Trains Clerk must record the numbers of each individual vehicle
composing the tram from the vehicles themselves. The numbers are not to be copied out from
one wagon way bill into another. Entries of vehicles attached to a tram at intermediate stations
must be made by the station staff there. The Guard must obtain the signature of the station staff
mthewagonwaybillforanyvehicledetachedfromhistram.
(b) Thewagonwaybillmustbecarefullyandlegiblypreparedatthestartmgstation.
(c) Wagonwaybills(vehicleguidance)forpassengertramsmustbesentthroughtothedestination
station. Itisnotnecessarytopreparesectionalwaybillsforpassenger trains.
(d) Wagons way bills for through goods trains must be prepared in duplicate, one copy must be
made over to the station Master/Yard Master of the last terminal station of the division for
submission to the Divisional Railway Manager, the original copy to go through as far as the
destination station. These through wagon way bills are to be transferred from Guard to Guard.
The Guards handing over through wagon way bills will obtain acknowledgement in their
memo book of having done so; otherwise they will be held responsible if the wagon way bills
go astray.
(e) Beforestarting,theGuardwillberesponsibleforcheckingtheloadonthetramwiththeentnes
on the wagon way bill 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.
(f) On arrival at destination, the Guard of an incoming tram will make over the wagon way bill to
the stationMasterortheYardMasterorotheryard staff specially deputed for the purpose, who
will sign for the same in the Guard's memo book.
(g) In calculating the load of goods and mixed trains, Weights less than 5 quintals should be
omitted and 5 quintals or more should be counted as one tonne.
(h) When a bogie carnage (i.e. coaching stock) is attached to a goods tram, it should be counted a
e q u i v a l e n t two and half four-wheeler units for the purpose of calculating the vehicle loadof
the train.
106
3W?-4 Wui^HIlM'^^^
^.4.25/2. M M l M 3 W - t a ^ * * f f W ^ ^ ^ T O * W M - « / W ^
^ to ^ <* ^ t ^ R T T 3ira*ra» irT eft s M ^ <* faq ^ ^H cra> ^ t ^ ^ <fl ^ ^ * w
f^FTJRJRt-
(i) W ^ f ^ to ^RTT ^ t% ^ ^ T * 3 # * & f%3 cR» (tff t ^ T M ^ IfT ^cIT t)
McT/ W ^R * * ^ ^ ^ ^ ^ 5RT ^ T O ^RTT viTT^TT I

(ii) w f r ^ / ^ ^ ^ W T g ^ ^ ^ < M N I v ^ l l , a f r
(iii) ^ ^ W ^ ^ ^ ^ ^ t o ^ ^ ^ ^ R W ^ « W T O W ^ ^ J ^ f %
^te ^ r r ^ R T ^ , ofr ^ <* ^ f f ^ r ^ ^ T T i ^ ^ w ? , fa* * * f ^ ^ R 1 3 i k ^ t <#
(iv) ^ M ^ f e ^ ^ ^ ^ ^ ^ t ^ ^ ^ f ^ ^ T O I ^ ^ ^ R ^ - ^ g t o
^ ^ t ^ ^ ^ ^ ^ T ^ w ^ ^ ^ ^ ^ ^ ^ i ^ ^ d ^ ^ ^ f ^ ^ F r i ^ t o ^ ^
xier ^ ^ <* ^TST ^ # ^fam w r ^ ^ W * fq w ^ * antfe ^rc ^ ÔTR^-^R
tor^RTî
(V) ^ ^ r i ^ ^ f a T O ^ ? f ^ ^ ^ ? ^ W ^ ^ ^ t o t t o ^ t o
w*s rt w *rre * r e ^ t o afc ê^feije «erre ^ faro ^ SPT^ ^Rfr ^ ^ cra> * «erre
(vi) ^ ^ ^ T O ? ? ^ ^ ^ ^ ^ ^ , % ^ ^ ^ ^ ^ ^ ? ^ ^ I R 4 1 ^
(vii) ^ ^ ^ t ^ ^ ^ ^ t ^ t . c f t ^ ^ w v * f ^ w v ^ t o ^ ^ ^ m ^ ^ t t %
(viii) ef^T qraef3 5RT ^T^T f^FTWeT ( f e ^ T ^ ) W TJ^ 3fmf^vT ^ 3 ^TTBT ^^TT ^TT. ^F 1 7 ^ ^ ^ n ^ ^
(ix) vil«rM*TT^*^*TOf^3fc^.ftq^^
^ ^ ^ t ^ ^ T R ^ ^ ^ ^ ^ ^ d U l M M d r i t T T ^ ^ ^ ^ T O ^ I ^
(x) W & ^ t f f ^ $ e f l ^ W r e ^ y p # ^ * q ^ « n ^
(xi) ^rarf^ ^ W ^ M * ^ ^ ^ ^ a i ^ r ^ t * VJTTM ^ cra> an* ^ ^ r ^ t
107
S.R. 4.25/2. RUNNING OF TRAIN WITHOUT GUARD- Running of tram without Guard should be
done whh the specific order of Sr. DOM/DOM in that case such of the duties of the Guard shall be
performed by the Loco Pilot. Tram without Guard will not run in night, thick, foggy weather and dunng
total failure of communication except incase an emergency such as when a Guard is fallen downorsickor
left behind or any mishap necessitating running of tram without Guard may be allowed to continue its
journey for a short distance up to a station where it can be properly stabled/arrange Guard. Procedure for
runningoftrains without Guardis as under-
(i) It should be ensured that the tram is provided with continuous vacuum/air pressure from the engine
to the rear most vehicles, which may be a brakevan. If the Guard is not provided at the originating
stationofthe train, the TXRsMlmentionthe number aiKllypeofthe rearmost vehicles inthe brake
power certificate issued for such a tram. And if no Guard is provide at any intermediate point, the
crew changing station, the Loco Pilot on being informed by the Station Master, shall examine the
brake power of the tram and ensure that the rear most four pistons are in working order. Before
signing the vacuum/brake power certificate the Loco Pilot shall ensure that the required amount of
vacuum/air pressure is provided in the brake van. Vacuum/Pressure guage shall be provided by the
originating station.
(ii) L.V. Board/Tail lamp must be made available to the Loco Pilot and the last vehicle indicator shall
i n v a r i a b l e fixed at the tail end ofthe rear most vehicle by the Loco Pilot. The Taillampis essential
mrunnmgsuchatrammthenighttime.
(hi) Caution Order shall be issued to Loco Pilot by the SM with necessary endorsement stating that the
tram is to run without Guard and section controller shall also be advised ofthe fact under exchange
of private numbers, who will inform the station enroute. The Station Master will inform the end
cabins, where provided andgatemanofall the level crossing gates enroute provided with telephonic
communication accordingly under exchange of private numbers.
(iv) The fact that the tram is running without Guard and also the last vehicle number shall be mentioned
in each line clear enquiry and reply message, and with the departure report while working tram on
AutomaticBlockSystem.LmeclearenquirymessageandreplyshallberecordedmtheTramSignal
Register. A separate private No. shall include the number ofthe last vehicle ofthe tram and this No.
shallbe exchanged stating thatthe train is running without Guard.
(v) The SM ofthe block station working the Intermediate Block stop signal on becoming aware that the
tram is running without Guard, shall before dispatching such a tram, treat the entire section upto the
block station immediately ahead ofthe intermediate block post as one block section and obtain line
clear fortheblocksectionbetweenintermediateblock stop signal andtheblockstationin advance.
(vi) Assistant Loco Pilot will keep a contmous look out, while running through a station, towards the rear
and shall acknowledge any danger signal shownby the station staff.
(vii) When such a tram stops at a station the Station Master/Cabin Master/Cabmman shall ensure that the
tramhas arrived complete and is standing clear ofthe fouling mark.
(viii)ExtrasetsofdetonatorsshouldbecarriedbytheLocoPilotwhoshallberesponsibleforprotectionof
the train.
(ix) When such a tram is stopped between stations on account of accident, failure, obstruction or other
exceptional cause and the Loco Pilot finds that his tram cannot proceed further, he shall immediately
on single line, protect the tram in front and the Asstt. Loco Pilot in the rear. In case of double line,
when adjacent line is notblocked, the Loco Pilot shall protect in fiontandAsstt. Loco Pilot m rear m
case adjacent line is blocked the Loco Pilot shall first protect the adjacent line and then his own line
mfrontandAsst.LocoPilotmtherear.
(x) In case of passenger carrying trains, the Loco Pilot shall also be provided with First Aid Box,
portable fieldtelephoneaiKl emergency light equipment.
(xi) In Automatic Block Sections territory, no tram shall be allowed to follow until the proceeding tram,
whichhasbeenallowedtorunwithoutGuard,hasarnvedcompleteattheblockstationmadvance.
107
3W?-4 Wui^HIlM'^^^
4.26. ^ W - ^ | *ft W T frRrf S T ^ f e r ^ T ^ T / # ^ R 5 ^ f c R T / ePt £ . ft*ft *TT<ft * ^?f

^T^FPTTI
^.4.26/1. ^ t ^ ^ ^ ^ ^ ^ f e ^ -
*T W Sift ^
4.27. ^T -
(2) ^ ^ ^ % ^ m ^ ^ ^ ^ T ^ ^ ^ ^ e P f t f ^ f t e n ^ T ^ ^ F T ^ R T t ^ f M ^
^.4.27/1. fercft^r^f^pNf^^T^-
fr) ^ti (afm^) W T ! * urcr PNT ^ era era* ^ w ^ t raw ^ T «n cra» ^ vsqfl
(sfra^) empff ^ ra^ft ^ j r a ^ ^ ^ f ^ w ^ i ^ i ^ ^ i f ^ ^ ^ r ^ ^ r
^ if WTST ^r ^ R ^ r w w ^r eft w ftw wti w ^ <* ^ r WR^ ^f

^ r a ^ ^ k ^ f ^ R (ra^r) ^r ara*r ^ ^ writ ^Wf% JIRT ^ #% *nfî
(s) a * ^ rara ^r w e f f ^ ^ra^ft # P OT * rara^ ra^fi <fl ^ t f t w r f ^
^.4.27/2. M M ^ ^ ^ l i ^ M -
(1) ^jM-^î^*wwi3iMOT^tawiwwr-ÔTi
^^fjrfM^^ra^^î
(2) M l M "
(*) % ^ ^ 5 ^ ^ ^ ^ # ^ ^ ^ ^ ^ ^ ^ ^ H f % ^ ^ ^ 5 ^ ^ r a r a ^ % ^ ^
M^^^^^^^^îf^^^f^îf^m^rf^|^8T5Nfif
^^^M^^^T^w^^^^raR#%f%^^î^^^rara
108
4.26. Couplings-No vehicle that is not fitted with a coupling or couplings of approved pattern shall
be attached to any train.
S.R. 4.26/1. Couplmgofvestibuledstock-

(a) The vestibule connections of coaches and other stock so equipped are to be carefully coupled
togethersothatthereisnogapbetweenthefallplates.
(b) When a vestibuled coach is the last vehicle on a tram or is isolated and the vestibule is not in
use, the doors of the unused vestibules must be closed andproperly secured.
(c) The Tram Examiner must not allow a tram to proceed without satisfying himself that the
vestibule connections are properly secured and vestibuled.
(d) The Guard must not allow a tram to proceed without satisfying himself if some defect is
reported to himorcomes to hisnotice.
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.
S.R. 4.27/1. Cranes. Use of on the Electrified area-

(a) The cranes shall not be worked adjacent to overhead lines, unless such overhead lines are
dead. If the use of steam or hand crane which may foul the overhead equipment, or track
lifting is necessary on the electrified area, the Power Controller, Traction Foreman
(Overhead Equipment), and Assistant Traction Engineer (Distribution) must be advised and
their sanctionobtained.
(b) All movements of the crane jib shall be exercised with great care so as not to foul overhead
lines, Wherever possible, the direct blast from the crane chimney to the overhead lines or
insulators shouldbe avoided.
S.R. 4.27/2. Working andcare of cranes-

(1) Cranemen- All Cranemen must be in possession of a competency certificate issued by the
competent authority. The Craneman is responsible for the efficiency of the crew working under him, who
mustbetramedmen.
(2) AttachmentofCranes-
(a) Before a travelling crane is allowed to run outside station limits, the jib must be lowered on
to its dummy truck, with the jib resting freely on the bolster. The cams beneath the balance
weight box or such other contrivance with which the crane is fitted must be brought into
use. On hand cranes the balance weight box must be fixed close to the crane-pillar. The
gnppers and all other fittings must be securely stowed away and fastened to prevent their
moving. The weight of the crane must be taken on the springs. The Craneman shall ensure
this.
(b) The craneman is responsible to see that no one other than the crane staff are allowed to
travel on the crane and travelling in the crane platform is completely prohibited.
108
3W?-4 W u i ^ H I l M ' ^ ^ ^
^ ^ W ^ ^ f ^ w f | ^ ' f ^ ' ^ ^ ^ ? T c f T 4 0 ft.A jrf^rar A
(ii) i 4 o ^ ^ t e n ^ ^ ( ^ ^ ^ ^ ^ ) i o o f ^ . q m ^ ^ ^ i c t , d H ^ ^ H d ^ ^ ^
(q) ^ t ^ t o , ^ A trit T^ H ^ wvft^ ûftifo^^tmîifo^
a* ^ f ^Fft ^ i ^R fotf ^ R M m w ^ t ^ ^ f t irt eft 5 ^ fM\ ^ ?n$ H
fc^ - 3 ^ ^ f ^ R A WM ^ H t % <* HFTT, ^ OT fef ^ geff m ^ 5RT W ^
(3) 3 ^ 3 -
atff ^ ^ ^ *TR M <* ^ ^ r ritff ^r f^R <* «mn wi ^ * ^H ^ ^ *TR M ^r
^ ^ i f ^ ^ ^ , ^ ^ f % ^ 5 F ^ ^ ^ ™ ( f M ^ ) ™ ^ ^ ^ ^ ^
^ ^ ^ ^ ^ ^ ^ ^ ^ | ^ ^ ^ i f ^ ^ ^ M ^ ^ ^ t % ^ f ^ W ^ ^ ^ 1 ^
(q) ^ T f%^t sf^T 3> WT 3RcT ^TO ^ R > efT^T ^T vied'tH #Ft A ^fFHT #T ctl ^ S ^ T ^FfrfR f%^t
c£fl3t c ^ T ^T êd'tlH #Ft ^ ^fFHT # eft sf^T 3> ^ W f t f M t o ^T ^T.fa.15.09/1 3> 3T^TR # S
qcn^TqT^TST RlJMcH ^P?T efl^T ^T ^ P T 3ra?q ^^TT wf%^ I ^ t ^ Mdl<Wii T^f ^TST RHMCH ^ f t
(4) ^ f t F w f ^ ^ f ^ff%p fHwr <fl #3 ^ ^ € t f^rnff 5RT % w jmrfacr a * TORP! ^RT # ^ R q
4.28. ^re^fêRI^:-
(1) ffrft HTeT fe4 ^ ^ TR. S T f ^ m ^ t ^RnTT 53 ^ t W T R T ( 3 ) ^ f^RPT ^ (qf^HeT)
^ eteTT f^^fftcT f ^ T T W 1 3 r f ^ TTeT ^ f eTT^T W W I
109
(c) Where possible all cranes should travel with the jib to the rear, but where this is found
impracticable, care must be taken to see that the instructions regarding the securing of the jib
have been fully observed. When the jib faces the engine, a speed restriction of 40 kilometers an
hour mustbe observed.
(i) 140 T Jessop Crane (JHS Division) 75 KMPH or maximum sectional speed whichever is
less.
(n) 140 T Gottwald Crane (ALD Division) 100 KMPH or maximum sectional speed
whichever is less.
(d) The Tram Examiner will certify in the Guards Memo Book if the crane is fit to run. Before
certifying that the crane is fit to run, he must ascertain from the Craneman that the above rules
havebeen complied with.
(e) Travelling crane shall ordinarily be hauled by goods tram. Not more than two cranes are to be
attached to a tram. If there is no goods tram on the section, it may be attached to mixed tram.
When attached to a mixed tram, the crane must be placed amongst the goods wagons. A crane
may only be attached to a passenger tram with the Chief Operations Manager's permission.
(f) When the jib of a travelling crane projects beyond the truck, an additional truck shall be
attached to act asadummy
Note: Cranes must not be allowed to lift or swing loads on steel or arched bridges without the
specialpermissionoftheChiefEngmeer.
(3) Oneration-
(a) Undernocircumstancesmustacranebelooseshuntedoralooseshuntmadeagamstacrane.
(b) The bearing spring must be relieved of the weight of the crane by the means provided, the
outrigger girders must be fully extended to project equally on both sides of the crane and
securelypacked up and the claws or gnppers must clip the rails firmly. On hand cranes the cam
beneath the balance weight box may next be thrown out of gear and the balance weight box
must be traversed outwards to its full extend and clamped. The rising pulley block on the chain
must always beusedwhenliftingloadsabovehalfliftingcapacityofahandcrane.
(c) Two cranes of unequal lifting capacity must not be operated together to lift any one heavy
article, unless the lifting capacity of the smaller crane is at least equal to half the weight to be
lifted. In such cases the sanction of the Divisional Railway manager must be obtained.
(d) When a crane is liable to foul another line during working, it must be mcharge of responsible
official, suchas an Inspector. The Station Master at either end ofthe section must be advised to
issue Caution Orders to the Loco Pilots of trains proceeding into the section. The Inspector in-
dulge ofthe crane must, when the crane is likely to foul another line, protect that line with
banner flags and hand signals in accordance with S.R. 15.09/1. Such banner flags and hand
signals may only be removed on his authority when the crane has stopped working and the jib
hasbeenplacedparalleltothetrack,clearoftheadjacentroad.
(e) It is desired to work a crane of cranes on a bridge, the permission ofthe Divisional Engineer
must be obtained, who will, if necessary obtain the sanction ofthe Chief Engineer. The
maximum weight to be lifted and the maximum radius and angle at which the jib will work
shouldbegivenforguidance.
(4) Cranes belonging to the engineering or mechanical departments must be worked solely by Certified
Craneman appointedby those departments andthe Craneman are responsible for the proper working
ofthe cranes.
4.28.Loadingofvehicles-
(1) No wagon or truck shall be so loaded as to exceed the maximum gross load on the axle
fixed under sub-section (3) of section 53 of the Act, or such less load, if any, as may have
been prescribed by the Railway Administration.
109
3W-4 Wui^HIlM'^^^
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(4) ^ r ens f% f^t^r arafcnf s R T ^ ^ n r ^ f t a i ^ ^ r ^ ^ ^ t ^ t ^ r q T ^ r a T . ' n ^ ^ T
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^.m.4.28/1. ^ a m - M ? ^ ^ f ^ spfoff ^ t e i A ^ ^ ^m gftgferen)a M ^
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^4.28/3. TOâ^#^T^^^^^-TOârRTP^^^^î%#
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W ^ ^ ^ a ^ t o ^ d H ^ d t ^ ^ i f a l k ^ ^ d H ^ d t ^ ^ i f f ^ ^ r f ^ f % q T W t | M ^ ^
(*ra*e)fcr,^ M M afc ^ r f i -st M * ^mra ^ w i # ^fcr.^ (w^t) ^ ^ ^ ^f^r
^4.28/6. ^ t f e ^ a k a r ^ ^ ^ ^ W ^ W ^ ^ ^ ^ q T f M ^ ^ ^ M ^ ^ ^ R T -
(^) ^r^t ^T mc^cft ^ri%qt ^ ^ f%q m ^ f e alk aRq ^ d ^ f l d ^r w f ^ ^ arf^ ^
A ^ f ^ ^ w f ^ ^ ^ ^ ^ w ^ t i
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110
(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 truck, and
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 of the truck removed from the train.
S.R. 4.28/1. Moving dimensions- Except under approved special instructions, every vehicle and its load
mustbewithmthedimensions.
S.R. 4.28/2. Projecting load- When it is found necessary, in consequence of the contents projecting
be y ondtheendorendsofawagon,toattachoneormoreguardwagonsthereto,Guardsmustbecarefulto
seethattheyarenotseparatedfromthewagonorwagonsinwhichtheoverhangmgloadisplaced.
S.R. 4.28/3. Loads infringing Standard Moving Dimensions- Loads which infringe standard moving
dimensions will not be dispatched without the sanction of the Chief Operations Managers, who will, if
necessary, obtain the sanction of the Commissioner of Railway Safety through Chief Engineer.
S.R. 4.28/4. Explosives and Ammunitions. Wagons contammg-

(a) The maximum number wagons or powder vans containing military explosives and
ammunitions that canbe carnedby each class of trains is as follows-
(i) Bygoodstrams-5
(ii) By passenger trams-2 As far as possible, powder vans will be used for transport of
explosives
(in) B y mixedtrams-4powdervansor3coveredwagons.
(b) All wagons containing ammunition and explosives must be marshalled together and close
coupled to one another and also to the adjoining vehicles on either side.
(c) The total quantity of explosive permitted to be earned in any one wagon shall not exceed the
marked capacity of the wagon subject to rules given m Red Tariff.
(d) Wagons containing ammunition and explosives must be preceded and followed by two
guard wagons exclusive of brakevan. One guard wagon should be provided between the
locomotive and such wagons if marshalled next to engine. As far as possible, wagons
contammgexplosivesorexplosivevansonpassengertramswillbeattachedintherear.
(e) The above rules regarding guard wagons will also apply to military specials.
(f) The number of explosive and ammunition wagons to be carried by military special tram and
their marshalling arrangements will be regulated by rules in the Military Tariff The maximum
load of such a tram should be the load that a scheduled locomotive can haul on the various
sections.
S.R. 4.28/5. Carnage of Petroleum and other inflammable liquids by trains Petroleum and other
inflammable liquids are divided into Class 'A' which are highly inflammable, and Class 'B' which are
inflammable. The common types of class 'A' liquids earned on the railway are aviation spmt, benzene,
crude oil, petrol (motor spmt), solvent oil, methanol and naphtha. The common types of Class 'B' liquids
are diesel oil, furnace oil, jet turbine fuel, kerosene and turpentine. Details are given in the RedTanff
S.R. 4.28/6. Carriage of Petroleum and other inflammable liquids by Passenger or Mixed trains
(a) The maximum number of tank wagons or vans containing packed petroleum and other
mflammableliquidsthatcanbecarnedbypassengerormixedrrainsisfour.
(b) Such wagons must be grouped together and close-coupled to one another and also to the
adjoining vehicles on either side and must be marshalled as far away as possible from the
locomotive.
110
3W?-4 W u i ^ H I l M ' ^ ^ ^
leftist % T ^ ^ c f r ^ # a n ^ # t ^ ^ ^ ^ T 7 T ^ ^ H ^ ! ^ l ^ x | | ^ |
^.4.28/7. ^ f a q ^ W ^ H ^ ^ w f ^ W ^ M ^ ^ ^ -
(*) T^rftRPT, ^ ' IT ' ^ ' M * ^ vxldH^d ^ f f ^ ^ ^ t f%^ ^ w f % ^ , H M ^ l M ^
tl
arfgtwr afht ^*pcm ^ m <aflpr afc w rere, ^ r r ^ *ncft
^ft^fflRmf^^^ît
in
(c) Wagons containing Class 'A' liquids must be preceded and followed by two guard wagons
exclusive of brakevan. If wagons containing Class 'A' liquids are marshalled next to
locomotive, one guard wagons should be provided betweeen locomotive and such wagons.
Wagons containing Class 'B' liquids need to be separated by one guard wagon in front and one
mrear.However.thenumberofguardwagonsmfrontandmrearwninotbelessthantwowhen
wagonscontamgases(Compressed, liquefied or dissolved)
(d) All empty wagons which had contained either Class 'A' or Class 'B' inflammable liquids should
be treated in the same way as wagons actually containing the inflammable liquids and should
be separated in front and rear as per hem (c) above.
S.R. 4.28/7. Carnageofnetroleumandothermflammabehamdsbvgoodstrams-

(a) Tank wagons or other wagons loaded with petroleum or other inflammable liquids Class 'A' or
Class'B'maybecamedbygoodstramorspedalsasloadpenmts.
(b) Such wagons must be grouped together and close-coupled to one another and also to the
adjoining vehicles on either side and must be marshalled as far away as possible from the
locomotive.
(c) In the case of wagons containing Class 'A' liquids, they must be preceded by one and followed
by two guard wagons exclusive of brakevan. Wagon containing Class 'B' liquids need be
separated by one guard wagon in front and one in rear. However, the number of guard wagons
in front and in rear will not be less than two when the wagons contain gases (compressed,
hquefiedordissolved)
(d) All empty tank wagons which had contained Class 'A' or Class 'B' inflammable liquids should
betreated onpar with wagons actually carrying the inflammable liquid.
Maximum & Minimum Dimensions Coaching & Goods Stock Loaded or Empty
Broad Guage
if 0 * 6 .!
POR G O T T E R I H G , C O R N I C E S ,
«**f"" SIDE. LAMPS, DESTINATION
BOARDS S ALARM SIGNAL DISCS
I
r
I
FOK NUMBER PLATE,
0 WINDOW BARS ANO
RESERVATION CARD HOLDERS.
IS
If 32£J2 m n . f o R COACHINS STOCK
32.QO MAK.fOR * WHEELED COOPS STOCj
*5 OKI
jÛ. 3 0 ^ 3 M A A - F O f t S & O G ' E GOODS STOCK M
u-
0 0 *T± f*
tr
317S M » > . f O H C B A C H I H S S T O C K
Z 9 ' 4 m n i . P O R COACHING SJOCKjlU
I
3 0 4-5 mm.
i|
ft
2 4 3 B - 4 Tun
J Goo <i\tn
JLS
LU21
fJAIL . LEVEL
5s
All Dimensions are in mm.
Ill
3W?-4 Wui^HIlM'^^^
7 6 2 ^ . ^ ( 8 ^ ^ ) 609-6 m.^.%if(Bên^T)
^ mm m\ ^ a % i
4.29. erfinrer *TT ^Pjyf w r :-
(1) ^ ^ w r r e ^ v R R ^ r a T t c r t v ^ v^rif * ifo era era ^ êrrm ^FPTT ^ra
erara?Tem ^ t - ^ e r a ^ra> w n ^ r a ^ w ^ wi H<n i w ^ ^ <ti$ w r
*£*FIY * ^ reft * VRR îrar 1ra^^ra** reft m ^ T f^n ^KTT t crt cft^
qprae. ^ ^ R T ? T W T t crt VRT w r «st sfrft *TRT * SFR* ^ ? R era ^ w w i
(2) ^W^î^^^*W4tw^^#3*SRr«irafW^^
W ^ ift ra^ft W c Ttft3 T T W t eft ^ efrst qTÎere * W T ? f ^ T T 3 l k ^ ^ STT^ra
^TWcTT t eft vRT W T «5t TT^t * SfeFT ^ f^TT ^FPTT I
^ . 4 . 2 9 / 1 . ^ W T O W f % ^ ^ i S i % W ^ ^ ^ r - ora eft^T tffc*T ^ ^ T q ^ f%#

Î4d CII^H, w f e ^ s r m w ^ ^ f ^ t ^ ^ ^ ^ w ^ ^ ^ w t c f T ^ ^ f M ^
^.4.29/2. (I) WT ^ (gfe T J W ) -
f^Rft t eft ^ w r W w f%^ ^ ?n$ i w ^ ara^r mm wi ^ *n%j \ t$TO ^
^ t ^ra ^ % ^ i efrarTO?^t m^f E W I ^ K ^fecr s f M ^ ^ w f e ^ ^
112
MaximumMovmg Dimensions MaximumMovmgDimensions

762 mm Gauge (Narrow) 609.6 mm Gauge (Narrow)
I
,A,
]nji>«iH*I
7*2 r,
:r4II
E S S S 5SS553
^
RAIL T,
HI
ESSSSSESSa
All Dimensions are in mm.
4.29. DamagedorDefectivevehicles-
(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 rerailed 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 vehicles shall be detached from the train.
S.R. 4.29/1. Movement of t a b l e d vehicle, wagon or damaged engine- Whenever a Loco Foreman or
Tram Examiner considers it safe to attach a disabled vehicle, wagon or damaged engine behind the rear
brakevan.aStationMasteronrecewmgawnttenadvicetotWs effect, may attach such a vehicle, wagon or
engine behind the rear brakevan of goods tram or a mixed tram. The original advice must be given to the
Guard of the tram for submission with the journal. If the vehicle, wagon, or damaged engine is detached
before reaching its destination, the original advice must be made over to the Station Master, who will give
it to the Guard of the tram by which the vehicle, wagon or engine is subsequently despatched. Only one
suchvehicle,wagonorenginecanbeattachedintherearofgoodsormixedtrain.
S.R. 4.29/2. mHotAxle-
(a) Any r a i l w ^ r W t observing a hot axle on a running tram must do everything in his power to
stop the trainandwarnthe train staff.
(b) Ifanaxleboxofavehicleorwagonisfoundrunninghotatastation,otherthanatrainexaminmg
station, the vehicle or wagon mSst be detached from the tram. The vehicle or wagon must not be
workedonwardexceptasprovidedformsub-para(c).
(c) Ifanaxleboxisobservedtoberunninghotbetweenstations,thetrainmustbebroughttoastand
immediately and the axle box examined by the Loco Pilot. Who should exercise his discretion
withregard to the restricted speed at which it is safe for the vehicle or wagon to travel. On arrival
at the first block station with detaching facilities, the vehicle or wagon must be detached from
thetram.
112
3W?-4 Wui^HIlM'^^^
(II) ^ ^ ^ ^ ^ w a w ^ m t -
(*) ^ T O ^ ^ ^ ^ ^ t l ^ W ^ i f ^ ^ ^ T ^ ^ ^ ^ l F T ^ I ^ t
(III) ^fM^^^^^^MPiHPdRddf-
(*) ^ f t * W T TO 3TR ^ # 3TRT-W * q f % q T / ^ f t <* ^RT c*q> #JT ^T f ^ m ^
(iT) ^ f M ^ ^ ^ T O ^ ^ q T ^ ^ ^ W T T ^ ^ ^ ^ ^ f n i W ^ ™
fr) ^f^fMîfqf^f^^^t^^f^M^^^tl^T^fM^Ti^^^^
^ W ^ W T q f ^ ^ ^ ^ ^ t l ^ T ^ T ^ ^ R f f ^ ^ ^ q f ^ ^ ^ s ^ ^ ^ j ^ T ^ ^
^ . f t 4.29/3. ( i ) ^ ^ ? ^ ^ ? ] ^ ^ f % # ^ ^ ^ q ^ , t o w f % ^ , ^ r r ^ ^ ^ ^ f O T
^f^^WRtf^^^^îR^ê^^^fe^^^cft^^^^/^f^^.^./^f^^R^
âfr*ffxr<^'?for*WHi*ii[î
(ii) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ t ^ m c ^ ^ ^ ^ r f ^ ^Wf% ^TT ^ ^ T ^
(iii) ' R T ^ ^ ^ ^ ' ' ^ ^ f ^ ^ ? ^ w ? ^ w t ^ ^ ^ ^ H ^ R c ^ , q f t
ftp? ^ T <tf T ^ R cR» ^ M T t^RFR ifrn I ^ R ^ W R f%TOT ^T 'Sm' feTf% if W I R 3TR eft^T
TO^ ^RT i ^ T ^ e c f t ^ <tt * «JTC fa *HT ^ ^ffecT ^TT. ^ T <ti ^ H cR> ' T O T T%qT W
^ ^ W if 10 M . JT.W. * ^ f e ^ f # f t -TTf^? I
113
(d) Immediately a vehicle is detached from a tram at other than a tram examining station, the
Station Master must advise the Head Tram Examiner under whose j u n c t i o n Ms station is
situated.
(e) Watermustnotbepouredonahotboxtocoolit.
(f) Beforeawagonisattachedtoatramataway-sidestationotherthanatramexammmgstation,
the Loco Pilot must examine the axle boxes to ensure that the wagon is safe to run.
II. Thesignsofanaxlerunnmghotisstagesasfollows-
(a) Theboxcommencestowarmupandcanonlybedetectedmthisstagebyfeelmgwiththehand,
whichshouldbeplacedonthesideoftheboxfacmgtherear.
(b) Thereisastrongsmellofheatedoilandwaste,whichcanbedetectedatsomedistancefromthe
vehicle.
(c) A whistling noise may commence at any time during the process of heating. A box, which is
whistlmgmustbe examined.
(d) The box becomes sufficiently hot to ignite the waste and oil. Flames and smoke can be seen
issuing from the box and the metal of the box becomes red hot. In this condition the axle will
break withm a few kilometers.
(Ill) The signs of aroller bearing Hot Boxes are as follows-
(a) There is splashing of grease around the roller bearing axle box and the wheel/bogie
surrounding it.
(b) There is an emission of smoke from the axle boxes due to burning of grease and it often visible
during daytime,usuallyitisalsoaccompaniedbyasmellofburnmggrease.
(c) Unusual metallic sound like whistling or cracking sound is heard on roller bearing hot box.
Axleboxcovermay also get damaged/missing.
(d) Insomecases,thegreasemayrunsohotastocatchfireandflamescanbeseen.
(e) Skiddmgofwheelsandtiltmgofparticularspnngusuallytakesplaceatthelaststagewhendue
to breakage of roller bearing the wheels may get locked. A roller bearing hot box may cause
seizureofwheelswithmashorttimeleadmgto derailment.
S.R.4.29/3. (i) Whenever any unsafe condition on a tram while passing through the station is noticed,
such as hot axle, loose wagon/vehicle undergear hanging etc., the Station Master/Cabin Staff should take
immediate steps to stop the tram by exhibiting hand danger signal, putting the fixed signals to 'On' and
advising the Loco Pilot/Guard on walkie-talkie or by other means available and In case of an electric
engine, the Section Controller and Traction Power Controller should be advised to switch off the power
supply to that section, simultaneously if the measures taken by station staff to stop the tram fail to attract
theattentionofthetramcrew,theStationMaster/CASM/CabmMastershouldimmediatelytransmit'Stop
and Examine Tram' signal to the station in advance on block instrument, telephone attached to the block
mstrumentoronelectnccommunicationmstrument.
(11) The Station Master of station in advance receiving the signal and the message shall
immediately acknowledge both and shall use all available means to stop the tram m question at the station.
Till such time the affected tram arrived complete at his station, the Station Master shall not permit any
tram or trains running on any adjacent line or lines to leave his station towards the station, which sent
signal and message.
(in) The Station Master, on receipt of'Stop and Examine Tram' signal, shall where possible receive
the tram on the mam line, if he is unable to do so he shall bring it to a stop out the first stop signal before
admittingit into the loop line.
The Station Master, after ensuring that the tram has come to a stop outside, the first stop signal,
shall arrange to advice the Loco Pilot of the tram of the reason of the tram being so stopped through a
member of station staff. The Loco Pilot on being so advised shall examine the tram to ascertain if it would
be safe to work the tram up to the station-negotiating crossover for entry into the loop line. The tram,
thereafter,maybepilotedupthestationafterfixedsignalshavebeentaken'Offandithas been ascertained
by the Loco Pilot that it is safe to do so. The Loco Pilot while negotiating the facing points shall observe
the speedrestriction, which, under no circumstances, shall exceed 10 KMPH.
113
3W-4 Wui^HIlM'^^^
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4.30. ^ f P T ^ t ^t ^<f cfhfct TOcRT 3 i k W i ^ T ^^TTSlY ^ t ^ - *TT<ft «# * W T ^ t 3
H ! ^ B* efait TOcRT 3TR W vRi# *TFf^f^T # f^R ^TR> ^ t ^ TgHKff tft WxJ ^ t 3TR v^Rt
^.m.4.30/1. eft^r TO^f ^ ^ f g ^ ^^rsff <ft ^Rrekt ^RT ^Rfr - w * ?MTO * m i t 5P

f f ^ T W f e r if R # ^cft 11 W$$ 3TO T * ?^TSR to WW eft^T TO^ TO *TTSf ^ t tor ^ t o l if
to^ to ^ j f * ?MfTO 3 t o 3 ^ ^ * 3 k to ^ TO TTOTO *TOM^ q ^ t ^
ITOT^ 3RTO to * I TO to^ <ft WT vJTTcIT t f t o f *rft e T T ^ * f t o to ^ t I i t o f^T ^R
S k ^ R f e if R ^ ^Ff ^ f t 3 k ^ 3R^CT if f ^ 3 R f M <fl ^Rrakt eft^T T R T ^ ^ ^ R t ^ f R ^ ^ I ^
4.31. yWM^ÎTfeqY^t^ra-
TRSTFT '^t arairm era W ^ [ ^ T « R M ^ ^ter^ * w fM^ ^ T fter ^Tcft f^
(2) ^ ' ^ ? R wf ^TT^t ^ e ^ ^Tra^tt^T^nf^Tr^^T^ ^?rtf ^ ^ ^ r ^ ^

f^cRR i&ti ^m erf^t TO ere SIR W -
(i) y^TFT Wtilng MR^lPeld ^TT SIMR^lPeld ( H ^ H T *ft ^>RT gRT f ^ f a ( t ^ T ) ^T
I^R ^?R ^ ^ H ^ t crsn W ^ r ^ ^ ?Tf^r ^.mf^r ^ ^ i
(ii) *n<ft ^ ^ ^ w ^f^rf^cr ^ ^ f% are^ f^RR. frRrf i^ ^ ^ . ^RSTT f ^<RT.
^ I?R^T Pm. ^ fkR Pm ?nPrer t . ^ ^ r ftffif^ crt ^ f i ^ R R ) ^n^t ^
^rfecr ^rareR H *JCRT i t w e n 11
(iii) ^ T f f ^ w ^ T r a ^ ^ q m ^ ^ r a ^ r ^ ^ ^ r a T ^ t a r a f i r ^ n ^ r i t ^ i t ^
(iv) ^ w ^ cran ^ ^ ^ t i t eft ^ n ^ ^ j H ^T^ w r a TR ^ T nfiraY ^ ^raw

^flf 3*TR ^ ^ t cran ^ ^R snrt i^neR ^ ^ t ^ ^ - w *Pr snr^t w R#^t i
ciRRt yPr ^ ? R H R ^ # ^ ^t wipft i
(3) ^ ^ H R ^ ^ ^ T O ^ ^ ^ W ^ ^ T T ^ y ^ m ^ S R f ^ r c r a c I ^ ^ t ^ ^ T ^ c r a
114
S.R. 4.29/4. Repairs toVehicle-

(a) When a vehicle has to be taken out of traffic for repairs, it must be stencilled TJot to run' on both
sides as near the lable holder as possible, in the case of goods stock, and on the sole-bars in the
case of coaching vehicles. In addition, the prescribed 'Damaged not to Go' labels must be pasted
on bothsidesofagoodsvehiclenearthelabelholders,ortacked on to footboards in thecaseofa
coaching vehicle. If a vehicle is not to be transhipped, the inscription on the same label 'Tranship
load should be deleted.
(b) Whenavehicleorwagonhasbeenmarkedsickforplacementinasicksiding,theTrainExaminer
will send a written memo giving the number of vehicle, owning railway, time and date marked
sick and reasons, and send it to the Station Master/Yard Master or Trains clerk concerned a
register will be maintained in the station master or Yard Master's office in which particulars of
sick vehicle will be maintained and also the date and time at which a vehicle was marked fit for
traffic. The Trains Clerk, Shunting Master and Yard Master as they come on duty will examine
this register andinitialit.
(c) Allwagonsmarkedsickshallbedetachedinasidingsetapartforsickwagonsandplacedintothe
sicksidingortranshipshedasrequired,withoutdelay
(d) The Train Examiner, the Guard, the Station Master/Yard Master, the Shunting Master and the
Trainsclerkarejointlyresponsibleto see that no sick vehicle is worked away until certified fitto
run.Aftertherepairsarecarriedout,thestencilmarksandlabelsmustberemoved.
E. Precautions before Starting Train

4.30. Loco Pilot and Guard to examine notices before starting-
Every Loco Pilot and Guard before starting with a train shall examine the notices issued for
their guidance, and ascertain there from whether there is anything requiring their special attention on
thatsectionoftherailwayoverwhichtheyhavetowork.
S.R. 4.30/1. Loco Pilots and Guards to acquaint themselves with Notices- Safety literatures are kept in
Crew Booking Office, when 'signing on duty' Loco Pilots and Guards must read all instructions pertaining to
them in the safety literatures and sign in acknowledgment of having read and understood them. A register is
also maintainedinwhichallcurrentspeedrestrictions are entered and before going out on each trip each Loco
Pilot must scrutinize this register and sign it. The Loco Pilot must also acquaint themselves with the
instructions contained in the Order Book, maintained in the Engine Turner's office and append their
signatures in token ofhaving read and understood them.
4.31. Examination of trains before starting-
CD 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
theeffectthatthetrainisfittoproceedandhastheprescribedbrakepower.
(2) At station where no Train Examiner is posted or at way side station while clearing the
stabled load, the Guard and the Loco Pilot-
(i) Shallensurevacuumorairpressurecontinuityandadequatebrakepowerbycounting
operative or non-operative pistons before starting.
(ii) Shall ensure by visual examination that there are not loose fittings in the under gear
including brake blocks, safety brackets, track area pins, brake gear pins which may
endangerthesaferunningofthetrain;
(iii) Shall check up the validity of the Brake Power Certificate. In case validity period is
over, shall work the train up to the next train examiner point in the direction of
movement and control shall be informed through the SM by making endorsement on
jointmemowhichshallbepreparedasspecifiedinclause(iv);and
(iv) Shall prepare the memo jointly on plain sheet in triplicate indicating the brake power
and deficiency. If any, and shall append their signatures on the same and both of them
shall retain a copy of the same. Third copy thereof shall be handed over to the station
Master.
(3) The Station Master shall not permit the Guard and the Loco Pilot to start the train until he
hasreceivedajointmemofrombothofthemtotheeffectthatthetrainisfittoproceed.
114
3W-4 Wui^HIlM'^^^
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(R) RRftRfeR:- R R R W ^ r R W R ^ t R ^ S T R R T ^ R R ^ R R R R ^ i f R R f R i R i
(f%RP) 3ik w 3 R ^ R R R*R R R R xnftij i ^ RT R ^ R R f^ R^T RRRR R^ R R4
RRT ipjT W Rl R^Rl R? RR * f% RR qRSTR R R T R ^ R R O T R ^ f e R P R R R t
R R t i R R f f % R P R R R f R R R R ^ ^ R R^STR ^RT R ^ R R RfRRR RRR R SR^R R
(R) RRRf%R:-
(i) ^ R ^ R> RR^ R ^ ^ f R TO R f R ? ^ RRR f R ^ R R f R R R R R f R R
RRR ^ sfc R R RR<? RRt R W R ^ Rd^R w * / ^ w ? * ^TSN ^ R R
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t RRRT R R R R R 11 ora RT%R RRR RR1R ^ R R T R R f U c T T ^ ^ R f ^ R ^ R r
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tRRR^TiFfe^RRn
115
S-R^Jl/LProtectionofcamageandwagonstaff-Whenevent^necessarvforthecamageandwagonor
electrical stafftoworkundemeathorbetweenrolling stacker in any other dangerous position on the train,
theymusttakethefollowmgprecautions.
(a) Passenger trams- Before commencing work the Tram Examiner must place a red drsc by day
and a red light by night at each end of the tram. Before giving the hand srgnal for starting.
Guard must satisfy himself that the red drsc or the red light is removed by the Tram Examiner.
The red disc or red light must only be removed by or under the personal direction of the Tram
Examiner.
(b) Goods trams-
(i) TheTramExammermustfirstprotectthetrambyplacmgaredbannerflagoraredlamp
at each end of the tram and before commencing work, he must obtain the signature of the
StationMaster/YardMaster.
(11) The banner flags or the lamps should be placed so as to be clearly visible on both sides
and in both directions and may only be removed by the person who put them in position,
or under his directions. When the flags or lamps are removed, the time must be noted in
the aforesaidformandthesignatureoftheofficialconcemedmustagainbe obtained.
(c) The instructions for the protection shall apply in respect of all stock standing alone or forming
partofarakeonanyroadorsidmg.
(d) In case of air barked trains (coaching/goods) Loco Pilot and Guard, before signing the record
copy of brake power certificate, shall carry out pressure continuity test for ensuring continuity
of air pressure from locomotive to the last vehicle of tram. Air pressure continuity test should
be carried out as per procedure laid down in working Time Table. Loco Pilot and Guard should
personally check the correct quantity of air pressure in feed pipe/brake pipe gauge to avoid
crossconnectionbetweenfeedpipeandbrakepipe.
S.R. 4.31/2. Starting a tram from non-TXR station - Whenever a tram has to be started from a non-TXR
Stationoraload stabled for more that 24 hrs. (including for traction changing) has to be lifted fromaroad
side station, following actionwillbetakenby the Guardandl^coPilotofthetrain.
(a) TheGuardandLocoPilotofthetramshallexammetheloadbywalkmgalongthelengthofthe
tram Loco Pilot on one side, Guard on the other side and will ensure that there is no loose or
missmgfittmgmtheundergearwhichmayendangersaferunnmgoftram.
(b) Station Master should maintain an Exammation-cum-Brake Power Register wherein coming
tram number, composition incoming BPC number, from-to, date percentage of Brake Power,
composition of outgoing tram, time of arrival of outgoing tram engine, old BPC/manuscnpt
BPC, percentage of brake power, faults detected by Guard and Loco Pilot departure time,
remarks, signature ofstation Master, signature ofGuardshouldbe recorded.
(c) Loco Pilot will conduct a 'Brake Feel Test at the earliest to ensure that the tram has adequate
brakepower.
(d) However, if the incoming tram has come with an invalid BPC or if the incoming tram has come
with a valid BPC, but the rake integrity has been disturbed beyond permissible limits action
shallbetaken as under.
(i) The Loco Pilot will first create at least 46 Cms of vacuum on the engine and 38 Cms. in
thebrakevan.
(n) Theguardonseemg,35Cmsofvacuummthebrakevan,shallshow'RedHandSignarto
the Loco Pilottodestroythevacuum.
(in) In such cases while checking the load, the Guard and Loco Pilot shall jointly ascertain the
brakepowerofthe train.
115
3W?-4 Wui^HIlM'^^^
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^.Rf.4.32/1. (*.) i^^tiAMMH^J- t^ ^ ^ * ^ ^ TO^ 3k WX ^T ^ T ip!T W <ft
116
(iv) Thereafter, the Guard shall prepare a memo in triplicate indicating the number of
operative as well as inoperative prstons as also the number of prped vehicles and
percentage brake power whrch shall be srgned jointly by the Guard and Loco Pilot, in
addition to filling in the 'Exammation-cum-Brake Power Register', one copy of this
certificate will be retained by the Loco Pilot, one copy by the Guard and one copy will be
given to the Station Master for station record.
(v) ProformaforJointcheckbytheLocoPilotandGuard-
1. Date
2. TramNo&Descnption
3. From to
4. EngmeNo.
5. Engine attached at
6. Total Load
7. (i) Total No. of cylinders.
(n) TotalNo.ofworkmgcylmders.
(in) Brake Power per-cent.
8. Vacuum/AirPressureavailablem
(i) Engine
(n) Brakevan
Signature of Loco Pilot Signature of Guard
Note: (i) This certificate is valid up to next TXR examination station where the tram will be
offeredfor examination.
(n) In case of invalid B.P.C. or if its integrity of the incoming tram with a valid B.P.C. has
been disturbed beyond permissible limits, the Guard and Loco Pilot shall ascertain the
BrakePowerofthetrainandpreparetheB.PC.asperaboveproforma.
(e) These instructions will not be applicable for crew changing and for loads having valid BPCs
for the outgoing tram Agm, King Rocket etc. rakes with detention less than 24 hrs. at that
station. In these cases, only SM will record the particulars in the Register.
(f) At tram originating station or engine changing station where TXR is available, the brake
continuity test is to be carried out by TXR otherwise by Loco Pilot and Guard, whenever there
is change in tram composition by attaching or detaching of Rolling stock at Roadside stations
orastabledload is started the Loco Pilot and Guard should test the brake continuity and prepare
joint certificate in3foilsi.e. oneforLoco Pilot, one for a Guard and one for station record.
4.32. Examination of train by Loco Pilot- The Loco Pilot shall, before the commencement of
the journey and after performing any shunting enroute, 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. (a) Precaution before moving an engine - Loco Pilots and Shunters must personally satisfy
themselves before moving an engine that nobody is working under it or is in a position to be injured by
movmgthe engine.
116
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?rf^r ^ (ura* Tpfczi) sfh 1m ^f%Rr ^ ftafffcr ^ * ^ m ^ ^ £1
(T) ^ t * f t a «fr*f *TT fêft efoft ate ^Ter .iferaf ^ f t £ w a m ^ d n w erferaf
^.4.34/1. M i M 3 - ^ W ^ ^ ^ ^ t ^ ^ * f ^ « W ^ ^ ^ ^
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^ m an* * ^ ^ 3f%^r <* ^ ^ an^ff m\ STM * w t <* f ^fa^R^ ofr ^ra
(sr) ^%«^#rr-
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(ST) ^ R ^ f if W fe^ q ^ t f% ft^ K ^ J H if M c r / ^ R ^ R f^rfftcT ^ ? ^ f^fcT/^
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117
(b) ALocoPnotshallnottakeMstramontoarunnmglmeuntnhehastestedallWscontrolpower
and brake apparatus and found them in proper prescribed working order and is in possession of the
required brake power certificate. He shall, in addition carry out inspections and tests in accordance with
special instructions. The brake power of the tram shall be tested by the Loco Pilot in the first block section
aftertakmgoverchargeoftheengmeandafterperformmgshuntmgenroute.
Incaseofair braked tram also ensure continuity ofair pressure m whole tram
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 all control and power apparatus and brakes
of the complete train are in proper and prescribed working order.
4.34. Duties of Guard when taking over charge of a train - The Guard when taking over charge of
a train shall satisfy himself, before the train is despatched-
(a) that the train is properly coupled,
(b) that the train is provided with the prescribed brake power,
(c) that the train carries tail board or tail lamp and side lamps and that such lamps are
lighted and kept burning brightly, when required,
(d) that a 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. Duties of Guards-The Guards must, before starting, comply with the following additional
instructions:
(a) Guards Order Book- Guard's order books are maintained at all Headquarter stations and
Guards, on reporting for duty, are responsible for scrutinizing this book for any fresh orders
which may have been received and issued through this medium and append their signatures in
tokenofhavmgunderstoodthem.
(b) CounlmgofTrams-
(i) Incaseofgoodstramorigmatmgfromastation/yardtheGuardmustseethatallthescrew
couplings of his tram are tightly screwed and the vacuum hose piped/air pressure pipes
areconnectedbeforethetramleaves station/yard.
(ii) IncaseofcoachmgtramsthisresponsibilitylieswithTramExammer.
(c) TheGuardmusttestthehandbrakeofhisbrake-vanandmspecttaillamp/tailboard.
(d) The Guard shall see that his tram is properly marshalled in accordance with instructions in
force.
(e) When taking over charge of a tram and before signing the tram examiners Brake Power
Certificate, the Guard of a tram shall ensure that the tram examiner has signed in the Brake
Power Certificate form that
(i) the doors of all carnages and wagons are in proper working order and can be closed and
fastened.
(ii) Vestibules connection are properly secured that doors, when necessary are locked and
bolted.
(f) If it is noticed enroute that the vacuum/air pressure of the rear brakevan has fallen below the
minimum prescribed and the defect cannot be traced, the Loco Pilot will work the tram forward
to the next tram examining station by utilising the available brake power of the tram. In such a
case the tram shall be treated as partially automatic vacuum/air brakes and the Loco Pilot and
the Guard must exercise great care. If the Loco Pilot is unable to control the load effectively by
means of the available brake power, he shall work forward cautiously at a reduced speed with
the assistanceofhandbrakes. In addition, the hand brakes of sufficient number of wagons may
bepmned down/screwed to have effective brake power for controlling the tram.
117
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(5) ^^^ST^^^R^tRRR^^f^^R^^^^^m^.R. 3.75/1^
118
(g) TheGuardm-chargeofagoodstrammustseethatopenwagonsareproperlysheetedtoprotect
inflammable or perishable goods from sparks or from ram and that heavy loads are securely
fastened; that the doors of all wagons are properly secured and every fastening fixed and that
all seals are intact.
(h) The Guard of the tram should also examine the setting of the empty/loaded box when taking
overchargeofthetramandensurecorrectsettmg.Whenaboxwagomsattachedordetachedat
roadside stations, the Guard should ensure the correct setting of the empty/loaded box.
(0 The prescribed load is given in the Working Time-Table. Guards are jointly responsible with
StationMastersforseemgthatshuntingoperationsonthentramsareproperlycarnedout.
G) Guard of a passenger carrymg tram must ensure that the doors of the rear luggage van are
properly closed and locked. Front SLR will be locked as per instructions issued by DRM time
to time.
4.35. Starting of trains-

(1) A Loco Pilot shall not start his train from a station without the authority to proceed.
Before starting the train, he shall satisfy himself that all correct fixed signals and, where
necessary, hand signals are given and the line before him is clear of visible obstructions
and the Guard has given the signal to start.
(2) The Guard shall not give the signal for starting the train unless he has received the
permission of the station Master to start, in the manner prescribed by special
instructions.
(3) The Guard shall not give the signal for starting unless he has satisfied himself that, except
in accordance with special instructions, no person is travelling in any compartment or
vehicle or roof of the vehicle not intended for the use of passengers. 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 unauthorized persons from the
compartmentorvehicleorroofofthevehicle.
(4) The Station Master shall see, before he gives the Guard permission to start a train, that
allisrightforthetraintoproceed.
(5) The permission of the Station Master referred to in sub-rule (2) may be dispensed with in
case of suburban trains on such section of a Railway as may be specified by special
instructions.
(6) When permission of the Station Master to start has been dispensed with under sub rule
(5) or at a station where no Station Master is posted, the Guard shall see, before giving the
starting signal, that all is right for the train to proceed.
S.R. 4.35/1. Startmgoftrams-
(a) (!) No tram shall be started from a station by the Guard of the tram unless the station Master
haspenmttedthetramtoleave.
(ii) The Station Master will give permission to start a tram only when the following
conditions are fulfilled-
(1) LmeClearfromtheStationaheadhasbeenobtamed.
(2) Correct Starting signal has been taken 'Off or starting permit has been sent to the
Loco Pilot.
(3) The last stop signal has been correctly taken off on double line or on single line
where tokenless block instruments are m use. In addition, on single line, the tangible
authontyto proceed, where muse, has been sent to the Loco Pilot.
(4) In case of starter or Advanced Starter signal being defective, the provisions of GR
3.70andS.R.3.70/l, 3.70/2,3.70/3 thereunder have been complied with.
(5) FordefectiveIntermediateBlockHomeSignal,theStationMastershallmaddition,
complywiththeprovisionofS.R.3.75/1.
118
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(s) (i) T ^ R i % « f ^ ? ^ W ? ^ ^ W R T ^ ^ f ^ ^ ^ ; ^ ^ R t f R c T
(ii) ^ %cr ^ w / < t a ^ w / ^ . f . ^ *nf%tf <tfr J R « ^ ^ * Ttf UE

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^ I W f ^ I R ^ f ^ W f ^ R ^ ^ t ^ ^ R ^ ^ W ^ l f R T ^
^ ^ q ^ f ^ R e f f ^ t R M ^ t ^ f dUl M M d r i ^ W I R ^ R ^ R ^ T f t ^ R
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^.R.4.35/2. R f e R ^ R T ^ ^ R ^ ^ R R -
(i) R ^ O T ^ ^ f ^ T ^ W ^ ^ ^ f ^ ^ ^ R ^ ^ R ^ ^ l f T ^ R ^
R ^ ^ ^ ^ R R ^ ^ T O ^ R ^ O T ^ ^ f ^ f ^ i f ^ S T ^ R W i f ^ t
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RfeR^t^RST RHHel Rxai ^ ^ t M4HI ^ x||[^>j |
(ii) T R ^ R R ^ R ^ R ^ ^ ^ ^ ^ ^ ^ f o ^ ^ ^ ^ ^ f ^ ^ ^ f
(iii) ^ ^ ^ T R ^ ^ R R f f ^ ^ ^ R R W R . R ^ ^ ^ R ^ ^ ^ R T ^ ^ T
f%TO^R?,R^RPHd ^ PteA dUl n m r i e ^ f r m
(iv) RR eft^T TO^ Rt R ^ f%TO "3TM" RRR if TR R?R R R R^ R.R.9.07 R RRR RT
TRR.4.35/3. t 2 2 ^ 1 ^ a ^ ^ - ^ f t ^ a W ^ ^ ^ ^ T M ^ ^ ^ ^ ^ m ^ ^ ^ ^ ^ n R t
KWT i f R ? f f l R R ^ ^ R R R ^ ; S R f % R R R i i f R R R j l i R ? R | ^ 4>4*llR4l WV 3TO ^
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^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ i ^ ^ c i d ^ w f ^ ^ ' i f ^ T ^ t ^ t ^ t ^ R i f ^ R T
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^ ^ ^ ^ W R ^ f ^ ^ ^ ^ l ^ ^ ^ ^ ^ W R T ^ f ^ ^ f ^ ^ ^ ^ T ^ t ^ f ^ ^ ^
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W ^ W ^ ^ f M ^ i f T ^ ^ f ^ | ? T # ^ m ^ ^ ^ R ^ ^ ^ ^ f ^ W ^ ^ ^ t ^ f % ^
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119
(b) (!) Forpassengertraiiis.theStationMasterwillgivepenmssiontotheGuardtostartthetrain

either personally or by having the Station bell rung according to the prescribed code or
givmgagreenhandsigmutotheGuard.
(ii) The Guard of the EMU, DMU or MEMU should authorise the tram to start, provided he
has satisfied himself that conditions for the tram to start are complied with except that
responsibility to see that the correct signal has been taken 'Off for the tram will be that of
theMotormanLocoPilot.
(c) (i) For trams taking 'Off of the Starter and the Advanced Starter signals on double line or on
single line where tokenless block instruments are in use will be considered as the Station
Master'spermissiontostartthetram.Onsmglelmewheretangibleauthorityto proceed is
muse, the Loco Pilot should be in possession of the same in addition to the taking 'Off of
theStarterandAdvancedStartersignals.
Where Starting signals are not provided, the Loco Pilot must also be in possession of a
Startmgpermh.
(11) When the conditions laid down in (c) (i) are fulfilled, the Loco Pilot of a trains will sound
the engine whistle in token of having observed that the correct signal have been taken
'Off for his trainorintheeventof defective starter and ofAdvanced Starter signals that he
has in his possession the authority on form T/369 (3b) to pass the same a?danger, on
whichtheGuardwillgivehispermissiontostart.
S.R. 4.35/2. Guard's duties before starting of trams-

(i) On receipt of Station Master's permission to Start the tram and when all work in connection
withtherramiscompleted,theGuardwillsoundhiswhistleanddisplayagreenflagbydayora
greenlightbymghttotheLocoPilottostarthistram.
On the electrified suburban section, the code of bell signal to be given by the Guard to
the Motormen will be 2 rings for Starting and 1 ring for stopping. In the event of the bell circuit
becoming detective the train should be started by the Guard by means of hand signals as for
othertrams.
(n) The Guard m-charge of a passenger carrying tram must satisfy himself by visual check that
passengershavedetramedandentamed.
(in) On sections of the line where banking engines are employed, the Guard, after giving the
starting signal to the Loco Pilot in front shall immediately repeat the signal to the Loco Pilot in
rear.
(iv) In case of the Loco Pilot having to pass an automatic signal in the 'On' position, the Guard will
observetheprovisionsofG.R.9.07
S.R. 4.35/3. TravellmgmBrakevans-
No Railway servant shall, otherwise than in the execution of his duty, ride in a brakevan or in any
vehicle in which luggage or parcels are being earned. Railway servants and others whose passes are
endorsed as 'Available by Goods tram brakevans' may be allowed to travel in goods brakevans.
Tram crew/Guard, Maintenance staff & Security staff can travel in B/Van of passenger tram in case
ofemergencyonly.NotmorethantlireepersonsexcludmgGuardshouldbepermittedtotravelmB/vanof
passengertram.
The number of persons permitted to travel in the brake van of goods trains in addition to the Guard
should not exceed five. However in emergent cases exception may be made for security staff, Police,
RepairgangsofS&Tmedicalstaffetc.whichthepnorapprovalofSr.DOMoftheconcerned division
S.R. 4.35/4. Whenatramcarrymgpassengers is due to leave and all work m connection with it is finished,
the Station Master shall authorise the station bell to be run. Two beats for starting a down tram, three beats
foranuptramandfourbeatsforabranchlmetram.
S.R. 4.35/5. Precautions-drawing a train ahead:- If a tram after it has stopped at a station/Yards to be
drawn ahead for any reason beyond and starter signal, the station Master shall advise Guard and Loco Pilot
of the tram in writing the reason for doing so. A Pilotman would invariably be deputed by Station Master
for this purpose. The Loco Pilot may then draw his tram ahead on receipt of "All Right" hand signal from
the Pilotman only up to the fouling mark. The Starter signal, must not be taken 'Off for drawmjthe tram
ahead.
119
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^ ^ J I T O ^ T O ^ a ^ ^ ^ f ^ ^ f ^ O T O T ^ ? ^ W ? a R ^ ? ^ ^
emfr ^fcK JIM ^ 31R 3ff^T ^ ftPMeT * ^ R * ^ eftff TO^ ^T ^ t f ^ T ^ f e ^ ^ ^
4.36. W ^ ^ ^ ^ s t ^ - ^ t f ^ ^ ^ * ^ 3 i f t ^ * « ^ W * I T ( q ^
^ t ^ T ^4m% (<RRf) ift^TT I fo<n ^HlfecT fog^ n f f i g g ) «ffiPT, ^ T T ft, URT ^ c R aft? URT W
4.37. * ^ ^ t f ^ t f 3 l t f ^ - ^ ^ * ^ ^ * 3 f ^ £ t f ^ * ^ W * *
4.38. W W cft^ft ^TRcR. cft^ft W R Y ^ a n f l ^ - ^ ^ ^ ^ ^ f W $ efrst W ^
4.39. e f t ^ t W T c R £RT W OT^nf ^ W ^ - ^ ^ ^ c R ^ R # e r R 3 f t ? ™ # «fcFT

cIRft W T c R PHHPclRsRI aTR?lY ^ T qTcR ^R^TT. ararfcT : -
(*) W M «# * « J * W * ^ t ^ c T R . ? R R *TT q f ^ T e R *f«Nt ^ f t ^Tcft" ^ W # 3TT*nY
(S) ?£?R W ? £RT *TT ft?W aT^M" «# 3T^R W ^ R ^Tc* ftRft *ft ?cT ^ ^ £RT vR*
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^ ^ ? R R l | ^ ^ ^ ^ d U l M H d r i ^ m R . 3 7 8 a f t ? ? ^ ^ f ^
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120
When a tram, part of which has gone beyond the Starter signal after drawing it ahead has to restart,
the Station Master after ensunng that Line Clear has been obtained from the Station in advance shall
authorised the taking 'Off of the last Stop signal and issue starting permit on prescribed form to the Loco
Prlot. The Loco Pilot will not start his torn unless he has received such an authority from the Station
Master.
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.
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 Pilot 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
trainfortrafficpurposes,and
(b) all orders given to him by the Station Master or any railway servant acting under special
instructions, so far as safe and proper working of his engine will admit.
F. Duties of Staff Working Train 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. Calling out of signal aspects bv engine crew- The Assistant Loco Pilot/Diesel Assistant
shall assist the Loco Pilot in sighting the signal aspects. He shall call out the aspects displayed by the
signals from the place from where the signals canbe sighted. The Loco Pilot, after personally verifying the
correct aspect of the signal shall repeat the same. This however does not absolve the Loco Pilot of his
responsibility contained mG.R. 3.78 and S.Rs there under.
The aspects ofthe signals shall be called out in various signalling territories asunder
(a) Intwoasoectlowerauadrantsignallingterritorv:
Outer - right/agamst.
Warner - right/agamst.
MamHome/LoopHome - right/agamst.
Starter - right/agamst.
Advanced Starter - right/agamst.
(b) In colour light signalling territories the names of signals should be called out with the colour
disolavedbvthe signal.
Distant - Green/DoubleYellow/Yellow
Home - Yellow/DoubleYellow/Green/Red.
(c) In MAUOSmgallmg Territory
Distant - nght/agamst/450
Home - nght/agamst/450
Starter - right/agamst
Advance Starter - right/agamst
Nightindicationsameasforcolourlightsignallingtemtory
120
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4.41. ^ T I I W ^ W T W ^ q i W ^ ^ a i h f t w ^ - W ^ ^ R ^
inhere 3TR W W c f t ^ t qTÎere W ^ * t f # ftn? efR-eTR ^ ^ T * £ R ft> RT^t ^ # ^
^ . ^ R T S i R ^ ^ ^ 3TT^ t ^ T ^ f I
*.R. 4.41/1. ^ R ^ ^ ^ R R ^ ^ W ^ R ^ R T ^ ^ R ^ W M W ^ R ^ R T ^ t
TOg R ^ P eft^T TOg RT < t a R ^ P * d TO? ^ ^ d R ^ R T f% " ^ 3 W f 31R i % #
R.H.4.41/2. R ^ t gRT ^RRR ^ ^RR *R eft^T TOR ? 4 ^ pHHMcR 3 feR ^ RtfeRT ^ I R R 3
^ ^ TOR 3^ R ^ ^ TOR % ^ 3 f R ^ ^ R ? R m f t R R ^ f % R ^ R ^ 3 1 R Rift
aTTRTR *RTR ^ R R ^ f% f ^ N a t ^ n T sJRT fttfRcT %RT ^TR I

(2) ^^n^flm^f^^^^^qK^^t^^^^^wi^sikW^T"^
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cTSTT f ^ t ^ r 3 R ^ n T # 3 f ^ T # RTCTR. v R * p f c f f tft arf*rc^Wfa ^ R R I R f t RRft ^ R T

a J k ^ ^ ^ R ^ ^ c T ^ t c f i ^ ? R R R . R RT 3Rq ^ f ^RT ^ (*gPT) £ * RTRRcT
faanpt. fRRT^t ^ T R W ^ ^ t ^TRcTR RRft ^ t ^ J R # f ^ R cT^TcT ^ M
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(ii) ^ R R # Eb<fl ^ H t R ^ E R ^ M ^ l d ^ M l IfT
(iii) ^ R ^ ^ R R f ^ ^ R W ^ M ^ I d ^ H l l f T l
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^ ^ ^ ^ T R R ^ R I R f R R R ^ ^ W ^ RSlfRflR£RTRR£^^«TR
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121
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. When a tram passes a gang working on the line or a manned level crossing gate, the Loco
PUot, Assistant Loco Mot or Diesel Assistant should look back to ascertain if every thing;is all right with
thetramandifanysignalisbemgexhibitedwarnmgthemofadangerofanaccident
S.R. 4.41/2. In case of animal run over, Loco Pilot will abide by the instructions issued "Animal run
over" in the" Classification of Accidents" of Accident Manual. Whenever animals are run over and the
carcass does not foul the track, Loco Pilot and Assistant Loco Pilot should look back to see whether the
tram is following in safe and proper manner. In case of slightest doubt, the tram should be stopped and
exammedforsaferunnmgbeforestartmg.
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 time
and in such manner as may be prescribed by special instructions.
(2) The Loco Pilot and the Guard of a train shall, while running through a station, look out
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 whkh the Grand and the Loco Pilot shall take
immediate steps to stop the train.
S.R.4.42/1. SignalsbetweentheGuardandtheLocoPilot-
(a) The All Right Signals must be exchanged between the Guard and the Loco Pilot as detailed
below:
(i) WhenatramstartsfromanongmatmgStation
ii) When a tram starts after stopping at a station.
hi) When a tram starts after stopping between stations.
iv)Whenatramclearsaspeed-restnctedzone.
(b) IfaLocoPilotdoesnotreceiveanAllRightsignalfromtherearbrakevan,b y theGuard,heshall
whistle and talk on Walkie-talkie, If there is no response, he shall stop the tram and ascertain the
cause.
S.R.4.42/2.MannerofexchangeofSignals-
(a) (i) The All Right Signal to be shown by the Station Master / Cabin Master / Cabmman/
Pointsman or Porter, by holding a green flag by day and green lamp by night and thick,
foggyortempestuousweathermnghthand.
(ii) The Station staff, while exchanging green hand signal during day should also have red flag
furled in left hand, which should be exhibited immediately to attract the attention of the
tramcrewifanyunsafeconditiononthetramisnoticedA
(b) In case of tram running through a station, the Station Master shall show an All right Signal to the
tram if all is right for the train to continue the journey otherwise he shall show Danger Signal or
other prescribed indications. While running through the station, the Loco Pilot and the Guard
shall be on the lookout for such signals, which shall be duly acknowledged by the Loco Pilot and
Guard. In case the Loco Pilot and the Guard do not receive such signals they shall exercise extra
caution to ensure that all is right for the train to proceed on. Failure on the part of Station Master
to display signals shall be reported in Guard's Journal and also to the Station Master on duty at
the next stopping station. On Controlled Section the same will be relayed to the Section
ControllerfortakmgsuitableactionbyheStationMasterreceivmgthereportunderexchangeof
PnvateNumber.
Note : The Guards of such trains having speed 120 KMPH or more, are exempted to exchange All Right
Signalwith station staffbut they shall watch the signal given by the station staff.
121
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RR. 4.42/4. ^ ^ T R f ^ ^ ^ ^ ^ l T O e / ^ i ^ ^ T p ^ ^ ^ w i ^ ^ ; ^
R^R^FJRRRfP^HIR^-
(i) RR eRR TRRR R RRR RRRP ^ c T RT ^ R - ^ R RlT OT t R RRT R#f WRT t eft
^ R ^ RRR W ? clÎer 3FT<* R ^ Rt ^ R^R Rh RRT Rh RR RR (tf foH RP)
RRT ^ R RR ff^ R ^ ^ RRR-RR1 ^f^ Rf R R RRTT f% R R ^ c T f^R RRRRRR R
(ii) R^ R R RT RR R* RRT RRf% R R R R ^ R d R ^ R T R d ^ R ^ R R R R R R R l F R R

WTR t%RRR Rt W "3TM" R? *TT TRR, ^ T UTCT RRt * TR? JR«IM R^f Rt ^ 3lk RT%^
R ^ I RR RRT R R eRR R R R 5 / ^ R R # R t RRR5 RT R R ^RRfe ^ R RR
R R R f ^ ^ R (^R^)f%R^^ ; fflR 10-10 RR^ R ^R^ R^cfR ^RR^RRPRt I
(ill) R R ^ R R R R R d y ^ f ^ R R f ^ ^ R R r t ^ ^ R R R ^ ^ R R R R R R f R R R R R
^dUlMmdri^^^^H^^RRRr^RR^-RR^^R^R^R^R^RRrWui^H^
R R ? R R R t ^ R R R R R R R | dUl y W d e ^ W M W " ! Pm<fr^«lc1HI oHÎI
122
(c) All Right Signal also be exchanged between the Cabin staff of Block and Non Block cabins
whhtheLocoPnotandtheGuardofatram.theyshallseewhetherthetramisproceedmgsafe.
(d) In the event of the view of the passing tram being obstructed by another tram or by vehicle or
any other obstruction, the green hand signal shall as far as possible be shown from a place, from
where it can clearly be seen by the Loco Pilot and Guard of the tram concerned. When,
however, two trams are passing through the station simultaneously, it is not possible for the
Station Master to cross over and exchange signals with the tram which is running on the other
sMe of the stabled load/tram, the Station Master shall depute a competent Railway Servant to
showAHRightSignal.
The Station staff shall take measures to stop the tram when any unusual condition endangering
safetyofthetrainis noticed.
(e) At stations where frequent shunting movements take place or circumstances warrant
otherwise, exceptions should be incorporated in the Working Rules of those stations. However,
the cabin staff who are exempted from exchanging hand signals with tram crew should be
watchful and show danger signal and take steps to stop the tram, if anything dangerous is
noticed.
(f) In case of a tram starting from a station when Guard's signal cannot be seen by Loco Pilot, the
Guardmay communicate to Loco Pilot on Walkie-Talkietostartthe train.
(g) WhileexchangmgtheAllRightSignalswitheachothertheLocoPilotandtheGuardwillwave
the Green Hand Signal, before the tram starts and just by holding Green Hand signal steadily
whenthetramismmotion.
(h) The Loco Pilot's All Right Signal shall be given by him from his side and Assistant Loco Pilot
will exchange the signal from his side with Guard and station staff by showing a green flag
steadily by day and a green lamp steadily by night and during thick, foggy or tempestuous
weather.
(i) When a tram, either stopping or non stopping at a station, has passed a station inclusive of a
tram halt, the Guard shall look back and satisfy himself that no Danger Signal or other
indication is given by any of the Station Staff, as warning that there is anything wrong with the
tram.
G) When a tram has come to a stand in the block section, the Loco Pilot must not start his tram
until the Guard has signalled from the brake van to proceed.
S.R. 4.42/3. If the Guard fails to exchange all Right Signal the Station Master on duty should immediately
advise the Station in advance and give "Stop and Examine" bell signal (six pause one) through Block
Instrument and through telephone explaining the circumstances for giving this signal under exchange of
PnvateNumber. The Section Controller will also be advised.
S.R. 4.42/4. The Loco Pilot/Assistant Loco Pilot should whistle and show All Right Signal while
runnmgthroughaStation-
(i) If the Loco Pilot or Assistant Loco Pilot fails to exchange signal or whistle, the Assistant
Station Master on duty should immediately advise the station in advance and give " Stop and
Examine" Signal (Six pause one) explaining the circumstances for giving this signal under
exchange of private number. The Section Controller will also be advised.
(n) The Station Master in advance on receiving such advice when the tram is booked to run
through, will put back the departure signal to 'ON but the departure route must be kept set and
locked for the passage of the tram. If time permits, three detonators 10 meters apart will be
placed immediately beyond he starter signal to draw the attention of the Loco Pilot/Assistant
Loco Pilot.
(in) In case the Loco Pilot comes to a stop at the Starter Signal, the detonators, if placed, will be
removed and the tram allowed to proceed after ascertaining from the Loco Pilot, the reasons for
non exchangeofsignalorofnotwhistlingatthe last Station. Thereasongivenby the Loco Pilot
willbeadvisedtothe Section Controller.
122
W 4 Wui^HIlM'^^^
(iv) *fe eft^T TO^ JRSTFf f % T O ^R ^ t ^^cTT t sfk W s j ? ^ ft^fe ^ * ^ W^R
^ ; ^ R ^ ^ ^ T O ^ ^ | ^ ? ^ < ^ l R 4 l ^ ^ ^ f ^ ^ ^ ^
(Vi) 3PT<* ^ R cIÎeT ^ f t ftPMeff ^ W a T F f f f c r f ^ ^ ^ a f r e ^ T Wsff ^t te
^.FT. 4.42/5. fefcft <ft ^ <* W t 3 ^ R W P ^ 'aiTeRI^ f % W ^ R J - J R M ^ t W T t ^

^ ^ * W t ^ft ^ t ^ ^ aram^r fWZ f^T era ^ frro ^ ^ <* ^frr sr%r frro ^r
^.FT.4.42/6 ^ ^ H ^ 3 ^ ^ ^ ^ ^ T TRT^, ^ ^ ^ H ^ R ^ ^ ^ t ^
^ ^r ^ ^ * ftnj w ^ M ^ w T f ^ # <nr ^ # c n «R3 SIR «PM ^ \ ^ H ^ ^ t ^r * I M
3TM ^ toReT ^ ^ f f l ^ - ^ R f^TT viTT^TT I

4.43. W ^ c l ^ m w ^ ^ - ^ ^ # ^ ^ ^ ^ ? T ^ ^ ^ ^ # ^ P I . ^ ^ W ^
cRtf F T W ^ T T 3TR W I W I m <RT ^RcT 3TW W T F T «P**TT ft> ftM ^ SIR il^TFT «fi
•iftraf a n ^ W R i R f a i h a i ^ M d M W , H *nft <^r ^ f t * ^ £ STR *n# I R w^R * ^ f f
STR ^ ^ R T cran ^ *n * amt «re ^ 11
^.FT.4.43/1. ^ f % # T O ^ ^ ^ f ^ ^ ^ ^ ^ ^ W ^ , c i T ^ ^ ^ ^ R ^ ^ ^
FFW ^ ^ 3tk ^ <JF ^ * ^ I R 3IeFT IfT vJTR eft ^ ^T ^ T ^ c f e ^ ^ f ^ ^ <tf
^.FT.4.43/2. ^ W T R W ^ ( ^ ^ 5 R K ^ i t e ) ^ K ^ ^ W ^ ^ ^ ^ ^ t , W ^ ^ T ^ ^ ^
^.FT.4.43/3. ^ ^ ^ ^ t ^ ^ ^ ^ H ^ ^ I ^ ^ ^ S T R H ^ H d ^ l ^ ^ F ^ f t ^ ^ ^ ^ r
4.44. W T ^ ( ^ ) f ^ W ^ ^ ^ ^ t -
(1) life URT fÊft w ^RHT ^ f ^ f t ^ t ^ t q r a P R e ^ w a n r ^ ^ (rcni) ftrw TR
^ T ^ T ^TTcTT t c^ ^TT^ ^ ^ c T T ^ f t ' ^ «# ftn? e f ^ t ^ T e ^ FWfftcT ^ ^ ^ # ^ t
q f t W W ^T^ ^T# t eft ^ ? P T H R ^ ^ ^cTT^ft * * # ftR eft^t qTÎere f ^ f t W
^ ^ q r a ^ ^ #flR ^ ^ ^ TR ^n^ # f ^ y f ^ r a ^ r ( ^ ^ ) ^ ^ T i #flR ^ ^ ? R
3R*TT He ftw (êr) ^ JH Pm<ft ^ f t (êr ^ i ) ^W CR? y^Mcr t STR ^ ^TT^t ^

i M <& 31R ^R^cTT ^ F T W ^ ^ T I q ^ ft^ ^TT <RR* ^ T ^m * «tR. ^ ft^T
S T J ^ ^ ^RT FWfRcT ftniT ^fR. ^ ^R^T w t ^ ^ l ^ t a 6.03 ^ FT^RcT
S T J ^ ^ * 3T3?TR ^ t # 4 ^ ^ t ^ T T # ftn? y^TPT ^ ^ I T | ^ ^ft 4 H R f W
•arra*^ f ^ n ^KIT t W ert^t ^lere ^ tftPFTer-STPT' f^rf^r ^ w ^ ^ ^ s n ^ r a
WTf^R fter^TcrTt^^W^^RTêr^^f^
123 FT^fRcT ^ ^ ^ # ^ t ^^T 3TR
(iv) In case the Loco Pilot fails to stop at the Starter Signal and runs through after exploding
detonators and disregarding the departure signals, the Station Staff should try to attract the
attention of the Guard. The Guard on receiving Danger Signal from the Station Staff will stop
the tram. The Station staff will treat it as an accident under Accident Manual Para (H) i.e. Loco
Pilotpassing signals atdangerandtake suitable actionaslaiddowintheAccident Manual.
(v) The Station Staff will at the same time advise the next Station in advance by giving 'tram
running without proper authority' signal (six pause five) specifically asking the Station in
advancetoputonbothreceptionanddeparturesignals.
(vi) The Station in advance will immediately put back all signals to 'ON' and arrange to place three
detonators as far away from the Home Signal as possible.
S.R. 4.42/5. In the case of and electric engine, the Section controller should advise the Traction Power
controller the Section in which the tram is working, the TPC will then arrange to 'switch off the power
supplytothatsection.
S.R. 4.42/6. The Loco Pilot of a running tram on double line will whistle continuously to alert the
Guard of another tram running on adjacent line, so that he may keep vigil and watch the tram of adj acent
line. Both Loco Pilot /Asstt. Loco Pilot and Guard will watch it. In case, any abnormality noticed both
Loco Pilot /Asstt. Loco Pilot and Guard must inform to Loco Pilot and Guard of affected tram through
walkie-Talkie and showing danger signal. If all is right then All Right Signal will be exchanged between
Loco Pilot to Loco Pilot and Guard to Guard.
4.43. Guard to keep a good lookout-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 brakevan lamp '< includes "tail lamp '<.
S.R. 4.43/1. When a vehicle is attached to a tram behind the rear brakevan, the Guard must keep a good
lookout andifitbecomesdetached,musttakestepstostopthetraincarefully
S.R. 4.43/2. Whenpassingamaimedlevel crossing gate the Guard must look back to see iftheGateman is
exhibiting any dangerhandsignal.
S.R. 4.43/3. Whenever a tram has been stopped out of course by Station staff by exhibiting a hand
danger signal or by any other means, Guard ofthe tram shall not authorise the tram to re-start unlesshehas
personally ascertained from the Station Master on duty ofthe cause ofthe tram being so stopped. The tram
shallbestartedonlyaftenthas been ascertained that everything is safe forthe tram to proceed.
4.44. Train held up at first stop signal-

(1) When a train has, without an apparent cause, been kept standing at the first Stop signal
for five minutes, the Loco Pilot shall sound the prescribed code of whistle to warn the
Guard, and the Brakesman shall proceed to the cabin or station to warn the Station
Master. If there is no Brakesman, the Loco Pilot shall depute Assistant Loco Pilot to
proceed to the cabin or station to warn the Station Master. The Brakesman or Assistant
Loco Pilot Proceeding to the cabin or station shall show a Stop hand signal towards the
station. The Guard shall, as soon as the train is stopped at the first stop signal, check up
that the tail board or tail lamp is correctly exhibited and shall maintain a vigilant attitude
in rear ofthe 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 ofthe 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.
123
3W-4 Wui^HIlM'^^^
(2) ^ ^ # ^ W ^ t ^ < R J ^ ^ W ^ ^ q T W ^ T O T I ? W |
^.H.4.44/1. ^ ^ f % ^ ^ ^ ^ y s m ^ f ^ ^ ^ 1 5 m ^ ^ ^ t o ^ f ^ ^ c f t ^ t ^ ^ r a ^
ftp? WTR^T f^PT 6.03 <* ^ ^ R W W ) ^ R f ^ , 1&$ Sm^ ^ ^ t f % # ^ ? ^ ^ J T 2 R ^
4.45. efrEt m^fZ «ST EqpT ail«i>Rfd <MHI -

(1) *lft W ^ *JcR ^ t 3 T T W t JH *fS fî\ ^RT ^ «5t ^ * R T 3 T R ^ ? T W T t cH
^ eta* m^fz m eqpr sn^fcr ^ R * ftnj w ?n%r y ^ r «P**TT I
(2) ^ ^ ^ ^ ^ # f ^ 3 R ^ W R ^ t ^ ^ , c f t ^ qTCcTcr ^T
e*TR SfT^fcT TOT WcTT t <fr «IW *>ift * £ * i<G cRFPTT 3 f N vRFft ^ ^ T * 3RTTC
vRT *sTT^TT CT2TT W f W M t . ^ «RcT (*n*S) ^ r t f * t ^ e ^ T ^ * T T frTCRT ft>
eTTeT ^ f t ? ^ R ^ t 3 1 ^ ft*^ * I
(4) jfc TRST a f ^ R R *«* m^n t crT sfRci^Ter q- ^ ^JR # f^n? W VRT ihs^T
sMsMcRTWcrTtl
^.R.4.45/1. ^ ^ ^ ^ ^ ^ ^ M ^ ^ ^ ^ ^ ^ ^ T O ^ ^ ^ ^ ^ ^ ^
™ P T T 3TR c f t ^ t qTÎere cTSTT W «# 4txJ ^ * x j R «* ^ ST^T W R £ eft ^ v R 3 * *ft W l f r
^.R.4.46/1. fr) ^ ^ ^ ^ ^ ^ f ^ ^ t ^ ^ ^ ^ ^ ^ H f ^ ^ ^ t ^ ^ ^ ^ c f t
4.47. W ^ T t ^ ^ e R P T T -
(1) ^ c f t ^ t qracTcr ftafRcT ^ * #€t W i* # € t «TWT £ eft W ^ R T 3PR £ * *«P
cRFptl
(2) ^ ^ t ^ ^ T e r ^ ^ R ^ t ^ ^ t ^ ^ T e T <R*TR ( * £ £ ) ^ R ^ t 3H«m4>dl £
crT W SPR £ * *«tf imT efrst mv&z Wt WRCTT ^ t I
w - w m *&t <& ^ncft £ crt W ^ t s r j ^ r «# URT. cft^t q^cre SPR ?^R «st ^ * ^f
^ * T T I W M 3 1 ^ ^ ^ q^T ^ f ^ ^ R T a r w W ^ ^ R ^ T T t% * ^ T R «# ^ 3T^t
cRIT ^ ^ E T ^ c R T f ^ ^ t 3 f t ^ 3 F * T v r e r a * f t ^Û. ^ 3 f R ? ^ f *TT ft?W a t ^ l T ^RT
R^fRcTtl
^ ^ T ^ ^ R TR r f c T : R^^T eRTÎT ^ T W c I T t I
124
(2) In the case of a train not accompanied by a Guard, these duties shall devolve on the
Loco Pilot.
S.R.4.44/1. Whenever the detention to a tram at the first stop signal exceeds 15 minutes necessary action
toprotectthetramshallbetakenmaccordancew 1 thG.R.6.03.Prov 1 dedmrtherwhenatram 1 sdetamedat
the first stop signal of a Station having a tunnel in rear, the tram shall be protected if the detention is likely
to exceed 5 minutes.
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 Pilots attention shall apply his hand brake sharply and as suddenly
release it, and wherever possible, he shall reverse the side lamps to show red towards the
engine.
(3) When the attention of the Loco Pilot has been attracted, the necessary hand 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.
S.R. 4.45/1. Stopping of trams between stations- Whenever a tram has to be stopped between stations.
the Loco Mot and Guard must see to the extent feasible, that it is not stopped in an exposed position
particularly ontunnels, bridges and high banks Gradient etc.
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, it 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.
S.R. 4.46/1. (a) The Guard must promptly apply the hand brakes whenever a non-automatic brake
tram comes to a stand at a station or between stations on a steep gradient.
(b)ShouldtheLocoPilotofatramrequiretheassistanceofthehandbrakesothebrakevans,he
will give three short whistles (to be continuously reputed) and the Guard must apply thebrakes promptly.
Loco Pilots, however, must not rely on assistance from Guard's in controlling their trains when
approachmgastoppmgplaccbutmustcallforsuchassistanceasanemergencymeasureonly.
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 Guard shall, if necessary to steady the
trains, assist the Loco Pilot with their hand brakes.
4.48. Permission of Guard to detach engine from train-When a train has been brought to a stand
outside station limits or any where 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
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.
124
3W-4 ^KWMII^^nNlgR
^.H.4.48/1. ; f f l F ^ f M ^ ^ W ^ ^ ^ O T ^ ^ ^ ^ ^ ^ / ^ M ^ ^ ^
^ ^ ^ O T ^ ^ ^ i f ^ S W ^ ^ ^ R T ^ f ^ ^ ^ W ^ ^ ^ l M ^ ^ ^
^ ^ ^ ^ ^ ^ W ^ ^ ^ ^ H I M l f ^ M ^ ^ ^ - ^ ^ i f ^ l r i H I M l f ^ l
(ET) ^ ^ ^ O T ^ f ^ i f ^ ^ ^ ^ ^ q f M ^ ^ ^ ^ ; ™ ^ ^ * , ^
^ ^ ^ ^ r ^ ^ * ^ ™ ^ c ^ ^ J W R ww*nfî ^ wWr#rf^cr^*
^mpiTaflk^îTi
^.H.4.49/1. d U l M M d r i l ^ l l f ^ K U ^ ^ ^ ^ R ^ ^ ^ f ^ f ^ ^ ^ ^ l ^ ^
5 R ^ % w ! ^ ^ ^ ^ H t e ^ ^ ^ ^ f ^ ^ l ^ ^ ^ ^ ^ ^ i f ^ w ^ ^
.
4.50. ?^T^t^t^fPTT-
(1) ftsW 3R^nT * 3 f ^ T «# ftrara. efost qTÎere W ^ M ftreft qftfteifiraf tf # # «#
(2) ^ ^ ^ ^ l ^ a ^ ^ M f e t a w w i
(i) ^ R W ^ ^ (ff^T) ^PT * eft^T
MIS ^^^M^ro^fe)
fpJRtl
1. 0 (ii) ^ R W ^ ^ (ff^T) ^ T * eftfT
(iii) eftfT ^ 3^ OT jfff <fl f » if OT
(iv) e f ^ t ^ i f ^ ^ ^ ^ f ^ m i f
125
S.R. 4.48//1. The engine of the tram carrying passengers must not be detached or the tram divided in
section except in an emergency i.e. for testing a bndge or for isolating burning coach/coaches on a tram
carrymgpassengersorwhentheengmdsreqmredtoassistadisabledtrammthesectionahead.
(a) Hand brakes in the Guards brakevan at the rear and in the front brakevan, where provided,
mustbesecurelyscrewedon.
(b) Handbrakesofanygoodsvehiclesonthetrammustbesecurelypmneddown.
(c) Handbrakes,ifprovided,oncoachmgvehiclesmustbesecurelyapplied.
(d) The wedges must be securely applied under the furthermost wheels of the rake in the direction
of felling gradient. Vacuum/air pressure must be created to the maximum extent possible, and
an attempt made to tightly pull or push the load with the engine in the direction of the falling
gradient. Only after it had been ensured thattheload is securely restrained against movement,
will the vacuum/air pressure, be dropped and concerned angle cock is closed and the engine
detached. The interval from, the time, the engine is detached to the time it is again attached to
thetrammustnotexceed45mmutes.
(e) On the Ghat Section, Locomotives mustnot be detached from tram between stations.
(f) when it is necessary to isolated a burning coach and where the precautions as in item (d) above
cannotbeundertakenmdetail,theGuardandtheLocoPilot,ofthetramwillberesponsiblefor
using the wedges to the best advantage in order to prevent parts of the tram colliding against
eachotherby running away.
4.49. Starting and stopping of train- The Loco Pilot shall start and stop his train carefully and
withoutjerk.
S.R. 4.49/1. Loco Pilots shall not depend on Guards to assist in pulling up trains. They should have their
trains fullyunder control, so as to bring them to a dead stop at stop Signals m'On'position, or engineering
Stop indicators as necessary. Loco Pilots shall be careful not to overshoot the stop boards or Starting
signalsorthespotwhereatramisrequiredtocometoastand.Whenworkmgpassenger trains they should
ensurethatthepassengerbogiesdonotovershoottheplatform,ifpossible.
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.
(2) Enginewhistlecodeshallbeprescribedunderspecialinstructions.
S.R. 4.50/1. Engine Whistle Signals:

(a) The following are the authorised engine whistle signals, which must be sounded by engine
Loco Pilots:
Whistle Code
S.No. CodeofEngmewhistle Indication
1. 0 (a) Before startmg-
(i) Indication to Loco Pilot of assisting /
banking engine that the Loco Pilot of
leading engine isreadyto start.
(n) Acknowledgement by the Loco Pilot of
assisting/banking engine to leading
engine.
(in) Engine ready to leave loco yard or after
completmglocowork.
(iv) Engmereadytogotolocoyard.
125
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(i) î^tf*in^tf3ra*iw^*rc
(ii) ^ R ^ / ^ ^ E (Iffrr) i f r M ^ elWl MHdri gRT
2. 00 fr) ^R^RRR^f^
(s) ^^RTRRR^^^ffl^-^^^^R
^R|
3. -o
( ^ T ^ W ^ ^ ^ ^ t ^ ^ ^ R ^
4. 000 fr) ^^Rr^^R^f^

(s) ^ f ^ ^ ^ ? T ^ t , ^ ^ R ^ ^
5. 0000
(s) %^3TR^^r^TO^^f^
6. --00
7. o-o
(^) ÎR^^R^R
fr) W J R e T R W t o R R c R ^ R
(ET) ^ W M ^ R RoR TR ^ P RRR^ ^T W ffcrfr *f
TR^^RI
8. - fr) W ^ T * ^ - ^R5 ^ f ^ TR R c f a / ^ R jJ^R TT:
(ST) ^ r a ^ ^ P RRR^ ^ ^R ^ TR |
(TT) W R f ^ ^ RRR^ M . ^ . W . ) ' W f » 3 TR
( ^ ^ ^ ^ ^ - ^ ^ R R R ^ T R R t i i R ^ f ^ l
^ ^ ^ 4>4*llR4l ^T * c t f ^ CT8TT ^ ^ 3lk WTR W ^ ^ dH^Kfrclfsff ^
^ * ^ f e ^ cR» ^ - ^ P ^ ^ R T / ^ R W R I f%R ^ R T Re* TOR W ^ t ^R efWt

TO^ ' ^ ^ / W ' ^ * '3IR ^ o V W ' ^ cR» ^ - ^ P ^ ^ '3IR ^ / W ' ^ ^
W M W ^ cR» ^ R R ^ M «IWW 3lk ÎRRRT ^ R WTR W ^ f ^R ' ^ J / W ' ^ ^
(sr) #a%gf^^R-
^ ^ ^ R ^ R ^ ^ t l ^ ^ ^ f e f ^ ^ O . 6 0 ^ ^ ^ ^ ^ ^ ^ ^ ^
^ f ^ ^ f ^ f ^ l ^ ^ W ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ . O ^ ^ ^
R^Ffcft <* ^ 9/15 H ^ < d l ^ K # t f ^ f^Trit WT 3 ?RT * 3lk ipfr WT8T <#
126
S.No. CodeofEnrine whistle location
(b) Onrun-
(0 Assistanceofotherengmenotrequired.
(ii) Acknowledgement of Loco Pilot of assisting/
bankmg engine that assistance stopped.
2. 00 (a) CallforGuardssignal.
(b) SignalsnotexchangedbyGuard.
(c) Signals not exchanged by station staff.
3. -0 (a) Guard to release brakes.

(b) Before starting engine or a tram from station/ mid-
section.
(c) Mamlineclearafterbackingintosiding.
4. 000 (a) Guard to apply brakes.

(b) TramisoutofcontrolGuardtoassist
5. 0000 (a) Tram cannot proceed on account of accident/

failures,obstructionorotherexceptionalcause.
(b) Protecttrammrear.
6. -00 CallforGuardtocometoengme.
7. 0-0 (a) Tokennotrecerved.

(b) Tokenmissed
(c) Withwrong 'authority to proceed'
(d) Passing Stop signal at 'ON' on proper authority
8. - (a) Before Startmg-Vacuum/pressure recreated on ghat

section,removesprag.
(b) Passing an automatic stop signal.
(c) Passing an intermediate block stop signal at 'On'
when telephone provided on the signal posts in out
of order and the Loco Pilot is thus unable to contact
thestationmrear.
(d) Onrun-AcknowledgmentofGuard'ssignal.
9(A) WHISTLE BOARDS

(a) Whistle boards are provided with a view to pre warn the Loco Pilot about an approaching level
crossing ami for sounding thewhistle/hom to warn thestaffwho maybe working on the line, as
well as the gateman and road users at level crossings about the approaching tram. The Loco
Pilot shall sound the whistle/horn intermittently upto the site of work from 'W' board. At
unmanned level crossings, an intermittent whistle from W/L Board to RW/L Board and
continuous whistle from RW/L Board upto level crossing and at manned level crossings an
intermittentwhistlefromW/Lboarduptolevelcrossingshallbesounded.
(b) Typesofwhistleboards-
There are three types of whistle boards. The board shall consist of a 0.60 m. square board
painted in yellow with appropriate letters in black and fixed on a post painted with 0.3 m. high
bands of white and black keeping the underside of the board at a height of 2.0 m above rail
level. The whistle boards should be bilingual as mentioned in Annexure-9/15 of IRPWM and
erectedalongthetrack.Theboardshallnotbeilluminatedatnight.
126
W-4 WKWMIlMwil^
# f ^ t ^ o . 3 ^ ^ w ^ ' ' ^ ' ' ^ ^ ^ ^ ^ ^ ^ ^ « ^ ^ T ^ w
(ii) te (Er) <* ™ ^ W W ^ * cftff 3TU 600 *fl<* <fl <£& TR 0.25 ^ ^ ^W W " ^ / W "
0.6 M 0.6 M 0.6 M
0.25 M OTM
0.3 M
OITM OTM
03 M 03 M 03 M
0.3M 03 M 0.3 M
RAIL LEVEL RAIL LEVEL I RAIL LEVEL

FIG-A FIG-B FIG-C
Whistle Board at Whistle Board at Repeater Whistle Board
Curves & Cuttings Level Crossing at Level Crossing
(iii) M& ^M ^ f^ fr) <* S^R '3TR ^ V W ^ W (0.2 ifc* vlNT *TIR ^ 3TTC Ttf
^ ^ 3 i k o.25 to* ^ w * ^ w f^rr fan) ^ V W tot * *rc f^r ^ T R T tot ™ R
W ^ ^ W M W ^ ^ 3 f K 2 5 0 t o ^ ^ ^ W ^ ^ T |
^ f r r eRT t OT w tot ^ R <* ^ (arafcr w r r c <* 250 to* <* sra* ^ T t). era
— M (?j) to^3k^^TO^*t^^rRT^^R^
ftp? I
fc) w ferfr ^r ^ fim^r * Pn>e M ^ q*
fc) ^^w,^R^f^^^R^f*RR^*w*5q
10. -0-0 fr) ^t^ra^f^^t^R^
11. 00-
fr) ^ ^ R T R t o ^ / W ^ R ^ ^ R ^ I
(ET) 3 R T : ^ ^ ^ f ^ ^ ^ w f ^ ^ R ^
12. - - ^ t ^ ^ ^ ^ f ^ l ^ ^ ^ ^ ^ R T ^ ^ R t
127
(0 Whistle board as per fig (A) with the letter 'W' of size 0.3 m. high shall be provided on
approaches of curves and cuttings at a point from where visibility of the line ahead is
limitedtoSOOmorlessonBG.
(ii) Whistle boards as per fig (B) with the letter (W/L) of size 0.25 m. high shall be provided
on the approaches of all level crossings at a distance of 600 meters on either side of the
level crossing.
0.6 M 0.6 M 0.6 M
0.25 M OTM
0.3 M
0.25 M OXM
0.3 M 0.3 M
03 M 03 M
RAIL LEVEL I RAIL LEVEL RAIL LEVEL

FIG-A FIG-B FIG-C
Whistle Board at Whistle Board at Repeater Whistle Board
Curves & Cuttings Level Crossing at Level Crossing
(hi) Repeater whistle boards as per fig (C) with the letter "RW/L" (R&W of size 0.2 m high and
'L' of size 0.25 m high) shall be provided on the approaches of unmanned level crossings at
a distance of 250 m. on either side followed by W/Lboards.
Note- IfW/L'boardofoneLC is locatednearthe RW/L board or within the continuous whistling

zone of another LC (i.e., within 250 m. of LC), then the whistling code of RW/L board shall be
followed.
Continuous (b) Recallrailwayservantprotectingtrammrear.

(c) Material tramready to leave.
(d) Runnmgthroughastation.
(e) Approaching a Stop signal at'Oh
(f) DetamedataStopsignal.
(g) Wheninconsequenceoffog,stormoranyotherany
other reason the view of signals is obstructed.
10. -0-0 (a) Trampartmg.

(b) Trainarnvingmcomplete
11. 00- (a) Alarm Champulled

(b) Insufficientvacuum/airpressuremengme
(c) Guard applies vacuum/airbrake
(d) Intercommumcationapparatusused.
12. - - Raise pantograph. To be acknowledged by the other

engine
127
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13. - 0 - M » ^ ^ RRH <*ftp?I <RRf5t rt ^ ^ ^RT ^
14. -00
?H^R|
15. ^RRRRo^fM^R^R
16. 00000000000
(ET) ^ R r ^ H ^ R w f ^ i r ^ ^ R ^ ^ r a ^ O T
<R ? ^ OT ftpReT ^ ^ if ^ ^ (^RfR^)
^.H.4.50/2. JR^Rf ^ ^ m t ^ ^ ^^J ^ <ST ^ R / ^ M OT^^cfT^ÔTWT

^ T 31R ^ ^ ^ JRRT f^TT ^ T I ^R ^ JRJTC <fl ^ r f t TO* 3 ^ 11 eft eft^T TO^ WW
^^^^^^^^R^^ ^HHI^^^^^^îi^d^ll^HHI^dUlTRT^gRr
*Tt RcR <* UK R R ^ ^t ^ ^RT off f% ^RWT ^ H ^ JRRT ^ , ^R ^ T ^ T RRR^ T^R
^ «eri% if *rera ^ ^r w ^ ^ T ^ T ^ R R m # ^ ^ * i
4.51. < ^ T n W ^ ^ * ^ ^ * ^ - ^ ^ * < a ^ T n W 3 i f t W * 4 t a ^
4.52. q T ^ . S ^ ^ f ^ ^ ^ T ^ ^ ^ ^ - ^ ^ T ^ I ^ ^ W ^ ^ ^ ^ I ^ ^ ^ ^ ^ ^ ^
4.54. ^ - * ^ ^ ^ * ^ W * ^ ^ * n f ^ ^ ^ * n n * r a T * T T I
128
13. -0- Lower pantograph. To be acknowledged by the other

engine.
14. -00 (a) Signalarmloweredbuthghtextinguished.

(b) Signalarmimproperly/msufficientlytaken'Off.
(c) Defective signal.
15. Foulmgmarknotcleared.
16. 00000000000 (a) Apprehensionofdanger.

(Frequently) (b) Danger Signal to the Loco Pilot of an approaching
tram whose path is fouled or obstructed for any
reason.
(c) While working on a single tine section dunng total
failure of communication or when single line
workingisintroducedonadoubleline section.
(d) Moving in wrong direction on a double line or
against the signalled direction in the automatic
block signalling territory or against the established
direction in the automatic block signalling territory
onsmglelme.
Note:Thesignalsaboveareillustratedby'0'forashortwhistieand'-'foralongwhistle.
S.R. 4.50/2. In case of failure of horn/whistle of the driving cab of engine at originating station, the
engine should be treated as failed and another engine should be provided. If the defect develops enroute,
the Loco Pilot should stop at first approaching station and should inform the Station Master about the
defect. The Station Master, on getting memo from the Loco Pilot, will advise controller who will arrange
relief loco. If the same loco is allowed to work by Traction Loco Controller/Power Controller due to non
availabilityofreliefloco,theLocoPilotwillobserveaspeedrestnctionof25KMPHifviewaheadisclear
and a speed restriction of 10 KMPH when view ahead is not clear due to any reason. In such cases
defective locomotive should be changed at first available opportunity.
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.
4.52. Throwing out water, fire or cinders-ALoco 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.
128
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4.55. ^ ^ ^ ^ - ^ ^ ^ ^ ^ ^ q T ^ e m H ^ ^ - ^ ^
4.56. W £ ^ ^ ^ f % ^ T T ^ ^ ^ ^ f % r ^ W ^ ^ ^ t ^ W l ? - ^ ^ T ^ f ^ f t ^ ? P T ^
^ 3ltR * f ^ f (^TftT^) # Rieof^R f%R5 ( w f c ^ T *TR~) ^ ^ ^ ^ T t I ^ ^RTT ^€t t eft ^

^ T T RR}?R W R ^ ^f%RT ^R^TT Sfh 3 r a W W T ^R RT^TCR R>HR ^ fc*l? R W (RR5FT) £ *
^.R.4.56/1. ^ ^ R T f o ^ R ^ H ^ l ^ ^ f f t ^ ^ ^ f -
^ *n£t ITR ^r ^ f r t e ^ tf fa^RT M RN * ^ * ^ ^ anwr fa* <* ^
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R R ^ ^ ^ ^ ^ ^ I ^ ^ ^ R W ^ t f T R R ^ ^ f f l ^ ^ ^ ^ R W ^
I f % T O JIRT ^ * ^ ^ . ^ . / * f ^ R^. W ? / ^ W ? ^RT OT R*raR f ^ R ^
W O T ^ ^ ^ ^ f f ^ ^ ^ ^ ^ ^ ^ ^ R ^ ^ ^ , f a R # W ? R ^ R ^ ^ ^ ^
^ ^ 4 ^ f R ^ faRfa W f a ^ W ^ R ( f129
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f ^ ^ ^ ^ R ^ w ^ t e ^ ^ H ^ R f^m ^ r a q f3TT t. fM\ ft wm $

G. Duties of staff on Arrival
4.55. Shunting 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. Guardto see tram clear of fouling marks-

(a) The Guard of the tram shall verify that the tram is complete and is standing clear of the fouling
marks.
Atastation where two or more cabins areprovided.whenatraincomestoastand, the duly
of ascertaining that the tram has amved complete and standing clear of fouling mark will
devolve jointly upon Cabin Master/Cabmman of reception end and Guard. At other stations
where cabins arenotprovidedtbis duty devolves with Station Master and Guard.
(b) In all cases where tram has not amved complete, or has not cleared the fouling marks, Guard
shall displayahanddanger signal to the Station Master or the Cabin staffofthe cabin nearer to
him. He shall proceed exhibiting a danger signal towards the station or the cabin, to prevent
movement on the fouled line.
(c) When the complete arrival of a tram inside the fouling marks with tail lamp/tail board on the
last vehicle cannot be ascertained by the Station Master/Cabin ASM/Cabm Master/Cabmman
either by personal observation or by observing indications for "section clear" provided on
panel or with SM/Cabm Master, the Tram Intact Register shall be sent by the Station
Master/Cabin ASM/Cabm Master to the Guard through a competent railway servant to certify
the complete arrival of the tram inside the fouling marks with tail lamp/tail board on the last
vehicle. In case of poor visibility of obstructed view, Tram Intact Register should be sent in
advance. The Guard of the tram after verifying that the last vehicle stands inside the fouling
marks shall append his signature inappropriate column against the entry ofhis tram m the Tram
IntactRegister,whichshallhavethefollowmgcolumns-
Date Tram Line Timeof Guard's signature m token of the complete

N0 N0 amVal
" " arnvalofthetrammsidethefoulmgmarks.
(d) The Pointsman/Porter shall then exchange 'all-right' signal with the station Master/Cabin
ASM/Cabm Master/Cabmman, The 'Tram out of section' signal may be given by the Station
Master/Cabin ASM/Cabm Master after he receives the 'all-right' signal from the
Pointsman/Porter. In case, the Pointsman/Porter exchanges all right signal with the Cabmman,
the latter shall inform the Station Master about the complete arrival of the tram supported by a
Private Number onreceiptofwhich the StationMastermay give the'Tram out of section'signal.
(e) TheGuardofastoppmgtramshallalsoseethatallvisiblesignalsmrearprotectmghistramhave
been placed to the 'On' Position. At night this can be verified by looking at the back light of the
signal in semaphore signaling territory. In the event of a signal bearing in the 'Off position, the
Guard must immediately inform the Station Master or the Cabin Assistant Station
Master/CabmMaster/Cabmman and, if necessary, protect his tram.
(f) Ifthefoulmgmarksmthereararenotclear,theStationMasterwilltakeimmediatestepstodraw
the tram forward and get the fouling marks cleared. The Station Master shall not allow any
movement on the adjacent lines, which are infringed until the fouling marks are cleared.
129
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^ ^ f ^ ^ ^ ^ ^ ^ w ^ ^ ^ f ^ ^ ' t l ? ^ w ^ ^ ^ ^ ^ f ^ f % ^
f % T O ^ ^ ^ ' ^ ' ^ W ^ ^ ^ ^ ^ ^ ^ f ^ ^ R ^ ^ T ^ ? t ^ ^ ^ t
^ t ^ M T* ^ ^ W ^ * ^ ^ <Stt f%TO f^T 3 ^TST * 3lk W 3 ^ f e ^ f % ^ ^ fteT
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ t
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^.R. 4.57/1. # ^ ^ ^ ^ / ^ ^ ^ ^ ^ f ^ ^ R T ^ d U l M m d r i ^ ^ K ^ R T -
(ST) ^ ^ ^ ^ W f ^ H ^ I ^ M d ^ l f t ^ ^ ^ ^ / W ^ ^ C T r e T O l f t
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^ ? ^ R *PT ^ f e l f 3fft * f o t f * ^ f * R f%RT ( w f ^ R W ) * «R ^ * ^ T t I *TR ^TT ^ T t
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snsr t cfT **r ^ M / < * f t * 4>4*iilM <* «TR <rfr w e ^ t * ftp? n ^ # # w r i t ^ ^n ?£^
W ? ^ ^ ^ ^ f ^ ^ R ^ R ^ f % ^ ^ e ^ R f%RT * TO? ^ *F3T 11 ^ ? M W *
4.59. w t f 1 1 ^ ^T ^ ? R TR ^ ^ ^ ^ ^ ^ T R T - *TR Wttft TT^t ft^T ^ ? R «S

^ c T W T TR *TT vRR> 3TR JH TU ^ t ^ 4 t ^TTcfT t c^ e l ^ ^ q T ^ n 3 ^ cR cTO ^ f ^ T T W ^
c l ^ f% ^ W ^ T 3fR?T ^ f fteT ^TTcTT t ^TT ^ ^ ^ ^fcRT ^ R > t I
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^ ^ ^ % ™ ^ ^ ^ ^ f % ^ ? r t M ^ ^ ^ ™ ^ ^ ^ ^ i f t ^ ^ ^ f ^ i f t
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130
S.R. 4.56/2. Guardsdutvwhentwoormore trams cross or precede at a station-

(a) At a non-interlocked station when two trams cross, or one precedes another, the Guard of the
tram arriving first, having personally verified that the complete tram has arrived wrthm the fouling marks,
must proceed to the facing points leading to the line on which the other tram is to be received and
personally see that the points are correctly set and locked for that line. The Station Master must not take
"Off' any signal for reception of the subsequent tram until he has received an all-right signal from the
Guardbywavmghisarmbydayorwhitelightbynight,fromthefacmgpomtsfortheothertram,aswellas
fromthePomtsman/Portersentouttomantheoutermostfacmgpomts.
(b) At modified non-interlocked stations, the Guard is exempted from proceeding to the Point to
satisfy himself as to their setting, prior to the reception of another tram, which is to cross or precede his
tram.
Note: Provision to ascertain complete arrival of a tram shall be dispensed in the normal working,
wherepanel/RRI/SSImterlockmgalongwithBlockprovmgaxlecounter are installed.
4.57. Detaching engine-Whenever a train has been brought to a stand, and it is necessary for the
engine, with or without vehicles, to be detached from the rest of the train, the Guard shall, before the
train is uncoupled, satisfy himself that the van-brakes have been put on securely and take such
other measures as may be prescribed by special instructions.
S.R. 4.57/1. TheAsstt.LocoPilotisresponsibleforcouplmg/uncouplmgoftheengme-

(a) At engine changing stations/Terminal stations,
(b) At any other station, where station staff is not available and engine is required to be
attached/detached.
S.R. 4.57/2. Should shunting operations cause any part of a tram to be left unattached to either engine or
brakevans,thehandbrakesmustbeapplied.
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.
S.R. 4.58/1 .When the tram comes to a stand, if the Loco Pilot finds that his engine is not clear of fouling
marks, he must at once sound his whistle and attract the attention of the Station/Cabin staff and take steps
to inform the Station Master that the fouling marks are not clear. The Station Master shall get the fouling
marks cleared. Till then the Station Master shall not allow any movement on the adjacent line, which are
infringed. The Loco Pilot shall also remain alert to protect the infringement against any movement.
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 along side, beyond, or short of
the platform, the Loco Pilot shall not move it, except under orders of the Guard or to avert an
accident.
S.R. 4.59/1 After a tram carrying passengers has been brought to a stand, the Loco Pilot may move it only
on receiving hand signals from the Guard, who shall not give the signal until he has warned the passengers
by whistle and seenthatno passengers are getting into or detraining from the tram.
130
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nû^s^nftH afrfrfrrar^frnf * SR,?TRIJTfo<iimmi i
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131
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.4.60/1 .(a) No Guard shall leave the station at the end of Ms run without the S.M.'s/ Lobby Incharge's
permission to do so. He shall also see that his tram has been signed for by the out going Guard, or by the
Trams Clerk. He shall further more have delivered all consignments Way Bills, dispatches etc. for that
station and shall have made over those for station beyond. He shall sign his name on the roster before he
leavesthestation.
(b) Every Guard shall also have over all journals and documents kept up by him, in connection with
therunningofhistraintoS.M.ondutyorotherauthonzedofficialbeforeleavmgtheplatformattheendof
his run, onfaboxisprovidedforthepurposesuchdocumentsaretobeplaced therein.
(c) In the event of a tram running over two or more divisions the Guard shall submit separate tram
documentsforeachdivision.
4.61. Loco Pilot not to leave engine when on duty-No Loco Pilot shall leave his working locomotive
or his self-propelled vehicle when on duty, whether at a station or on a running line, except in case of
absolute necessity and after a competent railway servant has been placed in-charge of the
locomotive or self-propelled vehicle. In the case of a self-propelled vehicle manned by a Loco Pilot
only. A Loco Pilot may leave it when necessary, provided he has locked the cabs and has put the
vehicle in low gear with the ignition switch in the off position and has screwed down and locked the
handbrake.
S.R. 4.61/1. The competent man referred to above in the case of running trams/shunting engine is the
AssistantLoco 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. Ordering and Workmg-

(a) On receipt of advice from the engineering department, the Divisional Operating Manager will
order the tram by letter to all concerned detailing the sections over which the material tram will work, the
date on which it will commence working, the Stations at which it will stable and the official who will be
inchargeofthetram.
(b) The engineering department must give adequate notice but not less than three days
regardingthe working ofmaterial trains.
(c) Iftheworkingofamaterialtrainissuspendedformorethanaforrnightorthesectionoverwhich
itistoworkisaltered,afresh'all-concernedletterortelephonicmessagemustbeissued.
(d) Eachmaterialtrainmusthaveatleastonebrakevaninrear,andwhereavailable,twobrakevans,
one in front and the other inrear. Vehicles with active automatic brakes/Airbrake should be attached next
tothe engine andthevacuum/airpressurecoimectedupwiththe engine.
(e) TheEngineenngSupervisorin-chargeofthematenaltrainmustensurethattherakeisexammed
at least once in 15 days in case of Air Brake stock and once in 10 days in case of vacuum brake stock by
Camage&Wagon staff. TheBrake Power Certificate issuedbyC&WStaffshouldbeinpossessionofthe
Engineering Supervisor in charge before the material tram is allowed to proceed. The responsibility that
tram is so examined shall devolve on the Engineering Supervisor in charge or the material tram.
131
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(5) ^ k ^ ^ k ^ ^ l k ^ 3 m f » i f ^ ^ k ^ ^ ^ W W l f T 3 k k ™ ^ t
if^ktskTlfTck-
(i) ^ f k ^ T ^ M ^ H TR 25 f k k ^f% ^ 3 k ^ 3 T ^ q^ 10 f%.^. I w * 3 ^ ^
ikkk^l
(ii) ^ k ^ f <* 3^k * W T if ^ M M xn%j 3 k eftfT TO^ k ^RT ftlW 3 ^
f k s k ^ l
(iii) f^RTfoTTif ^ f xleT ^ ^ ^ fÎT k 3 k ?u£t 4>^|R4T $ t f * ^ ^ M ^
^ 3 k f%# tf 3^#T 3T8^ W M * Tjjf ^ R ^ f^J 3 ^ ^ ^TR ^ ^ xirf|lj |
(iv) ^ ^ ^ 3 ^ ^ ^ W ^ ^ c f T ^ ^ ^ 3 ^ ^ ^ * 3 k ^ W ^
^ ^ W ^ ^ ^ ^ ^ f % ^ ^ ^ ^ ^ t % ^ ^ t 3 k ^ 3 H ^ M ^ I d ^ ( ^ R
(5) ^ ^ ^ ^ ^ ^ ^ 3 k ^ ^ ^ ^ 3 k r ^ ^ ^ c f T : -
(i) ^ t ^ ^ 1 0 f % . ^ . ^ . ^ 3 # ^ ^ t ^ R T ^ 1 ^ |
(ii) ^ ^ ^ ^ 3 k r ^ f M ^ / W ^ ^ R j ^ 3 T ^ ^ ^ ^ ^ ^ i f ^ ^ ^ H M I ^ ^
^R ^^t 3kr ^ ^ ^ u* ^ R ^ ^ ^ ^r eft ^ ^r ^k^ ^ k r <* ^ w ^ if ^ ^
4.63. ^ t f t ^ ^ T R ^ ^ ^ r ^ ^ ^ - ^ f t ^ ^ ^ ' n ^ ' n ^ ^ n ^ ^ f t R ^ ^ ^

^T.H.4.63/1. ^^^mft^fwm^^^W^q#TRT- ^ t OT W& it q4 ^ , *TO ^ W
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132
(f) A material tram shall usually work between sunnse and sunset, in urgent cases the
Divisional Railway Manager may authorise the working ofmaterial train after sunset.
(g) The unloading and loading of material trains will be done under orders of the engineering
official m-charge, who will be responsible for leaving the tracks, signal wire transmission, roddmg and
anyotherS&Tapparatusclosetothetrackclearofobstruction.Nounloadingwillbedonewhilethetrain
is in motion except from specially constructed trucks and under orders of the engineering official m-
chargeandataspeednotexceedmglOkilometersperhour.
(h) When a material tram is working between stations, the Guard will in consultation with the
engineering official m-charge of the material tram, depute adequate number of permanent competent
engmeeringstafftoprotectthetrambymeansofbannerflags as follows:
The personorpersons deputed for protectingthe train will proceed to the rear ofthe tram on the
double line, and both in rear and in front on the single line, 600 meters on broad gauge and 400 on meter
and narrowgaugeandwillplaceabanner flag across the track or m the case ofcuttmg or other obstruction,
at such other places not less than 600 metres on broad guage and 400 meters on metre guage and narrow
guage so that the banner flag is plainly visible to Loco Pilots of approaching trains. The person deputed to
protect thetrammustplace two detonators. 10 meters apart near the banner flag. Hemust shift thebanner
flag andthe detonators whennecessaiy.as the trainmoves. In Station yards banner flags must be placed at
either end ofthe tram standing on a line unprotected by signals. If banner flags are not available, man with
handsignalsshouldbepostedfortheprotectionofarramin emergency.
(r) Amatenaltrainmustnotbedividedoutsidestationlimrts.
G) A material tram should work in forward direction only and clear the block section at station
ahead. It shouldnotbe backed. In case a material tram has to work in the block section in the rear, the line
must be blocked back and the Loco Pilot must be given an authority on prescribed form for entering the
section. At a station where Daido's lock and block instruments are installed, the Loco Pilot shall be given
theoccupationkeyforentenngtherearblocksection.
(k) When running between block stations with the engine leading, the speed of a material tram
mustnotexceedtheprescribedspeedfor goods train.
(I) When the engine is pushing the tram or is placed in an emergency somewhere in the middle of
the train, andthebrakevanisleading-
(i) the speed must not exceed 25 kilometers per hour on the straight line, and 10 Kilometers
perhouroveraturn-out.
(h) the Guard must travel in the leading brake-van and must exhibit hand signals to the Loco
Pilot,
(hi) the tram crew must keep a good look-out especially in the direction in which the tram is
moving andmustbepreparedto stop short of anyobstructionorlevelcrossing.
(iv) when approaching turn-outs, the Guard must stop the train and satisfy himself that the
points are correctly set and all non-interlocked points are locked and manned.
(m) Whentheengmeispushingthetramandbrake-vamsnotleading:
(i) thespeedmustnotexceedlOkilometersperhour.
(h) theGuardmusttravelintheleadmgvehiclewhichisfittedwithavacuum/airbrakevalve
or hand brake. If the leading vehicle is not so fitted, he will travel in nearest vehicle there
to so fitted. He must exhibit hand signals to the Loco Pilot.
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. 4.63/1. Precautions before Guard starts a material tram- Before giving the signal to start, the
Guardshallsatisfyhimselfthattheengmeermgofficialm-chargehasbeen advised that the train is readyto
start andtoensurethatnomen are under the vehicles.
132
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(*) aRPiff^r fe^di^) ^ ^ ^ k w ^ f ^ ^ f R ^ R xtrflq i f ^ R / ^ ^ f <a,
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^RRT ^ ^ R%HR^ ^R^rt ^ f^ w ^feft *n$ wm R R R i ^ r , ^ ^ ^wft
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133
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
anypointsorcrossings.
(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
isreadytoleavetnesidingorline
(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. StablingofMaterialtrain-
(a) At an interlocked station, lever collars must be used, Switch/button collars must be placed on
the switches/buttons pertaining to the blocked line at a station provided with route relay/panel
interlocking.
(b) In loco sheds, the Loco Foreman on duty will be responsible for protection of the load when
stable.
(c) Clamps are kept at each Guard's headquarter station and will be supplied to Guards detailed to
workmatenalLin.Additionalsuppliesma y beobtainedfromtheengineenngdepartment.
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
S.R.4.65/1. RulesforMovementandWorkmgofTrackLavmgandTrackMamtenanceMachmes-
(0 Track laying machine are used for laying/replacing sleeper/rails. These are mounted on
specially modified wagon for the purpose coupled and run as a tram, and propelled by a
locomotive. The composition works as a tram and is to be treated as single torn for all
operationalpurposes.
During thick, foggy or tempestuous weather and total failure of communication, these
machines are not permitted to work on line.
(h) Track Maintenance Machine are single unit self-propelled machine and are used for purpose of
track maintenance. If there is no need for the purpose of track maintenance. These machines
canrun as single unit as a tram or m convoy according to rules givenherem.
(in) DMTs are not Track Maintenance Machines or Track Relaying Machines and shall be worked
onlyasperGR4.62.
(iv) NotrackmachmeshallworkormovemthesameblocksectionalongwithaDMT.
(v) TracklaymgandTrackMaintenancemachmesshallworkonlyunderTrafficBlock.
(vi) More than one track-laying machine cannot be permitted to work or run in the same block
section.
(vn) A maximum of 5 track maintenance machines can be permitted to work in the same block
section.
(vin) When moving alone, Track Maintenance Machine shall display LV board/Tail lamp.
(ix) For the purpose of through movement from one block station to another block station a
maximum or 3 track maintenance machine can be permitted to run in convoy the following
ruleswillbefollowed.
(a) Whenever movement of more than one track maintenance machines required to be done
the Station Master of the dispatching station shall be offered a requisition for the same in
writing by the SSE/SE/JE (track machine) mcharge of the movement, who shall be
overallresponsibleforthesaferunningoftheconvoyindicatmgtheindividual machines
thatarerequiredtomove.
133
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^ ^ ^ ^ t ^ f ^ ^ ^ f ^ W ^ ^ t l
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(51) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 4 0 f % . ^ . ^ . ^ ^ t e ^ ^ |
(e) ^ 3 ^ ^ , ^ M ^ ^ f % # w ^ * M OT/« ^ ; ^ T O iff eft
^ ; ^ ^ ^ ^ T i % T O ( f r f t ^ H g ^ ) P^HI ^ P ^ d 4^11 |
(x) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ / ^ / ^ ^ ^ ^ ^ ^ ^ t
^ f%^ *rcfa ^ r # * r <tf*r / ^ <* ^ s r w *rra» ^ ^ * ^ *rra» ^ ^ ^ r iff cfr ^

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(xi) ^ ^ ^ ? ^ q V ^ ^ ^ ^ ' ' ^ ^ ^ f % w ¥ ' ^ ^ ^ ? T ^ ^
^ . 4 . 6 5 / 2 . fa) (i) JR*J> *HfcT firtt TO*.*/^./vU * * f t j m R * ^ | f c l * 3 1 T * * affqfc*
( i i ) ^ A 2000 ^ ^ ^ f » 3 , ^ # ^ ^ ^ , ^ ^ ^ ^ R r 31k ^ R
eft *reto <* «mn <* ^^wA m w ^J\ i mti^ ^ Hw <& ^ ^ T R T ^ ;OTRWT f^rf% <tfr
fa) " 5 t R f r r ^ w s r e r e p r ^ ^ I W i <t>fa\i\ ofr v # w ^ P w ( W r ) frft^ ^ ^^
^.m.4.65/3.313^3^32 - * 3ff^ ^ w ^ ^ ^ T O ^ / T O R era cra> ^ ^ T ^ cra>

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134
(b) The first machine will move on proper signals and the other 2 machines will follow in the
authority of the Machine Following Permit, which shall be issued by the Station Master of
the dispatching station to each ofthe operators, or the machines following the first machine.
(c) The machine operators of the machines will endorsee on the Permit as token of
acknowledgementthattheyareawarethatmorethanonemachineisinconvoyandone/two
machineisinfrontandrearasthecasemaybe.
(d) These Permits shall be deposited with the Station Master at the receiving Station who will
considerthelineasclosedonlyafterthereceiptofthepermit.
(e) Theoperatorofthefirstmachineshallbegivencautionorderinwhichshallalsobeindicated
the number of machines following. This will be noted by the operators of the following
machines.
(f) On sections where motor trolleys are not allowed to work on Motor Trolley Permit running
of track maintenance machines on Machine Following Permit will also be prohibited. These
sections are already indicated in the Station Working Rules ofthe station and the Working
TimeTableofthedivision.
(g) Gatemen at Level Crossing Gates enroute will be specifically advised about the number of
machinesenteringtheblocksectiontoensurethatthegatesremainclosedtilltheconvoyhas
clearedthelevelcrossinggate.
(h) Operators of the machines working on Machine Following Permit will exercise extra
vigilanceatlevelcrossinggates.
(i) The machine operators will ensure that the distance between two machines is not less than
120mts.
(j) Whenmovinginconvoythespeedofmachineshallnotexceed40kmph.
(k) While moving in a convoy if any machine is required to slow down or stop due to any
reason, the machine operator shall ensure that red hand signal is displayed by waving
vigorously.
(x) Attachment of another machine or camp coach/wagon is not permitted when machines are
movinginaconvoy Such attachment can only be done ifa machine breaks down/fails in the block
sectionandsuchmovement is done to clear the block section only.
When a machine or a camp coach/wagon is required for movement from one block station to
another, such movement shall be done on line clear only. The requisition for such movement from
the SSE/SE/JE (Track Machine) shall clearly specify that another machine/vehicle is attached
with thetrackmachine. This information will be conveyed to the Station Master in advancewhile
taking line clear, and also the control. The last machine/camp coach shall display LV board/tail
lamp
(xi) While moving from one block station to another block station to another block station on a
double line section, the movement of track laying and track maintenance machines shall be
ontheproperlineonly.
S.R. 4.65/2. (a) (i) Each machine shall be in the charge of SSE/SE/JE, herein after called the Operator.
meneverheisnotavailableonthemachinetheseniormostTrackMachine Technician having competency
certificate, can operate the machine. The complement of staff with each machine with normally be one
Operator, one Machanic and one Khalasi. However, number of Railway staff on each Track Machine should
not exceed five. The operator shall be a qualified person, competent to hold the charge ofthe machine on the
mainlineandalsocertifiedtobequalifiedintherulesandactual driving and working ofthe unit efficiently.
(ii) In case of MP-2000 Track Maintenance Machine, the complement of staff in each machine
cab,maybeoperatormachinemaintenance staff and Section Engineer (P-Way) total Ten Staff. Other staffi.e.
Gangman etc When travelling with the machine will travel on the platform ofthe machine out side. Thestaff
traveling in the Operator's cab will not in any way detract the attention ofthe operator, except in case of
unusual situations
(b) The 'On' Track Track Maintenance Machine shall work under the direct supervision of an
Engineering official, not below the rank of JE, who will be responsible for taking the traffic block and for
protectionofthelineswhiletheworkisinprogress.HereinafterhewillbecalledIncharge.
S.R. 4.65/3. Competency Certificate- The operator of a Machine shall not use/operate the Track
Maintenance Machines unless:
(a) HeisinpossessionofavalidTrackMaintenanceMachinescompetencycertificatefordrivingand
working of the Machine in token of his being competent to operate the machine. The competency
certificatewillbeissuedbyDyCEInchargeofTrackMachine,whichwillbevalidfor3years.
134
wr-4 W u i ^ H I l M ' ^ ^ ^
(s) (i) ^ ^ f ^ ^ ^ ^ . ^ ^ ^ P d H P d ' i y u i l o f l ^ ^ q f ^ ^ ^ ^ w ^
(ii) ^ M <* vfcn*n/^n <* fM ^R^\ w^ <tfr ^ t xira^f * f ^ f^rfRcr ^ t
(iii) ^ ^ W ^ ^ ^ f ^ ^ ^ t ^ ^ ^ l u i M ^ r H H P d R s l d c l ^ ^ u i ^ ^ ^ ^ ^ ^ r
^ 1
1. ^ ^ 3 R q ^ - ^ 3
2. ^ ^ E H ^ H ^ - ^ 1
^.4.65/4. M H ^ - ^ ^ ^ ^ * ^ ^ ^ ^ ^ ^ W ^ W ^ F # ^ ^ ^ f ^
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fc) w * r a f r «*n<fr PH^H aRdcfei ( T O ^ ^ T ^ ^ ^ T )
fr) w ^ t ^ ^
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I ^ W A ^ / ^ ^ ^ ^ f t ^ ^ ^ ^ ^ W ^ R R ^ I
^.4.65/5. 33^^B32-
(i) ^ tf ^ qsr ^ s m ^ , ^ ^ ? ^ R f w ^ ? f f ^ 3 f f ^foffccr^ ^ * f^r
(ii) ^^^^^^q^W^f^^^^^^f^^^^f^^Rft^^^f^^cft
J T O P *RftT ^ *facT IRS^Rf ÔTR^T TR # xreTTW I
(iii) ^ ^ ^ M ^ ^ ^ w ^ ^ ^ ^ w i ^ ^ f ^ M ^ q ^ M ^ ^ T O
fîTonwi
( ^ ^ ^ ^ ^ T O T ^ ^ ^ ^ ^ ^ ^ ^ J R e T R f ^ ^ ^ W ^ W T ^
^ T£T ^ * q ^ R f F4W fÎT 3 ^ H ftcPTC ^RR ^m ^ m ^ T I ^ UK
? ^ W ? f r T O ^ ^ ^ T O T ^ ^ ^ ^ ^ ^ ^ ^ ^ M H ^ P H P ^ d
135
(b) (!) He is fully conversant with the system of working, signalling of the section and has
undergone road learning as prescribed for Loco Pilots and has recorded this fact in a
competencybookkeptonthemachme.ThiswillbecountersignedbySSE/Incharge.
(ii) The Operators of the machines responsible for operating/running of the machines shall
follow the schedule of initial trammg/refresher courses in tram working rules as
prescnbedfortramLoco Pilots.
(hi) The Track Machine Operator as well as other Track Machine Staff must possess the
medical certificate issued by the Railway Medical Officer as per the following
classification:
1. TrackMachmeOperator-A3
2. Other TrackMachmeStaff-BI
S.R.4.65/4. EQUIPMENT-TheOneratorofthemachinewillberesnonsibletoensurethatthefollowing
equipments complete in all respects and in working condition, are available on each Track Maintenance
Machinebeforethemachineisputonarunninghne:
(a) TworedandonegreenHSflag.
(b) Twotn-colourHSLamps.
(c) Twochamswithpadlocks.
(d) Twoclampswithpadlocks.
(e) Ten fog signals.
(f) AcopyoftheworkingTimeTableofthesectionwherethemachmeisworkmg.
(g) G & SRbook withup to date amendment slips.
(h) One4cellsflasherhght
(i) Onepetromaxlamp.
G) Oneportablefieldtelephone
(k) Twobannerflags,
(1) OneFirstAidBox
(m) Skids-Twonos.
(n) One Watch.
(o) LVBoardandFlashmgTailLamp.
NOTE : Each Track Maintenance Machine must be equipped with prescribed Head and Tail-Light,
Marker lights and flasher lights as per GR 4.14 to 4.16 and the SR's there to. While moving in convoy the
L.V.Board/TailLamp,shouldbefixedonlyonthelastmachineinthedirectionofmovement.
S.R.4.65/5. Rules for Oneration-

(i) NoTrackMaintenanceMachineshallbebroughtonarunninglmeformthesiding/stablinglme
withoutthewnttenpermissionoftheStationMasterondutymtheformofshuntingorder.
(ii) When the Track Maintenance Machine is required to move from one Block station to another
Block Station, the Operator shouldrunthemachineonlywiththeproperauthorilyto proceed.
(hi) The following procedures shall be observed for working of Track Maintenance Machine
between two Block Stations.
(a) The Track Maintenance Machines shall work under line block. The Section engineer
Incharge of all the Track Maintenance Machines shall give the requisition for block in
duplicate to Station Master, indicating the number of Track maintenance Machines
which will work, the specific location where the machines will work, the duration of
blockrequiredandwhetherthemachineswillproceedtothenextstationorreturnbackto
the starting station after completion of the work. The Station Master shall then contact the
controlandascertainthemovementoftrainsbeforegrantmglmeblock.SectionEngmeer
incharge will accompany the machines to its work site.
135
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(ft^TST) W^ft WTST ^ ^ S n îRf ^R ^TCT 3 R ^ I
3 ^ T t ^ft TR. ^ftftf 3ft ^ ^ fftroff 3ft 'arre- 3Rft^ f^rr ^ ^ i ^ i i ^ H H / f t t ^
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OTRT 3 f t ^ ^ f t f t f ^ R / 3 R ^ ^ ^ ^ftftf^R (WTST) ^ ^ftftf ^RT ^ P ^ R fft^R

3Rft ^R ?ff^T ^ f t qft fftft? ^3^dT ; f f l ^ ^ a 31^ ^ R ^ R ^ 3ft # f t ^ cMT ^ R
H R ^ 3ft ^ M R T - ^ ^RT 3 R ^ f% ft^T ^%ftf ^ ^ ^ ^ feq ^ cRF ^ f ^
^ftft ^ H HIW «di«fr dH<M»l 3ft ^ ^ T 3R^T I
136
(b) Afterascertaimngfiomcontrol.thedurationofblockthatmaybegranted.StationMaster
shall return the original copy of the requisition to the Section Engineer mcharge
endorsmgthedurationoftheblockperrmttedandotherspedalmstructions^fany
(c) Single line Section: WORK AND PROCEED:- Station Master will obtain line clear from
Station in advance, take off last stop signal, issue special caution order indicating the
number ofMaintenance Machines pemiittedtoworkwitMntheblock section wMch will
besignedby all the Operators of Track Maintenance Machines and will be handed over to
the Section Engineer mcharge along with token if any, Section Engineer" mcharge shall
travelonthelastTrackMaintenance Machine.
On completion of the Work, machines will be received by taking off reception
signals.aPomtsmanshoulddisplaygreenhandsignalatthefootoffirststopsignaltillthe
lastmachine enters the Station.
On reachmg the station in advance. Section Engineer mcharge will hand over the
token, if any as well as the special caution order only when the last machine clears the
block section. He will also certify that the track is fit for tram movement. Then only the
SMwillclose the line.
(d) Single Line Section: WORK AND RETURN:
(i) With Token/Tablet instruments: Station Master will block back the section and issue
special cautiononler indicating thenumberofTrackMaintenance Machines permitted
to work within the block section, the stations where they will return etc. Which will be
signedby all the Operators of Track Maintenance Machines and will be handedoverto
the Section Engineer mcharge along with token/tablet in addition to it T/369(3b) will
also be issued for passing last stop signal at danger. Section Engineer mcharge shall
travelonthefirsttrackmamtenance machine.
On completion of the work the machines will be received by taking off reception
signals. Pointsman should display green flag/signals at the foot of first stop signal till
the last machine enters the station. Section Engineer mcharge shall hand over the
token/tablet as well as special caution order to the Station Master on duty only when all
track maintenance machines have cleared the block section. He will also issue a
certificate to the station Master that track is fit for tram movement. Then Only Station
Master will cancel the block back and normalise the block instrument.
(11) With Token less instrument:- Station Master will block back the Section take off the
Shunting key, issue a Special Caution Order indicating the number of track
Maintenance Machines permitted to work within the Block Section, the station where
they will return etc. which will be signed by all the Operators of Track Maintenance
Machines and will be handed over to the Section Engineer Incharge alongwith the
Shunting key. In addition to it, T/3 69/(3b) will also be issued for passing the last STOP
Signal at danger. Section Engineer (Incharge) Shall travel on the first Track
Maintenance Machine.
On completion of the work the machines will be received by taking off reception
signals. Station Pointsman should display Green Hand Signal at the foot of first Stop
signal tillthe lastmachine enters the station.
Section Engineer In charge shall hand over the Shunting Key as well as the Special
Caution Order to Station Master on duty, only when all the Track Maintenance
Machines have cleared the Block section. He will also issue a certificate to the SM that
theTrackisfitfortrammovement.ThenonlyStationMasterremovethe'BlockBack.
136
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137
(e) Double Line Section-WORKAND PROCEED:

(!) Via the right direction SM will obtain line clear from station in advance, take off last stop
signal issue a special caution order indicating the number of Track Maintenance Machines
permitted to work within the Block section which will be signed by all the Operators of Track
Maintenance Machines and will be handed over to the Section Engineer Incharge. Section
Engineer Incharge shall travel on the last Track Maintenance Machine.
On completion of work, the Machines will be received by taking of reception signals.
Station Pointsman should display green flag/signals at the foot of first stop signal till the last
machine enters the station.
Onreachmgthe station m advance, Section Engineer incharge will hand over to the SM, the
Special caution order only when the last machine clears the block section. He will also certify
thatthetrackis fit fortrainmovementThenoiilytheSMwillclose the line.
(ii) Via Wrong Direction-Station Master will take the line clear from station in rear on block
telephone indicating the number of Track Maintenance Machines which will work from that
Station upto the next station prepare paper line Clear ticket issue special caution order clearly
indicating the number of track machines to work, the Station to which the machines will go on
completionofwork, the line on which the machines will work. The paper line clear ticket andthe
special cautionordershouldbesignedbyalltheoperators and then should be handed over to the
SectionEngmeerlnchargewho shall travel on the last machine.
The machines shallbepilotedoutofthestationonawritten authority issued by the SM after
all the facing points have been correctly set and locked and trailing points correctly set over
whichthemachmes will pass.
On approchmg the next station after completion of the work, the operators shall bring,
their machines to stop opposite the first stop signal pertaining to the right line or at the last
stop signal pertaining to the wrong line (on which they are running) whichever they come
across first.
The SM at the other end of the block section shall depute a Railway staff in uniform at the
foot of the signal (whichever the machines would encounter first) who shall stop these machines
on danger hand signal and thereafter pilot them into the station on a written authority issued by
theSM.
If the operators find that no Railway servant in uniform has been deputed at the foot of the
signal topilotthe train into the station. GR4.44 shall be observed.
All the crossover points in the facing direction over which the machines shall proceed
shallbeclampedandpadlocked.
Onreachmgthe station at the other end ofthe block section. Section Engineer Incharge will
hand over the paper line clear ticket, special caution order to SM only when the last machine
clears the block section. He will also certify thatthetrackis fit for tram movement. Then only the
SMwillclosethelmeandnormaltramrunnmgmayberesumed
(f) Double Line Section- WORK AND RETURN:
(i) Via Right Direction: Station Master will block forward the section, take out the shunting
key in case of 'Daido' Double line Block Instrument, issue special caution order indicating the
number of track machines permitted to work within the block section, station where they will
return etc. which will be signed by all the operators and will be handed over to the Section
Engineer incharge alongwith the shunting key if any. Section Engineer incharge shall travel on
the first Track Maintenance Machine. In addition, T/369(3b) will also be issued for passing the
laststopsignalatdanger.
On completion ofthe work, the operators shall bring their machines to stop opposite first
stop signal pertaining to the right line or at the last stop signal pertaining to the line on which
they are running which ever comes across first station Master shall depute a Railway servant in
uniform at the foot ofthe signal (whichever the machine would encounter first) who shall stop
the machines on danger signal and thereafter pilot them into the station on a written authority
issuedbythestationMaster.
137
^ ^m ?URT afore w f , te * ^ M w M ^r ^ q e r w ^ r f ^ ^ f^rr ^ r
(ii) w few if :- ^ R w ? ^ f ^ ^ ^ r a ^ ^ a f c ^ t ^ ^ ^ret «efra>
^ T S R f^r w T 3k ^ sifgir ^ f t ^R ^ ^r * *ro jmrer ^ ^ W ^ R ( W T ) ^r # q fon
^ T I JfflKT ^ ^ f ^ R ( W T ) Weft W T SOT^T ^ ^ W ^ k l ^ H ^ ^
^.Ff.4.65/6. T^rf^f-
(i) ^ ^ ^ ^ ^ i ^ i f t f ^ < ^ ^ < f c « i ^ < f r f ^ w * ^
W T <* TO <* ftp? tf fe^R ^ ^ I ^ * Wf * ^TO W W T <fl W T <*ftp?tf
(ii) ^ ^ ^ ^ W ^ ^ ^ ^ f e ^ ^ M ^ ^ ^ ^ W R T C ^ ^ A t o H
i f ^ ^ ^ f ^ a ^ ^ ^ W r ^ ^ ^ ^ ^ w i f j ^ ^ ^ a ^ - j r a ^
(iii) * ^ w ^ ^ * f f ^ w w ^ ^ w I ^ M « f ^ w f ^ M ^ f e
(iv) ^ ^ ^ ^ f t ^ ^ ^ f t ^ ^ W ^ ^ ^ l M j ^ ^ ^ ^ ? ™
(v) J T ^ ^ t o i ^ f ^ / ^ ^ i r ^ f ^ ^
^ ^ ^ k *rc. ^ r (^%), 10TOT3k erM ^sr ^ R # ^ i w ^ ^ r ^Rfer^ *rc
1200^^^?TWSTKH'Hd^d^|||
(vi) M ^ ^ ^ ^ ^ ^ ^ w ^ M w ^ w ^ w ^ ^ ^ t i t w
^ ^ ^ O T ^ ^ f ^ f e f ^ ^ f ^ ^ ^ ^ ^ ^ f t ^ T i f f ^ ^ ^ ^
^ W « ^ ^ ? ^ W ? ^ O T ^ ^ a ^ ^ l ? T , ^ f ^ f l w ^
(vii) # . T T f W / ^ . a f r . ^ T T a r ^ f %
138# M ^ « ^ i f w f J i * n e r a » ? M w t f ^ ^ ^ ^
farm *l ^ ctr *nr arc* wm* ^r a ^ / f t ^ ^ST if to ^ *rc ^ w^ * an*
If the operators find that no railway servant has been deputed to pilot the tram. G.R. 4.44
shallbeobserved.
All the crossover points in the facing direction over which the machines shall proceed
shall beclampedandpadlocked. Onreachmgthe Station, Section Engineer mcharge will hand
over the special cautionoiderto the SM only when the last machme clears the block section. He
will also certify that the track is fit for train movement. Then only the station Master will close
thelmeandnormalworkingmayresume.
(11) Via the wrong direction:- Station Master will block back the section, take out the shunting
key in case of 'Daido' double line block instrument, issue special caution order indicating the
number of Track maintenance Machines, Station where they will return etc, which will be
signedby the operators andthenwillbehandedovertotheSectionEngineerinchajge along with
theshuntingKeyifany,SectionEngineerinchargewilltravelonthefirsttrackmachme.
The machines shall be piloted out of the station on written authority issued by the Station
Master after all the facing points have been correctly set and locked and trailing points correctly
setoverwhichthemachmes will pass.
On completion of the work the machines will be received by taking off reception signals.
Station pointsman should display green hand signal at the foot of first stop signal till the last
machine enters the station.
Section Engineer mcharge shall hand over the shunting key, if any, as well as the special
caution order to the Station Master on duty. Only when all the Track Maintenance Machines
have cleared the block section. He will also issue a certificate that the track is fit for tram
movement, and then only the Station Master will remove the block back.
S.R. 4.65/6. Precautions-
(i) The Section Engineer mcharge of the machine is responsible for the protection of the site of
work and also for protection of adjoining track in case of infringement, if any. He shall also be
responsible for safety oftrackafterthe working ofthemachine.
(n) TheStationMasteroneithersideshallmformalltheLevelcrossmgsequippedwithtelephones
falling this block section about the total number of track machines permitted to work in the
blocksectionunderexchangeofPnvatenumbers.
(in) Whilethetrackmachmesaremovmgmtheblocksectionmconvoyitwillbetheresponsibility
of the operators of their machines to remain at a minimum distance of 120 meters from each
other. However, while the working the minimum distance between two machine shall not be
lessthanSOmeters.
(iv) In course of working, when required to pass a manned or unmanned gate, each track machine
shall stop shortofthelevelcrossmgandpassonlyafterensunngthesafetyofthetrackmachme
andtheroad traffic.
(v) The Section Engineer mcharge shall always take four efficient flagmen equipped with banner
flags, ten detonators and red hand flags each, to protect the machines. One flagman shall
exhibit banner flag at a distance of 600 meters. On either side of the site of work and one
flagman showing a stop hand signal at a distance of 1200 meteres on either of the site of work.
(vi) Some machines tend to foul the adjacent lines, while working on double line sections or in the
yard. BRM may foul the adjacent line when stretching out its blades, if any part of a machine is
likely to foul the adjacent line while working, the Section Engineer mcharge shall request
station master in writting to block both the lines, and such work should only be undertaken, if
blocking both the lines has been permitted by the control and the station master and both the
lmeshavebeen protected.
(vii) In case of CSM/DUO or any other such machine where the operator is not in a position to get a
view of front directly, he shall ensure by deployment of his assistants in the front/rear cab that
any obstruction/infringement i.e. machine moving ahead of banner flag etc. is communicated
to him verbally or by display of Hand signal etc., so that movement of the machine may be
controlledaccordmgly.
138
^.Rf.4.65 / 7. ^ ^ ^ ^ T S T ^ M ^ t ^ t ^ ^ ^ W ^ -
(i) W r ^ ^ ^ ? T ^ ^ ^ ? ^ ^ ^ ^ O T ? ^ W ? ^ ^ f r T O ^ q w f ^
(ii) W ^ ^ W T ^ M ^ ^ H ^ W ^ ^ ^ f ^ ^ m *
(iii) ^ 3 R R g T 4 q R f ^ c I ^ ^ ^ I ^ ^ W ' l # ^ ^ ^ ^ e ^
Wti îfecT f^TT ^ T I^?M W ? ^ t ^ if ^ f f ^ i % T O ^ R ^R W ^ o^R <tfeTC cl«TT « c T

W ^ ^R <pfeTC ^ WWrt f^TT viTTW I
(iv) ^ ^ ^ ^ ^ f ^ ^ ^ R ^ ^ W ^ P H ^ d ^ | | f % H ^ H ^ ^ H f ^ ^ ^ ^ f ^ R
^ ^ cT^TT F=RfêsT ^ ^ ^T ^ ^ S ^ f ^ T f ^ T ^ ^ t f ^ ? R ^T ^R^f^ ^ ^F4^ ^ f ^ r W ^ T 5T^ ^TT f ^ f ^
^ ^ q ^ « f e WU <SR* ^ f ctrfacT ^ ^ffecT f^TT ^ T I ^ 1 M ^T ^ ^ W ? ^ f t ^f^TO

3Tf$RSTT i f ^ ^ ^ ^ ^ ^ f e ^ l R f ^ R T ^ ^ ^ R f ^ ^ R T ^ f ^ t R M ^ T l f T ^ I ^ R f
5 R M ^ ^ ^ ^ ^ ^ # ^ ^ ^ f ^ ^ W ^ ^ ^ ^ ^ % ^ ^ ^ c l R
^.Rf.4.65/8. W T ^ ^ ^ H H I ^ I ^ ^ ^ ; ^ ^ ; ^ ^ f ^ ^ ^ i f ^ i ^ R T r
^.Rf.4.65/9. ^Tf^tcMT^CTR-
(i) ^ ^ ^ i f W r ^ ^ ^ ^ ^ ^ ^ ^ l W r ^ R f ^ ^ f c ^ ^
(ii) ^R * #TCM if WTST *reto '*rcra irT wij eft JPTP& ^ ^RRR (WTST) OT *rcto ^r
^ m ^ <* *#? Fmzm ^ ^ R f w ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ W R I <* *#?
(iii) ^ ^ ^ ^ f M ^ i f ^ k ^ ^ ^ ^ l H M p H ^ 6 . 0 3 ^ ^ ^ I ^ P H ^ l ^ ^ ^ R ^ ^ ^ f t
^.Rf.4.65/10. E © " ^ ^ ^ ^ ^ ^ *TOT ^ ^ jJRT 3 I ^ f e r # f t xlTfltr ^ f a w f cWT 5f^RT

^^^15t%.^.qt%^t^yf^ff^t%^wt|
ST. M ?^RT CT2TT W T
4.66. f ^ R ^ ? ^ ^ ^ W ^ - f M ^ ^ ^ # ^ ^ ^ J r a W # f ^ ^ . ^ ? ^ ^ 3 r ^ ^ T ^ T
^.Rf.4.66/1.
fr) J^^^^^^^^^^^^^^T^î%g^^R^
(?j) f % # ^ ^ ^ i f ^ ^ f ^ ^ ^ q ^ ^ T ^ ^ ; ™ ^ ^ ^
osso
139
S.R. 4.65/7. Protection of track machines when stabled at station-

(0 The running and stabling of the track machines shall be arranged by the Station Master in
Consultation with the section controller. In case, the control is not working, the Station Master shall
consultthe Station Master of the adjoining stations.
(ii) TheTrackmachmeshallnormallybestabledonnon-runnmglme.
(iii) When the Track machine shall normally be stabled on a running line due to unavoidable
circumstances, the mechanical hand brakes shall be applied and machine shall be securely chained to the
rails m accordance with GR 5.23 and SRs thereunder. Lever Collars shall be used on concerned signal
levers and slide collar/Pins on the relevant slides in the office of the Station Master.
(iv) When the machine is stabled, the Operator shall ensure that it is berthed clear of fouling marks
and traps and without obstructing the adjacent line. He shall apply the brakes and skids to prevent
movement. The concerned points shall be set against the line on which the track machine is stabled and
such points shall be secured with clamps or bolts and cotters and pad locks. The keys of such pad locks
shallbe kept inthe personal custody ofSM until themachmeisreadyto leave fromsidmgorrunnmglme.
The machine operator shall not relinquish charge until he has satisfied himself that the machine has been
properly secured and protected as prescribed.
S.R.4.65/8.TheTrackMachmeshallnotmoveintoormside the Traffic Yard without the permission of the
Station Master on Shunting order. No shunting of goods/passenger stock shall be permitted on the line
where track maintenance machines are stabled nor shunting should be performed with the machines
attached.
S.R. 4.65/9. Failures andAccidents-

(i) Failures in Block sections of the Track Machine will be treated as accident. Accidents involving
track machines shall be treated as tram accidents under the appropriate class and action should be taken as
pertherules in force.
(n) In the case of failure of Track Machine in block section the Section Engineer mcharge 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 Control
through portabletelephoneaskingforalightengmetotowtheumt.
(in)IntheeventofbrakedownthemachinesshallbeprotectedasperG.R.6.03andS.Rtheirunder
S.R.4.65/10. Speed - Maximum permissible speed should be as approved by CRS on points & crossings,
thespeedshallhowever.berestrictedtol5KMPH
1. 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.
S.R. 4.66/1.
(a) Engines belonging to private firms shall not be run with their own wheels over this Railway,
unless specially authorised by the Chief Operations Manager.
(b) Beforebeingattachedtoatrain,mustbeexaminedandissuedafitcertificatebythenearestLoco
Foreman, which will be attached to the Wagon way Bill and a Assistant Loco Pilot must be on
the foot-plate.
139
3T^FT-5 ^HPmui^T^f^R
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^ST^RRI
(2) R^?R R R R RT ^ # R fR Ref RRR>T. RIR. RR4R (c^RcT RTRRT) R R R 3 ^ ^ £

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(3) ^ ^ H R ^ ^ ^ ^ # f ^ ^ f ^ ^ ^ t f % ^ ^ ^ ^ T ^ ^ T ^ ^ ^ R y ^ ( e r F l )
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RR.5.01/1. R ^ R R ^ ^ ^ R ^ R R R R R R R ^ R R R R R ^ R ^ R R R R ^ R i R
jrafacT RRT? R ^ R ^ R RRRft ^ R Rff R R t R R T R R R R R I R , ?ff%R RT R ^ R 3TO » W RR,
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RR.5.01/2. ^ ^ H T O # t , I W t , ^ T O , > I , ^ ^ , W ^ ^ ^ ^
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RR.5.01/4. RRRRRRR.R^Rf^.^.^RTqRRR-
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140
CHAPTER-V CONTROL AND WORKING STATIONS
CHAPTER-V
CONTROL AND WORKING OF STATIONS
5.01. Responsibility of the Station Master for working-

(1) The Station Master shall be responsible for the efficient discharge of the duties
devolving upon the staff employed, either permanently or temporarily, under his orders
at the station or within the station limits and such staff shall be subject to his authority
and direction in the working of the station.
(2) The Station Master shall see that all signals, points, gates of level crossings and the whole
machinery of his station are in proper working order and shall immediately report all
defects therein to the proper authority.
(3) The Station Master shall also the responsible to see that the working of the station is
carried out in strict accordance with the rules and regulations for the time being in force.
(4) No person other than the Station Master shall ask for or give Line Clear, or give authority
to proceed.
S.R. 5.01/1. The Station Master mcharge shall maintain Ms station with the appropriate standard and
check that the staff are dressed in clean uniform in accordance with the extant rules, and that signal lamp,
flags andotherequipmentare in proper order.
S.R. 5.01/2. The Station Master will inspect the station fortnightly, which must include the inspection of
cabins, signals, level crossing gates, lamps, weighing machines, goods and station yard and vehicles
standmgtherem. The Yard Master will perform similar duties in the areaunderhis charge.
S.R. 5.01/3. The Station Master must also see that goods, parcels and other material must not be left
scattered on the platform. Packages to be loaded should be neatly stacked at a safe distance from the edge
oftheplatform.
S.R.5.01/4.BlockInstruments.PanelandRouteRela V Interlockm g Qneration-

(a) No person is permitted to operate block instruments, Panel and Route Relay Installations
unless he is in possession of the prescribed certificate of competency and has been detailed for
the specific work. Station Masters on duty, and Cabin Master in independent charge of Block
cabins and stations and who are in possession of certificates of competency are authorised to
operateBlocklnstruments.
(b) If staff have been working for a year or more at stations where they are not required to operate
block instruments, are posted to stations where they are required to operate Block Instruments
orwhen they are required to operate new type of Block Instruments, they shall be tested locally
by the Assistant Operations Manager and Assistant Divisional Signal & Telecommunications
Engineer in the manipulation of Block Instruments and a fresh certificate of competency shall
be issued.
(c) No member of the station staff, particularly in the charge of points & signals or shunting, shall
leave his duty without being relieved by some competent person. The Pointsman and
Signalman shall remain on duty, if line clear is given for a tram, until that tram has been
received andthe conditions for granting permission to approach have been restored.
140
*vm-5 ^HPHûi^T^f^re
5.02. Pwti ^ t nfiri? * T T <RJT 3R*T ^RnîY ^ T form JH vfrn -

^ ^ W * «5t W ^ * R T S^TT ft, : -
(*) ^ T ^ S f ^ T ^ T * ^ êT ^ «5t. frRfr f^RPT 2.01 «# 3RRTR v R R * R Y * SlfepiRr
3 R ^ ^ t ^ * f a «ft ^ f t xJTfelJ. ftcT ^ t I
5.03. 3TT*nf ^ W ^ 3 f h W - cTSTT E ^ P n i ^ T T - ? £ ? R W ? W frfrlT % ^ STT^T 3lfr
5.04. R f W ^ f l R -
(1) ^ ^ H R ^ . ^ ^ ^ ^ ^ ^ ^ f t n r ^ ^ f l R t ^ ^ ^ ^ F T ^ ^ ^ ^ f ^ T R ^ -
* ^ t f a f f tft ^ « T R ^ ^ * T T 3 l k <RT RRcT 3 T W W T R ^R^TT ft> 3 3PRT ^ f a i ^T
iTTeR ^ <HT tf ^ T £ I I R ^nfrnffcff *R S T R ^ Tpffcp»r «# ftn? ^ ? P T *TFRR
R^TeT «*fctf H cRRTR ^ T R I T ^ I
(2) ^ R w ? w ^ r f ^ ^ ^ f % f ^ f ^ ^ ^ . f ^ w # ^
sR^rftî^^ftl
^.R.5.04/1. ^ R W ?CTRT:aPR aT^JR 4>4*llR4l 3 f^RPT w f t cCT ^ R ^ T ^ f / ^ e f f 3 IRRT
5.05. «5tfai tf xrtaT tft ftqfcf - ^ ? P T W * 3 F R 3TT*nY * 3f^T ^ f ^ R ^ ^ T R t f «fi
5.06.^?R?raTcRR*R-
(i) * T R ^ ^ # f ^ ? m T R n T f ^ ^ ^ # W ^ ^ R t f #
(ii) ^ ^ ^T^TeR R * R Y ^ t ^ UK *TT v R ^ 3 T R ^ vJ^T ^ f ^ #f^" 3^ ^ q ^ f
^R.5.06/1. ^ ^ ^ M ^ ^ f ^ ^ ^ f ^ ^ ^ ^ f ^ ^ t i ; ^ ^ ^ ^ ^ ^ ^ ^ ^ ^
^Rl ^ ^ 3 # W W *eT M ^ 3?R Wrt <JR. 4 e T ^ R ^ M ^ P <tf f^TT W 11 ^ H ^m^
ftW S^m^ ^ R T <* f ^ ^R. ^ ^ q f ^ ^ M ^ ^ ^R. ^ ^ R R R ^ Ttf ^ ^ R R ^ R 3 R ^RT
^.Rf.5.06/2. ^^^MHR^â^K^HI.qRgftf^^^Rr^R^:-
(^)(i) ^ f ^ W ^ T r f ^ T ^ g ^ ^ 3 ^ ^ f ^ W ^ ftR^ ^ ^ ^
^m^ RW^f 3fR T R ^ ^ f e w f <* ^ ^ T ^ ^ T S T f ^ , ^RT ^T ^ R ^ ? R ^ ^ W ^ T ^ ^R offxf ^fRRR
^ R ^ ^ ^ R ^ f ^ ^ ^ ^ ^ ^ ^ ^ f i ^ ^ ^ ^ ^ ^ g ^ T T f ^ ^ M ^ ^ ^ T R R ^ ^ f
(ii) A^^SM. ( ^ ^ ^ ^ f ^ ) ^ ^ T r a ^ R m ^ ^ w ^ t 3 i R ^ ^ ^ f ^ ^ ^
f^âfRa^^^^^^^T^^^f^^^^w^f^^â^
141
5.02. Supply of copies of rules and distribution or exhibition of other documents-

TheStationMastershallsee-
(a) that every railway servant subordinate to him who should be supplied with a copy of
authorised translation of these rules under Rule 2.01 duly receives the same;
(b) that the Working Time Table in force together with all correction slips and appendices, if
any working rules and instructions, and other notices having reference to the working of
the line, are properly distributed or exhibited in such manner as may be prescribed under
speciallnstructions;
(c) that both the sheet time table and fare lists are correctly exhibited at the station if it is
open for the booking of traffic and
(d) that copies of the Act, and the Goods and Coaching Tariffs are available for inspection by
thepublic.
5.03. Obedience to orders and keeping of books and returns The station Master shall see that all
orders and instructions are duly conveyed to the staff concerned and are properly carried out, and
that all books and returns are regularly written up and neatly kept.
5.04. Signal Cabins

(1) The Station Master shall make himself throughly acquainted with the duties of the staff
employed in the signal cabins, if any, at his station and shall satisfy himself that they
perform their duties correctly, and in order to maintain an effective supervision over the
said staff, frequently visit the signal cabins.
(2) The Station Master shall ensure that the prescribed equipment is readily available in
signal cabins and maintained in good working order.
(3) Signal cabins shall kept neat and clean and no unauthorised person shall be permitted to
enter such cabins.
S.R.5.04/1. TheStationMastershallfrequentlytestandcounselthestaffunderWmmtheknowledgeof
rules including the method of using lever collars, ferrules and conducting shunting in a safe manner.
5.05. Report of neglect of duty - The Station Master shall report, without delay, to his superiors, all
neglect of duty on the part of any railway servant who is under his orders.
5.06. Station Working Rules-

(i) In addition to the General Rules for Indian Railways and Subsidiary Rules of a Railway,
each station shall be provided with Station Working Rules applicable to the station,
issued under special instructions.
(ii) A copy of the Station Working Rules or relevant extracts thereof shall be kept at cabins
and level crossings concerned
S.R. 5.06/1. The Divisional Railway Managers are the authorised Officers for the purpose of this Rule.
Power to issue working instructions are delegated to the Divisional Railway Managers within their own
divisions and to their Sr. Divisional Operations Manager. Station Working Rules shall be framed jointly
by the Sr. DOM and Sr. DSTE for interlocked stations and by the Sr. DOM for non-interlocked station.
S.R.5.06/2. PrenarationRevisionandlssueofStationWorkingRules-
(a) (i) Sr. DOM and Sr. DSTE will have the SWR and correction slips there to of all stations
carefully checked on the spot, to see that they are correct and complete in all respects
before they are finally signed, issued and brought in to force. The COM and the CSTE
maybe approached for any advice, if necessary.
(n) TWR is a part of station working and this should be signed Jointly by Sr. DOM, Sr.
DEE/TRD
(b) If the Working Rules and instructions to be issued for regulating safe working of traffic, in
and between stations and in yards, involve matters, in which General Rules, require either
issue of 'Approved Special Instructions, or exemption from a rule, Divisional Railway
ManagershalltakepermissionwiththeCommissionerofRailwa y Safery,ifrequired.
141
*vm-5 ^Hlîcrcr^^hfirR
fr)
ww % % q f e ^ ^ ^ ^wra^f^ t eft ^ R ^ ^ f^R ^ VJTF& f^jT ^ R T *n%ji
^m^ ftm ^ : ^ t f^JT ^RT ^ |
5.07. SRR(wf)-
(0
R ^ r 3T3*nY ^RT ftofRcr w r f (nn4) H t^m f t * j ^ STR VR *R ^ ? P T ^ giR
(*enq) enn* *mpft i
(ii) *TR ftRft ^ R » R ¥ T m f ^ c T W f3TT * R R ( w f ) v R c W ^ f t cR 3TSRT 3IHRlR.fr

i T R R ^ f ^ - tf. S f R T f ^ v R R «# eft? TR. ^ ^ P d R s R I TOT ( w f ) frRT *R R ^ R c f
TOT ^ t ^ f t ^ l M . ^TR> ft*TT W W 3TR ^ ? R ^ t H vRR^ «J>TCTY ^ T * e * N r
f%*TT^TT|
qf^TTcR W T f ^ T *TRcft?T fraf *R H M ^ I X " !
a>.*\ f^RUT Wf ^R
1 ftPFTeT TR ^ ^ R f^TFT fttfuR/*PltuR tft ^RT c V 351(1^ V* ^)

2 *<RR ftnnraT «st w ^ t f * ftR arfim UTI^R ^/369(1)
3 l*HHdl ^T *sRR W -3TFT- R3.TR ^ W ^ R ^ yTTSPPTC cit/369 (3*)
4 ?RRRT3TR?T cV409
5 ?RRRT 3TR?T ^ W ^ f cfr/X? 409
6 ?RRRT 3TR?T SR.WR* c ^ / ^ 409
7 TT^t *R>SRT ^ R T / R < T R i cV431
8 S P J ^ R a i ? r TR ^ ^ JPT U T T ^ R c^/509
9 ftPFTeT ^f%H ^TIR * B W R ^ F T ^ f^R H T f ^ R e/511
10 * R J ! ^ TR^TFT RFT^f qicft ^TIR 3 H^TR ^ T ^ f^R H T f ^ R cft/512
11 ftR ^ ^r^ ^ ^ H ^ T ^ T^ J R / ^ ^ R £ n 3RSTR <& A 602
STf^R
12 ^ / * 602
a r a w TOT ^ R * fcpj ¥Tf^R
13 ^ t empT # T ? R TR ^ f * x j R ^ R W *PT i t t «# ^ T R ^ t ^ / ^ 602
14 ^ ^ t eTT^T TR 3 R S ^ ^ ^ eTT^T ^ T e R # ftn? ^Tf^R # M 602

15 ^ / ^ 602
^ ^^R # ftR eTT^T fteRR ^ ^ . ^T^T fteRR TJWTO ^ ? T
16 ^ T c f eTT^T fteRR ^ ? T ^ / V P 602
17 ^ T c f eTT^T fteRR ftffcc (SPT) ^ / « f t 602
18 ^ T c f eTT^T fteRR fef^C (^T^T) ^ / ^ 602
19 ^T^fR # ^ R Y tf ^ ^ W ^ R ^T. HTM ^ ^ ifat cVarn^ 602
20 4fcT ^ ^ ? R ^ 3FT^ ^ ^ ? R c R y ? ^ R ^ T ^ t # R R f t f % ^ ^ ^ ^t/609
ÎR ^ 3 R ^ T f ^ ^ w W ^ e l W TTTW ^ ^ ^ I R
142
(c) TheSWRsshoiddbereviewedoiiceineveryfiveyear.Incasetheviewbringsoutthenecessily
of carrymg out changes, the S WRs should be reissued. In the event of more than five correction
slrps having to be issued, the S WRs should be reissued without waiting for periodical review
5.07. Forms -
(i) All messages and written authorities mentioned in these rules shall be prepared on
prescribed forms laid down in these rules or prescribed under special instructions and
shall be stamped with the station stamp.
(ii) If the authorised printed form is not available for any reason or in exceptional
circumstances a manuscript form containing all the particulars as contained in the
prescribed form is issued as an emergency measure, reasons therefore shall be recorded
in the station diary.
Standardization of operating Forms on Indian Railways.
S.N. Description Form No.

1. Signal & Telecommunication disconnection/Reconnectionnotice. T/351(S&T)
2. Advance Authority to pass defective signals. T/369(l)
3. Authority to pass signals in 'ON' or defective position. T/369(3b)
4. Caution order. T/409
5. "NIL" Caution order. T/A409
6. Reminder caution order. T/B409
7. Train Examination Advice/Report. T/431
8. Authority to receive a train on an obstructed line. T/509
9. Authority to start from a Non signalled line. T/511
10. Authority to start from a line with common starter signal. T/512
11. Authority to proceed for Relief Engine/Train into an occupied Block T/A602
Section.
12. Authority for Opening Communication during total interruption of T/B602
communication on single line Section.
13. Authority for Working of Trains during Total Interruption of T/C602
Communication on Single line Section.
14. Authority for Temporary Single Line Working on Double Line Section. T/D602
15. Line clear Inquiry Message asking Line Clear for Despatch oftrains during T/E602
Total Failure of Communication on Single line Section.
16. Conditional Line Clear Message. T/F602
17. Conditional Line Clear Ticket (Up) T/G602
18. Conditional Line Clear Ticket (Down) T/H602
19. Message on Restoration T/I602
20. Written Permission by Guard to Loco Pilot to Proceed to next Station from T/609
section.
142
3T^FT-5 ^HpHûiTreT^f^re
21. ?ff^3TT^T a/806

22. a / T J 912
23. W^RT ^ f ^ T ^ f «br H flRT M I R ft^R IRarFT H T f ^ R € t / 4 t 912
24. < V # 912

n^TFTinf^R
25. a / ^ t 912
H^TFT ^ ftp? U T t o R
26. r f TT^t 3TTWT ?ftPRR a/1410
27. M I R ft^R 1 W ^ ^ R *f*?T (TT^ H^TFT ^ ^ T ) a / T J 1425
28. MIR ft^R 1 W ^ ^ R *f*?T (TT^ 3TTWT ^?FT) a / a 1425
29. * R MIR f^MR ft^ (3PT) a / a 1425
30. * R MIR f^MR ft^ (^T^T) ^\/^\ 1425
31. Ma/£TM/3fr.^.lf. ^ ^Tcft ^FTT a/1518
32. ^te? ^Tcft srprr ^ a/1525
33. EKW)<KH a f ^ n r s *Mt-^ffcWfop ^rnr RPFra STR/^-RR f^rfa * a / 9 0 1 (4)
34. faw ^ r M^T <R ^ t ^ * ftrc yrf^rc - a/510
5.08. ^ R 3 R cPS W ^ cTSTT ^ *^TcR - ft*ft *ft S R f ^ c T ^ T «5t f^FRclY. «pref.
^R.5.08/1. ( ^ ^ C T F ^ ^ ^ ^ ^ f ^ ^ ^ l ^ ^ r i ^ R ^ f ^ g ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ . ^ H ^ H
^ ^ ^ ^ / ^ ^ ^ / ^ ^ ^ f e r ^ ^ ^ C T ^ ^ ^ i R d ^ d i ^ ^ ^ ^ ^ ^ f f ^ n ^ ^ i ^ f ^ q
^T T^f> 3TOTC W i f e 3TTW ^ M 3 JfM&cT ^ ? H HI^T ^fsR ^£?R H l ^ l ' 3ffc ^fsR *TR^ £RT ^T
RMIJ <^»I w f^r^ ( $ ^ w ^ t e R ) <a a ^ a i
5.09. araên^TTRTn^^ni^r-
(1) f ^ 3 T ^ W T ^ ^ ^ 3 R ? T ^ f ^ ^ ? R W ? : -
( ^ ) W ^ R f ^ c T *P**TT ft> *TT<ft * * * * T *>T R O T ^ R ^Tc* ftPRcT *TT ftPRelY «5t

'afPir^ftniTWlJ.iRTT
(T) W ^ r f ^ ^ ^ f a f ^ ^ ^ ^ ^ W I ^ t . ^ ^ ^ ^ ^ ^
f^TT w t ate * ™ (tfftnr) ^tef *R men CRT fan w 11
eTT^T TR f^TT ^ T WcTT t . 3f2lRf : 1
( * ) ^ T ^ êTRT (^Tftf^ 3 f R ) ftPReT eRT t ^ f ^ 'afhT ^ # ef^t TO^ ^ ^
^ t ^ c f t i ^ T T R ^ ^ (*eiq) ftPReT ' 3 f f ^ R ^ T ^ W ^ R «* ftn? m f ^ c T ^ R T : ^TT

(T) '3fR- ferf^r ^ *nftor ftFRer ^ f ^ ^ ' ^ w ^ R # ftn? ert^f w r a ^ ^
^ t ^ TTReTcr ^ # ^ ftFRefr- ^ *TR ^ m p n I
143
21. Shunting Order. T/806

22. Authority to pass Automatic/Semi Automatic/Manually T/A912
Operated/Gate Signals.
23. Authority to proceed without line clear on Automatic Block T/B912
Signalling Territory.
24. Authority to proceed for Relief Engine/Train into an Automatic T/C 912
Block Signalling Section.
25. Authority to proceed on Automatic Block System during prolong T/D912
failure of signals.
26. Train intact Arrival Register. T/1410
27. Line Clear Enquiry & Reply Message (Train Despatching Station) T/A1425
28. Line Clear Enquiry & Reply Message (Train Receiving Station) T/B 1425
29. Paper Line Clear Ticket (UP) T/C 1425
30. Paper Line Clear Ticket (DN) T/D1425
31. Trolley/Lorry/OHE Ladder Trolley Notice. T/1518
32. Motor Trolley Permit T/ 1525
33. Authority to pass mid-section modified semi-automatic stop signal T/901(4)
in on/defective position.
34. Authority to receive a train on a non-signalled line T/510
5.08. Access to and operation of equipment-No unauthprised person shall be permitted to have
access to or operate signals, poinds electrical Block Instruments and electrical communication
instruments or any other appliances connected with working of the Railway.
S.R.5.08/l.( 1 )Fortheoperat 1 onofSection or Isolator Switches in emergencies, every Station Master and
Cabin Master shall be trained in the operation of these switches. They shall open or close such switches
whencalledupontodosobytheTractionPowerController.
(ii) No switch affecting the feed to mam running line or loop line (s) shall be closed or opened
without the previous consent of the Traction Power Controller. An exception to this rule is that these
switches may be opened in times of emergency by trained Station Master/Cabin Master. All operation of
sectionorisolatingswitchesshallbereportedtotheTractionPowerControllerineverycase.
5.09. Reception of a train on an obstructed line-

CD In case of reception of a train on an obstructed line, the Station Master shall.
(a) whenever possible, intimate the Loco Pilot through the Station Master of the Station
in rear that the train is to be received on an obstructed line;
(b) ensure that the signal or signals controlling the reception of the train are not taken
'Off and
(c) ensure that all the points over which the train has to pass are correctly set and the
facing points locked
(2) After the train has been brought to a stand at the relevant stop signal, it may be received
on the obstructed line by
(a) authorising the Loco Pilot to pass the stop signal at 'on' by taking 'off the Calling-on
signal, where provided or
(b) authorising the Loco Pilot on the signal post telephone, where provided, to pass the
Stop signal at'on', in accordance with special instruction or,
(c) authorising the Loco Pilot to pass the relevant signal or signals at 'on' through a
written authority to be delivered by competent railway servant who shall pilot the
train past such signal or signals.
143
3T*TRT-5 ^ H P m u i ^ T ^ f ^ R
(3) rt?l eTT^T m c* ^ t ^Tc* ? T T O ( t f f t p i ) ^ T R ^ t ^ t c r a c r a ^ W ^TR^TT

^ ^ f ^ ^ ^ ^ r a ^ ^ ^ ^ f ^ t ^ f W r ^ ^ ^ f ^ w T i
(4) Sra^T # ^ P T ^ ^ T ^ ^ T 4 5 ^ ^ ^ ^ t ^ ^ ^ (^pj)£ * ftpReT ft*IRT
(5) c l t ^ t qTÎere ^ t «5T ^ cRtf 3PR R T O * ^ * T T 3 l f t ^ ftRft *ft 3RRT£T * W^T

^ J R ^ f ^ ^ T R ^ I
^.R.5.09/1. * ^ ^ ^ ^ W ^ ^ # ^ % M ^ ^ t « ^ ^ ^ ^ ^ f t ^
^ / S O g ^ ^ ^ ^ w f ^ ^ ^ ^ ^ ^ ^ W ^ S ^ f t ^ ^ ^ ^ ^ ^ t
5.io. R i i M d ^ d d i ^ T R ^ t ^ n ^ r : -
(1) ^ ra*ft s n w R*rfir 3 ^ ^ t r a * f t M w T * R f t R T ^ R T s n ^ r a i t ^TKTT t
(*) ^ W T ^ ( ^ ) f % W T R ^ ^ R ^ W # .
(S) f ^ W T ^ ^ ^ ^ t ^ ^ W ( s ^ ) ^ " ^ ^ ^ ^ ^ ^ W f
^ t ^T *TST iHT 3Ptfi*RT 1 ^TcfT t I
(T) W ^ f d . f ^ T R ^ T n ^ w i t ^ l ^ ^ ^ T R ^ ^ f ^ j t a i ^ ^ w O ^ f t n r )
^ f e f TR cTTeTT eRT f^TT W £ cTSTT
(2) c l t ^ t W r e Rf*RcT * f o r eTT^ TR U*?T * ^ * P W ^ R ^ T T * 3TR ^ ^ T 3 l f t f % #

3RRTST * W ^ ^ t ^ t ^ J R «# ftnj 3*TR *#*TT I
^ . R . 5.10/1 ^ f ^ ^ ( l ) ( ^ ) ^ f ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ T R T ^ ^ f ^ ^ ^ ^ f M ^ M ^ R
cfr/510 1?RT|
5.11. R i i M d ^ d d i ^ ^ ^ t ^ r y ^ T M -
(1) ^ ^ t ^ t ^ # eTT^T ^ H W M TOT t frRrf 3RSTR ( * e i # l ) ftr*Rcr ^ f eRT t eft
^ ^ q T W ^ ^ ^ T ^ ^ e r R # f ^ f M ^ 3 R ^ r ^ t ^ p f t |
i^RT W T gfrst q R e r e «st ^ f ftfrafa-T) m f ^ R Ri<ll midl t . ^Tgf M 3R*TR 3TRg?ra
(2) ^ t ^ ( i ) t f f t f ^ f t r t ^ 3 i ^ ^ ( £ f r i ^
^.R.5.11/1. ^ ^ ^ f ^ M ^ ^ O T M ^ f ^ I ^ f ^ T O ^ ^ t c T T ' ' W T H

HTtoR" * ^ ^ f^fRcT W ^ (a/511) ^R M ^ R ^ f^TT ^RRTI
5.12. ^TPif^yW^^^MdcllenerT^T^^t^TÎR-
(1) * f t ft*lt TRft «5t eTT^TT * f ^ t t ^ ^ ^t ^ eTT^T * 3R3TR TOT t f ^ r a T
* p t f ^ 3RSTR Rf^TeT t eft cfrat m^fZ «pt ^f^TeR TRjfr * SfT^T 3R3TR m f c ^ R
£ S T ^ R T . TRSTR ^ t fafocT 3R*TR *ft «ft * m p f t I
(2) ^Tf^pr ( 1 ) * ftfê fefecr SR^TR ate * W M mfSraR era era ^ f f^rr w w ^ra
^ ^ T * ^ T R «# ftnj * r i t ^ r e f * t ^ ^ f ^ f^rr W T ate ? P W (*ftnr)
^f^t^^TerT^feRTf^rr^TdTI
5.13. l i K ^ ^ M -
(3) ^ era t% tM^r arafctf ^RT srârr yTf^racr ^ f wi f&u t . ?ff^r # ^ T R ^ t ^t

^T% 15 raciMcR nf% ^ ^ srfSra ^ f BWT I
144
(3) The train shall be brought to a stand at the facing points leading to the reception line until
hand signalled forward by a competent railway servant.
(4) A Stop hand signal shall be exhibited at a distance of not less than 45 meters from the
point of obstruction to indicate to the Loco Pilot as to where the train shall be brought to a stand.
(5) The Loco Pilot shall keep his train well under his control and be prepared to stop short of
any obstruction.
S.R.5.09/1. Iftheblockisclearedaâl^coPilothasbeenadvisedthatMstrainwillbereceivedon
a blocked line the Station Master may receive the tram on signals, in such case he shall issue a written
Memo instead of issuing Form T/509 to the Loco Pilot informing the Loco Pilot that the tram is being
receivedonsignalsastheblockhasbeencleared.
5.10. Reception of a train on a non-signalled line-

(1) Should it be necessary, in an emergency, to receive a train on a line which is not signalled
for reception, the Station Master shall ensure that:
(a) the train is brought to a stand at the first Stop signal;
b the line on which it is intended to receive the train is clear upto the trailing points
or upto the place at which the train is required to come to a stand;
(c) all the points over which the train has to pass are correctly set and facing points
locked; and
(d) the Loco Pilot is authorised to pass the approach Stop signal at 'on' through a
written authority to be delivered by a competent railway servant who shall pilot
the train on to the non-signalled line.
(2) The Loco Pilot, while entering a non-signalled line, shall proceed cautiously and be
prepared to stop short of any obstruction.
S.R. 5.10/1 The written authority as referred to sub-rule (1) (d). delivered by a competent Railway
ServanttotheLocoPilot,shallbeT/510.
5.11. Departure of a train from a non-signalled line-

(1) In the event of a train having to be started from a line not provided with a Starter signal,
the Loco Pilot shall be given a written permission to start;
Provided that such permission may be dispensed with where a tangible authority to
proceed is given to the Loco Pilot.
(2) The written permission or the tangible authority to proceed referred to in sub-rule (1)
shall not be given unless all the points for the departure of the train have been set and the
facing points locked.
S.R 5.11/1. In case of a tram having to be started from a line not provided with a Starter signal, an
authorityontheprescribedformT/Sllshallbegivenmadditiontothe'Authoritytoproceed'.
5.12. Departure of a train from a line provided with a common departure signal-
(1) In the event of a train having to be started from a line out of a group of lines provided with
a common departure signal! the Loco Pilot shall be given a written permission to start in
addition to the authority to proceed under the system of working.
(2) The written permission and the authority to proceed referred to in sub-rule (1) shall not
be given unless all the points for the departure of the train have been set and facing points
locked.
5.13. Control of shunting:

(1) Shunting operation shall be controlled by fixed signals or hand signals or by verbal
directions.
(2) The Loco Pilot shall not, however, depend entirely on signals and shall always be vigilant
andcautious.
(3) The Speed during shunting operations shall not exceed 15 kilometers an hour unless
otherwise authorised by special instructions.
144
3^-5 ^Hftûicrar^^hfirR
^.R5.i3/i.3igirH^ra3-
(*) fotf a « <* ?ffiR ^ R T O ^ ^ f e f l ^ ^ r f ^ ^ R ^ T t o w r r m^ ^TR
(ST) ^ff^T W& ^ ^ T O ^ ^ ^ ^ t m ^ ^ T ^ T a / 8 0 6 vflTft f ^ I T ^RRT I ^ H HI«W ^ t / 8 0 6
^ ^ ^ ^ ^ M H p ^ m d ^ ^ / s o e ^ ^ a r r ^ ^ ^ ^ i
(iT) ?ffiR * ^TR ^ T TO^ W R fflTOT ^ 3 R W ^ (flT.fr5.13 * 3^flR) cRT cR> ^
^r ^sr^r if ?RT t, ^ / s o e ^ 3 T P ™ ^ t n p * T j r a > r c * w t f * r c ^ M w ? / ^

w ? * JJRT ftrfacr ^ ^r%^ ^ ^ ^ w e f f arr^r if ftrfacr frM * S R ^ R w f f^rr
^RRTI
(s.) ^ ? « ^ w i ^ ^ ^ ( ^ ^ w / w ? ) ^ f ^ ^
arr^r ^R ^ T <*OTRT^ ^r ^ ^ if s f f ^ <ztf ftm ^ R R T i ara^r ^ H * W r if ^ T
TRT^ fa^TR #T * M T 3TRR^ * c t f ^ ^ I W T ^ S M fl^R, ^ R K*K ^T ?ffiR
^ jmrJr ^r ^ r R^r if f^rr ^RRT I ^TRT ^ T ^r tfrr ^r ^ R ^ tffiR ^ T R ' * ^
* ^ R T ^RT ÎRRT jrffcffecT ^ I ?ffiR * ^TRR ^ T%# f%TO ^ '3TR' f^TT% if ^R
^^^cft^^^Rifa/soe^Pîîîii
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f%.^.^.^fri
ftra>. ^ r feFT. w r ^ r r ^ a r a S R T ^ w ^ ( ^ T c f t ^ ^ ) ^ ? t f ^ ^ ^ ^ ^ ^ ^ ^
(51) ^ ^ ^ ^ ^ ^ ^ H f l ^ H i f ^ t f ^ ^ W ^ ^ t ^ ^ f ^ ^ t ^ f ^ ^ , ^ ^ ^
3Tk ^T^t R R ^ '3Mft8Tt%if R^ ^ ^f I ^ f ^ t ^ T ^ ^ f ttft $ ^ ^ TR, ^ R ^T
f%qdi^f>d^^f^Trwî
(5) ^ f l t f l f l ^ ^ ^ - ^ ^ c T ^ ^ ^ i f ^ ^ ^ l ^ ^ ^ T T f l ^
^ eTTFtf cR> #%T R^ ^RT I q ^ P W ^ <*T ^ft ^ f ^ T if W ^T^ t. W ^ ^ R^ f ^ f t
^ ^rr^t ^r mw ^m ^ ^ STR stfM\ w f f ^ ^ f M if ^ eRT ^ ^ T R ^ # r
fenroft - S f f l * ^ * ^ T t f r R f ^ frq ^ . R . 8.05, 8.06, 8.08, 8.09, 8.10, 8.11, 8.12, 8.13 3TR 8.15
^ R |
145
S.R.5.13/1. Shunting Operations -

(a) No shunting operations, which may foul or extend on to any of the running lines of a station
mustbepermitted,unlesstherelevantapproachsignals applicable to those tines areat danger.
(b) Shunting order (T/806) shall be given when shunting is required to be done on a tram. The
Station Master shall issue form (T/806) which shall be signed by the Guard and the Loco Pilot
of the Tram. How ever for attaching and detaching of Loco for change of traction or for change
of Loco or reversal, where such movements are of regular nature, T/806 is not required to be
given.
(c) During shunting operations, a Loco Pilot is not to act on the fixed signals (as GR 5.13) until he
has received ahand signal exhibited by the shunting staff.
(d) In Coaching or Goods yard, where shunting is of regular nature and shunting done by shunter,
supervised by yard shunting staff, T/806 is not required to be given. At such places, the
instructions can be issued by the SM/YM in writing or such instruction can be given orally as
specifiedintheSWRofthe station.
(e) At stations where shunting staff (Shunting Jamadar/Master) is not provided, shunting
operation shall be conducted under the written order of the station Master and supervised by
the Guard-m-charge of the tram. In case of light engine the Loco Pilot himself be extra vigilant,
being responsible. TTM & Tower wagon's shunting will be supervised by their Supervisors.
Supervision of shunting of passenger trains should not vest with an official below the rank of a
Shunting Jamadar. During Shunting if it is required to pass any stop signal in 'ON' position, it
shouldbementionedmFormT/806.
(f) When hand signals are used, only RED and GREEN Flags or lights must be shown (as GR.
3.56).ALocoPilotdurmgshuntmgoperationswillnotmovehisengme,if signalled to dosoby
aWhiteLight.
(g) Shunting supervision includes assurance that the points are correctly set and locked (as per
rules) that correct hand signals are shown to the Loco Pilot the correct vehicle is attached or
detachedandsequenceofmarshallingandthe safety rules areobserved
(h) When shunting to be done for attaching or detaching any vehicles or when and engine is to be
coupled to a tram, engine/vehicle must first be brought to stop 20 Mtrs away from tram and
thenproceedverycautiouslyforbemgattachedtothetram.
(i) The speed during shunting operations shall not exceed 15 Kilometers per hour except during
shunting of vehicle containing passengers live stock, explosive, dangerous, inflammable
goods and tank wagons when it shall not exceed 10 kilometers per hour. In case of sick, spring
broken, hot axle or other unfit vehicle whether they are located or empty, Shunting should be
performed with the walking speed only.
0) At a class 'B' station shunting may be performed within the station section, provided the
respective Outer (if any) and Home signals are maintained in the 'On' position. At a class 'B'
Station on the signal line, shunting may be earned on between the first Stop signals, without
'blockmgback'thelme,provided'LmeClearhasnotbeengivenforatram to approach.
(k) Shunting during stormy weather- When shunting has to be done in stormy weather, it must be
confined to as few lines as possible. Each vehicle placed on a siding must be coupled to any
other already there and brakes put down. When shunting on any one siding'is finished, the
vehiclesmustbecoupledupandthe end vehicle spragedor chained.
(I) Shunting Order shall only Indicate the Work, to be done. The System of movement would
adoptedasperlaiddownrulesofG&SRandSWR.
Note : For other Rules on shunting, see General & Subsidiary Rule No. 8.05, 8.06, 8.08,
8.09,8.10,8.11,8.12,8.13 & 8.15.
145
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146
5.14. Responsibility for shunting- The Station Master shall see that the shunting of train or
vehicle is carried on only at such times and in such manner as will not involve danger.
S.R. 5.14/l.(a) It is responsibility of the Shunting Supervisor to acquaint himself with shunting
restnctionsmentionedmSWRofthestationbeforethecommencementofshunting.
(b) The person, who initially gives instructions for Shunting operations shall not change
instructions and authorise the changing of points etc., unless he has satisfied himself that shunting
operations have been stopped completely and the Staff conducting shunting have been advised of the
changes contemplated.
(c) The securing of vehicles after shunting should be done by station staff, such as, points men,
Portersoranyother staff deputed for shunting, under personal supervision ofthe tram Guard or the person
mchargeofshunting.
(d)(i)At interlocked stations those facing Points which are equipped with track locks/lockbar shall be
invariably locked by pulling the track lock/lock bar lever during shunting operations, if interlocking
permits.
(11) Facing Points at interlocked stations which are neither equipped with track locks/lock bars
nor key-locked and all points at non-interlocked stations shall be set & locked either by a clamp or by a
through bolt (cotter bolt) with a padlock. However in case of points over which shunting moves are
governed by Shunt signals or Starter signals which detect the locking ofthe points, shall be taken "Off' to
securethefacmgpoints.
(in) In all other cases involving movement over running lines, the facing points shall be
clamped/cotter bolted and padlocked. However, it will not be necessary to clamp in case of yard shunting
involving use of non-runmg lines but defective points in non-interlocked yards, if set by any means must
beclampedandpadlocked
(e) Whenever any shunting is to be carried out across the mam line over the emergency cross over
points, all the relevant facing points must be properly set & locked with appropriate lock levers. In
addition to such locking the facing ofthe emergency cross over must also be cotter bolted and padlocked
bythepersonresponsibletosupervisesuchshuntmg
(f) Whenever any shunting operation involving running lines requiring co-operation ofthe Station
Master with cabins is to be done, Pnvate Numbers shall be exchanged between SM and Cabmman before
the commencement and after accomplishment of shunting movement in token of assurance of occupation
and clearance ofthe involved running lines. Proper entries, in this regard, shall be made in the Log
Register.
(g) FixedsignalsexceptOuter,HomeandlastStopsignalmaybetaken'OffforShuntmgpurposes.
(h) Hand signals should be shown in such a manner as to be clearly visible to the Loco pilot. If hand
signals are shown from a Cabin, such signals must be repeated by the person in charge of shunting
operation from the ground. The Loco Pilot shall act only on the latter's signals.
(i) The person in charge of shunting operations must see that conflicting signals are not shown to
the Loco Pilot
G) Whenshuntinghastobeperformedonatrainwithtwoengines,oneengineonlymustbeusedto
do the work except in case of two diesel or electric engines coupled together to form one multiple unit and
when operated by one Loco Pilot only, subject to local restrictions, if any, imposed in sidings and
elsewhere.
(k) Screw couplings must not be allowed to hang down and drag, during shunting operations.
Vacuum/airhosepipesmustbeplacedondummyplugs before the screw coupling is unhooked.
(1) When vehicles are being moved by an engine for attaching to a passenger tram, the
vacuum/air brake should be connected up so thai"brake power will be available. In the case of shunting on
goods trains at intermediate stations, the vacuum/air brake should, as far as possible, be connected with
fhe engine.
(m) Carnages occupied by passengers must not be moved for shunting purpose without the personal
instructions ofthe Station Master and also the Guard ofthe tram concerned, who will jointly be
responsible for taking all precautions, to warn passengers and to prevent accidents either to the passengers
in the carnages or to those attempting to get into or out of them under the impression that me train is
starting. The Guard shall have the vacuum/air brake connected up and see to the correct setting of points
over which shunting is performed.
146
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147
(n) When shunting is performed simultaneously from both ends in a yard, the person in charge of
shunting operations, pnor to shunting or backing a tram or load which may foul a line or siding on which
vehicles may be shunted from the other end, will instruct the Cabin Station Master/Cabin Master/
Cabmman at his end to inform the Cabin Station Master/Cabin Master/Cabmman at the other end to
advise the person in charge of shunting operation at that end that he is about to do so, mentioning the tine
on which the shunt is to be performed. He will at the same time depute a man to proceed to the rear of the
load to pin down wagon brakes or to apply the hand brakes of brake vans, if any, to prevent the points in
rear being fouled. The man sent to the rear to pin down brakes must also be instructed to exhibit a danger
srgnal when the fouling mark in rear is being reached. If the line is on a curve, staff should be posted at
intervals to repeat this signal to the Loco Pilot to enable the tram to be stopped and thus avoid a side
collision. All Yard Masters, Yard Supervisors and Shunting Masters must make themselves acquainted
withthe capacity ofeachlineintheyanl.
(o) No hand shunting by hamals employed by Contractors, traders or Station Master should be
permittedexceptunderthesupervisionofanoperatingofficial.
(p) Thefollowingpracticesareprohibited-
(i) Uncouplmgvehiclesmmotion.
(11) Ridingonbuffersorscrewcouplmgofvehiclesmmotion.
(in) Gettingbetweenavehicleandthefrontofanengmefittedwithacowcatcherforpurpose
ofcouplingup,beforetheenginehascometoastop.
(iv) Passing under vehicles during shunting operations.
(v) Sheltenngunderwagons.
(vi) SleepmgmtheYard.
(vn) Working on vehicles under repairs without the protection of special signals i.e. red flags
or lights, banner flags, detonators, etc.
(viiOKeeping slip coaches onablockedlineinrearofapassengercanyingtrain.
(q) (i) Responsibility for warning staff and for the performance of careful shunting in and out of
goods and other sidings where loading or unloading is in progress. The person supervising shunting shall
be responsible for warning the Clerk or other official engaged in loading or unloading vehicles, before he
commences shunting on to or with these vehicles. The permission of the Clerk or other official must be
obtained, and he will be responsible, after receiving intimation, for seeing that everybody connected with
thework is promptlywarned.Nohandshuntingorlooseshuntmg connected with those vehicles whichare
being dealt with, or which will foul the lines on which such work is going on, may be done, until
permissionhasbeenobtamed.
(n) Clear crossing during shunting operations-All staff connected with shunting duties are
responsible for keeping rail crossing clear during shunting operation and for the passage of trains. The
pointsof clearance is indicatedby the foulingmark.
(in) No engine should be allowed on any running line at a station occupied by a tram or
vehicles carrying passengers, except the tram engine or banking engine or shunting engine required to
perform shunting on that tram. The movement of such an engine should be permitted only under the
control of the person in charge of shunting. However two trains may be placed on the same platform to
start following or opposite direction.
(iv) Shunting of wagons or other stock marked sick or damage labelled loaded with a part of
the consignment protruding to a dangerous extent, on yard lines and fixed structure of the platform
adjacent to passenger running lines should be regulated, as far as possible during the intervals between
passenger tram movements. In every case the staff should exercise utmost caution and while undertaking
such shunting, take all necessary precautions as the situation so warrants.
S.R. 5.14/2. Precautions against derailment during shunting at stations-

(a) Hand signals for a shunting move shall be given only after the requisite points have been
correctly set.
(b) TheLeverman/Cabinman/CabinMastershalldisplayadangersignalbeforechangingpomts.
147
fr) (i) ^ ^ ^^ ^ ^ f ^ f ^ 3 ^ 3TR W 3 ^ ^ 3 T T ^ ^ T%^R oft^R
(ii) sifgir.prf.pr ^PT*TRT ^ f ^ ^ ^ ^ f ^ i f a f R ^ ^ ^ ^ ^ p i i%^raR
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^ l ^ ^ q ^ ^ ^ ^ ^ c K H M l f ^ ^ ^ ^ a f R ^ T O ^ ^ ^ ^ ^ ^ ^ ^ ^ I
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5.15. ^nftocr W M m r o ( ^ w ^ tarn *F&*J) * auto ^ ^ TR *ff¥*r :-

(1) *T^*mnwft^(#T^n^£fW;^^
^PnfRPcT W T O R T O tf^TcRP ( ^ e T T ^ g fUm ^ c T a m i f c * ) ^ t SP^TO «*
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(2) 3H«m4>dl i t t *R ^nfRPcT WFTRT f ^ R T ^ tf^TcRP ( ^ c T T ^ ^ f W ^ e T

3TRTC^) *ff£*T # ftR RWT ^ ? R T JH ÊRP RP*ft W «# WPTKT ^ T e R ^ T W I # I
f ^ 3 P T T ^ ^ H T ^ ^ ^ q W ^ t ^ d ^ ^ l d ^ ^ T ^ ? R ^ T ^ R P W T ^ f M ?
fî>r#TiTwti
5.16 irfinff «# *rt*r «# *nro *ff£*r - ^ r ^ f t f ^ f t M e n ^ T T R a n ^ ^ f t i T ^ ^ f t n j

ftRFfeT '3TTO' fttf ^ t ffrTCRPTq S R f ^ T ( S f T ^ c ^ ) ^ f RP*TT W t eft v R ^ f ^ ^ t s(H <&$
^.5.16/1 ^ T T f e ^ ^ f ^ ^ / f e ^ ^ ^ M ^ I ^ I ^ -
^ f ^ ^SRff ^R ^ 3RT * f r ^ t f ^ vififf ^ f ^ i\. ^ <PRf <ft 3 H * # , ?P5 T % ^ ^ ^ P ^ 8 M T
^ ^pM/5PTf^rfi ^ W ^ ^ P f ^ ^R ^ # f R ^ f f ^ k / f e ^ BFTT ^ T t ,TO,^ W ? f f ^ ^ ^ ^
q ^ S M if eft w ^ « f t t ^ m tZ T % ^ ^ 3TRR ^ T ^ ^ 11
148
(c) (!) The person in charge of shunting shall wave a hand by day, and a white tight by night,
across the body as signal to the Leverman/Cabmman/Cabm Master to set a point. The
signalshallbeexhibitedfromthepomtconcerned.
(ti) The person in charge of shunting shall wave a red flag by day and a red tight by night
across the body as a signal to the Leverman/Cabmman/Cabm Master that the shunting
move over a point has been completed and that the point can be reset as required. The
signalbedispkyedfromthepomtconcerned.
(d) No shunting move must take place whtie the points are being changed, this must be ensured
beforesignallmgashuntingmove;
(e) Whtie a shunting move is under progress, no points must be changed by the Leverman/
Cabmman/Cabm Master even if signalled to do so! before displaying a danger hand signal and ensuring
thattheshuntingmovehascometostop.
(f) No points must be moved or reversed whtie the leading wheels of an engine or other vehicles
are so near that the points cannot be fully thrown over before the engine or other vehicle come on the
points. The point must not be operated until the engine and all the vehicles have passed and cleared them
completely
S.R. 5.14/3. Shuntingmfaceofanannroachingtrainataclass'B'sindelinestation.

(a) ShuntingmaybeperformedwithmthestationsectionunlessprohibitedbytheStation Working
Rules
(b) No hand or loose shunting is permitted outside the Home signal in case of two-aspect signals
and outside the outermost facing points in case of multiple aspect signals unless the approaching tram has
come to a stop at the first Stop signal and the Station Master has personally satisfied himself mthLegard.
(c) At stations where there is a gradient steeper than 1 in 400 falling away from the station within
the station section towards the approaching tram, shunting should be performed with the engine leading
towardsthefallmggradient.
(d) On the Narrow Guage section shunting must not be performed at the station after Line Clear is
given for a tram to approach and until the tram has arrived and come to stop at the outer signal and the
StationMasterhaspersonallysatisfiedhimselfmthisregard.
At stations where shunting limit boards have been provided and the distance between the
shuntinglimitboardandtheoutersignalfortheoppositedirectionis400metersormore,whenLmeClear
has been given to a tram, shunting may be performed within the station section up to shunting limit board
exceptwheretheStationWorkingRulesexpresslyprohibitshuntingmthefaceofanapproachingtrain.
5.15. Shunting at stations under centralised Traffic Control-

(1) No shunting shall be performed at a station under Centralised Traffic Control without
the permission ofthe Centralised Traffic Control operation orwhen Centralised Traffic
Control is not in operation, without the permission ofthe Station Master.
(2) For the purpose of shunting, the Centralised Traffic Control Operator may, when
required, hand over the local control of working of traffic at a station or part of a station
to the Station Master who shall thereafter be responsible for the Shunting at the station
or that part of the station for which the local control has been made over to him in the
manner prescribed under special instructions.
5.16. Shunting during reception of trains- When signals have been taken 'Off for an incoming
train on to a line which is not isolated, no shunting movement shall be carried out towards points
over which the incoming train is to pass.
S.R. 5.16/1. Shunting during reception/dispatch of trams-

Shuntmg movements supervised by a competent authorized shunting staff, shall be permitted at
junction station and at stations having siding upto a shunt signal or short of the points/crossings over
whichthetrambemgreceived/dispatchedisschelledtopassasthereisnoshuntsignaloverlap.
148
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?ffifT ^T ^ T 4 * T R > ( ^ n t f ) êT ^ r a . clt^t qTCcTcr «5t ^ t W T R (^RcT anftpi) q R ^ «fi
5.18 ^^STftFTRêracTFTT-
(1) U W M y T f ^ R ^ t ycteTT «P** ^Toft ^T^t «5t 3TPt «R5* * ftnj. 3lfiR * W T R f W
c l ^ cTT^ ^ t . vRT R ^ r «pt I s t ^ i R W f U W M 3 l k 3lfiR U W M ftPReff «# ^ *TT#
^ t arfim ferf^r * vreftsrfa ^ T ?raer * * * ftrt £ * * f i f e ara^r I ^ R M ^ < R CRU?
(2) vTCFRm (1) ^T ^ q . ft*ft ^?PT *«RFT «# *fteR ^ ft*ft ^T^t ^ t *ff£*T tft ^TT *
5.19. MRxii^ddi^TRara^r:-
s r ^ M " «# s f ^ T ^ T f ^ c r ^ n f t c r f ^ n s r ^ ^ e r ^ ^ ^ ^ ^ t ^ 1 ^ eft 11 ^ ^
* * M ^rfteT q ? ^ ^ n % W O T ^ ^ r W M ^ t ?en «# ftnj *nft srra^ra
v r c r a ^ R f ^ ^ f s i k w r e r a sra^r «gr ^nff i t W T era era sfR^ra ftrw 'arn*
^ w p t i
(2) ra^t ^ B « I «st a ™ w r - ^ f ( ^ r *s<j<0 ^ t ra^t *ft w r s n ^ ^ f^n
w w ^ ^ «n? s r a w Btvirrartît Rf^raf «st 'arra* ^ t * ftn? <Rt i r a f a «£&•
^ ^ ^ f * T R T ^ P T T |
^.H.5.19/1. ^ ^ ^ T : -
^ f q WTT smî^ A eft ^ R t w ^ ^ ^ w ? tf agqfcT w ^ R ^ t * i ? f f ^ ^ ^ ^
W ^ ^ ^ ^ t l ^ ^ W ^ W ^ ^ f ^ ^ ^ ^ ^ r a ^ ^ ^ W f ^ t ^
^ t o w t * ^ W M f k t M » S ^ ^ ^ ^ ^ ^ M ^ ^ W
*r nwft ^J*RT ciîer * f t * aik ^ ^ ^ ^ qfe ^ ^ ^Wf ^ ; O T ^ - ^ ^ URT ^ ^ ^ ^ ^
Priûjl P d ^^ ,11^ I
^ [ f ^ w f ^ W ^ ^ ^ ^ ^ I dl^TR^^êfrf^TâRefrf^T^W^Îtl
(i) ^ l d ^ H m ^ H ^ W ^ a ^ q f c T a ^ T # o n M I
(ii) ora W ^ f ^T ^ m ^ ^ ^R efrf^T ^ TOtf^ ^ f^T ^ ^ f%^ ^ eft ^ ^STRt^T ^ ^
149
This permission can also be given at interlocked stations having isolation in face of an approaching
tram. However, shunting in face of an approaching tram shall not be permitted in thick foggy or
tempestuous weather impairing visibility and also at non-isolated stations where trains run through at a
speedofSOKMPHormore.
5.17. Shunting near level crossing- The railway servant in charge of shunting near or across a
level crossing, before giving permission to the Loco Pilot to move his train across it, shall ensure that
the level crossing gates have been closed and locked against road traffic.
5.18. Drawing of a train to an advanced position-

(1) A train waiting for an authority to proceed shall not be allowed to draw out up to an
Advanced Starter for despatch, except where track circuit or Axle Counter has been
provided between the Starter and Advance Starter to indicate the presence of a train in
advanced position.
(2) The provision of sub-rule (1) shall not apply in case of shunting of a train within a
station section itself.
5.19. Obstruction of running line-

(1) No railway servant shall commence any loading, shunting or any other operation by
which a running line may be fouled or obstructed without obtaining the previous
sanction of the Station Master or of other railway servant nominated in this behalf under
special instructions, who shall see that all necessary steps are taken for the protection of
traffic while such operation is being carried on and the necessary signals are kept at 'on'
until the obstruction is removed.
(2) A sand hump or snag dead end shall not be obstructed for any purpose and when it has
become obstructed, it shall cease to be a substitute for the adequate distance for the
purpose of taking 'off signals.
S.R. 5.19/1. Obstructionoflme-

(a) When a tram or any vehicle or vehicles have to be shunted so as to foul any running line, and
should it be necessary to detach or leave a vehicle or vehicles on or fouling the running line, the Station
Master'spermissionmustfirstbeobtamed.Thepersonmchargeofshuntmgoperationsmustimmediatel y
advise the Station Master that a vehicle or vehicles are remaining on or fouling the running line. The
Station Master must at once take steps to see that all the necessary points are set and locked to prevent any
tramgoingtotheobstructedlmeandthatlever, slide and button collars are used.
In the ordinary course of events, vehicles should not be allowed to stand on running lines,
Shoulditbenecessarytodetachavehiclefromatramandleaveitstandingontherunninglmcthe Station
Master on duty must advise the Cabins concerned, confirming this advise by exchange of Private
Numbers. The line should be cleared as early as possible and when the block is removed, the cabins
concerned must again be immediately advised, supporting this advice by exchange of Private Numbers
Suitable remarks should be made in the diary and in the Tram Signal Register on both the occasions i.e.
whenalmeisblockedandwhemtiscleared.
(b) The loading or unloading of any loose vehicle on a running line is normally prohibited. In
exceptional circumstances, wagons may be loaded or unloaded on a running line, subject to the following
conditions-
(i) OncontrolledsectionspermissionoftheControllermustbeobtamed.
(ii) When wagons are placed on a running line for loading or unloading, they must be
placed as near the station office as possible so as to be under the direct supervision of
the Station Master on duty whose permission must first be obtained; wagons so placed
must be spragged/wedged, and the hand brakes firmly pinned down so as to secure
them against escape or unauthorised movement.
149
(iii) e f t f ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ t ^ t ^ f ^ f ^ ^ ' ; ^ ' ^ ^ ^
q ^ f ^ t ^ ^ W ^ ^ R ^ ^ ^ f ^ ^ t l W ^ T R ^ ^ ^ w f ^ f ^
(iv) ^ H HIW Îki H*I*I ^ ^ r w ^ f t ^ ^ r
(i) ^ ^ d l ^ ^ H ^ ^ ^ ^ ^ s f U ^ ^ ^ ^ M ^ f ^ ^ c i i ^ ^ d f ^ ^
(ii) 5 5 » ^ ^ ^ T O W W M ^ W « ^ ^ « W W k ^
^ ^ <& ^ ^ ^ r f% ara^tcr ^ H ^ an* ^ f t ^ t <* tora W f » 3 ^ ^ t
<* ^8T #T ^TT xn%j I ^ / ? f f i R <J>I*TF& OT ^ ^ ^ R W ? ^RT 3 ^ W ^ R T <fl W&^ft
(?) ^ ^ ? ^ W ^ ^ ^ ^ ^ ^ ^ 3 ^ R r ^ W ^ ^ w t f ^
f » 3 ^ fe^ ^ f t ^ |^ T* 3TT* ^ ^ ^ W ? ^ ^RT ^ ip!T ^ f e ^R ip!T W <#
^^^R^^t^dl^cll^ci^f^Rfl
^.H.5.19/2. ^ ^ W ^ ^ ^ f t ^ ^ ^ - T f e f e ^ ^ f ^ ^ ^ ^ ^ ^
WRT/ Wf%«ff * ^ f t ^R^jff ^T ^tfecT c l ^ * ^ R ^ Wi ^ T * I
5.20. vRTR-TOT TR *ffif*T ^ R T - ^ v^TR-TOT m *ffif*T ^ W ^ t ^ t *ff¥*T ^T ^ T F &

GJxntf) **T # ^ W ^Rf^cT ^R^TT ft, : -
£ ate w t f * t sfFRifer s t t * ^*R «#ftn?^ ?TTW^ eR# ^ 1 cran
^TH^RY IJRT ÔT 1 «isf ^ T R - ^ M ^ t ^cTR 4 ^ M ^ t 3lft *ft i& ?^R cRT fÎT W
%\
ffrvti : - ^ T FRR ^ ^ ^ T «# ftn? ^ t ^cTR 260 tf 1 *TT < ^ <fcr. *R ^ c R * r f ^ T *
^^qT^#f^400q-1^^^cteêrR^^têrRqRT^qT|
*.H.5.20/1. ^ ^ T O o ^ i P r i ^ H I :-
5ffiR^W^^tl
(^) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W f ^ ^ 4 0 0 ^ ^ ^ 3 ^ R ^ t ^ 4 0 0 ^ f l ^
(i) i ^ t ^ H ^ - ^ ^ ^ I ^ ^ H ^ ^ f ^ ^ 4 5 ^ ^ ^
(ii) ^ R T ^ H ^ - iR^fÎT^ê^Melâff^T^fiPRercra?!
150
(iii) The person mcharge who is supervising loading/unloading will be held responsible for
seeing that before signals are taken 'Off for a tram, no packages unloaded from or to be
loaded into a vehicle are left fouling any running line and that all wagon doors are closed.
Goodsorparcelsshouldbeplacedatasafedistancefromtheedgeoftheplatform.
(iv) Station Master will ensure that adequate lighting is provided.
(c) Whenever vehicles or trains have to be stabled on a running line, the following additional
precautionsmustbetaken-
(i) At a non-interlocked station, all points leading to the line on which the vehicles are
stabledmust be set and locked against that line andkeysofthe points kept inthe personal
custodyofthestationMasteronduty.
(ii) At an interlocked station the Station Master must make use of the slide collars and the
lever collars and personally satisfy himself that the signals for the admission of trains on
theobstructedlinearemaintamedmthe'on'position.
(d) Allvehiclesshouldbecoupledtogetherandonevehiclenearestthepomtsateachendshouldbe
secured by the Safety Cham. The Safety Chains should be padlocked in the presence of the
Guard/Shunting Supervisor or by the person authorised by Station Master on duty and keys
retamedmpersonalcustodytotheStationMastermdutywhowillensureit.
(e) The Station Master on duty must record in his diary the position of running lines, both
passenger and goods at the time of handing over charge the incoming Station Master must sign
the entry in the diary as a token of being aware of the condition of the running lines, both
passenger and goods, within his jurisdiction at the time of taking over charge. This will,
however, not absolve the Station Master on duty of his responsibility to ensure that the line on
which a tram is to be received is actually clear before authorising the taking 'off of signals for
thereceptionofthetram.
S.R. 5.19/2. Closing of doors of Carriages and wagons- Doors of all carnages/wagons standing on
sidmgadjacenttorunninglmesmustbesecurelyclosed.
5.20. Shunting on Gradients-When shunting is being performed on a gradient, the railway

servant in-charge of the shunting shall ensure that-
(a) sufficient number of brakes are put on, sprages are used, where necessary, slip siding
points or traps, where provided, are set to ensure safety and that all precautions are taken
to prevent vehicles getting out of control, and
(b) in case of shunting over a portion of line on steep gradient, neither isolated nor protected
by slip sidings, an engine is also attached towards the failing side of the gradient.
Note : For purposes of this rule a steep gradient shall be 1 in 260 or steeper except in case of
vehicles fitted with roller bearings, when it shall be 1 in 400 or steeper.
S.R. 5.20/1. Hand and Loose shunting on gradients-

(a) At stations where the gradient in the station or within 400 meters beyond the outermost facing
points is steeper than 1 in 400 either at one end or at both ends of the station, no loose shunting of any
vehicle is permitted on the mam line or on a non-isolated loop. Hand shunting is, however, permitted at
that end of the station, where the gradient is not steeper than 1 in 400 in the station yard or within 400
metersbeyondtheoutermostpointssubjecttotheconditionslaiddownm(b),(c)and(d)below
(b) Where the gradient in the station yard or within 400 meters beyond the outermost facing points
is not steeper than 1 in 400, hand and loose shunting may be carried on, subject to the limits laid down
below,andprovisionsof(d)below;
(i) Single line - 45 meters beyond the outermost feeing points.
(ii) Double line - From the Home signal to the last Stop signal in each direction.
150
(q) ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ T O ^ f ^ W ^ ^ w t f ^ ^ f t *
5.21. <£* *ff¥*T - ^ W T ftptf ^ T . ^ . «jnfa>TC. f ^ F S h ^ . * J c R ^ W *TT W £ *TT

fc?W 3T^?lY * 3 f ^ T ftfrfê ft*? ^ ^Tc* ft*ft 3F*T W T ^ t ^T eft <£* *ff¥*T tft Wipft 3 l k ^T
^ ^ w t f * ^TTST ^ <£* *ff£*r tft ^rnpft i
^.m.5.21/1. gM^ff^T:-
W ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ W ^ W R ^ ^ ^ f ^ ^ t O T ^ W R ^ T
^.5.21/2. ? t f ^ q f ^ - q ^ ^ ^ ^ g r t ? i f ^ g f ^ ^ ^
^R if «\uf v ^ l f l HI^H <E? # f t xtrfll? |
5.22. W ^ ^ ^ ^ ^ T T ^ ^ T ^ ^ f e ^ ^ ^ ^ ^ T - ^ ^ ^ e r ^ ^ f ^ f t ^ ^ T ^ T ^
arar ^nff t ate ftsta arafctf «# arita * ftrara W <ra> ^ r # Tifeij ^ f t ^ R v ^ ^ T ftij ^
£l
5.23. * ^ T R ^ f f ^ * ^ W T T - * ^ W ^ * ^ f o * ^ T R ^ f < J * i n P T
^.5.23/1. W ^ f ^ ^ ^ f ^ ^ ^ ^ ^ ^ R T : -
OT^ÎJ^TO^^S^^T^âtR^:-
(i) ^ ^ ^ ^ ^ ^ W q i R i d ^ ^ ^ f ^ f ^ f ^ ^ ^ M
(ii) ^ ^ ^ M s d l ^ f ^ ^ ^ R ^ ^ . M
(iii) W ! W (^RT) ^T ^ * , OT
(iv) ôf^'^W#TTxITf|lJ3^T3^m^^#TTxnf|lI,3I«raT
(v) ^ M ^ M ^ ^ ^ t ^ W ^ ^ ^ f ^ W ^ ^ ^ ^ * ^
wi OTT ^ | < ^ » r r ^ t ^r ^ H * frw ^f ^ q w xn%j sfK ^ ^R m^r ara^
151
(c) When line clear has been granted for a tram to approach in either direction, no hand or loose
shuntingshallbeperformedonthemamlmeoronanon-isolatedloop.
(d) HandshuntingofanyvehiclefittedwhhrollerbearmgsshallnotbeperrmttedexceptonsMmgs
isolatedfromtherunninglmes
5.21. Loose shunting - Cranes, vehicles containing passengers, workers explosives, dangerous goods
or live stock or any other vehicle that may be specified under special instructions shall not be loose
shunted and no loose shunting shall be made against them.
S.R.5.21/l.Looseshunting-
(a) Loose shunting means vehicles being pushed by an engine and being allowed to run forward
unattached. No vehicle shall be loose shunted unless provided with an efficient hand brake or unless the
vehicleis attached to at least one other vehicle fitted with an efficient hand brake. A loose shunted vehicle
mustbeattendedbyamantopmdownthehandbrakewhennecessary.
(b) Loose shunting of or against loaded or empty oil tank wagons, vehicles containing petrol or
kerosene oil in tins, loaded or empty explosive vans, wagons loaded with live-stock or military and other
consignments of explosive or dangerous goods whether labelled 'Not to be loose shunted or not, an
occupied or empty coaching vehicle! is forbidden.
(c) Loose shunting of or against wagons loaded with heavy machinery, rails or timber, cranes,
military consignments of other than explosive or dangerous goods, is also forbidden.
S.R. 5.21/2. Shunting restrictions- Shunting restrictions at each station are embodied in the Station
Working Rules andthey must be rigidly adhered to. Staff must acquaint themselves with the orders in this
respectbeforeperformingshuntingoperationsatastation.
5.22. Leaving vehicles in sidings outside station limits-No railway servant shall leave any vehicle
in a siding outside stations limits, unless the vehicle is clear of all running lines and except under
special instructions, unless the wheels there of are properly secured.
5.23. Securing of vehicles at station-The Station Master shall see that vehicles standing at the
stations are properly secured in accordance with special instructions.
S.R. 5.23/1. Precautions for securing ofvehicles-
(a) all vehicles standing at a station must be so placed and secured that they do not and cannot foul
anyrunnmglme.Eachvehiclemusthaveitsbrakeonandmust-
(i) bewithmfacmgpointssolockedthatitcannotescapeor,
(n) be inside a locked Scotch Block or Derail or Traps or,
(in) bewedgedor.
(iv) bechamedandpadlockedor,
(v) be coupled with other vehicles secured in the manner indicated above, as circumstances
mayrequire.
(b) When it is necessary to stable a vehicle on a running line, the brakes shall be put on and it shall
be secured. Besides, the points must be set, clamped and locked against the line and the key
keptwiththestationMaster.
(c) When the engine of tram is detached for shunting, the Guard of the tram is responsible that the
brake is adequately secured against any movement, which may foul the adjacent line. When
owing to an accident or for any other reason, vehicles are left on a running line, or on a line from
which they could escape so as to foul a running line, the brakes must be pinned down and one
vehicle nearest the points of each end must be secured with a safety chain. The safety chain
mustbepadlockedandthekeysretainedmStationMaster'spersonalcustody
Note : The safety chain must be passed twice through wagon body and rail then tied and locked, so
thaTn^stramfallsonthepadlocks
151
^.5.23/2.
(i) ? ^ W V $ f ^ ^ ^ ^ ^ ^ ^ M ^ T O / ^ / ^ ^ f ^ ? ^ ^ f ^
(ff) < ^ H d ^ ^ M W . ^ . ^ ^ ^ ^ ^ £ ^ ^ ^ ^ f o ^ H ^ » g t
(ii) ^ w / ^ / ^ ^ ^ ? ^ ^ ? ^ O T ^ w T ^ 4 o o 3 i ^ ^ 3 ^ ^ ^ r f ^
^r ^ f ®m^ wm^m ^ VJTTM i IPB* ^TST # M f c r a g ^ c r M ^ ai^ff <* a # f ^

f^FTffecr ^ronfttf ^ TO ^ mw ftm ^ r ^ -
fa) ^ ^ W ^ ^ T O / ^ / ^ ^ ^ ^ ^ ? ^ f ^ ^ m ^ ^ f % ^ w f T
(iii) ^ T O ^ / ^ ^ ^ T O ^ ^ ^ ^ ^ W ^ ^ ^ ^ R M ^ ^ / ^ ^ f a t
*ftcT OT W ^ ^ ^ g / ^ ^ H f^f vit H -
fa) eft^fifTrfni-9 3fh^-9êRRT;
fa) ^ 3 t ^ 3 k ^ ^ ^ ^ W ^ ^ ^ ^ f M ^ ^ ^ ^ 6 ^ ^ t ^ ^ ^ ;
fa) ^ 3 ^ ^ g ^ 3 W f ^ ^ l l < M d U ^ ^ ^ ^ |
(iv) fa) ^ T O ^ ^ ^ ^ ^ ^ ^ T O ^ ^ ^ I ^ ^ ^ ^ W ^ ^ ^ r
^ M M H ^ ^ d ^ ^ ^ ^ e i f a T ^
fa) ? ^ / ^ ^ ^ ^ d U l M H d r i 3 f c ^ ? ^ W ^ W R ^ ? £ ^ ^ ^ ^
(v) dU^de/^nêfl^wre#^j^
fa) eft^T TO^/^R^ eft^T TO^ 3 ^ ^ *T.fr. TTJ ^ . R 6.03 <* JTOTl <* 3 ^ R ^ ^
OT^RT;
fa) ^ ^T eft^T fctf (SA-9, A-9 ^ Ife U) <& WTH* ^ ^ M f M ^ ^ ^ ^ e M ^ ^
f s i f o e T W ^tfecT f^TT ^RfT xn%j 3lk ^ R ^ eft^T T T O ^RT 3 ^ <ft af* * cCT ^
^RT TU <fl 3fH * t ^ P ^ ^ ^ l ^ ^ f ^ ^ ^ ^ ^ ^ t c f T ^ ^
^ ^ ^ P eiWr TO^ 5RT tf v i n M I ^ R T ^ f f ^ eft^T TO^ ^RT effaT ^ eRI*
152
S.R. 5.23/2.
(!) ActionbyStationMaster/TrafficStaffWhenveMcles/load/tramistobestabledatastation-
(a) TheveMcles/load/trambechamedandpadlockedusmgatleasttwochamsoneateitherend:
(b) At least four sprags / wooden wedges be used, two each below the outermost pan of wheels at
eitherend.
(c) Handbrakesofatleast6wagonsfrome 1 therendmustbefullyt 1 ghtenedbyAsstt.LocoP 1 lotm
the front and by Guard in the rear. In case coaching vehicles are stabled, Guard's hand brakes in
SLR(s)mustbeapphed;
(d) ThevehMesofstabledload/tramshouldbecoupledtogether.IncasetWsstabledloadhastobe
split for any reason, each such split part should be treated as a separate load for the purpose of
securing.
(e) The points must be set, clamped and padlocked against the blocked line and towards dead end
oftrappomt( 1 fava 1 lable).Scotchblocksmustbeused.Ifava 1 lable.
(f) StopCollarsmustbeplacedonrelevantsignalsandpomtsbuttons/sHdes/leversetc.
(g) Remarks should be made in TSR and /or SM diaiy in Red ink to the effect that Line No is
blockedandallprecautionsforsecunngtheloadhavebeentaken'asprescnbedabove.
(h) After any load/tram/loco is stabled, the Station Master must inform the Section Controller
supported by pnvate number that all lard down precautions for stabling and securing
load/tram/locohavebeentaken.
(ii) Addrtionalprecautionstobetakenwhrlestablrngvehrcles/load/tramatastationwrthgradrentoflm
400 or steeper may have been prescribed under approved special instructions (by CRS) and
mentioned in SWR of respective station. These should be followed scrupulously. In addition,
following precautions must also be observed over and above those prescribed under approved
special msrructions-
(a) Before vehicles are uncoupled, the hand brakes should be applied sprags/wooden wadges/
skidsshouldalsobeusedtopreventvehiclesfromrollmgdown;
(b) As far as possible, the vehicles/load/tram should be stabled on a line which is isolated form
otherlines,particularlyrunninglines.
(in) Action by Loco Pilot/Assistent Loco Pilot before leaving the Loco in case load /tram is stabled with
locomotiveattachedorlightengine(s)is/areshutdownorstabled-
(a) ApplicationofbothSA-9andA-9brakesinloco;
(b) Application of hand brake and parking brake in loco and hand brakes of at least six wagons at
eitherendofthetrain.
(c) Secure the loco with wooden wedges provided on the loco.
(iv) (a) Loco Pilot while on duty should not leave loco unmanned. In case he is required to leave the
locomotive unmanned, he should do so only after receiving written authority from the Station.
Master/Yard Master and ensuring (in) (a), (b) & (c) above
(b) Before leaving the station/yard, the Loco Pilot and Guard should jointly record in a register to
be maintained with Station Master that the load and loco have been secured as prescribed
above.
(v) Action to be taken by Loco Pilot/Assistant Loco Pilot and Guard when the tram is stalled in block
sectionduetoaccident,failure,obstructionoranyotherreasons-
(a) Loco Pilot/Assistant Loco Pilot and Guard should protect the tram as per provisions of G&S Rs
6.03.
(b) Thetrainshouldbesecuredbyapplyinglocobrakes(SA-9,A-9&handbrake)andhandbrakes
ofatleastsixwagonsateitherendo^
Loco Pilot from leading end and by the Guard from the rear end. In case the train is being
worked without Guard, the duties of the Guard shall devolve on the Assistant Loco Pilot. In
case of coaching trains, the Guard should apply hand brakes of the SLR in addition to the
applicationofLocobrakesbytheLoco Pilot.
Note:ForGhatsectionseeSRG51to54.
152
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3T£*TRT-6
^tfem ate srcrmR^ *T^TR
6.01. ^fCTT^Tara^r-
(1) Tfc ^?RT W * «5t fÊft ÊfCTT *TT S T ^ T ^ t ^ T T ftcfcft t ^ W W I M «# ^ R
(2) Tfc <ti$ *n^t ^fCTnror i t *n<ft t cit ^ ? R T W ?^ t ^t^ft sn^ra wram
(3) ^^HR^^STRT^^ft^^^^TT^tRqt^f^t^^^lt^^W^^TI
6.02. ÊfCTT ^ ^ I ^ R ^ R ^ ^ ^ T R ^ ^f^reR - ft*ft eTT^T *TT f ^ f t TT^t «S
^fCTnrer i t *rrt m sraraT *raR ™*RT ^ m s r a w i t *rrt *R m STTW R ^ Ttf.*£*rtf «*
fix* ^TTfe^f fr?N 3 T ^ ? l f «# 3T^TR êTTf W i p f t I
^.Rf.6.02/1. ^tlRt ^ H ^ q? W ^ H ^ R ^ g I t vflrt W ipm& gmfr <El4 W^ <frfoPT3?K
(1) ^ ^ M ^ O T ^ ^ ^ W ^ ^ f ^ ^ ^ ™ ^ ™ ^ ^ ^
(2) ^ ^ dl^H q ? ^ R f t c T R ^ s ^ d | ^ H»llofl Mad ^ K ^ M ^ R T ^ ^ H I clifod i t eft

^ i R d ^ ^ H ^ W S f H ^ ^ ^ ^ ^ ^ W f ^ f ^ ^ ^ ^ ^ ^ m ^ T N f ^ ^ ^ ^
(3) f ^ ^ ^ ^ S ^ ^ ^ ^ i ^ ^ S ^ ^ ^ l t ^ ^ ^ ^ d ^ ^ l M
OTCT i t eft 3Rs^t <ffc ^R < ^ t w^ wm$\ era cra> ^ f ^ j ^^ %^ ^ cra> t%
(4) ^ ^ ^ ^ O T ^ ^ R ^ ^ ^ ^ ^ M ^ ^ f ^ S ^ ^ ^ ^ ^ W t ^ ^ ^ ^ ^ ^
* fa 'Ifm-S^R' f^JT W f , ^ ^ t v i n M I ^ R ^ R F M cftff ^ t f f ^ ^ ^ TOff
^ l ^ l t ^ ^ ^ ^ ^ ^ l ^ ^ l ^ ^ ^ O T ^ ^ ^ ^ ' ^ t ^ P
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^ ^ w ^ ? ^ w ^ ^ ^ ^ f » i f ^ ^ f ^ ^ R t ^ | i R i ™ t i f ^ i f
^ j ^ t ^ t "^\w^m%" t % T t % ^ ^ ^ ^ ^ r ^ i t , ^r^ra^^ra^rif.cfr«erra>^ra^r
^ ^ ^ ^ ^ ^ R ^ ^ ^ ^ ^ d ^ d l ^ d ^ ^ t ^ l ^ ^ M ^ u i ^ ^ ^ ^ ^ f ^ ^ ^
^ ^ R 5 ^ ^ % W ^ ^ T "3fR" f^Tf^r 3 ^ T ^R4^t ^ efWTTO^^ P t FM^fcff ^ ^
^ ^ ^ R ^ ^ ^ ^ R ^ ^ R r ^ R t f ^ ^ Fraff^ w f ^R T%T%^ M ^ R J I M ^fR* ^ R
^TTI
(5) ^ t ^rf^Tt ^ f ^ t ^ ^ ^ftnjOTk^ ^ ^ f ^ ^ R ^ t ^ f ^ f ^ ^ R W t f ^
an^r ^Rf ^ ^t.^.^.w. ^ ^Rr SRT t%^ ^ ^ I

(6) ^^^^^^^^f^^^^^^^^^t,^^^^^R3raW3lR%
xn^t era cra> "^t w^ m %" (TOL) <fl f^Tt% if ^ ^^t i wt ^ f ^RT it, ^ ^ ^t ^
^^^^^^R^^^^^f^^R^|f^^îf^^t^t''^t^^^R
^ R t ^ 31R ^ ^ d T ^ f e p ^ t ^ R 5 TJTRR^ ^ M TR eT^r fÎT ^ R t ^ I R ^ ^ e f f if ^

^ ^ f t m, ^ R ^ t ^ W ^ ^ ^ R ^ ^ t l t c t t ^ W R RRRMt^t '3fRf' R^Tt% if ^
^Rt^l
153
CHAPTER-VI ACCIDENTS AND UNUSUAL OCCURRENCES
CHAPTER-VI
ACCIDENTS AND UNUSUAL OCCURRENCES
6.01. Accident or obstruction

(1) When a report of any accident or obstruction is received by the Station Master, he shall
see that all necessary precautions are taken by the most expeditious means possible, for
the protection of traffic.
(2) If an accident happens to a train, the Station Master shall arrange for all necessary
assistance to be sent to the train.
(3) The Station Master shall, as soon as practicable, report each accident in accordance with
6.02. Working in case of accident or failure of communications-In case of accidents to the line or to
any train, or of failure or interruption of communications, or in an emergency, trains shall be
worked between stations in accordance with special instructions.
S.R. 6.02/1. RULES AND REGULATIONS FOR SINGLE LINE WORKING ON A DOBLE LINE
SECTIONWHENONELINEISOBSTRTJCTED:
1. Whenever an accident to a tram or track or other obstruction precludes the use of one of the
lines on a double line section the traffic may temporarily be worked over single line under one
of the following systems-
(a) Byobtaining'Lineclear'onelectricalcommunicationinstruments.
b By the installation of Single line Block Instruments and "Shunting Limit Boards"
demarcating the block section in the wrong direction, if the affected line is likely to remain out
ofuseforasubstantialpenod.
2. When it is desired to introduce temporary single line working on double line, on electrical
communication instruments, the Station master at one end of the affected section shall on
receipt of reliable information in writing that one line is clear take steps to introduce temporary
single line working on that line in consultation with the Section Controller and the Station
MasteroftheStationattheotherendofthesection.
3. If there is reason to suspect that line over which temporary single line working is to be
introduced, is also fouled or damaged, temporary single line working must not be introduced
until a responsible engineering official of the rank not less than that of a JE (P.way) has
mspectedthatsectionandcertifiedthattheroadissafeforthepassageoftrams.
4. Single line working shall be introduced between the nearest stations provided with cross-over
between up and Down lines on either side of the obstruction. If there is an intermediate Block
Hut between the above two stations, the same shall be treated as closed and the commutators of
the Block instruments at such block Huts shall be kept locked in Tram On Line' position
throughout the period single line working is in force. The commutators shall be locked also in
that position with SMs key, wherever possible. In cases where it is not possible to keep the
commutators in "Tram on Line" position, as in Daido instruments, the Block instruments shall
be put out of use and Caution Indicator hung on the handle of the Block instruments. The
signals at such Block Huts shall be kept in the 'On' position throughout and these shall be
passed by the Loco Pilots on a written authority in the prescribed form issued by the Station
MasteroftheadjoimngblockStationmoperation.
5. All trains will be worked in accordance with the rules for the use of electrical communication
instruments on single line and 'Line Clear' shall be obtained on the telephone attached to Block
Instruments or confroltelephone or Railway autophone or BSNLphones.
6. At all stations on the portion of the section on which single line working has been introduced,
the commutators of the Block instruments pertaining to both obstructed and un-obstructed
lines shall be kept in 'Tram on Line' position throughout the period single line working is in
force. The commutators shall be locked also in that position with SM's key, wherever possible.
In cases where it is not possible to keep the commutators in 'Tram on line' position, as in Daido
instruments, theblockmstruments shall be put out of the use and Caution Indicator hung on the
handle of the Block instruments. At the stations, if the tram is running on the wrong line all
fixedsignalsshallbekeptmthe'On'position.
153
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154
7. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master
proposing single line working shall issue a message containing the following information
under exchange of private numbers, to the Station Master at the other end of the affected
section.
(a) causeofintroductionofsmglelmeworking:
(b) the line by which single line working is proposed,
(c) source of information that the said line is clear,
(d) place (Kilometrage) of obstruction,
(e) restrictionofspeed,ifany,onthelme,
(f) namesofmtermediatestationsifanywhichwouldbeoutofuse,
(g) assurance that the trap points, if any, have been spiked or clamped and padlocked.
(h) assurance that if the tram is running on the right line, the last stop signal shall be kept in
the 'On' position. In case the tram is running on the wrong line, all fixed signals shall be
keptinthe'On-position, and
(i) the number and timings of the last tram which arrived or left the block station issuing
themessage.
8. On receipt of acknowledgment from the Station Master, confirmed by a Private Number
single line working may be introduced. 'Line Clear ' will be obtained on telephone attached
to Block instruments or Control Telephone or Railway auto phone or BSNL phone any two
way communication system set, and trains run on Paper Line Clear Ticket in accordance
with the instructions contained m this book and Block Working Manual.
9. Loco Pilot of each tram shall be handed over an authority for TSL (T/D 602) working on
Double Line sectionindicating:-
(i) thelmeonwhichthetramorlightengmeistorun:
(ii) thekilometragebetweenwhichtheobstructionexists:
(hi) any restriction of speed which may have been imposed by way and works staff and
(iv) an assurance of the effect that any trap points on the line in question have been spiked or
clamped.
(v) authority to pass the last stop signal in the 'ON' position in case the last stop signal is the
starter in addition to the written authority, green hand signals shall also be shown at the
foot ofthis signal.
10. An endorsement will also be made on the Caution Order given to the Loco Pilot of the first
tram to inform all Gatemen and Gangmen on the way about the introduction of temporary
single line working and specifying the road on which the trains will run. This information
shall beconveyed through the Loco Pilot ofa subsequent tram also, if necessary.
11. The speed of the first tram passing over the temporary single line will be restricted to 25
KMPH. Subsequent trains may run at their booked speed, subject to observance of other
speedrestrictionsimposedby way and works Staff.
12. When a tram is stopped between stations on account of accident, failure obstruction or other
exceptional cause and the Loco Pilot finds that it cannot proceed, it shall be protected as per
Rule6.03.
13. In thecaseofatram proceeding onthenghtlme-
(a) The last Stop signal of the station in rear of the affected section may be passed in the 'On'
position on a written authority issued by the Station Master in the prescribed form
referred to in para 9 (v). In case the last Stop signal is the starter, in addition to the written
authorily.haiKlsignals shall alsobe shownatthefootofthis signal.
(b) The approach Stop signals, if any of the station in advance of the affected section may be
takenoff
154
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155
14. mthecaseofatramproceedmgonthewronglme-
(a) (!) The tram shall be piloted out of the station on a written authority issued by the
station Master after all the facing points have been correctly set & locked and
trailingpoints correctly set, overwhichthe trains willpass.
(ii) The Loco Pilot should switch "On" the flasher light of the tram engine while
running on the wrong line on proper authority to proceed. In case the tram engine
running on the wrong line without switching "ON" the flasher light is noticed by the
stationstaffiGatemen and Gangmen, they shall stop the tram immediately."
(b) On approaching the next station the Loco Pilot shall bring his tram to a stop opposite the
first stop signalpertammgto the right line or at the last stop signal pertaining to the wrong
line (on whichhe is running), whichever, he comes across first.
(c) TheStationMasterofthestationmadvanceshalldeputerailwayservantmumformatthe
foot of the signal (whichever the tram would encounter first) who shall stop the train on
hand danger signal and thereafter pilot it into the station on a written authority issued by
theStationMaster.
(d) If the Loco Pilot finds that no railway servant in uniform has been deputed at the foot of
the signaltopilotthetraininto the station, Rule4.44shallbeobserved.
15. All the cross over points over which the tram shall proceed, while temporary single line
working ismforce,shallbeclampedandpad-lockedasperSR3.39/l.
16. Resumntionofnormalworkmg-
(a) certificate from a responsible Engineering Official that the obstructed track is free and
safe for passage of trains, the station Master will issue a message to the other station or
stations, as the case may be, under exchange of Private numbers and decide, in
consultation with Section Controller, the tram after passage of which, normal working
has tobe introduced.
(b) When double line working is introduced the Block instruments and all fixed signals,
including those of intermediate block huts which were treated as closed, shall be brought
into use immediately An entry shall also be made in the Tram signal Register of all
stations concerned showing the time double line working was suspended, time single line
working was introduced and the time normal working was resumed.
17. The Loco Pilot of the first tram entering the section after normal working is resumed shall
inform all Gatemen and Gangmen on the way about the resumption of normal working, Its
speed will also be restricted to 25 KMPH.
18. All the records in connection with the temporary single line working shall be retained at the
stationandtheTrafficInspectorofthesectionmustscrutmizethemandsubmithisreporttothe
Sr. Divisional Operations Manager withm seven days ofthe resumption of normal working.
S.R. 6.02/2. RULES AND REGULATIONS FOR SINGLE LINE WORKING ON DOUBLE LINE
DURINGTOTALINTERRUPTIONOFCOMMUNICATIONS-Thefollowmgrulesmustmadditionto
the rules prescribed in 'Rules and Regulations for working of trains during total interruption of
communications on single line', (S.R. 6.02/4) be observedby the staff.
1. Whenever an accident to a tram or track obstruction, precludes the use of one line on double
line section during total interruption of communications, single line working shall be
introduced only after a responsible official ofthe Engineering Department, not less than JE in
rank, has certified that the other line on which single line working is to be introduced is free and
safe for passage of trains. Such an engineering official shall give the certificate only to the
station Master ofthe station at that end ofthe affected section for which the unobstructed line
shallbetherightlmefordispatchmgtrams.OnreceiptofthiscertificatetheStationMasterwill
followtherules prescribed for opening ofcommunicatioiis.
155
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156
2. Loco PUot of trams, including light engines, shall be given a Caution Order on which, and
shallbestatedclearly.
(a) thelineonwhichthetramistorun:
(b) Kilometeragewheretheobstructionexists:
(c) anyrestrictionofspeedwhichmaybeimposedbyWay&Worksstaff,
(d) an assurance to the effect that any trap points on the line in question have been spiked
andclamped.
3. All the crossover points over which the tram shall proceed, while temporary single line
workmgismforceshallbeclampedandpadlockedasperSRS.^/l.
4. mthecaseofatramproceedmgonthenghtlme-
(a) The last stop signal of the station in rear of the affected section may be passed in the 'On'
position on a written authority issued by the 'Station Master in the prescribed form. In
case the last Stop Signal is the Starter, m addition to the written authority, hand signals
shall also be shown at the foot of this signal.
(b) The approach Stop signals, if any, of the station in advance of the affected section, may
betaken'Off
5. In the case of a tram proceeding on the wrong line-
(a) The tram shall be piloted out of the station on a written authority issued by the Station
Master after all the facing points have been correctly set and locked and trailing points
correctly set overwhich the tram will pass.
(b) On reaching the next station, the Loco Pilot shall bring his tram to a stop opposite the
first stop signal pertaining to the right line or at the last Stop signal pertaining to the
wrong line (on whichhis tram is running), whichever he comes across first.
(c) The Station Master of the Station in advance shall depute a railway servant in uniform
at the foot of the signal (whichever the tram would encounter first) who shall stop the
tram on hand danger signal and thereafter pilot it into the station on a written authority
issuedbytheStationMaster.
6. Itwillbetheresponsibilityofthepersonmchargeofthefirstengmeorself-propelledvehicleor
other vehicle, sent under'Authority to proceed Without Line Clear' to inform all the Gateman
and Gangmen enroute about the introduction of temporary single line working as also the line
onwhichitisproposedtorunthetram.
This information shall be conveyed through the Loco Pilot of a subsequent tram also, if
necessary.
7. Resumntionofnormalworkmg-
(a) If after the introduction of single line working, communications are restored between the
two affected stations, the trains will continue^ to run under special rules until action is
taken in accordance with the instructions contained in these rules for the cancellation of
the procedure. Thereafter, trains will be run in accordance with the instructions for the
movementoftraffic during temporary single line working ondouble line.
(b) If, however, before communications are restored, the other line is released for the passage
of traffic, trains shall be worked, in accordance with the instructions for running of trains
ondoubklmesectiondurmgtotalmterruptionofcommunications.
S.R. 6.02/3. RULES AND REGULATIONS FOR WORKING OF TRAINS DURING TOTAL
INTERRUPTION OF COMMUNICATIONS ON DOUBLE LINE SECTION-
1. In the event of total interruption of communications occurring between two stations on a
double line section, i.e. when 'Line Clear' cannot be obtained by any one of the following
meansstatedmtheorderofpreferenceviz;
(a) Blockmstruments; Track circuits orAxle Counters:
(b) TelephonesattachedtotheBlocklnstruments; '
(c) Stationtostationfixedtelephoneswhereveravailable:
(d) FixedtelephonesuchasRailwayautophonesandBSNLphones
(e) ControlPhone
(f) VHFsets
Thefollowmgprocedureshallbeadoptedfortrampassmg.
156
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157
2. Beforeanytrainallowedtoenterablocksectioninadvance.itshallbebroughttoastopandthe
Loco PHot and the Guard of the tram shall be advised of the circumstances by the Station
Masteronduty.
3. The Station Master shall give an authority (T/C602) for working of trams dunng total
interruptions of communication on Double Line Section to the Loco Pilot of each tram which
shallmclude;
(a) AnAuthontytoproceedwithoutLmeClear.
(b) AnauthontytopassthelastStopsignalmthe'On'position.
(c) ACautionorderrestnctmgthespeedto25kilometersperhouroverthestraightandtolO
kilometers per hour when approaching or passing any portion of the line where the view
ahead is not clear due to curve, obstruction, ram! fog, or any other cause and other SRs
enforcedmtheBlockSectionmadvance,Ifanywillalsobementioned;
4. IntheeventofaLocoPilotapproachmgorpassmganyportionofthelmewheretheviewahead
is not clear, arailway employee with hand signals must be sent in advance to guide the further
movement of the tram. A sharp look out ahead should be kept and the engine whistle freely
used.
5. No tram shall be allowed to enter the block section until there is clear interval of 30 minutes
between the tram about to leave and the tram which has immediately proceeded.
6. Fixed signals with the exception of the last Stop signal may be taken 'Off for the reception and
departure of trains. The first stop signal shall however, be taken 'Off. only after the tram has
beenbroughttoastandoutsideit
7. Atunnelshouldbeenteredonlyaftenthasbeenascertamedthatitisclear.Ifthereisanydoubt
onthis point, the train shouldbepilotedbyarailway employee equipped with hand signals and
detonators.
8. TheGuardshallkeepasharplookoutmtherearandbepreparedtoexhibitahanddangersignal
topreventtheapproachofatramfromtherearandtoprotectiUfnecessary
9. WhenatramisstoppedmtheblocksectiontheGuardshallimmediatelyexhibitahanddanger
signal towards the rear and checkup that the tail board or the tail light is correctly exhibited.
If the stoppage is on account of accident, failure obstruction or other exceptional cause
and the tram can not proceed the Loco Pilot shall sound the prescribed code of whistle to
apprise the Guard of the fact. Where upon the Guard shall protect the tram by placing one
detonator at 250 meters from the tram on the way out and 2 detonators 10 meters apart, at 500
meters from the tram, irrespective of the guage.
When tram is detained outside signals and if the detention exceeds or is likely to exceed
10 minutes it shall also be protected accordingly. In the absence of the Guard the duty of
protecting the tram shall devolve on the AssistantLoco Pilot.
10. No tram shall be backed. In exceptional circumstances when it may be unavoidable to back a
tram, the tram shall be backed only after providing protection by placing one detonator at 250
meters and two detonators, lOmeters apart, at 500 meters in rear of the point upto, which the
tramrstobebacked.
11. Before entering a tunnel, the head lights, side and tail lights and other lights (where provided)
shallalsobelit
12. When approaching the Station ahead, the Loco Pilot must bring his tram to a stop outside first
stop signal andsoundcontmuouswhistle,ifnoonefromthestationturns up within 10 minutes,
thetrainshallbeprotectedasperpara9above.
The Loco Pilot may send his Assistant Loco Pilot immediately thereafter, to the station or the
cabin to inform the Station Master or Cabmman,ofthe fact that the tram is waiting of the signal
for its admission in to the station. In the absence of the Assistant Loco Pilot, the Guard after
protecting the trains shall give this information.
13. The Loco Pilots of all trains shall make over the 'Authority for working of trains during Total
Interruption of Communication on Double Line section' to the Station Master of the station at
the other end of the affected section. These shall be kept by the Station Master in his safe
custody for inspection by the Traffic Inspector of the section who shall prepare a report on the
working of trains and shall forward the same along with his report to the Sr. Divisional
OperationsManager,withmsevendaysofresumptionofcommunication.
157
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^.Rf.6.02/4. ^ ^ d | ^ ^ R ^ ^ R f r f ^ q ^ : ^ f e ^ ^ ^ ^ k H ^ % ^ ^ R ^ ^ ^ f ^ f ^ ^ 3 k
(1) ^ ^ I ^ ^ H ^ ^ R i ^ R f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ r H H r d R d d R W f t R ^ ^ t
(ET) ft8R^#^-R^3^t^^^.^.^.W.^
158
14. A record of all trams passed over the block section on 'Authority for working of trams during
Total Interruption of Communication on Double Line section' shall be maintained on the Tram
SignalRegistersatboththestationsconcerned.
15. Trains must continue to work on this system until any one of the means of communication,
mentionedinrule(l)is r e sto r e dby the competent authority.
16. As soon as any one of the means of communication has been restored the Station Master must
sendamessage to the StationMasteratthe other endofthesectiononthe following fonn;
FromStationMaster
ToStationMaster
MessageNo Tram (Number and description)
arrived complete at hrs minutes Last tram
(number and description) dispatched to your station At
Hrs Minutes. Cancel the present method of working the trains. Line Clear must
beobtamedbymeansf Acknowledge.
Private No (in words) (in figures)
On receipt of the above message the Station Master at the other end of the section must
acknowledge inthe following fonn:-
FromStationMaster
ToStationMaster
Message No Your Message No understand that ram
(number and description) which was the last tram to leave my station has arrived
complete at your station. Tram No which left your station has arrived
complete at my station at hours minutes/not arrived. Present
system of tram working is being/will be cancelled immediately after the complete arrival
of tram number Line Clear for the next tram will be obtained by means of
Private No. (in words) (mfigures)
17. Line clear shall not be obtained or given by means of communications restored until both the
Stations are satisfied that all trains and engines etc. despatched from their stations have arrived
complete at the other station. When the trains referred to in para (16) above arrive complete at
the stations, after restoration of 'communication' their No. and their arrival time will be
communicated to the other Station Master concerned under exchange of Private Numbers,
Thereafter intimation about this shall be given to Section Controller also, on controlled
sections, if communication with the Section Controller has also got restored, and normal
working resumed. If however, communication with Section Controller has not got restored
along with restoration of communications between two stations, the Section Controller shall
beadvisedofthepositionimmediatelyonrestorationofcommumcationwithhim.
S.R. 6.02/4. RULES AND REGULATIONS FOR WORKING OF TRAINS DURING TOTAL
INTERRUPTION OF COMMUNICATIONS ON SINGLE LINE-
(1) In the event of total interruption of communications occurring between two block stations i.e.
when Line Clear cannot be obtained by any one of the following means stated in order of
preferenceviz.
(a) Blocklnstruments; Track circuits orAxle Counters:
(b) Telephones attached to the Block Instruments;
(c) Station to station fixed telephones wherever available:
(d) FixedtelephonesuchasRailwayautophonesandBSNLphones:
(e) Control Phone
(f) VHFsets
158
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OT ^ f ^ W ^ 5 C T ^ ^ f ^ ^ i % # ^ T O ^ * < * OT ^ f ^ <* ^RR WR TR
(i) <jm$sn.
(ii) ^ ^ ^ ^ ? ^ W ^ ; S ^ ^ ^ T O ^ ^ ^ ^ ^ ^ R f ^
(iii) *TRR s ^ V ^ R ^ H , fa?# ^8T ftta ^ ^ S I W ^ ^ ^ M W ^
(iv) s ^ V ^ f W s ^ V ^ ^t, fo?# *TO ftta ^ ^ M W$$ ^ T^R
(v) # ^ ^ R / ^ *TRR ^ R / % c T ^ W (1.^.^) ^ , ^ ^mf^RT ^R ^ <* ^ f%
(vi) ^ ^ ^ f t f % ^
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^^Wf^t.efWtTRT^^^^/^HHI^^^TSR^^Î
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^ R ^ T ^ R W R f ^ ^ ^ R ^ ^ f ^ ^ ^ ^ e f ^ t ^RT^/^te ^ / ^ / ^ H
^R^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ T i ^ ^ R ^ ^ ^ ^ ^ ^ TR^ ^ ^ ^R«T
^fR^ ^ f^T wrf^R (^/4t 602) RW TR^TSff *ftcT # ^ :-
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^^^ÎHlRdc||^^^2if^-^RM^^^^^?Rl^t,
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3 f f ^ ^ f ^ ^ ^ ^ f ^ ^ ^ ^ f M ^ ^ ^ ^ ^ ^ R R R ^ ^ ^ ^ ^
(iv) ^ ^ ^ P ^ ^ ^ ^ 3 f R ^ ^ ^ ^ ^ ^ ^ ^ ^ R ^ ^ ^ W ^ ^
fop* ^ F ^ ^5r. f^^f ^ ^ ^ ^ ^r ^ ^ ^ f t M ™ ^TT^ ^ f^r ^ ^
159
The instructions laid down in succeeding paragraph, shall be followed for working trams
betweenblockstations.
Note: These instructions shall also be followed whenever during total interruption of
communications, an accident to a tram or track or other obstruction precludes the use of one of
the lines on a double line section, or whenever total interruption of communications occurs
during single line workingonadouble line section.
(2) The Station Master who has a tram to dispatch through the affected block section shall open
communications by establishing contact with the Station Master of the bock Station at the
other end of the affected block section by sending an engine or self propelled vehicle or any
othervehicle,enumeratedbelow,mtheorderofpreferencelaiddown-
(i) Light engine;
(11) Tram engine, after it is detached from the tram by the Loco Pilot on instructions from
theStationMasteronduty;
(in) Motor trolley/Tower wagon duly accompanied by a Guard or by a Station Master other
than theStationMasteronduty;
(iv) Trolley/Cycle Trolley/Moped trolley duly accompanied by a Guard or by a Station
Masterotherthan theStationMasteronduty;
(v) Diesel car/Rail Motor Car/EMU/ Rake after ensuring that all passengers have
detrained.
(vi) RRV
(3) Before the light engine/tram engine/Motor Trolley/Tower Wagon/Trolley/Cycle
trolley/Moped trolley/Diesel car/Rail motor car/EMU rake/RRV is sent into the affected
block sections to open communications, the Loco Pilot/Motorman/Guard/Station Master
being sent to do so shall be advised by the station Master on duty of the circumstances in
which and the purpose for whichhe is being sent.
The Station Master on duty shall also satisfy himself that the Loco Pilot/Motorman/
Guard/Station Master being sent to open communication, thoroughly understands the rules for
working of trains during total failure of communications on the single line.
If the Loco Pilot/Motorman/Guard/Station Master who is being sent to open
communication,isnotconversantwiththeRules, theStationMasteronduty shall explain these
rules to such staff. The Station Master on duty shall also obtain the signature of the Loco
Pilot/Motorman/Guard/Station Master on authority for opening communication during total
interruptions of communication on single line section, in token of such staff having fully
understood the circumstances in which and the purposes for which he is being sent and the
Rules forWorkmgofTramsdurmgtotalfailureofcommunicationonsmglelme.
(4) Before dispatching the light engine/tram engine Motor Trolley/Tower Wagon/Trolley/Cycle
Trolley/Moped Trolley/Diesel Car/ Rail Motor Car/EMU rake/RRV, the Station Master on
duty shall hand over 'Authority for opening of communications during total interruption of
communication on single line section' (T/B 602) to the Loco Pilot/motor man/Guard/Station
Masterwho is being senttoopen communication which includes :
(i) An'AuthontytoProceedWithoutLmeClear'
(n) ACautionOrder,specifymgthespeedupto,whichtheengmeorself-propelledvehicleor
othervehiclereferredtompara2,mayruntotheaffectedblocksection
(in) An Authority to pass the Last Stop Signal in the 'On' position in case the Last Stop signal
is the starter, in addition to written authority, green hand signal shall also be shown at the
foot ofhis signal.
(iv) A Line Clear Enquiry message addressed to the Station Master of the block station at the
other end of the affected block section asking for a Line Clear for the tram waiting to be
dispatched to his station -
159
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160
(v) A conditional Line Clear Message to the Station Master of the block station at the other end of
theaffectedblocksectionpermittmghim-
(a) to return the tight engme/tram engine, either light or attached to a tram waiting to
be dispatched fromhis station, orattached with another engineer
(b) toreturnTowerwagon/Dieselcar/RailMotorCar/EMUrake/RRVrunnmgbyitself,or
(c) to return Motor trolley/Cycle trolley/Moped trolley either running by itself or loaded in
atramwaitingtobedispatchedfromhis station.
2. The Line Clear Enquiry Message asking Line Clear for the trams to be dispatched through the
affected block section, and the Conditional Line Clear Message for the return journey of the
engine or self-propelled vehicle or other vehicle referred to in para 2, as the case may be, shall
be written out, on prescribed forms for being sent through the Loco Pilot/Motorman/
Guard/Station Master going to open communication, and these messages shall also be entered
inthe Line Clear Books.
(i) The Line Clear Enquiry Message shall be worded as follows-
MessageNo onreturnof *will line be clear and kept clear for
TramNo waiting to proceed?
*The particulars of the engine either returning in light or attached to a tram or
attached to another engine/Tower wagon/Diesel Car/Rail Motor Car/EMURake/Motor
Trolley or trolley or Cycle Trolley or Moped Trolley running by itself or loaded in a
tram, as maybe, applicable shall be correctly filled m while preparing the message.
(n) The conditional Line Clear message for return journey of the engine or self-propelled
vehicle or other vehicle referred to in Para 2, as the case may be, shall be worded as
follows-
MessageNo
On arrival of *at yours, line will be clear and kept clear for. $
Engine to return with/without attached to a tram or another engine or self propelled
vehicle/trolley etc (complete particulars) private Number (in words)
(mfigures)
* The particulars of Engine/Tower wagon/Diesel car/Rail Motor Car/EMU
rake/Motor Trolleyor Trolley or Cycle trolley or Moped trolley running by itself or
loadedmatram, as maybe, shall be correctly filled in.
$ The particulars of the engine either returning light or attached to a tram or attached
to another Engine/Tower wagon/Diesel car/Rail Motor Car/EMU rake/Motor
Trolleyor Trolley orCycle Trolley or Moped Trolley running by itselfor loaded ma
train, as may be applicable,sMlbe correctly filledinwhileprepaiingthemessage.
3. The Loco Pilot/Motorman/Guard/Station Master going to open communication shall, on
receipt of 'Authority for opening communication during total interruption of communication
on single line section' and sign on its original and carbon copy in token of his having
understood its contents.
4. Incasealightengmeoranengmeandbrakevanistobedespatchedtoproceedtothenextblock
station andthencontinueits journey onwanl after anivalatthe next station and is notmeant for
opening communication, the Loco Pilot of engine or the engine and brakevan shall be given
with the 'Authority for opening communication during total interruption of communication
and the items "Line Clear Enquiry Message and conditional Line Clear Message" shall be
stnkedout inform such Engines or engine and brake van shall be issued only the "Authontyto
proceed without Line Clear" the caution order and the authority to pass the last stop signal in
theONpositionreferredtompara4.1(i),(ii)and(iii)werenecessary.Shoulditbenecessaryto
dispatch another light engine or another engine and brakevan in the same direction an interval
ofatleast30mmutesshallbeallowedtoelapsebeforeitis dispatched.
160
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RRR, RRR f^ RHR TRRR RR ^ R R RR R^ R^ 11 TRRRi^ RdR^ R R^t, R^t ^t ^ ^TRT
S R ^ ^ R ^ R W ^ * R W ^ ^ | ? f R T R q ^ f % R f f ^ ^ ^ R ^ ^
m RRTf/RTRfR^ RRTf RT R^R RRR RR I
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^ RR/fRR^ R| RRP (|.R^.R) R^ R RCR R ¥ # ^f ^ Rcft/RR RR/RTR^RT
Rcft/RR? Reft RT, RR RRT R R R1RR/RR^ RR/R^ ^ RR/RRcft ^R (iRR.R) ^t ^TR
RRR I
161
5. The Last Stop Signal shall not be taken 'OFF', while permitting an engine or self propelled
vehicle or other vehicle to proceed to next station on 'Authority for opening communication
dunngtotalinterruptionofcommunicationonsmglelmesection.
(5) After an engine or self-propelled vehicle or other vehicle is despatched to the next station to open
communication with Line Clear Enquiry Message, and a Conditional Line Clear Message to the next
stationforthereturnjourneyoftheengmeorself-propelledvehicleorothervehicle,noothertramor
engine or self-propelled vehicle or other vehicle shall be allowed to leave the station and proceed in
the same direction until the engine or self-propelled vehicle or other vehicle sent to open
commumcationreturns.
This does not, however, prevent an engineering official going into the section on his push
trolleyforhisworkonasectiononwhichpushtrolhesdonotrunonLmeClear.
(6) (a) The engine or self-propelled vehicle or other vehicle proceeding on 'Authority for opening
communicationdunngtotalinterruptionofcommunicationonsinglelmesectionshallswitchon
the flasher light, where ever provided and shall proceed at a speed not exceeding 15 kilometers
perhourby day andwhen the viewis clear andlOKMsper hour during night or when the view
is obstructed making free use of engine whistle or horn of the self propelled vehicle, where
provided. In thick, foggy or tempestuous weather or m dust storm etc. when visibility is impaired
the engine or self propelled vehicle, or other vehicle proceeding on 'Authority to proceed
without Line Clear' shall proceed at walking speed only making repeated use of the engine
whistle or horn of self-propelled vehicle, where provided, preceded at on adequate distance by
two men on foot, one displaying a red light and the other carrying fog signals ready for
immediate use. Normally one of these men will be provided by the Station Master from his class
IV staff and the other from the crew of the engine or the person whose Motor
trolley/Trolley/Cycle trolley/Moped trolley is being used. In case of single manned self
propelledvehicle,boththesemenshallbeprovidedbythestationMaster.TheStationMasteron
duty shall explain to both of them their duties, in the presence of the Loco Pilot/ Motorman/
Guard/Station Master them their duties, in the presence of the Loco Pilot/ Motorman/ Guard/
Station Master in charge of the self propelled vehicle or other vehicle being sent to the next
stationandsatisfyhimselfthattheyunderstandthesame.
(b) Both by day and night, a tunnel must not be entered until the Loco Pilot/Motorman/Station
Master/Guard has ascertained that it is clear. Should there be any doubt on this point, the engine
or other vehicle etc. should be piloted by a railway servant equipped with hand signal and
detonators. Before entering the tunnel the head lights, side and tail lights and other lights (where
provided)shallalsobelit.
(c) Noobstructionofthelmebeyondtheoutermostfacingpomtsshallbealloweduntilthereturnof
the Engine/Tower wagon/Diesel car/Rail Motor Car/EMU rake/Motor Trolley or Trolley or
CycletrolleyorMoped trolley.
(7) In the event of an engine Self propelled vehicle/other vehicle, proceeding on 'Authority for opening
communication during total interruption of communication on single line section meeting in the
mid-section with an engme/self-propelled vehicle/other vehicle sent from the other end, the Loco
Pilots/ Motormen/Guards/Station Masters, as the case may be, shall taking into consideration the
importance of the tram for which they are proceeding to get line clear, the distance from the nearest
station, gradients to be encountered, the presence of catch sidings etc. decide to which of the two
stations, the engmes/self-propelled vehicle/vehicles shouldproceed.
Before proceeding, the engines or self-propelled vehicles shall, if possible, be coupled up. If the
engmes/self-propelled vehicles cannot be coupled up they should run at a safe speed and adequate
distance apart. In the case of Motor Trolley/Push Trolley/Cycle trolley/Moped trolley, meeting an
engine and brake van/Diesel Car/Rail Moto Car/EMU rake, the Motor trolley/push trolley/cycle
trolley/moped trolley shall, if possible, be loaded in the brake van/van/Diesel Car/Rail Motor
Car/EMU rake.
161
**m-6 i^^smww^m
(8) ^ ^ H P ^ l j ^ ^ f ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ f ^ f t ^ ^ f t ^ t ^ ^ S T ^ ^ ^ d ^ c n ^
^nnr/ara ^ ^ ^ R ^CTsm# P i%ro * w ^ (wrr Tfo*) ^ ^RRT I an* *ra* ^

< r W ^ R f e TO/3RT TO <* % * ^ W <rW^RfeTO/^TOOT^T^
^/^RdTO^TO^^Tj^^^^FTI^f^TO^TO^^^^
(9) ^ ^ ^ P T f / ^ H T f ^ TO OT ^ H T f ^ TOTf/^ TOTf^?^3jFm^c^^ ^ f ^ t

^ R imn m ^ t ^ R oq^w m ? R * ^ R R * * I R ^RSTT TR«? ^ F R <* f^ m&m <* *m
* ' ^ R ftcPTC ^ " 3 ^ R ftcPTC ^ 31RTOR?^ RftcPR^ tf ^ f ^ T T ITOFW ^

f ^ T " ^ f ^ R ftcPR ^ " * * F R ^R t R R ? £ ^ W ? W "wtf ^ H ftcPR fef^"
^ R R T 3?R eiWr T T O *TFR ^ / ^ / ^ ^ W ? <tf # q *TT, f ^ # f% <JF ^ OT ^ ^ <tf
TOW^Wf^^^^^S^^^f^FF^^^^f^^RTf^TO
^ ^ f t ^ ^ R ^ f ^ ^ JRHSTR^ t . * ^ WU^) ^ R T f ^TO/ 3TOTO<* ^ 3MT
8TTI
(10) ^ O T ^ R T f ^ T O O T ^ T O . ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ W O T ^ l f T
^ ^ ^ M m , ^ ^ ^ < ^ ^ ^ ^ TR ^ t ^ R ^RSTT <R 1TR * ^ ^R
^ W ^ ^ ^ f ^ ^ F R ^ T ^ ^ W f ^ ^ f % ^ £ ^ ^ a H l d ^ H W ?
(11) ^ ^ ^ , ^ ^ ^ ^ ^ ^ f % ^ ^ ^ / ^ H l R d c | | ^ / ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W ^
^ ^ ^ ^ a H l d ^ H W ? ^ T O ? / ^ ^ / T ^ W ^ ^ T ^ ^ M g F ? R
^ T T ^ * f ^ T empT. f ^ R ^ f q ^ R ftcPR ^ O T * ^ ^ f ^ ^ f ^ H ^ ^ ^
TO^TO^^^^,^^^^^^M^^^FFMy^^^JFf%FR
(12) ">HAilc! dlsR EfcW ^ « ^ l " HHPdRsId HfrK^T Pd^l mifrll : -

^ W T
m^\ ^ wsn t^/^f ^f^/^HTf^ TO/^
TO* W ^ T O q P ^ ^ftcPTC#ft 31R PHHPdRdd F ^ <* f ^ ftcPR
(i) ^PCTFF m^^^R(^rf^f) 3FFT3

(ii) ^ 5CTFF ff^ ^ ( ^ f ^f) ara* ^f
(iii) ^ P C T F F jn^3^^fif) at^^f
(iv) ^ 5 C T F F ^^^(^fî) 3 ^ 3
w fM\ ?n$ H w*\ î^ ^ \ / ^ \ in ^FT. ^m ^ / t ^ ^R/^ ^te ^/F4^ft ^ r (?.
13. ^m^ ^raT m t^, u\ eft ^ f t OT f%# ^ t / # ^ ^ R / % C T ^ i w (?.^.^) ^ / ^ t e ^

5icft/ ^ s ^ V ^ ^ F W ^ s F & ^ ^ ^ * ™ ^ ^ ( W ^ ) ^ ^ w w 4 4
T f r 3taT cl«TT 3TO ^ f f ^ f ^ p t f ^ TO ^ t f q FT^fRRT ^ ^ R ^ T F F d T t l ^ ^ ^ ^
^ / ^ F ^ ^ F ^ W ^ W 3 # WW, ^ R F t o R ^R ^ P ^ ^ t ^ f ^ F R F T ^FR ^ FRrff ^
162
(8) On sighting the station to which the engine/self propelled vehicle/other vehicle running by itself or
with another similar unit coupled together or separately, to which it is/they are proceeding, the
leading engine/self-propelled vehicle/other vehicle shall stop out-side (i.e. in rear of) the first Stop
signalofthestation.
The engine or self-propelled vehicle or other vehicle following the leading engine/self propelled
vehicle/other vehicle, shall stop at a safe distance behind the leading engine/self propelled
vehicle/other vehicle. The Station Master shall be advised of the stoppage outside the first stop
signal either by using the engine whistle/horn of the self-propelled vehicle, if provided, or by
sendmgamanifnecessary. They shallnot enter the station till permitted by the Station Master to do
so eitherbytaking'OfFtherelevant signals or otherwise.
(9) When the engine or engines/self-propelled vehicle or self-propelled vehicles/other vehicle or
vehicles have been admitted into the station the 'Authority for opening communication during total
interruption of communication on single line section with the Line clear Enquiry Message and the
Conditional Line Clear message giving the Line Clear for the return journey shall be delivered to the
Station Master on duty who shall keep these documents in his safe custody and also post the Line
Clear Enquiry Message and the Conditional Line Clear Message inhis Line Clear Books.
OntheauthorityoftheConditionalLmeClearMessageforthereturnjourneytheStationMaster
on duty shall make out a conditional Line Clear Ticket and hand over it to the Loco Pilot/Motorman/
Guard/Station Master to return to the block station from where he came with his engine (either light
or attached to a tram or another engine or a self-propelled vehicle if one is waiting to proceed in that
direction)/self-propelledvehicle/othervehicles.
(10) In case of the engine or self-propelled vehicle or other vehicle returning to the station from which he
was sent without reaching the next station, the 'Authority for opening communication during total
interruption of communication on single line section shall be taken back by the station Master on
duty of the station from which this was issued and cancelled. The original entries shall also be
cancelled.
(11) The station Master on duty before dispatching the engine either light or attached to a tram/self-
propelled vehicle/other vehicle, on the return journey shall hand over to the Loco Pilot/Motorman/
Guard/Station Master, 'Conditional line clear Reply Message' for the 'Line Clear Enquiry Message'.
giving Line clear for the tram waiting at the other station, thereby authorizing the station Master at
thatstationto start the tram waiting there on complete arrival ofthe engine, either light or attached to
tramself-propelledvehicle/othervehicleathisend.
fl^TheConditionalLineclearRenlvMessageshallbewordedasfollows-
MessageNo
your message No. .on arrival of Engine with/without tram/self propelled
vehicle/othervehicleNo. ^ a t yours line will be clear and kept clear for following trains :-
(i)TramNo Private No. (in words) (mfigures)
(n)TramNo Private No. (in words) (mfigures)
(iri)TramNo Private No. (in words) (mfigures)
(iv)TramNo Private No. (in words) (mfigures)
* Stnkeoutwhicheverisnotapphcable.
* The Particulars of the engine either returning light or attached to a tram or attached to
another Engine/Tower wagon/Diesel car/Rail Motor Car/EMU rake/Motor Trolley or
Trolley or Cycle trolley or Moped trolley running by itself or loaded in a tram as may be
applicable shallbe correctly filledinwhileprepaiingthemessage.
(13) On the return journey, engine either light or attached to a Tram/Diesel Car/Rail Motor Car/EMU
rake/Tram loaded with Motor trolley/push trolley Cycle trolley/Moped trolley may run at booked
speed observing speed limits in the working Time Table and other relevant rules. The Motor
trolley/Push trolley cycle Moped trolley returning by itself may run at their normal speed observing
therules governing theirrumimgonLine Clear.
162
**m-6 i^^smww^m
14. Rd^R R^ RfRf R^ <JRR ^ m ^ R f%RT ^ t / ^ f t f e r W T / 3 T O TO R RT&T R R R, TT:
^ ? M * W T ^ f%ro R TO (RRRT m) R R R Rk ^ t i R ^ R ^H RRR? R R ^ M R
15. ^ R R^ R ^ H Wl 'RRcf RHH fRRR * * * ^ T ^ R RRR^ RT R R fRR R R R RT ^ R^T

fRRR R^R W R if TO R*R R k T3RR RTRRR R^ R R T O ^ R R f^T RP "RRcf R^H fRRR
fRRR'RtfTR?R|
16. RR R R fRRTRf if R R R ^ RT R R RRR R eft ^ ^ RFRft RRT R f^T ^ m R k ?M$ R ^
c ^ ^ l ^ ^ R ^ R R ^ R R R R R T l
17. RR Rf^R R ^JRt, RfRR R[fc R # R fRR R7RRT fRRtf R 3R>T R? f%R RRTT t, RfRT 3Tk
*5RT RT RRT xHNtll^Mcjcb "efT^R fRRR MWdlW" 3Tk W R RRRR if TO' fRR RRT Rftq cMT RTST
^"ftRdl^f>d^%m^CT^^"qm^^3k"^^^Hd^^"if^FCTRRr RT%qi
18. ^ ^ f W ^ ^ ^ W f ^ ( ^ ) ^ ^ ^ ^ ^ ^ ^ ^ f ^ i f , f ^ ^ f ^ ^ ^ R R R : ^ r f ^ R
R R ^ T R TJjf, T& i grfgps ^ ^ f « H jft t$ w f if ^ ^ f a ^ T J T ^ T f^ft ^ t ^ ^ ^
R T ^ R ^ R ^ R ^ R R f R i T R R R ^ R R Rf%R R f^T R, RT T3R Rd^R R^ RRRT R ? ' R | T ^ R
5RRf%cT R, "RHH FMR^" R R RRf R f^T TOR I " ^ R fRRR R ^ R=TR" if Rf TR5RR fRR
R R R t% * RRRff RT%R W T ^ T R T ^ 30 fRTC R ^ R ^ R ^ TOT RRTR I atifecT ^ R R R
f^T "RHH fRRR" R^R RTRT RRRf t ^ ^ R ^ , W f ^ R i R S R ^ , ^ ^ W R
Rd^R RRR? RT%R R f^T " R ^ fRRR R ^ R R R^ HSR RRT RT TOR R k T?R R ^ RR^R ^ R ^
W t f ^ R ^ R f % W ^ ^ f ^ R ? ( ^ R ^ R ^ R k R ^ f e R R ^ ^ ) w t ^ ^
^ R * R d rtl | Rd^R TO ^TR RRR fefecT RH if ^ ^T R ^ R I ^RRT cWT R ^ R R RR5R *
R R T O ^ R W W ^ ^ f e n R ^ M R l W 5 f e i ^ 5 m f % # f t R R R ^ R R R
^ W # W ^ 2 5 M ^ # T O ? t 3 f R R ^ ^ M ^ w t R M ^ ^ ^ R R
TOR fq, R R R R ^ RT ^ T RS, mkm, RR, RRRT R t % # R R RRR R RRR ^ R, R% 10 t%.R. JT.
*f. R RRR ^ f R R I ^RR RSRT R J R R Rf%R Rt tt R^T RRR ^ R R F4RRT T5RR W ^ RT
R^T ^RT RTST R R J R R ^ R RT FRRR T5RR ^ R RT R^T R RHR RR^R R R R R R^ R R R R fRR
R R R I ^ *fRRT3ft RT RRRi ^ R R RR! R ^ RR^R R^ R^RR ^ R RT FRRR R k R f f l W R R
RRTRRfR^fRRRRTRtfqi
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RR T5R fRRT R R ^ R R W R R3R R f^T ^RR RfR ^ I
19. R^fRRr^^R>RR^RRîfRRTRRTtR^nRRRdRl^^f^RRfRR^RRRRra
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RRRRT RRR R R R k ^ ^ R R ^ R^ R R R R R RFR RRRf ^ Rt ?R ^ ^ ^ R R R^R R
f^T RRf% RC if # R R R ^ R fRf R^ ^ R R R RT e^R f^f tRR, ^ ^ if ^ t R 250 ^ RT ^
R^ RP RRRT RRR^ R R ^ t R 5 0 0 R ^ R r ^ t ^ 2 R R R 1 0 R ^ R RR^R Wl RRR^ ^ R RT
RR^ R R ^ I R^ fRRT ^ ^ RT fRRRR R R ^ RRT RR^ t R k RR ^ R ^ R R ^ if R ^ R R^ R
M 1 0 f ^ ^ A ^ R ^ ^ ^ ^ R R ^ ^ ^ ^ W R R M ^ R C ^ # ^
^ R RT W RT f R M W¥K ^ ^ I
20. R^ R f e R q R R ^ R R R R d ^ R ^ R R f R R r R ^ t R T R d R l R R R l t ^RRT R R R
RRRRR RRRRfM if R^ t%RT ^ R Rt R ^ R) RR WV 3RRR4 R R R R R R RP ^ R R I R
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21. ^R^^^TfRR^R^^RRR^R^WfRR^^RfRR^RRfR^liffRR^R^
R RR| R ^ R Rl: R ^ R ^ R^ R R RRTI
22. R^RRR^RrfifRR^qR^:R^RRRRR,MRRdR^RR^R>RR^RR^fR^R
RdR^ RRR^ RT fRRfRfR^ RFf if RP R^R RR^ R l l q I
Rd^R RRR^ ^ Rd^R RRR^ RT

RRT RRfR fRTC ^ W ^ ( W * fRRR)
RRfR fRTC ^ R ^ R ^ ^ | R F ^ R d ^ ^ R R R ^ R ( R ? s R R k
fRRR) RRfR fRTC Wl R R R^l
R f e R RT RRcf R F T TRR^R R ^ R R RR^ R^ fRR RR, R ^ T TRR^R ^ 3 H ^ T
RRRR^RRRRRRRTRR|RfRRRRf%^|
m& ^ SI^* RRf if
163
(14) Onreachingthestation,theengineeitherlightorattachedtoaTrain/Self-propelledvehicle/othervehicles
shall again stop outsicte (i.e. in rear of) the first stop signal of the station and thereafter be guided by the
instructions from the Station Master, Who may arrange to receive it by taking off the relevant signals or
otherwise.
(15) On arrival at the station the 'Conditional Line Clear Reply Message' Shall be handed over to the station
Master who shall record in the Line Clear Message Book and on its authority issue a conditional Line
ClearTicketforthewaitingtrain.
(16) If there be an even flow of trains in both directions, Enquiry and Conditional Line Clear Messages for
eachsucceedingtrainmaybesentthroughtheGuardoftheprecedingtrain.
(17) The arrival and departure time of all trains, engines, trolleys etc. which are passed under the above rules
must be carefully recorded in the Line Clear Enquiry and Reply Books, and also in the counterfoil of the
Authority to proceed without Line Clear'and in the Train Signal Register.
(18) IftheStationMasteratoneendoftheinterruptedsectionshasmorethanonetraintodispatchinthesame
direction before another train is normally expected from the opposite direction, he shall, in such cases.
send the first available engine of a train to obtain 'Line Clear' not only for that train but also for the
followingtrainswhichmaybewaitingorexceptedathisstation
In the LineClearEnquiryMessageitshallbestated that these latter trains will be dispatched after the first
trainatintervalsofSOminutes.
After the Loco Pilot returns with the Line Clear for the required number of trains to the stations at
whichhehadleftthetrain,theStationMastershalldispatchthefirsttrainontheauthorityofthelineclear
for the trains and shall also endorse on that line clear that a particular train (giving its number and
descriptioninfull)shallfollowataspecifiedinterval.
The station Master shall give similar information to the Guard also in writing, The Loco Pilots of the
second and subsequent following trains shall be given a caution order restricting the speed to 25
Kilometers per hour over the straight when the view ahead is clear and to 10 kilometers per hour when
approaching; or passing any portion ofthe line where the view ahead is notclear due to curve, obstruction,
rain,fogoranyothercause
When dispatching a second and subsequent trains, the particulars of the last preceding train along
with its timeofdeparturewillbeendorsedonthehneclear as also the particulars ofthe train which would
follow. The line clear for the last train of the series should be endorsed with the particulars of the
precedingtraintogetherwithitstimeofdeparture.
While adopting this procedure, the Guard and the Loco Pilot should be instructed to keep a sharp
lookoutandbepreparedtostopshortofanyobstruction
(19) When a train is stopped in the block section the Guard shall immediately exhibit a hand danger signal
towardstherearandcheckupthatthetailboardorthetailhghtiscorrectlyexhibited.
If the stoppage on account of accident, failure, obstructions or other exceptional cause and the train
cannot proceed the Loco Pilot shall sound the prescribed code of whistle to apprise the Guard ofthe fact,
where upon the Guard shall protect the train by placing one detonator at 250 meters from the train on the
way outand2 detonators, lOmeters apart, at 500 meters from the train, irrespective ofthe guage, When a
train is detained outside signals and if the detention exceeds or is likely to exceed 10 minutes it shall also
beprotectedaccordingly.IntheabsenceoftheGuardthedutyofprotectingthetrainshalldevolveonthe
Assistant Loco Pilot.
(20) When trains follow one another no train shall be backed. In exceptional circumstances when it may be
unavoidable to back a train the train shall be backed only after providing protection by placing one
detonatorat250metersandtwodetonators,10metersapart;at500metersfromthepointuptowhichthe
trainistobebacked.
(21) Trains must continue to work on this system until anyone ofthe means of communication, mentioned in
rulelisrestoredbythecompetentauthority
(22) As soon as any one ofthe means of communication has been restored, the Station Master must send a
messagetothestationMasterattheotherendofthesection,onthefollowing:
FromStationMaster
ToStationMaster
Time Hours Minutes
MessageNo Train (Number and description) arrived complete
at hrs minutes Lasttrain (number and description) dispatched
toyour station At Hrs Minutes Cancel the conditional line
clearworkingoftrainsLineClearmustbeobtainedbymeansof Acknowledge.
Private No (in words) (in figures)
163
^m-6 3«fcn*3k < R W T ^
^ M ^ ^ i ^ ^ T N ^ ^ ^ f ^ ^ ^ ^ ^ P H H P d R s l d W f ^ ^ R f t M ^ ^ : -
^ ^ ^ R ^ ^ ^ ^ W^
*ftnj ^ ?™ a m ^ ?™ *f
^ W f % ^ R ^R ^ ^ ^ %, *U$ 5P off ;^R^ ^ ^ * ^ sit, *ft
^ ^ ^R HZKX f^TC ^R ^ Uf* ^ t/^f ^ t 11 ^ # ^ TOR*
^ R ftfcPR ^ ^ ^ t ^JT * ^ T^xT vJTT* <* W ^ ^ f^JT W ^ %/Wl
f^Rr^RRri^^t^^f^^RteR ^^m^ryRrWonMi
23. ^ f t ^ ^ : ^ f ^ ^ ^ W R T ^ ^ W ^ f ^ ^ R ^ O T ^ f ^ ^ R ^ , ^ T O
f% cfrtf ^ R W ? , ®WRZ ^ it vJTT* f% Wrt ^Mt * ^ ^t ^ TTTfejjf 3,k ^ 3TTft ^
^ R H? ^ qpr ^ 11 xnt ipEIRt dl^H ^ H ^ «\uf «*IK 5 H M ^ ^ ^ cfl>tH «*IK ^ T f
m^T^^^f^Rm&m*^^*ncft ^H/^ftfer TO/FR^2 if F f e fMt^wr<#
^^ST^^^^:^^^W^^,^^^gTifW^^^^d^Hl-^^f^f^^^^
IOT 3ik ^r ^ f f <* $m ^R ^ wî^ eft imn ftw ^ w ^ # ?m ? R R ^ wîti

m,K^t^t^Ht^t^mt\
24. i ^ ^ ^ W f ^ W R T i f ^ ^ S ^ ^ ^ ^ i ^ F ^ ^ O T ^ m ^ ^ ? ^ ^ ^
^R ^ « t c T ffcjFSf ( ^ inftFT fe^) ^ W * 3ra*T ^RT *nf^ 3 ^ M R <* ^T: W^^t viTH
^ W f ^ ^ t o ^ . ^ ^ M H M - ^ ^ ^ f ^ i R p ^ M ^ I
6.03.^?RY «# ^ ^ t ITfetf ^ « n -
(1) Tfc F4Rft ^RRT. *RRt. sra^T *TT ftRft 3RT SRTMRnT «1>RT tf «ptf *n<ft ^ ? R Y «# 4fcj
^ i t *TT<ft t 3fN efrlit *TRcR «5t cRcTT t % ^ t 3TR ^ f W Welt t I cfT ^ fttfftcT
WRT ^ W 3fN ÊT ^ *ttk * t s ftPRerf ^T SfT^T y^PT ^ ^ T I 3TT^ ^TcfT ^TT^t ^ t
^cn^ft ^ # f ^ cR^TeT SPT^t êT ^ i R ^ t ^c^R ^ T ^ ^T fi^ 'afN' ^ T T | d ^ ^ I d W
^ 4 ^ ^ t 3lk ^ ^ ^TftPReTf^ra^TT 3fN W ^ H ^ÎT ft> ftM ^ (êT ^ ) S f ^
ftBfeft ^ f t (êT eTT^) 3W y ^ R ^ ^^McT ^ t ^ t 3fN ^ t ^ T F f # 4 ^ ^ t 3lt^ V$?R
eTT^ eRTf ^PJt t clt ^ ? W ft^ 3TPT ^ T T I ^ T # «tR cR^TeT W 3fN eft^t WIeR:
^ t 3 T M Sfk STPt PlHPelRdd ^TfaTIJt ^ ^ t -
(i) ? ^ J t empT ^^?R TR Sfarar ^ t ^ t *TT êTT^T ^^RT TR ^T^ SR^ ^T ^ ^ ^ t
erT^T^^^Tf^rit^tf:-
(*) TT^t ^t ^ e n # f ^ ^TT cfr ^n^ ^ i ^ ^fra^n ^TT f ^ l t ^rem ^îf^r ^t ^
^ ^ T i ^ W ^t ^ t ^t wwn * ftrt f ^ l t ^rem ^îf^r ^t yRT-Fm^r f ^ n t
^ eft^t m^fz H ^ t # W R ^T^ w r ^t ^ e n ^t qfe ^ ^ T I ^ T ^ ifo ^T^R

q^^#sr^^^t#wR^T^wr^t^gn^tT,fe#f^W^[>d^d^T
êft^tTTReRT^TTRT^R^TI
(^) ^TT^^^m#f^TM^n^WT^Jlf^f%^^3n^^^t^t^RR#f^
^ t eTWR ^cR ^T £ * ftPReT f ^ R ^ T 3lk 3PR t ^ RPReT # SfRTR^T. 3PR
^TT2TTCR^^ ^fR^T 3fk vT#" ^ M f ^ t SR^TR ÊT eTT^T ^R ^ ^ T ftRT ^R SRRt^T
13fTt.3farm-
WeTTTCT^T3FRt ^ t ^ 600 ^RR ^ t «g& ^R 3PR ^ R ^ t R?TT ^ ^ t ^ T 3fh
clR TCRt ^ t ^ ^ R ^ * ^ 10 ^RR ^ Bf^t. 1200 ^RR ^ t ^ t ^R ^PTT I
W H ^RR ^ 3fN ^ ^ TR WeTTTCRST^ t ^ ^ # ^TRT ^ 400 ^RR
^ t ^ t TR ^ t ^ T 3fN ^ T ^ ^ T 800 ^RR ^ t «g& W M ^t ^ t ^Y ft§t^ 3 I ^ n t
5RT ta <& M 1 ^ T TCRt ^ ^ T ^ t W ^ ^ V&H 10 ^RR ^ ^ I
164
On receipt of the above message the Station Master at the other end of the section must
acknowledgemthefollowmgforrr!:-
FromStationMaster
ToStationMaster
MessageNo YourMessageNo Understand that tram
(number and description) which was the last tram to leave my station has
arrived complete at your station Tram No which left your station has arrived
complete a t i y station at hours minutes/not arrived. Conditional Line
Clear working of trains is being/ will be cancelled immediately after the complete arrival of
tram number Line Clear of the next tram will be obtained by means of
Private No.(m words) (mfigures)
(23) Line Clear shall not be obtained or given by means of communication restored until both the station
Masters are satisfied that all trains and engines etc. dispatched from their stations have arrived
completeattheotherstation.
Even if the communication is restored immediately after the departure of the light engine/self-
propelled vehicle/any other vehicle referred to m rule 2, sent under 'Authority for opening
communication during total interruption of Communication on single line section normal working
shouldnotberesumeduntilthelightengme/self-propelledvehicle/anyothervehiclereachesthenexl
station and both the Station Masters are satisfied under exchange of Private Numbers that no light
engine/self-propelled vehicle/any othervehicle is on the sectionthereafter an intimation about this
shall be given to Section Controller also on controlled section, if communication with Section
Controller has also got restored, and normal working resumed. If, however, communication with
Section Controller has not got restored along with restoration of communications between two
stations, the Section Controller shall be advised of the position immediately on restoration of
communicationwithhim.
(24) On the section where total interruption of communications occurs, the Traffic Inspector of the
section, must scrutinize the tram passing records of the Station and submit his report to the Sr.
Divisional Operations Manager withmselen days ofthe resumption of communication.
6.03. Train Stopped between stations-

CD When a train is stopped between stations on account of accident, failure, obstruction or other
exceptional cause, and the Loco Pilot finds that his train cannot proceed, he shall apprise the
Gua!-d of the fact by sounding the prescribed code of whistle or through walkie talkie or other
means and exchange hand danger signals with him. The Loco Pilot shall switch on flasher light
of his locomotive immediately to warn on coming train. Thereafter the guard shall immediately
exhibit a hand danger signal towards the rear and checkup that the tail board or tail light is
correctly exhibited and switch On flasher light if provided In the rear of the brakevan The
Guard and Loco pilot shall then immediately take the following action in the rear and the front.
(i) On a single line section or a section of double or multiple lines when temporarily
worked as a single line section:
(a) The Guard shall either himself go back or send a competent person back to protect the
train; If the Guard has deputed a competent person to protect the train, he shall
confirm from the Loco Pilot for the protection of the train in front through walkie-
talkie or other means of communications between the Loco Pilot and the Guard. In
absence of communication system between them the Guard shall go to the Loco Pilot
personally to confirm the protection of train in front.
(b) The person going back to protect the train shall continuously show his hand danger
signal to stop any approaching train and in addition to his hand signal, shall take
detonators and place them upon the line on which the stoppage has occurred, as
follows One detonator at 600 meters from his train on way out and three detonators,
1200 meters about 10 meters apart from the place where the train has stopped.
Provided that on the Meter and Narrow gauge the first detonator shall be placed
at 400 meters and the three detonators about 10 meters apart not less than 800 meters
from his train or at such distance as has been fixed by special instructions from the
place where the train has stopped.
164
^m-6 3«fcn*3k < R W T ^
fr) ^ W ^ m R ^ ^ ^ ^ ^ ^ ^ m # f ^ ^ w t ^ ^ v R ^ ( * i )
# ^ ^ ^ ^ ^ # e r R . f ^ ^ ^ ^ ^ ^ ^ # f ^ c r a c r a 3 P R T
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(EI) « ^ ^ ^ ^ w ^ i ^ # w t ^ ^ vR-*re (er) * SR^TR
^ R R # ftra *jcR ^T #<; RPRCT R * I R «# ftra era era * ftrt y f i r f r w W n

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165
(c) If a person other than the Guard has gone back to protect the train, he shall after
taking action as per sub-clause (b) continue to show his hand danger^ signal to stop
any approaching train, until he is recalled;
(d) When the Guard has himself gone back to protect the train, he shall after taking
action as in sub-clause (b) depute a competent person, if available, to show a hand
danger signal to stop any approaching train until he is recalled and shall himself
return to his train to ascertain the cause;
(e) Unless the Guard has succeeded in getting another competent person to show a
hand danger signal, as in sub-clause (d) he shall after consultation with the Loco
Pilot, once again return to the place at which he placed three detonators, showing
his hand danger signal to any approaching train and continue to do so until he is
recalled;
(f) When the Guard or the person deputed by him is recalled he shall leave down the
three detonators, and on his way back pick up the intermediate detonator;
(g) On a section of double or multiple lines, when the Loco Pilot comes to know that;
(I) During the course of run of the train being driven by him the Loco Pilot shall
switch "ON" the flasher light and dim the head light on all or any such
occurrences as stipulated hereunder :-
(A) Sudden jerk with drag and/or drop in air pressure or vacuum of the train;
(B) Sudden increase in airflowindicator reading;
(C) Train Parting/derailment of the train; and
(D) Any situation warranting protection of the adjoining track,
(II) In case of an accident or if assistance has been asked for or on a single
line section of during temporary single line working on a section of double or
multiple lines, the Loco Pilot shall in all cases switch 'On' the flasher light and
dim the head light at once and show a danger signal to the front and proceed to
protect the train in front in the manner prescribed in sub clauses (b) and (f)
either by going himself or by sending his Assistant Loco Pilot or some other
competent person; and
(h) Should any train be seen approaching the person going to protect the train shall
immediately place one detonator on the line, as far away from the train disabled
train as possible and will continue to show his hand danger signal to stop any
approaching train if the person has already placed one detonator on 600 or 400
meters in BG or MG/NG respectively and he is not in a position to reach a distance
of 1200 meters and 800 meters in BG or MG/NG respectively he shall again place
one detonator as far away from the train as possible which has met the accident
(ii) On a double line section where trains on the two lines run in the opposite direction.
(a) As soon as the Loco Pilot comes to know that
(I) During the course of run of train being driven by him, the Loco Pilot shall 'switch
on' the flasher light and dim the head light on all or any such occurrences as
stipulated here under:-
(A) Sudden jerkwith drag and/or drop in air pressure or vacuum of the train.
(B) Sudden increase in airflow indicator reading.
(C) Train parting derailment of the train, and
(D) Any situation warranting protection of the adjoining track.
(II) In case of an accident or if Assistance has been asked for the Loco Pilot shall in all
cases switch On the flasher light and dim the head light at once and show a danger
signal to the front to protect the adjacent line in front in the manner prescribed in
clause (I) above either by going himself or by sending assistant Loco Pilot or some
other competent person.
The guard shall himself first immediately proceed ahead to assist to ensure
protection of the adjacent line in front in the manner prescribed in clause-(I)
above and if a competent person is available send him to protect the train in the
rear in manner prescribed in clause-(I) above.
165
^m-6 3«fcn*3k < R W T ^
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clt^t TOcTcr ^ v R ^ R I TO ^Teft eTT^T ^ t ^ t ^ t ^ T T # f ^ ^ T c W ?f^R W r t f ^
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166
(b) In case it is not known whether the adjacent line is obstructed or not. The Loco Pilot shall
take action to protect the adjacent line in the manner prescribed in clause-(I) above. The
Guard shall confirm from the Loco Pilot on the available means of communication for
protection of train of the adjacent line as mentioned above and proceed towards the
locomotive watching the train carefully. If the Guard finds that the adjacent line is
obstructed he shall proceed ahead to assist and ensure protection of the adjacent line as
mentioned above. In case he finds that the adjacent line is not obstructed he shall after
consultation with the Loco Pilot go back to protect the train in the rear in the manner
prescribed in clause (I)as above. If he has not already sent another competent person for
the purpose.
(iii) On a multiple line section with uni-directional traffic on the nominated line :-
(a) as soon as the Loco Pilot comes to know that:-
(I) During the course of run of the train being driven by him the Loco Pilot shall switch
On the flasher light and dim the head light on all or any such occurrence as stipulated
hereunder:-
(A) Sudden jerk with brake and/or drop in air pressure or vacuum of the train.
(B) Sudden increases in airflow indicator reading.
(C) Train parting/derailment of the train and
(D)Anysituationwarrantingprotectionoftheadjoiningtrack.
(II) In case of an accident or if assistance has been asked for, the Loco Pilot shall in all cases
switch On the Flasher light and dim the head light at once and show a danger signal to
the front and he shall at once take action to protect the adjacent line or lines in the
mannerprescribedinclause-(I)above.
(b) As soon as the Guard comes to know that the train has met with an accident he shall at once
protect such adjacent line or lines in the manner prescribed in clause-(I) above. When it is
obvious that an adjacent line on which trains normally runs in the opposite direction is
obstructed or when it is not known whether any such line is obstructed or not the Loco
Pilot shall at once take action to protect the adjacent line/Lines in the manner prescribed
in clause-(II) above.
If it is obvious that an adjacent line on which the trains normally runs in the direction
of the affected train is obstructed or when it is not known whether any such line is
obstructed or not, the Guard shall immediately protect such adjacent line/lines in the
mannerprescribedinclause(I)above.
If it is obvious that an adjacent line/lines on which trains normally run in the opposite
direction is obstructed and no line on which trains run in the direction of the affected train
is obstructed, he shall proceed ahead to assist and ensure protection of the adjacent
line/lines, on which trains run in the opposite direction as per clause-II above.
If in addition to the line on which train run in the direction of the affected train any
other line on which train normally run in the opposite direction is also obstructed the
primary duty of the Guard shall be to protect the line on which train normally run in the
direction of the affected train in the rear in the manner prescribed in clause-I above. Only
after taking this action he shall proceed ahead to assist and ensure protection of the
obstructed adjacent line/lines in front on which trains normally run in the opposite
direction.
166
w*m-6 <?fcm,3k smwm^m,
(2) (i) ^ f ^ ^ # ^ W ^ t ^ ^ f ^ * M f ^ W ^ ^ ^ ^ q T W * T T
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167
(2) (i) In the case of train without a Guard, the duties of the Guard, as laid down in this rule shall
devolve on the Loco Pilot or on a Railway servant deputed by him.
(ii) In the event of any disability of the Loco Pilot, the duties devolving on the Loco Pilot as
laid down in these rules shaU devolve on the Guard or on a Railway servant deputed by
him.
S.R. 6.03/1. Protectionoftrams-

(a) When a tram comes to stop in a block section on account of an accident or any other cause which is
notmmedmtelyobvious.andtheLocoPnotfmdsthatWstramcannotproceed'heshalHmmedmtely
switch 'On' the flasher tight keeping the head tight 'Off to attract the attention of a tram approaching
from the opposite direction and sound four short sharp whistles (0000) repeatedly or through walkie
talkietoapprisetheGuardofhismabilitytoproceedanddisplayaredhandsignal.
The Guardonheaiing the Ix>coPilot-swMstle shall acknowledgeitbywavingaredhand signal
up and down. The Loco Pilot will acknowledge the Guard's signal by a long whistle. The Guard shall
then fix a red flag by day at such a place on the brake van which can easily be seen by the Loco Ptiot
and at night reverse• the side lamps of his brake van, where provided, to show red towards the Loco
Pilot.
The Guard shall also ensure that during day the tailboard is in position and at night the tail lamp
andthesidelampswhereprovided,areburmngbnghtly.
The Loco Pilot shall also whistle repeatedly so as to attract the attention of the Loco Pilot of a tram
approaching from the opposite direction. If the stoppage has occurred on a section of double or
multiple lines, during night or in thick and foggy weather when visibility is impaired the Loco Pilot
and the Guard shall light a fusee also immediately and fix it on the ground near the adjacent track on
whichtramsnormallyrunsoastobeclearlyvisibleto the Loco Pilofof an approaching tram.
TheLocoPilotandtheGuardshallthentakeactionregardmgprotectionofadjacentlmeandof
thetrammaccordance with G.R. 6.03.
(b) When the Loco Pilot of an approaching tram sees the light of the flasher or the light of a fusee, he
shall at once take action to stop his train short of obstruction just as he would act when he sees a
danger hand single or hears the distressed whistle code of another engine or explodes a detonator and
renderallpossibleassistancetotheaffectedtram.
He will continue his journey at normal speed only after ascertaining that the line on which he is
proceeding is free from any obstruction. Ifhowever, he finds that the line on which he is to proceed is
obstructedI the Loco Pilot and Guard ofthe tram will protect their tram m accordance with GR. 6.03.
The Loco Pilot ofthe tram proceeding on the adjacent track must stop at the next station and
reportthe occurrence immediately.
(c) The flasher light shall be switched off only when the Loco Pilot finds that his tram is in a position to
proceed or after he has ascertained that the adjacent line is free from obstruction and it is not
necessary to stop any approaching tram to obtain assistance. In case the flasher light is not provided
or it fails the head light may be switched 'On' and 'Off repeatedly to attract the attention of the
approachmgtram.
(d) Flasher, light units have been provided on diesel and electric locomotives, the unit when switched
'On' flash amber colored lights When taking over charge ofthe diesel/electric locomotives from the
shed/yard the Loco Pilot shall test the working of the unit and make appropriate entry in the shed
engmebook.
(e) When the tram is able to go forward the Loco Pilot will sound one continuous long whistle to recall
the Guard or the person, deputed to protect the tram in rear, who will immediately return leaving the
3 detonators on the line and picking up the intermediate detonator.
The Loco Pilot must not start his tram after it has been brought to a stand until the Guard has
signalled to him from the brakevan to proceed. The Guard shall remove the red flag reverse the side
light, where provided to show white light towards the Loco Pilot when the tram is ready to start.
The Guard will show hand danger signal and keep a good look out, towards the rear until his tram
arrivesatthestationmadvance.
167
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(ET) ^ ^ d i ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ R ^ ^ f ^ ^ l ^ d U l T R T ^ ^ ^ ^
168
(f) If the tram has also been protected in front, the Loco Pilot will, when the tram goes forward,
endeavortostopshortofdetonatorsandpickupthethreedetonators.
(g) In the case of light engine or coupled engines the Loco Pilot or both the Loco Pilots are responsible
fortheprotectionofthe engine or engines inaccordancewithG.R.6.03.
6.04. Trains unusually delayed-

(1) If a train carrying passengers does not arrive within 10 minutes or if goods train does not
arrive within 20 minutes after allowing for its normal running time from the station in
rear, the Station Master at the station in advance shall immediately advise the station in
rear and the control of this fact. Thereafter on double or multiple lines, the Station
Masters at either end of the block section shall immediately stop all trains proceeding
into the block section on adjacent line or lines in either direction and warn the Loco Pilots
and Guards of such trains by issue of suitable caution orders and shall also ascertain the
whereabouts and the condition of the delayed train.
(2) The action mentioned above shall be taken earlier, should the circumstances so
require.
S.R. 6.04/1. The Station Master shall take immediate action in the following manner when a tram is
delayedintheblock section.
(a) (i) The Station Master shall talk to Loco Pilot/Guard of such tram on VHF Set whereas the
Loco Pilot and Guard shall apprise the Station Master of nearest station through Walkie-
Talkie, reporting the cause of unusually delayed tram.
(n) If Station Master fails to talk he shall arrange to send a railway employee into the block
section to fetch information regarding the whereabouts of the tram; and in case of
mishap thenatureofassistancerequired.
(in) On a double line section the Station Master must stop the first tram proceeding in the
opposite direction and inform the Loco Pilot of the circumstances and instruct him to
proceed cautiously.
(iv) The Guards of trains carrying passengers which are provided with a set of portable field
telephone, when delayed in the block section over 10 minutes will also inform the
Section controller the cause and probable duration of the delay.
(b) The Controller on receipt of such advice shall immediately warn the station where a medical
van or first aid chests are located so that they wouldbe kept inreadiness for dispatchto the site
ofthe accident, onreceiptoffurtherinfonnation. He shall also issue preliminary warning to the
Loco Foreman and Station Master to get the Break Down Tram ready, and will also arrange for
an engine to be made available immediately for taking the medical Van to the site ofthe
accidentifnecessary
S.R.604/2. If for any reason a tram is brought to a stand on a gradient the following precautions should be
takenbythetramcrew-
1. LocoPilotshouldimmediatelyputontheflasherhght.
2. Loco Pilot should apply loco brakes in addition to the application of tram brake i.e.
vacuum/air brake.Trambrakemustnotbereleased.
3. Loco Pilot should not normally leave locomotive. If required to leave in an emergency, he will
ensure thatAssistant Loco Pilot is present on the locomotive.
4. Whenthetramisnotlikelytostartwithml5mmutes,LocoPilotshould-
(a) Applylocomotivehandbrakes.
(b) Direct Assistant Loco Pilot to pin down the hand brakes of 10 wagons in case of 4
wheeler or 5 wagons in case of 8 wheeler load behind the loco and put wedges under the
loco wheels.
(c) Draw the attention of Guard by sounding 3 short whistle (0 0 0) for applying brake
followedby4short(0000)whistlesforprotectionmrear.
(d) DirectAssistantLocoPilotmsmglelmesectionforprotectionoftrammfront.
168
w*m-6 S^sfk < R W T ^
(5) ^t™^^^^f^,^^^^WTT3lOWf^^8^^WTH
5WTT^^^^^T^|^^^f»3^^^^^^^WTT^
(6) ^ ^ T ^ ^ ^ ^ ^ ^ ^ ^ TTO^$ f^j ^ ^ ^ ^^^ta«
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(*) ^ ^ ^ 3 q ^ w 3 f ^ / w ^ R ^ - ^ ^ R ^
(ST) ^ T t ^ ^ T ^ t ^ ^ f ^ T ^ ^ <^M I
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(9) ^ ^ O O ^ I ^ ^ ^ W R O T ^ ^ ^ ^ ^ ^ ^ ^ T T ^ ^ W ^ T ^
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^TT ^hlTft>^fCTT f ^ I W M T R . f ^ ^ R ^ ^ t a i ^ ^ f w ^R*T 1 ^ W^cTT
unft *rit t <fr *n<ft <ra <ra> ^T xratf ^ ^ f t ^r era M WTCCTT ^ ^ f ^ i t i ^ ^
^ # r a ^ ^ ^ ^ ^ 4 0 0 ^ ^ ^ | ^ # f ^ f ^ ^ t f ^ ^ W ^ ^ f t |
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^ ^ ^ ? r ^ 3 ^ ^ ^ f W F ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ T i ? T ,
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169
5. The Guard of the tram will apply hand brake of brakevan and pin down hand brakes of 10
wagons in case of 4 wheelers load or 5 wagons in case of 8 wheelers load, In case of passenger
carrymg trams he will put wedges to the wheels of two vehicles nearer to the brakevan. After it
he will protect train inrear.
6. Guard after protecting tram in rear, should meet Loco Pilot and will take action for advising
controltoajrange assisting engine or other shortofassistance.
7. Thefollowmgprocedureshouldbeadoptedtorestartthetram-
(a) Loco PUot to recreate adequate vacuum/air pressure gradually.
(b) ReleasetrambrakesMlywithlocobrake'On'
(c) Notch up the loco by a few notches in forward direction in case of up gradient or reverse
drrectionmcaseofdown gradient.
(d) Release the wagons hand brakes and remove wooden wedges both in front and in rear.
(e) Guardtoreleasehandbrakeofhisbrakevan.
(f) Exchange'AllRight'signalwithGuard.
(g) Releasehandbrakeoflocomotive.
(h) Gradullay release loco brake and start.
(i) Re-checkbrakepoweratthefirstopportunity.
8. The Loco Pilot himself or, on his direction, the Assistant Loco Pilot shall be responsible for
application and release of the hand brakes of wagons behind the engine. The Guard shall be
responsibleforthesimilaractionmregardtothewagonsmsidethebrakevan.
9. Considering the condition of brake power on tram, the Loco Pilot may take additional
precautions during the stoppage ofhis tram on section steeper than I in 400 to avoid run away.
6.05. Sending advice of accident or breakdown - If the engine is for any reason unable to proceed
the Guard or in his absence the Loco Pilot, shall convey, by the most expeditious means advice to the
nearest station, stating the location nature and cause of the accident, and if assistance has been
asked for, the train shall not be moved until such assistance arrives, provided that if the train is
subsequently able to move, it may do so at walking pace, but not unless a competent railway servant
has been sent with hand signals and detonators to protect the train, such railway servant keeping at
least 400 meters in advance of the train, the other end of the train being protected in a similar
manner.
S.R.6.05/1. Sendmgadviceofaccidentorbreakdown-
(a) (i) When owing to an accident or breakdown, a tram is stopped outside station limits, the Guard
must firstprotectthetram and then consult the Loco Pilot and immediately report the accident or
break down on the field telephone to the Section Controller. Guard/Loco Pilot should apprise
the nearest Station Master through Walkie-Talkie or any Other means of communications
available in the area.
This report must detail the nature of the accident or breakdown, the site and the relief
required. On the double line sections, in case the field telephone is inoperative and a tram is
passing on the other line, it should be stopped and the Guard of the affected tram should hand
over a written report to the Loco Pilot or Guard of the opposite direction tram indicating the
details ofthe accident or breakdown as stated above for communication to the next station m the
direction in which the tram is proceeding. In all other cases, On the single and double line
sections a written report ofthe accident or breakdown as stated above must immediately be sent
withtheAssistantLocoPilottotheStationMasteroftheneareststation.
169
3TePT W& * W ^ ^ . 6 . 0 9 / 1 <ft W f ^TO3ra*T f^JT ^RTT * |
3RIW ^ ^RT f*TCT fOT ?t, ^ R ^ ^ * eft^T T T O ^T f^FTf%cT ^TT -

(1) f ^ d l ^ l ^ ^ q W T y T f o E R
(2) '^'f»3^^f^TO^^^^jn1tof^^^H^^^wf^T
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(ii) ^ ^ ^ W t ^ ^ W ^ t ^ ^ ^ R ^ ^ ^ ^
(iii) W ^ R ^ f ^ ^ ^ R ^ f ^ W ^ t ^ ^ ^ ^ ^ j m ^ R i T O ^ ^
l^^^^^^^^fo^HHI^WR^Wf^'^^^W
^.Ff.6.05/2. ^ W ^ ^ ^ ^ q ^ -
(?l) ^ R ^ W ^ ^ f ^ ^ ^ ^ q ^ ^ d U l M H d r i ^ ^ ^ ^ ^ ^ N M ^
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^ ? ^ ^ ^ ^ * , W f ^ T O ^ f ^ ^ % W ^ ^ ^ R ^ ^ ^ ^
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ < M f ^ W T c * ^ R ^ |
6.06. y^TPT m f ^ R # Hr^TT ^ r r a ^ ^ T ^ ^ t -
(1) ^TWfÊfT eff^Y qTÎere «5t seTT^ ^^?RTtfW *TTo£T ^cTT t % vRT# W * W R mfePlJR *TT
^ f % R r y ^ T R f y T f ^ R ^ i t ^ ^ ^ c r ^ t ^ ^ i
(2) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W i p f t ^ f ^ 6 . 0 3 ^ ^ v R ^ ^ ^ ^ f t |
170
(ii) In the event of a senous accident, when prompt assistance is required and information cannot
be conveyed promptly in the manner prescribed in clause (i) above, the Guard will arrange for
the tram engine of the disabled tram, if it is able to proceed to be detached and sent light to the
next station with the report of the accident or breakdown through the Loco Pilot to be handed
over to the Station Master of that station. Before detaching the engine, the provisions laid
downmS.R.6.09/l.mustbecompletedwith.
(b) The Station master receiving the information that the tram is disabled must at once inform the
section Controller and other Officers concerned. On uncontrolled areas, the Station Master will
arrange for the requisite assistance and if the engine is disabled, utilise the engine of aless important
tramtoworkthedisabledtramforwardandadvicethetermmalStationMasterofhavmgdoneso.
(c) When an assisting engine is sent out, the Station Master who admits the assisting engine into the
sectionoccupiedbythedisabledtramshallissuetotheLocoPilotofanassistmgengme
(1) anauthontytoproceedwithoutlmeclear.
(2) An authority to pass last stop signal in 'On' except on double line when he is moving on wrong
direction and
(3) Acautionorderonwhichshallbestated:-
(i) the kilometerage of both, the tram engine as also the Brake Van/Last Vehicle of the
disabled tram standing in the sections;
(ii) thestationtowhichthedisabledtramshallbetaken;and
(hi) awarnmgthatthetram,whichisgomgtoassist,shallbebroughttoastandatthefirststop
signal of the station to which it is being taken and on Double line when it is moving in the
wrong direction, it shall come to a stand opposite the first stop signal of the opposite line
orthe last stop signal ofthe same linewhichever comes first and shall remain there unless
theStationMasterauthonzesits admission either by taking offoffixed signals or by issue
of an authority to pass it in 'ON' position.
Note: In the absence ofthe Guard or if the Guard is incapacitated, the duties ofthe Guard will
devolveupontheAssistantLoco Pilot.
S.R.6.05/2. Assistanceto disabled engine -

(a) When an engine is disabled, the Guard shall ascertain from the Loco Pilot if it is necessary to
requisitionforarehefengme. Should the Loco Pilot expect to be able to put the engine in working
order within 30 minutes, he shall inform the Guard. If the time is likely to be exceeded, the Guard
mustsendadvicetotheneareststationandcallforrehefengme.
(b) After having asked for assisting engine, if subsequently the Loco Pilot is able to repair the damage
and is in a position to restart the tram, Loco Pilot will ask permission of the Section Controller/
StationMaster. The Section Controller/Station Master, incase assisting engine has not entered m the
block section, will regulate the assisting engine and will advise the Loco Pilot to start his tram
supportedbyTramnotice/Privatenumber,LocoPilotwillworkhistramcautiouslyuptonextblock
station. Loco Pilot shall not restart his tram unless he receives Tram notice/Private number from
SectionController/StationMaster.Insuchcasehewillwaittillarnvalofassistmg engine.
(c) When there is likelihood of an engine failing to reach its destination, the Loco Pilot must at once ask
forarehefengme.
(d) If the engine of a passenger tram fails in a section, the tram must not be divided. After protecting the
tramareliefenginemustberequisitioned.Thetrammustbedetamedwiththeengmecoupledtothe
tram till the assistance arrives The tram must then be worked forward with the assisting engine
coupled up to the next block station ahead, where the Loco Pilot will decide whether he is in a
position*"haul the load forward alone with his engine or double headed with an assisting engine.
6.06. Train in a block section without authority to proceed-

(1) When the Loco Pilot becomes aware in a block section that he does not have an authority
to proceed or a proper authority to proceed, he shall immediately stop the train.
(2) The train shall be treated as an obstruction in the block section and protected as such,
in accordance with Rule 6.03.
170
(3) W JH xTCPtf S T J T R ^ if e l ^ t ^ l e r e ^ T *T^TT «fi R^cf i t e m v R W W T t f ifR!
VRR# SJRT f& *rt arafcnf «# SRRTR i?t ^ t ^ *n*>fti W ^ ^mf%Rr ^f mvm
*.*. 6.06/1. © ^ ^ ^ ^ ^ f l l k P I H l t o ^ ^ H ^ H T O ^ *
(ii) ^ ^ ? ^ W ? ^ ™ W ^ t e ^ % ^ % T O ' ^ ' t ^ ^ ^ t e R ^

^ s f r T O ^ ^ ^ f ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ S ^ f ^ T O ^ ^ W ^ ^ I O
(iii) ^ ^ j m ^ f ^ T O ^ ^ ^ ^ t ^ ^ ^ w ^ f ^ 5 . 0 9 ^ ; ™ R f ^ ^ r
(iv) * ^ W ^ ^ ^ « ^ ^ ¥ » W I 1 W M ^ W R
(vi) ^ ^ ^ ^ ^ ^ ^ 3 ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ % ^ ; ^
6.07. *nBnff * ^TR^TcR TR TJ*TM ^Tctf ^Tcft ^*TTftcT ^TT3rY ^ t ftqfcf f * T O *TT tflfa « W
(1) ^ fÊft m f e r ferfa 3 ^ SRTWRnT TTRfeTf^- ^T * T T M «# ^f^RT SIR ^f%RT
^^TT f * T O ?TT iftfrraRr TOM f * C T nRHlcKfr ^ frlT I

(2) f * ™ *TT tfifa WTWRT f ^ m nRHid* M *RR& ^ ^ ^ t ^ T ^ R > ftctf TR.
^ R R ^ ^ ^ ^ ^ f^ f-p^^r ^ ^ ^ SIR 3RI ^ f f e r **r # r e f «st <R^t
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^.6.07/1. ^^WT^^^^^^^W^^cffe^^^^^^Wf^âiR^^R
^ H ^ vStm ^ *ftp?W ^ ^ (qft ^ ^ 1?T eft ^ ^ ^ W ^ ) ^TFT fÎT
171
(3) The Guard, or in his absence the Loco Pilot, shall convey the report of the occurrence to
the nearest block station by the most expeditious means and the train shall thereafter
move only in accordance with the instructions which may be issued by the Station Master
to whom the occurrence has been reported:
Provided that when a proper tangible authority to proceed is lost on the run, the Loco
Pilot may proceed to the next station and report the occurrence to the Station Master.
S.R. 6.06/1. (!) Whenatrainentersinthe block section without Authority to proceed Station Master will
advise the station in advance by giving prescribed bell code and on block phone. "Tram running without
Authority to proceed" specially asking the station in advance to keep both reception and departure signals
in 'ON' the Section Controller should also be advised. The gateman enroute should be informed to stop the
tram.
(11) The station in advance will immediately ensure that all signals are in 'ON' and the route must be
set and locked for the clear line preferably mam line and arrange to place three detonators 10 meters apart
before the Starter signal.
(in) Iftram stops outside first stop signalreceptionofthe train shouldbe done as perGR5.09.
(iv) In case the Loco Pilot fails to stop and runs through after exploding detonators and disregarding
approach and departure signals, the station staff should try to attract the attention of the Guard. The guard
on receiving danger signal from the station staff, will stop the tram, In electrified section, OHE should be
switchedoff.
(v) If the tram fails to stop, the same bell code and advise as stated in item (i) to be repeated to the
next station. The gateman enroute is to be informed also for stopping the tram. The next station should
keep all signals in "ON" position and arrange to place three detonator 10 meters apart before the Home
signal and put the ballast on the track if possible. In case tram stops, reception should be arranged as per
GR.5.09.
(vi) Tram shall not be turned into dead end siding or derailed, unless it is necessary to do so to avoid a
more serious accident.
6.07. Report of conditions likely to affect running of trains to Controller or Centralized Traffic
Control Operator-
(1) Loco Pilots, Guards and Station Masters shall advise the Controller or the Centralized
Traffic Control Operator of any known conditions or unusual circumstances likely to
affect the safe and proper working of trains.
(2) The Controller or the Centralized traffic Control Operator, on becoming aware of
such defect or failure shall inform the same to the railway servant responsible for the
maintenance of the equipment and other railway servants concerned.
S.R. 6.07/1. Whenever danger is suspected to the track, bridges or other fixed installations from
sabotage andthelocationremains vague, the Station Master who becomes aware of it, m consultation with
the Section Controller, should arrange for stoppage of tram movement over the section and also arrange
formspectionandtestmgofthelme.
For the purpose of testing the line, a light engine (by detaching engine if necessary) shall be used and
the Loco Pilot of the light engine shall be instructed through a special caution order to proceed at a very
lowspeedaswouldenablehimtostopshortofanyobstructionorunsafeconditiononthetrack.
The Loco Pilot will also stop the engine short of any bridge and he himself or a railway servant
accompanying him shall visually examine the portion of the track over the bridge for making sure that
there are no visible signs of any damage to any portion of the structure. In case any visible damage is
noticed, he will return with the light engine to the station from where he started for giving a report of what
he has seen. Action thereafter would be taken by the Engineering officials concerned about restoration of
track.
In case the visual inspection reveals no apparent damage to the structure the Loco Pilot shall proceed
very cautiously over the bridge for proving that the track is safe for passage of trains. After the entire
section has been covered in this manner the light engine shall return at normal speed to the station from
where it started where after the section shall be treated as safe for passage of trains and normal tram
services shallberesumed.
171
^.6.07/2 ^ ^ w ^ ^ ^ T O ^ O T ^ ^ ^ f ^ ^ ^ ^ ^ ^ t
fr) ^ W ^ , ^ ^ W # ^ ^ ^ H <fr Directionoftraffic^ «ell<fr ^ H 3 ^ H HI«W <fr
f ^ M ^ ^ ^ ^ R T ^ !
3R3JPT ^ / ^ R ^ ^ / ^ ^ ^ OT ^ *TOTO ^ ^ TR ^ f t f ^ t ^ W 4 f *ftcT*Tl3t
^ ^ ^ 3 ^ ^ ^ ^ ? f ^ ^ 1 o M . ^ ^ ^ ^ ^ ^ ^ ^ O T ^ ^ W
v5TTcTT#|
^ OT ^ ^ ^ eft^T TO^ *.fr. 6.07/1 (*) * 3H*R 3 > I « ^ I^ ^ . eft^T

*.fr 6.07/3^^^, rfw«witwmf^-^Mcte-^4^w^M^,
q w f ^ . f t 6.07/1 ( ^ ) ^ % ^ ^ R ^ R ^ ^ ^ % ^ t ^ ^ ^ f ^ ^ ^ ^ f ^ f q T ^ W
^ . 6 . 0 7 / 4 ^ eft^T TO^ 3 1 N / O T ^ , f ^ ^ ^ ^ ^ t ^ W ^ f , ^ ^ ^
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ M ^ ^ ^ ^ R ^ q T f ^ ^ ^ ^ ^ f ^ f M ^ ^ ^ ^ ^ ^ t ^ ^ ^ ^ ^
(TT) ^ ^ ^ ^ ^ ^ ^ % T O ^ ^ . R 3 . 6 2 ^ ; * W « ^ ^ H ^ ™ ^
172
S.R. 6.07/2. In the event of the Loco Pilot and/or Guard experiencing any abnormal condition in the track
over which his tram has passed and he considers that the portion of the track over which his tram has
passed is detrimental for safe running of subsequent trains will take action as under :-
(a) Stop his tram at next block station without clearing the block section and inform the Station Master
through available means of communication not to permit any tram from either end of the affected
block section in case of single line and from the rear in case of double line. In case of IBS and
Automatic Block Territories, the Loco Pilot must inform the Station Master and Loco Pilot of trains
alreadyleftstationmrearthroughavailablemeansofcommunicationstostopmovementoftrams;
(b) proceed further, only after satisfying himself that Station Master has clearly understood so as not to
permit further movement over the line until a written memo indicating the details of the occurrence
is received by Station Master from the Loco Pilot. He will then again stop at the station at a
convementplaceso as to deliver the written memo to the Station Master;
(c) the Station Masters on receipt of such a memo must issue a message addressed to the Station Master
of the block station at the other end of the block section, and junior Engineer/Section Engineer
(P.Way), Assistant Engineer, Divisional Engineer, Chief Controller and Divisional Operations
Manager.
(d) arrangetodispatchbyrailmamtenancemachme/towerwagon/lightengmeormtheirabsenceatram
accompanied by an engineering official with a caution order to the effect to 'Stop Dead sufficiently
short of the expected portion of the track. The engineering official accompanying will inspect the
track and shall allow the tram to pass only after satisfying that the track is safe for the passage of
tram. Advise the condition of the track and any restriction of speed to be imposed to the station
MasterpersonallyorthroughwnttenmemowhichmaybesentthroughtheLoco Pilot.
(e) in the absence of engineering officials the tram with a caution order instructing the Loco Pilot to
'Stop Dead before the affected kilometers and after satisfying himself about the condition of track
passoverthetrackmquestionatlOkilometersperhourorifhefmdsthelmeunsafetopass,returnto
station in rear if the Loco Pilot is not able to detect any thing doubtful, subsequent trains shall be
dispatched with a speed restriction of 10 Kilometers per hour till the track is certified to be safe by
engineering officials.
(f) If the condition as reported earlier is confirmed by the Loco Pilot, no tram movement shall be
allowed till certified to be safe by engineering officials;
Note : In case the Guard of the tram experiences any abnormal occurrence in the track while working
histram,hemustmformtheLocoPilotofhistramthroughwalkie-talkieorotheravailablemeansof
communication between the Loco Pilot and the Guard about the occurrence, after which the Loco
Pilot shall take action as mentioned in SR6.07/1 (a). In the event of Guard unable to contact the Loco
Pilot, he should take action to stop the tram and inform the Loco Pilot.
S.R. 6.07/3 As soon as information of sabotage or likely sabotage, bomb blast, explosion etc. to the
track, bridges orother fixed installation is received, the Station Master who becomes awareofit, will stop
movement of trains in the affected block section as well as on adjacent lines on double/multiple line
sections and will take action as per SR 6.07/1 (d) in consultation with the Section controller except that
only rail maintenance machme/tower wagon/light engine shall be sent to ascertain for the line to be safe
forthemovementofthe train.
SR6.07/4 IntheeventoftheLocoPilotand/orGuardexpenencmganyobstructionoranyotherunsafe
condition, onornearthetrackadjacenttothelmeoverwhichhistramhaspassedandwhichmhis opinion
isdetnmentaltosafetramrunnmg,willtakethefollowmgremedialaction:-
(a) Immediatelyswitchontheflasherlightofhisloco;
(b) Inform the Station Master (s) concerned/control through the available means communication,
andconcurrently
(c) StophistramandproceedwithdangerhandsignalstoprotectthelmemquestionmtermsofGR
3.62;
172
(ff) M ^ ^ ^ # ^ ? ^ W ^ * . f r 6.07/1 fr) * ft) cR» * 3H*R ^ ^ ^ft

^ l
6.08. ^t^Tf^TT^T-
(1) ^^tê^^^rPT^T^T^WT^T^SfeFT^^TcTTt^:-
(*) efrst WTcTcT W W . ^ t «# 3FTc* *TPT «5t cR W5 ^TTcTT ^ R ^ f cPSft>^
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c^RPt ^ t «5t* ^TT^TT ^T ^ 3lft ftafRcT ^ * # # * i R ^ t # f^TT^T «fi
^TTW^t^TTI
(i) ^ W T ^ c ^ e ^ ^ f ^ ^ W T R ^ ^ t
(ii) ^t^^t^^cr^teRTfÎT^T^^T.crarT
(IT) ^ ^ ^ T c H S ? ^ T t ^fT. vRRT clt^t m^fZ ^ t «# ft^ *TPT «5t ^ 5
*TT 3lft 3FTc* *TPT «# clt^t W ^ ^T £*TFT SfT^fcT ^ ^ # f ^ ftafRcT «lfrs
(2) ^ t «# ftwf W «# ^ T ^ ^ t ^T W . 3mt 3lft * M «frtf t t 3lft f*RPT 6.03 «S

ST^TR ^ t «# vRT *TFT <ft ^ «P**TT SIR £ * i<tf «5t cRRR cT£TT ^ SfraOT t 3lft
raster 3T3*nY SRT ftofRcr tawt, ê€t * t e (**hr) CTSTT ^ R Y «# inihr * «mpff
^R«RR^r^^^#f^^T4^^T|
(3) ^ f ^ * B f l 3 R & 3 i f t * l E r t f * i * « J « I a f t W W 3 f f ^ * 3 f f ^ OT SIR * t
efR-efR f%eTRR ^ t «# fenf^ i t ^ t ^T *pfcr *TT I
(4) ^ f i m r f ^ ^ ^ ^ ^ ^ ^ t f f ^ ^ ^ ^ W ^ ^ s t ^ t
^cra^ta *frsfenmUm i ^ w ^ ^ ^ t ^ fe^ w «st *Toit WR wtf
(5) ^ f^TTftRT TOft «CT efr5t nVJ&Z ^ W <fi It* Wlti * *g & WI* «fK> ^ ? R
*ft ^ # f ^ RftefcTTt cfT vRH# ^ T R t êT ^ S «5t *ft *TT 3IR ijjf 3RSTFT i n f e ^ R
^ . ^ ^ # . ^ ^ ^ ^ ^ ^ ^ % ^ # ^ v R r a * ^ # ^ f t w i t ^
facRR^tltWTI
(6) ^ m f ^ ^ ^ W ^ r a f ^ ^ ^ ^ ^ T ^ ^ q f W ^ ^ ^ ^ q r a ^ ^ ^ ^ i t ^ i
^.m.6.08/i. n^^LM^M^^s-
-o-o #ferf ^ R ^ R wm w^\ ^ sfn ^ <fl ^ f t r - ^ f t ^ ^ ft^ ^ ^ ^ ^ xn%?
173
(d) thereafteaewnicontmuejourneytothenextstationcautiouslykeepmgflasherHghton^nd
(e) Bepreparedtostopanymcommgtramapproachmgontheaffectedsectionbycommumcation
on walkie-talkie or other available means of communication and exhibiting danger hand
signal;
(f) On arrival at the next station he shall inform the station Master through a written memo about
the occurrence;
(g) OnreceiptofsuchmformationtheStationMastermusttakeactionasperSR6.07/l(c)to(f).
6.08. Train Parting-

(1) If any portion of a train should, while in motion, become detached.
(a) the Loco Pilot shall use his judgement to keep the front portion in motion, if possible, until
the rear portion has been brought to a stand so as to avoid the chance of a collision
between the two portions, and sound the prescribed code of whistle to inform the Guard
of the parting.
(b) the Guard in the rear portion shall-
(i) do all they can to prevent a collision with the front portion, and
(ii) Promptly apply their hand-brakes, where provided, and
(c) the Loco Pilot of a banking engine, if any, shall bring the rear portion to a stand and
sound the prescribed code of whistle to attract the attention of the Loco Pilot in the
front portion.
(2) As soon as the rear portion of a train has been brought to a stand, the Guard of the train
shall protect that portion in accordance with Rule 6.03 both in the front and the rear, and
take steps to secure the vehicles in stationary position by pining down hand brakes and
wherever necessary and prescribed by special instructions by use of sprags and chains
also.
(3) The Guard shall indicate the parting of the train, by waving in repeated motions a green
flag by day, or a white light by night, up and down vertically as high and as low as possible.
(4) When both portions of a parted train are brought to a stand within sight of each other and
it is possible and safe to couple them, the train shall be coupled with due caution under
hand signals from the Guard provided necessary precautions have been taken to secure the
rear portion in the manner described in sub rule (2).
(5) If the Loco Pilot of the parted train has already reached the block station in advance before he
could bring the front portion to a stop, he shall instantly warn the Station Master of the parting
as also the railway servant in charge of a cabin, if passed on the way, and shall not give up the
tangible authority to proceed, if any, till the block section is cleared of all the vehicles of his
train.
(6) The duties of the Guard specified in this rule shall devolve on the Loco Pilot in the absence of
the guard.
S.R.6.08/l. P artin g oftrams-

(a) When any portion of a tram in motion becomes detached, the Guard on realising the situation
shall promptly applyhis handbrake andthensignal to the Loco Pilot by waving up and down a
greenhandsignalbydayandwhitelightbynight.TheLocoPilotmustacknowledgethis signal
with -0-0 whistles and use his judgement to keep the front portion in motion until the rear
portionhascometoastand.
(b) IftheLocoPilotcomestoknowthatthetrainhasparted,heshouldputonflasherlightandgive-
0-0,whistlerepeatedlytoattractattentionoftheGuardtillacknowledgedbyGuard(bywavmg
green hand signal up and down by day and white light by night). Loco Pilot should keep the
frontportionofthetrammovinguntiltherearportionhascometoastand.
173
^ ^ ^ ^ ^ tf f ^ ^ WT ^ ^ * #J fWr ^ ^ ^ ^ ^tcr ^
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6.09. ^ ^ ^ R ^ ^ ^ I ^ ^ r -
(1) *TR fÊft ^ ^t^RT ^ ^ t l | TOft ^T vRTO ^ R R R R e T i t ^TM * ^ R n r *TT ?^Rf
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174
(c) If the Loco PUot finds it necessary to proceed to the station ahead, he must, on approaching the
station, give -0-0 whistle repeatedly to warn the station staff. The Station Master must
promptly"admit the traininto the station on a vacant line, and immediately infonn the station in
Lrthatthetramhaspartedandthattherearportionmayrollbacktowardsthelatter.
If however, the rear portion is following the front portion, the Station Master must attract the
Guardsattentiontoapplywagonbrakesandendeavortobnnghtoastandbytheapphcationof
wagonbrakesorbyheapmguârthontheransorothersuhablemeansordivertiUfpossible,
toavacantlooporsidmglme.
(d) If there is a banking engine in the rear, the Loco Pilot of which discovers the parting, he must
brmg the near portion to a stand at the same time repeatedly give-0-0 whistle to attract the
attentionoftheleadmgengmeLocoPnot.
(e) If the Station staff notice a tram running in two or more portions, they will endeavor to attract
theattentionoftheLocoPUotandtheGuardbywavmgupanddownagreenhandsignalbyday
andwhitelightbynight.
(f) As soon as the rear portion has come to a stand in the section, the guard must protect it, both in
rear and in front, or if the front portion is out of sight, in accordance with G.R 6.03. If there is a
banking engine, the Loco Pilot of the banking engine will protect the rear and the Guard will
protectinfrontofthetram.
If both the portions have come to a stand on a single line section, the tram Loco Pilot will
depute Assistant Loco Pilot to protect in front and the guard will protect in rear. On a double
line, iftheadjacentline is fouled, that line must also beprotectedmaccordancewiththerules.
(g) IfportionofthepartedloadsstopsonagradientthenLocoPilotandGuardwillalsotakeaction
accordmgtoS.R 6.04/2.
(h) When both the portions of the parted tram are brought to a stand and it is possible to couple
them up, the Guard will be responsible for bringing the two portions together in a safe and
propermanner.
(i) Do not attempt to recouple the parted load if the number of wagons in rear portion is 10 or less
in four-wheeler stock and 5 or less in eight wheeler bogie stock. In such case, clear the load in
two portions. Incase where there is batddnglocoinrearTtheloadcanberecoupled.
0) Whenatrampartsonitsjourneythetonnageandnumberofvehicles/wagonsofthetrammust
be jointly checked by the guard and the Loco Pilot and also by the Station Master where the
tamistakenmtwoportions.Thismformationmustbeembodiedmthejomtreport.
6.09. Portion of train left in a block section-

(1) When a train stopped in a block section has to be divided in consequence of an accident or
the inability of the engine to take the whole train forward, the Guard of the Train shall
immediately take steps to protect the rear portion of his train in accordance with Rule
6.03.
(2) If the engine is capable of proceeding either with or without vehicles, the Guard shall,
after taking action as provided for in sub-rule (1) and before uncoupling, put down the
brakes and shall, if necessary, otherwise carefully secure the rear portion of the train to
ensure its remaining stationary.
(3) When the Guard has taken action as provided for in sub-rule (2), he shall give a written
permission to the Loco Pilot to uncouple and proceed to the nert station and may. if he
thinks fit, give him written instructions to return on the same line.
(4) On sections of the single line where token working is in force, the Loco Pilot shall, before
leaving any portion of his train in a block section, hand over the token to the Guard from
whom he shall obtain a written receipt. The guard shall retain the token until the block
section has been cleared of all vehicles of his train.
(5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as the
engine, whether with or without vehicles is drawn forward, the Guard shall-
(a) Protect his train in the front also in accordance with Rule 6.03, and
(b) also see that a red light is shown on the front vehicle of the rear portion of the train.
174
(6) ^ TOft ^ T 3RcTT W T ^ ^ T T ^ K T T t ^ ^ t ^ ^ T W T ^ ft^ W T *R ^ f

fêft ^ f t (£cT 3 * q ) *TT ftM (£cT) ^ ^ f cRRT W W . f ^ W XTCPRPT (s) *
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175
(6) When the front portion of the train is taken forward, no tail lamp or tail board shall be
placed on the rear vehicle of that portion of the train but the guard shall give its number
in full in the written permission referred to in sub-rule (3).
(7) On entering a station with the knowledge that the block section in rear is obstructed, the
first duty of the Loco Pilot is instantly to warn the station Master of this fact. If a cabin is
passed on the way to the station, the railway servant in charge of the cabin shall also be
informed of the fact.
(8) When, under written instructions referred to in sub-rule (3), the engine is to be brought
back, Guard shall, until the arrival of the engine, continue to remain in rear of the portion
of the train left in the block section and shall no^ permit a following train, if any, to move
anyofthevehiclesunderhischarge.
(9) (a) The Loco Pilot shall not bring his engine, with or without vehicles back on the same
line unless he has received written instructions under sub-rule (3) from the Guard to
do so.
(b) In addition, on a multiple line section, the Loco Pilot shall also have a written
authority from the Station Master, who shall ensure that no train is diverted on to or
crossing the same line on that portion of the track over which the said Loco Pilot
would be returning.
(c) The Station Master, before giving such written authority, shall obtain necessary
assurances as prescribed by special instructions from the Station Master having
diversion facilities and also inform the Controller of the circumstances.
(10) On double or multiple line sections, the Loco Pilot may, under instructions from the
Station Master, take the train back on the proper line according to the system of
working, until he can cross on to the line on which he has left the rest of his train and may
then proceed by that line and after attaching the engine shall work the train to the station
to which he is directed.
(11) When moving underwritten instructions against the direction of traffic on a double line,
or against the established direction of traffic on a single line, the Loco Pilot shall proceed
cautiously and make frequent use of the prescribed code of whistle.
S.R. 6.09/1 Workmgoftramsmtwoormoreparts-

(a) When a tram stops in a block section in consequence of an accident or the inability of the
engine to take the whole tram forward, the Loco Pilot of the tram will give four short (0000)
whistles repeatedly and the Guard will take immediate steps to protect the tram in rear in
(b) (i) Afterthetramhasbeenprotected,theGuardwillconsulttheLocoPilotandiftheengme,
is capable of proceeding either light or with part of the load, the Guard will take
immediate steps to pin down firmly hand brakes of at least 50% wagons of remaining
load or 10 wagons (whichever is more) and also apply the hand brake in the brakevan
This must be done before the tram is divided or the engine is uncoupled from the tram.
TheLocoPilotmustensurethathandbrakesonanadequatenumberofwagonshavebeen
pmneddown.
(n) In air braked load close the angle cock of both the wagons/coaches from where the load
istobedivided.
(c) (i) The Guard will give a written authority on the prescribed form (T/609) to the Loco Pilot
to proceed to the next station, clearly stating the number of vehicles and also the painted
number and the owning railway of the last vehicle of the load attached to the engine. On a
single line section the Loco Pilot shall hand over the 'token' or the Line Clear Ticket,
whichever in use, to the Guard and obtain a receipt from him. The Guard shall retain the
tokenor the line Clear Ticket until the block section has been cleared of all the vehiclesof
histram.
(n) As soon as the engine with/without vehicles is drawn forward, the Guard will place his
red hand signal m front of the remaining load and then will protect load m front in
175
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(1) ^ ^ ^ ^ ^ ^ r M a r m e r ^ ^ m t f t r a ^ ^ ^ ^ B T m ^ ^ q f e r ^ t e r m
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176
(d) (!) The Loco PUot will send his Assistant Loco Pilot to the Guard who will depute him with
handsignalstoprotecttheremainingloadmrear.
(ii) The Loco PHot while working part load, without Assistant Loco Pilot on engine should
proceedcautiouslyuptothenextblockstation.
(e) (i) On approaching the Station ahead with the knowledge that the block section behind is
obstructed, the Loco Pilot must stop at the outermost facing points and give (-0-0)
whistlesrepeatedlyto warn the station staff that only a part of loadhas arrived L l that the
sectionbehindis obstructed.
At stations where there are no facing points, the Loco Pilot shall stop opposite
station/Cabin without clearing the block section in rear and give the prescribed whistle
code.
(11) The Station Master after understanding the situation will take immediate steps to ensure
that the block section in rear is not cleared and advise the Station Master at the other end
of the obstructed block section and the Section Controller. He should then exhibit 'All-
Right' hand signal from the platform/Cabin for the tram to be admitted into the station.
(f) On arrival at the station, the Loco Pilot and the Station Master must jointly check load to see
thatithasarnvedcomplete.
(g) Whenreturningtopickuptheloadleftmsection,theLocoPilotmustkeepasharplookoutand
proceed cautiously at a speed not exceeding 25 kilometers per hour making frequent use of the
engmewhistle.
(h) Station Master will depute one Pointsman/Porter with the Loco Pilot of the tram engine, while
returning to pick up remaining portion of the load. Loco Pilot will immediately stop his engine
at the site where the Guard is displaying the red signal. After stopping of engine, Guard will
pickupdetonatorsandpilottheenginebyndmgonhtowardstheload.
(i) AssoonastheportionoftheloadleftmthesectioniseithersightedbytheGuardorLocoPilot,
the engine will be brought to a halt. The guard will get down from the engine and pilot the
engine onto the load walking at a safe distance ahead of the engine. The Assistant Loco Pilot
deputed to protect the tram in rear will be recalled. He will return leaving 3 detonators on the
line and picking up the intermediate detonator.
0) If the same Loco Pilot could not be returned, another engine will be sent by Station Master
underauthontytoproceedwithoutlmeclear.
(k) On multiple line section, the Station Master, before giving written permission to the Loco Pilot
authorising him to proceed in the obstructed section, shall advise the station Master of the
stations having diversion facilities, not to permit any tram or engine on the obstructed line. This
assurance shall be under the exchange of messages with such station Masters having diversion
facilities. ThismessagewillbesupportedbypnJatenumber.
(I) If the engine of a passenger tram is unable to haul the full load, it will not be detached but will
remain coupled up to the tram until an assisting engine arrives. After the tram has been
protected in rear in accordance with GR. 6.03, and if information cannot be conveyed to the
Section Controller on the Field Telephone, the Assistant Loco Pilot will be sent to the nearest
blockstationwithawnttenmessageforassistance.
(m) Before clearing back section the Station Master will confirm in writing with the Guard that
completeloadhasamved.
6.10. Fire-
(1) Arailway servant noticing a fire, likely to result in loss of life or cause damage to property,
shall take all possible steps to save life and property, to prevent it from spreading and to
extinguish it.
(2) In case the fire is on or adjacent to any electrical equipment, the railway servant shall, if
he is competent in handing electrical equipment and specially trained for the purpose,
have the affected part immediately isolated from its source of supply of electrical energy.
(3) The occurrence of a fire shall, in every case, be reported to the nearest Station Master by
the most expeditious means and Station Master shall take such action as may be
prescribedbyspecialinstructions.
176
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177
S.R.6.10/l.F i r e ontrams-
(a) Should any portion of a tram be discovered to be on fire, it should be brought to a stand and
burning vehicle or vehicles separated from the rest of the tram, and every exertion made to
put outthe fire withtheleastpossible delay.
(b) Should it be known that water is procurable within a short distance from the place where the
fire is discovered and it is considered safe to run the burning vehicle on to that spot, this may
be done. A burning vehicle as far as possible should not be moved unless the rear portion is
detached. Much, however, would depend upon the nature of the contents of the vehicle, the
extent of the fire, and the liability of other vehicles being also set on fire; the Guard and Loco
Pilotofthetrammustexercisetheirdiscretionmsuchcases.
(c) When a fire is discovered in a Passenger tram, the safety of passengers must first be attended
to;andwhenapostalvanorcarnageisonfireeveryeffortmustbemadetosavethemails.
S.R.6.10/2.FireonElectricEn g mes-
(1) (a)Intheeventofafireonanypartofanytractionelectricalequipment,theaffectedpartshallfirstbe
completely isolated from the distribution system, if this has not been done automatically. If arising
continues due to a feed from adjacent supply control posts, it shall be got interrupted either by remote or
localoperationofswitches.
The Traction Power Controller shall be informed immediately of the nature of the fire and the extent
towhichithasaffectedsupply
(b) Ifanypersonnoticesafireonoradjacenttotractionelectricalequipment,heshallmaketoattemptto
extinguish the fire and shall report the occurrence to the Traction Power Controller by means of
emergency telephone or the nearest Station/Cabin immediately In the event of a Gangmate/Gangman
noticing fire on or adjacent to traction electrical equipment he shall, in addition, inform any passing tram
or trolley. The Guard and/or Loco Pilot of the tram or the occupant of the trolley shall then take action in
accordance with GeneralRule6.10asthecasemaybe.IftherebemorethanoneGangman,theoccurrence
shallbereported to the Station Master on either side. A station Master, on receipt of such information, shall
immediately inform the Traction Power Controller. The Traction Power Controller shall arrange for
isolation of the affected portion of the equipment and for extinguishing the fire in accordance with these
rules.IfnecessarytheStationMastershouldpreventthemovementoftrams towards the affected Section.
(2) (a) In the event of fire on an electric engine, the Loco Pilot shall immediately switch 'Off the
circuitbreakerandlowerthepantograph.Thetramshallthenbebroughttoastopatonce.
(b) After cutting off electric supply to the affected circuits the Loco Pilot shall take necessary
actiontoputoutthefire.
(c) If fire cannot be extinguished by the above means, the Loco Pilot shall advise the Traction
Power Controller through the emergency telephone to arrange for the affected section of the
overhead equipmentto be made dead.
(d) TheGuardshallgiveallpossibleassistancetotheLocoPilotmputtmgoutthefire.
(e) Fire extinguisher of an approved type for use on electrical fires shall be provided on each
electric engine and the Loco Pilot shall make himself familiar with the location anduse of these
extinguishers. During the periodical inspection of locomotive the extinguishers shall be
exammedby the locomotive inspection staff.
(3) Ordinary fire extinguishers or water from a hose pipe or bucket shall on no account be used to
extinguish fires on live electrical equipment, if the services of the fire brigade are required, the
brigade shall not be allowed to commence operations until all electrical equipment in the vicinity of
thefire has beenmade dead.
177
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178
(4) Fireextiiûisherwhichhavebeenusedshallbereplacedorrechajgedwiththeleastdelay.
(5) Stand-bins are provided at switching stations, stations and signal cabins. The supervisory
official mcharge must see that the sand is kept dry and clear of rubbish, and is not used for
anyotherpurpose.
6.11. Vehicles escaping from station-If any vehicle escapes from a station, the Station Master shall
take immediate steps to warn the other stations or persons concerned, as far as practicable, to
prevent an accident.
S.R.6.11/l.Vehiclesescamn g -
(a) Intheeventofavehicle escaping fromastation. the StationMastermust-
(i) Immediately advise the station in the direction in which the vehicle has escaped by
sending the prescribed signals on the block instruments, where provided, and also
advise him on the telephone, the Section Controller must also be advised immediately
(n) Put back all signals to 'On' stop any tram proceeding in that direction until it has been
ascertained that the road is clear.
(in) on a double line section, if the vehicle has escaped on the wrong road stop trains
proceeding inthat direction on the right road, until it has been ascertained that the escaped
vehicle isnot fouling the adjacentroad.
(b) The Station Master who has received the signal must act promptly as follows-
(i) Hemustimmediatelyplaceallsignalsat'On'tostopanytramproceedinginthedirection
fromwhichthevehiclehas escaped, until it has been ascertained that the road is clear.
(ii) If there is an approaching tram in the section in front of the runaway vehicle, he should
admit the tram in front immediately, if a line is clear, and then take steps to stop or divert
therunawayvehicle.
(hi) On a double line section, if the escaped vehicle is approaching on the wrong road, he must
detain trains proceeding in that direction until it has been ascertained that the runaway
vehicle isnot fouling the adjacentroad.
(iv) He must also take such measures as may be most expedient under the circumstances for
stopping the escaping vehicle by covering the rails heavily with earth or small stones for
as greatadistance as possible or turning the rumwayveMcleintoaclearloop or siding or
derailingitbyplacingasleeperinitspath.
(v) Asfaraspossible,thevehiclecontainingpassengersshouldnotbederailedorturnedmto
a derailing siding. If the block section ahead is clear and the line is not on a falling
gradient, the vehicle may be allowed to run through the station and the 'Vehicle running
away'signalmustbegiventothestationahead.
(vi) If the Station Master is unable to stop the runaway vehicle, he must repeat the Vehicle
runnmgaway' signal to the next station m the direction m which the vehicle is escaping.
(vii) If a portion of a tram or a brakevan has run away, the Station Master must place three
detonators on the trackto attractthe attention of the Guard.
(c) The Station Master at both ends of the section will depute competent railway servants to
make a search for the vehicle and after it is ascertained that the vehicle has come to a stand
and has been secured, send assistance into the section to bring the vehicle back or to the
nearest station m consultation with each other.
GS£0
178
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179
CHAPTER-VII SYSTEMS OF WORKING
CHAPTER-VII
SYSTEMS OF WORKING
7.01 Systems of working-
CD All trains working between stations shall be worked on one of the following systems,
namely-
(a) the Absolute Block System,
(b)theAutomaticBlockSystem,
(c) the Following Trains System,
(d) the Pilot Guard System,
(e) the Train-Staff and Ticket System, or
(DtheOneTrainOnlySystem.
(2) The Absolute Block and the Automatic Block Systems alone shall be used on every
railway, except any railway or portion of a railway on which the use of any other
system of working mentioned in sub rule (i) may be sanctioned under special
instructions subject to the conditions applicable to each system as described in these
rules.
7.02 Applicability of General Rules referring to the working of signals and trains- All rules
referring to the working of signals and trains also apply to the system of working detailed in
these rules, except where otherwise provided.
S.R. 7.02/1. All subsidiary Rules referring to the working of signals and trains also apply to the
system of working detailed in these rules except where otherwise provided.
OSEO
179
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180
CHAPTER-VIII THE ABSOLUTE BLOCK SYSTEM
CHAPTER-VIII
THE ABSOLUTE BLOCK SYSTEM
A. Essentials
8.01 Essentials of the Absolute Block System-

(1) where trains are worked on the Absolute Block system-
(a) No train shall be allowed to leave a Block Station unless Line Clear has been
received from the block station in advance, and
(b) On double lines such Line Clear shall not be given unless the line is clear, not only up
to the first stop signal at the block Station at which such Line Clear is given, but also
for an adequate distance beyond it;
(c) On single line such Line Clear shall not be given unless the line is clear of trains
running in the same direction, not only up to the first Stop signal at the Block Station
at which such Line Clear is given, but also for an adequate distance beyond it, and is
clear of trains running in the direction towards the block station to which such Line
Clear is given.
(2) Unless otherwise directed by approved special instructions, the adequate distance
referred to in clause (b) & (c) of sub-rule (1) shall not be less than-
(a) 400 meters in case of two-aspect lower quadrant signalling or two-aspect colour
light signalling, and
(b) 180 meters in case of multiple-aspect signalling or modified lower quadrant
signalling.
S.R.8.01/1. Essentials of the Lock & Block system- The following are the essentials of the Lock &
block system-
(a) It shall not be possible to take 'Off last Stop signal until Line Clear' has been received from the
Blockstationmadvance.
(b) The last stop signal should immediately be replaced at 'On' automatically as soon as the tram
enters the Block section.
(c) It shall not be possible to grant line clear by the Block station in advance unless the last
preceding trainhas passed the block overlap complete and relevant reception signals have been
replaced to "On".
Note- Lock and Block system is a system of signalling in absolute block System, wherein the
p ^ a g e of trains electrically controls the block instrument, which in turn electrically controls the
signals.
B. Conditions for Granting Line Clear
8.02. Conditions for granting Line clear at a class 'A' station-At a class 'A' station on single line or
double line, the line shall not be considered cleared and Line Clear shall not be given, unless
(a) the whole of the last preceding train has arrived complete;
(b) all signals have been put backto 'On' behind the said train;
c) the line on which it is intended to receive the incoming train is clear up to the Starter; and
(d) all points have been correctly set and all facing points have been locked for the admission
of the train on the said line.
8.03. Conditions for granting Line clear at a class 'B' station-
(1) At a class 'B' station on double line, the line shall not be considered clear and Line
Clear shall not be given, unless-
(b) all necessary signals have been put back to 'On' behind the said train; and
(c) thelineisclear-
(i) at stations equipped with two-aspect signalling-up to the Home signal, or
180
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181
(ii) at stations equipped with multiple aspect signalling or modified lower quadrant
signalling up to the outermost facing point or the Block Section Limit Board (if
any).
(2) At a class 'B' station on single line, the line shall not be considered clear and Line Clear
shallnotbegiven,unless-
(b) all necessary signals have been put back to 'On' behind the said train; and
(c) the line is clear-
er) at stations equipped with two-aspect signalling-up to the Shunting Limit Board or
Advanced Starter (if any) at the end of the station nearest to the expected train,
or
up to the home signal if there is no Shunting Limit Board or Advanced Starter,
or
up to the outermost facing point if there is no Shunting Limit Board or Advanced Starte
or Home signal;
(ii) at stations equipped with multiple-aspect signalling or modified lower quadrant
siganlling-up to the Shunting Limit Board or Advanced Starter (if any) at the end of the
Stationnearesttotheexpected train,
or
up to the outermost facing point if there is no Shunting Limit Board or Advanced Starter.
Note : At a class 'B' single line station, this rule does not forbid direct reception of a train from one
side, when Line Clear has been given to the block station on the other side provided the distance
between the Outer signal and outermost facing points in two-aspect siganalling, and between the
Home signal and outermost facing point in multiple-aspect signalling, or modified lower quadrant
signalling is not less than the sum total of the adequate distances prescribed in Rule 8.01 in regard to
conditions for granting Line Clear and Rule 3.40 in regard to conditions for taking 'Off Home
signal for the admission of a train even where Shunting Limit Boards or Advanced Starter have not
been provided as prescribed in sub-rule (1) of Rule 3.32. See illustrative diagrams at the end of this
chapter.
8.04. Conditions for granting Line clear at a class ' C station-At a class ' C station on single line or
double line in two aspect, multiple aspect or modified lower quadrant signalling the line shall not be
considered clear and Line Clear shall not be given, unless-
(a) the whole of the last preceding train has passed complete at least 400 meters beyond
the Home signal and is continuing its journey; and
(b) all signals taken 'Off for the preceding train have been put back to 'On' behind the
said train; provided that on a single line, the line is also clear of trains running in the
oppositedirectiontowardstheBlockHutfromtheBlockstationsattheotherend.
(C) Obstruction-Double Line
8.05. Obstruction on double line at a block station when a train is approaching-

(1) Class 'A' station - When Line Clear has been given, no obstruction shall be permitted
outside the Home signal, or, on the line on which it is intended to admit the train up to the
starterpertainingtothesaidline.
(2) Class 'B' station - When Line Clear has been given, no obstruction shall be permitted
outside the station section but shunting within the station section may go on continuously,
provided the necessary signals are kept at 'On'.
(3) When signals have been taken 'Off for an approaching train on a line, which is not
isolated, no shunting movement shall be carried on towards the points over which the
incoming train willpass.
181
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182
S.R.8.05/1. Obstruction when tram is approaching - Shunting under G.R. 8.05/2 is not permitted during
tMclcfoggy.tempestuousweatherandmpairedviSibmty.
S.R. 8.05/2. Thepomtsreferredm3ofG.R.8.05alsomcludethefarendpomts.
S.R. 8.05/3. SeeSR5.16/l.
8.06. Obstruction on double line in the block section-
(1) When Line Clear has been given, no obstruction shall be permitted in the block section in
rear,
(2) Shunting or obstruction for any other purpose shall not be permitted in the block section in
rear unless it is clear and is blocked back.
(3) Shunting or obstruction for any other purpose shall not be permitted in the block section in
advance unless it is clear and is blocked forward;
Provided that when the block section in advance is occupied by a train travelling away
from the Station, shunting or obstruction may be permitted behind the train under special
instructions taking into consideration the speed, weight and brake power of trains and the
gradients on the section, and as soon as intimation has been received that the train has
arrived at the block station in advance, the line shall be blocked forward if it is still
obstructed.
Note: See Rule 8.14 also.
S.R. 8.06/1.
(a) Whenever shunting is permitted in block section, either in rear or advance, the Station Master,
after blocking back/forward the line, as the case may be, shall issue an authority on prescribed
form (T/806) authorising the Loco Pilot to enter the Block section for shunting purposes. After
the shunting has been completed in the block section the Loco Pilot shall return this authority to
the StationMaster, who shallpaste it along withthe original foil.
(b) The authority for performing shunting (T/806) Shall also be given, when such shunting is
permitted in the block section occupied by a tram travelling away from the station. This
authority need not be issued, when a shunt signal provided below the Last Stop signal, has been
taken'Offforshuntmgpurposes.
D. Obstruction - Single Line
Dl. Class'A'stations
8.07. Obstruction on single line at a class 'A' Station when a train in approaching - When Line
Clear has been given, no obstruction shall be permitted outside the Home signal, or, on the line on
which it is intended to admit the train, up to the Starter which controls the train.
8.08. Obstructing the block section at a Class 'A' station on single line- The block section shall not
be obstructed for shunting purpose, unless-
(a) The Station Master has received Line Clear from the Station Master at the other end of the
block section, or
(b) The Block section is blocked back, or
(c) is occupied by a train travelling away from the block station at which the shunting is to be
performed which shunting may be permitted under special instructions taking into
consideration the speed, weight and brake power of trains and the gradients on the section.
As soon as intimation has been received that the train has arrived, the block section shall
be blocked back, and
(d) The Loco Pilot or other person in charge of the shunting operations has received distinct
orders from the Station Master to shunt in a manner directed by special instructions.
182
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facPR R*P *TT l ^ T t vRP# R*f * fofpfcft ftPRcT *Nf tf f^Z ftPRcT «# eRR *TT «R, ?P# eft 3T3RT
*ratfa<r eteR ^ R T ^ ftPRcr «br tf SRRR *ngsr ^ t e f * «RR C R R cPft S R W tft w p f t w r fi>
SffifT faPR ^ *TT 3TR*T 3RSTR ftPRcT cRT t SIR R?W ST^M" * 3f^T Rf^lY tft R%. *TR.
^-*TRTT. VRR-^RR. y m ^ ftrw ^ t R*TR sik VRT «g& ^r. w f * m€\ %i R<ft ^ T efrst
^.R.8.09/1. vififf WIR^T R3R 8.09 <* ^ ^ R fc-^fcft ftPReT fa H # T ftPReT * ^ ^ ^-?PfRt
^ ^frfecr efferc w ^ ftPRer to 3 m?xm w^s <?M <* «ns* ^ antf f t ^ t * w^s ?ifiR ^ F R
^RRI
^.R.8.09/2. ^ t ^.R.8.09 <* ^ ^ R STRT <fl ^ H R t ^ f I J W Â R / 8 0 6 m R ? R ^ T * ^ W

ftRTWRTÎ
^.R.8.09/3. ^ , ^ ^ ^ ^ I ^ H k H ^ ^ ^ w f e ^ ^ ^ ^ f M ^ ^ m R . 8 . 0 9 ^ ^ ^ K ^ I ^ I ^
^HR^ftl
8.10. < R R £ c R R **T sT"ft (B ^ T R f ) ^ ? R # J ? R tf S P R ^ -
(1) *TR 3 f R ? ^ ftPRcT '3TR' ^ ^ t # ^ ? R # J ? R tf *ff£*T tft *TT W e f t £ R R J
*ffif*T faFR ^ R 3 R c F U W M ftPRcT cRT i t t m «IST cFS *ff£*T * ftnj R^T8.09
^ v R ^ ^ ^ R c R R ^ T T ^ R R I
(2) ^ r ^ f t M e n ^ T T R . ^ q a r a ^ f ^ t ^ l a n ^ ^ f t i T ^ ^ f t n j R f w 'afmr
M w ^ t ^ *ff£*T W vR ^reY tft cPW ^ f f ^ I T W W R R TR ^ 3fR ^Teft
^ t ^ q R ^ R T t l
^.R.8.10/1. mR.8.10^^(2)^^PedRdd^fR^^f^^^R^^R^t
^.R.8.10/2. ^,^^^Î^Hl^H^^^wfe^^^^fM^^^.R.8.10(l)^^^^R
^ ^ H R ^ f t l
8 . 1 1 . ^ ^ eTT^T fifcpfcft ftPReT ^ ^ ' ^ ^ (B ^TRf) ^ ? R ^ ^ ? R # eTTIR SR^^T - ^ ? R

^ ^ ? R «# ^ T ^ SIR ^ R ^ f^PReT cP* ^ t eTT^T cR cP* W ? ^ t " ^ t W p f t ^ w f e ^ ? R
R ^ ^RT ÊT W S T ^ ft?W ^ T ^ PP^R êT ^ ^ . ^f^TeR ^ p f ^T ^ p f ^ t ^ f t cT^rT ^ R ^
f%-
(^) f ^ ^ n ^ ^ ^ ^ ^ ^ R ^ ^ ^ t ^ f % ^ 3 n ^ l | R ^ ^ f ^ P ^ ^ t ^ ^ ^ R ^ 3 ^
3 T R ? ^ f^PReT '3fR' f ^ I R ^ ^ T t . SfS^T
(^) ^ R ^ 3Rft ^ R ^ t ^R^t (STPJcR) ftPReT ^R ^ ^ t t cP. ^ ? R T R ^ ^ IRT
^ R ^ S R R ^ R ^ ^ ^ f t p ^ t f ^ R ^ ^ f t P R ^ ^ ^ ^ ^ ^ t ^ r ^ ^ f :
t . ^ l f M ' f t ^ ^ c R W W i g ^ f f^TT W ? R ^ W f e f ^ S R , ^ ^ ^RT
^.R.8.11 / 1 . ft-^dt R R ^ ^ fq ^ ^ eTT^T ^ ^ ^ M (B ^TRT) ^ ^ ? H TR ^ H ^ ^ j
183
D2. Class'B'Stations
8.09. Obstruction in the face of an approaching train a class 'B' station on single line - The line
outside the Home signal in two-aspect signalling territory or outermost facing point in multiple
aspect or modified lower quadrant signalling territory in the direction of a train for which line
Clear has been given, shall only be obstructed when a Shunting Limit Board or an Advanced Starter
is provided and under special instructions which take into consideration the speed, weight and
brake power of trains, the gradients, the position of the first Stop Signal and the distance from
which that signal can be seen by the Loco Pilot of an approaching train.
S.R. 8.09/1. Where is terms of GR 8.09 shunting is permitted out side the home signal in two aspects
signalling territory or outside outermost facing points in multiple aspect or modified lower quadrant
signallingterritoryuptoShuntingLimitBoardorAdvancedstarterinthefaceofanapproachingtrain.the
Station Working Rules shall include a specific mention to this effect. While permitting such shunting, the
work, load, speed, weight and brake power of trains, the gradients, the position of the first stop signal and
the distance from which that signal can be seen by the Loco Pilot of an approaching tram, shall be taken
into consideration.
S.R. 8.09/2. Where shunting is permitted under G.R. 8.09 it should be specifically recorded on Form. No.
T/806.
S.R. 8.09/3. Shunting under G.R. 8.09 is not permitted during thick foggy, tempestuous weather and
impaired visibility.
8.10. Obstructions within station section at a class B station on single line-
(1) If the necessary signals are kept at on shunting may be carried on within the station
section, provided the provisions of Rule 8.09 are complied with for shunting up to
Shunting Limit Board or Advanced Starter, where provided.
(2) When signals have been taken off for an incoming train on to a line, which is not isolated,
no shunting movement shall be carried on towards the points over which the incoming
train willpass.
S.R.8.10/1. Thepomtsreferredtoinpara(2)ofGR8.10alsoincludethefar-endpomts.
S.R. 8.10/2. Shunting under 8.10 (1) is not permitted during thick foggy, tempestuous weather and
impaired visibility.
8.11. Obstructions outside station section at a class B single line station equipped with two aspect
signals- The line outside the station section and up to the Outer signal shall not be obstructed unless
a railway servant specially appointed in this behalf by the Station Master is in charge of the
operations, and unless-
(a) The block section into which the shunting is to take place is clear of an approaching train
and all relevant and necessary signals are at on position, or
(b) If an approaching train has arrived at the Outer signal, the Station Master has personally
satisfied himself that the train has been brought to a dead stand at the signal;
Provided that the line shall not be obstructed under clause (b) in thick, foggy or
tempestuous weather impairing visibility, or, in any case unless authorised by special
instructions.
S.R. 8.11/1. At a class B station on single line equipped with two-aspect signals, shunting may be
performed between the Outer signals without blocking back the section, provided 'Line Clear' has not
been granted for a tram to approach. In the event of receipt of'Is line clear' signals from the other end of the
section, and ifthe section is still occupied, the line shouldbe immediately'blocked back.
183
3T^FT-8 Tfîra^Rr
8.12. S ^ f i eTT^T m t J ^ l P c l d ^ ^cft ftTW ^Tc* *S* ^TRT (B^TRf) ^?PT # ^?PT ^ ^ ? R
£ *mR sra^r - ^ ? P T imn # *mR sik yam ^ ftrw ^ ^t w r ^ era sraw ^t" f ^ n
w t i
^.H.8.12/1. ^ n ? R T q f ^ r f ^ ^ c f t i%TO ^ T f q ^ ^ ^ H * ' * < M (B <*TRT) ^ ^ m
^ ^TB^ ^ eTT^ ^ ^ 3ra^ ^ ^ Wipft ^ ^ f% eTT^ ^ ^TT^ ^ ^ ^ fÎT ^fTcTT I
^.H.8.14/1. ^ t ^ ^ ^ W ^ ^ f ^ ^ I ^ ^ f ^ ^ ^ ^ M H P ^ H M e ^
8.15. «crra> ^ ^ tf *ff¥*r *TT sra^r «# ftnj m f ^ R - «crra> *«RFT tf *ffif*r *TT anrcta ^t ST^TST
(*) ^f^^f^T^^T^^^TR^.^^^f^f^3n^^^f^n^^^?f^
(er) f^TfRcrf^n^T^T^^T.sfarar
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^.H.8.15/1. OT?^3^^;^^ÔT^ÔTW^^^^TO^
(i) ^ ^ 5 ^ ^ ^ ^ ^ - ^ ^ T O ^ ^ ^ 5 ^ ^ H ^ 3 i f ^ # E
toReT ^ ^R W ^ eft ^.FT.8.15 <* ^ (^) <* ^ ^ R ^ } ^ SRJ f%TO ^ t 'affqT ^ 31R S l f ^
an** w f a/soe *rcfoffcerM ^ R * ^ I
(ii) SMtî^-wf^ââ^^^r^^^^êf^tTRT^^^^^fR
stf^RÎ
184
Atstationswheretokenlessblockmstrumentsaremstalled.suchshuntmgoutsMethestationsection
up to the outer signal shall be performed only after the section has been 'blocked back' and the shunt/
occupationkeyhandedovertothe Loco Pilot.
8.12. Obstructions outside station section at a class 'B' single line station equipped with manually
operated multiple-aspect signals-The line outside the station section and up to the first Stop signal
shall not be obstructed unless a railway servant specially appointed in this behalf by the Station
Master is in charge of the operation, and unless the block section in to which the shunting is to take
place is clear of an approaching train.
S.R.8.12/1. At a class B station on single line equipped with manually operated multiple aspect signals,
shuntingmaybeperformedbetweentheHomesignals without 'blocking back the section, provided'Line
Clear' has not been granted for a tram to approach. In the event of receipt of'Is Line Clear' signal from the
other endofthesectionandifthesectionisstilloccupied,lineshouldbeimmediately'blockedback.
Atstations where token less Block Instruments are installed, such shunting outside the station section
up to the Home signal shall be performed only after the section has been 'blocked back' and the shunt/
occupationkeyhandedovertotheLoco Pilot.
8.13. Obstruction outside the first Stop signal at a class 'B' station on single line- The line outside the
first Stop signal shall not be obstructed unless the line has been blocked back.
E. General provisions.
8.14. Block back or Block forward - Block back or block forward shall be done only in accordance
with the procedure prescribed by special instructions.
S.R.8.14/l.ThedetailedprocedureforblockbackandblockforwardisgivenmBlockWorkmgManual.
8.15. Authority for shunting or obstruction in block section - While permitting shunting or
obstruction in the block section, the Loco Pilot shall be given authority for shunting in the block
section as prescribed under special instructions which authority may be-
ta) either a shunting arm of prescribed size and design on the same post as and under the
Last Stop signal, or
(b) a token of prescribed design, or
(c) awrittenpermissiontoshunt.
S.R. 8.15/1. Whenever shunting is permitted in the block section, the Loco Pilot shall be given an
authority as detailed below in addition to Blocking Back and Blocking forward which shall be:-
(i) Both on double and single line- By taking off shunt signal provided as per clause (a) of G.R. 8.15
when the Loco Pilot has to pass Last stop signal both on double line and single line and specific written
authority on shunting order (Form T/806).
(n) On single line- By handing over the concerned token or tablet where Neal's Ball token or tablet
instruments are provided for shunting occupation key in token less block territory to the Loco Pilot as
authority to shuntintheBlocksectionandaspecific written authority onshunting order (FormT/806).
184
3T^FT-8 Tfîra^Rr
(iii) ^^dl^^-Wt^^^^^^q^^^^t^fdUlMmdri^^CTRf^^^
# q ^ ^ wf ^ 8 0 6 q ^ ^ ^ f e f ^ j n l t o ^ ^ I ^ 4 ^ ^ 3 ^ / 8 0 6 ^ ^
(iv) ?ff^ ^ ^ ^ ^ ^ ^ P H H P d ^ d W f ^ M ? ^ T ^ ^ ^ ^ ^ ^ w f a/806 ^ t
(sr) f ^ ^ ^ ^ ^ ^ u
(v) ora f%a ^ t ^r ^ ^ s^ft a ^ a ^ OTT <& WJ^ vMêm ^ t % w
^.R8.i5/2. ^ ^ w * ^ ^ r a ^ it ^ / ^ W ^ f e / ^ arfSnsrc w$ wfoffecra r t e * *rc
^.Rs.15/3. ora ^.m.8.15 <* S^R «crra» imn m tfrr <fl ^ ^ a ^ a t a ^ w e f f ^r ^ r f ^
8.16. «p5I^fa*-Sên^3ta«ên^*Y.^'3lft^
f£-*pfcft ftFFTeT ^ Y ^TRT «fctf (êf) eTT^T ^?FT TR
g^TPT
m^
XRSTFT
STftFT
SI^TPT
*?mi» ^ h r e F i
185
(m) Ondoubklme- By handmg over occupation key where Daido's Block Instruments are m use by
issuing specific written authority to shunt on Form (T/806) to the Loco Pilot. In case of other instrument,
specific instructions on (T/806) shouldbe issued.
(iv) When shunting is permitted Form T/806 must be issued to the Guard and the Loco Pilot of
the Train specifically mentioning the following points on this form and acknowledgement of both
obtained.
(a) Limits of shunting.
(b) Detailsofworktobedone.
(c) Runnmglme/lmcesandotherlme/lmesmvolvedmthemovement.
(d) Approximate time up to which shunting is to be completed.
(v) When shunting of a train is permitted suitable entries in this regard should be made in the
TrainSignalRegisterandLogBookofASMandCabinmasterandLogBookofthecabinman.
S.R.8.15/2. The Station Master will recover the token/tablets/shunting occupation keys and/or
writtenauthoritybeforegivinglineclearforatrain to approach from the direction referred to thereon.
S.R.8.15/3.When in terms of G.R. 8.15 shunting is permitted inBlock Section the Station Working
Rules shall contain suitable instructions governing suchmovement.
8.16 Illustrative diagrams - Class 'A', 'B' and ' C stations on single line and double line are
illustrated in the following diagrams, which are not drawn to scale.
CLASS 'A' DOUBLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH WARNER, HOME, STARTER AND ADVANCED STARTER SIGNALS
STARTER
HOME
ADVANCED
STARTER
WARNER
it
ADVANCED
T
WARNER
STARTER HOME
STARTER
BLOCK SECTION
185
3T^FT-8 Tf^rra^Rr
ft-*pfcft ftlW «bf X ^TRT ^ ^ t (RPTeT) eTT^T ^ ? F T TR

^cTT^ft. ft^C. y^TPT RFRcT
i
UWM
^ T O ^ ^ T
fc-^pfcft RFFTcT «bf *ift* ^TRf «-fctf (êT) eTT^T ^ ? F T TR

^cTT^ft. ^ T ^ . P T O . U W M CT2TT SfftPT ^ f P T RFRcT
TOFT
3TFJ*T
^P TOTFT
3TFJ*T
f> HIT
TOFT
TOTFT
MM # f^Jt (RRCT) eTT^T ^ ? F T TR W T ^ W ft^f%W
—B , B ^ x ^
• « ^
*ti?M fl<RN
186
CLASS "A" SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH WARNER, HOME AND STARTER SIGNALS
STARTER
HOME . B _ _
WARNER
\ ^J /u _a
STARTER
WARNER
HOME
BLOCK SECTION
CLASS 'B' DOUBLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH WARNER, OUTER, HOME, STARTER AND ADVANCED STARTER SIGNALS
HOME STARTER
OUTER
WARNER
jm
J^
I — f n
I] ,
^*>
1
_
g-y
^J&^
ADVANCED
STARTER
A
SDTA^TCEERD ^ l " ' ^ ^ R
U
HOME
STARTER
BLOCK SECTION STATION SECTION
CLASS -B- SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH OUTER, AND HOME SIGNALS
OUTER HOME
_fl ^ D
HOME OUTER
186
3T^FT-8 Tf^rra^Rr
fe-*nfcft ftnncr «hr -fr ^rra irwtf (Rnra) ornpr ^ ? M *R ^ n f t . instf.

Prase. ywni afk «nm * W R ftnnra/^ffSn ftrf^ ^
afiPT TOIFI aT&RT
arsrer g
I arsrer
E7n__i
aifim y ^ R ara-rar
^ 1 - ^ c f t f^PToT «Nr •*- ^cTRT ^ i t f ( ^ c T ) cTTÎ * £ * H *R <gr. PPPC.

win, atfimreiR ftnnicr afk *fra» *hRH fafte ^
PPPC
afira
afim
IT
^frfer cfraR < p n ^ KPFTOT ^ fr *ram <-ti# (^cr) CTTÎ * £ * H *R <gr. 3m^ft
afira
^
afim
<I*IT Prase
***R*hRTC
187
CLASS -B- SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY WITH WARNER,
OUTER, HOME, STARTER AND ADVANCED STARTER SIGNALS / SHUNTING LIMIT BOARDS
HOME
STARTER
ADVANCED STARTER OR
4*-r^
OUTER SHUNTING LIMIT BOARD
WARNER
JD j
OR P
B OR LT LTir
ED-i < ^ H > $ > OUTER
ADVANCED STARTER OR
SHUNTING LIMIT BOARD
W $
WARNER
STARTER HOME
CLASS -B- DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING TERRITORY WITH
DISTANT, HOME, STARTER, ADVANCED STARTER SIGNALS AND BLOCK SECTION LIMIT BOARD
HOME STARTER
DISTANT =11°
S^ • H DISTANT
STARTER
HOME
- BLOCK SECTION STATION SECTION
CLASS 'B' DOUBLE LINE STATION IN MODIFIED LOWER QUADRANT SIGNALLING TERRITORY WITH DISTANT,
WARNER, HOME, STARTER, ADVANCED STARTER SIGNALS AND BLOCK SECTION LIMIT BOARD
WARNER STARTER
I HOME
DISTANT =1^
B T f T , BLOCK SECTION
g S U
~l LIMIT BOARD^ J
r w
=1^ < ^
w DISTANT
WARNER
STARTER HOME
187
3T^FT-8 Tf^rra^Rr
*I-*nfcft ftFPicr £3r -ift- .rare uwtf (re^ra) W T * £ * H *R <gr. ftê.
afiPT W T F f 3I8RT
^ i-na
/
J J arsrer
far^T i
P
B ai*rar
K?n i
aifim y ^ R ara-rar ^
^Rfrtor âre ^ ^ re^pra «hf tf •*- ^rare uwtf (ftnra) W^T *S*H *R
<gr. 3m^ft. ftê. I R H H afk «nm ywni ftppra / *ff£*i fafte ^
STfiT^T TOIPI 3I8RT
^ 1-03
/
H aram g
J
B ars-L 0-1
sflm y^î ara^r Prase/ ^
*n«nft
f t - ^ c f t ftPFToT «hf * ntfr ^raRT ^ I t f (^cT) cTTÎ ^ ? F T TR

^m^ftafrcf^ftppra
-a
«cfpp ^^T-T
188
CLASS 'B1 SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING TERRITORY WITH
DISTANT, HOME, STARTER AND ADVANCED STARTER SIGNALS / SHUNTING LIMIT BOARDS
HOME STARTER
ADVANCED STARTER OR
SHUNTING LIMIT BOARD
DISTANT
i-DHI
z B OR
)R
W
I OR
nan STARTER
DISTANT
ADVANCED STARTER OR
SHUNTING LIMIT BOARD HOME
CLASS 'B' SINGLE LINE STATION IN MODIFIED LOWER QUADRANT SIGNALLING TERRITORY WITH
DISTANT, WARNER, HOME, WARNER, STARTER AND ADVANCED STARTER SIGNALS / SHUNTING LIMIT BOARD
STARTER
ADVANCED STARTER OR
WARNER SHUNTING LIMIT BOARD
] HOME
DISTANT
i-E3
J OR
J OR
Bfll-i STARTER
DISTANT
ADVANCED STARTER OR WARNER
SHUNTING LIMIT BOARD HOME
CLASS •C" DOUBLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH WARNER AND HOME SIGNALS
WARNER HOME
-4
B^
HOME
yr
WARNER
BLOCK SECTION
188
3T^FT-8 Tf^rra^Rr
1%-ttSt ftPPTcT «Nr * ntft- ^cTRT ^ i t f (B^cT) cTTÎ ^ ? M *R <£ a f a f^Z f^PTcT
H- IT
f ^ - ^ ^ f t R H H O I « N *f 'if\' WeTRf ? w f t (ftPTor) oTT^T ^ ? F T <R 3cTT^ft a f k pRJ5 Rl J Hol
*I-*nfcft ftnncr «hr if -tf- .rarer uwtf (repra) ompr ^ ? n *re ^ t afk Pra^ K T O T
B^ IT
(PRUT ^ r c 8.03 <fl ft*rm ^ )

fore
w^
i-|_ ^ ^. L 1 8 0 ^L 400Jft
1
| 400 *ft | 180 ^ | O "
fore
189
CLASS -C- DOUBLE LINE STATION IN MULTIPLE ASPECT SIGNALLING TERRITORY

WITH DISTANT AND HOME SIGNALS
DISTANT HOME
_fl _fl
B^ IT
HOME DISTANT
BLOCK SECTION
CLASS 'C SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH WARNER AND HOME SIGNALS
WARNER HOME
HOME
B^ yr
WARNER
CLASS -C- SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING TERRITORY

WITH DISTANT AND HOME SIGNALS
DISTANT
h H ,_B
B^ IT
HOME DISTANT
BLOCK SECTION
CLASS 'B' SINGLE LINE STATION IN TWO ASPECT SIGNALLING TERRITORY

WITH OUTER AND HOME SIGNALS
HOME
OUTER
I •
•d ^ | 180 M |
< M«-
400 M
- 1
l^ 400M | 180M | " J
0 OUTER
HOME
189
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W l - ^ ^ f t RPReT f#3r ?T ^TRT i p i n ^ (ftf^TeT) eTT^T ^ ? P T i R «£. PPSC 3TN * W T R f W

(FPPT ^ R 8.03 «fl f ^ R f t * s f )
FW5
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1180 ^n
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*£*nr*fcRH
*mMfcra citarc *n£<: ftrw to * -ff ^TRT ipjnrft (Bnra) w r <R ^?. ^rra*.
te afa JIWH KPReT ( t a ^ R 8.03 «fl ft^ft *£)
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8 0IT
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SefhU^RH S^^fcRH
OSSO
190
CLASS -B1 SINGLE LINE STATION IN MULTIPLE ASPECT SIGNALLING TERRITORY

WITH DISTANT, HOME AND STARTER SIGNALS
HOME
D.STANT ^ -r-— S = L
M H y 1 ^N^ II 120
120 M
M II 1180
80MM I
180 M
1—\
" 120M
" ° " "
0 '
STARTER
O-1 Q—'
\ f
I I \l ^
HOME
CLASS -B1 SINGLE LINE STATION IN MODIFIED LOWER QUADRANT SIGNALLING

TERRITORY WITH DISTANT, WARNER, HOME AND STARTER SIGNALS
HOME STARTER
WARNER -
D
' S T A N TM
- M jl j g
H y> * = = i 1 = < ^.> v I 120 M |I 1180
80MM I
* 1 8 0 M * 1*120 M*|
STARTER
° > 8""
r DISTANT
HOME
WARNER
— BLOCK SECTION STATION SECTION
OSSO
190
wr-g F^(aret^)î*4.ard
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(1) ^ ^ ^ T T f e ^ ^ ^ ^ T ^ . ^ ^ ( ^ ^ ) e r T ^ ^ . ^ ^ ^ r T ^ W ^ ^ ^ c I T t ^ -
(*) en^TTRft^R^^f^C^T^tJq^HerJ^reênn^^r^
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(i) f%^Ter era era 'affor *nfcr *R ^ f w p n wr era w r . ^T ^ r SFR*
(ii) ^ ^ ^ n ^ f t R ^ q R ^ ^ ^ f t n P M ^ n ' a i M ' T R a r T W i j i

(2) wr era srj^tRcr ft?W at^fcrff IJRT 3RI*TT fM?T ^ f f ^ n w 1 XTCPRPT (1) «*
* j ^ (ir) * ^ r * J ^ (i) if ^ e r f e c r i r a f a ^ t ' 120 iftcR * ^ r ^ f BHt I
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w p n . ^ w f ^ c r *nfcr «frtf aih * ^ ? P T w t f * *TRT ^ T e w it^t ^ fti^Ter
W T R q ^ ^ e T H W T H i t ^ SfRltfecT 3 ^ - ^ ^ e T M ^ it;
(T) ft^ ^ ^ * ^ ^ R ^ ^ T ^ ^ R^TeT «5t W - ^ S SfRltf^T 3 f 4 - ^ ^ e T ^
R^TeT * ^TT2T ^ T ^ ^ R I ^ R c f r a f ^ I T W W f% ^ T f%f^l ^?TT i t eft l ? ^ R ^
^ T ^ ^ RPReT ^ f -STfTp' 1RTT W ' a f r e ' f ^ I T W ^ ^ T ^ eTT^T W - ^ S SfRltfecT
3 f 4 - ^ ^ e T tf* R^TeT ^ 3fpt W ^ T ^ t era f^cRR i t ; ^ t * ^ R W - ^ g
arra^Rr s f ^ - ^ ^ r ^ ftrw ^cr: 'afre* BUT sfsraT 'afre* ra^T ^ r ^ra
eTT^T 3mt ^ T ^ ^ ? P T # it^T R f W ^ 3fpt W ^ T ^ t era ftcRR i t I
(EI) q,-^- ^ r a ^ h m ^ ^ W PR5Tf ^T ^ i t . ^ # SRIPTRq R ^ R l t # ^ r R .
W - ^ 5 STRltfel 3 f 4 - ^ ^ e T ^ RI^TeT «5t ft§t^ STJ^^lt # cllcl P r ^ f R c I Rf^T
^ r f%Pi «rt âraT w ^racn t sfU ^ îm^ it w *ft ^Prf^ci it^n ra ft^
(S.) ^ (T) * 3 f ^ T viPedfad Tprf^r ^ t vTC-PRm (2) # 3 f ^ T Pr^fRcI «£& ^ ^ T ^ t

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(^) W T R q ferPpqf * ^KPT. TO-*RJ STRltfel 3 f 4 - ^ ^ e T ^ RI^TeT ^ WTRq
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sraesn ^ t SIR T f%Pi ^?n ÔT t cfr ^ i ^ t ^ t Ri^Ter «# w ^ ^t ^ ^ n sih
5^ra ^ R ^ ft^r a t ^ n T # s f ^ r srjntfei ^T^R ^ R T ^ SFT^ ^ ? P T # ^ ? R
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I9l
CHAPTER-IX THE AUTOMATIC BLOCK SYSTEM
CHAPTER-IX
THE AUTOMATIC BLOCK SYSTEM
A Rules applicable to double line
9.01. Essentials of the Automatic Block System on double line.

(1) Where trains on a double line are worked on the Automatic block system-
(a) the line shall be provided with continuous track circuiting or axle counters,
(b) the line between two adjacent Block Stations may when required be divided into a
series of automatic block signalling sections each of which is the portion of the
running line between two consecutive stop signals, and the entry into each of which
is governed by a stop signal, and
(c) the track circuits or axle counters shall so control the stop signal governing the entry
into an automatic block signalling section that-
(i) the signal shall not assume an 'Off aspect unless the line is clear not only upto
the next stop signal in advance but also for an adequate distance beyond it,
and
(ii) the signal is automatically placed to 'On' as soon as it is passed by the train.
(2) unless otherwise directed by approved special instructions, the adequate distance
referred to in sub-clause (i) of clause (c) of sub-rule (I) shall not be less than 120 meters.
(3) (a) Under special instructions, one of the automatic stop signals between two stations in
the automatic block signalling territory in each direction may be made as modified
semi-automatic stop signal;
(b) the mid-section modified semi-automatic stop signal so provided shall be
interlocked with the signals of the station ahead through track circuits or axle
counters or both and shall be controlled by the Station Master of the station ahead,
the relevant indications whether the signal is in normal automatic mode or modified
semi-automatic mode shall be available to the Station Masters at both the ends;
(c) Advanced starter signal of the station in rear shall be interlocked with the mid-
section modified semi-automatic stop signal in such a way that when working with
'A' marker extinguished, the Advanced starter signal shall assume 'Off aspect or be
taken 'Off only when the line is clear upto an adequate distance beyond the mid-
section modified semi-automatic stop signal; similarly the mid-section modified
semi-automatic stop signal shall assume 'Off aspect automatically or be taken 'Off
only when the line is clear upto an adequate distance beyond the Home Signal of the
station ahead.
(d) during abnormal conditions like fog, bad weather impairing visibility, the mid-
section modified semi-automatic stop signal may be worked by extinguishing 'A'
marker in the manner prescribed under special instructions and this action shall
also ensure that the 'A' marker of the Advanced Starter Signal of the station in rear
and Home signal of the station in advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not be less than as
prescribed under sub-rule (2);
(f) during normal conditions, mid-section modified semi-automatic stop signal shall
work as normal automatic stop signal.
(4) (a) When the Loco Pilot finds mid-section modified semi-automatic stop signal with 'A'
marker extinguished in 'On' position, he shall stop his train in the rear of the signal
and inform this fact to the Station Master of the station ahead on approved means of
communication as prescribed under special instructions;
191
^m-9 ^^(areftf^)«di*4.ard
^ m ^ RR} R q ^ K T S T ^ f ^ I RÎR RMR" R p > fl? T f%RT R RT3I 'sff^T'

sraw if w - * r e arreffecr stf-^îR R R R I W R ^ R * * ftnj <RR> R W
(T) ^ efrrf R W 3FTR R^?R R ^ ^ W ? R R«TR~ RR} tf SRmaf f ^ ^

R I W TR q r a f*TRT cTR UcitelT RR^ * R ^ R 1 W R> '3TR* tf R R R * R SIR
R I R R R ^ R amt R £ R crarr fR*ft *ft erraT R R^T ^ t R R } R ftnj 3*TR R^TT
SIR 3FTR R I W cTR Sff^cPT R*T fRcft RcR nfir ^T^T R> R% R ^ I R R cHR vRT
R I W * R R cl R 3RJRR RRRlf R N T . SIR
(EI) efrst R R R i 3FTR R ^ R R^?R W ? R> TO-*RJ STRl^Rr 3f4 R I R * R R
RR? piT R? # % sffRRRR RRT TRRRf * ^ T if RRRR TRR W ^ c I T 11 W^^t R 5 R ^M f M R

RdRR R RdR^ R?SR R T R RTRR t # ^ ^ ^ M t f t TRRRf mtf^ RR% if t OT
H l f ^ l ^ ^ a f i e l d McdPd^T I
R S - R R * J TRRRf TR?T TR3-RRR1 R f % R ^ RR-3R5RF3R TRRRf R Rq if R R R % R? TRR W t ,
f ^ x r / ^ T ^ R f e t M RPT R * RR? p i RTRT I
R H . 9.01 / 2 RPTRT q t ^ l M ^ f f i f e ^ f ^ ^ l ^ ) R ^ i e l ^ d , P^Hd ^ Y Hl<& ^ P d d R

eft OT^mfe^ H^f% if ^Rj ^^HT I ^HTfTRq n f ^ S l f ^ i if TM ^t^T, ^ ^ T ^ R ^ f R ^ f ^^TcTT ^f£TcT ^ , R5f
RRfiR RR% RR;R?R if era ^f *RT ^ ^ ^ R ^ R R fofa R R ^ ^H R ^ it w RRT
3TR ^ ^ R^T ^ R R ^ ^TR RR, RR* ^ ^Rf ^ R ^ ^ ^ R f ^ r / ^ T ^ t y^TTRcT ^ R I ^TRt
^ ^ ^ R ^ f ^RT ^ T%^ ^ R ^R ctRf RRReft (f%^f%R ^ ^ <ST ^ M ^ R ^ TRRR^, R S - ^ T ^
HlfeU)!^ M - ^ f ^ ^ R TRRR^ ^ f R<Mfr I ^ M ^ #T TRR^) ^ Y ^ P ^Wff I ^ ^TR
TRmsit if Rf^tf ^TR ^fRR^ RTR ^ft%T W^T ^ ^ R ^ T%R R ^ R I tRS-^TR^ RT%R^
M - ^ ^ ^ f R r a ^ ^ / * ^ Y ^ ^ ^ W ^ ^ ^ R , ^ T O ^ f ^ T O
^^Rqf%R^(RRR^T^R)^^^^^-^RR^^^R^/R^^y^fd^^ll|
^.TR. 9.01/3 ^ m ^ q ^ * ^ ? f ^ ^ W ^R^ftf^R ^mmf R i R T% R^ TRS R ^ ^
R R R i R 3TR R R Rd?Rf ^ R ^ R R 3®^ RT%R Rlf R^R RT T% R R RdRR ^ R ^ TRRR^R RR% ^
3ffR R R R T5RRT R^TR ^ T , R R^T 3Tlf^) ?R TRRR^ 3TTC TRRTR^ RdR^ R RH TRRR^ R R ^ TR8R
R R R R R fRRRfl R R R R R4 R W R^ R^R RRTTI
^T.f^r. 9.01 / 4 f%^f%FT ^W f^?rf^T ^ 5 F T ^ ^ 5 M ^TR^f 5RT ^mcT ^ W TR ^ 1 ^ - ^ ^ ^ R ^ T # ^ ^ t ^
RRR ^f^ RT W TRRT% ^ R RR: RoT, ^RTT ®vfa RRfR^ RdR^ R?SR R ^ ^ T R ^ RRR^
fRW^f^-RR^Hlf^l^RR-^RRRRRRR^
P R R Rlt R R R I era ft RRRcT RdR^ R ^ R R URT RR?RTRR^R ^^TRR RRR^ fRRRf 3TR RH
TRRRf Rt % S ^ R S if ^ R ^ RT RplR R i R I R R R R ^ t%RR ^RT,RRT R RRT RH TRRRf % ^ R S if
RRfRRTI
^.R9.01/5OT^tf^ftmf^W^^^f^rf^
f%Rf%R 3Tk ^ RRfRT RdR^ R ^ R?R5 « RRR-RR1 RRTSTRT5RR>RWRRr3TkRR
ft^/^ RT rfRf R? RTRR RR% ^T^RRr TRR# TRg-RRR^ H l f e ^ l ^ RR-RRTR^R TRRR^ R^
R ^ f R ^ ^TRR RRRRRR R RRR R^ TRftR^ RT R R R I
192
(b) the station Master of the station ahead may authorize the Loco Pilot to pass the mid-
section modified semi-automatic stop signal working with 'A' marker extinguished
in 'On' position through approved means of communication after ensuring
conditions and procedure prescribed under special instructions;
(c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he
shall pass the signal at 'On' after waiting for five minutes at the signal and proceed
cautiously and be prepared to stop short of any obstruction, at a speed not exceeding
ten kilometers an hour upto the next Signal and act as per aspect of this signal; and
(d) the Loco Pilot shall report the failure of mid-section modified semi-automatic stop
signal to the Station Master of the station ahead.
SR.9.01/1 The mid-section modified semi-automatic stop signal will be operated by the Station
Masters at both ends by operation ofa set of fog switch/buttons provided and this signal canbe operated as
normal automatic stop signal or as semi-automatic stop signal with 'A' marker distinguished Relevant
indications are available to Station Masters of the stations atboth ends to indicate whether the signal is in
automatic or modified semi-automatic mode.
Note :- Such gate signal, which has been converted as mid-section modified Semi-Automatic Signal, is
provided with TV & 'AG' markers. During modified Automatic Signalling working, these markers will
extinguish when fog switch/button is operated.
SR.9.01/2 In normal circumstances, the specified signal works in the auto mode with 'A' marker of the
semi-automatic signal lit. In abnormal circumstances, like fog, bad weather impairing visibility, when the
modified system is to be introduced, the Station Master of tram dispatching station will talk to the Station
Master of the receiving station and exchange private numbers; thereafter both the SMs shall operate the
fog switch/button. By this action of both Station Masters, the 'A' marker of all the three signals is
extinguished i.e. Advanced starter signal of the dispatching station, mid-section modified semi-automatic
stop signal and Home Signal of receiving station. Then tram working shall start under the new modified
system in either direction. The indication of aspect of mid-section modified semi-automatic stop signal
(i.e. 'On'/'Off aspect and 'A' marker lit or extinguished) shall be depicted on the VDU/Panel of both the
stations, along withtheaspectofAdvanced starter signal or Home signal, as the casemaybe.
SR9.01/3 Thus, after introduction of this system, interlocking will be such that when the mid-section
modified semi-automatic stop signal is working with 'A' marker extinguished, not more then two trains,
one on either side of this modified stop signal, will be ensured by the signalling system between two
stations in any given direction at any given point of time. The mid-section modified semi-automatic stop
signal shall when 'Off depict the aspect (Green or Double Yellow etc.) based on the aspects and number of
Automatic signals (including any other signal) between this signal and the Home signal of the receiving
station.
SR9.01/4 Once this system is introduced by the two Station Masters of the dispatching and receiving
stations at a nominated time after taking action simultaneously and tram working is started as per new
modified system, it will continue to operate automatically m the manner prescribed above and the process
of taking 'Off Advanced starter signal and mid-section modified semi-automatic stop signal need not be
repeated for every tram by the Station Masters of respective stations. Facility shall however exist to work
the Advanced starter signal and Home signal as manual signal as and when considered necessary by the
controlling Station Master. However, during the time modified system is in force, Home signal shall work
mmanual mode only.
SR9.01/5 To restore the normal automatic signalling system at a pre-fixed nominated time, the
Station Masters of the tram dispatching and tram receiving stations will talk to each other under exchange
ofpnvatenumbersandwillre-mtroducethenormalsystembyoperatingthefogswitchûttonwhichwill
restore the 'A' marker on the mid-section modified semi-automatic stop signal to lit condition. The
condition of'A' marker of Home signal and Advanced starter signal will continue to be determined by the
StationMastersofthecontrollingstationsbasedonlocalconditions.
192
RTR. 9.01/6 (i) H l f e ^ RRiR5R TRRRRT RRL RRT WW Rsff?R R R R W * . Rgf cR> ^ * * .
f ^ - ^ r a ^ HIRWSH* #%- R R R I ^ R RRT TRRRT RT 'RR ^ RT m ^T ^ TRRIR ^ ^
RR^fRRRfRRRH%TOR>%R^R5if^FT|
(ii) R T R R ^ R R R R R P ^ H P ^ I R H I P ^ I ^ R R R R R P ^ ^
f R R R ^ R t R R l t R R t R R R ^ R R R R R R R R ^ R RR^R^ R%R RRJRIRR ^

TRRRf ^Rf R R R R R R R R wfocT R H 3TR R R R ^ ^ R R^Rf RR^ RfRT 4f%R
RT^R 3TR Rfl TRRRf R ^ c T * ^ ^ R ^ R^FT I

RR RlRT ^RTRf f%TO RT ^R R? R t iff eft ^ ^ T 3TR RRIRT # P 3FT<* RRiR5R RRT
f^R^^^y^^%%^^^R^^W^^^^f^^^R^ri
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(R) ^c]K^|^P^HdRrqRfRR:-
R^ T R R ? piT t 3 ^ T%Rf%R R R R ^ RRTR^ ^ ^ TRRRf i R f R R T r t R R R R R ^ R 5
^ R R ^ R ^ R T T R ^ T R P R R R n ^ R T RRRf RT TRRRf s f H R T T R R R i f W R R R R R
fRRsR R R R R R / 3 6 9 ( 3 R ) R R ^ R RTO T* m& RR^ affecT RRT 3 T O ^ R#f 11 RR T%Rf%R
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^ ^ I ^ ^ ( f ^ T ^ ) ^ t R ^ ^ R l f ^ ^ t R ^ R ^ ^ I ^ H ^ ^ ^ W ^ T ^ ^ ^ ^ R ^
3TRR-^TR R R R ^ R Rf ^ f c ^ R TR 3 W R^R vJTT* ^RT R R 3RR R R R TR RR-Tjfr uf* ^ t .
^ R^T RlRT RRRf RT ^ W * 5 R R R TRRRf RT ' R R RT f^TT% if UTCT RRt * TR? R R R d
^ R I R T ^ R R R R R R if RWT RRRf 3RR R R R R R TRRRf R ^ ^ R R R R i 10 TRR RR
RRT R) R^T R RTRt 3TR RT.f^. 9.02 Rf R.fR 3.61 / 2 (a) RT RRTRR R R IR ^?T t%RRf R RRcT R
^RR^RRfRRri
(R) t R ^ - ^ H H l ^ l ^ R R - R T R R R R R R T T R R ^ R I R ^ R R -
(i) RR TRS RRR1 R f % R ^ R R R R R R R RRT TRR^R R R ^ « 3Tk/^8TR TRR RTRI ^
'3fH' R^TR R * R^, efWT ^ R R S R R ? R ^ RRR RR,TRR^ ( ^ R RR RT)/TRS-RRR1
« R ^ M - ^ f e R t q f R r a ^ R l ^ f R r a ^ M ^ ( ^ 4 ^ ) ^ f M f R
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R ^ t W ^ R | R | RTRT TRRS 3RR R^TR if R?R5 w f ^ * ^ « R RRRR^
TRRRf ^ t R i ^ ^ R R R ^ 1 0 f R R R R R R T R r R R R R R R 3 f R RT.TR. 9.02 Rf R.TR. 3.
61/2(a) RIRRRR1 R R R^ Rfl TRRRf R R^TR R RR^R Rl4 RRT I
^RRRRRR4RRR^t^^RR^t^RR^Mmdri^HR^R^RRRlfR?R^f
^ R TRRRf R t R t%R% if W f R t , Rf 5 TRRf RP RRSTT RRT 3TR ^TTR TRRRf RR R '3fH' #
RRR %, R Rf RT.TR. 9.02 Rf R.TR. 3.61 /2(a) R RRR? ^ R^T 3TR R R R RRR RRf-RRT m
^STRfRT%^R^^RRR^RjR^R^HHI^RtR4|
(ii) ^ TRRfRT RdR^ R R R R R?R? RR R R R R RPT TR T% T RRR R R f R t , TRS-RRR1
R f R R ^ R R - R R R R R RRT TRRRf R R R RTI t , ^ t%Rf%R RdR^ R RdR^ R ^ RT
5 R * ^R if RJR^ RRT RT (f&m?T RdR^ R ^ ) TRR R R Rt R i R R R^R ^ RdR^ R P ^
^ <tf ^R RRP RRR1 ^ i q ^ fMfRT RdR^ R R R R R ^ R R?R5 W R R R R R H
RRRR^RT^fRRRRRRRI
193
SR9.01/6 (!) At the time of introducing the modified automatic signalling, the Station Master concerned
controlling the mid-section modified semi-automatic stop signal should, as far possible, take care that the
aspect of this signal is 'On' to avoid sudden braking by the Loco Pilot of the approaching tram. In addition,
theAdvanced starter signal andHome signal shall normally be put m manual mode before introducing the
changeover.
(11) During the change-over from normal automatic signaling to modified automatic signalling, it
may so happen that a Loco Pilot may encounter a situation when the 'A' marker gets
extinguished and aspect of the signal turns into 'On' aspect while approaching the mid-section
modified semi-automatic stop signal. In such a situation, the Loco Pilot will stop his tram and,
if this signal does not assume 'Off aspect within 5 minutes, contact the Station Master of the
station ahead on MTRC/SP and after obtaining SM's verbal authority with private number
proceed ahead ataspeedno exceeding lOkmph till the foot of the next automatic signal andbe
guidedbytheaspectofthis signal.
In case the Loco Pilot has passed the signal, he shall stop and proceed cautiously so as to be
prepared to stop short of any obstruction until next automatic stop signal is reached and shall
actuponits indication.
SR 9.01/7 Even with the change in the signalling arrangement, for the Loco Pilot, all existing
rules/instructions for tram passing in automatic signalling will be applicable. Thus all automatic signals in
the sections shall worknormally and Loco Pilot will follow existing GRs/SRs while passing these signals.
SR9.01/8 System of working during failure of signals and fog switch/button.
(a) Failure ofAdvanced Starter Signal:
When'A'markens extinguished, and the Advanced starter signal ofthe tram dispatching station has
failed, the Station Master shall issue written authority T/369(3b), dispensing with endorsement of
private number, to the Loco Pilot to pass the signal at 'On' after ensuring that the last preceding tram
has passed the mid-section modified semi-automatic stop signal and adequate distance beyond it. If
the clearance of section between Advanced starter signal and mid-section modified semi-automatic
stop signal cannotbeascertainedbythedispatchingStationMaster,hewilltalktotheStationMaster
ofthe receiving station and after confirming under exchange of private numbers that the last
preceding tram has arrived complete at the station ahead, he will authorize the Loco Pilot on T/369
(3b) to pass the defective Advanced starter signal in 'On' position. In both the above cases, the Loco
Pilot shall proceed at a speed not exceeding 10 kmph till the foot ofthe next automatic signal and
thereafterbeguidedbytheaspectofthissignalobservingGR9.02andSR3.61/2(a).
(b) Failure of Mid-section Modified Semi-Automatic Stop Signal.
(i) If the mid-section modified semi-automatic stop signal becomes defective and/or shows 'On'
aspect due to any reason, the Loco Pilot will contact the Station Master ofthe receiving station
on Mobile Tram Radio Communication (MTRQ/Signal Post Telephone (SPT) provided on
mid-section modified semi-automatic stop signal, and inform him about the same. The Station
Master shall authorize the Loco Pilot with private number to proceed ahead only after the last
preceding tram has arrived complete at his station. The Loco Pilot shall proceed at a speed not
exceeding 10 kmph till the foot ofthe next automatic signal and thereafter be guided by the
aspect of this signal observing GR 9.02 and SR 3.6 l/2(a) after recording the private number in
his working diary. In case telephone is not available or defective and Loco Pilot is not able to
contact the Station Master concerned and the signal remains in 'On' position, he shall wait for 5
minutes and, if the signal remains 'On', will proceed ahead as per, GR 9.02 and SR 3.61/2(a)
andreportthesametotheSMofthestationaheadonWalkie-talkieorbywrittenmemo.
(n) On becoming aware that the mid-section modified semi-automatic stop signal with 'A' marker
extinguished has failed, the Station Master ofthe tram receiving station shall inform the
Station Master ofthe tram dispatching station about the same who shall, before dispatching a
tram, treat the entire section upto the block station ahead as one block section and obtain 'Line
Clear' from the Station Master of the tram receiving station under exchange of private
numbers.
193
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194
The receiving Station Master will grant l i n e Clear' only after the last preceding tram has arrived
complete at his station. The dispatching SM shall then issue a written authority T/9.01(4)totheLoco
Pilot to pass the defective mid-section semi-automatic stop signal at 'On' without stopping at the
signal. An endorsement shall be made on such an authority that the 'Line Clear' for the block section
uptothenextstationhasbeenobtamedunderpnvatenumber,quotingthesameonthis authority. The
LocoPilotshallproceedfollowingGR9.02andSR3.61/2(a)inrespectofallotherautomaticsignals
in the section. If, however, the mid-section modified semi-automatic stop signal is protecting a level
crossing, the controlling Station Master shall ensure that the level crossing gate is closed to road
traffic before granting 'Line Clear' or permitting the tram to enter the block section, as the case may
be. This system of dispatching only one tram in the block section shall continue till the mid-section
modifiedsemi-automaticstopsignalisrectified.
(C) Failure of Home Signal:

IftheHomeSignalbecomesdefectivctheStationMasterofthereceivingstationwilladmitthetram
by taking Off Calling On signal (if provided) or, if the Calling On signal is also defective, by issuing
written authority T/369 (3b).
(d) Failure of Fog Switch/Button:

Ifbyoperationoffogswitchûtton,'A'markeronmid-sectionmodifiedsemi-automatic stop signal
of a particular section does not get extinguished, the fog signaling system shall be treated as failed in
between the two adjacent stations in relevant direction. The Station Masters will then extinguish the
'A' marker of Advanced starter signal and Home signal by means of facility available on the
VDU/Panel to convert these signals in manual mode. Moreover, the modified automatic signalling
system between any two adjacent stations may fail any time due to any reason after the same has
been introduced and working successfully for sometime. In both the cases above, the Station Master
of the tram dispatching station of the affected section will not dispatch a tram in the section until the
last preceding tram has arrived complete at the receiving station, which shall be confirmed by the
exchangeofpnvatenumbers between the two Station Masters.
Note:(l) TheLocoPilotsandLIsconcernedwillbeinformedthroughshednoticewellmadvanceabout
the likely period of introduction of modified automatic signalling system, which normally
shall be form 20th December to 31st January and from 2000 hrs to 0800 hrs which may get
shifted as per prevalence of fog. A register will be maintained at the stations by the Station
Masters to record the time at which the modified automatic signalling system is introduced and
when the same is cancelled. A decision to continue or discontinue the system will be taken by
the Sr DOM of the division and will be advised to the Station Masters and the Section
Controllers through control message and Loco Pilots/Guards through Crew/Guard Lobbies.
(2) The Modified system will be introduced and cancelled depending upon abnormal conditions
linefog,badweatherimpainngvisibility under the direction of Sr.D.O.M.
SR 9.01/9 During clear weather, when the Loco Pilot finds the 'A' marker of mid-section modified semi-
automatic stop signal extinguished and the aspect of the signal remains 'On', he shall bring his tram to stop
at the foot of this modified semi-automatic stop signal and shall contact the Station Master ahead on
MTRC/SPTandmform him aboutthe same. The Station Master shall, after ascertaining that the system of
modified semi-automatic signalling is not in operation, give a private number to the Loco Pilot who shall
recorditonhisdiary.Afterreceivingthepnvatenumber,theLocoPilotwill proceed ahead asperGR9.02.
In case telephone is not available or defective and Loco Pilot is not able to contact the Station Master
concerned and the signal remains in 'On' position, he shall wait for 5 minutes and, if the signal remains
'On', willproceed ahead as per GR 9.02 and report the same to the SMofthe station ahead on Walkie-talkie
orbywnttenmemo.
194
* . R . 9.01/10 (i) mw)fZ* «erra» utit q' qt ^frracff ^w^t * qR fM\ *RWW VJTST H i f e ^
m-S^m^ Wh toReT ^ f e R R W ^ t , ^ f f^m%FT ^ ^ * ^ f f ^ ^ T & f % T O cMT OT^
^ ^ (foftffrT ? & H ) 3 # T T%TO ^ * W K T ^ d l f ^ l ^ R q q 5 ^ q q q q R ^ q q 5 q ^ t q q frE3H 3
(ii) ^ - ^ ^ ^ ^ ^ ^ ^ ^ ^ W t t o f ^ d l ^ ^ l ^ l l ^ f ^ ^
ww M ^ M | d ^ d | ^ H î4yuMen ^ ^ R q q 4 ? f ^ q ^ r q , i q q T i
(iii) ^ ^ - ^ i ^ d k U ^ ^ ^ ^ ^ T O ^ ^ ^ ^ a t o ^ f e T O f f ^ ^ ^
qW^qTI
(iv) qRtft-qqqq? %^ ^ q qrf%qf qq ^ ^ W R ^ffl^rtfer f%qqfcfq qR H im. f%^
^ t ^ ^ ^ T R q 31N W 3 S t a qf% 30 f%qt qO^TO cR> JTfaffccT # > f t I
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elRftqReRcTarrW^qRR-
(1) *TR eftqft R R e R qft 'A' f%RT (RT^f) ^RT ÔT *fcf ^ ^ T ^ (*CPT) RPReT '3ff^T'
fteifiT ft HeRT t q ? 3PRt qRft qft vRT RPReT «# q ^ ift tf* ^TT I q R T qft RPReT q}
q * 3 ^ * * * «TR. efrst TO^ q i f f f q q f t ^ f q q ^ ^ ^ f t q t P P R c T ^ * * * H I
# ^ W W qcfteTT «# *TR ftt RPReT '3TR* ift W T t eft q ? RsrfRcT «5fcj ft ?ftcft
q^TRqT ^ W # ^TT2T RPR^T q * 3 T R R - T R R qRqT I ft* «!* 3PT<?t tf* (*CPT)
RPReT qft 3TR. W cro eTT^T ftePR £ 3 T R f ^ ?RqRT *RcR f<J <RT y ^ R 3 f R *RqT
f%qirfqRft^^qftq*Rift^^l
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V*K *qft t eft W 4 ^ qft 3lt? ^ (*CPT) t ^ RPPRT ft*IRqT I
*W>ti it. 3fPY ^ t eTTIR ^FW ^ T ^ ^ ^ ^ f W W e f t t c^ e R ^ TO^ ^ c T ^ M ^TR
iTRfeTR^- H ^ e f t ^ RReTcr # ^T2T W R ^ e f ^ t T I W ^ f t SIR ^ ^ SfTWI^

^R5RT t eft RSTfRcT *t^ H Hi€t <W W( ^TT^ ^ W P R T W W c I T t I
(4) ^y^^^^TRTR^r^.ei^TnweârT^.i^^q^^^^ârT^TîTaih
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(5) ^ ^ e T it* ( « T q ) RPReT *t '3fR- f ^ I R ^ H R ^ ^ ^ ^ t TO^ 3PT^ ^
(«Tq) RPPTeTc^ 3 f R ?TcP£cTT ^ ^TT2T 3fP> «I^TT | ^ R RPReT '3TTO* *ft i t eft *ft e f t ^
q R e R ^ f ^ fÊft ^TTRcT ST^t^T m e R R R R W ^ ^ I T I ^ ^ RPReT cTO
^ d 4 > r d l ^ viTPRT SfR ^ T q f ^ ^ «TR ^t ^ T ^ ^ c T # ST^TR ^ p f ^ t ^ ^ T I
^.R.9.02/1. (*) ^ ^ r ^ ^ ^ H P ^ I ^ ^ , f ^ ^ 5 f T ^ # T ^ r r ^ t , q ^ ^ t a ^ ^ ^ ^ ^
^ I # T i t ^ ^ R 3€r i t ^ ^ ^ ^ 4t ^ t i t ^ *r$ 3^ *wi t era ^ R ^ ^ ftmer arq^t f ^ m
"afR" w r a ^ i
^ w ^ w I R ^ R ^ f t ^ R ^ 15 %.qr. q.^t. * ^ z ^ t I F H i orsf ^ q r a ^ i r ^ W R ^ ^ R ^RWt^

3TR ^ ^ R T WZ ^ it eft efWT q R ^ / q f e ^ ^ R 4 R q q 9.02 q f W c T 10 t%.qt. JT.W. ^T ^ ^
^ t e q # ^ra^T i %cr q f q q ^ ^ q f e ^ q "oo-oo" ^ t ^TT f^raq qrfR qq ^ W f % q ^ ^ q q ^ ^ t
q^l^^m
(Q) (i) q^qig^^^f^^qqqR^/Hlri^H^M^cW^^q^^m^f^^^^f^^
xTeT^Ttl
(ii) f^qiqq^(?.qq.^)qrf%^q-qRqt^^f^f%q^^-^^qR^q^tcftq^(^q
q t ^ q q q^ ^8T qRT q qR ^ T t eft) q f e ^ q *t im^\ ^ * m "000-000" ^ T *TT 31K
^rqRT R q q 4.45 * S^R *rf qRqT I
195
SR. 9.01/10© In automatic block signalling sections, where modified semi-automatic stop signal cannot
beprovidedbetweenthetwoadjacentstationsforanyreason,onlyonetramshallbepermittedtoenterthe
section at a time by means of suitable interlocking of Advanced starter signal of the tram dispatching
station and Home signal of the station ahead in such a way that the Advanced starter signal cannot assume
'Off aspectunlessanduntilthelastprecedingtramhas arrived complete at the station ahead. This shall be
ensuredbyoperationoffogswitchûttonbyadjacentStationMasters.
(11) In Juhi-Panki block section, where twin single line working is in force on North and South
lines, working similar to conventional double line shall be introduced during fog.
(iii)InChandari-KanpurLococabmsection,laststopsignalofbothstationsshallbekeptinmanual
mode during fog.
(iv) In Chandan-Kanpur Central block section, tram operation shall continue to be in normal
automatic signalling mode, but maximum speed will be restricted to 30 kmph during day and
night during fog.
9.02. Duties of Loco Pilot and Guard when an Automatic Stop Signal on double line is to be passed at
'On'
(1) When a Loco Pilot finds an Automatic Stop signal with an 'A' marker at 'On', he shall
bring his train to a stop in rear of the signal. After bringing his train to a stop in the rear of
the signal, the Loco Pilot shall wait there for one minute by day and two minutes by night,
If after waiting for this period, the signal continues to remain at' On', he shall give the
prescribed code of whistle and exchange signals with the guard and then proceed ahead,
as far as the line is clear, towards the next stop signal in advance exercising great caution
so as to stop short of any obstruction.
(2) The guard shall show a stop hand signal towards the rear when the train has been so
stopped at an Automatic stop signal, except as provided for in sub-rule (4).
(3) Where owing to the curvature of the line, fog, rain or dust storm, engine working the train
pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall
proceed at a very slow speed, which shall under no circumstances exceed 10 kilometers an
hour. Under these circumstances, the Loco Pilot, when not accompanied by Assistant
Loco Pilot, and if he considers necessary, may seek the assistance of the Guard by giving
the prescribed code of whistle.
(4) When so sent by the Loco Pilot, the Guard shall accompany him on the engine cab, before
he moves forward, to assist the Loco Pilot in keeping a sharp look-out.
(5) When an Automatic stop signal has been passed at 'On' the Loco Pilot shall proceed with
great caution until the next stop signal is reached. Even if this signal is 'Off the Loco Pilot
shall continue to look out for any possible obstruction short of the same. He shall proceed
cautiously upto that signal and shall act upon its indication only after he has reached it.
S.R 9.02/1. (a) The'ON'positionofanAutomatic signal maybe due to a tram m the Automatic signalling
section ahead including the overlap or due to an obstruction on the track or broken or displaced rail or any
othercause.
When a Loco Pilot/Motorman passes an Automatic Signal with an 'A' marker at 'ON' he shall
proceed exercising great caution to be able to stop short of any obstruction and at a speed, which shall not
exceed 15 KMPH on a straight road when visibility is good. Where due to curvature of the line, fog, dust
storm, or other causes line ahead cannot be seen clearly, the Loco Pilot/Motorman shall observe, the
speed, which shall not exceed 10 KMPH. In case of Electric Multiple Units, the Motorman shall give 2
pause2nngsandthesamewillbeacknowledgedbytheGuardthroughsamecodeofbeats.
(b) (i) TheGuardofatramshallwatchthatthe Loco Pilot does not exceed the speed p r e s c r i b e d in
item(a)above.
(n) In case of EMU trains if the Motorman exceeds the speed prescribed the Guard (when not
travelling with the Motorman) shall give 3 pause 3 rings on the bell code to warn the Motorman
andtakeactionas prescribed mRule-4.45.
195
(iii) cgftf ^ r f % « W ^ i f ^ ^ ^ T T O ^ R q f f % ^ ^ W ^ eft ^ ^ r a f ^ m 4.45
^ ^ ^ l ^ f ^ ^ H ^ i W l l d K R ^ ^ ^ ^ ^ ^ ^ I ^ ^ ^ ^ ^ M ^
^TTI
ta^^^^«^â^ft^TO^(^)ifRqff^^^^^^^
^.R.9.02/2. ^ ^ ^ ^ ^ W ^ R T ^ c T T ^ T TO^ ^ ^ f t ^ ^ tftf (- - 00) ^ T T

WRRT I f t ^ ^ ^ ^ ^ ^ i f ^ T t ^ ^ ^ f ^ ^ f ^ ^ R ^ f (000)^1^11 P ^ c f l ^
^.R.9.02/3. Eb<fl <4*M f ^ H d ^ ^ ^ f f r r o ^ ^ f ^ q s T ^ ^ R r t | 'afre- fert%if^
^ T O ^ ^ % T O ^ ^ ^ ^ ^ T O ^ ^ H M l f ^ ^ ^ ^ ^ t % T O ^ ? R ^ i i
^.R.9.02/4» ^ ^ ^ ^ ^ ^ % T O ^ f » ^ / ^ ^ ^ ^ i f ^ ^ ^ i f ^
^ ^ ^ ^ ^ ^ i f ^ ^ ^ ^ ^ V f r ^ ^ ( f c H l P r i H I ^ ^ ) % T O ^ ^ R R T ^ W
wm ^rm f% ^ wrtt ^ t o tf»^ f%rf% ^r ^rfdT 11
^ R / f ^ * T (fM^TR W ) f%TO ft^ ^ ^ efWT TO^/HfeiR ^wft ^ f%TO *
(ST) ^%TO^d'lldKPriHPriHHI^wt^^f^fM^W^^^^Hai^'n
f%^'^'fM^^^f^^^t^MfM^^^^R^f^^9.02/1.^^redRsldWf^
(TT) ^ f ^ ^ P d d ^ ( ^ ) % T O I ^ W ^ ; ^ ^ T O f ^ ^ # ^ ^ t , ^ W ^ ^ r
xnftq f% <nr anrit ^ t o i r f M ^ f%rf% ^r ^ i f ^ r t wn M f^f% if ^mra R?R 3.74 CMT ^ #
^^nd^l^^^^l^rHîf^PedRsld^M^W^^^^^^^HM^^
(q) ^ V f ^ f ^ ( f ^ f e ^ ^ n ^ ) f ^ ^ ^ ^ i f ^ ^ m ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^
^ ^ ^ ^ n ^ ^ ^ ^ ^ f ^ ^ d ^ i u ^ ^ / ^ l f ^ ^ f M ^ ^ ^ f ^ ^ ^ ^ ^ ^
tf ^ r #TCM R T O <tf ^ *ft ^ ^ft iprft ^ ^ T * F R ^ ^ST if ^ ^ f%TO ^ #
^îf^^^fe(^t)^^|
^.R.9.02/5. f%#?^^%TO^'^'fîfTR^^^?^%TOîf^^%^
(*) ^ ^ f ^ T O ' ^ ' f ^ i f ^ ^ ^ ^ ^ ^ ^ ^ ^ T R ^ ^ w f r f ^ ^ f e
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ l ^ ^ ^ ^ f ^ ; ^ R t ^ ^ ( ^ ^ i f )
^ ^ W S O ^ ^ ^ ^ ^ . i ^ ^ ^ ^ ^ W ^ l ^ ^ t o ^ W ^ ^
^ i f t o ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ c f T ^ ^ ^ ^ ^ ^ ^ ; * ^
^ ^ ^ 1 ^ ^ % T O ' ^ ' ( ^ ) f ^ i f ^ ^ ^ ^ f % # ^ ^ ^ ^ ^ R ^
^ <fr eftfT TO^/to ^ W <* * T t ^ R ^T W ^ R ^ ^ c ^ ^ f % ^ ^ ^ 1 0
(sr) ^ ^ ^ #tf M^ « * i f if ^ f « ^ %cr ^ w ^ ^ ^ w r %s t%^ %cr
196
(iii) In case of other trams also if the Loco Pilot exceeds speed prescribed the Guard shall take
action as per rule 4.45.
(c) The Guard of an EMU tram shall watch that the Motorman does not exceed the speed prescribed in
item (a) above. He shall give 000-000 nngs on the bell code to warn the Motorman, if the prescribed
speed limit is exceeded and if the Motorman continues to run in excess of the prescribed speed the
Guardshallarrangetostopthetram.
In case of trains hauled by electric locomotive, if the Loco Pilot exceeds the speed prescribed in item
(a) above Guard shall attract the attention of the Loco Pilot by the application of vacuum/air brake
andreleasmgitmtermittentlytillsuchtimetheLocoPilotobserverstheprescnbedspeed.
(d) Loco Pilot/Motorman to stop close to signals at 'On' - When a Loco Pilot/ Motorman has to stop his
tram at the automatic, Semi-automatic or a Gate Signal which is in the 'On' position, he should bring
the tram to ahalt as close to the signal as possible in rear of the signal.
S.R.9.02/2. The Loco Pilot shall give two long and two short whistles ( - 0 0 ) when the Guard is required
tobecalledtotheengme.IncaseofElectncMultipleunittrains,theMotormanshallgivethreerings(000)
tocalltheGuard,whichshallbeacknowledgedbytheGuard.
S.R.9.02/3. The indication of an Automatic signal applies to the track beyond the signal and there is
possibility ofatrain or obstructiononbeing inside the signal whenitis showing 'Off. A Loco Pilot having
passed an Automatic signal at 'On' must not act on the indication of the signal ahead until he has actually
reachedit.
S.R.9.02/4. (a) Whenever an Automatic or a semi-Automatic signal changes its aspect from green/yellow
toredandagaintogreen/yelloworfromredtoredmsuccession,itshallbetreatedasabobbing/flickering
signal andshallbeconsideredasshowmgthemostrestnctiveaspect.
Onseeingabobbing/flickenngsignaktheLocoPilot/Motormanshallbringhistramtostopmrearof
the signal aiKlpass the same onlywhenitassimesasteady aspect andremaiiis so for oneminute.
(b) If the signal continues to bob/flicker and does not assume a steady aspect it should be considered
displaying the 'On' position and pass only after observing the stipulations contained in S.R.9.02/1.
TheLocoPilot/MotormanshallreportthedefecttoStationMasteratthefirstreportmgstation.
(c) Whenever a manual stop signal shows more than one aspect or a misleading aspect, it should be
treated as showing the most restrictive aspect and should be passed by observing instructions
containedinRule3.74andsubsidia 1 y rules appended thereunder.
(d) The Station Master, on receipt of information of flickering/bobbmg signal, shall record the defect in
the signal Failure Register and advise SE (Signal) or Electric Signal Maintains immediately to
rectify the defect, All cases of failures bobbing, or flickering signal should also be reported to
Section ControllerwhoshallrecordthedefectmtheSignalFailureRegisterkeptforthepurpose.
S.R.9.02/5. Distance between two tram in Automatic Signalling territories after passing an Automatic
Signal at'On'-
(a) After passing automatic signal at 'on', the Loco Pilot of a following tram shall ensure that minimum
distance of 150 meters or two clear OHE masts is maintained between his tram and the preceding
tram (in clear weather), if any, or any obstruction on the line ahead. However, in case of EMU trains
the minimum distance of 75 meters or one OHE mast shall be maintained between EMU tram and a
preceding train, if any, or any obstructions on line ahead. However, during dense fog, after passing an
Automatic Stop Signal at 'On' (Red), the Loco Pilot/Motorman of tram hauled by any Locomotive
including EMU tram shall, while moving at a speed not exceeding 10 krnph should ensure that he
maintains a reasonable distance at which he is able to observe tail lamp/tail board of the tram ahead
ortheobstructionasthecasemaybe
(b) In special circumstances like flood etc., or if necessary to assist a disabled EMU tram the following
EMU trainmaybedrawnclosertotheprecedingEMU tram, exercising great caution.
196
ST^jFT-g * ^ ( 3 T R f t o ) ^ ^
* j . *&& (RPTer) empr m eTFT f*m
9.03. ^^(RRerJen^TTR^^r^rraT^r^tarraw^^f-
(1) W f I R ^ t (RPTer) eTFpT *R T l f e t f ^ T ?PFeFT ^PFFrT *eTra W ^ T «# 3FRTR i t c F t .
^lf-
(*) W T ^ f r ^ ^ ^ ^ ^ ^ F 5 ^ ^ ^ * F R ^ ^ ^ H t .
(^) 3FTc* *eTra ^ ? F T ^ eTFpT ftePR FTetf # *TR I?t W M ^ t f^TT w f t c T ^t
^F^f^TRSTFT^Nt.
(*T) eTFpT ftePR FTeFTT cR era ?P*R ^ t i t ^ ^ T ^ era f% eTFpT ftePR * t ^
*eTra ^ ? F T m^^^X ^ ^ # * £ R It* (\RrFT) RPFTeT era *TFra vRRt 3TPt *ft
W ^ T «£& era empT ftePR ^ f t .
(*) ^ PHê^dT *eTra ^?FTY # ^ ^ t eTT^T ^ S T T ^ r a t elt. ^ (\RrFT) RPFTeT
e r w R ^ *F srf^ra ^ ^ e r *erra RPFTeT ^ ^ F T Y if ftw ^ t w w e f t 11
vRpf ^ 1F4R eT*F vRRt eFIR ^ t # ft*? T T f e t f ^ T ^ ^ T e R ^ F ^ T e T ^FffleT ^

(^FT) RPFTeT £RT f ^ T e T ft*F ^TFT^T 3 f N ^ 1 ^ ^ e T ^ (\RrFT) RPFTeT eFT era
•sfrV Rsrfa if ^ t ^TPT^T wr era f% empr SPF* *ra*r ^ (\RTFT) RPFTeT era
faePR ^ l t ^ T e F - < R T ? T e f T R % ^ S P T C T T ^ (\RrFT) RPFTeT *<eMlPelel ^
( ^ ) f f r w t ^ d l $ H v H r a ^ ^ W ^ ^ ^ E ^ t , e T S F ,
(2) Wf era SFPFfeT F*?W S F ^ sJRT 3 F W fM?T ^ ^ T W t , vFTF^PT (l) ^ * F ^

00 SIR fa) ^ ^ - e r f e c r W ^ r ^ t iso to^r ^ r ^ f iPlt i
(3) (*) F*?W S F I ^ n f # Sf^FT. V&G f&U ^ ^FffleT *eTra ftnPTeT ^ if ^ ^ I H f # «TF3
ra^n ira ^ ^ r ^ RPFTeT ^ t sfRFf^r 3 f 4 - ^ ^ e r ^ RPFTCT # ^r ^ tf»cr
ra^T^T^racFt;
(^) ÊT y ^ R gt^TT ^ F ? ^FT W ^ STRFfer 3 ^ - ^ e T ^ ^ RPFTeT ^ t ^ ^ ^Tf¥^
STSraT l?^TeT ^ F 5 ^ T " ST^RT «frtf # HTWT ^ 3TPY ^ T ^ ^ ? F T # RPFTeTY" # ^T2T
5 ^ T e f f ^ f%^T W W 3fR ^ 3TPY ^TC* ^ ? F T # ^ ? F T H R ^ SRT F^f^TcT f ^ T
^ T W , ^ P ^ T c T ?F#cr ^ ^ 3TR ^ ^ ? F T *TFRRY # W ^TeTST ^ ^T# RPFTeT
W T F ^ ^ ^ e T HTWT H H ^T STRF^RT S T ^ - ^ ^ e T H1WT ^ i t ;
(T) ft^ ^ ? F T * ' J ^ T O ^ F ^ ^ RPFTeT «5t W ^ STRltf^RT 3 T ^ - ^ ^ e T ^
RPFTeT # ^T2T ^ T W R ? ^ e f f ^ f ^ F ^TR^T f% W f T f%Fl aÎT i t cF l ^ F F g
^ F i ^ RPFTeT ^ f 'affoT B U T ^T 'Slfip* f ^ F ^ T ^ R eTF^T W - ^ S STratf^FT
3 T 4 - ^ ^ e T It* RPFTeT ^ 3TPt W ^ T ^ t era FêRR i t I <RF y ^ R W ^ ^
arrets sr^-^êr ^ RPFTeT ^CT: 'afre* it^T srarar 'afra* ra^T ^ r ^ra
eTF^T 3TPt ^ T ^ ^ ? F T # it^T RPFTeT ^ 3TPt W ^ T ^ t era fêFR i t I
(*T) q^T. ^ T R *fRFT if ^ ^ F C F R ^ ^T ^ c F i t . ^ # 3RTFTF*T f ^ r f ^ q t * ^ T F T
TO-*RJ STRltf^T 3 T ^ - ^ ^ e T ^ RPFTeT ^ t ft§t^ 3FT^?lt # cTlcT ftafRcT ftfe
^ T f%Fl «5t ^ ? m F W W T t 3fR ÊT ^ R ^ ^ W *ft ^ F M ^ c T i t ^ T f% ft^
^ ? F T ^T X ^ F F 5 ^ F ^ ^ RPFTeT Sfh 3PT^ ^ ? F T ^T it^T RPFTeT ^T T f%Fl *ft W3
^TR^TI
(^.) ^ (^T) ^ ST^T viPeelRdd W ^ T ^ t vFT fiRFT ( 2 ) # ST^T f ^ f R c T ^ t ^ ^ T ^ t
iMl
(^) WTF^T R^rf^qf ^ ^ T F T . W - ^ STratf^FT S T ^ - ^ ^ e T ^ RPFTeT ^ WTF^l
^êT ^ RPFTeT # ^ T ^ ^ p f ^ ^ T I
(4) (^) ^ ^ ^ T T r a ^ W ^ ^ ^ t r a W - ^ S T R F f ^ ^ - ^ ^ ^ ^ f t P F T ^ - s f f ^ T '
3 R W ^ t 31R T f%Fl ^ ? F 13F t cF ^ 1 ^TT^t ^ t RPFTeT # W ^ ^ t ^ ^ ^ T Sfh
5 ^ r a ^F> ^ f^r^fRcT ft§W 3 F i ^ ? l t # 3 T ^ T S F i ^ t f e r ^ f ^ R W F i t ^ 3PT^ ^ ? F T
^ ^ R W ^ ^ F T ^ F I
197
B. Rules applicable to Single Line
9.03. Essentials of the Automatic Block system on single line-

(1) Where trains on a single line are worked on the Automatic Block System -
(a) the line shall be provided with continuous track circuiting or axle counters.
(b) the direction of traffic shall be established only after Line Clear has been obtained
from the block station in advance.
(c) a train shall be started from one Block station to another only after the direction of
traffic has been established.
(d) it shall not be possible to obtain Line clear unless the line is clear, at the Block Station
from which Line clear is obtained, not only upto the first stop signal but also for an
adequate distance beyond it,
(e) the line between two adjacent Block stations may, where required, be divided into
two or more Automatic Block signalling sections by provision of stop signals,
(f) after the direction of traffic has been established movement of trains into, through
and out of each Automatic Block signalling section shall be controlled by the
concerned Automatic Stop signal and the said Automatic stop signal shall not
assume 'Off position unless the line is clear upto the next automatic Stop signal:
Provided further that where the next stop signal is a manual stop signal, the line is
clear for an adequate distance beyond it, and
(g) all stop signals against the direction of traffic shall be at 'On'.
(2) Unless otherwise directed by approved special instructions, the adequate distance referred
to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 meters.
(3) (a) under special instructions, one of the automatic stop signals between two stations in the
automatic block signaling territory in each direction may be made as modified semi
automatic stop signal;
(b) the mid-section modified semi-automatic stop signal so provided shall be interlocked
with the signals of the station ahead through track circuits or axle counters or both and
shall be controlled by the station Master of the station ahead, the relevant indications
whether the single is in normal automatic mode or modified semi-automatic mode shall
be available to the Station Masters at both the ends;
(c) Advanced starter signal of the station in rear shall be interlocked with the mid-section
modified semi-automatic stop signal in such a way that when working with 'A' marker
extinguished, the Advanced starter signal shall assume 'Off aspect or be taken 'Off only
when the line is clear upto an adequate distance beyond the mid-section modified semi-
automatic stop signal; similarly the mid-section modified semi automatic stop signal shall
assume 'Off aspect automatically or be taken 'Off only when the line is clear upto an
adequate distance beyond the Home signal of the station ahead;
(d) during abnormal conditions like fog, bad weather impairing visibility, the mid-section
modified sem-automatic stop signal may be worked by extinguishing 'A' marker in the
manner prescribed under special instructions and this action shall also ensure that the 'A'
marker of the Advanced starter signal of the station in rear and Home signal of the station
in advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed
undersub-rule(2);
(f) during normal conditions, mid-section modified semi-automatic stop signal shall work as
normal automatic stop signal.
(4) (a) When the Loco Pilot finds mid-section modified semi-automatic stop signal with 'A'
marker extinguished in 'On' position, he shall stop his train in the rear of the signal and
inform this fact to the station master of the station ahead on approved means of
communicationasprescribedunderspecialinstructions;
197
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198
(b) The Station Master of the station ahead may authorize the Loco Pilot to pass the mid-
section modified semi-automatic stop signal working with 'A' marker extinguished in
'On' position through approved means of communication after ensuring conditions and
procedure prescribed u n l r special instructions;
(c) In case the Loco Pilot is unable to contact the Station Master of station ahead, he shall
pass the signal at 'On' after waiting for five minutes at the signal and proceed cautiously
and be prepared to stop short of any obstruction, at a speed not exceeding ten kilometers
an hour upto the next signal and act per aspect of this signal; and
(d) The Loco Pilot shall report the failure of mid-section modified semi-automatic stop signal
to the Station Master of the Station ahead.
Note: During unusual incidences, action shall be taken as per chapter VI and IX.
9.04 Minimum equipment of fixed signals in Automatic Block territory on single line- The
Minimum equipment of fixed signals to be provided for each direction shallbe as follows-
(a) Manual stop signals at a station-
(i) aHome,
(ii) a Starter,
(b) An Automatic stop signal in rear of the Home signal of the station.
Note: Under approved special instructions, the Automatic stop signal may be dispensed with.
9.05. Additional fixed signals in Automatic Block territory on single line-

(1) Besides the minimum equipment prescribed in Rule 9.04, one or more additional
Automatic stop signals, as are considered necessary, in between Block Stations, may be
provided.
(2) In addition, such other fixed signals as may be necessary for the safe working of trains
may be provided.
9.06. Conditions for taking 'Off Manual Stop signals in Automatic Block territory on single line
(1) Home signal - When a train is approaching a Home signal, otherwise than at a
terminal station, the signal shall not be taken 'Off unless the line is clear not only upto the
Starter but also for an Adequate distance beyond it.
(2) Last stop signal - the last stop signal shall not be taken 'Off for a train unless the direction
of traffic has been established and the line is clear upto the next Automatic stop signal, or
when the next stop signal is manual stop signal for an adequate distance beyond it
(3) The adequate distance referred to in sub rules (1) and (2) shall never be less than 120
meters and 180 meters respectively unless otherwise directed by approved special
instructions. A sand hump of approved design, or subject to the sanction of the
commissioner of Railway Safety, a derailing switch shall L deemed to be an efficient
substitute for the adequate distance referred to sub-rule (1)
9.07. Duties of Loco Pilot and Guard when an Automatic Stop signal on single line is to be passed at
W -
(1) When a Loco Pilot finds an Automatic Stop signal with an 'A' marker at 'On' he shall
bring his train to a stop in rear of that signal and wait there for one minute by day and two
minutes by night.
(2) If after waiting for this period the signal continues to remain at 'On' and if telephone
communication is provided near the signal, the Loco Pilot shall contact the Station
Master of the next block station or the Centralised Traffic Control Operator of the
section where Centralised Traffic control is provided, and obtain his instructions. The
Station Master or the Centralised Traffic Control Operator, as the case may be, shall,
after ascertaining that there is no train ahead upto the next signal and that it is otherwise
safe for the Loco Pilot to proceed so far as is known, give permission to the Loco Pilot to
pass the signal in the 'On'position and proceed upto the next signal, as may be provided
underspecialinstructions
198
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(1) ^ ^ ^ T T ^ ^ ^ ^ r a f t R ^ ^ ^ ^ ^ ^ l 5 n ^ t ^ W l ^ T M ^ 3 f R ^
(2) ^ ^ T T ^ % ^ ^ f ^ . ^ ^ ^ 3 f ^ ^ ^ ^ R n r ^ ^ t ^ ^ ^ ^ ^ W c f t t ^
eft^t Vmtt R^fRcT ^ 5 ^ ^ € t e f ^ T T f^RPT 6.03. * SR^TR *Tl<ft «fi W TOT tft
^ T R X ^ T r a ^ ^ ^ f r y ^ R ^ t ^ ^ T ^ ^ T ^ O ^ ^ ^ ^ t T R ^ X ^ ^ t T R ^
m^^^^^mf^r^^^t.^Tra^^xra^îo^t^^^.î^î
199
(3) If no telephone communication is provided near the signal or if the telephone

communication provided near the signal is out of order and can not be made use of, the
Loco Pilot shall give the prescribed code of whistle and exchange signals with the Guard
and then proceed past the signal as far as the line is clear, upto the next stop signal in
advance, exercising great caution so as to stop short of any obstruction.
(4) The Guard shall show a stop hand signal towards the rear when the train has been so
stopped at an Automatic stop signal, except, as provided for under sub-rule (6).
(5) Where owing to the curvature of the line, fog rain or dust storm, engine working the train
pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall
proceed at a very slow speed, which shall under no circumstances exceed 10 kilometers
an hour. Under these circumstances, the Loco Pilot when not accompanied by Assistant
Loco Pilot, and if he considers it necessary, may seek the assistance of the Guard by
giving the prescribed code of whistle.
(6) When so sent for by the Loco Pilot, the Guard shall accompany him on the engine cab,
before he moves forward, to assist the Loco Pilot in keeping a sharp look out.
(7) When an Automatic stop signal has been passed at 'On', the Loco Pilot shall proceed with
great caution until the next Stop signal is reached. Even if this signal is 'Off, the Loco
Pilot shall continue to look out for any possible obstruction short of the same. He shall
proceed cautiously upto that signal and shall act upon its indication only after he has
reached it.
S.R.9.07/1. Duties of Loco Pilot and Guard when an Automatic signal on single tine is to be passed at
'On' - When an Automatic signal is to be passed at 'On' on single line, the instructions contained in G.R.
9.02 and S.Rs., there under, shouldbe complied with.
9.08. Person is charge of working trains in Automatic Block System on single line-
(1) Except where Centralised Traffic Control is in operation, the Station Master shall be
responsible for the working of trains at and between stations.
(2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic
Control Operator shall be responsible for the working of trams on the entire section
exceptasprovidedforinsubruIeO).
(3) On a section where Centralised Traffic Control is in operation, the working of trains at a
station or part of a station may be taken over by or handed over to the Station Master
during emergency or as prescribed by special instructions. When such emergency
control is transferred, the Station Master shall be the person in charge of working trains
at the Station or part of the Station and the station shall be worked in accordance with
sub-rule (1).
C. Rules applicable to both Double and Single Lines
9.09. Working of trains on Centralised Traffic Control territory-On a section where Centralised
Traffic Control is in operation, the working of trains shall be governed and by special instructions.
9.10. Protection of a train stopped in an Automatic Block Siganlling section-

(1) When a train is stopped in an automatic Block Signalling section, the Guard shall
immediately exhibit a stop hand signal towards the rear and check up that the tail
board or tail light is correctly exhibited.
(2) If the stoppage is on account of accident, failure, or obstruction and the train cannot
proceed, the Loco Pilot shall sound the prescribed code of whistle and the train shall be
protected immediately as per Rule 6.03 except that for the protection of the occupied
line one detonator shall be placed at 90 meters from the train on the way out and
similarly two detonators, 10 meters apart, not less than 180 meters from the train or at
such distance as has been fixed by special instructions.
199
* . f r 9.10/1. ^ ^ d P ^ H P d ' l ^ i f ^ ^ ^ ^ t , ^ ^ ^ , ? ^ ^ ; ^ ^ ^ ^ ^
^ W ^fnft t eft eft^T TO^ / ^ ^ 3lk ^ ^W^ f^PT 6.03 / 1 <* ^ (^) * (v5T) ^ <* f%pff <ST
MMH «fr^ll # t f ^ T e f T F T ^ ^ ^ t . ^ H ^ T ^ ^ qei^ d ' I H ^ . R . 9 . 1 0 . ? ^ K «I*II4 < ^ | | |
9.11. e^tqraercrSRT^lft^f^tftq^-
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9.12. ^ ^ f a w ^ r ^ f ^ ^ ^ ^ W ^ - ^ ^ ^ t ^ ^
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^.9.12/1. ^ ^ ^ ^ ^ M R - ^ » ? ^ ^ ^ ^ ¥ W l ^ # f e T O
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^ T O ^ ^ ^ M M M ^ ^ i f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ R s
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200
S.R.9.10/l.When a train comes to a stand in an Automatic Signalling section and cannot proceed further
due to an accident, failure or obstruction, the Loco Pilot/Motorman and Guard shall follow all the rules
under S.R. 6.03/1 .(a) to (g) and the occupied line shall be protected with detonators in rear as specified in
GeneralRule9.10.
9.11. Loco Pilot to report failures-

(1) When Loco Pilot has to pass an Automatic stop signal at 'On', he shall stop his train at
the next reporting station or cabin as prescribed by special instructions and report
particulars ofAutomatic stop signals passed at 'On' by him.
(2) The Station Master or person in charge of the reporting station or cabin shall
promptly report the fact to the signal and operating officials concerned.
S.R.09.11/1. Nextreportingstation/cabmwillbenextstoppingstationforthepurposeofreportingsuch
failures.
9.12. Procedure during failure of Automatic signalling- When a failure of Automatic signalling is
likely to last for some time or cause serious delay, trains shall be worked from station to station over
the section or section concerned under special instructions.
S.R.9.12/1. Failures of all signals on double or single line likely to last for some time and cause serious
delay when means of communications are available- In the event of failure of all signals occurring in an
area consisting of two or more stations worked under Automatic Block System, the officials concerned of
the Signalling Department shall take immediate steps to inform all concerned and the following procedure
shallbeadoptedfortrampassmg.
(1) The section between the two block stations will be treated as a block section and the
movementontheblocksectionwillbecontrolledbytheStationMasteroneitherside.
(2) Before any tram is allowed to enter the affected section, it shall be brought to a stand and the
Loco Pilot of the tram advised of the circumstances by the Station Master and the Guard of the
tram advised through a copy ofthe'Authority to proceed as prescribed m Rule 5 (a) below, The
Controller and the Station Master concerned ahead ofthe affected section shall also be
informed.
(3) The Station Master on duty at the station in rear ofthe affected section shall obtain 'Line Clear'
for the tram by one ofthe following in the order of preference of means of communications,
viz.
(a) Block Instruments, Track Circuiting or Axle Counters
(b) TelephoneattachedtoBlocklnstruments
(c) Stationtostationfixedtelephonewhereveravailable
(d) FixedtelephonesuchasRailwayautophones&BSNLPhones
(e) Controltelephone
(f) VHFsets
(4) The Station Master on duty at the station in advance shall not give such 'Line Clear' (as per
clause 2 above) unless-
(i) thewholeofthelastprecedingtramhasarnved,
(ii) the line on which it is intended to receive the incoming tram is clear at least 180 meters
beyondthePlatformstarterorthePlaceatwhichthetramsusuallycometoastand,and
(hi) all points have been correctly set and all facing points locked as per rules for the
admissionofthetrainonthesaidlme.
(5) (a) The Loco Pilot ofthe first tram entering the affected section on 'Authority to Proceed',
shall proceed with utmost caution and must not run at a speed exceeding 25 kilometers
per hour under any circumstances, subject to other speed restrictions in force. The Loco
Pilotshallcontmuetolookoutforanyobstructionuntilhereachesthestationahead.
200
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RR^ R RR^, ^ RR RRR R RS R^ fRR R R R R k R R J R R M ^ R R r R R t R R T R R R I °
R ^ R R ^ R g R ^ R ^ R ^ R R R ^ R ^ ^ R R H R f R ? R ^ g R R ^ R M R r ^ l P d d 4,^1
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^ RTRR R^RRR^ Rq R fRRR (RR) R k ORrfR^ fRR RT R R R 11
(3) RTfRRMRRR)lRRRRRfR^RdR^RfR^^RTR^RR^
T5R %^ fRR R R R RR ^H RRR^ ^ R R RTRT R R R 5 / R R ^ 3tk ^ RT R R % R R «
^RRRRI
201
(b) After ensurmg that the first tram has arrrved safely at the station ahead of the affected
section, the Loco Pilots of all subsequent trams shall also proceed with great caution,
subject to other speed restrictions in force and must continue to look out for any possible
obstruction.
(6) TheS.M.shallgivetheLocoPilot/Motormanofeachtram-
(a) An'AuthontytoproceedonAutomaticBlockSystemdurmgprolongedfailureofsignals'
on prescribed form, the individual distinguishing number/numbers of each Automatic,
Semi-automatic, manually operated and gate signal/signals shall be indicated on this
authority.
(b) ACautionOrderrestnctingthespeedofalltramasperclause5(A)above.
(7) Before handing over the 'Authority to Proceed all the points over which the tram will pass,
shall be correctly set and locked as per rules. Whenever any power operated points have to be
operated for diverting trains, these may be released and operated locally under the written
instructions of the Station Master on duty by the Signal Mamtamers at station where Signal
Mamtamers are available.
(8) When approaching the next station, the Loco Pilot shall bring his tram to a stand outside the
first Stop signal and sound one long whistle. The station Master after satisfying himself that all
is safe shall arrange f o r a m a n i n ^ f o n n t o p i l o t t h e train fromthis signal, whc"shall obey hand
signals, if any, relayed from the station platform.
(9) Clearance of the section by each tram shall be intimated to the station, in rear under exchange
ofPnvateNumbers.
(10) Tram Signal Register shall be brought into use and all entries regarding tram working recorded
theremTheControllershallbekeptadvisedofalltrainmovementstakingplaceintheaffected
section, if possible.
(11) As soon as signals are put right by competent authority, normal working of trains on Automatic
Block System may be resumed after exchanging messages with Private Numbers by the
Station Masters concerned, assuring that the section is clear. Controller's permission, if
possible,shouldbeobtainedbeforeresumptionofnormalworkmg.
(12) All the records in connection with tram working on this system shall be retained at the station
and the Traffic Inspector of the section must scrutinise them and submit his report to the
Divisional Railway Manager withm seven days ofthe resumption of normal working.
S.R.9.12/2. Failure of all signals on double line likely to last for sometime and cause serious delay when
no means of ^ m W m c a t i o n are available - In the event of failure of all signals occurring in an area
consisting of two or more stations worked under Automatic Block System ans when tarns can not be
workedbyanyofthefollowingintheonler of preference of meaiisofconimunication viz.
(a) BlockInstruments,TrackCircuitmgorAxleCounters
(b) TelephonesattachedtoBlocklnstruments
(c) Stationtostationfixedtelephoneswhereveravailable
(d) FixedtelephonesuchasRailwayautophones&BSNLphones
(f) VHFsets
Thefollowingnrocedureshallbeadontedfortramnassing-
(1) Themovementoftramsontheaffectedsectionshallbecontrolledbysuchstationsandonsuch
linesasareprescribedbyspecialinstructions.
(2) Allpomtsoverwhichthetramwillrunwithintheaffectedareashallbecorrectlysetandlocked
before the movement of any tram is authorised over them.
Whenever any power operated points have to be operated for diverting trains, these may be
released and o p L t e d l o ^ l l y u n L the written instructions ofthe Station Master on duty by the
Signal Mamtainers at stations where the Signal Mamtamers are available
(3) Before any tram is allowed to leave the station as prescribed in clause (1) above, it shall be
brought to a stand and the Loco Pilot Motorman and the Guard ofthe tram shall be advised of
the circumstances by the Station Master.
201
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202
(4) The StationMaster shall give the Loco Pilot/Motorman of each tram-
(a) An "Authonty to Proceed without Line Clear" on the prescribed form. The counterfoil shall be
retamedby the StationMaster and the foil shall be given to the Loco Pilot.
(b) A Caution Order restricting the speed to 25 kilometers per hour over the Straight with clear
viewandto 10 kilometers per hour when approaching or passing any portion of line where the
view ahead is not clear due to curve, obstruction, rain fog or any other cause, Subject to the
observance of other speed restriction imposed and speed over facing points being restricted to
15 kilometers per hour, the Loco Pilot shall ensure that the speed is kept at the limit prescribed
aboveandisnotexceededor,withoutanyreasonreduced.
(c) An authority on the prescribed form authorising the Loco Pilot/Motorman to pass the
automatic signals intervening the two nominated stations at 'On', the semi Automatic
signals and manually operated signals on being signalled past by a Pomtsman/Porter or any
other railway servant m uniform deputed for the purpose and the Gate signals cautiously upto
the level crossing where he must ascertain that the gates are locked and the hand signals are
displayed by the Gateman before he proceeds further. The individual distinguishing number/
numbers of each Automatic, Semi-Automatic, Manually operated and Gate Signal/signals
shallbemdicatedonthisauthonty.
(5) No tram shall be allowed to enter an affected section until there is a clear interval of 15 minutes
between the tram about to leave and the tram which has immediately proceeded, unless a shorter
mtervalhasbeenprescnbedunderspecialmstructions.
(6) In the event of a Loco Pilot approaching or passing any portion of a line where view ahead is not
clear, Assistant Loco Pilot or Guard with hand signals must be sent in advance to guide the further
movementofthetrain.Ashaip lookout ahead shoiSdbekeptandthe engine whistle freelyused.
(7) The Guard shall keep a sharp lookout in the rear and be prepared to exhibit a danger signal to
prevent the approach of a train from the rear and to protect it, if the detention is likely to exceed
5 minutes.
(8) When approaching the next station under special instructions under clause (1) above, the Loco
Pilot shall bring Us tram to a stand outside the first Stop signal and sound one long whistle. The
Station Master after satisfying himself that all points have been correctly set and locked, shall
arrange for a man in uniform, before the tram arrives at the signal, to pilot the tram from the signal
withoutanydelay
(9) The Loco Pilot of all trains shall make over the 'Authority to proceed without Line Clear' to the
Station Master of the nominated station at the end of the section These shall be kept by the station
Master in his personal custody for inspection by the Traffic Inspector of the Section, who shall
prepare a report on the working of trains and shall forward the same along with his report to the
DivisionalRailwayManagerwithm7daysofresumptionofcommunication
(10) A record of all trains passed over the affected section on 'Authority to proceed without Line clear'
during the course of total interruption of communications, shall be maintained in the Tram Signal
Registerstobeopenedatallthespeciallynommatedstationsunderclauselabove.
(11) Trains must continue to work on this system until either the signals are put right or any one of the
means of communications is restoredby the competent authority
(12) As soon as the signals are put right, normal working of trains shall be resumed, but where signals
continue to remain inoperative and any of the means of communications is restored, the Station
Master shall immediately send a message to the Station Master at the other end of the affected
sectiononthefollowingproforma-
From Station Master to Station Master Tram

(Number and Description) arrived complete at hours.
Last tram (Number and Description) despatched to your station
at hours. Cancel the present method of working of
trains. Line Clear shall be obtained by means of Acknowledge.
Private Number
StationMaster
202
^ ^ ^ W ^ ^ ^ l R d ^ ^ ^ ^ f ^ ^ ^ H H I ^ P H H P d f a d W ^ ^ ^ -
^ ^ W? * ^ R W? <tf âjT
^ f f t ^5TT I ^ T O t o f t ^ (^R
^ ft^T) off ^ ^ ^ * vJTT* ^ f t 3Tf^ ^ t 8ft ^ ^ ^ ^ ^R ^
qpr *rit 11 *n3r ^ ofr anq* ^ ^ * ^ sft ^ ^ ^H
m uf*r ^ S t / ^ f ^ 11 ^ t ô ^ uf*r ^ R <* ^ ciîer ^ t ^ ^
^t ^ R H OT^ ^ ^t w ^ %/wi 4t VJTTM I S R ^ ^ t <* f ^ anwr s ^
5 T ^ ^
(13) ^ f t ^ ^ f ^ R ^ ^ ^ f ^ ^ ^ ^ ^ W ^ ^ ^ ^ ^ ^ ^ R R l ^
cR» % cftff ^ R W ? ^ W <fl êcft ^ ^ 3 f% ^ f t ^ r f ^ f 31N $3ff 3TTft oft ^
* ;^raR-^R JJRT ^ ftm ^RRT i < ^ q ^ R iprtt ^^, w f w r ^ eft ^ FR^P

^^^RRTI
^.R.9.12/3. W ^ l ^ ^ w f a ^ ^ W ^ ^ ^ ^ ^ ^ . W l A
^ g I f T ^ R ^ pHHPdfad McdPd ^MHlj vHl^^fl -
m imn R T O 3k im^ ^ ^ R R ^ R ^ T ^ R ^ T ^ R W ^ ftm-fotf wti
^f%^pH^îf^^^^f^%rR^fe^,^^f^^.^^^^^â^
M*r ^ M SRT Rqfr% ^t R^ iff i
^ ^ R R ^ RRR 3?K ^ RftcPTC? ^ R Wl W^m RRR RRR * ^RT SRT f%RT RRRT
d l ^ P ^ ^ ^ ^ f ^ R R ^ R ^ f o ^ ^ f R ^ ^ ^ R R ^ t . R l f t ^ R
^ ^ R ^ % T O ^ M d d l ^ ^ f ^ R ^ % T O , R T ^ ^ ^ , ^ ^ ^ R ^ 1 8 0
^ ^ f t ^ ^ i w f ^ q ^ ^ j ^ ^ ^ ^ f ^ ^ ^ ^ ^ R f ^ R
R 3TT R* 11 R#foTT3 ^ R^ft RR J T ^ WRT R^T ^ WfefR f R ^ W KRT if R ^

^n^^^^^f^m^ff^W^^^^^.^fîf^^^^^^M^^^
eRT f^RT RRT IfT t% <JF (arf^T ^ ^ ) ^ / ^ # ^ ^ f^J f ^ R 11 ^ ^ ^ ^ f^J W ^
(5) y^lPld^H^^Hf^^tKH^Md^W^R^^^T
203
Onreceiptoftheabovemessage.theStationMasterattheotherendoftheaffectedsectionshall
acknowledge inthe following fonn-
From Station Master to station Master No
Your No Understand that tram (Number and Description)
which was the last tram to leave my station has arrived complete
at your station. Tram No which left your station has arrived complete at my
station at hours/not arrived. Present system of tram working is being/will
be cancelled immediately after the complete arrival of tram No Line
Clearforthenexttramwillbeobtamedbymeansof
PnvateNumber
Station Master
(13) Line Clear shall not be obtained or given by any means of communication which has been restored
until both the Station Master are satisfied that all trains and engines etc. despatched from their
stations have arrived complete at the other station. When the trains referred to in clause I above
arrived complete at the stations, their number and their arrival time will be communicated to the
other Station Master concerned under exchange of Private Numbers. Thereafter an intimation out
thisshallbegiventotheSectionController,ifpossible.
S.R.9.12/3. Rules and Regulations for working of trains under the Automatic Block System during.
obstruction of oê~or more lines, when signals are operative and communication are available- In ±e
event of obstruction of one or more lines in an area consisting of two or more stations worked under the
Automatic Block System when signals are operative and communications are available, the following
procedureshallbeadopted-
Onthe Double line section when one line is obstructed-
(1) When it is desired to introduce temporary single line working on double line on electric
communication instruments, the Station Master at one end of the affected section shall, on
receipt of reliable information in writing that one line is clear, take steps to introduce
temporary single line working on that line in consultation with the Section Controller and the
StationMasteroftheStationalthe other endofthe section.
(2) If there is reason to suspect that the line over which temporary single line working is to be
introduced is also fouled or damaged temporary single line working shall not be introduced
until a responsible engineering official not below the rank of an JE/P. Way has inspected that
sectionandcertifiedthattheroadissafeforthepassageoftrams.
(3) The movement of trains on the affected section shall be controlled by such stations and on such
lmesasareprescnbedbyspecialmstructions.
(4) All trains running in the wrong direction shall be worked in accordance with the rules for the
use of electric communication instruments on single line and Line Clear shall be obtained by
themeansofcommumcationsprovidedatthestation.
Line Clear shall not be given unless the line on which the tram is to be received is clear at least
180 meters beyond the first Stop signal pertaining to the correct line or the last stop signal
pertaining to the wrong line whichever is earlier. For each first tram running in the wrong
direction
Line clear shall neither be asked for nor given unless the two station Masters have assured
under exchange of Private Numbers that all the trains running in the right direction have
alreadyarrivedcompleteatthestationmadvance.
Except for each first tram running in the right direction for which the procedure laid down for the
trains running in the wrong direction shall be followed subsequent trains running in the right
directionmaybe allowed to follow each other on Automatic Signal indications, provided the station
in rear has intimated the station in advance of the fact that he is permitting particular tram/trams to
follow and has ascertained the latter's readiness to receive it/them. Private Numbers shall be
exchanged for this transaction.
(5) TramsignalRegistershallbemtroducedatthestationsonaffectedsection.
203
(6) f ^ T R ^ ^ S R ^ i ^ ^ ^ T R ^ ^ f ^ w t ^ J I ^ ^ H ^ ^ ^
ffclcT ^ ^ jJTCT ^ * t f <* eftfT T R T ^ f ^ t w f t c T TR^Rf * ^ if fofacT ^ R R m?V eft
vSTT^fr ^ | * # f ^ I T if ^ ^ R r f M <fr eft^T T R R ^ I ^ t ST^R ^ P RRRM ^ t frnfr "eTTeT
W ^ R T ^ ^ ^ f ^ f M ^ J R I % R R ^ ^ R R R ^ R R ^ |
c H I ^ E f c W Priori R ^ ^ R R t |
(7) J R R ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ R R M ^ ^ ^ ^
^ - ^ ^ ^ f ^ ^ R T ^ ^ R ^ ^ M ^ R ^ ^ R R ^ R R R i
^ ^ R ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ f t ^ ^ j R R f ^ ^ ^ j R R R M
(8) ^ ^ ^ ^ ^ ^ ^ w f e W M ^ f ^ ^ ^ ^ ^ t e R t , ^ ^
^ ^ m ^ ^RT ^RR ^ r ^ H w * jR^Ri ^ 1 ^ ; O T R ^ - J R ^ ^RRR JRRRM ^R^RI <*
^ f ^ ^ H W ^ W ^ ^ ^ , f ^ P H H P d f a d ^ H I ^ ^ R R R -
(?j) ^ ^ f ^ ^ ^ ^ H ^ T R R ^ ^ R R ^ J R W R l t
(R) ^^)<M dl^H E f c w t , < f r H I [ W l 3 > r ^ ,
(^.) ^ ^ q ^ R M J i f ^ ^ ^ c R ^ R M J M ^ ,
fc) f ^ f ^ i f R ^ J i t a T ^ ^ i ™ i
(9) ^ f ^ ^ ^ ^ w ^ R R i ^ ^ f ^ f ^ i f ^ R M J i f ^ ^ w ^ i f ^ R ^ ^
^RT ^ JRR^ 1R ^ RR f ^ R l Rfc JR^Rf ^ ^RI <fl RTR a i^RgfT ^ R ^Rf ^ ^
^RTRRJR W TRMI11 ^ R FCTR ^ ^ R? W^m ^ R WRR <* jJRT JflM RRRT ^RRRR 31R
R R M ^ R ] M q^KT jJTCT ^ viTT*ft I
(10) (^) W ^ d T SH^T TR JR?RR RRR <fr RTRRT TO? <jft TRRI ^RRRR f ^ T *TC PHHPdRdd ^ f
?WRR<RlRRf|
(i) ^^RR^R?RRR?R;S^^^TRn
(ii) %FWfF^f^#^^Rmt,
(iii) ^RMJIROT31R
(iv) ^ w ^ ^ i f e w ^ w d ^ M e i ^ P T ^ ^ r ^ r ^ # o n ^ r i
(sr) w fîT ^ *ra* ^ RR%?R <* f ^ eiWr TO?/RRRRR ^r M M w f if ^
JRI%RR-R^ f ^ R ^RRT, f ^ R * ^ W M * N if Rt*M cISTT ^RJR 1M ^ ( « * fasg) f ^ T
W ^ ftPReff ^ ^ R l ^ m # P ^R ^ WKK cR> ^ ^ f ^ J j r f ^ R fÎT ^ R ^ I ^

^ ÔT^T^ ^ ^ W ^ ^ ^ W ^ M I 3ra*T eRT ^ T xH%J % W ^ f ^T ^ ^
W R ^ W t o w t M W i » W P f l T O t o ^ t l ^ t l # «
^ t a l k ^ ^ ^ ^ ^ f ^ w t i ^ ^ R r a f i f ^ s T R R ^ , RR^ft ^ wra ^
^ R 5 f / W M W ^ f ^ RR^RJ ^ R xH%J | qsw q ^ R f ^ f , feVf J I ^ ^ ^ R ^ ,
3 t f - ^ R ^ ^ x | | [ ^ c 1 3lk W ^ R R R M / R R W f <* q ^ R f ^ ^ ^ ^rf^ t ^
J ^ R R ^ i f f ^ ^ i r i
(11) ^ W foTT if ^ ^ R f t ^ ^ ^ ^ ^ R f T R f l ^ ^R«T ^RR ^Rcft W ^ ^ t ^ eft^T ^ R T ^ ^ t
f ^ ^ ^ ^ ^ ; f f l R ^ i f W ^ W R W f ^ ^ R R R % ^ ^ i f ^ ^ ^ W ^ W t
3 k ^ R R f ^ t ^RgfT ^ R W f T R R ^ ^ R ^ ^ R f ^ ^ R if T R M ^ ^ I R ^ ^ f ^R ^ M
^ • H ^ Tft ^ f ^ RR^ ^RRRI
204
(6) Loco Pilots of all trams on the affected area must be so advised in writing by the station
immediately in rear of the affected section on which temporary single line working has been
introduced.
A written authority should also be given to the Loco Pilots of trains running in the right
direction to pass the last Stop signal which shall be kept at 'red', The Loco Pilots of trains
running inthe wrong direction shall be given the prescribed Line Clear Tickets before entering
the affected section.
(7) All the points over which the tram will run within the affected area shall be correctly set and
lockedasperrulesbeforethemovementofanytramisauthonsedoverthem.
Whenever any power operated points have to be operated for diverting trains these may
be released and operated locally under the written instructions of the Station Master on duty
by the signal Maintainer at stations where signalMaintainers are available.
(8) After ascertaining that one of the lines is clear for the passage of traffic, the Station Master
proposing single line working shall issue a message under exchange of Private Numbers,
containing the following information, to the Station Master at the other end of the affected
section-
Ca) the cause of introduction of single line working,
(b) the line on which single line working is proposed.
(c) the source of information that the said line is clear,
(d) theplaceofobstructions,
(e) therestnctionofspeed,ifany,onthelme,
(f) the number and timings of the last tram which arrived/left the station nominated by
DivisionalRailwayManagerunderclause3above,and
(g) anenquiryaboutspeedrestnctionmtheoppositedirection
(9) On receipt of acknowledgment and reply to the enquiry regarding speed restriction in the
opposite direction, from the Station Master at the other end confirmed by a Private Number,
single line working may be introduced. Line clear shall be obtained by the means of
communications available at the station as the case may be and trains run on the procedure set
out above.
(10) (a) A Caution Order shall also be handed over to the Loco Pilot of each tram on which shall
be clearly stated-
(i) thelmeonwhichthetramorlightengmeistorun,
(ii) thekilometersbetweenwhichtheobstructionexists,
(hi) anyrestriction of speed, and
(iv) the instructions that Automatic signals in the wrong direction should be considered
asoutofuse.
(b) Fortrainsrunnmginthewrongdirection,anauthorityontheprescnbedformauthonsmg
the Loco Pilot/Motorman to pass the intervening non-governing (i.e. relating to the
opposite direction) Semi-Automatic and Manually operated signals on being hand
signalled past by a Pointsman or any other railway servant in uniform deputed for the
purpose and the gate signals cautiously upto the level crossings where he must ascertain
that the gates are locked and hand signals are displayed by the Gateman before he
proceeds further.
He must also ascertain that the points of the outlying sidings are correctly set and locked
before passing over them. In such cases, the hand signals shall be displayed at such
points/gates instead of at the signals. The individual distinguishing number including
numberofeachAutomaticSemi-Automatic, Manually operated and gate signals shall be
indicated on this authority.
(11) An endorsement shall also be made on the Caution Order given to the Loco Pilot of the first
tram introducing temporary single line working in the wrong direction to stop and inform all
Gatemen and Gangmen on the way about the introduction of temporary single line working.
Theroadonwhichthetrainsshallrunisalsotobe specified.
204
(12) W f ^ i f ^ ^ ^ ^ ^ ^ ^ 2 5 P W ) ^ r i ^ P d U r i l ^ ; ^ ^ l f F f t
(13) ^ 3 ^ ^ n R R f f ^ ^ ^ ^ I ^ H l f t d ^ H ^ ^ ^ , w f ^ i f ^ ^ ^
^ ^ T O ^ ^ ^ ^ ^ ^ ^ j m ^ % T O ^ ^ R R f ^ R T O W ^ R f q ^
i ^ O T ^ ^ ^ % T O ^ ^ ^ T O ^ ^ ^ R t ^ ^ ? ^ ^ ^ ^ ^ ^ i % T O
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^ ift eft, ^ ^ w ? ^RT f^rf%r w f ^R ^RT f^r ^foffcerM ^ R ^ ^ ^R f%^ w
(14) ^T^TWeFTârR«T^TT-
f% M M ^ - q s r ^ r f ^ f t <* ^ R f * f*PJ ^ffecT t . ^ R T W ? ^RR ^ R T ^ ^ t f ^ t ,

^ f t tf f » ?t, J T ^ ^ R ? <fr ^W^Rf-J^Rf ^ t <* ^8T ^ ^ ^ R t ^ T T 31R ^TCM
RRRW * W R f ^ W R r f ^ ^ T f% f ^ T ^ t <* ^ R f <* ^ W ^ T ^ ^ ^R«T
fÎToTT^TTI
(ST) ^ f ^ c T ^ t f m ^ t RRRM ^ f e ^ t if U * W <ft tf Jfftfe <fl ^RRft f W f «
^ H <ztf ^m^ ^ R T ^ ^ r , < ^ t w r ^ ^ ^ ^ ^ sfR mv <ztf ? T T O
(15) ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ f t ^ ^ ^ ^ ^ ^ R F T 3 k ^ ^ f ^ ^
OTTO RRTSW ^ ^ ^ vifa 3 1 ^ ^ ^ cCT 3TC^ f ^ W e T *eT JRRR, <* UTCT
^.Rf.9.12/4. ma ^ q ^ i % <fr ^RRRf ^ W ^ ^ ^ a r f ^ gfTg3 M ^ g iff ^ < ^ ^ft ^ R

^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ . ^ ^ % ^ ^ ^ ^ ^ f ^ f ^ ^ ^ m ^ - ^ ^ f t ^ t
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Rraff^wff^Ri%^^Rtî
(2) ^fw^îff^RHCT^f^^^^^^^îf^t^^^^,^^^f%^
^ m ^ ^ ^ ^ R ^ ^RT ^Rlt ^ efttfr ^ R T ^ ^ ^ ^ t ^ R f M M ^ ^ R if ^RCT eft
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(3) ^ ^ ^ ^ ^ W ^ ^ ^ ^ ^ ^ R ^ % ^ ^ ^ ^ ^ ^ ^ ^ K ^ W ^ ^ t ^ R f ^
^ ^ , ^ M ^ ^ ^ f ^ ^ ^ ^ ^ e f t ^ T R T ^ ^ d ^ l ^ H ^ t l ^ q R T 6 ( l ) i f R T q f R ^
" ^ ?Wi f ^ P R ^ W ^ R i n t o R " ^ ^ M ( ^ 5 ^ TpraeT) ^R efWT ^ R T ^ 3 l k ^ <#
^ T S R ^ ^TT I ^ M f ^ I ^ HFTT ^ ^ f ^ R * "WTRf M ^ R " ^ ^ M ( w ^ ^ f w )
3fk^t(W^)if^f%^^Rt^|
(4) ^ W (ftfcPTC) ^ ^ ^ R ^ R f t ^ R l t . ^ t ^ ^ . ^ R R ^ ^ ^ R t ^ ^ t ^ f R W M ^
w ^ w ^ i ^ ^ ^ M ^ ^ ^ t ^ w i ^ ^ ^ f ^ ^ M f M
205
(12)Thespeedofalltram S runnmgmthewrongd 1 rect 1 on S hallnotexceed25Km S .perhour.

(13) When approachmg the next station nominated under special instructions under clause 3, the
Loco Pilotofthetramrunninginthewrongdirectionshallbringhis tram to a stand opposite the
first Stop signalpertainingtothe correct line orthe last Stop signal, pertaining to the wrong line
on which he is running, whichever he comes across first, and sound one long whistle.
The Station Master, after satisfying himself that all points have been correctly set and facing
points locked, shall arrange for a man in uniform to pilot the tram from this signal, who shall
obey hand signals, if any, relayed from the station platform. Manual/Semi-Automatic signals,
if any,shallhowever,bepassedonawntten authority on the prescribed form to beissuedbythe
StationMaster.
(14) Resumptionofnormalworkmg-
(a) On receipt of written certificate from a responsible engineering official that the
obstructed track is free for passage of trains, the Station Master shall issue a message to
other station or stations, as the case may be, under exchange of Private Numbers and
decide, in consultation with Section Controller, the tram after the passage of which the
nonnalworkinghastobe introduced.
(b) An entry shall also be made in the Tram Signal Registers of all stations concerned
showing the time double line working was suspended, time single line working was
introduced and the time normal working was resumed.
(15) All the records in connection with the temporary single line working shall be retained at the
stationandtheTrafficInspectorofthesectionmustscrutinisethemandsubmithisreporttothe
Divisional Railway Mamgerwithinsevendaysoftheresimptionofnonnal working.
S.R. 9.12/4. Rules and Regulations for working of trains under the Automatic Block System during
obstruction of one or more lines when no communications are available and signals have also failed - The
followingprocedureshallbeadoptedfortrainpassing-
On a double line section when one line is obstructed - In the event of total interruption of
communications occunng on a section worked under Automatic Block System andwhen trains cannotbe
workedbyanyoneofthefollowmgmeans.
(a) Block Instruments, track Circuiting or Axle Counters
(d) FixedtelephonesuchasRailwayautophones&BSNLphones
(f) VHFsets
(1) The movement of trains on the affected section shall be controlled by such stations and on such
lines as are prescnbedby special instructions.
(2) Beforeanytrainisallowedtoleavethefirstcontrollingstationprescnbedunderclauselabove
to enter the affected area, it shall be brought to a stand and the Loco Pilot and the Guard of the
trainshallbeadvisedofthe circumstances by the StationMaster.
(3) theStationMastershallsatisfyhimselfthattheGuardandtheLocoPilotthroughlyunderstand
the rules under which the trains are to be run during total failure of communications on single
line. He will also obtain the signatures of the Loco Pilot and the Guard on the counterfoil of the
form'Authontyto proceed without Line Clear'referred torn clause 6-(i) a record ofthis kept on
thefoilandcounterfoiloftheAuthontyto proceed without Line Clear'.
(4) Communications shall be opened by an empty tram, tram engine, light engine, and Motor
trolley or Tower wagon to be sent on the unobstructed line. In case a tram consisting of EMU
stock/Diesel car has to be sent to open communications all passengers must be detrained before
the tram is despatched. The relevant provisions of the rules for single line working on double
line during total failure of communication shall be adhered to.
205
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206
(5) Loco Pilots of all trams approaching the affected area must be advised in writing by the first
controlling station prescribed under clause 1 above about the station between which and the
line on which temporary single line working has been introduced. In addition, the Loco Pilots
of trams which will run on the right road on temporary single line shall stop at the station
immediately in rear of the effected section and proceed further only on receipt of the
prescribedauthoritytoproceed.
(6) the Station Master will handover to the Loco Pilot opening the communication the following
documents-
(i) "AnAuthontytoproceedwithoutLineClear-onprescnbedform.
(n) A Caution Order restricting the speed to 25 kilometers per hour over the straight with
clear view and to 10 Kilometers per hour when approaching or passing any portion of the
line where the view ahead is not clear due to curve, obstruction, ram, fog or any other
cause, subject to the observance of other speed restrictions imposed and speed over
facingpomtsbemgrestnctedtolSkilometersperhour.
TheCautionOrdershall contain:
(a) thelmeonwhichthetramorlightengmeistorun.
(b) thekilometersbetweenwhichtheobstructionexists.
(in) An authority on the prescribed form authorising the Loco Pilot/Motorman to pass the
Automatic signals intervening the two nominated stations at 'On' the Semi-Automatic
signals and Manually operated signals on being signalled past by a Pointsman or any
otLrrailwayservantinuniformdeputedforthepurposeandGatesignalscautiouslyupto
the level crossing where he must ascertain that the gates are locked and the hand signals
are displayed by the Gateman before he proceeds further. The Individual distinguishing
number/numbers of each Automatic, Semi-Automatic, Manually operated, and Gate
signal/signalsshallbemdicatedonthisauthonty.
(iv) A conditional line clear message for a tram to enter the affected section from the other
end.
(v) An enquiry message addressed to the Station Master of the nominated station in advance
seekinglmeclearforthenexttramtoproceedtohisstation
(7) An endorsement shall also be made on the Caution Order given to the Loco Pilot of the first
tram to stop and inform all Gatemen and Gangmen on the way about the introduction of
temporarysinglelineworking.theroadonwhichthetramswillrunshallalsobespecified.
(8) All the points over which the trains will run within the affected area shall be correctly set and
lockedasperrulesbeforethemovementofanytramisauthonsedoverthem.
Whenever any power operated points have to be operated for diverting trains, these
may be released and operated locally under the written instructions of the station Master on
duty by the signal Mamtamer at stations where signals M a i n t a i n s are available.
(9) (a) After sending forward a tram engine/empty EMU tram/light engine/Motor
trolley/Tower wagon with enquiry and line clear messages, no other torn or engine shall
on any account be allowed to leave in the same direction until the return of that
engine/emptyEMUtrain/Motortrolley/Towerwagon.
(b) No obstruction of the line at the station shall be allowed until the return of that
engine/motortrolleyorTowerwagonoremptyEMUtram.
(10) The Loco Pilot of such an engine/empty EMU tram/motor trolly/Tower wagon proceeding
to open communications shall proceed at a speed not exceeding 25 kilometers per hour
over the straight with a clear view and 10 kilometers per hour when approaching or passing
any portion of the line by night or when the view ahead is not clear making free use of the
engine whistle. In thick or foggy weather, the Loco Pilot must proceed at walking speed,
whistling repeatedly, preceded by two men on foot at an adequate distance, one displaying a
red light and the other carrying fog signals ready for immediate use. One of these men will
be provided by the Station Master from his class IV staff and the other will be Asstt. Loco
Pilot. Both these men will have their duties clearly explained to them by the station Master
who would satisfy himself that they throughly understand the same in the presence of the
Loco Pilot.
206
(11) f ^ ^ ^ ^ R ^ ^ ^ ^ ^ ^ % ^ w (i^Ji) ?n$ 3 %^H 3 3m

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sritor writ f f ^^3f <* w . *«nfr urcr ^ ^ ^ * ^ . ^ 3 W r ^ sier (*f%*e*). 3m
(12) ^ ^ ^ i ^ ; * ^ f ^ ; s ^ ^ ^ ^ ^ ? ^ ^ ^ ^ ^ ^ ^ , ^
TO^ ^H W? ^TOltf^ H f^PR 3^ ^ H ^ F ^ ^ ^TT I ^ ^ W * ^ eTT
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207
(11) In the event of an engine or Tower Wagon or Motor trolly or empty EMU tram meeting any
other engine, Tower wagon etc. sent from the other end in the mid section, the two Loco Pilots
shall, taking into consideration the importance of the trams waiting, the distance from the
nearest station, gradients to be encountered, the presence of catch siding etc., decide which
engine/unit etc. should push back so as to allow the other to go through.
(12) Onarnvalofthetrametc.atthenextstationnommatedunderspecialmstructions,underclause
1 above, the Loco Pilot shall hand over the Conditional Line Clear and Line Enquiry Message
totheStationMasterwhoshallrecorditmtheLmeClearMessagebook.
(13) The Station Master on the authority of the Conditional Line Clear shall despatch the waiting
train fromhis station.
TheLocoPilotshallbe given the following documents-
(i) CondmonalLmeClearticketasperG.R. 14.25(1)
(n) Conditional Line Clear Message for a tram to leave from the station waiting at the other
endoftheaffectedsection.
(in) ACautionOrderonwhichshallbeclearlystated-
(a) Thelmeonwhichtramistorun.
(b) Thekilometersbetweenwhichtheobstructionexists.
(c) Anytemporaryrestnctionofspeed,whichmayhavebeenimposed.
(d) An enquiry message addressed to the Station Master of the nominated station m
advance seekingLine Clear forthenexttrain to proceed to his station.
(14) When approaching the next station nominated under special instructions, under clause 1 above,
theLocoPilotshallbrmghistramtoastandoutsidethefirststopsignalpertamingtothecorrect
line or opposite the last stop signal pertaining to the wrong line on which he is running,
whichever he comes across first, and sound one long whistle.
The Station Master, after satisfying, himself that all points have been correctly set and facing
points locked shall arrange for a man in uniform to pilot the tram from this signal who shall
obey hand signals, if any, relayed from the Station Platform. Manual signals (including Semi-
Automatic, signals working as Manual signals) if any, shall be, however, passed on a written
authority on the prescribed form to be issued by the Station Master.
(15) On arrival at the station, the Loco Pilot shall hand over the Line Clear Reply Message to the
Station Master who shall record it in the Line Clear Message Book on its authority issue a
conditional Line ClearTicketforthewaitingtrain.
(16) Thespeedofall trains passing overthe temporary single line shall be restricted to 25kilometers
perhoursubjecttoobservanceofotherspeedrestnctions imposed and speed over facing points
bemgrestrictedtol5Kilometersperhour.
(17) If there be an even flow of trains in both directions, Enquiry and Line Clear Messages for each
succeedingtrainmay be sentwiththe Loco Pilot of thepreceding train.
(18)Thearrivalanddeparturetimeofalltrainsmustbecarefullyrecordedin-
(a) LmeClearEnquiryandReplyBooks,
(b) Counter foil of the "Authority to proceed without Line Clear" (this applies to the first tram
only), and
(c) theTramSignalRegister.
(19)IftheStationMaster,atoneendhasmorethanonetramtodespatchmthesamedirectionbefore
another tram is normally expected from the opposite direction, shall mention in the Line
Enquiry Message the numbers of trains he wants to send and also state therein that the latter
trains will be despatched after the first tram at interval of 15 minutes of full running time
whichevensmore.
After the receipt of Line Clear for the required number of trains the Station Master while
despatching the first tram shall endorse on the Line Clear for the required number of trains the
Station Master while despatching the first tram shall endorse on the Line. Clear ticket that a
particular tram (Giving its number and description in full) shall follow at a specified interval.
207
(20) W ^ ^ ? ^ ^ : ^ R ^ ^ - W ^ ^ ? T ^ ^ ^ ^ ^ f ^ f f f ^ ^ R ^ ^
feg^-(i)â^^^^^^f^Hd^H^^^^^^^WT^,
( i i ) ^ ^ i f w f % T O ^ ^ f ^ ^ l ^ ^ ™ ^ ^ T O l ? T c ^ R F R
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(21) ^ W ^ ^ ^ ^ ^ ^ ^ ^ f ^ ? ^ w ? ^ ^ ^ ^ 3 ^ ^ ^ r a ^
OTTO R*to ^r iptf ^ra ara^r ^RT *n%j i ^ m3\ mt w ^ ^ jra^ra> ^r w *
9.13. ^ ^ e r «crra> TRJET TR W M ^ t f ^ n # f ^ f o r iTfetf ^ T ^raieR - ^ra^r ftPRcr «br *
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(3) ^ e l ^ t q R e r e ^ t . 3^f ^ ^ e T ^ (^FT) ftPFTeT. '3TR* f ^ l f ^ r tf q R ^ R # ftn?
^ 2 T T - R ^ r . R.IH 9.02 JH 9.07 ^ viPeclfed ^ i M ^ ^ T I °

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M^R^TR^^tcft^^.R.3.79iff^^^?ff^MMH^|||
208
WhUe adopting this procedure the Guard and the Loco Pilot shall be instructed to keep a sharp
lookout andbeprepared to stop short ofany obstruction and ifthe View 1S restricted because of
fog, curve or any other reason, speed shall not exceed 10 kilometers per hour.
Note: IfLine Cleans granted for a tram or trains, no other tram should be despatched from the
^p7siteenduntilthearnvalofthetramortramsorthecancellationoftheLmeclear.
f20)Resum P tionofnormalworkm g -Thenormalworkm g shallnotberesumed unless:
(a) the Station Master has received a written certificate from a responsible engineering
officialthattheobstructedtrackisfreeforpassageoftrams,and
(b) Either the signals are put right or any one of the means of communications as listed above
in Rule I is restored by the competent authority.
Note : (i) In case when obstruction is removed but signals continue to remain inoperative
ana none of the means of communications is available, the tram shall be worked in
accordancewiththemstructionsprescribedmS.R.9.12/2.
(n) Incasewhereeithersignalsareputnghtoranyoneofthemeansofcommunications
is available, but the obstruction continues, the instructions as prescribed in S.R.
9.12/3(l)Shallbeobserved
(c) An entry shall also be made in the Tram Signal Registers of all stations concerned
showing the time when normal working was suspended and the time when normal
working was resumed.
(21) All the records in connection with the tram working under this system shall be retained at the
station and the Traffic Inspector of the section must scrutinise them and submit his report to the
DivismalRailwayManagerwithmTdaysoftheresumptionofthenormalworking.
9.13. Movement of trains against the direction of traffic on the Automatic Block System-In
Automatic signalling territory, trains shall run in the established direction of traffic only.
Movement of trains against the established direction of traffic is not permitted. When in an
emergency it becomes unavoidably necessary to move a train against the established direction of
traffic, this shall be done only under special instructions, which shall ensure that the line behind the
said train upto the station in rear is clear and free from obstruction.
S.R.9.13/1. (a) The Guard of the tram in consultation with the Loco Pilot/Motorman shall send written
advicetotheStationMasteroftherearstationexplammgthecircumstancesnecessitatmgthetramtopush
back.
(b) the Station Master, after ensuring that the line in rear of the said tram is clear upto his station
shall send a written message authorising the Loco Pilot/Motorman to push back to his station.
He shall also advise the station Master of the station in advance and the Section Controller
about the pushing backofthe train. The Station Master shall eiisure that there is no trainon the
same line between his station and the tram to be pushedback.
(c) The Loco Pilot/Motorman and Guard shall observe provisions contained in S.R.4.12/2 (b) (g)
and(h) while the tram is pushing back.
(d) In case of an EMU tram, the Motorman shall drive the tram from the leading motor coach/
dnvmgcab.
(e) the Loco Pilot/Motorman shall whistle frequently by giving prescribed code of whistle (short
whistles).
9.14. Procedure when Semi-Automatic Stop signal is W -
(1) When a Semi-Automatic stop signal is worked as an Automatic Stop signal, Rule 9.02 or
9.07 shall apply as the case may be.
(2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes
defective, it may only be passed under relevant rules detailed in Chapter III, Section 'H',
(3) When a Loco Pilot is authorised to pass a Semi-Automatic Stop signal at 'On' by taking
'Off the Calling-on signal fixed below it, he shall follow the precautions stipulated in
Rule9.02or9.07 as thecase maybe.
S.R. 9.14/1. When a Loco Pilot passes a semi-automatic signal under the authority of calling on signal
fixedbelowtheStopsignal,whicnisat'ONhe,shallfollowthemstructionslaiddowninGR.3 79.
208
qft efrst w r e ^êr RPRCT ^raw ebr H w ^ ^ (^pr) ftrw «st •sff^f^rf^r^wTt-
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(ii) ^ f ^ ^ ^ P R ^ ^ ^ m ^ ^ f i R ^ ^ m ^ ^ ^ ^ f t P T ^ - O T ^ ^ ^ c r T t c r t
(iii) ^ W ^ TO vRcW t Sfh f ^ RPR^T 1 ^ ^ t ^ ^ WTR W ^ ^
(iv) ^ T p T ^ W T ^ T e W ^ t . ^ ^ T e f ^ t . f ^ t ^ f t P T ^ ^ f ^ T ^ T t ^ W T R
^ w^ ^ t ^ C^TT sik w ^ r f ^ r ^ ^ # ^ f% ^ ^ W M # ftn? w ^
inhere ^ £ ^ RPRcT FfcR q? cfT^t m^fZ R^fftcT ^ 3 ?M\ efRPRT 3fh
w f ^ T F W T 9.02 *TT 9.07 ^T^TTcR ^ T f<J. 3PR* ^ ( ^ ) ftPRcT cHS ?Tcn£cTT ?t
^.R.9.15/1. (^) R ^ R R W ^ f ^ T O ^ W ^ ^ R R R f T t R ^ T R ^ W ^ R R ^ R
R R R R ^ R 3 k W M W R Ttf W R f % T O R > R ? R ^ R R ^ R f ^ R ^ R 3 1 N W R R # R
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209
9.15. Passing a gate stop signal at 'On' in Automatic signalling territory-if the Loco Pilot finds a gate
Stop signal at 'On' in an Automatic signalling territor;-
(a) he shall comply with the provisions of Rule 9.02 or 9.07 as the case may be, if the 'A' marker is
illuminated, or
(b) (i) if the 'A' marker light is extinguished, he shall sound the prescribed code of whistle to
warn the Gateman and bring his train to a stop in rear of thesignal, and
(ii) If after waiting for one minute by day two minutes by night, the signal is not taken 'Off,
he shall draw his train ahead cautiously up to the level crossing, and
(iii) if the Gateman is available and exhibiting hand signals, proceed further past the level
crossing gate cautiously, or
(iv) if the Gateman is not available, or, is available but not exhibiting hand signals stop in rear
of the level crossing and after ascertaining that the gates are closed Igainst the road
traffic and on getting hand signals from the Gateman, and in his absence from the
Assistant Loco Pilot, the Loco Pilot shall sound the prescribed code of whistle and
cautiously proceed up to the next stop signal complying with the rule 9.02 or 9.07 as the
case may be
S.R.9.15/l.(a) theLocoMotshallsoundonecontmuouslongwhistlewhenthetramcomestoastopata
gate signal and one long and one short whistle before passing the gate signal and also the level crossing
gate.
(b) IncaseofEMUtramstheMotormenshallg 1 ve2pause2nngsbeforepassmgtheGates 1 gnalm
the 'On' position, and 2 rings before passing the level crossing gate, which shall be acknowledged by the
Guard.
S.R.9.15/2 Passing a semi-automatic gate stop signal provided with illuminated 'A' marker and
illuminated 'AG' marker at 'ON' in automatic signaling terntory-
(a) Ifthe'A'markerislitbutthe'AG'markerisextinguished,theLocoPilotshallcompl y withthe
provisionsofGR9.02.
(b) If the 'A' marker is extinguished but the 'AG marker is lit, he shall comply with the provisions
laiddownmGR9.15(b)
(c) If both 'A' and 'AG markers are extinguished, he shall comply with the provisions of GR 9.15
(b) Moreover, if the signal protects the points where exist, m addition to the level crossing, the
Loco Pilot shall proceed after ascertaining correct setting and locking of points. If it is mid
sectionmodifiedsemi-automaticsignal,SR9.01/8(b)tobefollowed.
9.16. Illustrative diagrams-Automatic change of sequence of aspects being behind the train in three
aspects and found aspects signalling is illustrated in the following diagrams which are not drawn to
scale.
AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN
THREE ASPECT SIGNALLING TERRITORY
HOOP HQQC> HQQD
~ ^ i-gQQ 1-000 1-000
j__l maim ZZ^ 111
l-OOO KIOO l-COO
^-**^ ^^"^ ^==*EH>-
AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN
THREE ASPECT SIGNALLING TERRITORY
^|_O0BQ |_00MD |_0000 i_aM> h < x m
i-«aaQ_i-GQaQ KXEQ KX*O i-aaao

KJQQQ i-i0OO_i-OOOQ 1-0000 KXX30
i-dddd I-OQQO K»OQ> KX»O Km)
209
3^-10 S T ^ ^ T ^
3 T S T F T - 10
10.01. aiîPft Opra^r) I T ^ q^Rr ^ t arraw^ ^ f :-

(1) ^^nf^^^mai^^W^âi^f^^t.^^^^R^
(2) TTEnff ST^TUft ^TT^t TRjfr * STJ^TR era era ^ ? ^ ^ f t ^ f era % 3FTc* *cTra
^ ? P T «# ^ ? P T W * * * T T f ^ c ^ ^ t forft <ft efraeT ^ ? T ^ T S T R F T - i I ^ T ^ f ^
ftRlT t 3 l f t ^ T # ST^RêT ^ f c l ^ W 3 T R W T ^ f * f^TT tft>frRT^ ? P T * ST^TPft
*nfeqT ^ wr-ft VRT SIR ^ i era era ^ *n^t ^ f ^ ^ T ^ra erara3 ?ra sr^^ft
^TTfe^r vRra ^ ? R ^ ^ ^ t ^ n e f t ^ ^ r a e r a r a ^ f ^ k r f ^ n if iTfeq? ^
*.fr.10.01 / 1 . " 3 ^ ^ W c T *T.fr.7.01 <* S^R g^T q f t ^ M ^ P <fl W 5 ^ W f ^ * ctft eTT^
10.02. êr ^rcsn an^w «st ftufcf ^ t ^ n - ^ r a ^ r ^ r a ^ w r ^ f ^ m 7.01 «# s f ^ r sr^Trtt
10.03. S T ^ t ^ t W ^ T m I T f e t f «# ?R4TcR «# ftnj S T J W ^ T * r f - S T J ^ t ^ t W^T

^ ^ T R p H H P d f a d ^ ^ W ^ f ^ ^ ^ . a r s r f e T : -
( * ) ^ ^ t era era TRSfFT ^ ? ^ > f t « R era c l t ^ t W ^ «st <RT 3 R t a «# ftnj ftafReT
* P R ( W f ) if ftrfaiT * W M tflfeppR ^ f * f^TT ^TTcTT Sfh ^RRt ^ t f f^TRSeT
sff^rakr ^ fter *n<ft 1 ^ *n^t ^T VRT ^ ^ m ^ n ftofRei ^€f t eit vRrat IRT
(T) ^ ^ ^ i ^ ^ ^ ^ ^ ^ ^ ^ W ^ - R i w ^ ^ ^ w i p f t r a ^ r a
4 « ira srjTPft ^ t ^ f t eran <RT «iratft*ft ^ n «ft *mpftra«n? s r j ^ t *n#
crWT%ertWTerra*WT^ft|
(EI) f%^^^^^3R^TT^^TT^^^^^^^raerara^R)W^^Teft^t^
* W M ft*? 11? ^ T * ^ T 15 ftTC *TT ft?W S T ^ l Y £ R I f^RTeT vRRt ^ ^ T W l , 4fcr
s^^t «# sf^r # Rrara. 25 raefr^^k yf^r ^ ^ sff^ra ^€f i\^f i

(^) s P T ^ ^ r r a ^ ^ ^ ^ ^ T T ^ ^ y w ^ ^ ^ i R d M ^ ^ m s i k f t ^ ^ r r a ^ ^ ^ ^
^TT^^TTt^^Tî^M^^HêR^TerêTra^^T^^T.eiaiT
(») f%^^^n^^?T^#îra^^^^"^^^T^^'TT^^TTf%^^^W^?R
^^^sfodlê^f^Tra^TT^^srf^^^^siR^raerara^^^^gRr
ST^^T ^ f t e r ^ T e f t e r a e r a . ^ ^ ? ^ ^ ^ ^ ^ raePft t t ^ f ^T i t . ^T T T f e ^
^t^w^R^sf^ra^fitî
*.fr.10.03/l/'3^^Wr*T^
210
CHAPTER-X THE FOLLOWING TRAINS SYSTEM
CHAPTER-X
THE FOLLOWING TRAINS SYSTEM
10.01. Essentials of the Following Trains Systems-

(1) Where trains are worked on the Following Trains system, they may be despatched from
one station to the next, following each other in succession in the same direction on the
same line in such manner and at such intervals of time as may be prescribed by special
instructions.
(2) Trains shall not be worked on the Following Trains system unless the Station Master of
the block station in advance has exchanged messages regarding his readiness to receive
the train and has, in addition, given his assurance that no train will be allowed to leave his
station for the station from which the following trains are to be despatched, until the
latter have all arrived at his station and until he has received permission to despatch
trains in the opposite direction.
S.R.10.01/1. The Following Trams System' shall be introduced with the express sanction of Chief
Operations Manager in terms of GR 7.01 and only when due to certain exceptional circumstances the
running time in the Block Section concerned becomes abnormally long, resulting in or likely to cause
senousdifficultiesmoperatiomfthetramsarerununderthenormalsystemofworkmgonthesection.
10.02. Report to the Commissioner of Railway Safety - When the Following Trains System is
introduced on any portion of a railway under Rule 7.01, a report shall be sent to the Commissioner
of Railway Safety.
10.03. Conditions to be observed in Working Trains on the Following Trains System When the
Following Trains System is adopted, the following conditions shall be observed, namely
(a) no train shall start until the Loco Pilot has been given written authority to proceed in the
form prescribed for the purpose and a written acknowledgement there of has been
obtained from him, the train being stopped for the purpose, if not booked to stop.
(b) the authority to proceed shall state the station at which the train is next to stop, the speed
at which it is to run and the actual time of departure of the preceeding train,
(c) the Loco Pilot and Guard of each preceding train shall have been informed of the fact that
a train will follow, and of the probable period which will elapse before the following train
shallstart.
(d) a train shall not follow another from a station unless there has elapsed since the departure
of the previous train, an interval of not less than 15 minutes, or such shorter interval as
may be fixed by special instructions.
(e) all the trains following the first train shall be timed to run at the same speed and such
speed shall not exceed 25 kilometers an hour except under special instructions.
(f) the actual time of the departure of each train shall at once be intimated to the block
station in advance and the actual time of arrival of each train shall at once be intimated to
the block station in rear, and
(g) the number of following trains running at the same timed between any two Block Stations
shall not be more than one for each 5 kilometers of station interval; and unless permitted
by special instructions, shall never exceed four, whatever may be length of the station
interval.
S-RlCOS/l.-TheFollowrngTramsSystem-shallnotbeadoptedmrespectofthemovementofpassenger
carrymgtram.
S.R. 10.03/2. Before introducing The Following Trains System' the relevant rules and precautions must
be carefully explamedby Supervisory staff to the running staff as well as to the station Staff concerned.
210
ST^-10 S T ^ ^ T ^
^ ^ 1 0 . 0 3 / 3 . ^ % ^ ^ ^ m f t 10.03 ( ^ ^ ^ ^ R f ^ ^ i 2 5 % . ^ . ^ . 3 l k ^ ^ ^ ^ ^ ^ ^ ^ ^
10.04. ST^TFft ^TT^t TRjfiT m efrst m^fZ *TT W ^ U W M mfePlJR *TT -

1. W jn erhit TTPrae *t *<*ra UWM infePi>R ^ ? R W * si«raT ftsta arafcrff n
2. ^ f ^Tf^Rm (1) «# 3 f ^ T U W M *nfepi>R efrst qRTcTcr «5t f^TT ^TTcTT t eft vRT^
w nfir W «st *ft .ft wipft i
3. * f t ^Tf^Rm (1) «# 3 f ^ T ^ f P T m f ^ R W ^ f ^ T T W T t c f i ^ : -
(*) *TT eft *TO W £RT efost qracTcr «pt ^ f f q f^TT ^FPTT. SfSRT
(*f) ^ ^ W ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ H R ^ S f s r a T F R W ^ ^ ^ R T ^ T
crara
fa) * ^ *n^ * W M ^ * f t n j far* îff l a t a
(*f) ^ ^ # ^ t F R f t ^ t ^ t # q R ^ ^ # f ^ ? HcfoHT ^ R ^ t ^ ^ W
•ire ^Toft ^ J J i f ^ t 3 R * ^ f f 3TT ^TTcft t 3JK ^fa\ ^ t # ftn? nRHlPcld
10.05. 3 T ^ ^ W ^ 3 R ^ * T f ? ^ - 3 T ^ ^ W ^ f ^ ^
^T 3R1RT PHHPclfeld SPI* ( W f ) tf lt*TT. SfSTRf : -
flR * êT
ST^TFft ( T O ^ f ) ^ t W ^ T
y^TPTyTf^R
i r # t ^f 3PT *TT ^ T cTRRS

WT ^ f*RcT
^?R * ^ ? R cRP
(1) 3fFra> 3PT^ TOft * ^TT2T ^?R *

^ ? P T era y^fpr ^ t f «# ftnj mf^racr ra*n W T 11
*(2) 3fFra> TOft * 3TPY ^ ^Toft ^ t ^f
<RJ ^ ? R * Ytt ft^^B^tl
*(3) *TT<ft ^f <wfa\ *TT<ft «# T M
<RJ ^ ? R * *k f*RcT m ^ ^ |
(4) 3TFRt 3TêTT t fa 3TFT fodlfle* lift ^ tft nfirafeRT ^
^T qTcR ^ I
IR^TCR
^T ^ ^ W *
^ ? P T ^ t tf IR ( W q )
W «# IRxTTCR
^ ? R TR q f xtf jft efost TTRIeR5 ^ c T W fe^ ^ ? P T H R ^ «5t *T ? * <?tt «# ftnj ^T^racT
211
S.R.10.03/3.Tliespeedofthetrainint e nnsofGR10.03(e)sMl be restrictedto 25 KMPH during the day

andlSKMPH at night or inpoor visibility conditions and will be further subjected to speed restrictions in
force.
10.04. Delivery of authority to proceed to Loco Pilot or Guard on the Following Trains System
(1) Every authority to proceed shall be delivered to the Guard or Loco Pilot by the Station
Master, or by some railway servant appointed in this behalf under special instructions.
(2) When such authority to proceed is delivered to the Loco Pilot under sub-rule(I), a
duplicate shall be given to the Guard.
(3) When an authority to proceed is delivered to the Guard under sub-rule (1), It shall be
either
(a) handed personally by the Guard to the Loco Pilot, or
(b) Countersigned by the Guard and then handed to the Loco Pilot either by the Station
Master or by some railway servant appointed in this behalf by special instructions.
(4) An authority to proceed shall not be handed to the Loco Pilot under sub-rule (2) or (3)
(a) until the train is ready to start, and
(b) If the train is waiting to pass another train until the whole of the later train has come in
and is clear of the running line for the former train.
10.05. Authority to proceed on the Following Train System - The written authority to proceed for
use on the following Trains System shall be in the following form-
S.No. Railway
The Following Trains System

Authority to Proceed
(Up or Down)
Train No. Up or Down Date

Time Hours Minutes.
From Station, to Station.
To Loco Pilot and Guard
(1) You are hereby authorised to proceed with your train from station
to station
*(2) Train no ahead of your train left this station at
hours minutes.
*(3) Train No. shall follow your train from this Station at
hour's minutes.
(4) You are required to observe a speed restriction of kilometers and hour.
Signed
Station Master at
(Station stamp)
Signature of Guard at station.
*strikeoutwhicheveris inapplicable.
This ticket shall be given up by the Loco Pilot immediately on arrival to the Station Master or
other person authorised to receive it and such person shall immediately cancel it and place it on
record.
211
3T^FT-10 3 ^ ^ ^
10.06. 3R/TT«ft ^ t W ^ T T R TRSTFT ^ T f ^ R «5T v*f%R ^ T * tt*TR ^ R ^ t ftr«t^t-

(1) ^ f ^ R R 10.04 ^ ^ T f ^ ^ ( l ) # ^ ^ ^ ^ q r a ^ ^ ^ ^ y T f ^ ^ ^ T n ^ K T T t
^ ^ * R W ^ I T ^ T T t % : -
(*) ^ ^ T ^ ^ T ^ f ^ f ^ T f R c r y ^ ( T ^ ) ^ ^ * R T W t . 3 l ^
(*T) ^ T T R ^ ^ T T e R w ^ ^ f ^ ^ r f i
(2) ^ t ^ R R 10.04 # ^ T m ^ ( l ) # ^ ^ ^ ^ q T W ^ ^ y W ^ y T f ^ R f ^ T T ^ K T T t
eft ^ ^ T eTTeR 3 f W W T R ^ c^TT t% f^TT W TRSfR m f ^ R ^ T ^ fttfRcT
TR^f M ) * 3 W - ^ S 3 i k ^ cR5 3*TR FCTT W t 3fh^ cRT cRS SPT^ft ^ t c^R
S ^ ^ ^ ^ ^ c ^ F P ^ r t ^ ^ e r ^ s f t . ^ ^ ^ ^ R ^ t f ^ I T W t l
(3) ^ t > * R 10.04 # v R R * R (3) # 3 f ^ T *TT^ # W ^ t TRSJR T J T f ^ R f^TT ^TTcTT t

^ ^ ^ q T ^ ^ ^ ^ ^ ^ W ^ ^ ^ ^ ^ R ^ s f w ^ n ^ T ^ r ^ ^ T i
10.07. 3R/TT«ft ^ t TRJR ^ v^TRfr i f ^ t *TT ^ R r Y # *TFT ^ SRRta - ^ cRS W ^T^TeR TRJR
eTFLt. ^ ^ f ^ s n c f t f l ^ t ^ w f w e m ?TR*T (tfftR) ^tef # «rrtR. CTRR ^ t sre^s
^fîuinjiiil
10.08. 3R/TPfr ^ t W^T ^ ^ ^ R ^ T c R ^ t w f t f - ^ f * ^ R ^ R ^ R T R f% ^ f t f ^ n H

3fft 3 R , ^ f t ^ R f f ^T# * i f t W i p f t . ^ ? R W * vRT^t ^ R T ^ ? T i ^ T 3FR* ^TRS ^ ? R ^
^ ^ | ^ ^ ^ ^ ^ ^ ^ ? R ^ # ^ f % ^ ^ f t ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f t w i p f t
^ cPS t% 3Tf^R ^ t 3Rc* ^ r r a ^ ? R TR q f ^ ^T# ^TTcfT 3 f h «frtf # * * ^ t cTRR » ^ ? it
^TTcftl
10.09. 3R/TPfr ^ t W ^ T TR * n f e t f ^ t TOT -
1. ^ ^ ^ T T ^ ^ ^ T ^ ^ ^ ^ ^ T R ^ ^ T T r a f i r T C ^ S r f ^ ^ c f t t ^ T ^ ^ t ^ t
W ^ T T t eft t^RR 6.03 «# x i w t f «# SR^TR p ! t ^ 4 *mpft I ftnTRT ^ ft>
e T I ^ f % ^ ^ ^ T R ^ l t ^ ^ T f r d ^ 3 ^ ^ T ^ t ^ 2 5 0 ^ t ^ ^ t T R i T ^ q^^T
^ T ^ 5 0 0 ^ ^ ^ T R ^ T T ^ ^ ^ . ^ T ^ ^ ^ 1 0 ^ ^ ^ |
2. * f t *£*FfY * 4H ^ t ^ TF#t ^ R T . *RT4t. SRRt^T 3T3RT ft*ft 3TO 3 R T I W T
^R^TT ^W t% W «#feT?t^rfftcT t I
caso
212
10.06. Responsibility as to proper preparation of authority to proceed on the Following Trains

System-
CD When an authority to proceed is delivered to the Loco Pilot under sub-rule (1) of Rule
10.04, the Station Master shall see-
(a) that it is properly fdled up in the form prescribed for the purpose, and
(b) that it is signed in full and in ink.
(2) When the authority to proceed is delivered to the Loco Pilot under sub-rule (1) of Rule
10.04, he shall satisfy himself that the authority to proceed delivered to him has been
correctly and completely prepared in the form prescribed for the purpose and he shall
not proceed with his train until he has done so and the mistake, or omission, if any, has
been rectified.
(3) When an authority to proceed is delivered to the Guard of the train under sub-rule (3)
of Rule 10.04, he shall, before it is handed to the Loco Pilot, satisfy himself similarly.
10.07. Obstruction in face of approaching trains or train or trains on the Following
Trains System - The line shall not be obstructed outside the outermost facing points in
face of an approaching train as long as this system of working is in force.
10.07. Obstruction in face of approaching train or trains on the Following Trains System- The line
shall not be obstructed outside the outermost facing points in face of an approaching train as long as
this system of working is in force.
10.08. Cessation of working on the Following Trains System - When it is intended that no more
following trains shall be despatched in the same direction, the Station Master shall intimate such
intention by a message to the block station in advance, after which no more trains in either direction
shall be despatched between the two stations until the last train has arrived at the block station in
advance and the line has been cleared between the two stations.
10.09. Protection of trains on the following Trains System-

(1) When a train is stopped between stations and if the detention exceeds or is likely to
exceed five minutes, it shall be protected in accordance with the provisions of Rule
6.03, except that the Guard going back to protect the train shall place one detonator, at
250 meters from the train on the way out, and two detonators, 10 meters apart, at 500
meters from the train, irrespective of gauge.
(2) In case the train stopped between stations, is unable to proceed on account of accident,
failure, obstruction or any other exceptional cause, the Loco Pilot shall also arrange to
protect the train in the front in the manner laid down for the Guard.
212
3T^FT-11 TM^TTl^Tft
11.01. ' P ^ ^ ^ ^ ^ R W ^ - ^ ^ ^ ^ W ' I M C ^ ^ ^ M R

^l^ldlt^f:-
(*) W **T *<& (frR* IRtf ^ eTTC W ^ W W W t ) ^ f e t f ^ qTÎere ^ t f ^
11.02. ^ ^ W W ^ ^ ^ - T T ^ ^ T f e ^ ^ f ^ ^ W ^ ^ - ^ ^ T ^ ^ ^ ^ ^ f ^ T T ^
^ # ^ ^ ST^TFft *TTf^TT cR cl^ ^ ^ ^ T T ^ ^ cPS f% -
^fPT ^t ^T# W R ^ 3cTT^ft ^ f * «ft ^fTcft t I
(T) q^r^ftii^^t^nJTp^PRe^T^hr^ti
11.03. q T ^ W ^ ^ ^ f t ^ - q T ^ W ^ ^ ^ f ^ ^ q i r ^
11.04. Tnwe'iri^r'n^TR^TT^TiiwMmf^R^T:-
(1) ^ r ^ ^ ^ ^ ^ y w r ^ ^ ^ ^ ^ r a ^ ^ q T ^ ^ r ^ ^ ^ r a
(2) q ^ r a *n^t «# ^TTST ^J^Z W ^FPTT - T R ^ ^ e n ^ T ^ ^ t a i h ^ i T ^ ^ r r t 3

q ^ T . <Rf 3lft * «* *TT «* * Sff^ra ITfeqT ^cTFTT SfraOT t eft qTCcTcr W M TTfetf
* it # ^ T affiPT ^ t * * W #T *mpTT 3lft vRR* W ^ ^ c t f ^Toft ITfetf «5t «!* *TO
JIWPnnfePl>R*TT|
(3) ^ q T ^ W ^ # ^ ^ ^ ^ ^ ^ T T R ^ T T |
11.05. q r a e r c r W ^ f i r a c r -
m^fZ ^t) 1 ^ ^ HJ SPR (Wf) «pt. W#T * ^ y ^ R *R3R cTSfT I R ^ R ^ ^ ^
(3) ^ ^ ^ ^ ^PJ*TR M ^ t cfT W ^TT^Y ^ UWM * W ^ ^ fi^C. ^ R «5t

* * T T |
(4) *TT^ «# q | ^ #T. efost ^ T e ^ ^ f^cT ^ r T ^ ? P T W ? «5t * *TT ^ vR* cT^TcT
11.06. q i ^ W W ^ ^ l M ^ M - ^ ^ ^ ^ ^ ^ ^ I ^ t , ^ ^ ^
^ e r T ^ T T R ^ ^ f t t ^ W ^ e l ^ ^ qTCcTcr f^PT 10.09 «# xIWEff * 3T^TR vRT *TT^ «fi
213
CHAPTER-XI THE PILOT GUARD SYSTEM
CHAPTER-XI
THE PILOT GUARD SYSTEM
11.01. Essentials of the Pilot Guard System-Where trains are worked on the Pilot Guard System-
(a) a railway servant (hereinafter called a Pilot Guard) shall be specially deputed to pilot
trains; and
(b) no train shall leave a station except under the personal authority of the Pilot Guard.
11.02. Conditions to be observed for the following trains on the pilot Guard system- Trains shall
not follow one another in the same direction between stations, unless-
(a) the Loco Pilot has been properly warned of the time of departure of the preceding train
and of the place at which it will next stop;
(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25
kilometers an hour except under special instructions; and
(c) an interval of fifteen minutes has elapsed since the departure of the preceding train.
11.03. Pilot Guard's dress or badge - The Pilot Guard shall be distinguished by red dress or badge.
11.04. Pilot Guard to accompany train or give authority to proceed-

(1) No train shall be started from a station unless the Loco Pilot sees that it is accompanied
by, or that the authority to proceed is given personally by the Pilot Guard wearing the
dressorbadgeprescribedinRule 11.03.
(2) The Pilot Guard shall accompany every train:
"Provided that when it is necessary to start two or more trains from one end of the section
before a train has to be started from the other end, the Pilot Guard shall accompany only
the last of such trains, and shall personally give the authority to proceed for the preceding
trains."
(3) When accompanying a train, the Pilot Guard shall ride on the footplate of the engine.
11.05. Pilot Guard's Tickets -

(1) when the Pilot Guard does not accompany a train, he shall deliver to the Guard (or, if
there be no Guard, to the Loco Pilot) a Pilot Guard's ticket on a printed form properly
filled up and signed in ink, as the authority to proceed.
(2) Every such ticket shall apply only to the single journey to the station named on it.
(3) If the train is in charge of a Guard, he shall, before the train is started, deliver the ticket to
the Loco Pilot.
(4) Immediately on the arrival of the train, the Loco Pilot shall deliver the ticket to the
Station Master who shall at once cancel it.
11.06. Protection of trains on the Pilot Guard System - In the event of a train, which is followed by
another train, stopping on the line between station, the Guard and the Loco Pilot shall take action to
protect the train in accordance with the provisions of Rule 10.09.
213
3T^FT-12 ^ - W 3 ^ t e ^
12.01. ^ - ^ T O ^ f t ^ W ^ ^ 3 n ^ ^ ^ - ^ r ^ ^ ? T ^ # ^ ^ T T f e ^ ^ T ^ ^ T e R
^ S ^ - ^ F P v M ^ ? P T TR tf^ ^ f t W f it ^ t ^ T T f *TPft t 3 l f t xjert ^ t &&ft
12.02. W ^ W ^ ^ - ^ - ^ ^ f ^ q ^ T i R ^ q t - ^ ^ ^ ^ ^ ^
12.03. s ^ - ^ T O 3ITC ft*Z W ^ T TR ST^TFft I T f e t f * ftnj S T J W ^ I ?Rf - c^-^TO
(*) efrst qracTcr ^ v M ^ W ^ ^ ^ ^ # ^ # ™ ^ 3 1 R ^ M # ^ ^
25foell 41 e< Ufa ^ 3 3rf£pE ^T# 1 craTT

(T) B^q^r^ftii^^t^nJTp^PRe^f^hr^ti
12.04. ^ ^ T T F I ^ # W ^ - ^ T O ^ ^ - ^ r e ^ ^ ^ - f ^ f t ^ ? P T ^ ^ ^ t c r a c r a
ft*z efrst m^z «# qM ^ t sik f ^ ^ snrt ^TTSJ ™ TR ^ ^ * T T I
12.05. s ^ - ^ r r e *T s ^ - ^ F P f ^ c T c f t ^ H T ^ «5t «jfa * T T - ^ - * e m » *IT s ^ - ^ T O ft^

c f t ^ H T ^ «5t ^Z^ W * JH ft?W S T ^ M " «# 3 T ^ T <M ^FT * fax? f W ^ 3TO ^ f ^ f t
^TTI
12.06. ^ - ^ C P S ft^ efrst W I e r e ^ ^ f ^ I T ^TT^^TT : -
(1) ^ f ^ ^ ^ T T ^ ^ ^ ^ ^ ^ T T ^ ^ T T ^ ^ i ^ ^ S n ^ ^ t ^ ^ ^ T I ^ f ^ M c I
fen «ft ffr#\ ^ «$ fip? ^ - ^ C P E «ft ail«m4>dl t eft ^ R P T ( 3 ) # x i w t f # SE^T
(2) ^^-^^î^^^.^M^îftdai^îlf^^waiRra
t eft xiqPRPT (3) «# BU«rar # 3 T ^ T ^ ^ ^ . S l f ^ T ^TT^ «# e l ^ ^ qTÎere # M ^ 3TÎ
m^fz ^ ^^T-^TO ft^ cian m# ^T^ ? ^ # e i ^ m^fz ist i^-^zm fen

^*TT IW ^ ^TT^ «# ^TT2l ePt ^ f l f ? ^ f ^ t ÊT T J ^ ^ ^ ^ T T t . ^3 Tt* fti
t^-^znG Twiitrn t site ?™ ?TT& it ^m sw s r j ^ t ^nfe^ t eft w r viPedRdd
(4) ^f%^^TT^^3rT^W^#f^W3^?"^^mt^^^f^lf^.^-^TO^
^êpgfe«fee^ârT^^rîR^gi^tqragfg^tftqT>in^TTi
(5) jfc itzWtm* i^ iti ^z^t izifoit ^^n t Tft i^-^zns efr^t mmxz ^t ^ fen
214
CHAPTER-XII THE TRAIN STAFF AND TICKET SYSTEM
CHAPTER-XII
T H E TRAIN STAFF AND T I C K E T SYSTEM
12.01. Essentials of the Train Staff and Ticket System - Where trains are worked between two
stations on the Train Staff and Ticket System-
(a) a single Train-Staff shall be kept at one of such stations, and
(b) no train shall start from either of such stations to the other unless the said Train staff is at
the station from which the train starts and has either been handed to or shown to the Loco
Pilot by the Station Master when giving such permission.
12.02. System where applicable - Trains may be worked on the Train Staff and Ticket system
only when the line is single and only between such stations as have been declared by special
instructions to be Train staff stations.
12.03. Conditions to be observed for following trains on the Train Staff and Ticket System -
Trains shall not follow one another in the same direction between Train staff stations, unless-
(a) the Loco Pilot has been properly warned of the time of departure of the preceding train
and of the place at which it will next stop;
(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25
kilometers anhour except under special instructions; and
(c) an interval of fifteen minutes has elapsed since the departure of the preceding train.
12.04. Loco Pilot to have Train staff or Train- staff Ticket-No train shall be started from a station
unless the Loco Pilot has in his possession to be carried with him on the journey, either the Trains
staff or a Train staff Ticket, for the section of the line over which the train is about to travel.
12.05. Train - staff or Train - staff Ticket - by whom to be delivered to Loco Pilot - The Train staff or
Train Staff Ticket shall be delivered to the Loco Pilot by the Station Master or by some railway
servant appointed in this behalf by special instructions.
12.06. Train staff or Train staff Ticket - when to be delivered to Loco Pilot -
(1) When no other train is intended to follow before the Train staff will be required for a train
running in the opposite direction, then subject to the provisions of sub-rule (3), the Train
staff shall be delivered to the Loco Pilot.
(2) When other trains are intended to follow before the Train staff can be returned, then,
subject to the provisions of sub-rule (3), a Train staff Ticket indicating that the Train staff
is following, shall be delivered to the Loco Pilot of each train except the last; and the Train
staff shall be delivered to the Loco Pilot of the last train.
(3) When a train is assisted by a second engine in the rear, a Train staff Ticket shall be
delivered to the Loco Pilot of the front engine and the Train staff shall be delivered to the
LocoPilotoftherearengine:
Provided that if both the engines attached to the train travel over the entire length of line
to which the Train staff applies, and the train is to be followed by other trains, a Train staff
Ticket shall be delivered to the Loco Pilot of each of the engines attached to the first
mentioned train.
(4) When a train is assisted by a second engine in the front, the Train staff or a Train staff
Ticket, as the case may be, shall be delivered to the Loco Pilot of the leading engine.
(5) When a material train has to stop between stations, the Train staff shall be delivered to
the Loco Pilot.
214
3^FT-12 ^ - W 3 ^ t e ^
(6) ^ - ^ T O ^ ^ - ^ T O f t ^ ^ ^ ^ ' I T ^ ^ e l ^ T n w e ^ c r a ^ ^ f f t q T ^ T ^ T
^ ^ r a ^ y W ^ f ^ ^ T R ^ f t t l
(7) cft^ft WTcTcT ^ ^ 5 f ^ $ t c R W ^ W R^ ^ T T W f era f% *TIT ^T ^sT c* fo
12.07. ^ - * e m » ^ ?WT m ^ T T - Tfc s ^ - ^ r r e ^ T T ^ t ^ eff^Y m^fZ «pt f^TT ^FTT t eft

^ ^ ? ^ T TR ^ £ ^ ftafRCT f K ^ I P T TR ^ * T T i
12.08. ^ ^ ^ - ^ r e ^ T T O ^ O T ^ n m ^ ^ ^ T T f e ^ ^ y W ^ ^ ^ ^ f ^ T T W l ? : - ^
fi*ft ^ t ^ T cfhift qTÎere ft^ft ^ ? P T * s ^ T - ^ T O c* W t eft ^ ST^T ^TT^t vRT ^ ^ H ™
^•eTfecT ^ ^ # M # 3RSTFT ^ T ^Rft> ^ era f% s ^ - ^ r a vRT ^ ? R *R ™ T ^ f t 3TT
^RTTI
12.09. ^ t qf ^ *R s ^ - ^ r r e *TT s ^ - ^ r a f ^ c T ^ T ^TTT ^FTT 3 l k f ^ c T ^ ^TOT-

(1) ftRT ^ ^ era #ftRs ^ - ^ r a *TT c ^ - ^ r aft^TK?TT W t vRT ^ ? P T *R ^ t ^
q f ^ *R. cft^t m^fz ^ r ^ c ^ - ^ r r a *TT s ^ - ^ r r a firae ^ ^ w ? ^ t sfann
f^t^r s r ^ f t «# s f ^ r ^ r a t c*ft # ftn? f*per raftr ^ er ^ r a ^ t ^ *TT I
12.10. ^ R r r a ^ f ^ W ^ f t ^ ^ ^ ^ i f t ^ ^ ^ W ^ r -
(1) *TR t ^ - ^ m ^ ^ M ^ ^ l ^ ? p f t # * * * R R ift W T t eft W F r a ^ f f t
(2) *TR ^ ^ T - ^ r e fe^^M^^ ^ ? p f t ^ ^ * R R ift WeTT t eft WFTeTT

WTRnRT: # ^ T vRT ^ ^ H HFft ^ p f t W *R f% s ^ - ^ r r a i f t ^ T W t . ft^ *TR
WTCeTT f ^ f t e T K?TT # ^ ? R ^ 3 f f ^ ?ftsr fftcT W e f t t eft s ^ - ^ r a ^ t # T ? R ^
«£frft 3ft^ ftWT #ftR^ e T 3 T R O T ^ F R T t f t ^ t W i p f t I
(3) ^^^^^^"^^^îft^t^W^^^^^W^^^ft
12.11. ^-^rafe^^^^f^-^-^raft^^^^#f^KT?^Tfe^^raa
ft ^ f t w f t f t Sfh ^ r a t 3T^R ^ftg^$ W f^TT wft^TT. eTSTT vRT erFRT ^ ^ e f f t ^ t ^ f t ^
s ^ R r r a ^ ^ TftRT^ra^ ft*z ^TRf^cr 11
12.12. t ^ r - ^ r a ^gft ^ t Rf^r - ^ ^ ^ r - ^ r a ra^ft ^ ? P T ^ t i ^ ^ ^ ^ B k

WPTT. ^ f ^ ^ ^ ? F T w ? ^ t ^rfecr srfêTTft^ n i
12.13. ^-^raf^^3ik^ft^q^PTf%r^-
(1) y ^ r a ^ ^ r - ^ r a TR. ^TRf^cr en^r # w r # ^ f l f sft^ # ^ ^ r - ^ r a ^?r^ft- ^ T ^
sfracnft^TTi
(2) eTT^T # 3feFT-3feFT W l Y # ftn? ^ ^ T - ^ T O ft^ sfo ^ T # ^rajft" ^ t q^PT
3fem-3feFT^ftÎ?M|
215
(6) The Train staffer a Train staff Ticket shall not be delivered to the Loco Pilot of any train
until the train is ready to start.
(7) The Loco Pilot shall not accept a train staff Ticket unless he sees the Train staff at the
same time in the possession of the person who delivers the Train staff Ticket to him.
12.07. Train-staff to be kept on engine-When the Train-staff is delivered to the Loco Pilot of a train,
he shall place it in a conspicuous place provided for the purpose on the engine.
12.08. Trains not to be started until Train staff returned - When the Trains staff has been taken
away from a station by the Loco Pilot of a train, no other train shall be started from that station to
follow the first mentioned train until the Train staff has been returned to the station.
12.09. Train staff or Train staff Ticket to be given up and Ticket to be cancelled on arrival of train-
(1) Upon the arrival of a train at the station to which the Train staff or a Train staff Ticket
extends, the Loco Pilot shall immediately give the Train staff or Train staff Ticket to the
Station Master, or to some railway servant appointed by special instructions to receive it.
(2) The person to whom any such Train staff Ticket is so delivered shall immediately cancel
the same.
12.10. Procedure when engine is disabled on the Train Staff and Ticket System-
(1) If an engine, which carried the Train staff, breaks down between two stations, the
Assistant Loco Pilot shall take the Train staff to the staff station in the direction when
assistant can best be obtained, in order that the Train staff may be available at that
station for delivery to the Loco Pilot of the assisting engine.
(2) If an engine which carries a Train staff ticket breaks down between two stations,
assistance shall ordinarily be obtained only from the station at which the Train-staff has
been left; but if assistance can more readily be obtained from another station in the
opposite direction, immediate steps shall be taken to have the Train staff transferred to
theotherendorthesection.
(3) Whenever an engine has broken down between two stations the Assistant Loco Pilot shall
accompany the assisting engine to the spot.
12.11. Train staff Tickets : how kept - Train staff Tickets shall be kept in a ticket box provided
for the purpose and fastened by an inside spring, the key to open the box being the Train staff to
whichtheticketsapply.
12.12. Train staff: how kept-The Train staff when at a station, shall not be left in the box but
shall be kept by the Station Master in safe custody.
12.13. Distinguishing marks on Train staff Tickets and boxes -

(1) Each Train staff shall have shown upon it the name of the Train staff station at each end of
the portion of line to which it applies.
(2) The Train staff and Train staff Tickets and boxes for the different portions of the line shall
be distinguished by different colours.
(3) 'UP' and 'DOWN' Train staff Ticket shall also have distinguishing marks.
215
3^FT-12 ^-^4te^
12.14. s^-^rra ft*z m wn {mA) - y^ra s^-^rre ft*z pHHPdfad y ^ ( w f ) if shn.
firacT ^- ^
(3FT*TT^RR)
^ t ^f W I WZ ft^
^ cl^
SfFraY ^Z^ H ^?R
sm% ml-^rt m<ft W t ^f ^^^rwi ^

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(^?FTÎR)
m^r
<atet m^fz ^ f i t t ^ t era era ^ra^R ^ f ^ ^ w ^ ^ ^ ^ w ^

^ - ^ r a ^ ^ ^ T c*cTT frRrf vR* Wfrn TOT t I c f a i t VtttZ ^ f ^ T ^ ^ r T <RT
^RTTVRT^TT^^R^TTI
12.15. ^ T rai? ^TTT ^ ^ T - ^ r a fe^Y ^ T 3 f f ^ ^ ( R ^ ) - ^Z^ W ? ^R>f ^ ^ ^ ^

t ^ T - ^ r a f ^ n T ^ T 3 f f ^ ^ ( R ^ ) i r a ? f ^ R R tf ^ T T frRrf * ^ ft^T ^ T W cHST frRT
12.16. f^rae (l?T*T) RT^TeT # efTtR S H R ^ - f ^ c T ( ^ ) R T W # efTtR ^ t W T cM era 3 T ^ S

^ ^ Wipft ^ ^ ra eTT^ # 3 r a W ^ ^ T ^ W T ^ T ^ - ^ r a ^ ? P T TR ^ f t I
12.17. s ^ - ^ r r a s f h f e ^ W ^ r t f ^nfîY ^ t ? e n - ^ ^ ^ t ftRra ^ M i r a ^ a ^ t sn

^ t . ^Z^Mf ^ ^ e n ^ T T R ^ ^ T c f t t ^ W s i k ^ ^ W r e f*RPT 10.09 ^ vReRtf ^
ST^TR VRT *n^t ^ tTOT^ ftn? ^ T * T T # ^ t i
G3SO
216
12.14. Form of train staff Ticket-Every Train staff Ticket shall be in the following form-
Ticket No Railway
Train-Staff Ticket
(Up or Down)
Train No. Time Hours Minutes

From To
To Loco Pilot and Guard.

You are authorised to proceed from station
to station and the Train staff will follow.
TrainNo. infrontleft hours minutes
Signed
Station Master at
(Station stamp)
Date :
(Back of Ticket)
The Loco Pilot shall not accept this ticket unless he sees the Train staff for the portion of line,
which he is about to enter. This ticket shall be given up by the Loco Pilot, immediately on
arrival, to the Station Master or other person authorised to receive it, and such person shall
immediately cancelit.
12.15. Record of Trains staff Tickets issued-The Station Master shall keep a record in a book of
each Train staff Ticket issued, showing the number of each ticket and the particular train for which
it was issued.
12.16. Obstruction outside the Home signal - The line outside the Home signal shall not be
obstructed unless the Train staff of the portion of the line to be obstructed is at the station.
12.17. Protection of trains on the Train Staff of the Train Staff and Ticket System - In the event of a
train, which is followed by another train, stopping on the line between stations, the Guard and the
Loco Pilot shall take action to protect the train in accordance with the provisions of Rule 10.09.
oaso
216
3T^FT-13 ^Mw^t^m
3 T 6 ^ - 13
13.01. ^ c T W TT^t ^ T e R W ^ T ^ T T R ^ - ^ c T ^ ^ t W ^ T «# 3T^TR ITfeq? R f t f
^^weff^^^f^^^wfiif^^ti
13.02. # ^ ^ ^ T T ^ ^ f ^ ^ 3 n ^ ^ ^ - ^ ^ ^ T T f % ^ ^ ^ ^ T e R # ^ e r ^ ^ ^ W ^ ^
ST^TR fîT ^TTCTT t mn.frrcr^ ^ P T TR ^ i^ftr CTT^ t ^ r TR W ™ ^ ^cr ^ ^ ^t
13.03. ^ t ^ F Ttfy ^ T ^ t ^ T ^ T f ^ R - efrst m^fZ 3FRft ^ t *«RFT ^ cR cPS ^ T 3
*.m. 1 3 . 0 3 / i . m s s i t a -
3fR " #TCM TR JRS^ y r f c ^ " 31R ^RRT 3TR " ^ W ^ T R ^ " ^
(ST) W ^ f ^ 1 3 . 0 4 . ( 2 ) i f W R f t ^ w f ^ ^ I R : -
(i) ^H^RT tkr («?>) if fWcr f^jT w ^ w # ^ ^r ^ra^ if ofcr ^ * f ^ ^
^ M t o ^JT ^ ^ ^ eft^rTOêra cra> #TCM if ofcr ^ ^km ^ cra> ^
(ii) ^ra^ if f%# ^ <tfr ofcr ^ ^ 3 ^ ^ ^ ^ ^ w ^ ^ ^ ^ ^ t
^râfk^^m^^ft^HHi^^f^^Rîf^fti
(ET) ^ <* ^ ^ TR q f ^ TR eftfT T R T ^ ^ ^ c ^ ^ ^ * M S * ^ tffq *TT a f c ^ S M
H l ^ e j ^ ^ T ^ ^ m i f ^ ^ R ^ w ^ l
fc) ^ f ^ # T ^ TR ^ W T TRW ^ W^ ^f^^^W^^^^r
13.04. ^ ^ ^ ^ T T ^ W ^ ^ ^ ^ ^ ^ T ^ t ^ S R m a f ^ ^ T ^ T R ^ f f ^ r : -
(l)(*) Tfc ^ t SRmaf Bt ^fTcft t 3 f k vRt W T W T ^ t 3H«m4>dl i h f t t 3I«raT ^
^ f C T T i t TJrtf TR ^ ^ a n * ef^TT 3 R W i t ^TTcTT t clt. f^RPT 6.03 «#OT^«S
ST^TR. ^ t ^ t vRT f^TT KTOT^ t ^TT^ft f ^ ^ R * . ^ 3 T R O T t cfT. W^cTT
TJTO^tTifT^ttl
(^) TOft ^ T ^TT^ ÊT ^ ? P T # ^ ? P T H R ^ ^ t . TJT^ * ^ 3 T ^ t WFIcIT TJTO i t
TOcft 1 ^ T TTRferaf ^ t ^ ^ T T ^ ^ T f^T^f ^ t 3RT*T2f ^ t cWT 3mt ^ T TO
^ # t 3 1 ^ Tfc W * feT? ÊT ^ ? R ^ t TifPTT S f T W I ^ 1 cfT ^ e l t ^ t TIT^re ^ t
217
CHAPTER-XIII THE ONE TRAIN ONLY SYSTEM
Chapter-XIII
THE ONE TRAIN ONLY SYSTEM
13.01. Use of the One Train Only System - Trains may be worked on the One Train Only System,
only on short terminal branches on the single line.
S.R. 13.01/1. Information regarding the branches of the North Central Railway worked on the One Tram
Only Systemis given m the Working Time Table of the division.
13.02. Essentials of the One Train Only System - Where trains are worked on the One Train Only
System, only one train shall be on the section on which this system is in force, at one and the same
time.
13.03. Authority to enter the section-A Loco Pilot shall not take his train into the section unless he is
in possession of the authority to proceed as prescribed by special instructions.
S.R. 13.03/1. Authoritvtonroceed-
(a) A single metal token/a wooden staff bearing the inscription 'Authority to proceed on
section' and 'One Tram only' system on the reverse shall be supplied to each
junction stationwith the Main Line.
(b) ExceptasprovidedmG.R. 13.04(2).
(i) The token/wooden staff prescribed in para (a) above shall be the sole authority for a tram
to enter the section and the Loco Pilotofatrain shall not enterthe section untilhehas this
authority inhis possession.
(n) The Station Master shall, before allowing a tram to enter the section, handover the token
tothe Loco Pilotofthe train.
(c) The token/wooden staff shall be kept locked in a case especially provided for the purpose and
thekeyofthe case shallbekeptby the StationMaster inhis personalcustody.
(d) On arrival of the tram the Loco Pilot shall personally handover the token/wooden staff to the
StationMasterwhowillimmediatelysecureitmthecase.
(e) When the token/wooden staff is lost, the Station Master will at once report the matter to the
Divisional Railway Manager for replacement and until the token/wooden staff is replaced, he
shall issue an authority on a manuscript form to the Loco Pilot.
13.04. Procedure in case of accident or disablement on the One Train Only System -
(1) (a) If the train becomes disabled and requires assistance or if an accident occurs which
renders it possible for the train to proceed, the train shall be protected in accordance
with the provisions of Rule 6.03 in the direction from which assistance, if necessary,
is being obtained.
(b) The Guard of the train shall convey advice of the circumstances under which the
train has become disabled and is not able to proceed, to the Station Master of the
station from which assistance can best be obtained, and if it is necessary for such
Guard to proceed to such station, he shall instruct the Loco Pilot in writing to keep
the train stationary until his return, and obtain his written acknowledgement.
217
3T^FT-13 ^Mw^t^m
w ^ ^ ^ ^ w r ^ ^ ^ ^ ^ ^ ^ ^ r a c n t i
*tf a i ^ s t t ftRrct s r w f ^ ^ f t * w ^ r CTSTT qftffejfiraf ^ w^ i t ?ra ^
eTT^T TR ^ ? T ^ t f «#ftn?STTWra t I
*^TT ^ f cl^ ft, 3 T W * ^ ^ t «IST * êT ^ f * d t 3lft ^rfft W W f W fOT ^
q r a ^ ^ f^^ ^m W ^ ^ ^ ^ ^ ^ ^ w ^ ^ ^ . w ^ , w era era ^ra f^m

4.20 «# 3TJW ?^T «5t ^Tera êT *f%cT ^T wt*T ^ I
*.fr.13.04/2. S T ^ W $3K W ^ <fl ^ R ^ T <* ftp? ^ vJTT* ^ $3K <* W^^ <ti ^cRfcTT ^ T ^
G3SO
218
CHAPTER-XIII THE ONE TRAIN ONLY SYSTEM
(2) (a) Such Station Master, if he is not the Station Master of the base station, shall
communicate this information to the Section Master of the base station. On receipt
of such information, the Station Master of the base station may allow another
enginetoentertheline.
(b) The engine so sent shall either be accompanied by the Guard of the disabled train,
who shall explain to the Loco Pilot where and under what circumstances the
disabled train is situated, or the Loco Pilot of the engine so sent shall be given a
written authority, containing such instructions as to where and under what
circumstances the disabled train is situated and such other particulars as may be
necessary to enter the line unaccompanied by the Guard of the disabled train.
(3) The Guard of the disabled trains shall be responsible for the safe and proper working of
the line until the disabled train has been moved and any other engine sent to the
assistance of the disabled train has been returned to the base station.
(4) If there is no Guard of disabled train, the Assistant Loco Pilot or, if necessary the Loco
Pilot shall perform the duties imposed by this rule on the Guard, provided that the engine
is not left unmanned in terms of Rule 4.20.
S.R.13.04/l.If it is necessary for the Guard to remain with his tram, he will send the advice to thenearest
station through the Assistant Loco Pilot stating the nature and cause of the breakdown and at once protect
the tram in accordance with G.R. 6.03 m the direction from which relief is expected. If assistance has been
asked for, he shall not allow the engine or any portion of his tram to be moved until such time assistance
arrives.
S.R.13.04/2. TheLocoPilotoftheengmesentouttoassistadisabledengmeortram,mustalsoreceive
acautionorder.
caso
218
3T^FT-14 ^FSTIWT
14.01. W T ftcRR * * *TT < t t * ¥ ^ R - ^ ^ r r a ^ ? R ^ ^ R ^ ^ ? R cPS ^TR ^Toft

g ^ ^ ^TT^t ^T nEHlcR HHPclRsId f ^ f t ^ ?TT ^ ^ arf£pE W R T gRT f ^ R R c T fi^cfe) f ^ T
^TTSTarfcT-
(*) c ^ R ?TT e U H <fed fo*H # P ^ d *oll<fr ^ ,
(*T) f^cT^raR^
^.R.14.01 / 1 . ^ M ?RR W R ? ^ ^ t W <* ^ ^ R 5CT R R M t -
(sr) ^ r a ^ w g ^ f W R
(ET) ^MT*R#JT-^3fRta.^.W.^
(ST) ^.^.W.^TW^
14.02. *raftftaraw-
(1) "<ft" ^ T R f ^ ^ F f f «# ftraFI. W f vR^ft ^ R W fr?N S T ^ l Y * 3RR>T ^ t ^T W e f t
(2) (*) f^^^^^^f^^^rra^wfê^t.sikf^cr^^R^Mf^PT^

stt ^ft **r ^RSTT STFJ^T srj^fer «P* aft? VRR* *«PT «IR *raW <ra <ra> îff
^RSTT 3TR^T ^ t ^ R «# f^TT TO* «IRtfJJ^RT *f=rf 3 l k ^ P S R vR*3RY «*

eRc* tf fir^f Ttif 3fo v R * ^ «pt c R R <ft 3R,*TR ^ f t * T T ^ W6 H * T ^ ( * ) *
14.03. ^ r r a J^TcR ^ P R R tf I R ^ T ^ R ^ W^T W ^ T OTTOR, - ^ ? R W * ^ t ^

W T R «# URT. ^ êT to *RRcT ^ R *TT RRft 3F*T y^ft^R # ftp? ^ Jf^TcR vPR^R *TT
^.R.14.03/1. ora * ^ OT^ ^ ^ t f ^ R ^ orra, W M ^ rara OT irt eft f % r o ^ ^
^ ^ | ^ ^ W ^ J T ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ , ^ ^ f % ^ ? r ^ , ^ T f e ^
ft^^^^^^WWT^WTlT^^''f»3™f^^|
f%^R^/RRReff <tf ^ r a ^ W ^ R I ftFReff 3Tk ^RP ^ f ^ f f ^ ^TR ^ ^ oTR ^TT f % T O ^

^RR ^ R R T ^ 3 ^ t ^ ? M JIM ^ oTR ^ ^ ^RP » W 3Tk t%^Reff ^ t ^ R R ^f ^ T ^ ^ T ^ 3TR
ÎHM^MH^^yRRf^^^lJT^STT^^^^dUlMmdri^^^^CTr^^^R^^^rMl
219
CHAPTER-XIV BLOCK WORKING
CHAPTER-XIV
BLOCK WORKING
A. General Provisions.
14.01. Means of granting or obtaining Line Clear - The running of every train shall, in its progress
from one block station to another, be regulated by means of any one of or a combination of the
following-
(a) ElectricalBlocklnstruments of Token or Tokenless type,
(b) Track circuits,
(c) Axle counters, or
(d) Electrical Communication instruments.
S.R.M.Ol/l.Thefollowmgorderofpreferenceofthemeansofcommumcationmaybeasunder-
(a) Block Instruments, Track Circuiting or Axle Counters
(d) FixedtelephonesuchasRailwayautophone&BSNLphones
(f) VHFsets
14.02. Provision of instruments-

(1) Electrical communication instruments shall be provided at every station, except at
class 'D' stations where they may be provided under special instructions.
(2) (a) The Electrical Block Instruments, where provided, and electrical communication
instruments at any station shall be of a type approved by the Commissioner of
Railway Safety and shall not be brought into use in the first instance unless they have
been passed by him.
(b) The person in charge of the maintenance of Electrical Block Instruments or
electrical communication instruments shall not without the approval of the
Commissioner of Railway Safety, permit the substitution, for the instruments and
installation brought into use in the first instance, of any instruments or installation
which do or does not satisfy the conditions prescribed in clause (a).
14.03. Consent required before interfering with Block Working equipment - No railway servant
shall interfere with the Block Working equipment, or their fittings for the purpose of effecting
repairs, or for any other purpose, except with the previous consent of the Station Master.
S.R. 14.03/1. Whenever Block Instruments or then fittings are to be interfered with for testing, repairs or
replacement, the competent S&T staff shall issue a Disconnection Memo on the prescribed form S&T
(T/351) to Station Master clearly specifying the various signals which shall be affected during such
repairs or replacement of Block Instruments, The Station Master shall not give his consent for this purpose
unlesstheblocksectionisclearoftramsandtheBlockInstruments,whereprovided,havebeenbroughtto
Line Closed position.
If a tram is waiting at station to proceed, the block Instruments or signals shall not be tested by S&T
staff, unless it has been so authorised in writing by the Station Master, who, before giving such
permission, shall inform the Loco Pilot of the waiting tram in writing to treat signal/signals as defective.
After the testing of the block instruments and signals has been completed and the Reconnection Memo
received from S&T staff, the block instruments and signals shall be brought in use and normal working
resumed. The Loco Pilot ofthe waiting tram shall also then be advised to thiseffect.
219
3T^FT-14 ^FSTIWT
^ f % ^ i n 1 t a ^ ^ ^ ^ ^ R T ^ i % ^ ^ R ^ l
^ s w / ^ f ^ tmm (q* ^ ^) urcr viTPft i%^r ^ T i ^ w ^ r g ^ f ^ w ^ t ^ f W

f%^#rr f^R ^ W W ^ M O T ^ w ! &S-OTS ^ * w ^ frto ?M ^RT f^jT ^ SIR
^^^^^.W.^.îfMr^w^f^fram
4. ^ H w ^ ^ i ^ < ^ g i frrafr ^.TPT.'^ fimft) cHiEfri *Ktt3qfafrri

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9. ^HI^^M^lM^fiPRer^f^TêRTI
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14. ^HPd'i^df^^ffo^rai
15. c^cntf^qfaPTI
^.Ri4.03/2. wxmU^mi^ <)<H *fa\M gRr^cft^^ft^r^rf^f-

(*) ^ F t o ^ f ^ ^ w . ^ ^ t a f ^ t o f^r ^ eft ^ ^ H W M 4>4*IIR41 ^r
fr) ^ F f e ^ <E? t% vflgT cl^ TOT 1ft f%TO ^ ^ ^ R 4>frllR4l SRT ^ ^ ^ ^ ^
(ET) f^ftoH ^ M H? PlPH^H <ft SFjqft ^ ^ ? , ^ 1 ^ ^ W f R f%TO ^ ^tt (5ff y ^ l ^
tl
^ ^ if ^ f f^TT ^ t * 31N ^ % W ^ <fc TTTTTef 3 ^ <ST tf ^ s T f%^ ^ T

* l
^.Ff.14.03/3. f%TO ^ ^ ^ R 4>frllR4l ^RT <flJFT ^ f e / f ^ WT # ^ - ^ ^ ^

^ - ^ r a / ^ ^ ^ ^ 3TTft * f*PJ * f ^ ^ f e / f c ^ ^ # ^ ^ SM^^t it eft, PHHPdfad
220
The Disconnection Memo should be prepared and offered by the Mamtamer/Inspector who is
authorised to maintain the equipment under his control. In case of emergency to prevent a possible
accident, a disconnection memo may be issued by any staff authorised to issue disconnection memos but
the reconnection portion of the memo will be issued only by the proper staff authorised to maintain the
equipment.
Some important situations where disconnection memo issued by S&T department and got accepted
byoperatmgdepartmentaregivenbelow-
1. Repairs and replacement of facing points, locks and SLM Mechanism along with rod
transmissionandfittingsmcludinglockbarandconnectingrodforpomtsandlocks.
2. RepairsandreplacementofdetectorsandtheirfittmgsbothMechanicalandElectncal.
3. Changingofsignal,pointmotor,reversersincludmgtheircontrols,cablesetc.
4. AlterationsintheStationMastersslide,controlframes,stationMasterkeylockmgbox.
5. Alterations in locking of lever frames of all types.
6. Changmgofsignallmgcables.
7. Repairstoleverlocks,circuitcontrollers,HKTsandotherelectromechanicalapparatus.
8. Additionandalterationstowirmgofsignallingcircuits.
9. Change of signal arms in semaphore signalling territories.
10. Removal of any relay or control of any signal, point or any other signalling circuit.
11. AlterationstoAxleCounters.
12. In case of route relay panel interlocked installations conducting of various safety checks
by simulating condition.
13. ReplacementofanypartsmtheBlocklnstruments.
14. Annual testing of signalling cables.
15. Conductmgofbrokenwiretest.
The above list is not exhaustivebutonlyafewofthe examples havebeen tabulated.
S.R. 14.03/2. Precautions to be observed bv staff during such above workmg-

(a) Ensure that traffic staff is properly drilled in the work when S&T gears have been
disconnected.
(b) PermissionofSectionControllertobealwaysobtamedbeforeacceptingdisconnectionmemo.
(c) Ensure that a telephone at the site is installed by S&T staff and connected with SM/ASMs and
walkie-talkieshouldalsoprovided.
(d) Date, time, probable duration, Signals & Points which shall be affected, is clearly indicated on
thedisconnectionmemo.
(e) Cabin ASM/Cabmmaster/Cabmman on either side are advised under exchange of private
number.AllconcernedarealsoadvisedfonssueofCautionOrder.
(f) NecessaryentriesaremademtheDisconnectionRegister.
(g) BeforepermittinganymovementtheStationMastermustadviseinwritingtoS&Tstafforthe
mcharge of the work and ensure that the points are set, clamped & pad locked for the correct
route.
(h) Resume normal working only after reconnection memo is received
(i) Entries in the register must be made for all disconnection memo offered by S&T staff,
includingthose,whicharerejected,givmgreasonsfortherejectionofthedisconnectionmemo
meachcase.
S.R.14.03/3. Opening of Cabin Basement/Relav Room bv S&T Staff- Whenever any Cabin
Basements/Relay Room is required to be opened for maintenance/attending failures etc., the following
procedureshallbeobserved:-
220
3T^FT-14 «Al* ÎcrH
(1) ^ ^ ^ Wl W f ^ f ^ f f / ^ F f f * ? ^ R R c ^ T f if f % T O ^ ^ ^R M ^ \ # * B f ^
fftTcr^ t, ^t R ^ W ^ f i R ^ f e ^ ^ 4 s i w # f t ^ frratf *mft ^ TR
f%# J r t ^ -qwps A' ^nRT Î^^W^^^M^ft^^RtRM?^

W ^ A ^ i f ^ ^ ^ ^ W ^ ^ j r f t a w . ^ A ^ ^ ^ ^ *
xlTfotf ^ ^ T - ^ T * f t * ^ R 5 / R c ^ ^ ^ if f W f^TT ^ R T * 31R * f t M TR
^ tR flÎcT ^ . ^ . A ^ ^ t 31R ? ^ R W * ^R? ^ T S R f ^ f v ^ T | JR*JJ RS^R <fl *mft
q ^ ^ f ^ ? ^ ^ ^ ; * ^ R # ^ R M | ^ ^ M w ^ i f ^ R # ^ ^ |
ancjM-ycjM ^ ^ ^RT | ^r W*T if uftM A^. ^ ^ itf *f^ R P ^ if <ft

^RRT|
(4) W ^ A ^ ^ I ^ ^ ^ W ^ ^ ^ ^ W ^ ^ ^ t R t R R ^ ^ W ^
^ ^ ^ f ^ ^ ^ % ^ ^ ^ ^ ^ T ^ ^ i f ^ . ^ A ^ 1 ^ 1 M ^ W ^ ^ ^ ^ ^ ^
^ R T ^ I
(6) ^^^^/Mîf^^^^/m^^^^^T^^.Â^^^^d^
R ^ ^ H ^ d c f r R M l P ^ f o ^ ^ ^ ^ ^ ^ ^ ^ ^ R R T W R ^ t l
(7) «n*ft<frt f % T O / ^ . ^ A t a W ^ ^ * ^ R V f c ^ <fl ^ f t W . ^ ^t.
^ R T ^T ? M ^RT eft ? ^ R W ? ^ T ®m^ ^ Rg^ * 31R ^ . ^ A f ^ R OT
? R ^R craT i % r o ^ f ^ Prw^r <* w r ^ <tfr ^ ^ / f ^ k ^ <* i r ^ f^rfRcr f%^ ^
FKRf ^ ^ * ^ ^ ^ f^JT ^ R T * I
(8) fâ^^wrf^l^^^ârfgra>TM
u.04. TORST w r - T O
* y ^ T e R «fi ^ m TIM ^T# ^ eft t 3ltR ^ cPSft>^ # W êT y?TT^T ^RT ÊT ^ m
^ f ^ f ^ ^ I ^ eT ^ ^ ^ T f ^ I T W ^TeiWT y ^ T - ^ ^T# t I
(2) vPTf^PT (1) ^ vi Peel [& d ^TgPTcTT T J H m - ^ # ^ T cft^T ^ f ^TT ^ E M S f f ^ c l ^ M M
^ . R . 1 4 . 0 4 / 1 . CT^RraRf, ^ k R ^ yf%SRT W T R , ^ ^ ^ ' ^ ^ ^ ^ if cMT ^TRT ^ ^ P , W ^
^ R ^ y f % ^ ^ , ^ ^ ' ? ' ^ ^ ^ ^ R ^ i f i R r ^ ^ , ^ S T W q ^ - ^ q ^ ^ ^ ^ H J l ^ ^ u | ^ f ^
' ^ f a M r ? t T R f M M if ^ R ^ R f , » R ^ yf%SRT ^ T H . ^ f ^ f t URT ^ ^ " ^ ^ W M
^ i f ^ ^ t ^ ^ ^ R W ^ R ^ ^ f ^ ^ f ^ l ^ l ^ i l l
14.05. ^ f t ^ S - I T f e t f ^ ^ c T ^ #ftR^T^t ^ ^ f l f * PHHPelfed R ^ f f t c r ^ ^ ^ T
221
(1) At stations where S&T maintenance staff are posted round the clock in the relay rooms,
attached to the cabin/stations, the relay rooms/cabm basements may be provided with a lock
whose key shall be kept by the authorised S&T staff on duty. Double locking of such Relay
Rooms isnotconsiderednecessary.
(2) At station where Cabin Basement/Relay Room is not manned by the S&T round the clock, the
cabin basement/relay room shall be kept locked with a double lock, i.e. one padlock of Station
Master and other of an authorised S&T staff. Such keys of the SMs padlocks must be kept with
SMondutyandshallbegiventotheauthonsedS&Tstaffwhenrequired.
Thetransactionofhandlmgoverthekey shall be recorded m the Cabin Basement/Relay Room
register and the entries shouldbe signed both by the S&T staff and Station Master on duty. Key
of each location should be kept single with proper lable for identification. All keys should not
bekeptmabunch.
(3) Before parting with the keys of Cabin Basement, the Station Master on duty will inform the
concerned cabin under exchange of private numbers. The entries in this regard should be made
intheTSRRegister and CabinLog Book.
(4) On return of the Station Master's Padlock Key by S&T staff, Station Master on duty should
ensurepersonallyorthroughtheconcernedcabinthattheCabmbasementsandrelayroomsare
properly locked. For the Cabin Basements the Station Master shall get it ensured through the
respectiveCabinman/CabmmasterunderexchangeofPrivatenumbers.
(5) During the period when the key of the Cabin Basement/Relay Rooms is with the S&T /Staff
thecabmstaff concerned should pre-warn the S&T officials regarding the movement of trains.
(6) S&T staff while carrying out maintenance work/inspection etc. in the Cabin Basement/Relay
Roomwillbepersonallyresponsibletoensurethatnounsafepracticesare adopted.
(7) When the key of Cabin Basement/Relay Room is handed over to S&T staff at the time of any
failure of signal/S & T gear the Station Master should remain extra vigilant and in case of the
failure of any S&T gear, the rules prescribed for reception/despatch of trains at the time of
failure of signal/points shouldbe strictly followed.
(8) Atthetimeofinspectiontheinspectingofficialsshouldcheckthatthesemstructionsarerigidly
followedbythefieldstaff
B. Block stations at which Electrical Block Instruments, Track Circuits or Axle

Counters are provided.
14.04. Certificate of competency:

(1) No person shall operate the electrical block instruments until he has passed a test in the
operation of block instruments and unless he holds a certificate of competency granted
by a railway servant appointed in this behalf by the Railway Administratmn.
(2) The certificate of competency referred to in sub-rule (1) shall only be valid for a period of
three years or such longer period as may be laid down by special instruments.
S.R.14.04/1. Issue of Certificate of Competency- The principal of Zonal Railway Training Institute in
case of group 'C staff and Instructor Incharge of Divisional Traffic Training School in case of group 'D'
staff, are authorised to examine, issue and renew the certificate of competency valid for a period of three
years only.
However, in exceptional circumstances, the validity of Competency Certificate issued by the
Principal, Zonal Railway Training Institute, Chandausi to Group'C. Transportation staffmay be extended
locally by an officer not below the rank of AOM/ATM. Such extension will be valid for a period of one
yearandinno case shall the validity be so extendedmorethanonce.
14.05. Bell code : For the signalling of trains, the prescribed code of bell signals as detailed below,
shall be used, and a copy thereof shall exhibited in each Block Station near the place of operation of
the block working equipment:
221
3^-14 strll* HxiMH
1: *nfcr fr**r ^hs ^Pfcrftfer sff^Wf^r^t
1. HJHRrf»T ( W 3 f ^ M ) ^T fcjftufa ^ I 0 ^snfUiTfc w^t^^te

2. W WT ^ R t ^ WT ^ R W ^ l 00 «tf •a
3. mt ^ ^ T ^ *hRM if y**r 000 Oft cftq
4. 0000 ^R ^R
5. (*) 3TPrPT ^ ftTTO ^ ^ t 00000 vh vh

(Q) ^ ^ c T TeRft ^ f^TT W 1 1
6. 000000 w w
(er) ^ s t ^ ^ ^ t ^ ^ t i oooooo-o
(T) ^ ftBfcft «I«ft (£*T. ^ q ) *TT
000000-00
tl
(*) ^ f^TTftRT i t ^ f t t I 000000-000
(*.) W T ^ t (SWeT) W T *R W 000000-0000 wfSfcPT-xIR wf?KPT-TlR

ftsIT tf *T I ^ l t f (RpieT) empi
fa) w r .-fctft (<racr) en^r m ni\ 000000-00000

f^TT if f ^ c T *TPt £ I
7. qtorn £ R ^ T ) 0000000000000000 *tcTl *tcTl
f*q"ft-(l) "0"^t^^T4te^r^TOt3ik"—"f^FT^T^^tl
(2) y^^^t^f^r^-âik^re-^refîTWWI
eTT^ * SfeTRT. «frtf 3<U ^ f ^ T * ^ * f i f e ft*TT fSTT i t I
1 4 . 0 6 . ^ ^f^cfT ^ t S f f ^ W f ^ T ( q ^ f P S h i l ^ e ) -
(1) ftcR qr^ q ^ ^ V ^ t *nfcr ^ t s f f ^ W f ^ r ( ^ c ^ m ^ r ) ^ r ^ t m f ^ c r s f f ^ W m
(2) ft*ft * f # *nfcr ^ t s r f ^ W f ^ r ( i m f c^nt^r) era era ^ t «ft *mpft. ^ra era w wr
W^fSTT^raTI
(3) ^ * T # * p f c r era c l ^ qjT 13fT ^ f ^ R T ^FPTT ^ f era ft> < ^ 3Tf*R^rafo
(4) f ^ ^ T ^ ^ ^ ^ ^ ^ t q i ^ r c ^ ^ ^ t ^ ^ ^ ^ 2 0 ^ ^
# S P ^ ^ q i ^ ^ ^ ^ ^ ^ ^ ^ M l ^ l d l ^ q T , ^ ^ r a ^ R ^ t f t e r ^ K T T |
14.07. q R f t R H H c U p v H ^ -
(1) ^ ^ M d < r ^ < ^ ^ 1 ^ ^ 3 I W ^ 3 l l M ^ 3 l ^ , W ^ p i T I
(2) « ^ r a ^ M R x » d H ^ W T * q f ^ f ^ « ^ ^ T R f ^ ^ ^ # a ^ ^
Trttitftif * ftert <i«iT*a *rrt * *nro tft s f f ^ W f ^ r «# ^ *rra. OT ^ J R ^ *
(3) <RT ^ J R ^ if ^ f ra*n w *nro w r a ^ *nro it^T. ra^, ira PRe # f ^ f t am ^ t
(4) ^^R^q^fryraf^rfw^t^^twipfti
222
No. Indication Code How How

Signalled Acknowledged
1 Call attention, or attend 0 One stroke O n e stroke or
telephone or beat beat
2 Is line clear, o r line c l e a r 00 Two Two
enquiry
3 Train entering block 000 Three Three
section
4 (a) T r a i n o u t of b l o c k section 0000 Four Four
(b) O b s t r u c t i o n r e m o v e d
5 (a) C a n c e l last signal 00000 Five Five
(b) Signal given in e r r o r
6 (a) Obstruction danger signal 000000 Six Six
(general)
(b) Stop a n d examine t r a i n 000000-0 Six pause One Six pause One
(c)Train passed without tail 000000-00 Six pause Two Six pause Two
l a m p or fail b o a r d
(d)Train divided 000000-000 Six pause Three Six Pause Three
(e)Vehicles r u n n i n g away in w r o n g 000000-0000 Six pause Four Six pause Four
direction on double line or into
the block section on single line
(f)Vehicles r u n n i n g a w a y in r i g h t 000000-00000 Six pause Five Six pause Five

d i r e c t i o n on d o u b l e line
7 Testing 00000000 Sixteen Sixteen
00000000
Note:
(1) '0' indicates a stroke or a beat a n d ' - - ' indicates a pause.
(2) Each signal shall be given slowly and distinctly.
(3) Exchange of bell codes under reference numbers 3 & 4 are not required in a section
provided with block proving axle counter or track circuit having complete track
circuiting of station yard excluding non-running lines on either end.
14.06. Acknowledgement of signals:
(1) Each Signal received shall be acknowledged by sending its authorised
acknowledgement.
(2) No signal shall be acknowledged until it is clearly understood.
(3) A signal shall not be deemed to be complete until it is acknowledged.
(4) If the station to which a signal is sent does not reply, the signal shall be repeated at
intervals of not less than 20 seconds until reply is received.
14.07. Train Signal Register:
(1) A Train Signal Register shall be kept by the Station Master or under his orders.
(2) All signals received or sent on the electrical Block Instrument and the timings of receipt
and despatch shall be entered therein immediately after acknowledgement, by the
person operation the Block Instrument.
(3) The timings entered in the register shall be the actual timings, except that any fraction of
aminuteshallbecountedasone.
(4) All entries in the register shall be made in ink.
222
(5) - R f ^ f r R ^ ^ ^ t f ^ T f T C m ^ i i ^
clt vRT# OT T& eTT^T <RT W R ^f^ «ft Wipft frRRt v ^ RRft *ft W T TT<JT T5TT ^
(6) ^T arfSfcr ^RT W T <RT ?RTOR «st ^cTT £ ^ 1 vRPf ^ f *P-ft tfftfetf aift ?RTOR *
TR*to **tf * ^ t - ^ T *R ^ t «# ftnj t ^ ^ R 1T*TT I
14.08. TRSTR m f ^ R - elT^t TTRTcTcr SHT^ ^ t «5T «XT* ^ ? R ^ cR cl^ ^ T ^ W W . «R
(*) ^ t l t f (êT) eTT^T TR. grf^R ^ («HT) RRRfcT «5T '3ltV fW^T tf «5*#. <WT
(S) S^ltft (RRTCT) eTT^T TR ^TT cTT -
(i) ^«^^^*ftnjft^«^^*ft^^<^*^.*IT
(ii) ^ ? F T W ? gRT W W l^TTgTRcT eTT^T fteKW te+6 frl*. ?TT
(iii) ft?W at^fctf ^RT <RT y^T^T * ftnj ftofRcr ^ ^RTT^ ^ . *n
er^T s r f ^ m ^ (*eni) RRRfcr^t 'affor «P*# i

^.Ri4.08/1. ^ arPcm ^ i%ro ^ ^ ^ ^ R M i t , C T T ^ ^ R W ? ^ ? ^ ^ ^
ftcPR JIM ^ * ^ efWT TO^ ^T ^TM^ ^ P f%TO '3fH' f^t% 3 HR ^ <*ftp?W^
^/369(3^)jnt%I^^^,f^Vimgff^^^^JIM^J^^^^^^-^^M^^ OTT^
14.09. ^^tqRTere^RTy^TRjnf^R^Wf^-
(1) ^ ^ T n ^ W ^ f r f ^ ^ ^ f a ^ T ^ ^ T j ^ ^
3T^T v*f%RT J I T f ^ R t 3TR vRTT «XT* ^t^FT «# ftnj t frRPf vRt *rt*TTOTt 3fk ^ f t
^ jnf^R feRScr ^ ^ t c r t ^ r f t s f c v R T T R w i ^ w w ^ IRXTTCR f^
*rt£i
(2) ^ vrcf^m (1) * «rarf *rit ?Rf *£& ^nff ^ £ tf cft^t m^z STTT^ ^ t VRT ^ ? R
#3iPt *rr VRT ^ ? P T * <ra <ra> ^nff a W^^T. ^ r ^ f ^ M ^ ' j j s r i T ^ f t ^ ^ f
ifR^Wcftl
14.10. «^^^*t*elT>ir^tft*Rf:-
(1) ^ ^ * T ^ *TT«St «# 3TTWT «# ^RPrT 312^1 3 I ^ T ^ ^T ^R^T ? ^ ^ ^ M ? t
W i t cTT 3FR* ^ r a ^ ? P T ^RT ^ e f ^ g H t>^RcT ^ c T ^ ^ ^ r a ^ ^ ? R ^ t TOT^r
(2) IRT Jf^R ^T ^ f ^ T ^ ^ tf ^ ^ ^ T R ^ ÊT f ^ W ^ tM^T 3 I ^ r T * STJ^TR ^ 1
(^) ^TT^^^ÔT^t.^^^^^sraw^^T^RnT^Tf^rrwt.sih
(S) f ^ W r ^ ^ ^ W ^ f ^ R R p ^ l ^ l d l t . ^ T ^ T S r a q T e R l t w t l
(3) ^ | T nj' ^ ^ t eTT^T ^T^ ^TRf^T ^?FTT *R ^Tt^RIH (z) # ^ W ^ (*f) # UTTORY ^ t
%feer f^rr w wcrr 11 *a ^rnraY ^ ^ ? P T H R ^ ^ f ^ . ^ i t ^ t% TRST snr^
JRSTR Rf^TeT TR. ^ T eTT^T ^ STeFT 3lW » ^ T t ftRT ^R ^ R T ^ t ^ t ^ T T t I
(4) W f f ^ t t ^ ^ if •^rra J#f^T x^TeT ^ 5 ^ W «XT* ^ ^ t * * ^ 3rraf%^T ^ ^
^ l f ¥ R ^ 3 l k TT^t R ^ ^ t ^T^ ^ ? P T ^ t ^ ^f^T eTT^Tt ^ t 1 5 ^ ^ ^ ^ <&
tfl CT2TT m VH ^ c T # 3TMR TRTO** ijuf ^ ™ ^T W ^ c T i t . «nj? ^ r a t

^^HR^^f^^TT^^T^snwT^snW^T^^TT^Tel^l^l^lll
14.10/1 ora ^ P P ^ I ^ ^ f ^ R ^ f ? I W ^ ¥ ^ f M ^ W ^ ^ ^ ^ T ^ fet? W^m

^wi ^ ^ P P T3q^r URT #rfîcr ^ f^n w w$. era w f^ra^r. ^ * ^ ^ f ^ R t eft, ^.fte.
02/3.1 ^ M M ^ f % l f ^ ^ R T3TT^tf ^f * ftRft W ^ ^ m * tMf^T RR ^ ^ ^ ^ ^ TTcf
223
(5) Noera S ure S hallbemadeintheregi S ter,butifanyentryi S foundtobeincorrect, a line

shall be drawn through it, so that it may be read at any time and the correct entry shall be
made above it.
(6) The person who keeps the register for the time being shall be responsible for all entries
made therein and for correctly fdling in each column thereof.
14.08. Authority to proceed : The Loco Pilot shall not take his train from a block station unless he
has been given an authority to proceed:
(a) on double line, by the taking 'Off of the last stop signal, and
(b) onthesingleline,either-
(i) by a token for the block section, taken from an electrical Block Instrument, or
(ii) by a Line Clear Ticket duly signed by the Station Master, or
(iii) by any document prescribed in this behalf by special instructions, or
(iv) by the taking 'Off of the last Stop signal in lieu of tangible authority as mentioned in
sub-clauses (i) to (iii) on section provided with electrical Block Instruments of
tokenless type or track circuits or axle counters.
S.R. 14.08/1. Should the last Stop signal fail to function, the Station Master after obtaining 'Line Clear'
from the station ahead shall give the Loco Pilot an authority to pass the last Stop signal at 'ON' on form
T/369(3b), on which an endorsement should be made that Line Clear' has been received from the station
in advance, quoting theprivatenumberreceivedinthespaceprovidedforthepuipose.
14.09. Loco Pilot to examine authority to proceed:

(1) The Loco Pilot shall ensure that the authority to proceed given to him is the proper
authority under the system of working and refers to the block section he is about to enter,
and if the said authority is in writing that it is complete and duly signed in full and in ink.
(2) If the conditions mentioned in sub-rule (1) are not complied with, the Loco Pilot shall not
take his train past or start from the station until the mistake or the omission is rectified.
14.10. Conditions for closing the block section:

(1) When the block section has been cleared by the arrival of the train or by the removal of
the cause of blocking, the block section shall be closed by the block station in advance by
giving the prescribed bell code signal.
(2) Before such signal is given the Station Master shall satisfy himself as per the prescribed
specialinstructions.
(a) that the train has arrived complete, or the cause of blocking the section has been
removed, and
(b) that the conditions under which Line Clear can be given, are complied with.
(3) The provision of clause (b) of sub-rule (2) may be relaxed at class 'A' single line crossing
stations. In such cases, the Station Master shall satisfy himself that the train is standing at
its Starter signal clear of the line on which the second train is to run.
(4) Where in a section, a block proving axle counter or continuous track circuiting between
block stations and complete track circuiting of station section excluding non running
lines of the receiving station is installed and is functioning and there is a clear indication
of clearance of block section as well as complete arrival of the train as per indication
given, it would be taken as assurance for complete arrival of a train to the Station Master.
SR14.10/1 When the clearance of block section cannot be ascertained by the instrument provided for the
purpose due to failure or any other reason, the same shall be ascertained through one of the electrical
communication equipments as laid down in SR 6.02/3.1 under exchange of private numbers between the
receivingendStationMasteranddispatchingendStationMaster,iftheblocksectionisclear.
223
3T^FT-14 «Al* ÎcrH
14.11. y^TPTyTf^R#^Rcr^?PTHR^^ftr^â-
(1) efrst WTcTcT «5t * W T tflfeppR cR cPS ^ f ft*TT ^FPTT ^ cPSft>IRf ^ ^ <$ ftnj
ftofRcr «j>rfW^r ^ T W f eraft>«n? ^ w f ^ c r W «st CTFL st<ft £ w ^ ^ f ^ EWT
(3) ^ ? R W * W ^ * T Tft,efrst WTcTcT ^ f^TT W U W M m f ^ R ^ f a : ^ t 3IK
(4) ^^^^^TR^t^^â^^^^m^^tcrtci^
t eft H^TPT m f ^ R 3FTc* ? ^ T '«# efost W ^ «5tft*TT^ * T T I
^ T T * n f ^ I ^ R W eft^TTO^^T ^ ^ ^ R f M M ^T ^ W ^ f q W ^ * *TO
^ l ^ ^ ^ l ^ d l ^ d ^ I ^ M t o ^ ^ ^ ^ ^ ^ T R ^ ^
^ ^ W ^ ? ^ ^ ^ ^ ^ ^ c i T ^ ^ ? ^ ^ ^ c ^ ^ R ^ 3 l h
* . f r 14.11/2. ^ T O ? ? T ^ ^ # W - ^ ^ ? ^ ^ ^ ^ ^ ^ ^ ^ ^
? ^ ^ f ^ ^ ^ W ^ l ^ ^ T R ^ ^ T O ^ ^ ^ ? ^ ^ ^ ^ ^ f ^ ^ t
* . f r 14.11/3. ^ ^ ^ I H H I ^ ^ P H ^ ^ ^ ^ ^ t ^ ^ ^ t ^ d U l M m d d ^ ' ^ T R
14.12. ft^cr <*^r * t f ate ^ ^ r ^ ^ f^W f ^ ^ f t -

(1) ^^W?W^rf^^^f^f^Î?^TT%-
(s) *T# *nfcff sik ^r# srftR^r ft^cr ?raR *ntf IJRT * * «rrt *n<=t ttrif ^
224
14.11. Responsibility of Station Master as to authority to proceed:

(1) An authority of proceed shall not be given to the Loco Pilot until the procedure
prescribed for the purpose, so far as it is applicable in the particular case, has been
followed.
(2) An authority to proceed shall not be given to the Loco Pilot except by the Station Master
or by some railway servant appointed in this behalf by special instructions.
(3) The Station Master shall see that the authority to proceed given to a Loco Pilot is accurate
and that, when it is in writing, it is complete and is signed in full and in ink.
(4) If the train stops at the station and is waiting to cross another train, the authority to
proceed shall not be given to the Loco Pilot until the whole of the latter train has arrived
and is clear of the running line for the former train.
(5) If two engines are coupled together or if one engine is line front and another in rear of the
train, the authority to proceed shall be given to the Loco Pilot of the leading engine.
S.R.14.11/1. Tokennotapplicableto the Section or over earned:

(a) If a Loco Pilot who has entered the block section with correct token or Line Clear Ticket or
authontyto proceed without Line Clear losses the same on the run, he shall proceed to thenext
station andreportthemattertotheStationMaster.
(b) Should a Loco Pilot enter a block section without a token not applicable for that section, he
shall at once bring the tram to a stop and advise the Guard and take immediate steps to protect
the tram in front. The Assistant Loco Pilot shall be deputed to take the token with a note
explaining the circumstances to the nearest station. If the token is sent to the station
immediately in the rear, the Station Master shall deliver to the Assistant Loco Pilot a correct
token for the tram to proceed to the next station. Should the token be sent to the station ahead,
the Station Masters shall immediately inform the station at the other end ofthe block section of
the circumstance and hand over to the Assistant Loco Pilot an 'Authority to proceed without
Line Clear' to enable the tram to come to his station. On arrival ofthe tram, the Station Master
shall inform the station at the other end ofthe Block Section by a message, supported by a
private number, ofthe complete arrival ofthe tram at his station. Before starting forward with
the correct token or 'Authority to proceed, without Line Clear, the Loco Pilot and the Guard
shouldremovethedetonatorsplacedonthe line forprotectingthe train.
(c) IftheLocoPilotovercamersatokenbeyondthesectiontowhichitappliesandismpossession
ofthe correct token for the section, he should proceed with his tram to the station ahead and
hand over the wrong token to the Station Master and obtain a receipt for it. The Station Master
shall return the token to the station concerned with the Guard ofthe first tram in that direction
andobtamareceiptfromhim.
S.R.14.11/2. Surrender of Token bv Loco Pilot: On arrival ofthe tram at the Block Station in advance.
the Loco Pilot ofa stopping tram shall throw out the token with the pouch on the platform cautiously near
the station office. If the tram runs through the station without stopping, the token with the pouch must be
droppedby the Loco Pilot into thenetprovidedforthepuipose.
S.R.14.11/3. The authority to proceed may be given to the Loco Pilot by the on duty railway servant
deputedbytheStationMasteronduty.
14.12. Special responsibility as to electrical token instruments and to the token:

(1) The Station Master shall be responsible to ensure that:
(a) no one but himself operates the electrical Block Instruments,
(b) the procedure regarding bell signals and in addition any communication made by
electrical communication instruments including the use ofa private number, as laid
down under special instructions, is correctly carried out.
224
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(*.) ftsta s r ^ M " ^RT mfeniRr ^ f e r * f*RT ^ 3F*T aifor ft^r «erra ^ r ^ t ^ t
(2) (*) ^ ^ r f^,ci *crre ra 3 ^ s i N ^ ^ d i ^ q ^ ^ f f ^ r a i V^FPTT sik R ^ v ^

*R ? W [ ^ R *TT^ RFRcT ^ J R ^ H <tf Wl fen ^ * T T Sfh ^ cR cPS ^ ? R
w * ^t ^ P R T sffên ( w ^ t ) tf w w w wr ens He ^ <atet w r e «st
^ f 3 Ri*ll ulldl s r a ^ T ^ F R I f ^ d *oll<fr ra 3 ^fiff ^TcT Ri<ll midl I
(^) 3Rc* ^ ^ ? R *R *TT^ W ^ R *R efrpt WTcTcT < * I R «5t fr?W 3 R ^ «S
3RRTR * * T T 3 l f t ft* ^ c * i R vRT ^ ? R «# ft^cT ^ ^ * ^TcT ft*TT ^ T T I
(T) ^ ^ ^ ^ ^ ^ ^ ^ ^ ™ ^ t w ^ ^ * w ^ f t * T T £ T T c i U #
^ T T I
14.13. ft^«^^^^*f¥tf.^wtftf*rci4t^3TT^-
(1) ^ ft*JcT ^ r r a *nrf t ^ ^Tf¥^"' *& ( W ^ ) ^ > c R Y *TT v R ^ ft^cT «P*RFlY *
* R T ^ O T ^ t ^ w r ? ^ . f ^ ^ ^ ^ " i m T w f ^ ^ n i
(2) ^ < ^ f ? ^ ^ y ^ w f ^ ^ t t f ^ ™ r f ^ ^ f a w * f r r e ^ *
^R «ft ^ p f t 3lft fafocT * W R i n f a ^ R ^ ^ R ^ e r r e ^ t ^ ^ R f ^ T T W W [
^.H.14.13/1. « W^ T& ^ f ^ t ^ H ^ ^ f ^^ ^ ^ ^ ^ R tflcT OT OTÎ <ft
14.14. W R c f f ^ r r a q f e «5t ^ TOT - * f t HHRcff «crPl> q t e * «frtf 3 l f t * ^ ? R Y *R C R
q^T ^RP>cR W B t ^ t ^ HHRcff ^ r r a ^ RFRcT ^ t *ft *RTef *TRT W W 3TR W R c f f

•erra The ^ t ^ ^r?n ^ * T T SIR ÊT w ^ f f ^rra n f e # ^^Y SIR # *£*nff # * ^ ^ T
14.15. ^ H ^WTT - ftPT ^ ? T ^ - TR f ^ c l ^ r r a ^ ^ T ^ t ^ R W ^ f f ^ f I T ^ q T * ^ f ^ R

^ ftn? fM^r 3T3*nY # s f ^ r fîfRci ^ f ^ r *TRR*ifa ^ S^^TR ft^r ^f^R *ntf ^R ^ w?^ i
14.16. ^ t ftFRer ^ J R ^ - ftR ^rra ^ ? r t f ^R ^rra ^ ^ f ^ t otne&n ^€it^f*nfem
14.17. ^^SIRfM^cI^lPTyTf^R^y^M)-
(1) ITfetf # ^ f ^ R # ^ ^ T ^ ^ ^ R ^ T ^ ^ f t ^ ? T SIR fefecl TRSIFT m f ^ R . êT
n?TRR S R I VRP# ftn? ft^r ^ i * R^fftci ft* ^ inraT (unif) ^ ftr^ ^ T ^ t I
(2) ^ vi^ ( w f ) ftfe^ etf ^ R ^ - # ^ i ^ ^ sfU ^ v&n «xne ^ ? R m ^ ? R
H R ^ ^T <RT ^ W T # ftn? fM^r 3R,*nY SRT R ^ ^ I f ^ f t ^ er ^ ^ # w ^ # *mpt I
14.18. ^ ^ f ^ W T -
(1) fÊft ^ n ^ t # ^ T e R # ^ ^ T ^ * * ^ R ^ T ^ ^ ^ ^T^?T if îPfeRT ^ W W
(2) ^^^TT^^f^TjwrocIsn^RSfeR-SfeR^^TWipni
225
(c) in the case of stopping trains, the incoming token is surrendered by the Loco Pilot
before an outgoing token is delivered to him,
(d) when he receives the token of an incoming train, it is put in the electrical Block
Instrument immediately, and
(e) no one except the person authorised by special instructions opens the electrical
Blocklnstruments
(2) (a) A token shall not be taken out of an electrical Block Instrument earlier than
necessary and when taken out, its number shall be recorded in the Train Signal
Register, and it shall be kept in the personal custody of the Station Master till issued
to a Loco Pilot or returned to the instrument.
(b) On arrival of the train at the block station in advance, the Loco Pilot shall give up
the token in accordance with special instructions, and this token shall then be placed
in the electrical Block Instrument at that station.
(c) If the train has to return to the block section from which it started, the token shall,
on such return, be replaced in the electrical Block Instrument from which it was
extracted.
14.13. Failure of electrical Blocklnstruments or Track circuits or Axle counters :

(1) If the electrical Block instruments, Track circuits or Axle counters or their electric
connections fail. Line Clear shall be obtained through the electrical communication
instruments.
(2) When Line Clear has been so obtained, an entry to that effect shall be made in the Train
Signal Register, and the train may be allowed to proceed on the issue of a written
authority to proceed, which shall also bear a remark to that effect.
S.R.14.13/1. Instructions for working of trams during failure of Block Instruments and abnormal
condmonsaregwenmBlockWorkmgManual.
14.14. Closing of Intermediate Block Post: If the electrical Block Instruments provided at the
Stations on either side of an Intermediate Block Post or the track circuiting provided beyond the
Last Stop signal, or the axle counters provided at either end of block section fail, the Intermediate
Block Stop signal shall be treated as defective and the Intermediate Block Post shall be deemed to be
closed and the section between the stations on either side of the Intermediate Block Post shall be
treated as one block section.
C. Block Station at which Electrical Blocks Instruments are not provided.
14.15. Transmission of signals : For the working of trains at such stations where electrical block
instruments are not provided, signals as prescribed under special instructions shall be transmitted,
as occasion may require, on the electrical communication instruments.
14.16. Train Signal Register : The Train Signal Register referred to in Rule 14.07 shall also be
maintained at block stations where Block Instruments are not provided.
14.17. Forms for messages and written authority to proceed:

(1) All messages despatched in connection with the working of trains, and all written
authorities to proceed, shall be written on forms specially provided for the purpose
bytheRailwayAdministration.
(2) Such forms shall be bound up in books and kept at each Block Station by the Station
Master, or by some railway servant appointed in this behalf by special instructions.
14.18. Distinction of messages:

(1) Every message despatched in connection with the working of a train shall distinctly
describe the train to which it relates.
(2) For every train a separate inquiry and reply shall be sent.
225
3TSqPT-14
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14.19. Tifrti Sfh fofacT TOTR gTBpsrcf ^ T PcK4l VJIRI SIR v R *R ^RTTgR _
W t ^ f^t *rrttt S I R VF£" ^ *TT ^ t ^ R ^ f^n? *Tf£racr ^TRTT imT ^ R *R
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IR^^f^^^^^ravRra>3IR^<frdl^ftt|
14.20. * f * n T <ft ^ t y f c I T - ^ f c R T * t * > ^ R «fi « [ f e * *TT M 3P*T 3 f T W R ^ r «# ftRFJ

RRft *f*?T ^ T ^ W era era ^ i f t ^vJfT ^TT^^TT Sfh ^FjfR4cT R*TT ^TT^^TT ^ R era f% * * j u f *f*?T
14.21. Tfcrif sfh ftrfecr y^fpr mfSraRf ^ * T W T ( R ^ R ? R ) - *f*nT aft* faf^r TRSTFT
yTf^RY" ^ . ^ ^ i t ^ ^ R ^ e f R ^ ^ R f ^ T T ^TT^^TTfrRRTf% R?W SR^M" £RT
ftafRcTR^TTÎ
iR^, ^ *ft *T*?T *TT feRScr 3RSfFT * T f ^ R vRTO ^TR> i t t * ^ TRT «ftcR ^ ^ W ^ft
ra*TT^FPTT|
14.22. empT ftcRR * ^ TOT - * l f t i r a i R t (ftpTcT) eTT^T ^R ^ eTT^T facRR *J«J ^ R f^TT
^TRTT t eft R*R>T f^TT ^ R R f t ^ t ^ t ^TR ^ t 3R,*Tfa cR era ^ f «ft *TT*>ft ^ R era f% IRT * ^ R
*J«J ^ R <& S f m ^ W f ^ T ^ T * f * * T W ^ f t i t ^TRTT 3TR vRFf W ^ ^ f t ^ R f^TT ^TTcTT ft> «IS
^ t ftRT# ftnj en^T°RvRR f^TT W £TT. ^ eft l 4 t t 3TR *Rft ^ f t I
14.23. y W ^ y T f ^ ^ ^ ^ ^ q r a ^ ^ W l t ^ - ^ ^ q r a ^ ^ ^ ^ S F T ^ ^ T T ^ c R c r a
^ ^ ^ ^ . ^ ^ r a v R r a w y w ^ * T t f ^ # ^ ^ ? R W * ^
en^Tf^RRfe^^ttl
14.24. efrst qTÎere «5T 3R3TR m f ^ R ^ R f^TT ^ - efrst qFJcTcr «5T * W R tfTfepPTC cR
era ^ f t fen ^TT^^TT ^ R era ra <RT *rat>iR «* Km Rafter ^ T 4 R ^ ^r. w f era ra «n? ^ w f ^ r
^ P T ^ ^ t eTFLltcit t . TTTeR ^ f ^ ftRIT W t I
14.25. cTTiR facRR f ^ c T -

(1) ^ R R^cr ^rra ^ r a ^ i f <ft ^ R > *TT ^ra> ^ J R ^ T ^T B H m vwn mf^raR "en^T
ra^RR ftracr i t . ^ f^r^fRcr yRnq «# ST^^TR f ^ n ^ T ^ ^ T I
(2) ^ y ^ ^ fe^ TR ^ r w n sfracr M ^ *n<ft ftnêr ^ J R ^ ^ ^ f ^ t ^T^^t
(3) KKfem (1) SIR (2) ^ viPeolfad fe^ ^ ^ W J ^R ^TcfT W ^ t ^ W l^TT. * R

eTT^T f^cRR fe^ ^R 3 R 1R ^R^T R?TT ^ ? l M # ftn? ^ T ^ HT^ 1R> (eft* ^ T f^TPT)
5RcTlt^T|
14.26. ^ r r a ^ F J ^ T e R ^ R R ^ T i r a h r CT2TT ^ ^ T e R - R^cT ^ r r a *nrf ^ T y ^ T cT^rT y ^ T e R

R^t^3R,^?lf ^ R T ^ T T f t e r i t ^ T ^ ^ e R ^ # TJ^ S T ^ R ^ ^ \ fe* *n$H I
226
14.19. Writings and signing of messages and written authorities to proceed:

(1) All messages dispatched in connection with the working of trains, and all written
authorities to proceed, shall be written up in ink and signed by the person authorised to
despatchorissuethesame.
(2) No messages or written authority to proceed shall be written out, either in full or in part,
orsigned,untilnecessary.
14.20. Completion of messages : No part of any message shall be despatched or acted upon until
the whole message has been written out except with a view to the prevention of an accident, or in
some other case of emergency.
14.21. Preservation of messages and written authorities to proceed : Messages and written
authorities to proceed shall be destroyed at such time after issue as may be prescribed by special
instructions:
Provided that no message or written authority to proceed shall be destroyed before one month
afterissue.
14.22. Cancellation of Line Clear: On a single line when a Line clear has been cancelled, no train
shall be allowed to leave in the opposite direction until a message has been received acknowledging
such cancellation and stating that the train for which the Line Clear has been given is and shall be
detained.
14.23. Loco Pilot to have authority to proceed - The Loco Pilot shall not take his train from a
station unless he has in his possession, as his authority to proceed, a Line Clear Ticket duly signed by
the Station Master.
14.24. Authority to proceed : When to be given to Loco Pilot: An authority to proceed shall not
be given to the Loco Pilot until the procedure prescribed for the purpose, so far as it is applicable in
the particular case, has been followed.
D. Line Clear Tickets.
14.25. Line Clear Tickets:

(1) When owing to failure or non-provision of electrical Block Instruments the authority to
proceed is a Line Clear Ticket, it shall be in prescribed format.
(2) Each such ticket shall bear a serial number which shall be recorded in the Train Signal
Register, the numbers for the Down direction being clearly distinguished from those for
theUPdirection.
(3) The ticket referred to in sub-rules (1) and (2) shall be printed on white paper with blue
font to distinguish paper line clear ticket for UP & Down direction, water mark arrow
pointing UP & Down will be printed on the ticket.
E. Use and Operation of Block Working Equipment.
14.26. Use and operation of block working equipment: The use and operation of electrical Block
Instruments shall be governed by special instructions to be issued with the prior approval of the
Railway Board.
CS%r>
226
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W ^ ^T * J eTTuff ^ % ^ ( ^ f M ) H^ ^ W * 31N <fK if ™ f e f % q t / ^ ^ T t TR £ ^ T
15.04. êr-qar S I R M » r ^ n f fttonr -

(1) êr-qar «# y ^ w ^ T f ^ t e m frsm a t ^ f c t f SRT <RT S ^ R R «# ftnj R ^ R T ft*? ^
ftRft êT ^ S ^RT * R f^T ^ T ft*TT ^TTW : -
i R ^ , ftR COIRY iR W M ^ T 3IR * R T - ^ T 1RT t . «isf STJ^RcT ft?R S R ^ " «S
3TsfrT ^ fttoptf «* Oft «# W T ^ 3fcR eHJT Wl <& f ^ T * T& efR ft*TT ^ T WcTT t I
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^ R sfh ^ftraf friftnr) ^ R > ^ R ^ SIR *nfetf tft ^ e n sik ^raieR *R y^rra ^TcR
^ 3RT ^ R ^ *ft t . ft?R 3 R / M " * ST^TR R*TRcT ^ T * ftf\Sm ffru ^TFRT I
^.H.15.04/1. ^-gsr ^ msm - wte ^J $ w$m$ ^r ^ r - w ^ ^ ^ B ^ (^Wr) if ^mf^ w
^ ^ ^ ^ ^ ^ W W ^ ^ R d R ^ M ^ M ^ S M ^ ^ f M i f ^ ^ ^ R l W ^ l n f t t l
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(1) ftm 15.04 ^ viPeclfad f ^ e m # SfRR^T. ^ ^ * f t TR> ^ f . eTT^T ^ ^R. ^ .
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227
CHAPTER-XV PERMANENT WAY AND WORKS
CHAPTER-XV
PERMANENT WAY AND WORKS
A. Railway Servants Employed on the Permanent Way or Works.
15.01. Condition of Permanent Way and Works : Each Inspector of Way or Works shall be
responsible for the condition of the permanent way and works under his charge.
15.02. Maintenance of line: Each Inspector of Way or Works shall:

(a) see that his length of line or works in his charge are efficiently maintained, and
(b) promptly report to the Engineer-in-charge all accidents to or defects in the way or
works, which he considers likely to interfere with the safe running of trains, at the
same time taking such actions as may be necessary to prevent accidents.
S.R. 15.02/1 .A Sectional Engineer (P. Way), who receives a report that a locomotive has received a lurch,
shall immediately inspect the track and take all possible measures to remove the defect. Until the repairs
arecompleted.heshalltakesuchprecautionsforprotectionasarenecessary.
15.03. Keeping of material: Each Inspector of Way or Works shall see to the security of all rails,
chairs, sleepers, and other material in his charge, and ensure that such of the said articles as are not
actually in use are properly stacked clear of the line so as not to interfere with the safe running of
trains.
S.R.15.03/1. Permanent Way Materials and Tools : Loose permanent way material, tools, etc. mustnotbe
left by the side of the line where they might be made use of by ill-disposed persons to form dangerous
obstructions, Such matenal must be collected at gate lodges or gang huts and subsequently taken into
station at the earliest opportunity. This does not apply in the case of remodelling of yards doubling and
relaying where special watchman are engaged.
15.04. Inspection of Permanent Way and Works -

(1) Every portion of the permanent way shall be inspected daily on foot by some railway
servant appointed in this behalf by specialinstructions:
Provided that the interval between such inspections may, under approved special
instructions, be increased to once in two days in the case of lines with light and infrequent
traffic.
(2) All bridges and works including signals, signal wires, interlocking gear, points and
crossings, overhead equipment and any other equipment affecting the safety and
working of trains shall be inspected regularly in accordance with special instruction.
S.R.15.04/1. Inspection of Permanent Way - The Keyman of each gang must walk daily over his length
starting at sunrise and when necessary, more frequently than once daily. He must tighten or replace any
loosekeysor fastenings. On lines with light and infrequent traffic this patrolling by Key man may be once
in two days under approved special instructions.
15.05. Patrolling of lines:

(1) In addition to the inspection referred to in Rule 15.04, Whenever any portion of a railway
is likely to be endangered by abnormal conditions such as heavy rains, breaches, floods,
storms and civil disturbances, the line shall be patrolled in accordance with special
instructions.
227
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s n w t ^ w ^ f ^ f^rerfRcrftstaara^nT «# ST^R w r m st^v Ûen ^
f^ îm^ ^ T T sfh <RT# ^ ^ f^crcm ^?PT w ? ^ i t e m W R Y SRT ^f%RT
3RRTI
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^ ^ T ^ i f ^ ^ ^ i f ^ ^ ^ ^ ^ W ^ W ^ ^ f c K H M l f ^
(ST) W ^ f ^ R t ^RT ftPFT ^ f ^ T t <*ftp?^TR f ^ f ^ W z[Tcf ( ^ T *n€) ^RTO
^ f ^ R f , ^ r a ^ ^ f ^ R ^f frrof ^r f^r ^ F T , 3ik ^ffecr *ncf <* w r ^ ^ ym
(i) w^^(y^^)^^m^^^^^^^wq^^îfe^fR^;fflrerrsTRH
(ii) ^ H ^ i f w ^ / y s ^ ^ ^ ^ m ^ ^ i R ^ ^ ^ ^ ^ ^ ^ ^
(2) H^^PH^^W^^^^Pd^ldUl^^^RM^^^Fni
(3) fr) f^^m^^^mm^'^^^^^^%^^m^^^^^^'^^
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5# JT^R -*r ^ ^ ^ w g ^ '^' ^ H ^ ^ft ^ n i ^ ' ^ R ^ ^ R R R ^
'W ^ ^ i w<f w q^P if w ^ <* ;wm^ itf JR^R ^ ^ f e 3ik w r ^ f ^
arc* ^ ^ ^ T T ^ 5 ^ P * yRr w 5 5 ^ if w ^ f <* anwr ^ m^ ^ ^ f e
W ^ ^ W ^ q ^ l ^ J ^ S ^ W q ^ ^ w i f ^ f ^ i f ^ W W
^t^fR^tl
^ ^ ^ ^ ^ ^ W ^ ^ ^ f ^ ^ ^ ^ ^ ^ f e ^ f t R ^ ^ f ^
^ t e Wfcff ^ t f * # f R *$f W ^fnft 11 ^ f e Wfcff T ^ R ^ ? ^ R W ? W

^îfW^^^fflm^^^^^^Rm^^^T^^R^^^r^^fRÎ
(q) W ^ ^ ^ ^ ^ ^ ^ - ^ ^ ^ R ^ ^ f ^ W ^ R r t f ^ ^ t ^ ^ ^ R
m^f ^H ^RR) if ^ w ^ ^ RR ^f ^w^ m ^ti sfvm wjf JRS^ ^ T # w
(4) fr) ^HH\^^mf%^mf^^^m^fwmw^f^f%\

(^) ^R ^ w^n^ ar^r f^rfRcr ^ m ^ ww $ 15 m^ y^R cra> ^f anciT cfr ^nfer
(i) ^Î^^Hiff^^^^^R^ft^Rrf^f^W^^îr
(ii) ^ ^ ^ ^ M ^ ^ ^ ^ ^ ^ t ™ 4 ^ 4 ^ f R ^ ^ f M ^ f i
228
(2) When a railway servant deputed to patrol the line, notices any condition likely to affect
the safety of trains or otherwise apprehends danger, he shall take action in accordance
with special instructions prescribed for the purpose to protect the obstruction on line and
thereafter inform the nearest Station Master by the most expeditious means.
See also Rule 3.62.
S.R. 15.05/1.
(1) Patrollingoflineduringthemonsoonmonths:
(a) Thelmeistobepatrolledatmghtfromthecommencementuntilthecloseofthemonsoon,
ordinarily from June 1st until October 31st but the exact date of commencement and
termination willbedecidedby the Assistant Engineerofthe section. Patrollmg should not
be started until the monsoons actually arrive on any section.
(b) Patrol charts, prepared by Divisional Engineers for the different sections, will be
distributed to the Assistant Engineers, Sectional Engineer (P. Way) and Section Controller
andacopyoftherelevantportionofthechartwillbesuppliedtoeachStationMasterwith
instructions to:
(i) record timings of arrival and departure of Patrolmen in the patrol books and initial
them, and
(n) record timings of arrival and departure of patrolmen and their names in the station
diary.
(2) CopiesofthepatrolchartsshallbesenttothelocoshedForemanbytheDivisionalEngmeer.
(3) (a) The Patrolman, whose beat commences at Station A, will present the patrol book in his
possessiontotheStationMaster.Awhowillenterthere-inthedateandtimeofarnvaland
departure of the patrolman and sign the book and return it to him. He will then walk over
his beat andhandoverthepatrolbooktohepatrolmanofthenextbeat,andsoon, until the
bookfromstationAcontinuesitsjourneytoStation'B'
In a similar manner, a patrol book from Station B will be transmitted to station A ' .
The Station Master at A is to enter the date and time of arrival of patrolman in the book
fromStationB,signitandhanditbacktothepatrolmanforre-transmissiontoStationB.
The Station Master at Station B will enter the date and time of arrival of the patrolman in
the book from station A, sign it and hand it back to the patrolman for re-transmission to
stationAIn this manner, eachpatrolbookmakesonejourneymeachdirectionper night.
(b) IfaPatrolman,onarrivalattheendofthebeat,doesnotfindthenextPatrolmanwaitingto
take over his book, he must not wait, but must walk on until he meets him and should
report the absence of any man from his beat, to the Gangmatem the morning.
(c) Where station are close together, the patrol books may be passed through one or more
intermediate stations before it is returned to the original station. The Station Master of
each intermediate station will enter the date and actual time of arrival and departure of the
Patrolman and sign the book.
(d) In order that the movement of the Patrolman can be checked accurately, it is essential that
the Station Master on duty should record in the patrol book, the actual timings of the
arrival at and the departure from the station. He should also record in his station diary the
name of the Patrolman and the actual time of his arrival and departure from the station.
(4) (a) StationMasterswillseethatthePatrolmancomeondutysober.
(b) if a Patrolman does not turn up within 15 minutes of his schedules arrival, the Station
Master onduly will take the following action:
(i) he must stop run through trains Proceeding into the block section.
(n) he must advise the Station Master at the other end of the section to take similar
action and also advise the Section Controller.
228
(iii) ^ . ^ ^ ^ ^ ^ ^ f t ^ J f ^ ^ d T a ^ ^ t ^ i *\fe*i &\*\H dUl
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229
(iii) he must issue a Caution Order to all trams Proceeding into the block section advising the
Loco PUot to be on the alert and specify a speed restriction of 40 kilometers per hour
during the day when the visibility is clear, and 15 kilometers per hour during the night or
dunngthedaywhenvisibilityisnotclear.
(iv) he shall also initiate action to ascertain the reason for the Patrolman not turning up by
sending a Gangman, if available, in the concerned section.
The Caution Orders will be issued until the Patrolman has arrived and reported that the line is
safe forpassageoftrains.
(5) Immediatelydangensapprehendedorwhendamageisobserved,thePatrolmanshouldprotect
theline,asmdicatedbelow:
(a) IncasewhereonePatrolmanisemnlovedonasindelinesection-
(i) Place a red light in a prominent position to warn a tram which may be approaching
from one direction; then run in the opposite and fix one detonator at 600 metres in
case of Broad Gauge and 400 metres in case of Narrow Gauge/Metre Gauge and 3
detonators, lOmeters apart at 1200metres mcase ofBroadGuage and at 800metres
incase ofNarrow Gauge/Metre Guage from the affected point.
If, while onhis way to fix detonators, the Patrolman finds a train approaching
the affected point, he should immediately place detonators on the line and stop the
trambyshowmgadangersignal
(n) returntotheaffectedpomtandprotecttheothersidewithdetonatorssimilarly
(in) intheeventofitbeingimpossibletogettotheothersideortheaffectedpomt(asma
wash away), place a red light so that it can be seen from as great a distance as
possible, and also display the flare signal.
(b) In cases where one Patrolman is employed on a double-line section -
(i) Placetheredlightinaprominentposition,soastowarnanapproachingtramonone
track, thenrun along the other track towardsapossible approaching train and place
detonators, as insubpaia(a)(i)above;displayingtheignitedflare signal.
(n) run back and protect with detonators the other line on which the red as shown:
displaymgigmtedflaresignal.
(c) In cases where two Patrolmen are employed -
(i) thesecondhghtshouldbelitanddangersignalsshownatoncembothdirections:
(n) thetwoPatrolmanshouldthenproceedinoppositedirections,showmghanddanger
signals and displaying ignited flare signals and when at 600 metres in case of Broad
Guage and 400 metres in case of Narrow Guage/metre Guage from the point of
danger each should clip one detonator on the rail; they should then proceed to a
distance of 1200 metres in case of Broad Guage and 800 metres in case ofNarrow
Guage Metre Guage from the Point of danger and fix 3 more detonators on the rail,
10 meters apart.
On the double line, the detonators must be placed on each line so that the
approachingtramsonboththedirectionsareprotected.
(in) should the nature of the obstruction be such as to render it impossible for either of
the Patrolman to get across the gap, as for instance, wash away with a strong flood,
one of them should show a danger signal and displaying ignited flare signal and
endeavour to stop trains approaching the gap from the other side, while the other
manshouldactasperpara(6)below
(6) After protecting the line, as described above in para (5), in places where two Patrolman are
employed, one of the Patrolman shall act as follows :
(a) Proceed with all haste away from the affected point in the direction of the nearest
station or if cut off by an impassable obstruction, to the station in the opposite direction
andreport occurrence to the Station Master who will:
(i) stop trains entering the block section.
(n) advisethestationMasterattheotherendoftheblocksection,and
(in) advisetheControllerandallconcerned.
229
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230
(b) If on his way to the station, he passes gang quarters, report the occurrence to the
Gangmate, who should proceed with his gang to the kilometreage and ensure proper
protectionandattendtorepairsasnecessary.
Where a single Patrolman is employed, the Patrolman shall remain at the place where he
has fixed three detonators and send word about the danger through the first Railway
employeeorotherperson,heisabletocontactthespotitself.
S.R. 15.05/2.Sectional Engineer (P. Way) of the section shall ensure that Patrolman deputed are conversant
whh the use of flare signals. Each Patrolman should have one flare signal with Mm before proceeding for
patrolling duties.
15.06. Work involving danger to trains or traffic : A gang shall not commence or carry on any
work which will involve danger to trains or to traffic without the previous permission of the
Inspector of way or works, or of some competent railway servant appointed in this behalf by special
instructions; and the railway servant who give such permission shall himself be present to
superintend such work, and shall see that the provision of Rules 15.08 andl5.09 are observed:
Provided that, in case of emergency, when the requirements of safety warrant the
commencement of any such work before the said railway servant can arrive, the Gangmate may
commence the work at once and shall himself ensure that provisions of rule 15.09 are observed.
S.R.15.06/l.Worksinvolvin g mterferencewithTraffic-
(a) For the Purpose of these rules, Engineering ad Signal and Interlocking Works are classified
underthefollowmgcategones:
(i) Category A: Works of normal routine, maintenance, such as lifting and packing, renewals
ofkeysandbolts,isolatedrenewalsofachair,potorsleeper,etc.
(ii) Category B : Works such as scattered renewals of pots or sleepers, oiling of bolts and
greasing of fishplates, or painting of bridges or other works necessitating observance of
handsignalsor'Stop'orProceedwithCaution'signalsetc.
(in) Category C : Works such as shifting and erection of signals, over-hauling of signal and
interlocking frames, etc. which require the issue of a Green Notice but not blocking a
running line.
Note: Works normally Bulling under this category but requiring power block on electrified
sectionswouldbetreatedasfamngundercategoryDbelow
(iv) Category D : Works involving breaking of the road, interference with signals and
interlocking arrangements, temporary diversions, relaying or other works causing
mterferencewithtraffic.
(b) (1) Category A : Works of a normal routine nature etc. no special precautions are necessary
andnoadviceneedbegiventoanyOperatingOfficial.
(2) Category B -
(i) Works under category (B) will be earned out according to programme of which all
concerned will be advised and notices of speed restrictions, if any, or cautions to be
observed will be advised to all concerned.
(ii) The Sectional Engineer (P.Way) or the Official-m-charge of the work will
issuemessage to all the authorities mentioned in S.R. 4.09/1 (ii) The message will
detail the nature of the work, the kilometreages, the speed restriction and any other
precautions required to be observed by the Loco Pilot and will also state if
Engineering Speed Restriction indicators in accordance with S.R. 4.08-1 have been
provided.
(in) The Station Masters will acknowlege the message to the Official-m-charge direct,
copy to the Section Controller, who will also advise the station concerned by a
notice and obtain their acknowledgment. Before the work is taken in hand, the
SectionalEngineer(P.Way)ortheOfficial-in-chargewillpersonally satisfy himself
that all concerned have acknowledged the message. If acknowledgments are not
received, the Work should not be taken in hand.
230
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231
(iv) Caution Orders will be issued to Loco Pilot Guards of all trams in accordance with
S.R.4.09/1.
(v) ThesiteofworkwillbeprotectedmaccordancewithS.R. 15.09/1.
(V1) On completion of th work, the Official-m-charge will issue a message advising all
concerned, included in the Original message of the completion of the work, and at the
same time advise the Section Controller on the phone personally. On receipt of this
message the issue of Caution Order will be discontinued unless otherwise specifically
instructed.
(3) Categories (C\&(DY.
(i) In all cases of Engineering or Signal and Interlocking works which involve the breaking of the
open line or interference with signal andinterlocking arrangements or observance of any other
restrictions in normal working, the Engineering/Signal Department will arrange with the Sr.
DOMfortheissuingofaGreenNoticemaccordancewithstandinginstructions.
(n) The Green Notice referred to in sub-para (i) shall be valid for 3 months from the date of issue,
i.e.theworknotifiedmustbetakenmhandwithm3months.Iftheworkcannotbecommenced
within 3 months, a fresh Notice must be issued. Once the work is taken in hand the Notice will
be effective as long as the work is mprogress.
(in) The Sr. Divisional Engineer or the Sr. Divisional Signal & Telecommunication Engineer will
be responsible for obtaining the sanction of the Commissioner of Railway Safety where
necessary and sending to him the safety certificates on the completion of the works in
accoidance withstanding orders.
(iv) Temporary Working Instructions for each phase of work shall be prepared jointly by Sr.DOM
and Sr. DSTE/Sr. DEN and a "Level pull chart/route setting chart" shall be prepared by S&T
department.
(v) On receipt of advice from the Official-m-charge of the work, and before the work is taken m
hand, the Sr. Divisional Operations Manager will issue an all concerned message to the
Officials mentioned in the aforesaid Green Notice and will arrange for the blocking of the line
on the date and time specified. This message will be issued so as to give not less than 3 days
clearnotice.
(vi) In the case of daily work on relaying, the message may cover a period of seven days, on the
expiryofwhichafreshmessagemustbeissued.
(vn) The Official Incharge of the work will issue message to all the authorities as per SR.4.09/1 (ii)
The message will detail the nature of the work, the Km, the Speed restriction. Speed restriction
indicator Should also be provided. The work must not be taken m hand until acknowledgments
havebeenreceivedfromtheallconcerned.
(vin) Before the line is blocked for the work to commenced, the Official-m-charge of the work will
consult the Section Controller in regard to the movement of trains on the section, Section
Controller after verifying that the Station Masters on either side of the block section on the
single line and the Station Master of the block station in rear on the double line and Notice
stations for issuing caution Orders for the Block section where the work is to undertaken as
indicated in S.R. 4.09/1 (m) have received and acknowledged the message referred to in sub-
para (iv) above, will issue a Tram Notice to the Station Master concerned authorising him to
block the line. On receipt of the message from the Section Controller, the Station Master will
block the line andhandoverawrittenmemotoOfficial-in-chajgeofthe work that the line has
beenblocked,andspecify therein the duration of the block.
(ix) Caution Orders will be issued by the Station Masters concerned in accordance with S.R. 4.09/1
to Loco Pilots/ Guards of all trains proceedings towards the affected area.
(x) The Official-m-charge will also arrange for the Protection of the affected area in accordance
withS.R 15.09/1.
231
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232
(X1) A material lorry may be allowed to work in the block section for which the line has been
blocked, but the Engineering Official-m-charge must ensure that before the line is declared
safe fortraffic, the lony is removedoffthe track.
Only when specially mentioned in the Green Notice, material tram will be allowed to
work in the block section dunng the period of the block This tram will be given and Authority
to proceed without Line Clear' and will be piloted by a responsible Engineering official not
belowtherankofaJE(P.Way)andwillworkunderhispersonal supervision.
(xn) When Special Working Rules have to issued, the Sr. DOM will arrange for their issue in
good time. He will also be responsible for obtaining the approval of the Chief Operations
Managerwherenecessary
(xin) On completion of the work, the Official-m-charge will hand over to the Station Master a safety
certificateforresumptionofnormaltrafficandspecifythereinwhetheranyspeedrestrictionis
to be observed or Caution Order to be issued.
On receipt of this certificate, the Station Master will advise the Section Controller who
will advise all concerned specified in the Green Notice, cancel the block and resume normal
working. In addition, if necessary, the Officer-m-charge will also hand over a certificate
Statingthattheblocksectionhasbeenclearedofthematerialtrain.
(xiv)Inthecaseofurgentrepairsorrenewalswhenpreviousnoticecannotbegivenfortheissueofa
Green Notice, for any other reason, special precautions at short notice are necessary, the
Sectional Engineer (P. Way) or other Official-m-charge of the work must advise the Controller
and issueawnttenmessageto the Station Master giving not less than 4 hours notice before the
workrstobetakenmhand.
(xv)Onreceiptofthis advice, the Station Master will obtain permission from the Section Controller
and at the same time advise the Station Master at the other end of the block section and also the
Notice Stations for issuing Caution Orders for that block section as indicated mS.R. 4.09/1 (ii)
andobtaintheir acknowledgment, onrecdpt of which the Station Master willblock the line in
accordance with sub-para (vn) above, and advise the Engineering Official-m-charge in
writing to take the work in hand. The Station Master will also stop all trains and issue Caution
Orders where necessary until acknowledgment from Station Masters of Notice stations are
received.
(c) General:
(i) On the electrified area before any slewing alterations to super elevation, excavation or
levelling of tracks are commenced, 72 hours previous notice shall be given to the Traction
Engineer (Distribution), so thatthe overhead equipment may be adjusted to confirm to thenew
conditions if necessary. If it is necessary to carry out any work, which involves risk of coming
incontactwiththeoverheadequipment,apermitmustbeobtamed from the Traction Engineer
(Distribution)
(n) Rail Bonds - Any deficiency or defect noticed in Rail Bonds including cross bonds,
connections to impedance bonds, structure bonds and Traction Substation negative feeders
shall bereportedimmediatelyto the Traction Engineer (Distribution) and Sr. DSTE. All bonds
removed by the staff of the Engineering Department shall be replaced by the staff of the
Engineering Department and all such removals and replacements shall be reported, to the
TractionEngineer(Distribution)andSr. DSTE without delay.
S.R.15.06/2. Blocking the line on the field telephone - When for the special reasons it is decided to
permit blocking of the line on the field-telephone the following procedure will be followed in line of that
laiddowninpara(vii)ofS.R.15.06.1(b)(3).ThisprocedureispermissibleonControlledSectionsonly
(i) The name of the Engineering Official-m-charge of the work, who shall not below the rank of a
Section Engineer (P.Way) must be mentioned in the Green Notice. The Railway Official so
nommatedandnootherpersonwillbeauthonsedtoobtamblocksonthefieldtelephone.
(ii) The all concerned message issued by the Sr. DOM will mention the name of the
Engineering Official-m-charge of the work and will also state that the block will be allowed on
advice from the section on the field telephone.
232
(iii) <jft w q f ^ ^ a t o ^r s k r ^ ^ m £mW ^ <* <zrtm% ^ * i k t ^ w ^ ^
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233
(iii) On an application to the Sr. DOM the Official-m-charge of the work will be issued a Privates
Number sheetto be used as follows. On completion ofthe work the Pnvate Number sheet must
bereturnedtotheSr.DOM.
(iv) Before leaving the station for the she ofthe work, the Engineering Official-m-charge will
consult the Section Controller who will advise Mm the approximate time and nominate the last
trainafterwhichtheblockwillbe allowed.
(v) After the passage of the nominated tram the Engineering Official-m-charge will arrange to
protect the place of obstruction in accordance with S.R.15.09/1 and after having satisfied
himself that the obstructed area is properly protected, will call the Section Controller on the
field telephone, give his name and designation and also reference number ofthe Green Notice
underwhichtheworkisbemgcarnedout.
(vi) The controller will then call the Station Master at each end ofthe block section and ascertain
fromtheniftheblocksectiomsclearofall trains.
(vh) The Engineering Official-m-charge will then issue amessageonthe field telephone as follows:
Sectioncontroller S.Ms.AandBNo. Ref.D.R.M.'s

Message No. of Line (Up or Down line in
the case of double line) between sections A and B will be blocked from
to hrs.
Pnvate No.
Name
Designation
(viii) The Section Controller will than issue a message to the Station Masters A and B and also to the
Engineering Official-m-charge as follows:
S.Ms.AandBcopy-S.E(P.Way).
T.N.No. .Youareauthonsedtoblockthe line (Upor Down line inthe case
ofdoubleline)betweenstationsAandBfrom_ to _hrs.
Section Controller (Name)
(ix) The Station Master concerned will acknowledge the Controller's message supported by a
Private Number. The Controller will make anote his chart inthe 'Remarks' column andrecord
the name ofthe Engineering Official-m-Charge and the pnvate Numbers received from the
Engineering Official and the Station Masters.
(x) On receipt ofthe above message from the Controller the Station Master concerned will block
the line in acconiancewiththerulesandissueamessagetothe Engineering Official-in-chajge,
copyto the SectionController,onthetelephoneas follows:
FromS.M.
To-S.E(P.Way)
No Line (Up or Down line in the case of double line) has been
blockedfrom to hours.
PnvateNo.
S.M.(Name)
(xi) The Engineering Official-m-charge will then commence the work. He will keep himself in
constanttouchwith the Section Controller.
233
3TSqPT-15 ^-TW3faMoT«5rf
(xii) ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ C T ^ ^ ^ f ^ ^ q s T ^ f ^ ^ ^ ^ ^ ^ ^ ^ i f ^ ^ ^ r
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cTRf ^ ^ R ^TR R?R "Wt R ^ f ^ R W R " ^ ^ R Wi ^ R I ^ R ^ ^ ^ R ^ f % R ^ '3fH' f%TR H i t

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234
(xii) On completion of the work and after the track is made safe for the passage of trams, the
Engineering Official-m-charge will contact the Section Controller on the field telephone
again and advrse him of the completion of the work. The Section Controller will call the
Station Masters at both ends of the block section and the Engineering Officral-m-charge
will then rssue amessage in the following form:
S.Ms.AandBcopy-SectionControllerNo. YourNo.
Track safe for traffic aaa Tram working may now be resumed (speed restriction, if any to be
mentioned) aaaPnvate No.
Designation
Name
(xiii) On receipt of the above message the Station Controller will issue a Tram Notice to the Station
Masters concerned and authorise them to cancel the block and resume normal working, and
obtain their acknowedgments.
(xiv) When the Control Phone is interrupted or where the control is not in operation, the procedure
laiddownmpara(vii)orS.R.16.06/l(b)(3)mustbecompliedwithstrictly
15.07. Work in thick, foggy or tempestuous weather impairing visibility - In thick, foggy or
tempestuous weather impairing visibility, no rail shall be displaced and no other work which is
likely to cause obstruction to the passage of trains shall be performed, except in cases of emergency.
15.08 Precautions before commencing operations which would obstruct the line:
(1) No person employed on the way or works shall change or turn a rail, disconnect points or
signals, or commence any other operation which would obstruct the line until Stop
signals have been exhibited and where prescribed detonators used; and if within station
limits, he has also obtained the written permission of the Station Master and all necessary
signalshavebeenplacedat'On':
Provided that the exhibition of Stop signals may be dispensed with, if such
operations are performed or carried out after the necessary signals, other than
Automatic Stop Signals, have, in addition to being placed in the 'On' position, been
disconnected, so that such signals cannot be taken 'Off again until it is safe to do so and
the corresponding adequate distance beyond such signals is kept clear:
Provided further that when the area of work is controlled by Automatic signals, the
railway servant in charge of the work shall post a competent railway servant at an
adequate distance in rear of the site of the work to stop and warn any train approaching
the affected area.
(2) No work involving removal of any rail from the track shall be undertaking without
traffic block, except as provided in sub-rule (3).
(3) In emergent cases, the engineering official not below the rank of permanent way
inspector grade III undertaking such operations shall first bring the train to stop and
advise the Loco Pilot of the train about the need to stop the train through a written
memorandum. The engineering official shall simultaneously arrange to send a message
to the Station Master for the need to block the track and obtain a written confirmation of
the same. In such emergent cases, works shall be commenced only after advising the Loco
Pilot and bringing the train to stop.
S.R.15.08/1. If the line where Automatic signalling is in use has to be blocked against traffic, the
Official-m-charge will clamp the special short circuiting device across the two outer copper wires of the
impendence bond at the entering end of the track where the work is in progress. This will put the
Automatic signal to 'On'. In addition to this a railway servant with detonators and hand signals must be
stationednotlessthan20metersoutsidethesignalconcerned.Heshallplaceonedetonatoronthelmeand
display aredhand signal.
234
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^ ^ H W ^ P d f a d ^ H l ^ ^ f % ^ ^ : ^ f ^ W ^ ^ t |
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15.09. RPRcTf^sfFfT-
(1) Wf ^*ft eTT^- «fi *R«TcT «# ^Rnr *TT f ^ f t 3F*T S T ^ T «# ^Rnr e f ^ t W ^ «5t ^
ercTFTT 3TROT t f% vR* W T T t *TT y f ^ f ^ c T *T% * 3TFT ef^TT t eft vR* PlHPclfad
ftTW ft<J ^ 3 i k W ftofftcT tawt, TCRrf ^T *rafr ftniT W W ; ^ M t
tft ^TT^TT t eft «Rft eTT^T *R S T ^ T # W ^ 6 0 0 * f t c R ^ ^ T R 3 l ^ * f t c R

eTT^T ^ Wt€t W T ^ 400 *ftcR ^ t «g& *R ^ tf* W ^ T cRT^ W$*ft cTSTT «|#
cft^T TCT^. W W ^ * 10 i f c * tft «g& TR. s R ^ f ^ I ?*P# S f f M ^ T ^
inhere «5t 'amt «reV 5W ftfW faST^TT I cTT% efrst WTcTcT WTT^T *T% * 3TPt
(er) ^ *n<ft * t ^ T T s n ^ r a t ate yfinra i ^ f ^ r ^ arfera, ^ w ^ ^ ^ ^t
eTT^T TR 800 *fc* ^ t ^ ^ ^Rl^m ^ ^ ^TFJT W W I ^ T # STmR^r. fW3
235
S.R.15.08/2.(a) Working involving the removal of rails, renewal of switches, crossing or sleepers or
anywork will affect the safe working of trams in station limits, must not be commenced by the
Engineering officrals-m-charge of the work without previous advice in writing to the Station Master on
duty and except in an emergency in the case of interlocked points, to the Section Engineer (S&T) as well.
Acknowledgement of the Station Master must be received before commencement of work. Such
acknowledgementshallnotbegivenuntiltherelevantsignalshavebeenplacedat'ON'.
(b) Before commencing work on a line, which cannot be isolated from other running lines, the
Engineering officials shouldprovide the prescribedhaiKl signals, detonators andbanner flags, at point not
less than 3 0 meters on both sides of the work.
(c) On completion of the work, the Sectional engineer (PWay) shall issue a notice of cancellation
inwritingtotheStationMasterand,wherenecessary,totheSectionEngineer(S&T)aswell.
(d) If it becomes necessary to pass a tram during the time the works is in progress or when points
are disconnected, the engineering official in charge of the work will be responsible for restoring the track
to a condition to ensure the safe passage of the tram and will give a written assurance to the Station Master
that he has done so. The Station Master will then be responsible to ensure that the points are correctly set
and locked as required by rules for the passage of the tram. The engineering officials shall not again
interferewiththetrackuntilhebasreceivedawnttenintimationfromtheStationMasterthatworkmaybe
resumed.
(e) If, in an emergency, it becomes necessary to carry such work, after sunset the provision for
protection of the site as detailed above must be complied with except that red lights must be exhibited in
thedirectionoftheapproachmgrrams.
S.R.15.08/3.In an emergency, when it is necessary on consideration of safety, the authorised Engineering

official may commence such work after protecting the lines before issuing notice to the Station Master
concerned, if the work is likely to be prolonged, he shall notify to the Station Master concerned as soon as
possible. The location of banner flags, detonators and hand signals must be selected so as to avoid
stopping of trains as far as possible on continuous steep rising gradient.
15.09. Showing of signals-

(1) Whenever due to lines being under repair or due to any other obstruction it is necessary
to indicate to the Loco Pilot that he has to stop or proceed at a restricted speed, the
following signals shall be shown and, where prescribed, detonators used, if on a double
line in the direction from which trains approach, and if on a single line in each direction.
(a) When the train is required to stop and the restriction is likely to last only for a day or
less - Abanner flag shall be exhibited at a distance of 600 meters on the Broad Gauge
and 400 meters on the Metre Gauge and the Narrow Gauge and three detonators
shall be placed, 10 meters apart, at a distance of 1200 meters on the Broad Gauge
and 800 meters on the metre Gauge and Narrow Gauge from the place of
obstruction. In addition, Stop hand signal shall be shown at a distance of 30 meters
from the place of obstruction, at the banner flag, and at a distance of 45 meters from
the three detonators, The railway servant at the place of obstruction shall give
proceed hand signal to indicate to the Loco Pilot when he may resume normal speed
after the train has been hand-signalled past the place of obstruction.
(b) When the train is required to stop and the restriction is likely to last for more than a
day -A stop indicator shall be exhibited at a distance of 30 meters from the place of
obstruction and a caution indicator at 1200 meters on the Broad Gauge and 800
meters on the metre Gauge and the Narrow Gauge from the place of the obstruction.
In addition, termination indicators shall be provided at the place of the obstruction.
In addition, termination indicators shall be provided at the place where a Loco Pilot
may resume normal speed.
235
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(s) ^rf^RPT (1) 3 * ^ (g) aft? (g) ^ viPedRdd *<\4in?tfXn> ^ r m w w e n 11

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fr) "^ku^s^\ ^r- ^ S T R R ^ :- ^ " ^ ^ ^ a^r ^r- ^ f^^Hd ^ H Mftm15.09(1)
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236
(c) When the train is not required to stop and the restriction is likely to last only for a
day or less Proceed with caution hana signals shall be exhibited at a distance of 30
meters and again at a distance of at least 800 meters from the place of obstruction.
The distance of 800 meters shall be suitably increased by special instruction, where
required. The railway servant at the place of obstruction shall give proceed hand
signal to indicate to the Loco Pilot when he may resume normal speed after the train
has been hand-signalled past the place of obstruction.
(d) When the train is not required to stop and the restriction is likely to last for more
than a day -A speed indicator shall be exhibited at a distance of 30 meters from the
place of obstruction and again a caution indicator at a distance of at least 800 meters
from the place of obstruction. The distance of 800 meters shall be suitably increased
by special instruction, where required. In addition, termination indicators shall be
provided at the place where a Loco Pilot may resume normal speed.
(2) In case the place of obstruction is with in station limits-
(a) The provision of sub-rule (1) May be dispensed with if the affected line has been
isolated by setting and securing of points or by securing at 'On' the necessary
manually controlled Stop Signal or signals, and
(b) approach signals shall not be taken 'Off for a train unless the train has been
brought to a stop at the first Stop signal, except in cases where the Loco Pilot has
been issued with a Caution Order at a station in rear, informing him of the
obstruction and the details thereof.
(3) If the place of work is situated in Automatic Signalling territory, and if the distance
between the place of obstruction and the Automatic signal controlling the entry of train
in the signalling section concerned is less than 1200 metres on the Broad Gauge and 800
meters on the Metre Gauge and provided the Automatic Signal had been secured at 'On'-
(a) The banner flag and three detonators referred to in clause (a) sub-rule (1) may be
provided at 90 and 180 meters respectively; and
(b) The caution indicator referred to in clause (b) of sub-rule (1) may be dispensed with.
(4) The shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule (1) may
beprescribedbyspecialinstructions.
S.R.15.09/1. HandsignallingarrangementsforEngineenngworksonOnenLine-
(a) Proceed with caution hand signals - When proceed with caution hand signal has to be shown m
terms of G.R. 15.09 (I) (c), these signals will be exhibited as follows, in the direction of
approachingtrainonthedoublelineandonbothsidesofthecautionsdnvingareaonthesingle
line (see sketch).
(i) At a minimum distance of 30 meter (Position B) from the nearest point of the affected
area, a Railway servant with'Proceed with Caution'hand signal.
(ii) At a distance of 800 meters (Position A) beyond the nearest point of the cautious driving
area, a Railway servant with'Proceed with Caution'hand signal.
(hi) At a distance of 600 meters on Broad Gauge and 400 meters on Narrow Gauge/Meter
Gauge (Position C) beyond the farthest point of the Cautious driving area a Railway
servantwith'Proceed'handsignal.
(iv) if an occasion arises for the tram to be brought to a dead stop short of the affected area
before passing over at dead slow speed, the railway servant at position B will display a
red handsignalandafterthetramcomestoastandhe will permit the tram to proceed after
obtaining instruction from the Engineering Official at the site not below the rank of
Gangmate/Keymanandwillthengive'ProceedwithCaution'handsignalsasnecessary.
(v) Iftheviewfromthedirectionofapproachingtramisnorclear,additionalFlagmanwillbe
posted to exhibit'Proceed with Caution'hand signals as necessary.
(b) Hand signals for Engineering obstruction - When danger signals have to be shown short of
and obstruction in terms of G.R. 15.09/(l)(a), following hand signals have to be shown in
the direction of approaching tram on the double line and on both sides of obstruction on the
single line, (see sketch).
236
(i) ara#TR30^^^^?sRR^Ti%TO(fteTRR')
(ii) a r a # T ^ ^ R ^ ^ 6 0 0 ^ ^ ^ a ? k ^ ^ ^ ^ R ^ R 4 0 0 ^ ^
tRRi%^^RRi
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TOl^45^^W^ ^TRT ^T ^TST^cRT f%TO f^TR * f*PJ tRR f%R
^RRT|(f^R'^)
(iv) PmW ^ * w W R ^ ^ R JJRT, a ^ R # ^ R ? ^ R ^ f ^ a ^ f ^ R T R
1 » ^ ^ ^ t R R ^ ^ R R R T # R R ^ ^ ' ^ ^ R # ^ R ^ R a R r ^ R ^
f R ^ a R ^ R ^ i t M ^ ^ ^ a H i d ^ i ^ W R ^ ^ ^ ^ R ^ R R ^ R ^
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3Rt ^ T f % T O ^ R R eTT^tf ^ ^ ^ ^ f^sHR ^ R Rf%^ I ^ "fR^R" RT RR *TeT
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g v f l l W l f%R^ W R f ^ e f f Rt ^ W f e ('aftRRR') R R R\ R RR Rf T3R%R^ R R M
3 R R RRR f%R RT Wf^ % I aR#T RT aTR R R Reft R R / R f % R <ST 3ITWT M ^ R R

Rc^ f%RR- Rt '3TM' f%Tf% if RSRT # ^ f e ^ f 11 ^ t 3M^T^ ^ ' ^ t , ^ I # T ^ R ^ W ^ ^ .
R.15.09/1 ( ^ ^ a R ^ ^ ^ ^ ^ ^ ^ T O R t ^ ^ ^ ^ ^ i a r a ^ ^ a k ^ R ^ n
^ W r t , ftFRer 'afre- f ^ r w ^ t a k era cra> ?n$ ^ r ^ f%^R^ fe^fR ^ ^ R ^ ^

^ ^ ^ a M ^ ^ ^ , a r a ^ ^ a R r ^ ^ ^ w ^ ^ t i ^ p H ^ ^ i ^ ^ ^ ^ ^ r f ^ R T ^
^Tf%W 3TT*fff ^ ^ ^ % # W ^ ^ I ^ ^ t Tjjtf ^ T ^ W ^ ^ R era ^ ? f ^ 3fh
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^ ^ ^ ^ ^ ^ ^ ^ ^ M ^ W ^ ^ ^ R f ^ ^ ^ t l R ^ ^ f ^ ^ P H ^ R ^ ^ R ^
^ ^ ^ l ^ ^ ^ ^ m ^ ^ R f ^ ^ ^ ^ ^ ^ f ^ f ^ R ^ ^ ^ R ^ W ^
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PfOCEEOWITHCBLITION P R C C E = D WITH CAWTIC* rDO T.l FOR B.O
a a
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237
(0 At a distance of 30 meters from the obstruction, a hand danger signal (Position C)

(11) At a distance of 600 meters for Broad Gauge and 400 meters for Narrow Gauge/ Metre
Guage from the place of obstruction one banner flag (position B). A Railway servant
equippedwithhanddangersignalshallalsobepostedatthebannerflag.
(in) At a distance of 600 meters in case of Broad Gauge and 400 meters in case of Narrow
Gauge/MeterGaugefromthebannerflag3detonatorsl0metresapartonlme.ARailway
servant showing hand danger signal shall be posted 45 metres ahead from the nearest
detonator(PositionA).
(iv) Onreceivingordersfromtheofficial-m-chargeoftheworktoallowtheapproachmgrram
to pass, the railway servant at position A shall remove the three detonators and allow the
tram to proceed cautiously The person at position B shall also remove the banner flag and
exhibit'Proceed with Caution' hand signal. The last person at position 'C will continue
exhibition the danger hand signal to an approaching tram until it has come to a stand, and
the signature of the Loco Pilot of the tram obtained in the restriction book maintained for
the purpose. After satisfying from the official in charge of the work that the tram can be
allowed to pass, he shall exhibit 'Proceed with Caution' signal and shall allow tram to
proceed. When the tram has passed, the banner flag, detonators and the hand signals will
bereplaced.
(v) In case of double or quadruple lines 'Proceed with Caution' signals as in S.R.15.09/l(a)
above, must also be shown on the adjoining line or lines. In the case of relaying work in
progress Loco Pilots of trains while approaching the zone of obstruction on the adjoining
line or lines shall whistle continuously to warn the staff at work spot. In the case ofothe?
major works like regirdermg, the official m-charge of the work shall specify the speed
restrictiontobeobservedbyLocoPilotstotrainsontheadjoininglineorlinesinthezone
of obstruction. The prescribed engineering speed restriction indicators shall also be
provided.
(c) Obstruction in the vicinity of or inside station limits - When an obstruction is in the vicinity of
or inside station limits and the engineering signals overlap the fixed signals, the Operating and
Engineering Officials on the spot will decide how best to protect the point of obstruction It is
not sufficient to maintain signals governing the approach of tram towards the obstruction in the
'Opposition.
A banner flag and detonators must also be placed on the line in accordance with
S.R.15.09/l(b) whenever necessary, preceding the point of obstruction. All trains proceeding
towards the obstruction must be brought to a stand at the first Stop signal or banner flag. The
banner flag and detonators may than be removed, signals taken 'Off and the tram then hand
signalled or piloted past the obstruction as n e c t a r y . This must be done only under the
personal instruction of the Engineering official in charge. After the tram has passed complete.
mebannerflaganddetonatorsmustbereplaced.
(d) The Engineering official in charge of the work is personally responsible for satisfying himself
that msLctions in regard to the protection of the line are strictly carried out. No perion other
than Engineering official in charge of the work shall give signals for removal of the banner flag
andthisworkmJstnotbedelegafedtoanyofhissubordmates.
(e) Diagrams explaining the method of protection on single and double lines as laid down in
clauses (a) and (b) are shown in Diagrams I, II, III and IV
DIAGRAM ILLUSTRATING THE POSITION OF PROCEED WITH CAUTION' SIGNALS
I. SINGLE LINE
237
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238
DIAGRAM ILLUSTRATING THE POSTION OF 'PROCEED WITH CAUTION' SIGNALS

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238
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^TTtl x ^ ^ ^ t ^ T ^ ^ ^ T ^ # ^T ft^ WTT 1?lcTT t eft *IF <?<& 800 *fc* * «TC^
feTt%^^3^^^^^ 1400 ft^^^^ 400 ftoft ? f e # ^ # i ^ ?W ^
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239
S.R. 15.09/2. Temporary Egnmeermg Indicators- In the case of such works which cannot be completed
on the day on which they are taken in hand and which necessitate cautions driving during both day and
night, the Engineering official responsible under S.R. 15.06/1 shall arrange to display following
indicators.
S.R.15.09/3.TemporarvEngmeenngIndicators-
(1) The first indicator shall be fixed 800 meters from the point where restriction of speed has
actually commenced. Provided that on the Broad Gauge when the trains are required to
stop dead, this distance should be increased to 1200 meters instead of 800 meters. This
indicator shall be in accordance with the diagram shown and shall consist of a horizontal
board 1400 mm. long and 400 mm. wide, fish tailed at one end pointed at the other, and
painted yellow and black. This broad shall be fixed on a 2.0 mtr. high post (from the rail
leveltothebottomoftheBoard)pamtedwith300mm.highbandsofwhiteandblack.
CAUTION INDICATOR
X^
RAIL LEVEL
This indicators shall be provided both for the permanent and temporary restriction and the
indicator, when used for temporary restrictions, shall display at night two horizontal yellow
lights to approachingtramsorshallbeprovidedwithluminouspamt/fluorescenttape.
(2) The second indicator shall be either a speed indicator or a stop indicator and shall be fixed
30metersfromthepomtofcommencementofrestriction.
239
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m
^ cêT
(i) ora l i t e r f ^ r " t e ^ W r * iff eft ^ r **cra» wmt VJTT^TT w ^ r **cra» ^ R t o

fâoof^^^^^f^^^^^^fe^tf^^te^^^
«fK§ 2.0to*^ (TC*T <fl w *t ^ <* f%^ ^ cra>) *P% ^ ™ r ^rm S?K ^ û
(ii) ora ifir i r f e r " t e ^ W r * w r it eft ^ f^t m torn* ^ Wr * # c ^ emraT

^Rt^T ^ * # ^ ^ W * % * f » ^ 1400 mt to* r^t 3ft* 400 ftcft to* xftsr to ^ T
f^q*to^3^3ft**^*^qfto^*tto
W t o 2 t o * ^ ( q S * T ^ * W * l t o ^ f ^ ^ ^ ) ^ q * ^ W ^ t o q f ^ q * 3 0 0
f ^ t o * t o f r ^ M r i a a f t * ^ * ^ q f ^ * t t o ^ * # ^ q * * M ^ * ^ ^ ^ ^
^
P
i *JcT
240
SPEED INDICATOR
m OIL LAMP FOR

ILLUMINATING
THE BOARD
RAIL LEVEL
(0 In the case of restrictions without 'Stop Dead' speed indicator shall be provided. This speed
indicator shall be in accordance with the diagram shown above and shall consist of a yellow
equilateral triangular boards with lmtr. sides and 3 00 mm. high and 40 mm thick black figures
mdicatingthespeedatwhichthetrainmayproceed.TheBoardshallbefixedona2.0mtr.high
post (from the rail level to the bottom of the board) painted with 300 mm. high bands of white
and black. This indicator shall be illuminated at night by fixing a hand signal lamp in front of it
asshowninthediagramorprovidedwithlummouspamt/fluorescenttape.
(h) In the case of restriction with 'stop dead a stop indicator in accordance with the diagram shown
below should be provided. This indicator shall consist of a horizontal board 1400 mm. long
and400mm.wideandpaintedwithredandwhiteverticalstrips.
The board shall be fixed on a post 2.0 mtr. High (from the Rail level to the bottom of the board)
painted with 300 mm. highbands of white and black. This indicator shall display two red lights
atmghtorprovided with fluorescent pamt/lummous tape.
STOP INDICATOR
o o
RAIL
t LEVEL
240
3^-15 ^-TOafetafoniirf
u t e $km ^ ffi ?ti ^ <* s^K wft m -

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5 T f » T ^ vJFHT <* RR * 3TT* eRTCT ^RRT ( £ / * & ) «fl3 yforf*RT TOeT * W ^ : 670 * f c * <fl cg&
<R eRTOT ^ R T * n f ^ <tff% W <£& W ^ : W^ <fl ^ W ^ # <* ftp? Jrafa ^ ^ f t ^
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241
A signalman shall be provided for signalling. As soon as the tram stops the signal man shall obtain
signature oftheLoco Pilot on the 'restriction book'(specimen given below) and allow the tram to proceed
by showinggreenhand signal light atmghtandgreenhandsignalflagdijriiig the day.
Therestrictionbookshallbeinthe following fonn:-
Engineering stop indicator atkm. Restricted speed .
DATE TRAIN No. TIME SIGNATURE OF LOCO PILOT
Note Theabovewillbe filled up by the Loco Pilot of the tram.
TERMINATION INDICATOR TERMINATION INDICATOR

FORPASSENGERTRAINS FOR GOOD TRAINS
RAIL LEVEL RAIL LEVEL

(3) Thethirdmdicatorshallbetermmationmdicator(T/P)forpassenger trains and fourth indicator
shall be a termination indicator (T/G) for Goods trains. These indicators shall be fixed at a
distance equal to the length of the longest passenger/goods tram running on the section
conceniedbeyondthe endofthe portionoflineimder restriction. (T/G) shallbefixednonnally
670 meter beyond the point up to which restriction is so be observed which is considered
adequate to cover all the goods trains of average length.
The indicators shall be in a accordance with the diagram shown above and shall consist of
onemeter diameter disc painted yellow bearing 250 mm high and 40 mm thick letter T and 'G
in black. The board shall be fixed on a post 1650 mm (from the rail level to the bottom of the
disc) and shall be painted with 300 mm high bands of white and black. The termination
indicators should be illuminated at night by a fixed hand signal lamp as in case of speed
indicator or should be provided with luminous paint/fluorescent tape. The guard of a
Passenger/Goods trains shorter than the longest Passenger/Goods tram, will signal to the Loco
Pilot as brake van has passed over the restricted length and then the Loco Pilot may resume
normal speed after receiving this signal. In the case of light engines or single unit Cars the Loco
Pilots willresumenormalspeedaftercleanngtherestnctedlength.
241
3FIPM5 ^-TOafetafoniirf
(4) ^ ^ f ^ ^ f ^ ^ ^ ^ ^ ^ f ^ f ^ ^ ^ f ^ ^ f ^ ^ r -
LINE UNDER REPAIR TO BE LOCATED AT A
DISTANCE EQUAL TO THE
tS E R A E D DU B C E E PREPARED SPEED TO BE LENGTH OF THE
THE SPEED V REDUCED TO LONGEST PASSENGER
THE SPEED \ 10KMP.H.
TRAIN OPERATING ON
THE SECTION CONCERNED
LINE UNDER REPAIR 1
FOR REDUCED SPEED
(5) f ^ ^ ^ ^ f ^ ^ P H ^ I ^ c ^ f ^ ^ ^ ^ ^ ^ -
STOP AND TO BE LOCATED AT A
PROCEED AFTER DISTANCE EQUAL TO THE
LINE UNDER REPAIR
AUTHORISATION LENGTH OF THE
BE PREPARED FOR A
BY ENGINEERING LONGEST PASSENGER
STOP BOARD AHEAD SIGNAL MAN
NALM ANv / TRAIN OPERATING
OPERA! ON
n
\ / THE SECTION
|_THE SECTION (CONCERNED
M>
o
TRACK"
1200 111. (B.G.)

ÔnvT^
rH
800m.ON(M.G./N.G.) TO BE LOCATED AT A DISTANCE
EQUAL TO THE LENGTH OF THE
LINE UNDER REPAIR LONGEST GOODS TRAIN
OPERATING ON THE
SECTION CONCERNED
FOR STOP-DEAD RESTRICTION
(7) <to W ^ t e ?w$ ^ *Wf m ^ I W i ^ ^ ^ wm$t ^mt * fm ^ to it 300
^.15.09/4. ( ^ f ^ 3 vflif ^TOTT 3?t «[te ^ qg 3M^ it eft V^t^t ^ I W l ^ ^ ^ \ wttit
** cra> *ra* ^ w*m^ it eft <nr ^^tm ^fîcr ^ ^ w ? ^ arfîcr ^km i ^ wwjff, TCi^f
*.fri5.09/5. ^ ^ g f ^ r ^ r t o -
^.m.15.09/6. ^ I W i yffrreff <ft ^ m f ^ ^ ^ r - ^ ^ f <* f ^ i f t o ^ * t f ^ ^ r *rc

q f ^ g r ^ ^ , ^ w ^ s i f t w ^ a * T ^ w 3 ^ ^
^TT-
(i) ^ d T ^ ^ ^ ^ ^ J W ^ ^ f ^ W f ^ ; ^ ^ ^ ^ ^ ^ ^ ^ ^ ^
«ell<fr^HU^T|
(ii) w f w ^ ^ ^ i % e M t e ?
(iii) toTR^^w^^^^#^3?k/^^r
(iv) f ^ ^ t o ^ ^ W T a T k t f t a r t o ^ ^ l
(v) yf^tf^wnftcrarafti
242
(4) The details of fixtures of Engineering indicator for reduced speed shall be as under.
LINE UNDER REPAIRS TO BE LOCATED AT A
AHEAD, BE PREPARED DISTANCE EQUAL TO THE
LENGTH OF THE
TO REDUCED , . IEKSKK LONGEST PASSENGER
THE SPEED \ --CEDTO TRAIN OPERATING ON
THE SECTION CONCERNED
l°J TRACK -
800 m.
130 m '
*S?
r<8)
TO BE LOCATED AT A DISTANCE
LINE UNDER REPAIR 1 LONGEST GOODS TRAIN
OPERATING ON THE
FOR REDUCED SPEED SECTION CONCERNED
(5) The details of fcturesofEngineeringindicator for stop deadrestrictionshallbe asunder.

STOP AND TO BE LOCATED AT A
PROCEED AFTER DISTANCE EQUAL TO THE
LINE UNDER REPAIRS
AUTHORISATION LENGTH OF THE
BE PREPARED FOR A
BY ENGINEERING LONGEST PASSENGER
STOP BOARD AHEAD SIGNAL MAN
NALM ANv / TRAIN OPERATING
OPERA! ON
n
\ THE SECTION
/ |_THE SECTION (CONCERNED
M>
o
TRACK"
1200 111. (B.G.)

ÔnvT^
rH
800m.ON(M.G./N.G.) TO BE LOCATED AT A DISTANCE
LINE UNDER REPAIR LONGEST GOODS TRAIN
OPERATING ON THE
SECTION CONCERNED
FOR STOP-DEAD RESTRICTION
(6) AllindicatorsshallbeplacedonlefthandsideasseenbytheLocoPilot.
(7) Formtermedmtetraclctnpleormultiplelmes.engmeenngmdicatorsshouldbefixedbetween
tracks to withmSOOmmfromranieveltoavoMmfrmgementofthestandard dimensions.
S.R. 15.09/4. In an emergency, when it is necessary on consideration of safety, the authorised Engineering
Official may commence such work after protecting the lines before issuing notice to the Station Masters
concerned, if the work is likely to be prolonged, he shall notify to the Station Master concerned as soon as
possible. The location of banner flags, detonators and hand signals must be selected so as to avoid
stoppingoftrainsasfaraspossibleoncontmuossteepnsinggradient.
S.R.15.09/5.Permanentsneedrestnctionindicators:-
(a) for permanent speed restriction in force as notified in the working time table, indicators are to
be erected, in the same manner and at sites as temporary engineering indicators to indicate to
Loco Pilots where such restrictions are to be observed. These indicators should not be lit at
night.
(b) Where the speed over the facing points at a station is less than the speed sanctioned at other
stations on the same section, a permanent speed indicator should be fixed on the post of the first
approachsignalofthestation.
S.R.15.09/6. Periodical notice of Engineering restriction:- For works involving restrictions of speed of
trains the Sr. DEN will arrange publication in the periodical gazette of the Railway, furnishing the
following details:
(i) Names of block stations on either side of the site of work for the purpose of the issue of caution
orders;
(ii) KUometrageofthe ske or work;
(iii) Therestrictedspeedlimitand/orstopstobeobservedbytheLocoPilots;
(iv) Natureoftheworkbeingundertakenorreasonsfortherestriction.
(v) Probabledurationoftherestriction.
242
15.10. ^ f e t f «# «ram tf W F F F - **T TO*T FFTW-^PJT *R eRT f3TT IR êT .jnfcjrft. T T #
15.11. V&G ^ ^T **pfe - IR ^ - W *TT F F T W - ^ F J fMfeF* W *t*TT f% vRFP FiF* ^
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15.13. îY. RFFTCIY. ajT^rrcf C^T ^ R H I Y ^T F F ^ F T :-

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(2) ^ w f t ^ ^ T % ^ ^ ^ ^ ^ R t ^ T ^ ^ t c F ^ T # ^ ^ ^ t ^ ^ ^ R I
15.14. e r T ^ ^ t ^ R e T T # f ^ ^ ^ ^ F ^ ^ t - ^ ^ ^ ^ : -
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*TO tf# *R v F T f ^ ^ 3 1 R FFPT 15.09 * M R c T ^ ^ c T T RP^cT FR3F? ^ * ftnj
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243
15.10 Assistance in Protection of Trains - Every railway servant employed on way or works
shall, on the requisition of the Guard of a train or the Loco Pilot thereof, render assistance for the
protection of the train.
15.11. Gangmate in each gang - Each Inspector of way of Works shall see that in every gang
employed in his length of line there is a competent Gangmate.
15.12. Knowledge of signals and equipment of gang Each Inspector of Way of Works shall see -
(a) that every Gangman and Gangmate employed under him has a correct knowledge of
hand signals and detonating signals; and
(b) that every gang, employed in his length of line is supplied with a permanent way gauge,
two sets of flag signals, two hand signals lamps and twelve detonators, in addition to such
other tools or implements as may be prescribed by special instructions.
15.13. Inspection of gauges, signals, tools and implements -

(1) Each Inspector of Way or Works shall at least once in every month inspect the permanent
way gauges, flags, signal lamps, detonators, tools and implements supplied to the gangs
under clause (b) of Rule 15.12 and ascertain whether the above equipment is complete
and in good order.
(2) He shall also see that any defective or missing articles are replaced.
15.14. Responsibility of Gangmate as to safety of line - Each Gangmate shall -

(a) see that his length of line is kept safe for the passage of trains;
(b) that the signals supplied to him under clause (b) of Rule 15.12, are kept in proper order
andreadyforuse;
(c) that the men in his gang each have a correct knowledge of hand signals and detonating
signals;
(d) endeavour to prevent any trespassing by persons or cattle on his length of line or within
the fences there of, and
(e) when repairing, lifting or lowering the line or when performing any other operation
which shall make it necessary for a train to proceed cautiously, himself be present at the
spot and be responsible that the caution signals prescribed in Rule 15.09 are shown.
15.15. Blasting - No railway servant employed on the way or on any works shall carry on any
blasting operation on or near the railway except as permitted by special instructions.
S.R.15.15/1. Innonnalciicumstances.blastingoperatioiis.theeffectofwhichmaycausedangertothe
line or trams thereon, shall only be earned out with the prior sanction of Sr. DEN who will be responsible
for ensuring that instructions for protective measures are issued before the work is commenced. In
emergentdrcumstanceswheresuchworkshavetobecamedoutmmedmtelyfortheurgentrestorationof
traffic, or to prevent an accident, Section Engineer (P.Way) may commence operations without prior
sanction, and shall himselfbe responsible for taking such measures as may be necessary for the protection
oftrams.
15.16. Putting in or removing points or crossings - Except in cases of emergency, no railway servant
shall put in or remove any points or crossings otherwise than as permitted by special instructions.
S.R.15.16/l.AlterationsoradditionsinTrans P ortationYards-
(a) Expect in cases of emergency, no alteration or addition or connection whether permanent or
temporary shall be made to a transportation yard, without first obtaining the approval of the
DivisionalRailwayManager.
243
3FIPM5 ^-TOafetafoniirf
(R) ^ O T M ^ ^ # r f * * R W ^ 5 I T O ^ ^ ^ l l f ^ ^ ^ M ^ ,
RT%^ I RR f%R 3RRf%^ T ^ R ^ Rt^ RRR^R ^ R SRFR R van? eft ^ ^ R ^ ^
3 # R R (f%TO), TiRRP f%TO ^ ^ ^R 3^RRT 3 k RR^ R W q f ^ ^ M ^ ^
f%R RRRTR^ ^ R R R P R # w TTRR^ fRR 1.02(47) it eft R R f R fRR R R R T R ^ ^ R
15.17. *m^ «ft a n w i t t *re **nte ark iNte * ^cf^r - ^ **T*T ^ ? T W T t ft>
ifrRR W T * S T ^ f ^ T i t RPttft*TT ft*ft *TT^t «# *Jctf ^TOR R ^ t ^TT^TT t clt ^ f RHR ^ t

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W^CTT * amt «re* *TT * R R «# ftp? ftaffer ^ P R R * T T afa ^ m R i ^ u R ^ C P T ^ ? P T W *
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? R R / 3 R R R R R R R R R ^ t TPR it T # R<R ; R R R R ( W T ) ^RT RT R R R s k R R R R% *
15.18. s^.RTR3ikRc^T^"^:-
(1) f ^ W T ^ ^ ^ ^ F n ^ W T ^ ^ ^ t ^ S ^ W T W W ^ ^
(2) ^t^T^.lt^^RT^tfert^^t^^T^tl
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•en^t- >HHÎI ulHjill I
^.R.15.18/1. R R / R ^ R R / ^ R T ^ R ^ T R R f R R : -
(1) MHPdRsld^t^^^^^îR^^^^^^^f^^^^l^f^^^cft^
RT%R\ ^ RTRR' 3 k ^ r f M RT RRPT R ^ RT 3RHR t : -
(i) R^jR - ^ t P R f ^ 3 k f%TO RR ^ M R f^Pft R TRT 3RRlkt 3 k RRR1
tm*K 3 k RRRRR RfRR 3tk 3Tt.^.|. f?RR R R^t RRRRT 3 k R*RRT RP# ^
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(ii) ^ - ^ # l ^ f e f f i W ^ M l ^ ^ ^ H ^ |
(iii) ^ t t ^ ^ f t R t - tM^m, tRRR^ ^ f ^ - W , q f ^ ^ 3 k ^ ^ R ftwff ^ ^
3 ^ f k t , 3 k ^ fktSW RRl f^rfRcT f^TT ^ R 3 k ^ t e ^RT W^ \
(2) (i) T i ^ RCTRt R - t%# ^ft ^ ^RRRT ^ t R c f t / ^ t t ^ R R ^ ^RT W R ^ t ^ ^
3R5t% ^ f t ^ ^ f e M^fR 3 ^ f k t ^RT ^ ™ R ^RR-^R ^ R R ^ R I W^
^SRR RflR^R ^RTftR^ R ^ R^tR ^ 31 K T O R^ ^ RiR I ^3R ^ f ^ R ^ RP v^Rt
%q ^ R R ^R 3RR R > ^ ^f ^ f^J ^ ^ t^R ^ P t I
244
(b) When in an emergency, any points, crossings or signals are interfered within station limits,
without previous notice to the Divisional Railway Manager, the Station Master must be
immediately informed. If at an interlocked station any running line is affected, the Station
Master will treatthe line controlledby the suchpoints, crossings or signalswhich are interfered
with as non-interlocked An advice must be sent at once to the section Engineer (S&T),
AssistantSignalandTelecommumcationEngmeerandtheSr.DOM.
(c) When extensive alterations are to be made in a station yard, special working rules must be
drawnupbytheSr.DOMfortheworkmgoftheyarddunngtheprogressofthework.
(d) Alteration to running line : No alteration shall be made to a running line as defined in general
rules 1.02 (47) or to any track or other points protecting a running line without the previous
permissionoftheCommissionerofRailwaySafetyexceptmcaseof emergency.
15.17. Duties of Gangmate and Gangman when apprehending danger - If a Gangmate or Gangman
considers that the line is likely to be rendered unsafe, or that any train is likely to be endangered in
consequence of any defect in the way or works or of abnormal rain or floods or any other
occurrence, he shall take immediate steps for securing the stability of the line and the safety of
trains, by using the prescribed signals for trains to proceed with caution or to stop, as necessity may
require; and shall as soon as possible report the circumstances to the nearest Station Master and the
Inspector of Way or Works.
S.R.15.17/l.Intheeventofarail/weldfailure,thekeyman/Gangmate/P.WaySupervisororcoldWeather
Patrolman, shall, after protecting the line, make necessary emergency repairs to the track and pass traffic
at the speed 10KMPH (Maximum). The temporary/permanent repairs to track shall be done by the
SectionalEngineer(P.Way)Assoonas possible andrestoredtrafficatnonnal speed.
B. The working of Lorries, Trollies and Motor Trollies.
15.18. Distinction between trolly, lorry and motor trolly -

(1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be a
trolly and any similar but heavier vehicle shall be deemed to be a lorry.
(2) Any trolly which self-propelled, by means of a motor is a motor trolly.
(3) A trolly shall not, except in cases of emergency, be used for the carriage of permanent
way or other heavy material; and when a trolly is so loaded, it shall be deemed, for the
purposes of these rules, to be a lorry.
S.R.15.18/1.RULESFORWORKINGOFATROLLY/MOTORTROLLY/LORRY-
(1) Subject to their being certified competent, the following officials and staff are permitted to
usetrollies/motortrollies/lornes.
(i) Trollies- All officers and Section Engineer of the Engineering and Signal and
Telecommunication departments and such Officers and staff of the Operating,
Commercial andOHE departments as maybe required.
(n) Lorries- All Section Engineer of the Engineering and Signal and Telecommunication
department.
(in) Motor Trollies - All officers of the Engineering, Signal & Telecommunication, Operating
and Commercial Departments and such Inspectors, as may be prescribed and Motor
Trolly Loco Pilots.
(2) (i) No Railway servant is permitted to work a trolly/Motor trolly or lorry unless he is
certified to do so by the authorised officer. Each certificate of competency issued shall be
valid up to 31st December from the date of issue. Certificate issued from June to
Decembermaybemadevalidforthenextcalenderyearalso.
244
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(iv) PHHPdRdd M - ^ M ^ ^f^f/qt^ ^1^f/^rfM ^ f^ ^SRdT m m W?

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245
(ii) Theauthorisedofficerforissueofacompetencycertificateforpushtrolly/loiiyasalsoto
hold necessary examination in the relevant rules shall be not lower than an Assistant
Officer of the Engineering, signal or operating department for all staff of Ms
department. The authorised officer for issuing competency certificates to Officers shall
no be lower than a Sr. Scale officer of the department.
The authorisedofficer shall grantacompetency certificate inthe following fonn.
Shn S/o (Designation)

at station is found
fully conversant with the sections on which he has to use a push trolly/Lorry and also
with all the relevant rules in respect of use of push trolly/Lorry as well as the latest
changes made in them and is authorised to work a Push Trolly/Lorry on
Section(eachsectiontobeseparatelymentioned)
This certificateisvalidupto31st December
Station Signature
(Authorised Officer)
Dated Designation
The competency certificate referred to above should be renewed for each calender
year.
(in) The authority to the Loco Pilot of Motor Trolly shall be granted according to rules quoted
below: - Officer or staff requiring the permission to drive a Motor Trolly will apply in
writing to the DRM. In case of Divisional Officers or to the COM/Chief Engmeer/CSTE
incaseofHd/Qrs. Office withthe following certificates
"I (name) working in the capaciy of

(Designation) atstation hereby certify that I
am fully conversant with all the sections on which I have to use the motor trolly and
alsoconversantwithalltherulesinrespectofdrivingmotortrolliesaswellasthelatest
changes made in them and undertaken to confirm strictly to these rules. In case of my
failuretocomplywiththeseruleslshallalonebeheldresponsible."
Signature
Date
The applicant will then be given an oral test by the Sr. DOM/DOM/DRM in the Division
and by COM/ Dy COM in the Head Quarters Office. The competency certificate shall be
made valid up to 31 st December from the date of issue. Certificate issued from June to
DecembermaymakevalidforthenextCalenderyearalso.
(iv) The Competency certificate referred to sub paras (ii) and (in) for trolly/motor lorry or
lorrymay be further renewed for one calender year, at each time, on receipt of the
following certificate.
245
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(iv) ftwwim 15.21 ^ ^ N ^ ^ ^ ^ i f ^ ^ ^ r k ^ l k U : ^

(v) ^ ^ ^ M ^ ^ i f W ^ ^ ^ w i f ^ ^ ^ ^ V ^ ^ ^ H ^ ^ 3 ^ T ^ W # f t ^ ^
f k q k : - W ^ i f ^ ^ k ^ ^ k k ^ i % ^ f f f |
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(i) ^ s^ft if f^PT * . 15.20 3k 15.21 if ^ ^ w ^ ^ ^ ^ i
(ii) w k <& 3k w *£t ^ (^ w ) ikft * v^r 3kr k 3k wte %w% f k ^ f t i *re
fk-k k T ^ ^ ^ ^ k ^ k a k ^ 3 ^ ^ i k f T * l ^ ^ R k k ^ ^ ( k ;
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246
"I (name) working in the capacity of

(Designation) at Station
hereby certify that I am fully conversant with all the section on which I had to use my
trolly/motor lorry/lorry and also with all the rules in respect of driving trollies/motor
trollies/lorries as well as the latest changes made in them and undertake to confirm to
these rules. In the event of my failure to comply with these rules, I shall alone be held
responsible.
Signature
Date
(v) Supervising officers and official should test the permit holders in their knowledge relating to
dnvmgortrollies/motortrollies/lorriesasoften as possible.
(vi) In the event of an officer or staff getting transferred from one station to another it is necessary
for him to acquaint himself with all the rules in regard to any special conditions obtaining on
anyofthesectionswithmhisjunsdictionsandtofrunishtherequiredcertificatetotheDRM.
(3) The permit will only be issued after the person, in whose name this issued, has been examined and
declared to beconversantwiththerulesforrunnmgortrollies/motortrollies/lorries.Thepermitshall
be valid for a period of one year from the date of issue. It shall, therefore, be renewed annually after
thepersonholdmgithasbeenexammedasmentioned above.
(4) Each trolly/Motor trolly/lorry must have marked on it the number, designation, and code mtials of
the Headquarters station of the official, to whom it is allotted, painted in white letters conspicuously.
(5) Wheneveratrolly/motortrolly/lorrybeplacedontheplatformforbemgloadedonatramorforany
other purpose, it should be placed parallel to the track, properly locked and in change of a railway
servant.Itshouldbesoplacedasnottocomemthewayofpassengersandrailway staff.
(6) (a) TrolliesorLorriesshallalwaysbepushedandnotpulled.Useofsailsoranyotherunauthonsed
aidfortheirpropulsiomsstnctlyprohibited.
(b) The official mcharge of the lorry/trolly/motor trolly, while approaching a level crossing,
shouldlookoutforroadtrafficandensuresafepassageofhislorry/trolly/motortrolly
(7) EQUIPMENT OF TROLLIES/LORRIES - The following equipment must be provided on a

trolly/lorry when placed on running line:
(i) DunngthedayaredflagfixedtoastaffofnotlessthanlSOCMsmheightplacedonthetrolly
framesoastobeclearlyvisible.
(ii) During the night, a light shall be placed to show conspicuously, on the double line, white to the
front andredtotherear,andonsingleline s redbothtothe front andtherear.
(hi) In addition to the equipment prescribed in Rule No. 15.20 each trolly/lorry shall be provided
with (a) 3 red flags and 3 Hand Signal lamps for single line, (b) 1 Hand signal lamp and one red
flag, for double line.
(iv) EverytrollyandlorrymustbefittedwithanefficienthandbrakemtermsofRuleNo. 15.21.
(v) Aportablefieldtelephonemworkingordermustbeprovidedoneachmatenallorry
NoteiLoniesarenotpemiittedtoworkinghat sections.
(8) EOUIPMENTOFMOTORTROLLIES-Amotortrollvmustbenrovidedwith-
(i) AmotortrollymustbeprovidedwithequipmentasgivenmRuleNo.15.20andl5.21.
(ii) A head light which will throw a white light towards the front. A red light must also be shown
conspicuously towards the rear. When there is no head light, during the night, a light showing
conspicuously, on the double line white to the front and red to the rear, and on the single line,
redbothtothefrontandtherear,shouldbeexhibited.
246
(9) ^ ^ a ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ d H ^ ^ i - ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ n .
^ ^ ^ ^ ^ ^ ^ f M ^ ^ , f ^ 5 ^ ^ ^ ^ ^ t , 4 ^ R t a ^ ^ s ^ ^ R
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OTf^r - R^ft^m ^nr i
(3) R WOT^ ^ s ^ ^ ^ t . ^ ^ f f a T R ^ T^Ht <* ^ ^ W?OT^ft
^^^^^faH^H^T^W^f^Tt^^^^^tâTR^Fi
Tt^^R^^t^ftl
247
(9) MAXIMUM NUMBER OF PERSONS ON ATROLLY AND MOTOR TROLLY- The total number
ofpersonsincludingtrollymen.whichcanbecaniedonatrolly.mustnotexceedlO.
Onamotortrolly,thetotalnumberofper S on S mcludmgtrollymenmustnotexceed7mthecase
of 4 HP and 10 in the case of 6 HPmotor trollies.
(10) MINIMUM NUMBEROFTROLLYMEN-

(a) Onatrolly.
(0 When a trolly is run under block protection, it must be accompanied by not less than 4
trollymen.
(ii) Whenrunnmgw 1 thoutblockprotect 1 on,atrollymustbeaccompan 1 edby4trollymenon
double or single line. On such part of the line where, on account of curves, cuttings o
tunnels the view is obstructed^ on length where there are frequent tram services, extra
men must be taken from the gangs, for pushing the trolly. One or more of the regular
trollymen, who have passed the v i L n test will be used for protecting the trolly in the rear
on the double line, and on either side on single line.
(iii) On electrified sections, 5 trollymen must accompany a trolly.
(b) On a motor trolly - A motor trolly must, in all cases, be manned by not less than 4 able
bodiedtrollymen
(c) On a lorry - the minimum number of men accompanying a lorry must be 8 exclusive of
flagmen. It should be increased as required by the official accompanying lorry depending
on The type of material loaded, nature of gradient, curves, cutting etc. The official incharge
of the lorry shall ensure that the men deputed for protection of the lorry are permanent
employees who are well conversed with the rules for protection of meterial lorry
(11) Whenamotortrollyis running, thereshall be as leat 2 persons seated in front.
(12) WORKINGOFTROLLIES-
(a) Atnighttime-Duringnight,alltrolliesmustworkunderblockprotectionexceptinagrave
emergency.
(b) Workingwithoutblockprotection.
(1) When it is proposed to work a trolly outside station limits without block protection,
the official-in-charge of the trolly shall ascertain the where abouts of trains that he is
likely to encounter on the section before he places to trolly on the line.
(2) Where due to curves, cuttings, or gradients, a clear view is not available for a distance
ofl200meters;thetrollymustbeprotectedmaccordancewithG.R. 15.27. andS.R.
15.27/1.
(3) When the nature of the line is such that the Flagmen cannot be seen by the person m
charge of the trolly, the latter must arrange, before entering the section, to take with
him sufficient Gangmen with hand signals and banner flag so that the required
number of Flagmen can be provided for repeating the signals of the person in charge
ofthetrolly
(c) Specialprecautionsshouldbetakenwhileworkingtrollieswithoutblockprotectiondueto
sharp curves, cuttings, tunnels etc. are as under.
(1) The official in charge of the trolly shall advise in writting to the Station Master on
dutywhere he intends to place the trolly on line, specifying the period the trolly will
workintheblocksection
(2) On receipt of this advice, the Station Master will advise the official-in-charge of the
trolly about the particulars of running of trains, and will also issue a message to the
Station Master at the other end of the block section and also to the coaching train
stopping stations, on either side, to this effect. On the double line, the message need
only be issued to the stations in rear according to the line on which the trolly is
working. TheStationMasterreceivmgthemessagewillacknowledgereceipt.
(3) The Station Master at the station at either end of the block section where the trolly
is workmg, or the last stopping station in the case of coaching tram must issue Caution
Orders to the Loco Pilots of all trams proceeding into the block section where the trolly is
workmg.untilthetrollyclearstheblocksection
247
3TSqPT-15 ^-TW3faMoT«5rf
(4) ^ ^ ^ P ^ f ^ ^ f ^ R ^ ^ ^ l ^ ^ f ^ ^ ^ ^ ^ ^ t , ^ ^ ^
« # w ^ w ? , ^R wm^ (2) H î%cT ^ M <rfr ^ ^ ^T f^#
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^ ^ S ^ ^ ^ ^ 5 ^ ^ f ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ t ^ ^
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(*) ^ ^ ^ ^ T O ^ ^ d H M i P j ^ ^ ^ ^ H H H M i P ^ ^ ^ t ^ ^ ^ t
^H. *te sicft/srftraf « ? r ^ R w? ^ ^ ^ * ^ fotf ^t/*fte? $JT#

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*te ^ ^r <J>I*TF& wfe^tt fcr * ^ro ^R ^ T ^ ^m t eft w t <* «irc ^RT
(i) ^^^te^^ra^îte^^^^^.cft^^qsT^^^^^^^
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(ii) ^ 5 ^ ^ ^ ^ ^ ^ ^ f ^ ^ ? ^ W ^ P d f a d ^ H l f r M ^ W
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(i) f ^ ^ R ^ ^ t e ^ W T R ^ ^ ^ f t ^ t ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ P
#TCM <* ^ RR era* ^ ^ w ? * * ^ OT^f <rfr j r a l ^ f^r f^r, ^ra> <^WFI
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^ P d ^ d ^ j M ^ ^ ^ f ^ ^ w F ^ ^ ^ ^ ^ w f ^ w j ^ ^
f ^ ^ ^ l ^ ^ J M ^ ^ ^ ^ ^ q ^ ^ ^ t ^ q ^ l
248
(4) Immediately the trolly has cleared the block section the Station Master on duty at
the station where the trolly has arrrved, will cancel the message referred to in sub
clause (2) above after which the issue of Caution orders to Loco Pilots will be
discontinued.
(d) Trollies Running Together - When two trollies are running together in the same direction, they
must be kept at a sufficient distance apart so that the rear trolly may be stopped within a safe
distance if a trollymen should slip from the front trolly or if the front trolly should be stopped
suddenly On the level, or on an uphill gradient the distance between light trollies should not be
less than 100 meters and on a down grade or with a strong wind behind, it should not be less
thanlSOmeters.
(13) WORKING OF MOTORTROLLIES -
(a) AMotortrollymustrununderblockprotectionandshouldbetreatedandsignalledasatram.
A motor trolly/trollies, however, is/are permitted to follow a tram/motor trolly at an adequate
distance after advising the Station Master concerned, in accordance with the procedure laid
downmpara 14(g) below
The official in charge of the motor trolly may, during day light and if visibility is good, pass the
Outer signal at danger, after coming to a stop, and proceed with caution and stop at the next stop
signal (facing points) until hand signalled by a member of the station staff in uniform into a
vacant line. A motor trolly may also be received, after stopping the same, on an occupied line,
onhandsignalsfromthecabmorfacingpomts, as convenient.
(b) BREAKDOWN OF MOTORTROLLY -
(i) In the event of a complete breakdown of a motor trolly in the section, the trolly must be
removed clear of the tracks and the Station Master of the nearest Station advised in
writing to clear the section. The token or line clear Ticket, if any, must also be sent with
thememo.
The same procedure must be observed if, for any other reason, a motor trolly is removed
from the tracks while in the section, Once a motor trolly has been removed from the line,
itmustnotbereplacedonthelmeunlessthelmehasbeenblockedfont.
(n) Before a motor trolly is replaced on the line, intimation in writing must be sent to the
nearest Station Master stating in which direction the trolly will proceed. The Station
Master will, when the tram service permits, arrange to block the line between the two
requisite stations from a specified hour or after the passage of a named coaching orgoods
tram. A manuscript authority to proceed will then be sent of the officer in charge of the
motortrollyinthe following fonn.
"Line will be blocked for your motor trolly, form hours

minutes after the passage of
tramuntilthearrivalofyourtrollyat .
Acarboncopyofthis message shouldbekeptby the issuing StationMaster. On the single

line,Tokenor Line ClearTicketmustalsobe sentby the StationMaster.
(c) Working of Motor Trollies on single Line section where Tokenless Block instruments are
provided.
(i) The Station Master of the block station from which the motor trolly has to leave, will
obtain Line clear from the Station Master at the other end of the block section on block
telephone without the operation of block instruments. He will then prepare an
authority to enter the block section in manuscript in duplicate in the form given below,
which will indicate the Private Number obtained in support of the Line Clear obtained
from the station in advance, One copy of the same will be handed over to the official-
in-chargeofthemotortrolly
248
OW ^ ^ W *
oft
*te ^ wsn
sm^\ ^H ^H ^?H ^ ^ r ^ «erra>
im^ Hm^^^^^ît s^m 4t ^ft % wn
f%3^T ^ ^ ^ ^ t ^ f e ^ ^ ^ S T O l x T ^ t l
m^z^
m^
(ii) ^H H JR^R wti ^m arfar ^ ftn^r ^'afH'fîfTR^^f^w}

a/369(3^) ^R W a r f ^ R ^ viTP& fÎT ^ T I^ R « c T ^8TR f ^ e f f ^ . ^ *
(iii) ^MIHH^H^^HHI^^MIHH^^Hdl^'afTO'^^^^W^^
(iv) ^ I ^ ^ H ^ ^ f ^ ^ q i ^ ^ T t e ^ ^ ^ ^ q ^ ^ t ^ ^ ^ ^ ^ ^
OT^^îtO^W^^Wf^^^^^^^#q^3^^^^fe^
^ r «nera* arc* ^ ^ ^ i f i ^H w ? ^ rn^rn ^ ^mT stk ^ m3\ ^ ^
^RRTiff%WCT^|
(v) ^^^(TO)M^^)^M^^^cf^HHiwl^r4tîMi
(vi) ^ 5 ^ ^ ^ f t ^ ^ ^ ^ f ^ , ^ H W ^ ^ I ^ r i H H ^ ^ ? f M
ora f%# *to* jjicft ^r ^ ^ R ^ afcr w t. eraftRT^ ^ * *to* ^ JRS^ ^ f t
* f ^ a/369-(3^) ^R M ^ R ^ ^RT ^TT I 3 ^ ^ ^ * ^ R W * * JIRT m& ^

^ w^ ^ / 369-(3^) m ^ ftm ^m sfc ^ ^ w w s ^ r * w t f ^ ftm ^ r *nf^
% ^ ^ ^ R * -ernpr fora? w M t o w t i ^ t e ^ ^ Wpfotf ^r «*rra» ^ r a ^ if
jifcr ^ * f ^ w 14 (*r) (i) if fttfftcr %q ^ w^ TR W M t o ^ f^jT ^rm i
^ ^ ? M * M S ^ tffq *TT 3fc * * *TC c l l ^ f cT^ ^TO STeR* 3 ^ ^ S R W r T I ^ m ^
(ii) ^^^f^^M^Tân^^^^ônMîf^^ciân^^MorafeFT
249
FromS.M.
To,
Official-m-Charge,
Motor TrollyNo
You are permitted to take your motor trolly into the block section between
stations and and on arrival at
station, you are required to sign the Tram Signal Register in
tokenofyourhavmgarrived station with the motor trolly intact.
Private Number
Date
Station Master.
(11) While leaving the station, an authority on Form T/369 (3b) will be issued to pass the last
Stop signal in the 'On' position. The relevant starting signals, when free, may, however,
betaken'Off.
(in) At the receiving station, the Station Master will arrange for the reception signals to be
takenoff.
(iv) On arrival at the other end of the block section, the official-m-charge of the motor trolly
will deliver the authority to the Station Master with the endorsement that the motor trolly
has arrived complete and sign, with date and time on it. The authority will be retained by
theStationMasterandpastedmthestationdiary.
(v) OutandinreportsofthemotortrollymybegivenbytheStationMastersconcerned.
(vi) To cancel Line clear for a motor trolly, messages will be exchanged between the Station
Masters withPnvateNumbers. "Cancel last signal" signal will thenbe given
(d) WorkmgofMotorTrolliesdoublelinewhereLockandBlockinstrumentshavebeenprovided-
WhenaMotortrolly has to enter the block section the Station Master of the station from which
the motor trolly has to leave will obtain Line clear from the Station Master at the other end of
the block section on telephone attached to the block instruments, as the block instruments are
notoperated.
He will then issue an authority on form T/369 (3b) to the official-m-charge of the motor
trolly, to pass the last stop signal in the 'On' position. The Private Number received from the
StationMasterm advance> will be recorded on T/369 (3b) and it should be clearly endorsed that
Line Clear' has been obtained form the station in advance. An authority to enter the block
section on the prescribed form given in sub-clause 14 (c) (i) shall be given to the official-in-
c h ^ of the motor trolly.
At the receiving station, the 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 trolly will
deliver the authority to the station Master with the endorsement that the motor trolly has
arrived complete and sign with date and time on it. The authority must be retained by the
Station Master at the receiving end andpasted in the station diary. The station master will then
cleartheblocksectionsupportedbyaPrivateNumber.
To cancel Line Clear for a motor trolly, message will be exchanged between the Station
MasterswithPrivateNumbers.Cancellastsignalwillthenbegiven
(e) Sneed of motor trolly - The speed of motor trollies while passing over points and crossings,
irrespective of whether the trolly is running on the straight or turn-outs, shall not exceed 15
KMPH.
(f) SonngPomts-
(i) The Station Master of the station situated short of the place where spring points are
located, shall issue Caution Order to the person m-charge of the motor tolly giving the
locationofthespnngpoints.
(n) The motor trolly shall stop dead in the rear of the spring points and then proceed over
them only when they havebeen correctly set andclamped. Boards warning the existence
ofsprmgpomtsareprovided.
249
(i) « s k ^ f ^ t ^ ^ ^ q ^ ^ s ^ i % # ^ (&TCM) if fotf Tjrif Rcfa

^ ^ ^ ^ f % # 3 R 1 ^ 5 ^ ^ ^ ^ f ^ I ™ 3 3 k ^ ^ l ? R ^
^ ^ ^ 3 r R ^ ^ 5 ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 3 R i ? i f R r w f % ? i
(ii) ^ OTRR ^ f ^ ^ ^ i f j ^ ^ ^ ^ s ^ ^ r <J>I*TF& ^ r f ^ i t ^fecr
T ^ W ^ R T ^ ^ 3 R ^ R W ^ | ^ 5 ^ 3 R ^ R ^ ^ ^ 2 J T f i R f
^ ^ ^ | 3 R ^ R ^ ^ q R 3 R ^ ^ ( q ^ ) ^ ^ ^ ^ H W ^ W ? M
afk ^ oft ^ ^ r cra> * t e ^ f t * ^ R R R T ^ ^ f ^ t <* urcr ^ f t ora cra> i% ^
3 R ^ ^ ^ ^ ^ q ^ ^ , ^ ^ ^ ; ^ O T ^ ^ ^ ^ ^ w ^ # q
*TT|
(iii) f ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ ^ f ^ T O * ^
RRT ^m I 3R^RT *fc* ^ \ <* <n$m% q * R R T <ti ^T f%R^ ^ '3Rf f ^ m if TR
^ <*ftp?M ^ R W^ a/369-(3^) ^R ^RT RRT ^ T I
(iv) ^ ^ 3 R T ^ ^ ^ ^ ^ 3 R c * ? ^ ^ ^ ^ ^ ^ F r ^ TO*R ^ ^
w ? JJRT 3R^RT * t e sicft/srftrif ^ i%# *ncft ^ R ^ , i % w ^r 'affqr ^ ^
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W ^ ^ R i f ^ ^ ^ ^ ^ ^ l ^ ^ ^ ^ t
STftrif ^ JRSTR ^ ^ ^ ^ T (^ST-^8T) 3 R c ^ ? ^ W ^ , f ^ ? ^ W ^
era cra> ^ f 4t VJTTM ^ cra» i% affiR 3 ^ ^ ( w t i p r ) *te* ^ OT ^ ^ I an* ^ R
5T^R ^ <* *HcT ^8T-^8T f^JT ^ T s k <RR cCT ^ ^ ^ t f <* ^ t f%TO

^SR^f if ^ f RRT ^RRT I W t ^FJR OT^ ^ R R i f ^ R ^ l ? t ^ f 3 R T ^ ^
^ ^ ^ ^ ^ w ^ ^ q ^ ^ ? ^ w ^ 3 # w i f ? j ^ ^ ^
W ^ R ^ 3 k ^ 3 f f ^ 3 R / R % ^ 5 ^ ^ ^ ^ ^ ^ W ^ O T i f ^ ^ ^ |
(vi) ^ 3 R T ^ ^ ^ ^ ^ s ^ ^ % ^ ^ 3 ^ ^ £Tftraf ^ R ^ f t j?f eft
^ ^ W ? W^ .ppfotf ^ r f ^ R T <*ftp?W ^ £Tcft 3FJWR' fWR ^ n a k ^
W^ ^TT cTSTT sffcFT ^TR? ^Tcft 3> ^F4^R> W R ^ ^ STJWR' ^R W ?R? ^ 3 ^TT
"3TfaT*fc*£Tcft"|
5Rfe R R ? ^ ^r W R R T ^ I ^ R T S R ^ T ^ ^ ^ ^ ^ ^ W ^
SF$ ^ ^ m # q *TT I ^ ^ ^ ^ ^ ^ q * F R T 3R^ ^ ^ <* ^ t
^ ^ ^ ^ R ^ ^r ^\ s^m^ ^ ^ R * sFrrn ^ w ^ mm W T ^ t f^R^
^îfâ^^^^^^f^^^^te^rt^T^^^t^^^^
Sm^ ^ WW ^ ^ i f cjv* ^ ^ | ^ ^ TR^R 3R^ ^ ^ ^ ^ ^ ^ R ^ ^ ^9H
3ff^T ^ t e ^ ^ ^Rf^RT ^ r f ^ R T W ^tm^ ^*U f% ^ ^ t ^TefT ^ ^H

mVpti^?J$m^%,^tfM\ ^ R ^ W ^ f if 3RT s ? M ^ 5fR ^ff ^ ^
f^W?f|
(vii) ^ ^ ^ ^ ^ ^ R ^ a R T ^ R ^ f t ^ f e ^ ^ ^ R r a ^ ^ R ^ ^RFR ^ ^ 13
^ T5q ^ (^) (i) 3 k (ii) * Wf^ff ^ ^RR ara^T RRT ^RT xirf|lj |
3R7R^(wfl^)^^^^^îf^^?t^R^^^q8T^3FR^^
xTT%J 3 k ^f^TRr ^ I ^ R T ^T ^ ^ f t 3 ^ F R ^ ^ R ^ ^ T%^ ^ R ^ ^ t ^
îfWr^d^Hlk5RT^|
^ 3 R r ^ ^ ^ ^ f e ^ ^ ^ ^ ^ ^ 3 R 7 R % ^ ^ ^ ^ ^ ^ ^ 1 ^ R t
250
(g) AMotorTrollvfollowmgaTramoranotherMotorTrollv-
(0 A motor trolly may follow a fully vacuum/air braked tram or another motor trolly in the
same block section dunng day tight hours and clear weather only both on the single and
double tine sections. When motor trolly follows a tram or another motor trolly at
minimum distance of half a kilometer should be kept with the tram or trolly to be
followed.
(ti) For this purpose, the Official-m-charge of the motor trolly shall obtain a "Motor Trolly
Permit" from the Station Master concerned before entenng the block section. The Motor
Trolly Permrt shall be prepared in duplicate by carbon process. One copy will be retained
by the Station Master issuing the permit and the other will remain in the custody of the
official-m-charge of the motor trolly till the next block station in advance is reached,
wherethispermitshallbehandedovertotheStationMasteronduty.
(in) The last Stop Signal shall not be taken 'Off for the motor trolly following a tram or
another motor trolly. An authority on Form T/369 (3b) to pass the same in the 'On'
positionshallbeissuedtotheofficialmchargeofthefollowingmotortrolly
(iv) After complete arrival of the tram of the preceding motor trolly at the station in advance
the StationMaster may receive the followingmotortrolly/trollies by taking offsignals on
an unoccupied line, or take off the calling on signal or green hand signal the motor
trolly/trollies on an occupied line, as convenient.
(v) The'Out'reportfortheprecedingtrainormotortrollyshallbegivenandacknowledgedm
the usual manner and advice shall also be given at the same time of the number of trollies
thatwill follow.
The time of departure of each of the following motor trollies shall be given
(together) to the station in advance after the last motor trolly had left the station the rear.
The "In" report of the preceding tram or motor trolly shall not be given, until the last
following motor trolly has arrived. The time of arrival of the preceding tram or motor
trollyandthetimeorarrivalofeachofthefollowingmotortrolliessupportedbyaPnvate
Number shall be given together and recorded in the Tram signal Register of the
despatching and receiving stations.
Where token instruments are in use the token received from the preceding tram or
motor trolly shall be kept in the safe custody of the Station Master on duty and inserted in
theblockinstrument,onlyafterthearnvalofthelastfollowmgmotortrolly
(vi) If there is more than one motor trolly to follow a preceding tram or motor trolly, the
station Master will prepare and hand over a " Motor Trolly Permit" to each official-m-
chargeandwill add the words, "Last Motor Trolly' on the permit of the official-m-charge
ofthelastmotortrolly
Each Official-inchajgeofmotortrollywill handover the trolly pemiitto the Station
Master on duty at the station in advance. The Official-m-charge of the last motor trolly
besides handing over the trolly permit to the Station Master on duty at the station in
advance, will also sign the Tram Signal Register in token of his motor trolly having
arrived intact indicating the time of arrival. The Station Master of the station in advance
willonlythenclearbacktheblocksection.
The Official-m-charge of the last motor trolly will ensure that his trolly is the last
one to arrive at the station, even if the order of the other trollies is changed enroute due to
anyreason.
(vn) In the event of a breakdown of the preceding motor trolly both on the single and double
lines, the provisions contained in sub-clause (b) (i) and (ii) of Clause 14 above must be
complied with.
In the case of a breakdown of the following motor trolly in section, it must be
removed clear of the track and the official mcharge must sent an intimation in writing to
theStationMasteroftheneareststationtothiseffectalongwiththe'MotorTrollyPermit.'
IfthebreakdownoftheprecedmgmotortrollythisadvicemaybesenttotheStation
Master of the station in advance through the official-m-charge of the following motor
trolly.
250
s^ft <*<J>I*TF& wfe^tt ^t ^ R f^m fef^ ^ ^ w ofr tf a #q ^ 3k 3^P% *fc*

S^ft ^ <J>I#TF& W t e & ^ fops ^ ^ R * 3 ^ m 3^R UTCT ^ ^ £Tcft 3RJOT
^ ^ ^ ^ ^ ^ R ^ f ^ ^ ^ ^ ^ i f t i
^ ^ ^ O T ^ ^ ^ ^ f ^ i t ^ ^ l f H ^ ^ ^ W ^ ^ ^ ^ ^
S^ft <* <J>I*TF& ^ r f ^ f ^ t <*T * f t ^ 3 k ^ R M if jjlcft ^.H.6.02/3 3tk ^.FT.6.02/4 <#
S^KxMljvflTfrftl
fa) ^ r a ^ : a r r e t s RHH&HI ^ K M i t ^ f e ^ ^ ^ q R R i t i % # ^ t ^ ^
^ ^ ^ ^ ^ ^ ^ ^ ^ ^ l ^ ^ a m f ^ i t O T ^ ^ ^ t a R ^
(follow) ^ <* ftp? ^ a *Tft ^ 5 ? ^ ^ M T 3 T O ^ j?T eft, « c T ^ ^ W ^ t <* ^
sr^ ^ <* sraRfa ^ ^ffl^-y^ ^ a f f ^ f c p «*rra» t % ^ w f e ^ f^TT
wteti ^ l ^ k t <rfr arPcm ^ f % r o * f ^ M t o #/369(3^) ^RT t%^ ^ R T

Tfcx ^ \ * wf^RT T R i t o ^ ^TCM * ^ atfemfe^ f % ^ f f * ^ k f f ^r ^ w
^ 1 * an* ^ t i s t r e w n «erra» RRCT <* apfFfa * t f <sr ™ R T ^ ^ ^ ^
fa) ora ^ jJTcft ^ f % # ^ t / ^ * ^ ^ m q% eft f^FTffecr ^ f f <ST TO f^JT
(i) Tfct ^ \ fM\ q * f ^ t <* m ^ if jfrft fo^ UTCT s ^ ^ 3 ^TT I ^ ^R

Wfa W T if ^ F R T ^ t ofT f% W W W f ^R £Tcft <tff ^ H * SSI* if w f
iff I OT^ ^ t / ^ ^ f t «efR> #TCM it ^RFTC f ^ f v ^ t ^ f% *fc* s ^ 3F1^
(ii) ifcz ^ \ $ W f ^ t ^ I ^ R T ^ ^ ^ f JCTRtRi <tf ^R ^fR^ ^ T ^ T ^ R ^ t

^ ^ ^ | ^ ^ ^ ^ - ^ ^ ^ ^ W ^ ^ R ^ ^ t % ^ i f ^ ^ ^ ^ W ^ ^ i t
14. i M 5 W 3 -
(^) ^ H ^ ^ H ^ ^ ^ ^ R t ^ ^ ^ : - ^ ^ f % # ^ R r ^ t ^ H ^ ^ H ^ ^ ^ ^ R ^ R ^ ^ t
eft ^ ^ arf^R^ ( ^ qsT) ^ W f ^ ^Rf^RT ^ I ^ R T ^ ^ ^ ^ ^ t fe%cT ^ ^ ^TT 3tk
^ ^ R ^ % f % ^ 3 ^ ^ ^ ^ ^ R ^ | ^ R c T ^ ^ ^ ^ ^ r ^ f ^ R ^ ^ T ^
^rf^ft <tfr ^ ^ feij ^ s ^ *Kti * f^ ftmeff ^t 'afro' ^ t ^ wrt^R ^ ^ r ^ w ^ t
^^W^^RRf%^^^^^^1^f^^^^f^Wl^t3k^^%^^q8T
^ ^ l ^ ^ ^ ^ t l f ^ ^ ^ ^ ^ ^ ^ R ^ ^ ^ f ^ ^ f ^ ^ ^ f M ^ ^ ^
(^) (i) ^RTWOTfîtÔTft^Rfftl

(ii) ^ f ^ ^ ^ ^ ^ ^ ^ R f t ^ ^ ^ t ^ ^ f ^ ^ ^ ^ l ^ R r ^ ^ r ^ ^ R ^ R r ^ ^
^^WR^^^^^^W^f^?tt%W^^RT^f^,t%#^t^t^f^
^f^RT ^ I ^ R T ^t f ^ f v^R ^ ^Rf ^ SM^^ <ti k^fR # W m ^ T ^fR^
f ^ R W ^ ^ t ^ ^ ^ M ^ ^ t ^ l
251
On the single line section, the official-m-charge of the preceding motor trolly will also
hand over to the official-m-charge of the following motor trolly, Line Clear Ticket or token as
the case may be, which shall be handed over to the Station Master at the station in advance by
the official in charge of the following motor trolly in addition to the "Motor Trolly Permit" in
his possession.
Once a motor trolly has been removed from the track it must not be replaced unless the
lmehasbeenblockedforthepurpose.
(h) Working of Motor Trolly during total interruption of communications - If there is total
interruption of communications, the Station Master on duty must advise the official-m-charge
ofthemotor trolly ofthe same andthemotortrollyshallbeworkedinthesectioninaccoidance
with S.Rs. 6.02-3 and S.R. 6.02-4.
(i) RunningofmotortrollyonAutomaticSignallmgsection-
(a) NormallyMotortrollyshallbeallowedtorunonAutomaticsignallmgsectiondunngday
light hours and clear weather following a tram only. At night or in emergency or when
there is no tram to follow, if it becomes necessary to run a motor trolly, Automatic Block
system shall be suspended by exchange of messages supported by Private Numbers
between the Station Masters ofthe Stations concerned. After obtaining Line Clear' from
the station in advance supported by a private number, an authority in form T/369(3b) for
last stop signal shall be issued to the official in charge of motor trolly. The official in
charge of motor trolly shall proceed following the aspect of other automatic signals in the
section. Working of trains on Automatic Block system between the stations concerned
shall be resumed only on receipt ofthe arrival report ofthe motor trolly supported by a
PrivateNumberfromthestationmadvance.
(b) When the motor trolly is required to follow a tram/light engine, the following conditions
shallbeobserved-
(i) The motor trolly shall be under the charge of an official holding necessary trolly
permit it shall carry adequate number of trolly men so as to enable its being
removed bodily from the line in case of necessity. Only when the motor trolly
reached the station ahead, the next tram/light engine will be permitted to enter the
block section.
(n) The official in charge ofthe motor trolly shall also be cautious and vigilant while
negotiating points and crossings. In the interest of safety, he shall stop short ofthe
points and ensure their proper setting before proceeding slowly over them. Where
the route is set against the toolly, he shall arrange for the trolly to be lifted and
placedonthe correct line.
14. Working of Lorries -
(a) Working of a lorry within station section - Whenever a lorry has to work within station
section, the SE (P. Way) or other official m-charge ofthe work will advise the Station Master in
writing specifying the period during which it will work. The Station Master on duty, when
grantingLineClear'orauthonsmgthetakmg'off of signals for the reception and despatch of
trains, will personally satisfy himself that the official-m-charge ofthe lorry is advised and that
the lony does not fall thepathoftrains.
(b) Running of lorries-
(i) Alorryshallnormallyberundunngdaylighthours.
(n) A lorry may be worked without block protection when the official-m-charge, before
putting a lorry on the line, has ascertained from the Station Master on duty whether line
clear canbeobtamed for the lony without causing detention to a tram, and if no detention
would be caused, Line clear should be obtained. If line clear cannot be obtained without
causing detention to a tram, the official-m-charge ofthe lorry, after considering the
urgency ofthe work to be done, should decide whether to place the lorry on the line
without lineclearbeingobtainedorwaituntillineclearcanbeobtamedforit.
251
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252
(iii) Notwithstanding the provisions above, a lorry shall invariably be worked under block
protectionwhen
(1) it is necessary during an emergency to run it at night or when the visibility is restricted
duetodust,storm,fog,rainoranyothercause.
(2) itisloadedwithrailsorgirders.
(3) itisloadedwithspeciallyheavymaterialswhichcannotbereadilyunloaded,and
(4) Whenitisworkingincertainsectionswithheavycurves,cuttingsoronghatsections.
(iv) In circumstances other than those mentioned in item (iii) above, the following precautions
mustbetakenwhileworkingamateriallorrywithoutblockprotection,sub-para(2)to(g)are
retained.
(1) Whentheofficial-in-chargeintendstoplacethelonyonthelineinmidsection,heshall
issueamessageonfieldtelephonetotheStationMastersofthestationsoneithersideon
single line and the Station Master of the station in rear on double line indicating the
exact kilometerage where he will be placing the lorry on the line. This message shall be
supportedbyaPrivateNumber.
The Station Master who receives notice about the lorry to be put on line shall inform the
official-in-charge of the lorry about particulars of trains which are expected to run on
thesectionandalsothetimeatwhichthelorrycanbeplacedontheline
When permission has been asked to keep the lorry on line from the block section, the
Station Masters shall block the line and issue a message to the official-in-charge of the
lorry intimating that the line has been blocked for the lorry. This message shall be
supportedbyaPrivateNumber.
The Official-in-charge of the lorry shall under no circumstances 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 Masters
concerned in regard to the issue of Caution Order, or a message on telephone supported
by a Private Number to the effect that the line has been blocked when the lorry is kept
online from the section.
TROLLY/LORRY NOTICE
(Working without Line Clear)
NoticeNo Station
Date
To, Station Master (Station) Trolly/Lorry No.
is required to work between
and stations at
Kms. from hrs. to hrs. It will
leave Station at hours of this day for
station/kmNo.
Official-in-charge
To,
The Official inchargeofTrolly/Lony
Trams due to arrive/pass this stations at hours have actually done
so except:
TrainNo is minutes late.
I have exchanged advice with station and shall
issue Caution Order to all Loco Pilots until I receive advice of the removal of the
trolly/lorry.
* The line has been blocked for your Trolly/Lorry between
stationto station on UrVDWn
line and the block will be removed only on receipt of the removal report of the
Trolly/Lorry
PrivateNo.
Station Master
*Applicablewhenpermissionis given on the telephone.
252
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253
(2) On receipt of this notice, the Station Master will indicate the particulars of trains
running on the section as shown in the form.
(3) The Station Master will then issue a message to the Station Master of the station at
the other end of the block section indicating the time and kilometer where the
matenallorrywillbeworking.
(4) On receipt of this message, the Station Master concerned will issue Caution Orders
mentioning the particulars as indicated under sub-clause (4) above to all trains
proceeding into the block section in which the lorry is working without block
protection.
(5) The above Caution Orders will continue to be issued till the removal report in the
prescribed form or through the field telephone supported by a Private Number has
been received from the Sectional Engineer (P. Way) or the Official in charge of the
material lorry and the 'lorry removed from the section' signal has been received and
acknowledged.
REMOVAL REPORT
Reference : Trolly/Lorry Notice No Date
Trolly/Lorry No. arrived at was
removed from the track at km at hours.
RemovalReportreceivedat hours.
StationMaster Station.
* Private No
Official in charge
* Tobegivenwhentheremovalreportisgivenonfieldtelephone.
(6) AmatenallorrymustbeprotectedmaccordancewithG.R. 15.27 andS.R. 15.27/1.
(7) Onreceiptofthismessage(ofLorryworkingwithoutblockprotection),theStation
Master concerned will issue Caution Orders as indicated under sub-clauses (4) and
(5) above, to all trains proceeding into the block section in which the lorry is
working to restrict the speed so as to enable the Loco Pilot to stop short of the km,
where the lonymightbe working, onobservingthe danger signal.
In case, there is a gradient of 1 in 200 or steeper, additional speed restrictions must
be recorded in Caution Order issued to the Loco Pilots of goods/material trains
proceeding in that direction. The speed restriction shall be B.G./MG 40 KMPH and
N.G.25KMPH.
(8) When temporary single line working is introduced on a double line section, no
material lorry shall be allowed to work in that section except in case of an
emergency.
(c) LORRIES FOLLOWING ONE ANOTHER - When lorries follow one another, a
minimum distance of 100 meters should be kept. This should be increased by the official-
m-charge of the lorry as required m accordance with gradient andotherlocal conditions.
(d) WORKING OR LORRY DURING TOTAL INTERRUPTION OF COMMUNICATIONS -
Material lorries shall not be allowed to enter a block section when there is total
interruption of communications. If, however, in a grave emergency, it is necessary for a
materiallorrytoenterablocksectionwhenthereistotalmterruptionofcommunications,
it is the responsibility of the official-m-charge of the material lorry to have it protected in
accordance with the provision of GR. 15.27 and S.R. 15.27/1 and subclauses (c) (ii) and
(in) of Clause (12) above.
(e) On double line, material lorries must go out on the right line and if necessary, they must
push back on the same line. On no account a lorry must be transferred from one line to
anothermablocksection.
253
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254
(15) ADJACENTRtJNMNGLINESNOTTOBEFOULED-
(0 When working a trolly, motor trolly or lorry on the double line section, if the same is removed
fromthe rails intheblock section, it shouldberemovedinsiwhaway that the adjacent ruxming
lines arenotfoidedor infringed.
(ii) In the case of lornes working in the block section on double line, when material is
unloaded,itshouldbe ensured that no running line is folded.
(16) WHEN VISIBILITY IS IMPAIRED-when a trolly or lorry is working on a block section during
day whhout block protection, if the visibility is impaired due to ram, dust, storm, fog, or any other
cause, the trolly or lorry should be removed from the line and should not be replaced until the
visibility is adequate.
(17) UNAUTHORISED PERSONS ON TROLLY/MOTOR TROLLY/ LORRY- Persons
authorised to work a trolly, motor trolly or lorry shall not take anyone with them on trolly/motor
trolly/lorry unless employed on the Railway, and then only if duty requires, it, except in case of
sickness or other emergency, when areport should be made to their Divisional Officers.
(18) CONVEYANCE OF MOTOR TROLLES. TROLLIES AND LORRIES IN TRAINS- Motor
trollies and trollies may be carried m the brakevans of goods and mixed trains, and also by passenger
trains if there is room and provided the loading and unloading can be done without delaying the
passenger tram and they are not likely to cause damage to the packages in the van. Lornes will
ordinarily be earned in the brakevans of goods and mixed trains and on sections where goods
services are insufficient, by passenger trains, provided the conditions for the carnage of trollies
andmotortrolhesbypassengertrains are fulfilled.
S.R.15.18/2.Workm g ofDollvs-
(1) Subject to their certified competent, all inspector and Mistnes of paramount way or
permitted to usedollys.
(2) Certificate of competency shall be issued by the SSE (P. Way), mcharge of the section who must
satisfy himself that the person to whom competency certificate is being issued is fully
conversant with the rules for the working of rail dollys and is also well acquainted with the
concernedsection.
(3) Thepermitwillonlybeissued,aftertheperson,inwhosename,itis,issued,hasbeenexamined
anddeclaredtobeconversantwiththerulesforworkmgofdollys.Thepermitshallbevalidfor
a period of one year from the date of issue. It shall, therefore, be renewed annually after the
personholdmgithasbeenexammedasmentionedabove.
(4) Each dolly must have marked on it, the number, designation and code-mtials of the head
quarter station of the official, to whom it is allotted, painted m white letters, conspicuously.
(5) Dollysshouldalwaysbepushedandnotpulled.
(6) Dollys shall normally be worked during day light hours. If it is necessary to work at night,
itshallbeworkedunderblockprotection.
(7) The official-m-charge of the dolly, while approaching a level crossing should look out for
road traffic and ensure safe passage of his dolly.
(8) EaummentofDollvs-
(i) FollowmgequipmentshouldbeprovidedonDollyswhenplacedonrunnmgline.
(a) During the day time a red flag, fixed to a staff of not less than 180 cm. in height
shouldbe displayed on each dolly so as to be clearly visible.
(b) During the night, a light shall be placed to show conspicuously, on the double line,
white to the front and red to the rear and on single line, red both to the front and the
rear.
(n) A portable field telephone in working order must be earned with the m-charge of dolly
when dollysareput on track.
(9) Minimum number of Dollvmen - A minimum number of 3 dollymen should man each dolly
exclusiveofflagmentoprotectthemwithflagsanddetonators.
254
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255
(10) SystemofworkingofDollys-
(a) Atnighttimealldollysmustworkunderblockprotection.
(b) Working of dollys within station section - Whenever a dolly has to work within Station
section, the official-in-charge of the Dolly will advise the Station Master in writing
specifying the line and the period during which it will work. The Station Master on duty
before authorising taking "Off of signals for reception and despatch of trains, will
personally satisfy himself that the official incharge of the dolly is advised and that the dolly
does not foul the path of trains. Button/Slide/Lever collars shall be used on those
button/slides/leavers governing the signals of the line on which dolly would be working.
ThespeedofDollywillnotexceedSKMPHatanytime.
(c) WorkingDollysinBlocksectionwithoutBlockprotection-
(i) Dollys shall normally be worked without block protection. When it is proposed to
workdollysoutside the station section, without block protection, the official incharge
of the dolly shall ascertain the where abouts of trains that he is likely to encounter on
thesectionbeforeheplacesthedollyontheline.
(ii) Where due to curves, cuttings or gradients, a clear view is not available for a distance
of 1200 Meters, the dollys must be protected in accordance with G.R. 15.27 and SR
15.27/1.
(iii) When the nature of the line is such that the flagmen cannot be seen by the person
incharge of the dollys, the later must arrange, before entering the section, to take with
him sufficient number of Gangmen with hand signals and banner flags so that the
required number of flagmen can be provided for repeating the signals to the person in
chargeofthedollys.
(iv) If the visibility is impaired due to rain, dust, storm, for or any other cause the dolly
shall be removed from the line and should not be replaced untill the visibility is
adequate.
(v) On the sections enlisted under Rule SR 15.18/1 (12) (d) (i) special percautions should
be taken as in SR 15.18/1 (12)(d)-(ii) 1 to 4, when working dollys without block
protection due to sharp curves, cuttings tunnels etc.
(vi) Dollysshallinvariablybeworkedunderblockprotectionwhen-
(a) itisnecessaryduringanemergencytoworkitatnight.
(b) thevisibilityisrestrictedduetodust,storm,fog,rainoranyothercauses.
(vii) During total interruption of communications or when TSL working is in force on a
Double line section Dollys shall not be allowed to enter a block section. In case of
extreme emergency, if it is indispensable to work dollys, the person incharge of dolly
should arrange for protection as in G.R. 15.27 and S.R. 15.27/1 and ensure that the
speedofthedollydoesnotexceedSKMPHatanytime.
(11) ModeofworkingDollvs-
(i) For carrying of single rail, 2 rail dollys shall be used and for transporting a 3 rail panel 6
number of rail dollys shall be deployed. The minimum number of dollymen shall be 3
(three) per dolly.
(ii) Raildollyshouldrunonthecessrailincaseofdoublelinetoensuresafetyofadjacenttrack.
(iii) As soon as the train is sighted, the dolly shall be instantly released by the release lever arm
fromtherunninglinethusallowingtherailtodropontheballastshoulderfar away from the
running line. Simultaneously the rail dolly is turned over and all infringements cleared
before the passage of the train. All these operations normally should not take more than 2
minutes.
(12) OnGhatsections,raildollysarenottobeworked.
15.19. Red flag or light to be shown - Every lorry or trolly when on the line shall show a red flag by
day and a red light by night, during thick, foggy or tempestuous weather impairing visibility or in a
tunnel in the directions from which a train may come.
255
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256
15.20. Equipment of trolly, lorry or motor trolly - Each trolly, lorry or motor trolly shall have the
following equipment -
(a) Two hand signal lamps.
(b) Two red and two green hand signal flags,
(c) Sufficient supply of detonators,
(d) Achainandapadlock,
(e) a copy of the Working Time Table and all correction slips and appendices, if any, in force
on that section of the railway over which to trolly, lorry or motor trolly is to run,
(f) a motor horn and a search light (for motor trolly only),
(g) two banner flags (for lorry only), and
(h) such other articles as may be prescribed by the Railway Administration in this behalf.
Note : The Official-in-charge of the trolly, lorry or motor trolly shall also be in possession
of a watch in addition to the prescribed equipment.
15.21. Efficient brakes - No lorry or trolly shall be placed on the line unless it is fitted with efficient
brakes.
15.22. Qualified person to be incharge of lorry or trolly when on the line.

(1) No lorry or trolly shall be placed on the line except by a qualified person appointed in this
behalf by special instructions.
(2) Such qualified person shall accompany the lorry or trolly, and shall be responsible for its
proper protection and for its being used in accordance with special instructions.
15.23. Attachment to train prohibited - No lorry or trolly shall be attached to a train.
15.24. Time of running - A lorry shall ordinarily be run only by day and when the weather is
sufficiently clear for a signal to be distinctly seen from an adequate distance, which shall never be
less than 800 meters.
15.25. Motor Trolly -A motor trolly shall only be run in accordance with special instructions.
15.26. Protection of trolly on the line - The qualified person in charge of a trolly shall, before leaving
a station, ascertain the whereabouts of all approaching trains, and shall, when a clear view is not
obtainable for an adequate distance.
(a) On a single line, in both directions, or
(b) On a double line, in the direction from which trains may approach, take such precautions
for the protection of his trolly as may be prescribed by special instructions.
15.27. Protection of lorry on the line-

(1) Whenever it is proposed to place a lorry, whether loaded or empty on the line, the line
shall if it is possible to do so, without interference with the working of trains, be blocked
undertherulesforworkingoftrains.
(2) Except under approved special instructions, when the line has not been so blocked and a
lorry whether loaded or empty is placed on the line, the lorry shall be protected.
(a) On double line, by one or two men as required, at a distance of 600 meters on the
Board Gauge and 400 meters on the meter Gauge and the Narrow Gauge, carrying a
banner flag across the track and another man plainly showing a Stop hand signal at
a distance of not less than 1200 meters on the Broad Gauge and 800 meters on the
Meter Gauge and the Narrow Gauge from the lorry in the direction from which
trains may approach, or
256
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15.28. erTfM^^Tftr^^y^^^^-êrT^^^T^^^^^f^^^^^.cra
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257
(b) On single line, by one or two men as required, following and preceding the lorry at a
distance of 600 meters on the Broad Gauge and 400 meters on the Meter Gauge and
the Narrow Gauge, carrying a banner flag across the track and another man plainly
showing a Stop hand signal at a distance of not less than 1200 meters on the Broad
Gauge and 800 meters on the Meters Gauge and the Narrow Gauge from the lorry
on either side.
(3) Each man so following or preceding the lorry at a distance of 1200 meters on the Broad
Gauge and 800 meters on the meter Gauge and the Narrow Gauge shall be provided with
detonators and place three on the line, 10 meters apart, immediately the lorry comes to a
stand for the purpose of either unloading or loading or should any train be seen
approaching, and continue to display the Stop hand signals.
(4) The man or men carrying the banner flag shall immediately fix the banner flag across the
track immediately the lorry comes to a stand or a train is seen approaching and continue
to display the Stop hand signal.
(5) In all cases where the Flagmen in advance or in rear cannot be kept in view from the lorry.
additional intermediate Flagmen shall be posted to relay the signals.
(6) The Stop Signals and detonators shall not be removed until the Flagmen have received
the orders to withdraw them from the official-in-charge of the lorry.
S.R. 15.27/1. Protection ofLorrv on the line - When a lorry, whether loaded or empty, is placed on the
line, withoutblockprotection, the lonyshallbeprotected:
(a) On double line, by two men at a distance of 600 meters on Broad Guage and 400 Meters in
M.G. & N.G. carrymg a banner flag held with staff of 2 meters height across the track and
another man plainly showing a danger hand signal at a distance of not less then 1200 meters on
B.G. and 800 meters on M.G. & N . G from the lorry in the direction from which trains may
approach.
(b) On a single line, by two men, following and preceding the lorry at a distance of 600 meters on
B.G. and 400 meters on M.G. & N.G. carrying a banner flag held with staff of 2 meters height
across the track and another man plainly showing a danger hand signal at a distance of not less
thanl200metersonB.G.and800metersonM.G.&N.G.fromthelorryoneitherside.
(c) Each man so following or preceding the lorry at distance of 1200 meters on B.G. and 800
meters on M.G. & N.G. shall be provided with detonators andplace three on the line 10 meters
apart immediately the lorry comes to a stand for any purpose or should any tram be seen
approaching, and continue to display the danger hand signal.
(d) The men carrying the banner flag shall immediately fix the banner flag across the track
immediately the lorry comes to a stand or a tram is seen approaching, and continue to display
thehanddanger signal.
(e) The danger signals and detonators shall not be removed until the flagmen have received the
orders to withdraw them from the official in charge of the lorry.
(f) When the nature of the line is such that the flagmen cannot be seen by the person in charge of
the lorry, the latter must arrange, before entering the section, to take with him sufficient
gangmen with hand signals so that the required number of flagmen can be provided for
repeatingthesignalstothepersonmchargeofthelorry.
(g) Station Masters at both ends of the block section enter remarks in the Tram Signal Register
showmgthetimeatwhichthelorryenteredandclearedtheblocksection.
15.28. Lorries and trollies out of use - A lorry or trolly when not it use, shall be placed clear of the
line, and the wheels thereof be secured with a chain and padlock.
257
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*ftR^ ^ ^ 3 i f t * t f *Hft fr!ta 3rj^?T. ^ c l ^ravT#" f ^ R T ^ t ^ f^T
258
CHAPTER-XVI LEVEL CROSSINGS
CHAPTER-XVI
LEVEL CROSSINGS
16.01. Knowledge of signals - No person shall be appointed to be a Gateman unless he has a

knowledge of signals.
S.R.16.01/1. Gateman Competency Certificates - No person shall be appointed to work as a Gateman

unlesshe is inpossessionofacertificateofcompetency. This certificate shallbe issued aspertheguidlines
givenbelow:
(a) Every Gateman shall be tested by SE (Engg.) or Traffic Inspector as the case may be, and issue
a certificate of competency in the from given below before he is put to work independently
whichshallbevalidforapenodtothreeyears.
CERTIFICATE OF COMPETENCY
Certified that I have examined Shri s/o in Ms duties of

Gateman at level crossing gate no He is also conversant in the use of hand
signals, detonators and other safety equipment provided at this gate. He is also conversant with
the procedure to be adopted during abnormal conditions at this gate. This certificate is valid for
threeyearsfromthedateofissue.
Place
Date
Signature
SE(Engg)/TI
(b) In addition to the above certificate, every Gateman shall be issued a certificate of training by
theinstructormchargeoftheTrainingSchoolafterpassinginitial/refresher course.
(c) The competency of Cabmmaster/Cabmman/Leverman regarding working of the gate
should be checked at ZTC/DTC. The competency certificate should include their
competency regarding operation/working of the gate also.
16.02. Supply and care of equipment - Every Gateman shall -

(a) be supplied with day and night hand signals, detonators, and other prescribed
equipment, and
(b) keep such signals, detonators and other equipment in proper order and ready for use.
16.03. Road Traffic -

(1) Subject to such special instructions in that behalf as are permitted by these rules, all gates
at level crossings shall be kept constantly closed and securely and fastened across the
thorough fare on both sides of the railway and shall only be opened when it is necessary
and safe to open them for the passage of road traffic:
Provided that any Railway administration may from time to time issue special
instructions for any particular level crossing or class of level crossing and may by such
special instructions permit the gates at any level crossing or class of level crossing to be
normally kept open to road traffic and may therein prescribe the conditions under which
gates are to be kept closed against road traffic for the passages of a train or trains or for
the purposes of any other railway operation; and all such special instructions so long as
they be not cancelled or superseded shall for the purposes only of the Railway
Administration issuing the same be deemed to be General Rules within the meaning and
subject to the provision of section 60 of the Act.
258
3FIPM6 wm
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W J R ^cTT ^RTT ^ Sfh ^ ^ t 3TT ^ I?t eft 3 ^ ^ ?T2T Rf*FfcT f ^ T ^ # f^R
(4) RJRT W T R m ^ ^ ^ t ^ ffrti w ^ ^ <tf fr?W ^m^n ^ % crt ^ f w ^
^.16.03/1.
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WTO <* f^T ^ T WT W ^ W T t *fe R W w f ^ ^ f e ^ ^ cft-
(i) M R W $ O T * w r f ^ * |
(ii) ^ ^ W W ^ W - W W ^ ^ ^ « ( f ^ C T t f ^ ) ^ ^ f ^ ^ ^
f % ^ ^ W R W ^ f * ^ M W i ^ t ^ W f W ^ # W t e f f l
(iii) ? M f T O ^ <4zM ^ I d , R i i M ^ I W T ^ f # f f xnfll? |
(iv) W R i ^ ^ ^ T O ^ ^ r t ^ ^ M ^ ^ w n ^ ^
(v) ™ R w ^ m ^ r ^ H ^ M #% xuft*fcrcrtrantf ^ ^ t cfrtf fonaff if ^ *

(vi) îfrie^^^^cnW^f^^^^cfrf^êfMlP^^Tâ^w^wTefTef
^l^HMK^^STR^STOr^^^^P^HMlf^l
(vii) W M W ^ ^ ^ q ^ ^ ^ ^ ^ ^ l ^ f ^ ^ ^ ^ ^ ^
(^T) W f W R l ^ ^ ^ W ^ a ^ W M ^ t o w t w f e r f ^
w^^^^wftâ^Mîdîri^^^^^^^^âk^ff^^f^/^R^^
^ ^ f ^ W ^ ^ ^ ^ ^ t ^ W J ^ ^ ^ H H I ^ ^ ^ ^ f ^ M ^ H H I ^ ^
W ^ ^ f ^ l ^ y ^ ^ f ^ ^ ^ i f W ^ ^ ^ ^ w f t ^ t ^ ^ ^ ^ ^ W ^ ^ ^
^M^cW^K^M^qf^^^f^^^^l^^^^^^W^^^f^T^T
^ ^ S T # i f e ^ - - ^ ' # f r i f ^ t o ^ ^ ^ M ^ H l x||[^>j |
259
(2) If for any reasons, the gates at level crossing can not be so closed/fastened across the
thorough fares on both sides of the track, action to prevent the approaching trains, if any,
from running in to the gate may be taken in accordance with stipulations laid down under
Generalities 16.06
(3) Gatemen, where provided, shall, at all level crossings be prepared, whenever such
level crossings be open to road traffic, to show a Stop hand signal to any approaching
train.
(4) Where to Gateman is specially provided for night duty at a level crossing, the gates
thereat shall, subject to special instructions, be locked at night and opened only to pass
road traffic in such manner as may be prescribed by special instructions.
S.R. 16.03/1.
(a) The detailed working instructions of level crossing gates including its normal position will be
incorporated in the Station working Rules in respect of level crossing gates, which are situated
within station limits and also of those engineering gates, which are provided with telephonic
communication with the station, all the gate working instructions, including Traffic and
Engineering gates will be signedby Sr. DOM & Sr. DEN.
In case of interlocked gates the gate working instructions will be signed by Sr. DOM, Sr.
DEN and Sr. DSTE. In addition to English version a signed copy of the instructions in Hindi
language should be available at the level crossing gates.
(b) Thenormalpositionofallnon-mterlockedgateswillbeclosedtoroadtraffic.Incaseofbranch
line, gates where road traffic has increased and rail traffic is less may be kept open to road
trafficprovidedthefollowingconditions are satisfied.
(i) The level crossing shouldnot be on a suburban section.
(n) AlllevelcrossingshouldbeequippedwithliftmgbarriersexceptthoselocatedonBranch
lmeswhereprovisionofliftingbarnerneednotbemsistedupon
(in) Thesectionconcernedshouldnothaveautomaticblocksignallmg.
(iv) The level crossing should be provided with a telephonic connection with the Station
Master and should have a system of obtaining private number from Gateman in token of
having closed the gate.
(v) The railway track at the level crossing should be straight on either side to afford a clear
viewofanapproachmgtram.
(vi) Aslongasthegateiskeptopenforroadtrafficaredflagbydaytimeandaredlightdurmg
night should be displayed towards the approaching tram on either side of the level
crossings.
(vn) The level crossing shall be provided with Whistle Board on either side at an adequate
distance to enjoin the Loco Pilot of approaching tram to give audible warning of the
approachoftramtotheroadusers.
(c) When no Gateman is specially provided for night duty at a level crossing, the gates there at
shall be closed and locked against road traffic by the Gateman of day duty after his duty hours
and should give his private number to the station/cabin concerned and the key should be kept
with theGateman only.
In a traffic gate, such Gateman should give his private number after ensuring the closure
and padlocking of gate and hand over the keys to the Station Master concerned. Likewise,
while the Gateman resumes his duty at the gate in the day time, he should give his private
numbertothestation/cabmconcernedasanassuranceofhavingresumedduty.
Review of such level crossings should be taken every year and attempts should be made
toprovidenecessar y ,facilitiesandupgradethemto'A'classattheearliest.
All gates shallbeclosedforroadtrafficmtheeventoffailureoftelephoneorduringnight
and also, it the visibility is impaired due to ram, thick, foggy or tempestuous weather and shall
beopenedonl y whennecessarv,providednotramis approaching.
259
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W % ^ t a M t . ^ ^ T O W ^ r f ^ ^ f f ^ a i R ^ ^ 3 f h ^ ^ 4
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WP^TTI
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URTPW^PÎ
260
(d) Where there is no rail traffic dunng night, the gateman of day duty, after his duty hours may
leave the gate open for road traffic, Before leaving the gate, the gateman will ask permission to
do so from the controlling station Master under exchange of pnvate number, Station Master
will give suchpermissiononly after ensuring that there is no train in the block section. Keys of
gate lodge will be kept by gateman, Likewise, while the gateman resumes his duty at a gate in
the day time, he will exchange pnvate number with the controlling Station Master as an
assuranceofhavmgresumedduty.StationMasterwillensuretheavailabilityofgatemanatthe
gates inthesectionbeforeresumptionoftramworkingintheblocksection.
S.R.16.03/2. Special instructions shall be embodied in the station working rules for level crossings
situated within the station limit and also for those engineering level crossing gates, which are situated
outside stationlimitsbutprovided with telephone communications. These instructions shall be framedby
engineering branch signed by Sr. DEN with prior approval of Sr. DOM and Sr. DSTE, If any
communication is provided between station and level crossing whether situated within or outside station
limits, procedure to be followed must be laid down in the special instructions. Action to be taken by the
Gateman/SM in the event of failure of communication between the level crossing and the station/cabin
should specially be maintained in such rules/instructions. A copy of these rules/relevant extract from the
Station Working Rule shouldbehung, up atthe gate lodge atmamiedlevelcrossing.
S.R.16.03/3. All entries regarding opening/closing of the gate should be recorded by the Gateman in a
seprateLogRegister,WhereasStationMaster/CabinmasterwillworktheentriesmtheirLog/TrainSignal
Register.
S.R. 16.03/4. Working instructions for mannned level crossing is given in Appendix 'A
16.04. Gateman to observe passing trains - Except where otherwise prescribed under special
instructions, the Gateman shall observe all passing trains and be prepared to take such action as
may be necessary to ensure safety of trains.
S.R16.04/l.The Gateman at all level crossing gates should stand alternatively at the gate lodge side
facing to the track with furled red and green flags during day in right and left hands respectively and at
night hold the hand signal lamp with the white light pointing towards the track. He shall watch all passing
trains to see any unusual condition like hot axle, chain hanging, any vehicle/wagon on fire, load-shifted
etc. and take prompt action to warn the Loco Pilot and Guard of the tram while showing danger hand
signal and blow whistle also.
16.05. Channel for flange of wheels - The Gateman shall see that the channel for the flange of the
wheels is kept clear.
S.R. 16.05/1. Maintenance of road surface at Level crossing gates - In case of level crossing gates where
Gate men are provided, the maintenance of the road surface will be done by Permanent way gangs and the
watering and ramming of road surface and keeping clear of the channel for flange of wheels will be done
by the Gateman.
In the case of level crossing gates, which are operated by Lever men/Cabin men of the nearby
cabins, or by Pointsmen deputed fromthe stations, the clearing of the channel for flange of wheels shall be
done by Key man and maintenance of road surface, watering and ramming will be done by the Permanent
Waygangs.
260
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261
16.06. Defects at level crossings - If any gate or the fastenings there of, or any fixed signal pertaining
to the gate becomes out of order, the Gateman shall-
(a) Take action to close the gates, if possible, against the road traffic;
(b) After closing the gates, hand signal the train movement past the level crossing;
(c) If the gates cannot be closed put the banner flag or level crossing flag in such manner
as to warn the approaching train to stop short of the gate and thereafter hand signal
the train.
(d) Report the fact to his Superior or the nearest gang mate.
S.R.16.06/l.GateSi g nalDefectrve-
(a) If any Gate signal of a level crossing gate outside station limits, which has beenprovided with a
'G' marker, becomes defective, it shall be kept at 'On'
The Loco PUot of an approaching tram, finding a Gate signal with a 'G' marker at 'On' shall
sound a long whistle and bring his tram to a stop in rear of the signal. If after waiting for one
minute by day and two minutes by night the signal to not taken 'Off he should draw his tram
ahead cautiously and stop again short of the level crossing.
The Gateman, after closing and locking the gate across the road, shall hand signal the
tram passed the level crossing. In the absence of the Gateman, this duty will be performed by
one of the engine crew.
(b) If any Gate signal of a level crossing gate in non-automatic signalling territory, which has not
been provided with 'G' maker, becomes defective, it shall be kept in the 'On' position and the
hghtshallbekeptburmngatnight.
The Loco Pilot of an approaching tram finding such Gate signal without 'G' Marker in the
'On' position, shall bring his tram to a stop in rear of the signal and sound his whistle to attract
the attention of the Gateman. The Gateman after closing and locking the gates against road
traffic, shall proceed to the signal, report the defect to the Loco Pilot and Pilot the tram passed
the level crossinggate.
(c) In respect of Gate signals referred to in (a) and (b) above, the Loco Pilot of the first tram
shall stop the tram at the next station and report the defective signal to the station master on
duty, who will then advise the station at the other end when gate signal has failed in 'Off
position. The Station Master of the station immediately in rear shall stop all trains and issue
CautionOrder.
S.R. 16.06/2 Sliding boom arrangement at interlocked level crossing gate is an emergency gate protection
in case of breakage of boom, where as in double electric lifting barrier arrangement an additional ELB
provided.RelevantworkingisdetailedinSWRconcerned.
16.07. Obstructions at level crossing - Every Gateman, on noticing any obstruction on the line, shall
at once remove it or, if unable to do, shall -
(a) Take action to ensure that the fixed signals, if any, protecting the gate are kept
at'On'
(b) Show Stop hand signal and do his best to stop approaching trains and
(c) Shall protect the obstructions as per Rule 3.62
16.08. Parting of a train if a Gateman notices that a train has parted, he shall not show a Stop
hand signal to the Loco Pilot, but shall endeavour to attract the attention of the Loco Pilot and the
Guard by shounting, gesticulating or other means.
16.09. Trespassing Every Gateman shall, as far as possible, prevent any trespassing by persons or
cattle.
16.10. Transfer of charge of gate except in accordance with special instructions, No Gateman shall
leave his gate unless another Gateman has taken charge of it.
261
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262
16.11. Height gauges -
(1) Adequate arrangements shall be made to erect height gauges on either side of the
overhead equipment or other equipment at every level crossing so as to ensure that all
vehicles and moving structures passing under the height gauge also pass under the
over head equipment or other equipment with adequate clearance.
(2) The adequate clearance referred to in sub-rule (1) shall be sanctioned under approved
specialinstructions.
(3) Vehicles and moving structures, which cannot pass under the height gauge without
striking or touching it, shall not be permitted to pass the overhead equipment or other
equipment except in accordance with special instructions.
o&so
262
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263
CHAPTER-XVII WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS
CHAPTER-XVII
WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS
17.01. Applicability of General Rules -All rules referring to the working of trains shall also apply to
electrified sections except as otherwise provided in the rules contained in this chapter.
S.R. 17.01/1.(1) All Subsidiary rules, which control the movement and operation of Diesel trains shall
alsoapplytomovementandoperationofelectnctrams.exceptasotherwiseprovMedmtheserules.
(2) (a) All officials connected with movement of rolling stock shall have a through knowledge
of these rules. They shall also be responsible for ensuring that staff, working under them,
are throughly conversant with the instructions relating to their work and correct
procedureto be followed under normal condition as well asTin an emergency.
(b) Every Railway employee, supplied with these rules shall make himself throughly
acquainted with the rules ami shall be heldresponsible for km,wledgeofand compliance
with them. Ignorance of the rules will not be accepted as an excuse for non-compliance.
(3) (a) The A.C. Traction Manual containing the rules for the operation of A.C. Traction
equipment shall be applied to only 25 KV AC Traction System
(b) All staff working in an area where electric traction is in use must make themselves
thoroughly conversant withthe appropriate rules pertainingto their duties on 25 KV A.C.
traction.
17.02. Special definitions applicable to this chapter in these rules unless the context otherwise
requires
(1) "electrical way and works" means the traction installations including overhead
equipment and other connected works provided on the electrified sections of the railway;
(2) "feeding post" means a supply control post, where the incoming feeder lines from grind
sub-station are terminated;
(3) "neutral section" means a short section of insulated and dead overhead equipment
which separates the areas fed by adjacent sub-stations or feeding posts;
(4) "Power Block" means blocking of a section of line to electric traffic only;
(5) "Supply control post" means an assembly of interrupters, isolator switches, remote
control equipment and other apparatus provided for controlling power supply to
overhead equipment. It includes feeding posts, sectioning and paralleling posts, sub-
sectioning and paralleling posts and sub-sectioning posts;
(6) "tower wagon" means a self-propelled vehicle which is used for the maintenance and
repairs of overhead equipment;
(7) "Traction Power controller" means a competent railway servant who may for the time
being be responsible for the control of power supply on the traction distribution system.
S.R.17.02/1. (i) "Phase Conductor" means a conductor, which carries current to the traction overhead
equipment.
(n) "Return Conductor" means a conductor which carries return current from the tracks to the sub-
station. Return conductor also includes conductor carrying return current from booster
transformertothetrack.
S.R.17.02/2."Traction Power distribution system" means a distribution system provided for traction
purposes. This is also referred to as "Power distribution system".
S.R. 17.02/3. (i) "Earthed" or "Connected to Earth" means electrically connected with the general mass
ofearthmsuchmannerasto ensureat all times an immediate discharge of energy without danger.
(n) "Earth-forthepurposeoftheoverheadequipmentonlymcludesthetrackreturncircuitandthe
structures supporting the overhead equipments, provided such structures are connected to earth or track
return.
263
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264
S.R.17.02/4. "Feeder" means a conductor connecting a switching station to a grid sub-station, and a
switching station or switch gantry to a feeding point and includes a conductor connecting O.H.E. to
switching station.
S.R.17.02/5."Voltage" means the difference of electric potential measured in volts between any to
conductorsorbetweenanypartofeitherconductorandtheearthasmeasuredbyasuitablevoltmeter.
S.R. 17.02/6.(1) All overhead electrical equipments, distribution lines, transmission lines and feeders may
becollectivelyreferred to as-overhead lines".
(11) "Pantograph" means collapsible devices mounted on and insulated from the roof of an electric
engine or motor coach and provided with a means for collecting current from the overhead
equipment.
S.R. 17.02/7. (i) "Rail Bond" means an electrical connection across a joint in or between adjacent length of
rail.
(n) "BondContinuity-meansarailbondusedformamtainingcontinuityoftherailreturncircuitat
points and crossings.
(in) "Bond cross" means a rail bond used for connecting together two rails of a track or rails of
adjacenttracks.
(iv) "Bond Impedance" means a bond installed on a double rail track circuit by the S&T
department, which provides a low impedance path for the traction return current and relatively
highimpendancepathfortrackcircuitcurrent.
(v) "Bond, joint" means an electrical connection across a joint between two adjacent lengths of
rails aspartofthetrackreturn.
(vi) "Bond Structure" means an electrical connection between the steel work of a track structure,
bridge or station building to which the traction overhead equipment is attached, and the track
return.
S.R. 17.02/8. (i) "Single Unit Tram" means the combination of a motor coach and trailer or motor coach
and trailers adoptedas an operating unit.
(n) Multiple Unit Tram" Means a tram consisting of two or more single unit trains coupled
together and operated as one tram.
S.R.17.02/9.(i)"Switch(Electncal)"meansadeviceforopeningorclosinganelectriccircuit.
(n) "Switch,AlternateFeed"meansaswitchusedforconnectingtheoverheadequipmentofaloop
orsidingorcrossovertoalternativesectionsoftheoverhead equipment.
(in) "Switch, Gang operated, Earth type" means a special switch used for isolating and earthing the
O.H.E. over electric loco inspection pits and in electric loco sheds (and carriage, coaching
section) and for providing a dead section in front of it. Simultaneously and for energising both
sections inone operation.
(iv) "Switch, Inter connecting, section or isolator" means a switch used for connecting or
disconnectingadjacentelementarysectionofoverheadequipmentorofdistributionmams.
(v) "Switchgear" means isolator switches, Circuit Brakers, Interrupters, Cut-Outs and other
apparatus used for the operation, regulation and control of electrical circuits.
S.R.17.02/10.Additional definitions museonNorth Central Railway-

(1) "Apparatus" means electrical apparatus and includes all machines fittings, accessories
andapphancesmwhichconductorsareused.
(2) "Assistant Electrical Engineer (Traction Distribution) /(AEE/TRD)" means an Assistant
Executive Office-m-charge of maintenance and repairs of the Power distribution system in a
division or in an area and responsible to the Divisional Electrical Engineer (Traction
Distribution).
264
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265
(3) "Assistant Electrical Engineer (Rolling Stock) / (AEE/RS)" means an Assistant Executive
Officer-m-charge of maintenance and repairs of electncal rolling stock in a division or in an
area and responsible to the Divisional Electncal Engineer (Rolling Stock).
(4) "AssistantTractionForeman(A.T.F.O.)"
(a) Means a subordinate of the area concerned responsible to the Traction Foreman for
inspection and maintenance of traction overhead lines, rail bonds and for the staff
employed thereon.
(b) "Rolling Stock (RS)" means a subordinate of the area concerned responsible to Traction
Foreman (Rolling Stock) for the maintenance of electric rolling stock and for the staff
employed thereon.
(5) "Bare"meansnotcoveredwithinsulatmgmaterial.
(6) "Cable" means length of Insulated single conductor (solid or stranded) or of two or more such
conductors, each provided with its own insulation which are laid up together.
Such insulated conductor or conductors may or may not be provided with an overall
mechanical protective covering.
(7) "Caution Notice" means notice attached to or placed near live equipment calling attention to
the danger of touching or interfering with such equipment, and bearing the words "Caution -
Live Equipment."
(8) "Chargeman" means an authorised person in charge of a gang of workmen and/or Lineman,
authorised to work on specific types of traction equipment such as overhead equipment,
switching stationfeederlines,remotecontrolequipment,electricrollmgstocketc.
(9) "Circuit" means an arrangement of conductor or conductors for the purpose of conveying
electncal energy and forming a system or a branch of a system.
When theyformaclosedpaththroughwhichacunent can circulate, the circuit is refened
to as'closed' When the path is not closed, the circuit is referred to as'Open'.
(10) "Circuit Breaker" means a device for closing and opening an electncal circuit under all
conditions unless otherwise specified and so designed as to open the circuit automatically
under abnormal conditions.
(11) "Competency Certificate" means a certificate issued to a person by the Railway
Administration authorisinghim tocanyout specified duties pertaining to his employment.
(12) "Contact Wire" means an overhead conductor from which electnc power is supplied to electnc
rolling stock.
(13) "Cut-out" (fuse) means any appliance for automatically interrupting the transmission of
energy through any conductor when the cunentnses above predetermined value.
(14) "Danger" means danger to health or to life or any part of body from stock, burn or other injury
to persons, or property, or from fire or explosion, attendant upon transmission, transformation,
conversion, distnbution or use of electrical energy.
(15) "Danger Notice" means anotice attached to dead equipmentto convey a warning against such
equipmentbeingmade alive, andbearingthewoids "Danger-Men Working."
(16) "DangerZone"meansthezonelyingwithmtwometersofanyliveequipmentinthe25KVAC
traction system in which no work is permitted when the equipment if alive. Notwithstanding
theabovetheLocoPilotofanelectnclocoispermittedtochangetheheadhghtbulboftheloco
while standing on the buffer beam projection at the floor level of the cab.
(17) "Divisional Electncal Engineer (Traction Distribution) (D.E.E./TR.D)" means an Executive
officer responsible for the traction power distribution system including power supply
anangementandremotecontrolequipmentmadivisionorinanarea.
(18) "Divisional Electrical Engineer (Rolling Stock)/(D.E.E./R.S.)" means an Executive officer
responsible fortheelectricrollingstockinadivisionor in anarea.
265
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266
(19)"Dropper"mean S af 1 ttmgusedmoverheadequ 1 pmentcon S truct 1 onforsupportmgthecontact

Wire from the catenary.
(20) "ElectrifiedTrack-meanstrackprovidedwithoverheadequipment.
(21) "Emergency telephone" means a telephone circuit provided for contacting the Traction Power
controller.
(22) "Gndsub-station-meansasub-stationeqmppedwhhtransformerandswitchgearbelongmgto
thepower S upplyauthontyfromwh 1 chpowerat25KV 1 ssuppl 1 edforelectnctraction.
(23) "Guarded" means covered, shielded, fenced or otherwise protected by means suitable casing,
bamer, rails or metal screens to remove the possibility of dangerous contact or approach by
persons orobjectstoapointofdanger.
(24) "Insulated (Air-gap) Overlap-Span" means an arrangement of over head equipment over a
trackwheretwosetsoftractionconductorsoverlapeachotherforashortdistanceprovidmgfor
a smooth passage for the pantograph of electric rolling stock, the two sets of wires being
insulated from each other by an adequate air-gap.
(25)(i) "Interrupter" means a single phase oil circuit breaker without an automatic tripping
device.
(a) "Bridging Interrupter" means an "Interrupter" which is provided at a natural section to
enable one sub-station to feed a sector of the overhead equipment normally fed by
another sub-station during emergencies or when the latter is out of use. This interrupter
normallyremamsmtheopenposition.
(b) "Sectioning Interrupter" means an Interrupter, which connects adjacent sub-sectors
togethertomaintamcontinuityofsupplyThisinterruptornormallyremamsintheclosed
position.
(c) "Paralleling Interrupter" means an interrupter, which connects overhead equipment of
two different tracks. This interrupter normally remains in the closed position to reduce
voltagedrop.
(n) "Isolator-Meansaswitchsuitablefordisconnectingcircuitonnoloadcondition.
(26) "Lineman" means a person authorised to inspect and work on the overhead lines and switches
mrelation therewith.
(27) "Operator" means aperson on duty who is in charge of a switching station.
(28) (a) "Remote Control Centre" means the centre from which the equipment's at various
switchingstationsareremotecontrolledbytheTractionPower Controller.
(b) "Remote Control Cubicle" means a room in a switching station in which remote control
equipmentandbattenesareerectedforremoteoperationofswitchgearlocatedatthepost.
(29) "Section Insulator" means a device installed in the contact wire for insulating two elementary
electncalsectionsfromeachotherwhileprovidingacontinuouspathforthepantograph.
(30) "Sector" means a section of overhead equipment of a track from a feeding post to a
sectionmgpost.
(a) "Sub-sector" means the shortest section of overhead equipment, which can be isolated
byopenmgoflnterruptors.
(b) "Elementary Section" means the shortest section of overhead equipment which can
be isolated from the rest of the system by switching operations.
(31) "Sectioning and Paralleling post (SP)" Means a switching station situated mid way between
twofeedmgpostsataneutralsectionand provided with bridging and paralleling Interrupters.
(32) "Sub-sectioning and Paralleling Post (SSP)" means switching station where sectioning and
paralleling Interruptorsareprovided.
(33) "Yard Supply Post (YS)" means a switching station where sectioning interrupters are
provided for feedingyaids.
(34) "Traction Sub-station" means an electrical installation comprising of converting or rectifying
and transforming machinery, batteries and controlling apparatus for supply of energy to the
power distributionsystem.
266
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267
(35) "Track Return" means the track rails when used as the return conductor for the traction return
currenttothe sub-station.
(36) "Traction-meanselectrictraction.
(37) "Traction Engine Examiner" means an official responsible for inspection and maintenace
ofelectricrollingstock.
(38) (a) "Traction Foreman (T.F.O.) Overhead equipment (O.H.E.) means a subordinate of the area
concerned responsible for the operation and maintenance of overhead equipment and for
the staff employed thereon.
(b) "Traction Foreman (T.F.O.) Rolling Stock (RS)" means a sub-ordinate responsible to
Assistant Electrical Engineer (Rolling Stock) for the maintenance and/or inspection of
electricrollingstockandforthestaffemployedthereon.
(39) "Traction Loco Controller (T.L.C.)" means an official under the control of Assistant Electrical
Engineer (Rolling Stock) who will be responsible for booking of electric locomotives and
mnningstafftomeettherequirementsofthetraffic.
17.03. Inspection of electrical way and works - The electrical way and works shall be inspected
regularly in accordance with special instructions by officials nominated for the purpose and in
accordancewiththedutiesassignedtothem.
S.R.17.03/l.(a) The duties of Section Engineer in General Rules 15.01 to 15.10 (inclusive), wherever
applicable to electrical way and works shall devolve on the Traction Foreman, (Overhead Equipment) and
AssistantTractionForeman,(OverheadEquipment)in so far as theseduties related to the respective items of
electricalway&worksintheircharges.
(b) The duties of the Gangmate, wherever applicable to overhead equipment, shall devolve on the
overheadequipmentLineman.
If due to any defect or damage to the overhead equipment it is necessary to lower pantographs
over any particular section of the running lines, the traction official concerned shall communicate
with the TractionPower Controller, who in turn, shall advisetheSection Controller for arranging
the issue of necessary Caution Orders by the Station Masters to the Loco Pilots. The Caution
Order shall specify the exact kilometers and structure numbers between which the Loco Pilot
shall lower the pantographs and trail through. In addition, the traction official, asking for the
Caution Order to be issued, shall arrange with the Assistant Traction Foreman (Overhead
Equipment) for the exhibition of suitable indication boards marking the beginning and end of the
affectedsectioninwhichLocoPilotsshall train through with lowered pantographs.
S.R.17.03/2. No conductor shall be erected over or along side an electrified track unless it is adequately
guarded in accordance with the rules laid down by the Railway Administration. This guard shall be
effectivelyconnectedtoearth.
S.R.17.03/3.
(1) The inspection of overhead equipment and electrical equipment at supply control posts shall be
carried out periodically in accordance with instructions issued by the Divisional Electrical
Engineer(TractionDistribution).
(2) Electrical equipment in rolling stock shall be inspected periodically in accordance with
instructions issuedby the Divisional Electrical Engineer (Rolling Stock).
(3) (a) Loco Pilots of electric rolling-stock shall, as far as possible and without interfering with
theirprimaryduties,watchtheoverheadequipment.
(b) When a defect on the overhead equipment, which is likely to interfere with the smooth
movementofthepantographorcausedamagetoit,isnoticedahead,theLocoPilotshalltrip
thecircuitbreakerandimmediately lower the pantograph by placing the pantograph handle
inthe'lower-position.
(c) An emergency stop shouldbemade, if necessary.
(d) If damage to overhead equipment is slight (such as a slight break away of the contact wire
fromthedroppersorcatenary),itmaybepracticabletocoastunderthedefectivesection,but
thedefect shall bereported to the TractionPower Controller through thenearest emergency
telephonecircuitorincasethiscircuitisnotavailable,throughanyothertelephone.
267
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268
(e) In the case of a breakdown of overhead equipment requiring trains to be stopped, the Loco Pilot
noticing such a breakdown shall immediately bring his train to a stop and arrange protection of
thelineorlines affected in accordance withG.R.6.03.
In thecaseofabreakdown in an automatic signalling section, thetrackmust be protected in
accordancewithG.R.9.10.ThereafterhewilltakeimmediateactiontoadvisetheTractionPower
Controlleronthenearestemergencytelephonecircuitgivingdetailsofthebreakdown,
In case this circuit is not available, communicate the information to the nearest Station
Master/CabinS.M./Cabinmasteronanyothertelephonecircuit.
The Traction Power Controller, on receipt of such message, will pass on suitable
instructions to the section Controller, and, if necessary, advice him to stop running or trains in the
affected section.
(4) (a) All breakdowns of defects, noted in the overhead equipment or any other traction
equipment, including continuity bonds, joint bonds, cross bonds, structural bonds and
impedance bonds by any railway employee, shall be reported immediately to the Traction
Power Controller.
In case he cannot be contacted, the nearest Station Master, Cabin Station Master.
Cabinmaster, Traction Foreman, (Overhead equipment) or the Assistant Electrical
Engineer (Traction Distribution) shall be advised. In case of the impedance bonds, the
Signallnspectorshall be advised. The Station Master, Cabin Station Master or Cabinmaster
to whom such breakdowns or defects are reported shall convey the information
immediatelyto the Traction Power Controller through the Section Controller.
In case of failure of communication, he shall use his discretion regarding movement of
traffic and advise thenearestTractionofficial.
(b) In case of breakage of an overhead line the railway employee detecting it shall ensure that
no person comes in contact with the line until an authorised person arrives on the spot. The
authorisedpersonwilltakeimmediateactiontomaketheaffectedlinedeadandearthed.
(5) (a) All overhead line staff, when on patrol, shall watch the pantographs of passing electric
rolling stock and, if any defects are noticed, they should immediately try to attract the
attention of the Loco Pilot/ Guard to stop by displaying hand danger signals or by
gesticulation. If, however, they are unable to attract the attention of Loco Pilot/Guard, they
must immediatelyreportto the Traction Power Controller through the emergency telephone
circuitoranyothertelephone,iftheemergencytelephonecircuitisnotavailable, giving full
particulars including number of the rolling stock, nature of defect and the time when the
defectwasnoticed.
(b) The Traction Power Controller shall communicate reports of a defective pantograph to the
Traction Loco Controller who shall arrange to have the electric rolling stock stopped as
soonaspossibleforexaminationofthedefectivepantograph.
(6) Traction Foreman (Overhead equipment) shall be responsible for the proper and efficient
maintenance of all breakdown equipment, wiring trains, tower wagons, break down lorries etc.,
so that they are always in a state of good repair. He shall ensure that they are equipped with full
quantities of stores and spare parts as per approved inventory. All tools and tackles, straining
screws, clamps, ropes and ladders shall be maintained in good condition and ready for use at all
times.
(7) The staff concerned shall ensure that equipment, not in immediate use, is always ready for
service, except such equipment as maybe under repair or overhaul.
S.R.17.03/4.
(i) (a) The keys for all out door switches shall be kept in locked glass fronted boxes in the custody
of Station Masters, Cabin Station Master, Cabin Master or other persons stationed
conveniently nearby the switches. The keys shall be issued on demand only to authorised
persons, whose signatures for receipt shall be obtained in a book maintained for this
purpose.
268
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269
(b) All chambers or enclosures containing live equipment shall be kept closed and locked,
whh the keys in the custody of the authorised person. A duplicate key shall be kept in a
box with a fixed glass fronted cover in place to be notified by the Divisional Electrical
Engmeer (Traction Distribution). The key may be removed by breaking open the glass
over the box, in case of emergency, by an authorised person. A record shall be maintained
ofeverysuchuseofthekey
In the event of breaking of the glass of the keyboard, the key or the keys will be kept in
safe custody of the A.S.M., Cabin S.M. or Cabin Master, until the glass is replaced. The
Traction Power Controller will keep a record where such keys are kept so that, in an
emergencyhewillbeabletodirecttheparties.
When the glass cover is broken to obtain the duplicate key, the concerned Traction
Foreman (OHE) shall be immediately advised to replace the glass. The person replacing
theglassshallobtamthesignatureoftheauthonsedpersonwhoshallputdownthedateof
replacement.
(c) Any person, while working in a chamber or enclosure containing electrical equipment,
whichundernormal conditions is alive, shall retain the keys of the chamber or enclosure.
These keys shall be returned to the person in whose custody they are normally kept,
immediatelyafterthechamberorenclosurehasbeenlocked.
(d) Permit-to-workcardsshallnotbecancelleduntilthekeyshavebeenreturnedtotheboxor
tothepersonin whose custody they arenonnallykept.
(11) (a) In emergency, Station Master or a Cabin Station Master/Cabmmaster shall operate such
switchesasperspecificdirectionoftheTractionPowerController.
(b) In the event of a fault in the overhead equipment n e c e s s i t a t e isolation of a section in
addition to the faulty one, the Assistant Traction Foreman (Overhead Equipment) or an
authorised person shall arrange with the Traction Power Controller to isolate the healthy
section also. However, if necessary, he shall himself open those switches, which can be
operatedconvemently
(c) Should the Traction Power Controller wish to have any isolator switch opened or closed
he shall ask the Assistant Traction Foreman (Overhead Equipment) or Station
Master/Cabin Station Master/Cabmmaster or any authorised person to carry out the
required switching operations. The person concerned shall, after carrying out the orders,
lock the switch either in 'Open' or 'Closed' position, as the case may be and inform the
Traction Power Controller of the action taken. He shall not part with the key until receipt
of further order from the Traction Power Controller. A record of every such operation
shallbemaintainedbythepersonconcerned.
Eachmstructionregardingthepartingwiththekeysshallbeconfirmedby exchange
ofPnvateNumbers.
(d) Every Station Master, Cabin Station Master or Cabmmaster shall be fully aware of
the location of isolator switches provided for the control of power supply overhead
equipment at his station or near his cabin and shall be conversant with the correct
method of opening and closing the same in an emergency.
(in) No person other than authorised maintenance staff, there assistants when accompanying
them, and persons provided with special permits issued by Divisional Electrical Engineer
(TractionDistribution)Shallbeadmittedtosupplycontrolpostsexceptthefollowing.
(a) A person escorted by the Divisional Electrical Engineer (Traction Distribution) or
bytheAssistant Electrical Engineer (TractionDistribution).
(b) Adoctorsummonedtoattendanaccidentcase.
(c) ElectncallnspectortoGovernmentfortheRailwayareaconcerned.
(d) Apersonrequiredbyanofficertospeakfromatelephoneinstalledmthepremises.
(iv) No person below the rank of an Operator or Lineman shall be allowed to enter an unattended
supply controlpostalone.
269
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270
S.R.17.03/5.
(1) Presence ofaresponsibleperson- When repair or adjustment to overhead equipment makes it
necessary for a tram to proceed cautiously, and authorised person shall be present at the site of
work and shallberesponsible for showing the signals prescribedin&R. 15.09.
(2) Issue of Caution Orders- Before commencing work on overhead equipment or in cases of
breakdown of overhead equipment, when it is necessary for a tram to proceed cautiously,
the Traction Foreman or Assistant Traction Foreman (Overhead Equipment), Responsible for
suchnotification, shall arrange for issue of Caution Orders in accordance with S.R. 4.09/1.
(3) No alteration or addition shall be made to any equipment so as to infringe standard dimension,
whether permanent or temporary. If an infringement is unavoidable, sanction shall first be
obtained from the Divisional Electrical Engineer (Traction Distribution).
(4) Care shall be taken to ensure that covers of tank wagons, funnels of steam cranes or such other
items arenotleftmsuchapositionastofoulthetractionoverhead equipment.
(5) (a) No steam or hand-crane shall be worked adjacent to traction overhead equipment unless
such overhead equipment is dead and earthed. All movements of the crane jib shall be
carefully controlled so as not to foul the traction overhead equipment. Wherever possible
the direct blast from the crane funnel to the overhead equipment and particularly to
sectioninsulatorsshallbe avoided.
(b) Except in an emergency, 24 hours advance notice of intention to work a crane adjacent to
overhead equipment shall be given to the Divisional Electrical Engineer (Traction
Distribution) in order to make arrangements for overhead equipment staff to standby.
Whenpossible the working of cranes shallbeincludedin the weeklyprogranme detailed
in S.r. 17.04/1. In an emergency, the Traction Power Controller shall be advised and he
shallmakearrangementsforoverheadequipmentstaffto standby.
(c) Crane shall not be worked adjacent to traction overhead equipment unless the overhead
equipmentstaffis present.
S.R.17.03/6.
(1) No work on live or unearthed indoor or outdoor equipments above 400 volts is permitted. The
only occasion when maintenance staff may work on unearthed equipment, after it has been
isolated, is for the purpose of taking insulation tests'. On compaction of tests the equipment
shallbe earthedbefore any work started.
(2) Earthing of feeder lines - After the feeder is made dead, it shall first be discharged by throwing
an earthed chain over the conductor. The feeder line is then connected to earth by means of a
Strandedcoppercableofadequatesizesecurelyconnectedtoearthandtheconductor.
(3) Interruntors or Isolator - switches, which have been opened for the purpose of isolating
electrical equipment for maintenance, shall have a danger notice displayed in a prominent
position on the Interrupter Operating Handle of the switch or on the enclosure containing
Isolator-switch and control apparatus as well as on the corresponding switches in remote
controlcentre.
(4) Work in the danger zone of overhead equipment - Before any work is undertaken on a section
ofoverhead equipment, which is normally alive, or on any part ofthe structure adjacent there to
or supporting such equipment situated at a distance less than 2 meters for 25 KV AC system
fromtheliveparts,theoverheadequipmentshallbemadedeadandearthed.Aminimumoftwo
earths shall be provided one on either side ofthe working party. In case the work is spread over
several sub-sectors, additional earths shall be provided close to the feeding points of supply
controlposts involved.
(5) Work at insulated overlap spans fair-gap sections^ - No work shall be attempted on
insulated overlap spans or on section insulators unless the adjoining sections or overhead
equipment on either side are made dead and earthed. In the case of a sectioning point, the
isolatorswitch,thebridgingorsectionmginterruptorbridgingtheoverlapspanshallbeclosed.
270
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271
S.R.17.03/7. Precautions to be taken bv staff - Where overhead equipment for two or more tracks is
supported on one structure and work has to be done on the overhead equipment for adjacent
tracks are alive, access to the overhead equipment to be worked on shall be direct by ladders,
trestles or similar means but not by supporting structures. Staff shall not, in any circumstances,
walk orclimb across live overhead equipment by means ofthe supporting bridge to gam access
totheoverheadequipmenttobeworkedon.
S.R.17.03/8.Workin g onservicebuildm g sandstructuresmthevicmitvonlivee a ui P ment-
(1) (a) Railway staff, when required to carry out work on service buildings and structures in
proximity to overhead equipment shall excercise, special Care to ensure that tools
wearing tapes, materials etc. are not placed in a position where they are likely to fall
or make contact with electrical equipment.
(b) Wherever such work has to be carried out under conditions which involve risk to the
workmen or other persons, arrangements shall be made for authorised overhead
equipment staff to be present who shall take such precautions as may be necessary
forthesafetyofthepersonsconcerned.
(2) Protectionofthemamtenancenarties-
(a) A working party shall not commence or carry out any work on or adjacent to
overhead equipment involving danger to trains or traffic without to consent of the
divisional Electrical Engineer (Traction Distribution) or the Assistant Electrical
Engineer (Traction Distribution).
(b) No person shall disturb the overhead equipment or carry out bonding or other work
in such a way as to obstruct the line and necesitate the showing of danger signals,
(i) Until such signals have been shown, and
(ii) If within the station limits, until he has also obtained the written permission of
the Station Master and all the necessary signals have been placed in the 'On
position. When such work is to be undertaken the traction official responsible
for the work shall advise the Station Master (s) concerned and arrange for
showingthenecessajy danger signals.
(c) When defects are noticed on overhead equipment which are likely to cause damage
to pantographs or emergency repairs are being effected to overhead equipment and
it is not possible to convey the information to the Station Master (s) concern to
enable him/them to issue Caution Orders, the line or lines shall be protected in
accordance with G.R. 15.09 and S.R. thereto.
(3) Protection of staff - Every member of the staff shall provide for his own protection
independent of every other member except when one is assisting another in which case,
the person in charge ofthe work is responsible for the proper protection of himself and his
assistants.
(4) Working on structures supporting live over head equipment -
(a) No person other than overhead equipment staff shall climb or work on any structure,
which supports the overhead equipment without having received a permit-to-work card.
No work shall be earned out on any structure nor anything affixed to a structure without
thewrittenpermissionoftheDivisionalElectncalEngineer(TractionDistribution).
(b) Before work is commenced on a structure supporting overhead equipment, the limits of
thedangerzone(s)shallbedefinedbydaybymeansofareddiscandbynightbymeansof
aredlamp, which shallbeplacedinsuitableposition.
(c) When work is to be earned out in the danger zone of a structure after the overhead
equipment is made dead, no staff other than the person authonsed to test and earth the
overhead equipment shall attempt to climb a structure, until he personally has received
definite instructions tochmbthe structure from the person-m-charge ofthe working party
and no message or signal other than these instructions is permissible.
271
t l ^ ^ ^ ^ ^ f ^ . ^ ^ ^ ^ ^ M l ^ ^ ^ i f ^ ^ ^ a i R W ^ f ^
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w f g f <* ^ ^ R ^ ^ ^ T s r a w ^r ^tefR tocft ^ T O R <* ^ w r ^r f t ^ f r # r SIR
272
(d) The instructions may be conveyed from the person m-charge of the party to workmen by
anotherperson.Suchaperson shall be individually deputed as a messenger by the person
m-chargeofthepartyandshallbenotbelowtherankofaLmesman.
(e) All persons, deputed in clause (d) to convey instructions to workmen, shall be made
known to the workmen previously and the workmen shall be advised that orders
regarding the climbing of structures shall on no account be accepted from any person
otherthanthosedeputed.
(f) Thepersons,inchargeorthepersondeputedunderclause(d),shall,beforemstructinghis
men to climb a structure, explain which section overhead equipment is dead which
section is alive and which parts of the structure are safe to work upon. The person in
charge or the person deputed under clause (d) shall satisfy himself that his explanation is
clearlyunderstoodbyalltheworkmenwhomhehas instructed to climb the structure.
(g) It shall be the responsibility of every person conveying instructions to climb structures to
seethatthedanger discs or lamps are correctly fixed before work is commenced.
(h) On structures spanning multiple tracks where work is being carried out adjacent to one or
more sections of overhead equipment, the person in charge shall ensure, before any of the
line or lines are made alive on completion of work that all men and materials adjacent to
the line or lines have been withdrawn from the danger zone and if work is to continue on
other parts of the structures, that the danger discs or lamps have been moved to indicate
thechangeddangerzone.
(i) Thespecialattentionofperson,inchargeofpamtmgofstructures,isdirectedtothisrule.
(5) Painting of structures - Only after permit-to-work has been received and overhead equipment
has been correctly earthed, portions oftrack structures at a distance less than 2 meters incase of
25 K.V.A.C. system from any live equipment may be scraped, cleaned or painted. Other
portions of structures of overhead equipment may be cleaned and painted while the overhead
lines are aliveunless special conditions at site render it unsafe or inadvisable, m which case the
work shall only be done after making the equipment dead and earthed.
S.R. 17.03/9.(1) Markers are placed wherever possible, along the cable alignment and plans are available
indicating generally the position of buried cables. Excavation must not be undertaken in the vicinity of
cable routes until the exact position of the cables has been ascertained and a representative of the
departmentconcerned is present. This is applicable to cables ofPostsandTelegraphs Department also.
(n) If circumstances make it imperative that work be under taken without sufficient notice, the
Assistant Electrical Engineer (Traction Distribution) and the Assistant signal and Telecommunication
Engineer concemedmustbeinfonnedbyamessage for anangingstafftobepresent.
17.04. Permit-to-work on electrical equipment - If work is to be carried out adjacent to the

electrical equipment or any other part there of by other than the competent railway servant, such
work shall be done only when and for such time as the person-incharge of the work has obtained a
written permit to work, duly signed and given by the railway servant authorised for the purpose by
special instruction. He, in turn, shall issue the same only with the knowledge of the Traction Power
Controller.
S.R.17.04/l.Workinthedan g erzoneoftractionelectricaloroverheadeaumment-
1. Before commencing work, and for the whole time that work is being perfomed on any part of
theelectncalequipmentoradjacentthereto,thatpartoftheelectricalequipmentshallbemade
dead and earthed save and except as providedintheserules.Apermittoworkshallbeobtaiiied
from the Traction Power Controller or an authorised person in accordance with sub-rules (4),
(5),&(10)below
272
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273
2. Procedure for obtaining traffic or power block and permits to work on traction electrical or
overheadequipment-
(a) All departments in the electrified area who require traffic blocks, power blocks or permits to
work in the danger zone of traction equipment, or who require over head line and/or bonding
staff to be present at site for scheduled maintenance works, shall deliver at the office of the
divisional Electrical Engineer (Traction Distribution) not later than 10 Hours on every
Mondaymorning,statementsintheprescribedfromshowing:
(i) Thenatureoftheworkandthedateonwhichitistobeperformed.
(ii) Bywhomtheworkistobecarriedout,
(iii) Locationoftheworkandthesectionofthehnestobeblocked.
(iv) Thetrainsbetweenwhichtheblockisrequiredand
(v) Whetherthetrackwillbeavailablefordieseltraffic.
(b) The requirements of all departments will be co-ordinated in the office of the Divisional
Electrical Engineer (Traction Distribution) and a consolidated statement forwarded to the
Divisional Operating Manager concerned, by 12 hours on every Wednesday for inclusion in
theweeklyprogrammeoftrafficandpowerblocks.
(c) WorksofanurgentCharactershallbeattendedtobyobtainingemergencyblocksandpermits
toworkfromtheTractionPowerController.
(d) A weekly programme of work involving traffic blocks, power blocks and permits to work
shall be prepared in the office of Divisional Operations Manager, and despatched to all
concernedbyFridayevening,fortheweekcommencingonthefollowingMonday
Note : The procedure detailed in paras (3), (4) & (5) must be followed for obtaining the power
blocks and permits to work shall be obtained in each care as prescribed even though the work is
includedintheweeklyprogramme.
(3) ProcedureforarrangingPowerblocksinelectrifiedsections-
(a) Whenapowerblockhasbeensanctioned,TractionPowerControllershallissuetotheSection
Controller a power block message (in the prescribed form) in duplicate either through
messenger or by telephone with exchange ofprivate numbers. The section Controller shall get
confirmationfromtheStationMaster(s)orCabinAssistantStationMaster(s)orCabinmaster
thatthesectionwillbeblockedforelectrictrafficasdetailedinsub-rule(ll)(b)below
He shall then either return one copy of the written message duly acknowledged
indicatingthereonthetimefromwhichtheblockwillbegivenorsendaphonemessagetothe
Traction Power Controller giving the same information supported by a private number. The
Traction Power controller will thereafter arrange to isolate and make dead the portions of
electrical equipment concerned at the time indicated by the Section Controller and issue a
permittoworkthereon,asdetailedinsubparas(4)and(5)below,
(b) However in the case of an emergency the Traction power Controller shall switch 'Off the
power firstandthen advise the Section Controller ofthe power block imposed and reasons for
doing so.
(c) When permit to work on the portion ofthe electrical equipment has been cancelled and the
Traction Power controller had restored normal conditions, he shall cancel the power block
messageissuedto the Section Controller, either by message sent in duplicate or by telephone
withexchangeofprivatenumbers.
(4) Methodofobtainingpermitto work in the danger zone of traction electrical or overhead equipment
forworkbvauthorisedpersons-
(a) Excepting as detailed in Sub-rule (9) permits to work shall be obtained by authorised persons
from the Traction Power Controller who shall carry out through remote control or order the
switching operationsnecessary to isolate the portion ofthe equipment concerned.
When the Traction Power Controller receives confirmation that the switching
operations have been correctly carried-out, he shall inform by a telephone message with
exchange of Private Numbers the authorised person stating clearly that the electrical
equipmenthasbeenmadedead.
This information shall constitute a permit-to-work. Permits-to-work will be issued in
this manner only to authorised persons not lower in grade than a Linesman. A duplicate copy
ofeverypermit-to-workissuedshouldberetainedinthepersonalpossessionoftheauthorised
personissuingitfortheperiodprescribedbytheRailway Administration.
273
3FIPM7 M%r^d)*d ^ I ^ ^ ^ W R
(3) ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ f ^ ^ f t ^ W ^ ^ f ^ R ? ^
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(6) ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ w ^ ^ ^ ^ f ^ ^ : - ^ ^ ^ ^ , ^
itff * w ^m if s^f ^ ^R ^TOKITt/*^r t, ofr teft w ^ <* ^ nm TR
^ f ^ T ftreHT xn%j I WT # < ^ « c T * W *lffcr ^ t c f a f a TR JJRT ^ R ^ t <fr ^ ^ R
sfrwrfa*Hi*ii[î
(9) fefcft t ^frg3 <EPT ^ T :- qfe fUvflcft ^ ^ g H ^ ^ ^ c f T ^ f ^ f r W^ft
^ ^ H ^ ^ ^ k tfK*r ^ *ntf*r (Eienrcraj) ^r ^ s^f ^ r * cn% ^ ^
274
(b) On recent of a permit to work, and before work is commenced, the electncal equipment
specified shall be earthed as per rules in force. Each working party shall be protected by
independent earths.
(c) Oncomplefionoftheworkthepersonwhorecewedthepermhs-to-workshallensurethat
all men all materials have been withdrawn from the electncal equipment and its vicinity.
He shall then remove the earths, and inform the Traction Power Controller either by
written memo or by a phone message supported by a private Number that the work for
which the permit to work was issued has been completed, men and materials have been
withdrawn fromthespecifiedelectricalequipmentandthesamemaybemade alive. Such
procedureshallconstitutecancellationofthepermitstowork.
(5) Forworkbvotherthanauthonsednersons-
(a) If work is to be carried out on or adjacent to any part of the electrical equipment by other
than authorised persons such work shall not commence until the person m-charge of the
workismpossessionofapermittoworkcard issued to him by an authorised person.
(b) The permit to work shall be taken from the Traction Power Controller by an authorised
person who shall earth the electrical equipment specified and hand over a permit to work
card to the person in charge of the work holding an acknowledgement on the other copy.
A duplicate of every permit to work card shall be retained in the personal possession of
the authonsedperson who issued it.
(c) Oncompletionoftheworkandwhenallmenandmatenalshavebeenwithdrawnfromthe
electrical equipment and its vicinity, the person in charge of the working party shall
cancel his permits to work card and return it to the authorised person who issued it. The
authonsedpersonshallmturncancelthepermittoworkasdetailedin4(c)above.
(6) Local cancellation of permit to work when telephones are interrupted - If telephone
communication with the Traction Power Controller is interrupted when a permit to work is to
be cancelled, the authorised person to whom the permit to work was issued shall arrange
locally for restoring to normal (Live) conditions the portion of traction electncal or overhead
equipment, specifiedinthepemiittoworkand for cancelling thepowerblock, if possible.
(7) Working of more than one party independently on the same portion of traction electrical or
overhead equipment-Whenever work has to be earned out bv more than one working party the
permit to work shall be issued by the Traction Power Controller only to one authonsed person
who alone shall be responsible under this rule, for all work on the portion of electrical
equipment, specified m the permit-to-work.
Anyadditionalpartyorpartiesmayworkonthesameportionofelectncalequipmentonlywith
the permission of this authonsed person who shall inform all parties of the total number of
partiesworkmgonthesameportionofelectncal equipment.
The authorised person shall cancel the permit-to-work only when he is satisfied that all
working parties have withdrawn all men and matenals and removed the earths from the
electrical equipment. In the event of telephone communication being interrupted, the
responsiblepersonshallproceedasprovidedm(6) above.
(8) Entries m the log book - The number of each permit to work issued must be entered in the log
book of the Traction Power Controller, together with the particulars and time when the
equipment is made dead for the work and re-energised after completion of the work as per
mformationreceivedonthetelephonefromtheauthonsedpersonconcerned.
(9) Work inside electric loco shed - In case of work to be done inside electnc loco sheds, the
application for permit-to-work must be made to the Traction Foreman, Assistant Traction
Foreman or Chargeman (Rolling Stock), who shall anange for the issue of the permit to work
after getting the switehoftheinspectionbayorthe feeders opened.
No intimation to the Traction Power Controller is necessary and the permit to work must
be returned for cancellation by the person in charge of the work to the Traction Foreman,
AssistantTractionForemanorChargeman(Rollmgstock)beforetheswitchesareclosed.
274
(10) W^^fr:
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275
(10) LocalBlocks-
(a) Local arrangements may be made with the Station Master, Cabin Assistant Station
Master, Cabmmaster, Yard Master and others responsible for the movement of traffic, for
power blocks in such sidings as do not affect the movement of trains on mam running
lines,looplinesandreceptionordeparturelinesin yards.
The Traction Power Controller shall, however, be kept informed as to when the
power block is taken and cancelled. The Station Master, Cabin Assistant Station Master,
Cabin Master, Yard Master and other persons shall also advise the Section Controller of
suchpowerblocks.
(b) Localblocksshallbearrangedontheformsprescnbedforthepurpose.
(11) Procedure for Preventing admission of electric rolling stock into or over sections of track with
dead or earthed overhead lines -
(a) Inordertopreventelectricrollingstockfrombemgadmittedonacrossoverortrackover
which overhead equipment is made dead or for which a permit-to-work has been issued,
the levers of signals and points in the signal cabins, governing such movements of electric
rolling-stock, shall be protected by means of lever collars. If the points and signals are
locally operated, the same should be locked and the keys kept with the Station Master.
(b) The Section Controller, on receipt of a power block message from the Traction Power
Controller, shall repeat to all Station Master/Cabin Assistant Station Masters/Cabin
Master concerned the said message indicating the time from which the block is to
commence.
Each Station Master/Cabin Assistant Station Master/Cabmmaster shall record and
acknowledgethemessagewithaPnvateNumberandthetimeorreceiptandthenblockto
electric traffic the line or lines described from the time indicated and place lever collars
ontheappropnatelevers.
When lever frames or other signal cabins are controlled electrically from a Station
Master's office or signal cabin, the Station Master/Cabin Assistant Station Master/
Cabmmaster shall place the slide collars on the slides of electric slide instruments, or on
the keys of electric transmitters or interlocked key boxes. The Station Master/Cabin
Assistant Station Master/Cabmmaster shall ensure that lever collars are placed on the
relevantlevers.
Note : The information in regard to AC Traction working is given in Appendix to the
Tr^tionWorkmgRulesofeachstation.
(c) The lever/slide collars shall not be removed untill the Station Master/Cabin Assistant
Station Master/Cabmmaster receives from the Section Controller and acknowledges a
message supported by Private Number cancelling the power block. The Section
Controller shall not issue such a message unless he has received a written message or
phone messages supported by a Private Number from the Traction Power Controller
cancelling thepowerblock.
Note : In all cases mentioned under paras (2), (3), (10) and (11) of this Subsidiary Rule the
Station Master/Cabin Asstt. Station Masters/Cabmmaster must record the information in the
PowerBlockRegister/TramSignalRegister.
(12) (a) All messages relating to operation of switches and issue of permit to work shall be
confirmedbyPnvateNumbers.
(b) all messages together with the Private Numbers shall be issued from and received into
books speciallymaintamedforthepurpose.
17.05. Warning to staff and Public -
(1) All electrical equipment shall be regarded as being live at all times and consequently
dangerous to human life, save and except in cases, where the electrical equipment has
been specially made dead in accordance with special instructions. Caution notices shall
be prominently fixed near all vulnerable places to warn staff and public to exercise due
caution.
275
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276
(2) No person shall climb on the top of engines or tenders or on the roofs of carriages or
wagons when those vehicles are located beneath overhead equipment except when the
overhead equipment is dead and earned in accordance with special instructions.
S.R.17.05/1.
(1) Work on pantographs and roofs of rolling stock shall normally be earned on special sidings
where switches are provided for making such sidings dead and earthed.
(2) TractionEngmeExammerorotherauthonsedpersonmchargeshallberesponsibleformakmg
dead the overhead equipment over the tracks of inspection lines in loco sheds and stabling
siding before permitting work to be done on the roof of electric rolling stock. The overhead
equipment over these tracks shall not be energises except by the authorised person in charge,
who shall be responsible for every precaution being taken to ensure that everything is in order
and that all staff are clear before energising the equipment.
(3) (a) In stations and yards an authorised person shall arrange to make dead and earth the
overhead equipment and a permit-to-work card shall be obtained by the staff concerned
before work on the roof of rolling stock or engines is commenced. On completion of
work, the card shall be returned to authorised person for cancellation. The authorised
person shall then satisfy himself that every thing is in order and that all staff are clear
before energising the overhead equipment.
(b) Prescribed working rules for isolating and making dead section of overhead equipment
forwateringofcairiagesshallbefollowedatwatering stations.
(4) Supplement to the Station Working Rules for A.C. Traction Issued to each station, loco shed
etc. specify that switches, the operation of which, will make a section dead or alive.
17.06. Alterations to track - Before any alteration to alignment or level of electrified tracks is
commenced, due notice shall be given to those responsible for the overhead equipment so that the
overhead equipment may be adjusted to conform to the new conditions.
S.R.17.06/1.
(1) Before any slewing, alteration to super-elevation or level of tracks is done, notice shall be
given to the Divisional Electrical Engineer (Traction Distribution) to enable him to arrange for
adjustment overhead equipment to conform to the new conditions, if necessary. Such work
shall be included mtheweeklyprogrammedetailedmS.R 17.04/l(2-d).
(2) (a) All minor alterations to overhead equipment whether permanent or otherwise shall be
reported to the Traction power Controller immediately by telephone and to the Divisional
Electrical Engineer (Traction Distribution) or the Assistant Electrical Engineer (Traction
Distribution) in writing.
(b) Major alterations affecting the existing disposition of any section of overhead equipment
shall not be made unless sanctioned by the Divisional Electrical Engineer (Traction
Distribution).
(3) (a) When working on overhead equipment, all staff shall ensure that the wires are not
deflected so as to cause pantographs of electric rolling stock passing on other lines to be
fouled by steady arm tubes or any other parts of the overhead equipment.
(b) When the overhead equipment is slewed either temporarily or permanently, the person in
charge shall ensure that section insulators, jumpers, distance and other fittings will not
foulthepantographsofelectricrollmgstockpassingonotherlines.
(4) (a) Whenever any work on track, which is likely to affect rail bonds, is undertaken by
permanent way staff, adequate notice shall be given to the Traction Foreman (Overhead
Equipment), to enable him to arrange for bonding staff for removal and replacement of
bonds.
(b) BondingstaffwhenworkingwithaSectionEngmeer(P.Way)shallworkunderthelatter's
instructions whoshall then be responsible for the safety ofthe track and of the staff.
276
17.07. m ^ f t K T ^t^Rff" if ? ^ t tit* f^JcT l&tffiX * ^ f t f e * «J*f ^T f£q i t ^TRTT - * f t
ftsta a i ^ n r ^ R T 3 F W S R J , ^ ^ f «ft ^ t cit êr ? ^ f sraraT f ^ c r « r ^ M * <atet y T W
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^ «# ftnj eit^t w i e r e «# qnf^f^T «# ftnj ^ r 3TT?RT * S M W *nfcr «fr*f ™ ? * m t f i
17.08. ^ T ^ t ^ - ^ T ^ t ^ # ^ ^ T ^ ^ M R ^ I d H # f ^ q f M q ^ ^ g m f ^ f ^ f % l ?
^.Rf.17.08/1. (^) ^ R ^RT T3TOR <* ^ S R T <* ftp? ^ f%# W!rfl tf vJFHT ^ ^ R ^ * f*PJ ^ 3TO
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277
17.07. Tripping of circuit breakers of locomotives and electrical multiple units at neutral sections
Unless otherwise allowed by special instructions, the Loco Pilot of the locomotive or electrical
multiple unit shall coast through the neutral section, duly switching off power, Necessary indication
boards to this effect shall be provided to guide the Loco Pilot to switch off and switch on Power.
17.08. TowerWagon-Therulesforthemovementandworkingtotowerwagonsshallbelaiddown
by special instructions.
S.R.17.08/1. (a)Whenev e ritisnecessaiytoworkaTowerWagoneith e rforthemaintenanceofOHEor

attending to the she of Break Down or for any other reason, the person mcharge of the Tower Wagon shall
advise the Station Master/Cabin Assistant Station Master/Cabmmaster about the movement of Tower
Wagon.
(b) ATowerWagomstobetreatedhkeatramandshallbeworkedwhhoutaguard.Thedutiesand
responsibilities for protecting the tram/track and other duties of the guard shall devolve on the
OHE Supervisor accompanying theTower Wagon.
(c) In case of an arranged OHE block, one or more Tower Wagons can be worked and follow one
another. The Station Master, while authorising the following Tower Wagon/Wagons into
occupied affected OHE Section, shall issue an "Authority to proceed Without Line Clear" and
a Caution Order mentioning the site of work indicating the speed which under no
circumstances, shall exceed 10 KMPH. The first Tower Wagon to enter the section shall also
notexceedtheprescnbed speed.
(d) A Tower Wagon shall, however, not be permitted to enter the section following a tram in
Absolute Block Signalling Territory.
(e) After completion of the work, the official mcharge of the Tower Wagon which entered last in
the section shall certify at the station in advance about clearance of section and initial against
therelevant entry intheTrainSignal Register in tokenoftheSectionhavingbeenclearedofthe
lastTowerWagon.
(f) Tower Wagons have a key role in the maintenance of OHE and for attending to
brakdowns. As such as soon as the programmed and sanctioned work is completed they shall
be returned to their base depot with the utmost expedition in as much the same way as an
Accident ReliefTrain.
(g) No tower wagon shall be driven except by an authorised person and no person shall be so
authorised, unless he has knowledge of the section on which tower wagon is operating in
additionatbemgconversantwiththeoperationoftowerwagon.
17.09. Additional rules for electrified section - Special instructions for working of trains on
electrified sections shall be notified by the authorised officer.
S.R. 17.09/l.AccidentanUnusualInElectnfiedTerritorv-
(1) Duties andresnonsibilitiesofTractionPower controller. Section Controller and Station Master
incaseofNoTension FaultTriDDinginOverheadeauiDment-
Faultlsolation:
(i) In an electrified section in the event of Over-head equipment failure, Traction Power
controller shall immediately identify and localise the faulty section and isolate the same.
In case of double and multiple line sections, he shall also isolate healthy section on
adjacent track on the same route length as faulty sections. The Traction Power Controller
shall then advise the Section Controller in writing or on Phone under exchange of private
number,ofthesectionfoundfaultyandhealthysectiontemporarilyisolated.
(h) OnreceiptoftheadvisefromTractionPowerController,theSectionControllershalltake
asunder-
(a) Section Controller shall, under exchange of private number, advise Station Masters
of stations on either side of isolated sections to treat the faulty section as if the same
is under emergency power block and take action accordingly.
277
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^ r a R T ^ ^ ^ t . ^ ^ t T r a ^ ^ f ^ T ^ f ^ t ^ T ^ I
278
(b) TheSectionControllershallcheckwhetheranytrainhasenteredinthefaultysectioalfnothe
shall advise the concerned SM to issue caution order to the Loco Pilot of the first train on
unaffected section to 'keep a sharp look out on the adjacent line-lines to see if there are any
OHE abnormalities'.
On reaching the next station, Loco Pilot should report whether or not the section over
which they have passed is safe for train movement. The Section controller will advise the
Traction Power Controller in writing to re-energize the healthy section that was temporarily
isolated.
(c) If however a train has entered in faulty section, the Section Controller shall immediately
inform SMs of all stations who are concerned with working of train in the faulty section and
also in the section in which healthy Over-head equipment is temporarily isolated, under
exchange of private number, that they shall not allow any train to enter the effected block
sections unless both Loco Pilot and Guard of the first train in unaffected section have been
issuedcautionordertothiseffect.
(i) "Proceed with speed not exceeding 60 KMPH during day when visibility ahead is clear
and not exceeding 30 KMPH during night subject to observance of other speed
restrictions".
(ii) "Keep a sharp look-out and be prepared to stop short of any obstruction, which may be
due to any infringement from the adjacent line-lines and also keep a sharp look-out on
the adjacent line-lines to see if there are any over-head equipment abnormalities. On
reaching the next station, Loco Pilots to report whether or not the section over which
theyhavepassedissafefortrainmovement."
(iii) Only after taking this action the Section Controller shall advise the Traction Power
Controller in writing that necessary precaution have been taken to ensure safety of the
train. The Traction Power Controller shall then restore the feed to the healthy section.
withwastemporarilyisolated.
(iv) Action to remove speed restrictions shall be taken by Section Controller in
consultationwith Station Master on receipt of report from the Loco Pilot and the Guard
that the section is free of obstruction. Section Controller shall also advise the Traction
Power ControllerofthereportofLocoPilot-Guardofthetrainindicatingwhetherornot
there are any infringements or abnormalities in Over-head equipment.
Till such time, it is decided to remove speed restriction, subsequent train shall be
allowed to enter into the section only with permission from the Section Controller and
shall continue to be issued caution order prescribing clearly the speed restriction and
other precautions, as pointed out in c (i) above.
(2) Duties andresponsibihtiesofTractionPowerControllerin the eventofanv abnormality in trainon
Electric Tractionnecessitating'Switchingoff ofoverheadequipmentsupplv:-
(i) As soon as Traction Power Controller comes to know about unsafe condition of a train
working on Electrified Traction, he shall immediately 'switch Off the over-head equipment
supply of both the lines of relevant Sub-sector. Traction Power Controller shall then advise in
writing, the Section Controller of sections in which over-head equipment has been switched
'Off
(ii) On receipt of advice from Traction Power Controller, the Section Controller shall, under
exchange or private number, advise Station Masters of all stations, who are concerned with
working of trains in the affected section to treat the Dead section as if the same is under
emergency power block and to ensure that no train is allowed to enter into thesection.
HealthvSectiontemporarilvisolated.
(i) StationMasterswillnotallowanytraintoenterevenhealthylineoftheaffectedsectionunless
both Loco Pilot and Guard of the first train of unaffected section have been issued caution
order to proceed with the restricted speed not exceeding 60 KMPH during day when view
ahead isclearandSOKMPHduringnightsubjecttoobservanceofotherspeedrestrictions and
keep a sharp look-out and be prepared to stop short of any obstruction, which may be due to
any infringement or over head equipment abnormalities from the adjacent line-lines. Also
advise Loco Pilot to report immediately on reaching the next station whether or not the
Sectionoverwhichtheyhavepassedissafeforthetrainmovement.
278
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^ ^ ^ ^ ^ k ^ 3 k f ^ ^ ^ ^ l ^ l l ^ K ^ ^ k ^ | ^ ^ ^ ^ t ^ t % # ^ R ^ t
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^R«T^fR^|
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279
(ii) If Loco Mot of unaffected section contacts him on phone, the over-head equipment of
unaffected portion should be resumed and he will be asked to proceed with the restricted
speed not exceeding 60 KMPH during day when view ahead is clear and 30 KMPH
during night subject to observance of other speed restrictions and shall keep a sharp look
out and be prepared to stop short of any obstruction, which may be due to any
infringement from the adjacent line-lines. On reaching the next station Loco Pilot will
reportwhetherornotthesectionoverwhichtheyhavepassed,issafefortrammovement.
(in) After ascertaining that there is no infringement to adjacent track, the Caution Order as
indicatedshallbe withdrawn immediately
Sectionhavmg affected tram.
(i) After getting information from the Crew of the affected tram about the nature of
abnormality, decision regarding recharging of the over head equipment shall be taken by
the Section Controller in consultation with Chief Controller/Dy Chief Controller (Shift
duty)andcontrollerofconcerned department.
(n) If the Loco Pilot of the affected tram contacts Traction Power Controller/Control and no
defect is detected in the tram, on resumption of over head equipment he will be asked by
controltocleartheblocksectionwiththerestnctedspeednotexceeding60KMPHduring
day when view ahead is clear and 30 KMPH during night subject to observance of other
speed restrictions and shall keep a sharp look out for any abnormality in the tram. On
arrival at the station the staff of concerned department should Check the tram. If no
abnormality detected the tram should resume at normal speed.
(3) Duties and responsibilities of the Loco Pilot and the Guard in case of the over-head equipment
tnomng/notensioninover-headeauroment:-
(i) In case of Transient Tripping of Over-head equipment the Loco Pilot shall resume normal
traction and keep a sharp look out including on the adjacent line/lines to see if there are
any abnormalities/obstructions and will inform to the Guard through walkie-talkie or
whistle code about tripping in over-head equipment. The Guard of the tram will look out
for any abnormality on his tram. The Assistant Loco Pilot should look back and observe
his train for any abnormality.
(n) If no tension in over-head equipment continuous, the Loco Pilot shall immediately switch
'ON' the Loco flasher and control the speed (not exceeding 60 KMPH at night) so as to be
able to stop short of any obstruction and stop his tram close to first emergency socket and
will communicate with the Traction Power Controller/Control to know the reason for no
tension in overhead equipment, the Crew should act according to advice of control.
(in) If it is not possible to communicate with the Traction Power Controller/Control
immediately, the Loco Pilot shall depute the Assistant Loco Pilot to get down and check
the tram with the Guard in order to look for any abnormality for any defect in his tram
including locomotive. After the tram has been checked, the Loco Pilot-Guard shall
informSectioncontrolleroftheabnormality,andassistancerequired,ifany,orotherwise,
through emergency phone of other line walkie talkie, Level Crossings gate or through
tram of other direction or by any other means of communication and act in accordance
with advice of control. In case no abnormality is noticed in his tram, Loco Pilot should
switch "Off the loco flasher.
(iv) If in the meantime, Power supply to over-head equipment gets restored, the Loco Pilot
shallresumenormaltractionnosoonerhecometoknowofsuchresumptionofsupply
CS&D
279
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280
CHAPTER-XVIII MISCELLANEOUS
CHAPTER-XVIII
MISCELLANEOUS
18.01. Repeal and saving - The General Rules issued under the notification of the
Government of India in the late Railway Department (Railway Board) No. 1078-T, dated the
9'th March 1929, are hereby repealed except as respect things done or action taken or omitted
to be done or taken before such repeal
c&so
280
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281
Appendix-'A'
APPENDIX-'A'
WORKING INSTRUCTIONS FOR MANNED LEVEL CROSSING GATES ON INDIAN

RAILWAYS
These instructions should be read together with provisions in General & Subsidiary Rules, Following
GenerallnstructionsaremeantforalltypesofMannedLevelCrossing Gates.
1. GENERAL
1.1. DESCRIPTION OFTHELEVELCROSSINGGATE:
FollowingdetailsshallbemaintainedatallMannedLevelCrossing Gates:
1. NumberofLevelCrossingGate
2. EngineeringofTrafficGate
3. UndercontrolofStationMaster/SectionEngineer(P.Way)
4. Locationatkm
5. AtStation
6. Inbetween Stations &
7. BG/MG/NG
8. Singlehne/Doubleline/Multipleline
9. NormalPosition
10. Interlocked/Non-Interlocked
11. Meansoflnterlocking
12. ProvisionofGateSignalatkms.
(i)UPLine
(ii)DNLine
13. Signalling arrangements
14. MeansofCommunication-Telephone/Belletc
15. WidthofLevelCrossingGate
16. TypeofRoad(NH/SH/Others)
17. NameofRoad
18. Metalled/Non-metalled
19. ApproachRoad
20. WidthofRoad
21. AngleofRoadCrossing(incaseoftheskewgates)
22. Roadgradient(ifany)
(i) North/East Side
(ii)South/WestSide
23. Roadalignment(Straight/Curve)
(i) North/East Side
(ii)South/WestSide
24. ProvisionofHeightGauges
25. Type of Barriers
26. Lengthofcheckrails
27. RoadsurfaceinbetweenL-xinggates
28. LengthofRumblestrips/Speedbreakers
29. Roadsigns
30. SpeedBreakerlndicationBoard
31. TVU on
32. Censusnextdueon
33. DemarcationforplacementofDetonators
34. No. ofGatemanworking
281
Tftfw-V TOTW^%«^1™
35. ^ W I ^ f ^ ^ ^ W ( ^ )
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37. ^ f ^ f f <fl ^ *q*W t M ^f
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1 3 (5 W ^ W ^ H OT feH M ^
2 ^ T ^ T O ^ ^ t ^ «& H wf\ ^
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11 Tgna/mmn 1
12 ?8^ 1
13 M 1
14 5ff%«f^f%^ 1
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18 1
19 1
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W - ^ ^ W W ^ q ^ ^ W V ^ ^ / c f c R ^ ^ ^ f ^ t ^ ? t . 10, 11. 12,

13,15,17,19^f20^f^^^mi^'ll|
282
Appendix-'A'
35. Nearest Railway Medical Assistance

36. NearestPrivatelyMedicalAssistance(ifany)
37. List of equipment available Yes/No......
1.2 EQUIPMENT:
Sr.No. Items Quantity/Numbers

1. HandSignalLampTri-Colour 3(5onQuadruple/Lineortwinsignleline)
2. HandSignalFlagGreen 1 Mounted onsticks
3. HandSignalFlagRed 3 (6 on Quadruple/Line or twin signle line)
and 7 in case Hexaple Section mounted on
sticks)
4. BannerFlagRed 3(5onQuadruple/Lineortwinsingleline)
5. PostsforexhibitingRedBannerFlag 2 (4 on Quadruple/Line or Twin Single Line
andSonHexaplesection).
6. SpareChainswithPadlocks 2withstopmark.
7. Detonators lOinplasticcase
8. Gate lamps 2
9. TommyBar 1
10. MorterPan 1
11. Spade/Fowrah 1
12. Hammer 1 (In case of asphalted road this may not be
provided)
13. PickAxe 1 (In case of asphalted road this may not be
provided)
14. TinCaseforFlags 1
15. CanforOil 1
16. WaterPot/Bucket 1
17. CanisterforMusterRoll 1
18. Setofsparespectaclesofgateman 1
wearing glasses
19. Boarddemarcatingprotectionof
LevelCrossing Gate Diagram in
caseofobstructionongate. 1
20. Basket 1
21. Whistle 1
22. Wall Clock 1
Note:ItemNo. 10,11,12,13,15,17,19 & 20 shall be dispensed with at level crossing gates operated
byCabinmaster/Cabinman/Leverman.
282
Tftfw-V OTRWÎ^TOt™
1.3 ^ * l # M j i « M i -
1. Îricfr ^ I d H PHÎ (ft^/stt^)

2. ^^f^3^(f^V3f^3)
3. ^ W f f ^ f ^ ^ ^ t
4. ^ t ^ ^
5. 4^*^*f^^*fSpjjm™
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*ftcr
7. ÎriHI ^ P ^
8. «HHK H»ie<frTTC3iffoÊ W J k l 'l»HI ( ^ R M ) ^ ^ c f e r
9. v?M RhfrKkl ^ 1
10. f^M^R^M
11. ^.^^.^ftofîqffkMM^^^W^
1.4 ^ ^ ^ ^ - ^ # ^ ^ ^ ^ ^ ^ ^ ^ ^ f r f ^ ^ W ^ ^ H ^ I d H
^ WTR W ^ ^ ^ R T O W T ^ <* f ^ # ^ T ^ T 3Tra*TC» ^ eft ^ ^ ^ ^ ^ P
1.5 ^fe^^t^t-
(1) ^^-^^^^^M^^^^^^^^^k^™^
(2) ^w^^^^^f^-^^^^^^t^f^ffe^f^^
(i) ^ t ^ ^ ^ ^ ^ ^ ^ ^ ^ e f M ^ ^ ^ ^
(ii) ^ t e ^fcr* ww ma sfc ^ ^ s^m-^m «& ^ ^ V ^ t f f a*rer
(iii) tefrr W 3 » W T « ^ m , m ^ ^ S T ^ f t W r ^ s f U <M<£ M ^ ^ll
(iv) ^ ^ ^ ^ ^ t ^ f t ^ ^ M d r i ^ ^ | | |
(3) tefrnftftqftcT^-
(i) ^te^ ^m^ ^ T f% erM ^ ^ / ^ ^ f t W T ^ w ^ ^ ^ ^
(iii) ^ ^ ^ ^ ^ ^ ^ S ^ ^ ^ ^ ^ T O ^ ^ ^ T ^ ^ ^ ^
(iv) f ^ ^ f ^ ^ ^ M ^ ^ ^ ^ ^ ^ f ^ t f ^ ^ a ^ ^ ^ ^ ^ ^ ^ t ^
^TTI
(v) ^ ^ ^ ^ ^ ^ ^ ^ % ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ f % # ^ ^ m r a
283
Appendix-'A' RULES FOR WORKING LEVEL CROSSING
1.3 RECORDSTOBEKEPTATGATE LODGE:

Inadditiontoihe above equipment, followingrecords shall alsobekeptatiheGateLodge-
(1) GateWorkinglnstructionsinHindi/Enghsh.
(2) GatemanRulebookinHindi/Enghsh.
(3) Listfortoolsandbooks.
(4) DutyRoster
(5) CertificateforworkingasGateman
(6) Bio-data particulars of Gate men, including date of passing Vision test, initial/Refresher course.
safety camp etc.
(7) AccidentRegister
(8) RecordoflastcensusofroadtrafficatLevelCrossingGate.
(9) Public Complaint Book.
(lO)InspectionBook
(11) S&TRegisterincaseofInterlockedEngineeringGate.
1.4 MODEOFOPERATION-Detailedmodeofoperationforopeningandclosingthegateshallbeprovided
in the respective Station working Rules and Gate Working Instruction incorporating Local operational
requirements. When level crossing gate is required to be opened for passage of road traffic, the Gateman
must first open the gate farthest away from approaching road traffic and then open the gate on the side
nearesttheapproachingroad traffic.
1.5 DUTIES OF GATEMAN -
1) ALERTNESS - The Gateman shall be alert and be prepared to take immediate action, should danger
be apprehended. KeysofthegateshaUbeinhispersonalcustody.
(2) POSITIONDURINGPASSAGEOFTRAINS-Duringpassageoftrains. Gateman will stand in the

manner indicated below:
(i) Gatemanwillstandattentivelyinfrontofthegate-lodgefacingtheapproachingtrain.
(ii) IndaytimcGatemanshallholdredandgreenflagsfurleduponseparatesticksinrightandleft
hands respectively.
(iii) Innighttime,Gatemanshallholdlightedhandsignallampwithwhitelightfacingthetrack.
(iv) Heshallkeepthewhistleslungaroundhisneckfromacord.
(3) ROUTINEDUTIESOFGATEMAN-
(i) Gatemanshallensurethatredbannerflag/redlightisplacedacrossthetrackwheneverthegate
is kept in open condition at non-interlocked level crossing and during emergecies or
obstructionontrackat other typesofgate.
(ii) Gateman shall ensure that gate lamps and lamps of all gate signals are lighted and kept burning
continously from sunsetto sunrise.
(iii) Gateman shall perform his duties strictly according to the duty roster and shall not leave the
gate unless reliever arrives and takes charge ofit. However, ifit is necessary to leave the gate in
an emergency, he mustclose andlockthe gates against road traffic, before leaving the gate.
(iv) Except where otherwise prescribed under special instructions, he shall observe all passing
trains and be prepared to take such action as may be necessary to ensure safety of trains.
(v) Gateman shall watch all passing trains and keep sharp look out for any unusual like hot axle.
hanging chains, hanging battery, any vehicle/ wagons/train/battery box on fire, shifted load!
falling material like brake blocks, brake beams, safety bracket, vacuum cylinder or any other
situationendangeringsaferunningoftrains.
283
(Vi) ^ f ^ f ^ r o ^ ^ ^ f ^ ^ ^ ^ ^ ^ ^ ^ T O ^
(vii) vfefeftCTt f ^ / c W t e d ^ w OT aratffcicr ^r eft ^ ^ sm^ in ^r

f%^ ^ i f c ^ ^rflcr ^ OTTO * $m w ^ ^r îfecr ^ * f ^ ^ 3
eTT^TTI
(Viii) * * * *rfhT * * & R W * . ^ t e ^ ^ * M / ^ T^ ^ ^ ^
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(ix) ^ % T O ™ i ? T ^ ^ ^ 3 ^ ^ % T O ^ ^ ^ f » 3 ^ | ^
(x) frRT ^fe * f % T O OT?T^l?t^^^^^M# feftOT tf%R/^Vfe
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(xii) k ^ H ^ P ^ d 4^11 i W ^ ^ t ^ t ^ HRT WleTTSTCP'nrat I
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^ ^ f ^ t cfm PMEkl *\^\£\ 4^|| -
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iqHeTT^TTI
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(iv) ^R eft^T TO^ 31N ^ *IM ^ if frw ^ t ?ff ^ ^ ^ R W ? / ^

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284
(vi) Gateman shall also be prepared to repeat any signal, which Guard may give to Loco Pilot on
walkie-talkie orinany other way.
(vii) If lifting barriers/leaf gates get damaged or becomes out of order, the gateman shall use the
sparechain with discandpadlocksforsecuringthegateagainstroad traffic.
(viii) Gateman shall report to the nearest Station Master, Gangmate or SE(PWay) about any defect
in his gateorapparatuspertainingto it, as soon as possible.
(ix) In the event of gate signal becoming defective the Gateman shall maintain the signal in the
'ON'positionevenbydisconnectingthesignalorthewireifnecessary.
(x) At the gate whose signal have become defective, the Gateman shall close and lock the lifting
barriers/ leaf gates on sighting a train and hand signal or pilot the train past the defective
signal. InsuchcaseheshouldinformtheLocoPilotto report the defect at the next station.
(xi) Gatemanshallwearbadgeandprescribeduniformwhileondutyatlevelcrossinggate.
(xii) Gateman shall ensure that he is having Competency certificate in his possession while on
duty.
(xiii) Gateman shall work the gate as per Gate Working Instructions and remain well conversant
with these instructions.
(xiv) Gateman shall ensure that equipment supplied at the gate is in good order and ready for
immediate use.
(xv) Gatemanshallseethatthechannelfortheflangeofthewheeliskeptclear.
(xvi) Gatemanshallkeeptheroadsurfacewellwateredandrammedincaseofun-metalledroads.
(xvii) Gateman must be vigilant to see that inconvenience to road users due to closure of gates
shouldbetotheminimumpossibleextent.
(xviii) Gateman on electrified section shall watch that road vehicles/animals passing from gate are
within theheightloadinggaugeprovidedoneithersideofthelevelcrossing gate.
(xix) Gatemanshallpreventtresspassingbypersonsorcattletothemaximumextent.
(4) ACTION IN CASE OF UNUSUAL OCCURENCE ON TRAIN - In case Gateman observes any
thingunusualwithapassingtrain,heshalltakefollowing action:
(i) HeshalltakepromptactiontowarntheLocoPilotandGuardofthepassingtrainbyshowing
redflagbydayandflashingredlightbynight.
(ii) But in case of train parting, Gateman shall not show Stop hand signal and shall show
prescribed signal for train parting i.e. green hand signal during day and white light during
nightwavingup and down vertically.
(iii) He shall simultaneously try to draw the attention of the Loco Pilot and Guard by whistling
continuously, shouting gesticulating, throwing ballast on the brake van or by any other
means.
(iv) If Loco Pilot and Guard fail to take notice, Gateman shall immediately inform the Station
Master/Cabinmaster/Cabinman, if connected on telephone, to take appropriate action, under
exchangeofprivatenumber.
(5) ACTIONINANEMERGENCYATTHELEVELCROSSING-
(i) In case of an obstruction at the level crossing gate, Gateman shall maintain the gate signals, if
anyinthe'ONposition.
284
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285
(ii) Thereafter, if he is unable to remove the obstruction, shall immediately advise the
Station Master/Cabinmaster/Cabin man on duty, if connected by telephone, regarding
the defects/obstructions atthe gate, under exchange of private number.
(iii) If there is no response from the Station Master/Cabinmaster/Cabinman after two or
three attempts, he shall first protect the gate and then inform onphone.
TheGatemanshallprotecttheline/Gateasunder-
(a) Ondoublehnesection-
(i) If both lines are obstructed the Gateman shall plant a red banner flag by day and a red
flashing light by night 5 meters away on posts duly provided for the purpose. He shall
firstprotectthe line on which atrainis expected to arrive first.
(ii) Thenhewillsimilarlyprotecttheotherline.
(iii) Gatemanshallthenproceedtoprotectthegatealongwithdetonatorsandredflagbyday
andredflashinghandsignallampbynight.
(iv) Gateman shall proceed exhibiting red flag by day and red flashing hand signal lamp by
nightontheline on whichatrain is expectedto arrive first, to a point 600 meters on BG
and 400 meters On MG/NG and place on detonator on the line. Thereafter he shall
proceed to a distance 1200 meters on BG and 800 meters on MG/NG from the level,
Crossing gate and place 3 detonators on the track 10 meters apart, having thus protected
thelineheshallreturntothelevelcrossinggatepickinguptheintermediatedetonatoron
hiswayback.
(v) Thereafter, he shall proceed the other line, showing red hand signal, similarly place
detonators as described in para (iv) above andreturn to the site of obstruction, picking up
theintermediatedetonatoronhiswayback.
(vi) Having returned to the gate, he must then take steps to remove the obstruction and warn
theLocoPilotoftheapproachingtrain.
(vii) On those Meter Gauge Sections where train run at more than 75 kmph, detonators shall
beplaceatdistancetobespecifiedunderSpeciallnstructionbytheAdministration.
(viii) IncasetheGatemanobservesorhearsatrainapproachingwhenheisstillonhiswayto
protect and before he reaches the stipulated distance to place detonators, he shall place
detonatorsontheLineatadistanceasfarawayashecango.
(ix) Thereafter,heshallwarntheLocoPilotandstoptheapproachingtrainbywavinghisred
flagbydayandredflashinghandsignallampbynightrepeatedly
Note: The level crossing gates which are located between outermost Stop signal of the
stationareexemptedforplacingthedetonators as described in sub-para (iv) above.
(b) OnSindelinesection-
(i) Gateman shall plant a red banner flag by day and a red light by night 5 meters away on
posts duly provided for the purpose. He shall first protect the direction from which a
train isexpected to arrivefirst.
(ii) Thenhewillsimilarlyprotecttheotherside.
(iii) Gatemanshallthenproceedtoprotectthegatealongwithdetonators,redflagbydayand
redflashinghandsignallampbynight.
(iv) Gateman shall proceed exhibiting red flag by day and red flashing hand signal lamp by
night towards the direction from which a train is expected to arrive first, to a point 600
metersonBGand400metersonMG/NGandplaceonedetonatoron the line. Thereafter
he shall proceed to a distance 1200 meter on BG and 800 meters on MG/NG from the
level crossing gate and place 3 detonators on the track 10 meters apart. Having thus
protect the line he shall return to the level crossing gate picking up the intermediate
detonatoronthewayback.
285
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286
(v) Thereafter, he shall proceed towards the other direction, showing red hand signal.
similarly place detonators as described in sub-para (iv) above and return to the site of
obstruction, picking up the intermediate detonator on his way back.
(vi) Having returned to the level crossing gate, he must then take steps to remove the
obstructionandwarntheLocoPilotoftheapproachingtrain.
(vii) On those Meter Gauge section where trains run at more than 75 kmph, detonators shall be
placed at distancetobespecifiedunderSpeciallnstructionsbytheAdministration.
(viii) In case the Gateman observes or hears a train approaching when he is still on his way to
protect and before he reaches the stipulated distance to place detonators, he shall place
detonatorsonthelineatadistanceasfarawayashecango.
(ix) Thereafter, he shall warn the Loco Pilot and stop the approaching train by waving his red
flagbydayandredflashinghandsignallampbynightrepeatedly
Note - The level crossing gates, which are located between outermost stop signals of the
station, areeXemptedforplacingthedetonatorsasdescribedinpara(iv)above.
(c) Other action to be taken bv Gateman -

(i) AtnightGatemanshalllighttwohandsignallampsandtakeactiontoexhibitred light and
protectthe lines as described in subparas (a) and (b) above.
(ii) If the gate is broken by a road vehicle which in fouling the track, or if lifting barriers/leaf
gates or any other part of the gate foul the track, or if there is any other obstruction at the
gate, the Gateman shall take immediate action.
(iii) He shall note down the particulars of the road vehicle, vehicle number, name of the driver
& owner and relay these details to the nearest Station Master /Cabinmaster/Cabin man or
JE/SE/SSE (P. Way) regarding the particulars and obstructions at the level crossing gate.
throughmessengerorothermeansavailable.
1.6 For the visibility requirements at level crossings, provision of speed breakers on the approach roads of
levelcrossingsandcensusoftrafficatlevelcrossingsaredescribedinparas916,918,919ofIRPWM.
1.7 SPECIALINSTRUCTIONSFORDIFFERENTTYPESOFLEVELCROSSINGGATES-
InstructionsfordifferenttypesofmannedLevelCrossingGatesare given in Annexure as follows :-
Annexure-1 Engineering Level Crossing Gate, interlocked with gate signals, provided with
telephone, with normal position'Open to road traffic'
Annexure-II Traffic Level Crossing Gate, interlocked with stop signals of the station, provided
with telephone, with normal position'Open to road traffic'
Annexure-III Traffic Level Crossing Gate non-interlocked, provided with telephone, with
normalposition'Closedtoroad traffic'.
Annexure-IV Engineering Level Crossing Gate, non-interlocked, provided with telephone with
normalposition'Opentoroad traffic'.
Annexure-V Engineering Level Crossing Gate, non-interlocked, provided with telephone with
normalposition'Closedtoroad traffic'.
Annexur-VI Engineering Level Crossing Gate, non-interlocked, not provided with telephone.
withnormalposition'Closedtoroad traffic'
286
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287
ANNEXURE-1
ENGINEERING LEVEL CROSSING GATE INTERLOCKED WITH GATE SIGNALS. PROVIDED

WITH TELEPHONE WITH NORMAL POSITION "OPEN TO ROAD TRAFFIC"
(General Instructions are common for all types of Manned Level Crossing Gates)
1. Mode of Operation - Detailed mode of operation for opening and closing the level crossing gate shall be
provided in the respective Station Working Rules and Gate Working Instructions incorporating local
operational requirements. When level Crossing gate is required to be opened for passage of road traffic,
the Gatemanmustfirstopenthegate farthest away from approaching road traffic and thenopen the gate
onthesidenearesttheapproachingroad traffic.
2. IntimationtoGatemen-
(i) The Station Master/Cabinmaster/Cabinman shall intimate the Gateman through telephone
connectedat his end aboutmovementoftrain(s) proceeding towards the level crossing gate.
(ii) If the telephone is connected to the station at the receiving end, this advice shall be given by the
Station Master/Cabinmaster/Cabin man to the Gateman, as soon as he received Train Entering
Sectionadvicefromthedispatching station.
(iii) IftheactualrunningtimeofthetrainfromeitherendofthesectionislessthanlOminutes,Station
Master/Cabinmaster/Cabin man will convey this advice to the Gateman before
obtaining/granting lineclear.
(iv) It should be the duty of the Gateman to ensure that the gate is closed in time, so that there is no
detentiontothetrainorexcessivedetentiontoroad traffic.
3. Failure of Telephonic Communication - When Telephonic Communication fails or it does not get any
response from the Gateman despite 2 or 3 attempts, the following procedure should be adopted:
(i) if the telephone fails at the gate connected with the station at the dispatching end, Station Master
shall issueacautionordertotheLocoPilotofthedeparting train.
(ii) Station Master shall advise the Loco Pilot to whistle continuously and proceed cautiously while
approachingthegate.
(iii) In case the gate signal is 'ON' he should stop short of the gate signal and follow the procedure laid
downunderGR3.73.
(iv) In case of an approaching train, the Station Master shall advise the Station Master at the
dispatching end, under exchange ofprivate number, that the telephone at the gate has failed.
(v) TheStationMasteratthedispatchingendshallthenissueacautionordertotheLocoPilotbefore
dispatchingatrainintheblocksectionfromhisend.
(vi) Station Master will also advise the Gateman through Gang man/Patrolman/Loco Pilot of the first
train thatthetelephonehasbecomedefective.
(vii) Station Master should also advice S&T Staff responsible for maintenance of the telephone to
rectify the same atthe earliest.
(viii) Normal working will be resumed only after S&T staff rectify the telephone and issue
reconnection/fitmemoforthesame.
4. FailureofLiftingBarriersorLeafGates-
(i) When the gate can not be closed due to failure of lifting barriers or leaf gates, the Gateman shall
immediately inform the Station Master on duty under exchange ofprivate number, and ensure
thatliftingbarriersorleafgatedonotfoulthetrack
287
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288
(ii) Heshallimmediatelyfixredbannerflagbydayandredflashinglightbynightonthepostatthat
endfirstfromwhichthetrainis approaching and then at the other end.
(iii) Gatemanshallsecurethegateagainstroadtrafficbymeansofsafetychainsandpadlocks.
(iv) Aftersecuringthegateagainstroadtraffic,Gatemanshallshowgreenhandsignalflagbydayand
greenlightbynighttotheLocoPilotoftheapproachingtrain.
(v) StationMasterondutyshallissuecautionordertotheLocoPilotofadepartingtrain.
(vi) He also advise the Station Master at the dispatching end, under exchange of private number; to
similarlyissueacautionordertotheLocoPilotbeforedispatchingatraintheblocksectionfrom
his end.
(vii) Station Master shall advise maintenance staff responsible for maintaining the lifting barrier/leaf
gatesto rectify the same at the earliest.
(viii) Normal working will be resumed only after maintenance staff repair the lifting barrier/leaf gates
andissuereconnection/fitmemo forthe same.
5. FailureofGatekevwith the gate in closed condition -

(i) If the gate key cannot be extracted from the winch, gate signal lever or key transmitter then
Gateman must immediately inform the Station Master/Cabinmaster/Cabin man on duty on
telephone, under exchange of private number.
(ii) If Emergency Key is available at the gate lodge/cabin, Gateman /Cabinmaster/Cabin man /lever
man will takeitout from the sealed box by breaking the seal and open the gate for road traffic.
(iii) The record of the date and time of breaking the sealed cover of Emergency Key Box shall be
recordedandsignedwithreasons.
(iv) Thereafter, the gate must be treated as non-interlocked and procedure for reception/dispatch of
trains as prescribed for non-interlocked gates, should be adopted.
(v) StationMasterondutyshallissuecautionordertotheLocoPilotofadepartingtrain.
(vi) He shall also advise the Station Master at the dispatching end, under exchange of private number.
to similarly issue a caution order to the Loco Pilot before dispatching a train in the block section
fromhisend.
(vii) StationMastershalladviseS&Tstaffresponsibleformaintainingthekeytransmittertorepairthe
same atthe earliest.
(viii) Normal working will be resumed only after S&T staff repair the key transmitter and issue
reconnection/fitmemo forthe same.
(ix) Afterrectification,theEmergencyKeyshallbereplacedintheEmergencyKeyBoxandresealed
by the S&T maintained
6. Failure of the Gate Key with the gate in open condition -

(i) Ifthegatekeycannotbeextractedfromwinch,gatesignalleverorkeytransmitterthenGateman
must immediately inform the Station Master/Cabinmaster/Cabin man on duty on telephone,
underexchangeofprivate number.
(ii) Thereafter, the gate must be treated as non-interlocked and procedure for reception/dispatch of
(iii) The Gateman shall secure the gate against road traffic by means of chains and padlocks and pass
trainsonhandsignals.
(iv) StationMasterondutyshallissueacautionordertotheLocoPilotofadepartingtrain.
(v) He shall also advise the Station Master at the dispatching end, under exchange of private number.
fromhisend.
288
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289
(vi) StationMastershalladviseS&Tstaffresponsibleformaintainingthekeytransmittertorepairthe
same at the earliest.
(vii) Normal working will be resumed only after S&T staff repair the key transmitter and issue
7. DefectiveGateSknals-
(i) The Gateman shall treat the gate signal as defective and must not take 'Off them under following
circumstances -
(a) Ifgatesignalscanbetaken'OFF'withoutclosingthegate,or
(b) Thekeycanbee X tractedfromtheoperatingwinchwhenthegateisinopencondition,or
(c) Thekeycanbeextractedfromtheleafgateswhenthegateisinopencondition.
(ii) If the Gate or the Gate Signal or Warner/Distant Signal becomes defective in 'OFF' Position, the
Gateman will make all efforts to put it at'ON position even by cutting signal wires, if necessary.
(iii) TheGatemanwillimmediatelyadvisetheStationMaster/Cabinmaster/Cabinmanondutyunder
exchange of private number, regarding defective gate signals.
(iv) Thereafter, the gate must be treated as non-interlocked and procedure for reception/dispatch as
prescribedfornon-interlockedgatesshouldbeadopted.
(v) He shall show green hand signal flag by day and green light by night to the passing train after
closingthegate.
(vi) StationMasterondutywillissueacautionordertotheLocoPilotofadepartingtrain.
(vii) He shall also advise the Station Master at the dispatching end, under exchange of private number.
fromhisend.
(viii)StationMastershall advise S&T staff responsible for maintaining the gate signal to repair thesame
atthe earliest.
(ix) Normal working will be resumed only after S&T staff rectify the defective gate signal and issue
8. ObstructionattheGate-
(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting barrier/leaf gates or
anyotherpartofthegatefoulthetrack,orifthereisanyotherobstructionatthegate,theGateman
shall immediatelyputbackgatesignalsto'On'Position.
(ii) Heshallfixredbannerflagbydayandredflashinglampbynightonpostsprovidedatbothends
ofthegateforthispurpose.
(iii) Immediately after this, the Gateman shall advice the Station Master/Cabinmaster/Cabin man on
dutyregardingthedefects/obstructionsatthegatcunderexchangeofprivatenumber.
(iv) If there is no response from the Station Master/Cabinmaster/Cabin man after two or three
attempts, he shall first protect the gate and then inform on phone.
(v) Gatemanshallthenrushwithdetonatorsandredflagbydayandredflashinghandsignallampby
night in the direction of the approaching train and protect the gate as stipulated in General
InstructionfordutiesofGatemanunderitemNo. 1.5 (5).
(vi) Thereafterheshallprotectthegatefromtheotherdirectionalso.
(vii) He shall note down the particulars of the road vehicle, name of the Driver, owner and relay these
details to the Station Master/Cabin master/Cabin man who shall not start the train unless he has
been assured by the Gateman that the road vehicle or the lifting barriers/leaf gates are not fouling
thetrack.
(viii) The Station Master shall also inform the Station Master at the dispatching end, under exchange of
private number, asking him not to dispatch any train in the block section from his end, until the
trackhasbeenclearedofallobstruction.
289
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(ii) tt^^^3h#^RTO/ii/iWîrî
(iii) craanwT/îHftFRerafnpf^ronî
(iv) ^ H H l W ^ W V ^ ^ ^ ^ f ^ ^ ^ ^ f o ^ ^ H I d ; ^ ^
vmni^wiwm^tmK%\
(v) ^ ^ ^H * # S W ^ t. cfT ^ ? H W V * f ^ W ? / ^ *T ^ F # ^ ^ T f %
(vi) ^ M ^ ^ ^ ^ ^ ^ T O ^ ^ ^ ^ f ^ ^ t c i T W ^
*raw ^f ftwr ^ f ^ f t o ^f-^t% 3 ^ ^ -

(i) ? ^ ^ R W ^ / W ^ ^ ^ ^ f ^ ^ ^ f ^ ^ ^ f ^
290
(ix) After the track has been cleared of all obstructions the Gateman shall inform the Station Master
accordinglyunderexchangeofprivatenumber.
(x) Station Master shall then issue a caution order to Loco Pilots of all trains to proceed cautiously,
andpassthegatesignalat'ON'positionon green hand signal of the Gateman, if the gate is broken.
butisclearofanyobstruction.
(xi) Gatemanshallsecurethegateagainstroadtrafficbymeansofsafetychainsandpadlockandthere
afterexhibitgreenhandsignaUfthegateisnotobstructed.
(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting barriers/leaf
gatestorepairthesameattheearliest.
(xiii) Normal working will be resumed only after maintenance staff rectify the defective lifting
barriers/leafgatesandissuereconnection/fitmemoforthesame.
9. Obstruction on the Track near Level Crossing Gate - If there is a rail fracture or obstruction on the track
due to falling of a tree, fouling by road vehicle or derailment which is visible to the Gateman, the
Gateman and Station Master will adopt the procedure given under item No. 8 above, if the obstruction
fouls the Level Crossing Gate, Gateman must keep the gates closed against road traffic till the track is
clearedoftheobstruction.
ANNEXURE-II
TRAFFIC LEVEL CROSSING GATE INTERLOCKED WITH STOP SIGNALS OF THE STATION.
PROVIDED WITH TELEPHONE, WITH NORMAL POSITION OPEN TO ROAD TRAFFIC
1. Mode of Operation - Detailed mode of operation for opening and closing the level crossing gate shall be
provided in the respective Station Working Rules and Gate Working Instructions incorporating local
operationalrequirements.Whenlevelcrossing gate is required to be opened for passages of road traffic,
theGatemanmustfirstopenthegatefarthestawayfromapproachingroad traffic andthen open thegate
on thesidenearesttheapproachingroad traffic.
2. IntimationtoGateman-
(i) The Station Master/Cabinmaster/Cabinman shall intimate the Gateman through telephone
connectedathisendaboutmovementoftrain(s)proceedingtowardsthelevelcrossinggate.
(ii) The Gateman shall close the gateman and transfer the key to the Station Master/ Cabinmaster/
Cabinman.
(iii) Thereception/departuresignalswillthenbetaken'Off.
(iv) InordertoensurethatroadtrafficisnotheldupforalongtimctheStationMaster/Cabinmaster/
Cabinman must ensure that the train is ready for departure in all respects before he advises the
Gatemanofclosingthegate.
(v) If the gate is operated from the cabin itself, Station Master/Cabinmaster/Cabin man shall ensure
thatthe gate is closed against road traffic, before taking 'OFF'reception/departure signals.
(vi) Whenatrainhastobepilotedtoandfromthestationyardoranyshuntingmovementistobedone.
the staff deputed to pilot the train or to perform shunting across the gate shall be personally
responsible to ensure that the gate is closed against road traffic before allowing any movement
across thegate.
3. Failure of Telephonic Communication - When Telephonic Communication fails or it does not get any
response from the Gateman despite 2 or 3 attempts, the following procedure should be adopted-
(i) Station Master on duty shall send written advice to the Gateman through the porter/Pointsman
withfulldetailsofnumber,descriptionanddirectionofthetrain.
290
(11) ^^^^mf^TK^^^^3ik^^W^/%teW^/%m^^^t^
(iii) ^ ^ ^ ^ 3 ^ 3 ^ % ™ ^ ^ ^ ^ ^ ! ^ ^ ^ ^ % ^
(v) ^ % ^ ^ W T ^ ^ ^ ^ ^ ^ f ^ R ^ ^ ^ ^ ^ ^ W ^ ^ ^ ^ f ^ f ^
^ % 3 ^ d ^ ^ ^ ^ ^ f o ^ ^ t l
(vii) ^ f ^ % ^ W * 3 ^ 3 ^ « W ^ ^ ^ ^ q # ^ t T O ^ W * ™
(viii) ^ 3 ^ ^ ^ ^ O T ^ t ^ * W W q R ^ ^ ^ ^ ^ I
(ix) T ^ T r n ^ ^ W ^ ^ M ^ ^ 1 ^ 3 1 k ^ : ^ t e / t e ^ ^ % ^ # ^ R T ^ ^
#f^^f%PdPî4R^3^#^^^w^^ti
(ii) W ^ ^ f ^ % W T ^ ^ ^ 3 1 k w % W T ^ ^ f ^ ^ f ^ 3 k ^ ^ ^ # t
(iii) ^ ^ W M % f ^ M ^ ^ 3 i k ^ M ^ ^ ^ I
(xv) ^ ^ ^ W M % f ^ ^ ^ % ^ ^ f ^ % W T ^ ^ 3 i k w % W T ^
(v) ^ ^ ^ R W ^ ^ M ^ t M R m ^ ^ ^ i
(vx) W ^ M % ^ W ^ ^ ^ % e T ^ W ^ ^ 3 ^ 3 ^ « W ^ ^ ^
(V11) ^ ^ H H I ^ ^ ^ | 4 1 ^ d ^ W ^ ^ r d r ^ l f e v # ^ ^ % ^ W ^ ^ / l ^ ^ ^
(V111) ^^w^^rdrî^v#^^^w^^%^^:^te/f^^^%^^
^ ^ ^ ^ ™ % f ^ ^ ^ 3 i k ^ ^ ^ M ^ ^ % f ^ ^ t l
(*T) ^ 3 ^ 3 ^ ^ ^ M ^ m W 3 f R ^ ^ W ^ W ^ % f ^ f d W : ^ ^ ^ ^
(!) ^W^^)f^)^f^R^#^3T^^f^^%^^fd^ft^^%d>^Hd^M
ÎTI
(ii) qft anmidîdlH ^ ) fcenw^frr m ? ^ t d> ^ k / % f ^ WV^FT ftr fero ^
291
(ii) Gateman on receipt of such advice shall close the gate and transmit the key to the Station
Master/Cabinmaster/Cabin man, which will enable them to take 'Off reception/departure
signals.
(iii) Whensufficienttimeisnotavailablebecauseofgreaterfrequencyoftrainservice,StationMaster
will issue writtenauthority to the train Loco Pilot to pass the signal at "ON" position.
(iv) In addition Station Master shall also issue a caution order advising the Loco Pilot to whistle
continuouslyandapproachthegate cautiously.
(v) The train Loco Pilot shall be instructed to pass the gate cautiously on being hand signalled by the
Gateman If hand signal is not seen, Loco Pilot should be prepared to stop short of the gate and
ensure that gate is closed following GR 3.73 (2) (b).
(vi) In case of an approaching train, the Station Master shall advise the Station Master at the
dispatching end, under exchange ofprivate number, thatthe telephone atthe gate has failed.
(vii) TheStationMasteratthedispatchingendshallthenissueacautionordertotheLocoPilotbefore
(viii) He should also advise S & T staff responsible for maintenance of the telephone to rectify the
defectattheearliest.
(ix) Normal working will be resumed only after S & T staff rectify the telephone and issue
4. FailureofLiftingBarriersorLeafGates-
(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the Gateman will
immediately inform the Station Master on duty, under exchange ofprivate number, and ensure
theliftingbarriersorleafgatesdonotfoulthetrack.
(ii) Heshallimmediatelyfixredbannerflagbydayandredflashinglightbynightonthepostatthat
endfirst from which the trains approaching and then at the other end.
(iv) AftersecuringthegateagainstroadtrafficGatemanshallshowgreenhandsignalflagbydayand
greenhghtbynighttotheLocoPilotoftheapproachingtrain.
(v) StationMasterondutyshallissueacautionordertotheLocoPilotofadepartingtrain.
(vi) He shall also advise the Station Master at the dispatching end, under exchange ofprivate number.
fromhisend.
(vii) Station Master will advise maintenance staff responsible for maintenance of lifting barriers/leaf
gate to repair the defect atthe earliest.
(viii) Normal working will resume only after maintenance staff repair the barrier/leaf gates and issue
Note,
(a) In case of failure of lifting barriers/leaf gates worked from the cabin, Station Master will send
stationportertosecurethegateagainstroadtrafficbysafetychainsandpadlocks.
(b) Authoritytopasssignalsat'ONpositionasperrulesshallalsobeissuedtotheLocoPilotsofboth
departing and arriving trains.
5. FailureoftheGateKevwith the gate in closed condition -
(i) Ifthegatekeycannotbeextractedfromthewinch/thegateleversorthekey transmitter, then
Gateman must immediately inform the Station Master/Cabinmaster/Cabin man on duty on
telephone, under exchange ofprivate number.
(ii) IfEmergencyKeyisavailableatthegatelodge/cabin,Gateman/Cabinmaster/Cabinman/Lever
man will take it out from the sealed box by breaking the seal and open the gate for road traffic.
291
(iii) 3HNId^H^?TO%^g^^^^^gTr4wTfe^f^n^^3lk^rr
( 1V ) ^^3rfw%ÂA*i^¥mAm^^
(v) ^H^^^^lettw^ww^^^l
(V11) ^HW<<wfl^^ffW^^?T^Z^^W^^/^^#re
(1X) l^^^%^3HNId^H^T^.TnÂ^ r e ^fwMt^^T^^T^^
(iii) ^ ^ W M % f ^ ^ ^ 3 i k ^ ^ % ^ ^ ^ ^ ^ 3 i k ^ f t ™
(xv) ^HW(^^^^^TO^»W^^Î
(v) ^WR)Î^TO^^^^TO^«W^^#^
(V1) ^RTOMrt^ÂOT^**silk^#W#p^^^
(vii) wÂw*^?i^^w^^%^^:#te/fte^^%^^
7. W ^ 3 ^ -
(ii) ^ k ^ ^ d ^ i d î4<d ^ H W V ^ T O / ^ ^ ^ H # / ^ ^ ^
(iii) ^ ^ ^ ^ / ^ ^ / ^ M ^ f ^ ^ f e a ™ / ^ , ^ ^
(xv) ^2-3™%^^^^/^WV%f^^^™^ta^^
(V) M^^3fcf^%^^^^W%WT^<T^^^^,^
(5)3ftfef^^K^^ra^l
(vx) ^ ^ W ^ f i f ^ ^ ^ r a ^ l
292
(iii) The record of the date and time of breaking the sealed cover of Emergency Key Box shall be
recordedandsignedwithreasons.
(iv) Thereafter, the gate must be treated as non-interlocked and procedure for reception/dispatch of
(vi) He shall also advise the Station Master at the dispatching end, under exchange of private number.
to similarly issue a caution order to the Loco Pilot before dispatching train in the block section
fromhisend.
(vii) Station Master will advise S&T staff responsible for maintenance of winch/gate leaves/key
transmitterto rectify the defect at the earliest.
(viii) Normal working will resume only after S&T staff repair the winch/gate leaves/key transmitter
(ix) After rectification, the Emergency Key shall be replaced in the Emergency Key Box and re-
sealed by the S & T maintainer.
6. Failure of the Gate Kev. with the gate in open condition -

(i) If the gate key cannot be extracted from the winch, gate lever or key transmitter then Gateman
must immediately inform the Station Master on duty on telephone, under exchange of private
number.
(ii) Thereafter, the gate must be treated as non-interlocked and procedure for reception/despatch of
trains as prescribed for non-interlocked gates should be adopted.
(iii) Gateman shall secure the gate against road traffic by means of chains and padlocks and pass the
trainsonhandsignals.
(iv) StationMasterondutyshallissuecautionordertotheLocoPilotofadepartingtrain.
(v) HewillalsoadvisetheStationMasteratthedispatchingendunderexchangeofprivatenumberto
similarly issue a caution order to the Loco Pilot before dispatching a train in the block section
fromhisend.
(vi) Station Master will advise S&T staff responsible for maintenance of winch/gate leaves/key
transmittedto rectify the defect at the earliest.
(vii) Normal working will resume only after S & T staff repair the winch/gate leaves/key transmitter
andissuereconnection/fitmemoforthesame.
7. OBSTRUCTIONATTHEGATE-
(i) If the gate is broken by a road vehicle which is fouling the track, or if lifting barriers/leaf gates or
any other part of the gate fouled the track, or if there is any other obstruction at the gate, the
Gateman shall immediately fix red banner flag by day and red flashing lamp by night on posts
providedatbothendsofthegate,forthispurpose.
(ii) Immediatelyafterthis,theGatemanshalladvisetheStationMaster/CabinMaster/Cabinmanon
duty,regardingthedefects/obstructionatthegate,underexchangeofprivatenumber.
(iii) Station Master/Cabinmaster/Cabin man on duty shall be advised to put the reception/departure
signalsbackto'ONposition,iftaken'OFF'foratrain.
(iv) If there is no response from the Station Master/Cabin Master/Cabin man after two or three
InstructionfordutiesofGatemanunderitem no. 1.5(5)
(vi) thereafterheshallprotectthegatefromtheotherdirectionalso.
292
(vii) ^ ^ ^ % f ^ , ^ , ^ t o ^ ^ ^ ^ ^ ^ ^ / % t o w v % f i F
(vii) ^ R W W F ) t l ^ R T O * 4 ^ t 3 W - W ^ w k ^ ^ f t
(ix) ^ 3 ^ ^ ^ ^ % ^ ^ ^ ^ . 3 ^ - ^ % 3 ^ ^ R W V % f t R
(X) ^ ^te ^ W i f e 3 ^ 5 i | f l ^ M # « ^ W ^
(Xi) ^ ^ ^ t o ^ ^ ^ l ^ ^ 3 f c ^ ^ ^ 3 ^ ^ f | ^ ^
r^Hdrîîn
(xii) ^^w^^^^^w^^rdrî4r^v^^^w^%f^^Mîk
(xii) ^ ^ O T a w f ^ t w # A ^ p ^ ^ ^ ^ / t e ^ ^ ^
a^-lll
(i) ^ W ^ l ^ ^ # W V f e T O / ^ ^ ^ l
(ii) ^ww^/%f^w^/%m^#f^^tf%^^^^^^t^^^tti
(iii) ^ d ^ M ^ t ^ ^ H d t o , ^ ^ ? ^ ^ ? ^ ^ H W V
(iv) m W f f W ^ ^ ^ m ^ f k ^ ^ l f W H W V ^ W V
(V) T ^ ^ ^ f ^ W W ^ ^ / ^ M % W ^ ^ 3 T ^ ^ ^ f ^ ^ ^ i f T f e ^
293
details to the Station Master who shall not start the train unless he has been assured by the
Gateman thattheroadvehicleorthelifting barriers/leaf gates are not fouling the track.
(viii) TheStationMastershallalsoinformtheStationMasteratthedispatchingend,undereXchangeof
private number, asking him not to disptach any train in the block section from his end, until the
(x) Station Master shall then issue a Caution order to Loco Pilots of all trains to proceed cautiously.
and pass the reception/departure signal at 'ON' position on green hand signal of the Gateman, if
thegateisbroken,butisclearofanyobstruction.
(xi) Gateman shall secure the gate against road traffic by means of safety chains and padlocks and
there after exhibit green hand signal, ifthe gate is not obstructed.
(xii) StationMastershalladvisemaintenance,staffresponsibleformaintainingtheliftingbarriers/leaf
gates to repairthe same atthe earliest.
barriers/leaf gates andissuereconnection/fitmemo for the same.
8. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE - If there is a rail facture or
obstructiononthetrackduetofallingofatree,foulingbyRoadVehicleorderailment,whichisvisibleto
theGateman, Gateman and Station Master will adopt theprocedure given under item no. 7 above. If the
obstruction fouled the level crossing gates, Gateman must keep the gate closed against Road traffic till
thetrackisclearedoftheobstruction.
ANNEXURE-III
TRAFFIC LEVEL CROSSING GATE NON-INTERLOCKED PROVIDED WITH TELEPHONE, WITH

NORMAL POSITION "CLOSED TO ROAD TRAFFIC"
1. MODE OF OPERATION - Detailed mode of operation for opening and closing the level crossing gate
shall be provided in the respective Station Working Rules and Gate Working Instructions incorporating
local operational requirements. When level crossing gate is required to be opened for passage or road
traffic, the Gateman must first open the gate farthest away from approaching road traffic and then open
thegateonthesidenearesttheapproachingroad traffic.
2. EXCHANGE OF PRIVATE NUMBERS -
(i) Gateman must seek permission from Station Master/Cabinmaster/Cabin man for opening the
gate.
(ii) Station Master/Cabinmaster/Cabin man shall ensure that there is no train movement within the
station limit. Thereafter Station master Cabinmaster/Cabin man shall exchange private number
to theGatemanallowinghimtoopenthegateforthepurposeofclearingto road traffic.
(iii) Suitable entries shall be made by the Station Master/Cabinmaster/Cabin man in the Train Signal
Register,PrivatenumberBookandLogBookinredink.
(iv) After passage of road traffic, Gateman shall close the gate and confirm this to Station
Master/Cabinmaster/Cabinmanunderexchangeofprivatenumber.
(v) Gate once closed can be opened by the Gateman, after passage of train/trains or change in
planning of train movement etc. with the permission of Station Master as the need of opening is
known to Gateman according to road traffic to be cleared. Obviously it can be done only after
exchanging private number with the control Station Master who will ensure that there is no train
movementtowardsthelevelcrossing.
293
(vi) wt^^^^^^^^^^w^m^î^tmÛ
(i) ^fe^RW^, to/W^^^^fM^^^ton^^R,

f^f^3Tfc^^tl
(ii) ^ % f t ^ f ^ ^ ^ ^ % « ^ ^ ^ ^ 3 # * ^ ^ |
(iii) ^ ^ ^ ^ # ^ ^ 3 ™ / ^ f ^ ™ 3 f f q ^ ^ l
(iv) ^ ^ ^ ^ 3 ^ 3 ^ % ™ ^ ^ ^ ^ ^ ! ^ ^ ^ ^ % ^
(V) ^ W t ^ « ^ W ^ ^ l W ^ ^ , W R # ^ ^
(Vii) ^ ^ ^ t l ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ T O f l w -
(viii) W H i l ^ R T O W l 4 t « w W t t ^ # W ^
(ix) W 3 ^ ^ ^ ^ # w * ^ # ^ ^ T O ^ / ^ % f ^ ^ ^ t i
(i) ^M^^3qw#^^ftw%™^^to^™^^
rlMRrT ^ f e ^ R W^/%to WV%f*R*T ^ Wfe R*TC % 3 ^ ™ R % 3Wfa
(ii) ^^^f^%WT^^^3 1 kw%WT^^f^^f^T3k^^3n#
(iii) ^ ^ W M % f ^ ^ « ^ 3 i k t e ^ ^ ^ ^ l
(iv) ^ ^ ^ W M % t e ^ ^ % ^ ^ f ^ % W T ^ ^ t 3 i k w % W T
(V) ^ ( d ^ ^ H H I ^ ^ ^ ^ ^ f f i T O 3 ^ # ^ l
(vi) W M R M ^ ^ R T O i t ^ ^ ^ ^ T O ^ ^ ^ ^ ^ ^ ^ ^ t
(vii) ^ ^ H i ^ ^ < ^ ^ ^ w ^ ^ r d r ^ i f e v ^ ^ ^ ^ w ^ ^ / i ^ t g
(viii) ^^w^^rdrî^v#^^^w^^%^^:^to/ffe^t^%
294
(vi) When a train has to be piloted to and from the station yard or any shunting movement is to be
done, the staff deputed to pilot the train or to perform shunting across the gate shall be personally
responsibleto ensure that the gate is closed against the road traffic before allowing any movement
across thegate.
3. FAILURE OF TELEPHONIC COMMUNICATIO - When Telephonic Communication fails or it does
not get any response from the Gateman despite 2 or 3 attempts, the following procedure should be
adopted-
(i) Station Master on duty shall send written advice to the Gateman through the Portor/Pointsman
withfulldetailsofnumber,descriptionanddirectionofthetrain.
(ii) The Gateman on receipt of such advice shall acknowledge the same after closing the gate, duly
supportedbyaprivatenumber.
(iii) Onreceiptofconfirmationaboutcloserofthegate,reception/departuresignalswillthenbetaken
'OFF'
(iv) WhensufficienttimeisnotavailablebecauseofgreaterfrequencyoftrainserviccStationMaster
will issue writtenauthority to the train Loco Pilot to pass the signal at'ON position.
(v) In addition, Station Master shall also issue a caution order advising the Loco Pilot to whistle
continuouslyandapproachthegate cautiously.
(vi) The train Loco Pilot should be instructed to pass the gate cautiously, on being hand signalled by
theGateman.Ifhandsignalisnotseen, Loco Pilot should be prepared to stop short of the gate and
ensure that gate is closed following GR 3.73 (2) (b).
(vii) In case of an approaching train, the Station Master shall advise the Station Master at the
dispatching end, under exchange ofprivate number, that the telephone at the gate has failed.
(viii) The StationMasteratthedispatchingendshall then issue a caution order to the Loco Pilot, before
(ix) He should also advise S & T staff responsible for maintenance of the telephone to rectify the
defect atthe earliest.
(x) Normal working will be resumed only after S & T staff rectify the telephone and issue
4. FAILUREOFLIFTENINGBARRIERSORLEAFGATES-
(i) When the gate cannot be closed due to failure of lifting barriers or leaf gate the Gateman will
immediately inform the Station Master on duty, under exchange or private number, and ensure
thathftingbarriersorleafgatesdonotfoulthetrack.
(ii) Heshallimmediatelyfixredbannerflagbydayandredflashinghghtbynightonthepostatthat
endfirst from which the train is approaching and then at theother end.
(iv) AftersecuringthegateagainstroadtrafficGatemanshallshowgreenhandsignalflagbydayand
greenhghtbynighttotheLocoPilotofanapproachingtrain.
fromhisend.
(vii) Station Master should also advise maintenance staff responsible for maintenance of lifting
barriers/leafgatestorectifythedefectattheearhest.
(viii) Normal working wiUbe resumed only after maintenance staff rectifythe lifting barrier/leafgates
andissue reconnection/fitmemoforthesame.
Note:
(a) In case of failure of lifting barriers/leaf gates worked from the cabin, Station Master will send
stationportertosecurethegateagainstroadtrafficbymeansofsafetychainsandpadlocks.
(b) Authoritytopasssignalsat'ON'positionasperrulesshallalsobeissuedtotheLocoPilotsofboth
departing and arriving trains.
294
5. W ^ 3 ^ -
(i) ^ te * ^ ^R m m ^ t ^ # &> ^ 3 c ^ ( W ) ^ W ?t 3*RT ^
(ii) ^ t e ^ ^ % ^ d ^ i d î4<d ^ H W < A P ° H w v % f r r f t r ^ ^ / 3 T ^ % ^ 3
(iii) ^^^^w^/%f^wv%f%^^llMf^n^^f%3^m/^R,mwff^
(iv) ^ 2 - 3 ^ % ^ ^ ^ ^ / ^ ^ / ^ ^ ^ ^ ^ t a d l ^
(V) M ^ ^ 3 f c f ^ % W T ^ ^ ^ T O % W T ^ < T ^ ^ ^ ^ , ^
(vi) ^ ^ w ^ f t w ^ ^ ™ ^ i
(vii) ^ ^ T O % f ^ , ^ , * n f ^ ^ ™ ^ ^ ™ ^ w v ^ w v ^
(Viii) ^ W * ^ f ^ % ^ W ^ ^ ^ 4 . 3 ^ - ^ % 3 ^ ^ ^ f %
(ix) ^ ^ ^ ^ ^ ^ ^ ^ . w w ^ ^ ^ R i w ^
(x) ^ ^te ^ w t , ^ ^ 5 i i » ^ w # * f f ^ TOZ ^
(xi) ^ ^ ^ T l ^ ^ ^ ^ ^ a f c ^ ^ ^ a ^ ^ U ^ ^
r^HdRîn
(xii) ^ w w ^ 5 ^ ^ ^ ^ w ^ ^ r d r ^ i f e v ^ ^ ^ w ^ % f ^ ^ M ^ 1 k
(xiii) ^ i ^ ^ i w f ^ * w * ^ ^ f i ^ ^ ^ * f c / t e W ^ ^
3^-IV
f * # T W^R W ^ , 3 } ^ R rffo M ^
295
5. OBSTRUCTIONATTHELEVELCROSSINGGATE-
(i) Ifthegateisbrokenbyaroadvehiclewhichisfoulingthetrack,orifliftingbarriers/leafgatesor
any other part of the gate fouled the track, or if their is any other obstruction at the gate, the
Gateman shall immediately fix red banner flag by day and red flashing lamp by night on posts
(ii) Immediately after this, the Gateman shall advise the Station Master Cabinmaster/Cabin man on
signalsbackto'ON'position, if taken 'OFF for a train.
InstructionfordutiesofGatemanunderitemno. 1.5 (5).
details to the Station Master who shall not start the train unless he has been assured by the
Gateman that the road vehicle or the lifting barriers/leafgates are not fouling the track.
(viii) The StationMastershall also inform the Station Master at the dispatching end, under exchange of
(x) Station Master shall then issue a Caution order to Loco Pilots of all trains to proceed cautiously
and pass the reception/departure signal at 'ON' position on green hand signal of the Gateman, if
theGateisbroken,butisclearofanyobstruction.
thereafter exhibitgreenhand signal, if the gateisnotobslructed.
(xii) StationMastershalladvisemaintenancestaffresponsibleformaintainingthehftingbarriers/leaf
gates to repair the same at the earliest.
barriers/leaf gates and issue reconnection/fit memo for the same.
6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE - If there is a rail fracture or
obstructiononthetrackduetofallingofatrecfoulingbyroadvehicleorderailmentwhichisvisibleto
the Gateman, the Gateman and Station Master will adopt the procedure given under item no. 5. If the
obstructionfoulsthelevelcrossing gate, Gatemanmustkeep the Gates closed against road traffic till the
trackisclearedoftheobstruction.
ANNEXURE-IV
ENGINEERING LEVEL CROSSING GATE NON-INTERLOCKED PROVIDED WITH TELEPHONE.

WITH NORMAL POSITION "OPEN TO ROAD TRAFFIC"
1. MODE OF OPERATION- Detailed mode of operation for opening and closing the level crossing gate
local operational requirements. When level crossing gate is required to be opened for passage of road
295
2. m^^ti^^-^-
(i) W Iftq* ^ WV%I^ W V % I ^ ^ ^^ ^ , f ^ 3fafciR
(ii) ^ ^ ^ f * ™ 3 f f q ^ 3 ^ ^ T ^ ^ ^ ^ ^ ^ ^
(iii) ^ ^ f ^ ^ ^ W T ^ ^ 3 ^ ^ ^ ^ t e ^ 3 T ^ - ^ %
(iv) ^ W V % ^ W V % f ^ ^ f t F R ^ ^ ^ ^ ^ f ^ ^ % ^
(V) ^ « t a W « ^ / « ^ # ^ W ^ t ^ ^ ^ ^
(i) ^ R M ^K ^ R wv%to w v » i * r ^ afc % $w\ wv%fcr
(ii) ^ ^ ^ f ^ R W ^ ^ ^ ^ ^ I
(iii) 3 mftftTR ^ R W V % f ^ W V ^ ^ T ^ ^ m ^ k ^ Wte ^ R
(iv) ^4H W ^ ^ 3 f c ^ ^ 3 T W ^ ^ ^ ^ / ^ ^ / % f l H ^
*t*ITI
(V) rt^^^^WV^W^^TOt^^W/^
(vi) ^ ^ W M ^ ^ t a M ^ M ^ ^ ^ ^ ^ ^ ^
(i) W F ^ ^ ^ R T O ^ A ^ W W ^ ^ ^ W ^ W W
(ii) ^ M O T ^ ^ ^ T O ^ C ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^
(iii) ^^^wîtîwmf^^^wm^wMi^m^^
(iv) ^ # ^ ^ ^ W W ( M i ^ W W ( ^ ^ W W W ^
(V) M R M ^ ^ H W ^ ^ ^ ^ ^ ^ ^ ^ e t t T O ^ ^ ™
(Vi) ^ ^ , ^ M ^ 3 T ^ W # ^ % ^ < T O ^ ^ ^ ^ ^ f %
296
2. EXCHANGE OF PRIVATENUMBE -
(a) When Gate is connected with the Station atthe Despatching End -
(i) Station Master/Cabinmaster/Cabin man at the dispatching end shall advise the Gateman.
No., description, direction and expected time of passage of train at the gate under
exchangeofprivatenumber.
(ii) Such advise shall be given before taking 'Off departure signals or giving an authority to
proceedtotheLoco Pilot.
(iii) The Gateman on receipt of the advice shall close the gate well in time and confirm the
same,underexchangeofPrivateNumber.
(iv) Station Master/Cabinmaster/Cabin man will 'take off the departure signals after getting
thePrivateNumberoftheGateman.
(v) Gate once closed can be opened by the Gateman, after passage of train/trains or change in
planning of train movement etc, with the permission of Station Master as the need of
opening is known to Gateman according to road traffic to be cleared. Obviously it can be
done only after exchanging private Number with the control Station Master who will
ensure thatthere is no trainmovementtowards the level crossing.
"On a single line the gateman shall be authorise to open the level crossing gate after
completepassageoftrainfromthegatebyobservingTailBoard/TailLamp".
(b) When Gate is connected with the Station at the Receiving End -
(i) Station Master/Cabinmaster/Cabin man at the despatching end shall advise the Station
Master/Cabinmaster/Cabin man at the other end, the number, description, direction and
expected time of passage of the train at the Gate under exchange of Private Number.
(ii) SuchadviceshallbegivenbeforeobtainingLineClear.
(iii) TheStationMaster/Cabinmaster/CabinmanattheReceivingEndshallinturnconveythe
sameadvicetotheGatemanunderexchangeofPrivateNumber.
(iv) The Gateman shall close the gate and thereafter give his Private Number to the Station
Master/Cabinmaster/Cabinman.
(v) OnlythentheStationMaster/Cabinmaster/CabinmanatthereceivingendshallgrantLine
Clear to the Station Master/Cabinmaster/Cabin man at the despatching end.
(vi) Gateonceclosedforroadtrafficmustonnoaccountbeopenedunlessthisisauthorisedby
theStationMaster/Cabinmaster/Cabinman,underexchangeofPrivateNumber.
3. FAILUREOFTELEPHONICCOMMUNICATION-WhenTelephonicCommunicationfailsoritdoes
adopted:
(i) Station Master at the dispatching end shall issue a caution order to the Loco Pilot before
(ii) The Caution Order should advise the Loco Pilot to whistle continuously and approach the gate
cautiously.
(iii) The Loco Pilot shall be instructed to pass the gate cautiously, on being hand signalled by the
Gateman. If hand signal is not seen, Loco Pilot should be prepared to stop short of the gate and
depute his Assistant Loco Pilotto see the condition of the gate. If the gate is closed, the Assistant
Loco Pilot will give the all right signal and if the gate is not closed the Assistant Loco Pilot must
close the gate and then give the All Right Signal. In the absence of the Assistant Loco Pilot, the
LocoPilotmaytaketheassistanceoftheGuardandshallstopclearofthelevelcrossingtopickup
the assistant Loco Pilot who willreopenthe gate forpassage of road traffic.
(iv) In case of an approaching train, the Station Master shall advise the Station Master at the
dispatching end, under exchange of private Number, that the telephone at the gate has failed.
(v) TheStationMasteratthedispatchingendshallthenissueaCautionOrdertotheLocoPilotbefore
(vi) Station Master shall also advise the Gateman through Gang man /Patrolman or Loco Pilot of the
firsttrainthatthetelephonehasbecomedefective.
296
(vii) W 3 ^ ^ ^ ^ # W ^ M ^ ^ T O ^ / ^ % f d ^ ^ ^ R I
(Viii) T ^ T r u ^ O T ^ M ^ ^ ^ ^ ^ ^ / t e ^ m ^ * ^ * ™
(i) ^ f M ^ ^ 3 ^ # ^ ^ f t w % ™ ^ ^ f ^ ^ M ^ ^
^ ^ 3 * * ^ R WV%f*T W V » l * r * t Wte ^ R % 3^R-*SR % 3^fw
(ii) ^ ^ ^ f ^ % W T ^ ^ ^ 3 f c w % W T ^ < T ^ ^ f ^ T 3 ^ ^ 3 r t
(iii) ^ ^ W M % f ^ M ^ ^ 3 i k ^ W ^ ^ ^ I
^ ^ ^ R ^ ^ ^ c M T O ^ f e ^ ,
(v) * ^ R ^ ^ # ^ ^ W W ^ # ^ I
(vi) W ^ f ^ % W H W < ^ ^ % e M T O ^ 3 ^ a f c ^ ^ W ^ ^ ^
(Vii) ^HHI^^^|41^^W^^rdr^l^V#^^^^W^^/l^tg
(viii) ^ ^ w ^ ^ r d r ^ i f e v # w t e ^ w ^ ^ % ^ ^ : # t o / f f e ^ t ^ %
(i) m ^ *s* ^R m m^ it ^ # £s «st 3^1^ (w) ^ w ?t aw* ^
(ii) Rg^^^dîd î4<d ^ H w v ^ w v ^ ^ ^ g # / ^ M ^

* ^ . 3 ^ R - ^ R % 3 ^ ^ ^ |
(iii) ^fe ^ R TO/^mV^? ^ ^ ftqr ^ T ft anWHWH, ftPHeff ^
(iv) ^ - S T O S ^ t f ^ W V ^ W V ^ ^ O T ^ ^ f t a ^ ^
^ ^ ^ ^ M ^ R ^ ^ R T ^ I
(V) M ^ ^ 3 f c f ^ % W T ^ ^ ^ W % W T ^ < T d ^ ^ ^ ^ , R ^
3 T R ^ f ^ 3 # ^ t ^ 3 ^ ^ ^ ^ * ^ * ^ 3 ^ % 3 ^ ^ .
1.5(5)3»f^R^K^™^l
(Vi) ^ ^ W ^ ^ f ^ ^ W ^ I
(Vii) ^ ^ ^ % f ^ , ^ , F ^ ^ R R ^ ^ d ^ ^ W V % f ^ W V % ^ R
(Viii) ^ T O W H M ^ ^ R W ^ # ^ 4 . 3 W - W ^ W f e ^ ^ f e
(ix) ^ 3 ^ T t ^ ^ % ^ R ^ ^ ^ 3 ^ - ^ % 3 ^ ^ W V % f ^
^ / % f ^ ^ d ^ K ^ ^ '
(X) ^ fc ^ W i 1 ^ 3 ^ ^ | M ^ W ^ ^ f % c M T O ^
ftFR^^Î
297
(vii) He should also advise S&T staff responsible for maintenance of the telephone to rectify
thedefectattheearliest.
(viii) Normal working will be resumed only after S & T staff rectify the telephone and issue
4. FAILUREOFLIFTINGBARRIERSORLEAFGATES-
(i) When the gate cannot be closed due to failure of lifting barriers or leaf gates, the Gateman will
immediately inform the Station Master/Cabinmaster/Cabin man on duty under exchange of
privatenumber,andensurethatliftingbarriersorleafgatesdonotfoulthetrack.
(ii) The Gateman shall immediately fix red banner flag by day and red flashing light by night on the
postatthatendfirstfromwhichthetrainis approaching and then at the other end.
(iv) After securing the Gate against road traffic, Gateman shall show green hand signal flag by day
andgreenlightbynighttotheLocoPilotoftheapproaching train.
(vi) The Station Master shall also advise the Station Master at the dispatching end, under exchange of
private number, to similarly issue a Caution Order to the Loco Pilot before dispatching a train in
theblocksectionfromhisend.
(vii) The Station Master shall also advise maintenance staff responsible for maintenance of lifting
barriers /leaf gatestorectifythedefectattheearliest.
(viii) Normal working will be resumed only after maintenance staff rectify the lifting barriers/leaf
gates andissuereconnection/fitmemo forthe same.
any other part of the gate fouled the track, or if there is any other obstruction at the gate, the
Gateman shall immediate fix Red Banner flag by day and Red Signal Lamp by night on posts
(ii) Immediately after this, the Gateman shall advise the Station Master/Cabinmaster/Cabin man on
duty,regardingthedefect/obstructionatthegate,underexchangeofprivatenumber.
signalsbackto'ON'position, if taken 'OFF'for a train.
details to the Station Master who shall not start the train unless he has been ensured by the
Gateman that the road vehicle or the lifting barriers/leafgates are not fouling the track.
(viii) The Station Master shall also inform the Station Master at the dispatching end, under exchange of
(x) Station Master shall then issue a Caution order to Loco Pilots of all trains to proceed cautiously,
andpassongreenhandsignaloftheGateman,ifthegateisbroken,butisclearofanyobstruction.
297
(xi) ^ ^ ^ t o ^ ^ ^ ^ ^ 3 f c ^ ^ ^ 3 ^ ^ f | ^ p > T
(xii) ^ ^ w ^ ^ ^ ^ ^ w ^ ^ M ^ ^ f ^ / ^ ^ ^ w ^ % f ^ ^ « * f
(xiii) ^ k W M W i f e f c / i A ^ ^ ^ ? : ^ / t e ^ ^ l *
3 ^ ^TO^Ttoft" ^ W M % f^ «fe"
(i) ^TO^%f^^wv%f^wv%m^^î
(ii) ^ ^ ^ M ^ ^ % f ^ W ^ l d H I 3 ^ ^ ^ ^ ^ W ^ ^
(iii) ^ d ^ ^ ^ ^ # ^ ^ r ^ M d ^ ^ ^ z ^ ^ 3 ^ r i m ^ ^ ^ ^ w v
(iv) ^ * n ™ w r % ^ ^ T O ^ ^ 3 f a ^ ^ ^ W V % l ^ ^
(v) f ^ ^ ^ « W ^ ^ ^ 3 ^ ^ ^ ^ W V % f ^ W V % ^ ^
(Vi) T ^ ^ ^ f e n w W ^ ^ / ^ M % W ^ ^ 3 ^ ^ ^ f ^ ^ ^ ^ T f e ^
(i) TOl«I^RTOWtAt«wW^t^#W^
(ii) W B ^ ^ W ^ » # ^ ^ l W ^ ^ « p
298
thereafterexhibitgreenhandsignaUfthegateisnotobstructed.
(xii) Station Master shall advise maintenance staff responsible for maintaining the lifting barriers/leaf
gatestorepakthe same atthe earliest
(xiii) Normal working will be resumed only after maintenance staff rectify the decective lifting
barriers/leafgatesandissuereconnection/fitmemoforthesame.
obstructiononthetrackduetofallingofatrecfoulingbyRoadVehicleorderailmentwhichisvisibleto
theGateman. Then Gateman and Station Master will adopt the procedure given under item No. 5 above.
If the obstruction fouled the level crossing gates, Gateman must keep the gates closed against Road
traffictillthetrackisclearedoftheobstruction.
ANNEXURE-V
ENGINEERING LEVEL CROSSING GATES NON-INTERLOCKED, PROVIDED WITH TELEPHONE.
WITH NORMAL POSITION "CLOSED TO ROAD TRAFFIC"
local operational requirements. When level crossing gate is required to be opened for passage of road
2. EXCHANGE OF PRIVATE NUMBERS -
(i) Gateman must seek permission from Station Master/Cabinmaster/Cabin man for opening the
gate.
(ii) If the gate is required to be opened to pass the road traffic the Gateman shall exchange private
number with the Station Master and confirm that the train has passed completely from his gate.
thereafter the Station Master may allow the Gateman to open the gate. In such a situation the
Station Master before dispatching or giving Line Clear for any other train in the block section in
question shall ensure that the level crossing gate is closed for road traffic and assurance of the
Gatemanis taken through exchange of private number.
(iii) Suitable entries shall be made by the Station Master/Cabinmaster/Cabin man in the Train Signal
Register,PrivateNumberBookandLogBookinredlink.
(iv) After passage of road traffic, Gateman shall close the gate and confirm this to Station
Master/Cabinmaster/Cabinman,underexchangeofprivatenumber.
(v) Before any train is allowed to enter the block section, again, the Station
Master/Cabinmaster/Cabinman must ensure that Private Number from the Gateman has been
exchanged.
(vi) Gate once closed can be opened by the Gateman, after passage of train/trains or change in
planning of train movement etc, with the permission of Station Master as the need of opening is
known to Gateman according to road traffic to be cleared. Obviously it can be done only after
exchanging private number with the controlling Station Master who will ensure that there is no
trainmovementtowardsthelevelcrossing.
3. FAILUREOFTELEPHONICCOMMUNICATION-WhenTelephonicCommunicationfailsoritdoes
adopted-
(i) StationMasteratthedispatchingendshallissueacautionordertotheLocoPilotofthedeparting
train.
(ii) The caution order shall advise the Loco Pilot to whistle continuously and approach the gate
cautiously.
298
(iii) ^ % ^ ^ ^ T ^ ^ ^ ^ ^ ^ f ^ R ^ ^ ^ ^ ^ ^ W m W ^ ^ ^ ^
(iv) 3 ^ ^ ^ % W 3 ^ W ^ ^ f ^ % ^ W ^ W t e ^ 3 ^ ^
%3^d^d^f%^^d1^HP^d^TCTf|
(v) TOHil^RTOWl4t«wWtt^cttw^
(vi) W H W ^ / ^ ^ W ^ ^ ^ T O O T ^ ^ t ^ ^ f l
(vii) W 3 ^ ^ ^ ^ # W * ^ # ^ ^ W ^ ^ / ^ % f d ^ ^ ^ l
(viii) T ^ T T ^ ^ ^ r e ^ ^ # ^ ^ 1 ^ a 1 k y : ^ ^ / f ^ ^ ^ % ^ ^ ^ M ^ M H
(i) ^ f M ^ ^ 3 q W # ^ ^ f ^ ^ % ™ ^ ^ f ^ ^ ™ ? t # ^
^ ^ ^7Rfe ^ R 1 J # [ W V % f a * T «# W f e ^ K % 3 ^ - * ^ % 3T^fw
(ii) ^ ^ ^ f ^ % W T ^ ^ ^ ^ 3 1 k w % W T ^ ^ f ^ ^ f ^ T 3 k ^ ^ ^ #
(iii) ^ ^ W M % f ^ ^ ^ ^ 3 i k ^ W ^ ^ ^ I
(v) * ^ R T O ^ # ^ ^ W W 3 ^ ^ ^ I
(vi) W W R f t ^ ^ W ^ M ^ W ^ ^ ^ ^ W ^ t
(vii) ^^Hi^^^^^w^^rdrîfev^^^^w^^/i^tg
(viii) ^^w^^rdrîfev#^^^w^^%^^:#to/ffe^t^%
(i) *fe *te * s * W T m m ^ ?t *ira # &> * t ^ K ( w ) ^ w ?t awn ^
(ii) ^ k ^ ^ d ^ i d 4,i4<d ^ H w v ^ w v ^ r ^ ^ i # / a B » f ^ ^ i f
^ 4 . 3 T ^ - ^ % 3 ^ d ^ ^ l
(iii) î4<d ^ H H i t f ^ i g ^ ^ f l p w f e i r ^ i r f e a M / i W H , feif^
(iv) ^ 2 - 3 ™ % ^ ^ ^ ^ / ^ W V % f ^ ^ ^ ™ ^ t a d ^ ^
299
(iii) The Loco Pilot shall be instructed to pass the gate cautiously, on being hand signalled by the
Gateman. If hand signal is not seen, Loco Pilot should be prepared to stop short of the gate and
depute his Assistant Loco Pilot to see the condition of the gate. If the gate is closed, the Assistant
Loco PilotwillgivetheAllRightSignalandifthegateisnotclosedtheAssistant Loco Pilotmust
close the gate and then give All Right Signal. In the absence of the Assistant Loco Pilot, the Loco
PilotmaytaketheassistanceoftheGuard.
(iv) In case of an approaching train, the Station Master shall advise, to the Station Master at the
dispatching end, under exchange ofprivate number, that the telephone at the gates has failed.
(v) TheStationMasteratthedispatchingendshallthenissueaCautionOrdertotheLocoPilotbefore
dispatching atrain in the Block Section fromhis end.
(vi) The Station Master shall also advise the Gateman through Gangman/Patrolman or Loco Pilot of
thefirsttrainthatthetelephonehadbecomedefective.
(vii) The Station Master should also advise S&T staff, responsible for maintenance of the telephone to
rectifythesamedefectattheearhest.
(viii) Normal working will be resumed only after S&T staff rectify the telephone and issue
4. FAILUREOFLIFTINGBARRIERSORLEAFGATES-
(i) When the gate cannot be closed due to failure of lifting barriers/leaf gates, the Gateman will
immediately inform the Station Master on duty, under exchange ofprivate number, and ensure
thatliftingbarriersofleafgatesdonotfoulthetrack.
(ii) Heshallimmediatelyfixredbannerflagbydayandredflashinghghtbynightonthepostatthat
endfirstfromwhichthetrainis approaching and then at the other end.
(iv) After securing the Gate against road traffic, Gateman shall show green hand signal flag by day
andgreenhghtbynighttotheLocoPilotoftheapproachingtrain.
(v) StationMasterondutyshallissueaCautionOrdertotheLocoPilotofadepartingtrain.
tosimilarlyissueaCautionOrdertotheLocoPilotbeforedispatchingatrainintheblocksection
fromhis end.
(vii) The Station Master shall also advise maintenance staff responsible for maintenance of lifting
barriers/leaf gates to rectify the same at the earliest.
(viii) Normal working will resumed only after maintenance staff rectify the lifting barriers/leaf gates
anyotherpartofthegatefoulthetrack,orifthereisanyotherobstructionatthegate,theGateman
shall immediately fix Red Banner flag by day and Red flashing Lamp by night on posts provided
atbothendsofthegate,forthispurpose.
(ii) Immediately after this, the Gateman shall advise the Station Master/Cabinmaster/Cabin man on
signalsbackto'ON'position, if taken 'OFF'for atrain.
299
(V) M ^ ^ 3 f c f ^ % W T ^ ^ ^ T O % W T ^ < T ^ ^ ^ * f H ^
(Vi) OT%^^^fif^^^™^l
(vii) ^ ^ T O % f ^ , ^ , * n f ^ ^ ™ ^ ^ ™ ^ w v ^ w v ^
(viii) ^ R T O T O R i l ^ T O ^ ^ ^ t W - W ^ w f e ^ ^ f ^
(ix) ^ 3 ^ ^ ^ ^ % ^ ^ ^ ^ . 3 ^ - ^ % 3 ^ ^ W V % f t R
(x) ^ ^ ^W t , 1 ^ ^ 5 i t M ^ T O # l M I M w i
(Xi) ^ ^ ^ t o ^ ^ ^ l ^ ^ 3 f c ^ ^ ^ 3 ^ ^ f | ^ ^
(xii) ^ ^ w ^ ^ ^ ^ ^ w ^ ^ r d r ^ i 4 r ^ v ^ ^ ^ w ^ % f ^ ^ w ^
(xiii) ^ # ^ O T a w f ^ t w * i ^ f ^ ^ ^ ^ / t e ^ ^ ^
OSSO
300
(vii) Heshallnotedowntheparticularsoftheroadvehicle,nameoftheDriver,Ownerandrelaythese
details to the Station Master who shall not start the train unless he has been ensured by the
Gatemanthattheroadvehicleorthehfting barriers/leaf gates are not fouling the track.
(viii) The StationMastershall also inform the Station Master at the dispatching end, under exchange of
(x) Station Master shall then issue a Caution order to Loco Pilots of all trains to proceed cautiously
and pass the Gate on green hand signal of the Gateman, if the gate is broken, but is clear of any
obstruction.
thereafterexhibitgreenhandsignal,ifthegateisnotobstructed.
(xii) StationMastershalladvisemaintenancestaffresponsibleformaintainingthehftingbarriers/leaf
gates to rectify the same at the earliest.
obstructiononthetrackduetofallingofatree,foulingbyRoadVehicleorderailment,whichisvisibleto
the Gateman, then the Gateman and Station Master will adopt the procedure given under item no. 5
above. If the obstruction fouls the level crossing gate. Gateman must keep the gates closed against Road
traffictillthetrackisclearedoftheobstruction.
300
(i) ^ ^ ^ ^ M m ^ ^ w m w r a l 3^R-TTR ta^r ?t ^ ^ arn^T
(ii) W M f ^ % W T ^ ^ ^ 3 ^ T O % W T ^ ^ ^ % ^ f 3 k ^ f t f ^ ^ t I I T
(iii) M ^ ^ W M ^ ^ % f ^ * M ^ 3 ^ ^ ^ r a ^ : ^ ^ ^ l
(iv) M ^ f e ^ M k ^ ^ w i w i M P ^ ^ ^ ^ i
(Vi) ^ ^ ^ W ^ ^ ^ ^ H ^ f » ^ O T ^ ^ I
(Vii) ^ % ^ ^ 3 ^ ^ t ^ ^ f ^ % W T ^ ^ 3 1 k T O % W T ^ ^ f ^ ^ ^ ^ R -
(Viii) ^ ^ W w T t ^ ^ ^ 3 ^ ^ ^ W ^ , ^ ^ % ^ ^ ^ ^ R T 3 ^ % 3 T ^ ^
(*) f ^ ^ ^ ^ ^ M ^ -
(x) ^ q # l f ¥ ^ ^ f % M ^ f c ^ # ^ ^ ^ 3 M ^ ( W ) ^ ^
(11) ^ ^ ^ a i k t e N ^ M ^ ^ i
(iii) M ^ f ^ % W T ^ ^ ^ ^ 3 ^ T O % W T ^ ^ f ^ ^ ^ % ^ f 3 k w
(XV) ^ ^ ^ t w ^ ^ ^ l ^ M ^ ^ I ^ ^ T O r ^
(v) w ^ T O r , ^ f M ^ ™ i ^ ^ i
(vi) OT%^^3T^^^^f^%WT^^3kTO%WT^^f^^
(vii) ^ « , / ^ ^ fr 3WH ^ ^ ^ ^ #£ T * I W OT « R T *fe
(viii) ^ f e ^ R W ^ ^ M ^ * M ™ 3 ^ ^ ^ t l
301
ANNEXURE-VI
ENGINEERING LEVEL CROSSING GATES, NON-INTERLOCKED, NOT PROVIDED WITH

TELEPHONE, WITH NORMAL POSITION "CLOSED TO ROAD TRAFFIC"
(General Instruction are common for all types of Manned Level Crossing Gates)
local operational requiremets, when level crossing gate is required to be opened for passage of road
traffic. The Gateman must first open the gate farthest away from approaching road traffic and then open
(i) Whenever the Gateman has to pass a road vehicle across the level crossing gate, he must ensure
thatnotrainisinsightineitherdirection,northereisanyaudiblesoundofanapproachingtrain.
(ii) Heshallthenplantredbannerflagsbydayandredflashinglampsbynightonpostsprovidedon
bothsidesofthegateforthispurpose.
(iii) Heshallthenopenthegatetopassroadtraffic,andcloseitagainimmediatelythereafter.
(iv) Heshallthenremovetheredbannerflagsbydayandredflashinglampsbynight.
(v) If the Gateman sees or hears a train approaching the level crossing gate when the gate is in open
condition, he shall rush with detonators and red flag by day and red flashing hand signal lamp by
nighttowardstheapproachingtrain.
(vi) Ifthetrainistooclose,heshallplacedetonatorsonthelineatadistanceasforawayhecango.
(vii) Thereafter,heshallstoptheapproachingtrainbywavinghisredflagbydayandredflashinghand
signal lampbynightrepeatedly
(viii) If there is sufficient time, the Gateman will protect his gate as stipulated in General instructions
fordutiesofGatemanunderitemno.l.5.(5).
2. FAILUREOFLIFTINGBARRIERSORLEAFGATE:
(a) FailurewhentheGateisinopencondition:
(i) Gatemanshallfirstensurethattheliftingbarriers/leafgatesdonotfoulthetrack.
(ii) Gatemanshallsecurethegateagainstroadtrafficbymeansofsafetychainsandpadlocks.
(iii) He shall fix red banner flag by day and red flashing lamps by night on posts provided at
bothsidesofthegateforthispurpose.
(iv) Ifheseesatrainapproachingthegatebeforehehassecuredthegate,heshallrushtowards
thetrainwithdetonatorsandredflagbydayandredflashinghandsignallampbynight.
(v) Heshallplacedetonatorsonthelineatadistanceasfarawayhecango.
(vi) There after he shall stop the approaching train by waving his red flag by day and red
flashinghandsignal lampbynightrepeatedly.
(vii) HeshallsendinformationthroughGangmate/Petrolman/Keymanorlocopilotofatrain
to theJE/SE/SSE(P.way)/StationMastertonecessary action.
(viii) StationMasterondutyshallissuecautionordertotheLocoPilotofadepartingtrain.
301
(ix) ^ M H i ^ M ^ « ^ W ^ * ^ W ^
(x) ^ W * 3 ^ ^ ^ ^ ^ ^ M ^ f c / # ^ ^ ^ W ^ ^ / ^ k
(xi) ^ ^ ^ f ^ ^ r d r ^ i ^ v ^ ^ ^ w ^ ^ ^ ^ ^ f ^ ^ ^ ^ / f f e ^ t ^
(i) ^ ^ ^ ^ ^ ^ t a ^ ^ # ^ ^ 3 c ^ ( W ) ^ ^ 3 ^ ^ f M ^
(ii) M ^ ^ ^ R l 3 1 k f ^ % W T ^ ^ ^ T O % W T ^ ^ f ^ ^ T ^ ^ f ^ , ^ 3 ^
(iii) 3 * % ^ ^ ^ f ^ ^ ^ r a ^ l
(iv) W ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ M ^ T O ^ ^ a ^ M /
(V) ^ W ^ ^ f ^ % ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ W t o ^ ^ f % 3 ^
(vi) ^wî^w^^tw-wlwff^to
(Vii) ^ ^ ^ ^ l * t t ^ t 3 W ^ %3 ^ ^ R WV%f^
(ix) ^ w ^ t o ^ M ^ ^ a f c ^ ^ a ^ ^ l ^ ^ r f t w
(x) ^ H W<<^l4l ^ ^ W^PdPÎ ^V#q»^^WW%f^#H1^ftg^f
(xi) ^ M O T M f e t e f c / e t t ^ f l ^ ^ ^ f t e / t e ^ ^ ^ l
OSSO
302
(ix) He shall also advise the Station Master at the dispatching end, under exchange of private
number, to similarly issue a Caution order to the Loco Pilot before dispatching a train in
theblocksectionfromhisend.
(x) Station Master shall advise maintenance staff responsible for maintaining the lifting
barrier/leafgatestorectifythesameattheearliest.
(xi) Normalworkingwillberesumedonlyaftermaintenancestaffrepairtheliftingbarrier/leaf
gates andissuereconnection/fitmemo forthe same.
(b) FailurewhentheGateisinclosedcondition-
Gateman shall send information through Gang man/patrolman/key man or Loco Pilot of a
passing train to the JE/SE/SSE(PWay)/Station Master concerned, asking for necessary action.
(i) Ifthegateisbrokenbyaroadvehiclewhichisfoulingthetrack,orifliftingbarriers/leafgatesor
any other part ofthe gate foul the track, or if there is any other obstruction at the gate, the Gateman
shall immediately fix Red Banner flag by day and Red flashing Signal Lamp by night on posts
(ii) Gatemanshallthenrushwithdetonatorsandredflagbydayandredflashinghandsignallampby
night in the direction ofthe approaching train and protect the gate as stipulated in General
InstructionfordutiesofGatemanunderitemno. 1.5 (5).
(iii) Thereafterheshallprotectthegatefromtheotherdirectionalso.
(iv) He shall note down the particulars ofthe road vehicle, name ofthe Driver, owner and relay these
detailstotheStationMasterandJE/SE/SSE,(PWay)throughaGangmate/Patrolman/Keymanor
anyotherrailwayemployeeorthroughtheLocoPilotofapassing train.
(v) After being informed the Station Master shall not start any train unless he has verified that the
obstructionhasbeenremoved and the Gate is safe forthe passage of trains.
(vi) The Station Master shall also inform the Station Master at the dispatching end, under exchange of
privatenumber,nottodispatchanytrainintheblocksectionuntilthetrackhasbeenclearedfrom
allobstruction.
(vii) AfterthetrackhasbeenclearedfromallobstructionstheGatemanshallinformtoStationMaster
(viii) Station Master shall then issue a Caution order to Loco Pilots of all trains to proceed cautiously
and pass the Gate on green hand signal ofthe Gateman, if the gate is broken, but is clear of any
obstruction.
(ix) Gateman shall secure the gate against road traffic by means of safety chains and padlocks and
thereafterexhibitgreenhandsignaUfthegateisnotobstructed.
(x) Station Master shall advise maintenance staff responsible for maintaining the lifting barriers/leaf
gates to repair the same at the earliest.
(xi) Normal working will be resumed only after maintenance staff rectify the defective lifting
4. OBSTRUCTIONONTHETRACKNEARLEVELCROSSINGGATE-
If there is rail fracture or obstruction on the track due to falling of a tree, fouling by Road Vehicle or
derailment, which is visible to the Gateman. Then Gateman and Station Master will adopt the procedure
given under item no. 3 above. If the obstruction fouls the level crossing gates. Gateman must keep the
gatesclosedagainstRoadtraffictillthetrackisclearedoftheobstruction.
G8%r>
302
TftRlB-'tf iW * r f % *ran?rc frm
(i) ^ ^ ^ % 3 # f ^ ^ M % ^ ^ 3 ^ q f ^ ^ ^ f ^ n ^ ^ ^ ^ ^ 3 ^ ^ ^ f ^
(ii) ^ ^ W ^ ^ M ^ ^ i T T H ^ ^ ^ ^ ^ ^ ^ M ^ ^ f ^ f f ^ ^ ^ R ^ ^ ^ T T I
(i) ^Mf-^^^^tw^^fe^fe^^M^^te^TOi
(ii) ^ ^ 3 ? 7 W ^ ^ - ^ 3 # 3 ^ W ^ * ^ f ^ * ^ ^ % M ^ ^
(iii) ^ - ^ 3 # ^ ^ ^ ^ ^ % M ^ % ^ ^ ^ ^ ^ % ^ | f « ^
(iv) ^ ^ - ^ ^ O T ^ ^ ^ ^ ^ t ^ ^ ^ t ^ R 3 ^ ^ ^ % f ^ i ^ ^ t 3 ^ f ^ f
A W1TC. 3
(i) i T r q . 1 . ^ % ^ ^ % f ^ % ^ T ^ ^ ^ 3 ^ ^ ^ t l
(ii) f^rf^^â^t-
(*) « t a 4 . 1 5 ( i ) - ^ . ^ « * * « * « ^ ^ ^
AW.3TK.4-^^^4^-?^^^^^(3.048^)^^^î^.^.^^^3tf^îW
(3.658 to)^%™^^^^rf3^|f^^^^^t^^3^«
303
Appendix -'B' RULES FOR WORKING OF EMU TRAINS
APPENDIX -'B'
TRACTION RULES FOR WORKING OF EMU TRAINS
TSR1.
(i) In addition to these rules all General and Subsidiary Rules which control the movement and
operation of trains, shall also apply to the movement and operation of EMU's except as otherwise
providedinthese rules.
(ii) Station Master, Inspector and Staff working EMU's must have thorough knowledge of these
rules.
TSR2. Definitions -
(i) Motorman - means a duly certified Loco Pilot ofa single or multiple unit train.
(ii) Gaurd's emergency Brake valve- means a valve fitted in the driving compartments of EMU train
equipped with compressed air brakes, by means of which the Guard can apply the brakes of the
train in timesof emergencies.
(iii) Jumsers-meansmulti-coreflexiblecablesconnectedbetweenallcoachesofmultipleunitstrains
by means of which the control of the electrical equipment is affected from any driving
compartmentinuse.
(iv) Trailer Coach - Means a passenger carrying coach equipped for coupling to and operating with
motor coach, and not possessing traction motors, pantographs or driving or high voltage
compartments.
TSR3.
(i) OnlyonemotormanisnecessaryforoperationofanEMUtrain.
(ii) The following exceptions are permitted:
(a) GR 4.15 (1) - Side lights showing white towards the front and red towards the rear are not
providedonEMUs.
(b) GR6.03(3)OnanEMUthereisonlyonemotormanfordrivingandhemustnotleavehis
postexceptforattendingtodefectiveequipmentinhis train.
TSR4. M d t h o m o j ± - O w i n g t o t h e e x t a w i ^
conventional stock, staff are specially cautioned to stand well clear of passing trains and to warn passengersof
thedangerof standing toonearthe edge of the platform. Motormen and Guards must not put their heads out of
theircompartmentswhenthetrain is running or when it is standing at a line when another train is passing on the
adjacenttrack.
TSR5. Work inside EMU car shed-In case ofwork to be done in EMU car shed, the rules as laiddowninGR
17.04 Shouldbe followed.
TSR 6. Washing and cleaning of stock - When EMUs are placed in siding for washing, cleaning etc. the
sectionswitchforthatparticularsidingmustbeopenedbythemaninchargeofwashingandthekeyretainedby
him.
TSR7. Accidents: Responsibility of ElectricalDepartment-In the event ofanv accident occurring in which
electric coaching stock is involved or where damage to overhead structures or equipment takes place, the
railwayservantwhonoticesitshalltakenecessaryprecautionsagainstdangerofelectricshockandshallinform
thenearestStationMaster,sectioncontrollerandTractionPowerController to take immediate action to cutoff
power supply, if necessary, and restore the equipment as early as possible. The line is not to be re-opened for
traffic until a responsible official of the Electrical Department inspects the site and certifies that the line is safe
forthepassageoftrain.
303
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304
TSRS.WarningBoards-
(i) For the protection of staff employed on coaches/at car shed/stabling depots/or on platforms.
warning boards must be placed in a conspicuous position on the ends of the coach or rake by the
staff concerned before proceeding to carry out any work in or under the coaches. This board
shouldbeararemark-NottobeMoved-inwhitelettersonaredbackgroundandonnoaccountit
shouldberemovedexceptbythemanwhoplacedtheminposition.
(ii) Warning Boards are on no account to be removed and power applied until all precautions have
been taken to ensure that all men are clear of danger.
(iii) Overhead equipment alive - The whole of the overhead equipment comprising of contact wire.
catenary, droppers, register arms, steady arm etc is always to be considered "ALIVE" and men
workingovertheelectrifiedareamusttakecareto see that nothing comes in contact with it. There
is danger take care to see that nothing comes in contact with it. There is danger of death if men
comein contact, directly or indirectly, with the overhead contact system.
TSR9. Fire:-SeeGR6.10andtheirS.R.s.
TSR10. StaffemployedintheElectricalareamustimmediatelyinformtheSectionControllerbytelephoneas
quickly as possible the event of (a) accident (b) disabling of train (c) Unusual occurrence on overhead
equipmentoronoverheadfeeders or high tension cables etc. (d) any occurrence affecting the working of trains.
TSR11. MessagessentthroughStationMastermustbefullyrecordedbythemintheMessageBookandanote
mustbemadeinthediary.
TSR 12. The Section Controller will immediately take action on the information received and promptly inform
the Traction Power Controller who will take necessary action with any switching operations which may be
necessary on the overhead equipment or at sub-station and will immediately inform Sr. Divisional Electrical
Engineer(Traction).
TSR 13. Access to the high tension compartment can be had only by authorised persons in possession of a
reversing handle or special key provided for this purpose. Motormen and other officials to whom such keys are
issued should keep them in their personal custody to prevent un authorised person tampering with the
equipment.
TSR 14. No spanners or keys except those issued by the Railway Administration should be used for operating
theequipmentinelectrictrains.
TSR 15.
(i) No unauthorised person is allowed to travel in motormen's and Guard's Compartment of an EMU train
unless he holds a Motorman's or Guard's Compartment pass. The Number of authorised persons, other
than the Motorman and Guard (if travelling with Motorman), travelling in Motorman's Cab must not be
morethan three atanytime.
(ii) A Motorman who is off duty is not permitted to enter or travel in any of the driving compartments or to
usehis reversing handle under any circumstances.
TSR 16. A trainee or apprentice motorman when authorised by Divisional Electrical Engineer (Traction) may
driveanElectrictrainunderthesupervisionofacertifiedmotormanandthelattershallkeepacontinouswatch
overthetraineeorapprenticeandshallberesponsibleforsafeworkingofthetrain.
TSR 17. A driving Inspector is authorised to drive EMUs provided he had been driving at least 160 kms. In a
calendermonthoverthe entire EMU territory.
304
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305
Appendix-'B RULES FOR WORKING OF EMU TRAINS
TSR 18. Line chargemen and other maintenance staff who are required to attend to defective equipment are
allowed to handle the equipment in running train. They shall, however do this with the utmost care to ensure
thatthesafetyofthetrainandtheequipmentisnotendangeredin anyway.
TSR 19. An electric multiple unit train shall carry (a) one head light (b) one set of code lights in center (c) Two
red tail lights (d) Two red tail lights in one fitting. The lights will have provision for blinking.
TSR 20. Responsibility for head lights etc. of EMU's - The motorman is responsible for carrying the correct
Head lights by night and for ensuring that the tail lights are not seeing that the tail lights are not exhibited in the
front. The Guard is responsible for seeing that the tail lights/tail boards, as the case may be, are correctly
exhibited. In case of failure of electrical red tail lights, Guard should fix his hand signal lamp on the bracket
providedforthispurpose.
TSR 21. Lighting and fan circuit of EMUs - Guards must regulate the lighting of coaches and switch off the
fans whennotrequired. In the event of a defect in the lighting or in circuits the Guard will immediately inform
theMotormanandthenearestStationMasterwillarrangeforelectrical staff to rectify defects.
TSR22.
(a) Before an EMU train is brought on to a running line after inspection or maintenance in an EMU shed or
stabling line, the brakes of the train shall be jointly tested by the Motorman and Guard to ensure that
electropheumatic and automatic brakes are functioning normally and the brake pipe is continuous
throughout the train. The horn or whistle should be sounded and precautions taken to see that no one is
working onEMUtrainbeforebraketestis undertaken.
ProcedureforTestingtheBrakes:
Sl.No. To be done bv the Motorman To be done bv the Guard
(i) Give five rings to guard to be ready for brake Acknowledge by five rings.
test.
(ii) Start the air compressor and when the main When the brake pressure is 4.2 kg/sq. cm.,
reservoir pressure is normal (4.55 kg/sq. cm. to give one ring to Loco Pilot.
7kg/ sq.cm.), open the isolating cock switch to
charge the brake pipe.
(iii) Make an electrical application to a pressure of On observing 2.0 kg/sq.cm. pressure in the
2.0 kg/sq.cm. (Approximately). brake cylinder gauge, give one ring.
(iv) Make a full EP application On observing 3.5 kg/sq.cm. pressure in the

brake cylinder gauge, give one ring.
(v) Move the brake controller handle to the On seeing that the brake cylinder pressure
'release' position to release brake. is 0, open the Guard's emergency brake
valve (i.e. move the handle to 'ON')
(vi) On observing drop in brake pipe pressure, On observing pressure 3.5 kg/sq.cm. in the
move brake controller handle to emergency. brake cylinder gauge, move the emergency
valve handle to 'OFF'
(vii) Keep the handle of the brake controller in Open emergency application cock by
release-running position and bring it to means of red brake handle to destroy brake
emergency position only after Guard has pipe pressure to zero and will observe
applied emergency brake by opening 3.5+0 kg/sq.cm. pressure in brake cylinder
emergency application cock. gauge.
305
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306
Appendix - 'B' RULES FOR WORKING OF EMU TRAINS
(viii) When the brake pipe pressure is zero move the Observe the drop in brake pipe
brake controller handle to the 'release' position pressure on the gauge and then give
and when the brake pipe pressure is normal one ring.
again, apply the automatic brake by reducing
the brake pipe pressure to 3.8 kg/sq.cm.
(approx).
(ix) Move the brake controller handle to 'release' On observing that brake cylinder
position. pressure is zero and brake pipe
pressure normal on gauge, give one
ring.
(x) Motorman will acknowledge completion of test Guard will observe that brake pipe is
by giving five rings. 5 kg/sq.cm. and give five rings to
indicate that above tests have been
completed correctlyfromhis end.
(i) During brake tests, Guard and motorman may use one pause one ring to draw the other person's
attentionincaseofanylapseorabnormahty.
(ii) Duringbraketesting,oneringfromguardwillindicateacknowledgementofmotorman'saction.
(iii) As far as possible, this joint test should be taken before the EMU train leaves the shed or stabling
line. However, if authorised by C.E.E. and COM, the brake test may be taken on the platform
before commencement of the firsttrip.
(b) The examination and adjustment of brake must be carefully carried out before entering service.
Motorman must ensure that jumpers and hose pipes are properly secured in their dummy receptacles
aftercoupling.
He must take a careful examination of multiple units before taking them into service and any
defect or deficiency noticed must be brought to the notice of the supervisor and he must see that the
defectcardinpositionandinitialledtothiseffect.
Whentakingoverfromanothermotormanofanyfaultordefectlikelytoaffecttheworkingofthe
train.
(c) The above procedure must always be carried out most carefully when putting unit into service after
stabling, also after two units have been coupled up. The train crew must assist the station staff in
coupling anduncouphngunits.
(d) Themotormanshouldchecktheworkingofthedeadman'ssafetydevice.
TSR23. ItisthedutyoftheGuardandtheMotormantochangethedestinationindicatorsatrespectiveendsof
thetrain.
TSR24. StablinganEMUtrain-
(a) When stabling an EMU train in car shed or on a stabling line, the Motorman or Engine Turner who has
takenovertherakewillcarryoutthefollowingessentialoperations:
(i) Switchoffthelightsandfans,ifon.
(ii) Tripthemaincircuitbreakersanddropthepantographs.
(iii) Destroythebrakepipepressure,isolatethebrakecontroller.
306
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AWTR.31 -
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307
(iv) Applythehandbrakesfullyinthe'D'coaches.
(v) Putoffthemainbatteryswitchinthemotorcoaches.
(vi) Locktheequipmentcompartmentsanddrivingcabs.
(vii) Anyotheroperationprescribedinlocalinstructions.
(b) When a rake is to be stabled, the Motorman should invariably be at the leading cab. Backing an
EMUrakeintoasidingwiththeMotormanattherearcabisstrictlyforbidden.
(c) After stabling an EMU train or handing it over to the Engine Turner, the Motorman before going
off duty shouldconveytosupervisorinchargeoftheCarshedorstablingline(orto the TLC) any
defectorabnormahtiesnoticedduringtheprevioustripsrequiringimmediate attention.
Note : On arrival of train at terminal station for stabling, the Guard shall swith off lights and fans. No
MultipleunitorcoachmayenterashedataspeedexceedinglOkmperhourandonly after soundingthe
whistleandcomingtoastandoutsidetheshed.
TSR25. Speed Control ofEMU-For any position ofthe Master Controller chosen by the Motorman. the step
by step notching is controlled automatically. The Motorman should switch on the Master Controller to the
requiredpositiondependinguponthespeedtobeattained.
TSR 26. Oiling and Greasing - Motorman must not oil or grease any part ofthe train or equipment except to
attendawarmorhotbearingandwhenthishasbeendonehemustspeciallyreporttheoccurrencetoTLC.
TSR27.Motormanmustkeepasharplookoutforalldefectsoranythingunusualintherollingstock equipment
and promptly report suchdefects to the TLC or to the line chargemen and also record in the logbook. In thecase
ofseriousdefects,adetailedreportmustbemadebytheMotorman.
TSR 28. Electric Trains outside Electrified Area - Electric Trains must not be hauled outside the electrified
areauntilthepantographshavebeenlowered.
TSR 29. Non-electrified sidings - Except in case of emergency, electric train must not be placed in non-
electrified sidings within the electrified area, but when it is necessary to do so, care must be taken by Motorman
to ensure that all pantographs are lowered and that there is no obstruction on or along side the siding that will be
likelytocomeincontactwiththepantographoranyotherpartofthetrain,afterwhichthetrainmustbeshunted
into thesidingwith caution.
TSR30.
(i) Every Motorman and Guard must have with him while on duty all the equipments prescribed as per
Annexure'A'.
(ii) The Guard and the Motorman should also ensure that emergency telephone set is provided both in the
frontandrearcabbeforestartingthetrain.
TSR31.
(i) Automatic and semi-permanent coupler - EMU stock is fitted with Schaku couplers of two types, i.e.
automatic couplers for coupling unit to unit and semi permanent couplers for coupling the coaches of
each unit. The units are coupled merely by bringing them together at a slower speed (between 3 to 5
KMPH). Both the automatic couplers should be in uncoupled position. While coupling the stationary
unit or coaches it should have, its brake on. While uncoupling the automatic coupler, uncoupling ropes
of both the couplers are pulled simultaneously and then the coaches are drawn apart.
It is, therefore, not necessary for the staff to go between the coaches during coupling operation.
While coupling inbetween coaches ofthe unit, adjustable cup sleeves of end 'A' type coupler are opened
by the handles provided on the semi-permanent coupler. Both the semi-permanent couplers are aligned
manually and then coupled together by tightening the cup sleeves. Note that both the semi-permanent
couplers, i.e. End 'A' and 'B' are aligned properly before coupling.
307
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AWTR.36-
308
(ii) Coupling of Units - In coupling units together, the station staff will be responsible for seeing that the
jumper connections are properly made. Care is to be taken not to touch the contacts or to let them come
into contact with the rails, ballast or metal-work of the coach when inserting jumpers in the receptacles
provided. In all cases, this operation will be carried out under the supervision of the Motorman who will
firstensure that both the motor generator sets are switched off.
(iii) Stopping places of EMU trains - EMU trains shall be stopped at stopping marks as laid down in local
orders.
(iv) Guards to assist Station Staff-Guard must assist the station staffin coupling and uncoupling units which
mayhavetobeattachedordetached.
(v) Guards are responsible for seeing that all lighting and fan switches and the main lighting switch are off
before units are uncoupled.
(vi) At Stations or sidings where it is necessary for the units to be disconnected, the person performing the
workmustbeforeuncoupling,receivetheassuranceonaregisteroftheGuardandMotormanthatallthe
lighting and fan switches as well as the motor generator sets on both halves of the train have been
switchedoff
TSR32. Whentwoseparateunitsarecoupledtogetheratstations,onlyoneMotormanmustbeinchargeand
on no account, a Motorman who is off duty allowed to use his reversing handle under any
circumstances.
TSR33. FormationofEMUs-Unlessspecialinstructions are issued to thecontrarv. the formation of EMUs

isnottobealtered.
TSR34. ShuntingofSingleandMultipleunittrains.Whenshuntingistobeperformedtherulescontainedin
GR5.14mustbecompliedwith.
TSR35.
(i) Shunting and Setting Back - When performing shunting, the Motorman shall be in the driving
compartment nearest to the front and in the direction of movement when driving is being done from
other than the leading coach the man incharge of the movement must be in the leading coach in such a
positionthattheMotormancanreadilyseehissignals.
(ii) Gâsting-Powermustbeswitchedoffasearlyaspossiblebeforetheapplicationofthebrakesinorderto
reduce consumption of electric energy.
(iii) Coasting Board to be observed in working trains - Motormen will normally observe the Coasting
Boards. When time is to be made up, they may switch off power later than normal. The maximum
permissiblespeedforthevarioussectionsshallnot,howsoever,beexceededinorderto makeup time.
(iv) Stopping - Care must be taken when applying the brakes to stop the train as smoothly as possible and the
brakes must be put on at such a distance as will enable the motorman to pull up at the proper stopping
pointatthestationplatform.
(v) Brake Application - Normally the brakes should only be applied after the Master Controller handle has
beenreturnedtothe "OFF'Position, except in case of emergency.
TSR36.
(i) Deadman'sHandleappliedtoinEMUs-Obstructiononthepermanentwavifanvobstructionisseenon
the line ahead and the train cannot be brought to a stand still by ordinary application of brakes, the
Motormanshouldremovehishandfromthemastercontrollerhandlewhenthepowerwillbecutoffand
thebrakeappliedautomatically.Thisshouldonlybedonewhenanemergencyapphcationofthebrakeis
required. The brake controller handle should then be moved to the full 'ON' position and the Master
Controllerswitchedoff
308
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309
(ii) In the event of dead man's handle becoming defective or inoperative the Motorman must stop his train
immediately,calltheGuardandaskhim to travel in the driving cab and should inform the Traffic Section
Controllerwhoshouldtakethetrainoutofserviceimmediatelyifthedefectisnotrectified.
TSR37.
(i) When EMU train is driven in accordance with G.R. 4.21, its speed should not exceed 15KMPH. At the
first station where facilities are available, the train should be cancelled and withdrawn from service for
repairs.
(ii) Before giving the starting code signal to the Motorman, the Guard must satisfy himself that the correct
signals are shownforthe train to start andthat the section is clear. The Guard must keep a good lookout
and must exhibit a green hand signal to the Motorman. The absence of such signal shall indicate
"Danger" and the Motorman must stop at once. He must keep a good lookout and be prepared to stop the
train when necessary. He will also be responsible for observing all further signals en route. All Caution
Orders, warning notices, advices and authorities regarding defective signals, authority to proceed
without line clear, etc. Must be first delivered to the Motorman who will countersign these before they
are sent to the Guard in the leading compartment. The Guard will retain such documents while he is in
charge and will be responsible for seeing that the orders are carried out. At the end of the run these
documentsmustbehandedovertotheMotormanandhissignatureobtained.
TSR38.
(a) The following code of Bell signals shallbe givenby the Guard and acknowledged by the Motorman:
Indication Code Acknowledgment

1. Start train 00 00
2. StarttrainwhenworkingunderGR. 4.21. 00-00 00-00
3. Pushbacktrain 000 000
4. Stoptrain 0 0
5. Stop train when working under G.R. 4.21. 0000 0000
6. Guardleavingthecab 000000 000000
(b) ThefollowingcodeofBellsignalshallbegivenbytheMotormanandacknowledgedbytheGuard.
Indication Code Acknowledgment
1. GuardrequiredbyMotorman 000-000 000-000
2. Motorman has received an authority to pass a 0000-00 0000-00 followed by
signal at danger. code to start the train.
3. Passing anAutomatic Signal in 'On'position as 0000-0000 0000-0000

G.R.9.02
4. Train running through station 00 00
5. Fortestingthebrakes 00000 00000
6. Protecttraininrear 000-0000 000-0000
Note:'0'meansonering.
309
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310
Appendix-'B' RULES FOR WORKING OF EMU TRAINS
TSR 39. Disabled train - In the event of an electric train failing another electric train or a locomotive may be
usedtoassistthe disabled train, only after the motorman or the line Charge Man has certified that it is safe to be
moved.
TSR 40. Loss of time in locating defects - When a defect occurs which the Motorman is unable to rectify he
mustnotwastetimeintryingtolocatedefects after isolation has been effected except in case where itwouldbe
unsafeto proceed. Every effort is to be made to work the train to the nearest examining point and to get it out of
trafficassoonas possible.
TSR41.Daai!ment-In the eventof derailment, the Traction Power Controller will pass the information to the
electrical foreman, who will treat it as if it is a line fault and shall proceed to take all necessary precautions to
preventdamagetotheoverheadhneduringthere-railingprocess.
TSR42.Inthecaseofpartialelectricaldisablementofanelectricmultipleunittrain,suchtrainmustbeworked
todestinationifpossibleandstabled there until certified fit for running by electrical department.
TSR 43. Procedure when automatic brakes cannot be operated from the leading driving compartment of EMU
train- When the automatic brake cannot be operated from leading driving compartment of an EMU train, the
followingprocedureshouldbeobserved.
(a) Allpassengersmustbedetrainedatthefirststationwithplatform.
(b) If the automatic brakes cannot be operated from any driving compartment of an EMU train but the
driving apparatus in the leading compartment is in working order, the guard shall accompany the
Motorman on the leading compartment and shall operate the hand brakes as required. The speed of the
trainshallnotexceedlOKMPH.
(c) Ifthebrakeapparatusintheleadingcompartmentonlyisdefective,theguardshallberesponsibleforthe
operation of the automatic brake from the nearest compartment (from the front) in which the brake
apparatus is in working order. He will operate in accordance with the Motorman's signals. The speed of
thetrainshallnotexceedlOKMPH.
(d) If the driving apparatus in leading compartment in addition to the automatic brake is defective the Guard
shall travel in the leading compartment and operate the hand brake as required. The Motorman shall
drive from the nearest compartment in which the driving and automatic brake apparatus is servicable.
The guard shall be responsible for giving such signals as are required, to the motorman by means of the
bell, horn or whistle and the Motorman shall control the train in accordance with these and the speed
shallnotexceedlOKMPH.
(e) Under the circumstances mentioned in (b), (c) and (d) above, the Motorman shall arrange for the Section
Controller and nearest train examiner to be informed. The Section Controller shall take immediate steps
to have the train withdrawn from service at the nearest station where siding accommondation is
available.
TSR 44. In case of any emergency when thetrain is held up in block section, the Motorman/Guard should stop
the train nearest to the telephone explaining the emergent situation and asking for assitance if required and also
switch'on'theblinker lights.
TSR 45. Working of alarm bell and Inter- Communication chain apparatus of an EMU train - When in an
emergency, in inter-communication chain handle is pulled by an emergency, the inter-communication chain
handle is pulled by a passenger, a red disc shoots out in the corresponding coach and an electrical contact is
made completing the electric circuit of the alarm bell located in each driving cab and the alarm bell will
continuously ring in all the cabs warning the Motorman to stopthetrain immediately. On hearing the alarm bell
the Motorman should apply the emergency brakes and stop the train as per extant rules. After ascertaining the
reason for chain pulling the Guard should reset the disc in the corresponding coach with the help of the pole
providedinthecab.
310
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15. 1
311
Appendix-'A' RULES FOR WORKING OF EMU TRAINS
ANNEXRUE'A'
(i) The following articles shall comprise the prescribed equipment of a Guard working on EMU train.
whichhemustcarrywithhimatalltimewhileperformingduty.
1. Onehandsignallamp(Tricolor,4drycelllamp)
2. OnesetofFlags(Onegreenandtwored).
3. Twoflagsticksofaluminiumtelescopicpipes.
4. OneFirstAidBox.
5. Onecasecontainingtendetonators.
6. Onewhistle.
7. Onecarriagekey.
8. Onewatch
9. OneworkingTimeTable.
10. Onerulebookforworkingelectrictrainsonelectrifiedsection.
11. OnedetailbookshowingthehnkofGuardetc.
12. OneGuard'sMemoBook.
(ii) The following articles shall comprise the personal equipment of a Loco Pilot working an EMU train.
whichhemustcarrywithhimatalltimewhileperformingduty.
S.No. Description Quantity

1. Handbookandtroubleshootingdirectoryformotorman. 1
2. CopyofWorkingTimeTableandschedule. leach
3. Motorman'smemobook. 1
4. MemoBookforreportingdefects. 1
5. Reversinghandles 2
6. Motorman'scontrolkeys 3
7. Brakecontrolkeys 1
8. Carriage Key 1
9. Modifiedkeyformotorcoachdoor 1
10. Handsignalflagsredandgreenwithsticks 2
11. Torchwithredandgreenadoptersandsparebulbs. 1
12. Boxoftendetonators 1
13. Rulebookforworkingelectrictrainonelectrifiedsections. 1
14. Watch 1
15. Duster 1
G8%r>
311
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312
Appendix-'C RULES FOR WORKING OF DMU TRAINS
APPENDIX - 'C
RULES FOR WORKING (DMU) DIESEL MULTIPLE UNIT TRAINS.
DSR1.
(i) In addition to these rules, all general and subsidiary rules which control the movement and operation of
trains shall also apply to the movement and operation of DMUs except as otherwise provided in these
rules.
(ii) StationMastersJnspectorsandstaffworkingDMUsmusthavethroughknowledgeoftheserules.
DSR2. Definitions -
(i) Moionnan.meansadulycertifiedmotormanofasingleoramultipleunittrain.
(ii) Guards emergency brakes valve - means a valve fitted in the driving compartments of Diesel Multiple
unit train equipped with compressed air brakes, by means of which guard can apply the brakes of the
train in times of emergencies.
(iii) Jumper- means multiple core flexible cables connected between all coaches of Diesel Multiple Unit
trainsbywhichthecontroloftheelectricalequipmentiseffectedfromany driving compartment in use.
(iv) Trailer Coach- Means a passenger carrying coach equipped for coupling to and operating with motor
andnotpossessingtractionmotors.
DSR 3. On a DMU train, only one motorman is provided for driving and he must not leave his post except for
attending to defective equipment in his train and protection in front in case of accidents. On a Double or
Multiple line section if adjacent line in opposite direction is obstructed or fouled Motorman himself to protect
infrontasperGR6.03.
Thefollowingexceptionarepermitted:-
(a) GR.4.15(l)(a)SideLightsshowingwhitetowardsthereararenotprovidedonDMUs.
(b) G.R.4.14(1) OnDMUtrainonlyheadlightandTailLightsareprovided,nomarkerlightisprovided.
DSR4. WithofDMUstock3245MMagainst(3048)ofconventionalstock
DSR5. Work inside DMU Car Shed-It should be ensured that proper safety precautions are taken like display
ofredflag/fixedlight,blockingofthemovementonthelinebyscotchblockandlockingthesame.
DSR6.Fire-
(i) IntheeventofafireonaDMUstock,themotormanshallimmediatelyswitchoffthecircuitbreakerand
shutdown theengine.Thetrainshallbebroughttoastopatonce.
(ii) TheguardshallgiveallpossibleassistancetotheMotormaninputtingoutthefire.
(iii) ThefireextinguishersofapprovedtypeshallbeprovidedoneachmotorcoachofaDMUwhenaDMU
rake is turned out the Car shed. The SSE (C&W) Incharge of the Shed shall inspect the fire extinguisher
andensurethattheseareingoodworkingorder.
DSRT.EveryemployeeintheDMUmustimmediatelyinformthesectioncontrollerbytelephoneasquicklyas
possible in the event of (a) accident (b) Disabling of train (c) any unusual occurrence affecting the working of
trains.
312
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(iv) ^ i f c ^ t ^ ^ W T W ^ ^ # m ^ W ^ f % ^ ^ ^ ^ | 3 ^
(V) dMJThMf^l^3fi^*PI^^
313
Appendix - ' C RULES FOR WORKING OF DMU TRAINS
DSR 8. Access to the generator, engine & radiator compartments can be had only by authorised persons in
possession of a special key provided for this purpose. Motorman and other official to whom such keys are
issued should keep this in their personal custody to prevent unauthorised persons tempering with the
equipment.
DSR 9. No Spanners of key except those issued by the Railway Administration should be used for operating
theequipmentinDMU trains.
DSR 10. No unauthorised person is allowed to travel in motorman's or Guard's compartment of a DMU train
unless he holds a motorman or guard's compartment pass. The number of authorised persons, other than the
motormanandguard(iftravellingwithmotorman)inmotorman'scabinmustnotbemorethan3atanytime.
DSR 11. The Diesel multiple unit train shall carry (a) headlight (b) one flasher Light (c) one set of code lights
(d)oneredtaillight.
ResponsibilitvforheadlightsofDMU-Themotorman is responsible for carrying out the correct headlights bv
night and ensuring that the tail lights are not exhibited in the front. The Guard is responsible for seeing that the
tail light/tail board as the case may be correctly exhibited. In case of failure of electrical red lights, the guard
shall fix his handsignallamponthebracketprovidedforthispurpose.
DSR 12. Lighting and Fans Circuits of DMU- Guards must regulate the lighting of coaches and switch off the
fans whennotrequired. In the eventofadefectin the lighting, theguard will immediately inform themotorman
and thenearestStationMastertoarrangeforelectricalstaffto rectify thedefects.
DSR 13.
(i) Before a DMU train is brought on to a running line after inspection or maintenance in a DMU Shed or
stabling line,thebrakesofthetrainshallbejointlycheckedbythemotormanandtheguardto ensure that
the brakes are functioning normally and the brake pipe is continuous through out the train, the horn
should be sounded and precautions taken to see that no one is working on DMU train before the brake
testis undertaken.
(ii) As far as possible, this joint test should be taken before the DMU train leaves the shed or stabling line.
However, if specially authorised the brake test may be taken on the platform before commencement of
thefirsttrip.
(iii) Examination and adjustment of brakes must be carefully carried out before entering service. Motorman
must ensure that jumpers and hose pipes as properly secured in their dummy receptacles after coupling.
He must take a careful examination of Multiple Units before taking them into service and any defect or
deficiencynoticedmustbebroughttothenoticeoftheSupervisorandhemustseethatthedefectcardis
inpositionandclearedof all entries unless these have been rectified and initialled to this effect.
(iv) Whentakingoverfromanothermotorman,itwillbehisdutytoascertainwhetheranydefectexistsand
the motorman handing over must acquaint him of any fault or defect likely to affect the working of the
train.
(v) The above procedure must always be carried out most carefully when putting the unit into service after
stabling, also after the two units have been coupled up. The train crew must assist the station staff in
coupling&uncouphngtheunits.
DSR 14. Working or deadman's knob safety device -

(i) Two deadman knobs have been provided in the DMU, one on the throttle handle and 2nd near the left
knee of the Motorman's desk. The deadman knob has to be kept depressed both in the course of driving
andduringintermittenthaltsofthetrain.InordertogivetheMotormanapossibilityofrelievingtheright
palm by releasing the deadman knob during station stops or during driving. Aknee operated mushroom
headed switch has to be passed side wards to enable the deadman knob to be released, without
application of emergency brakes. Before releasing the deadman's knob from the operating handle it has
tobeensuredthattheknewoperatedswitchispressedbytheMotorman.
313
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314
(ii) Intheeventofadeadman'shandlebecomingdefectiveorinoperative.themotormanmuststophistrain
immediately, call the guard and ask him to travel in the driving cab, and should inform the section
controllerwhoshouldtakethetrainoutofserviceimmediatelyifthedefectisnotrectified.
DSR 15. Change over the cab at the terminal station - At the terminal section, the direction of travel will
reverse. The operating personnel on the train will now switch their roles as motorman and Guard. The
leadingcarduringtheprevioustravelwillbecometraillingwithGuardforthedirectionofdriveandthe
trailing car during the previous will become leading car. The following is procedure to be followed for
effectingthechangeofMotorman'scab:
Inthepreviousleadingcab-
(a) Releasethedeadmanknob.Thisresultsintheoperationofemergencybrakes.
(b) Shiftthereversinglevertozeroposition.
(c) SwitchofftheMotorman'slock/knoboperatedswitch
(d) Operatetheguard'slock/knoboperatedswitch.
In theprevious training cab-
(a) Switchbacktheguard'slock/knobtooffposition.
(b) OperatetheMotorman'slock/knobtooffposition.
(c) Movethereversinglevertoforwardposition.
Note-Itisthedutyoftheguardandthemotormantochangethedestinationindicatorsatrespectiveends
ofthetrain.
DSR 16. Stabling of DMU train - When stabling a DMU train in the Car shed or on a stabling line, the
followingprocedureforputtingthetrainoutofoperationshouldbefollowed.
OperationbvMotorman-
(a) ShutofftheeXcitationalternatorbyoperatingeXcitationshutoffswitch.Movethetrainoperatinghandle
tothe8thnotchtherebyincreasingthedieselenginespeedtol800RPM.Keeptheenginerunningatthis
speedforapproXimately2minutes.Thiswillbeheldincoolingdowndieselengine.
(b) Switchoffthedieselenginebyactuatingthedieselenginepushbuttonsatthedesk.
(c) Move the reversing order to zero position and take out the lever from the slot provided in the master
controller.
(d) Switch back the key/knob operated Motormen switch and take out the key from the Motorman's lock
switch.
(e) Takeouttheguardskeyfromtheguardslockswitch/switchofftheknob.
(f) Switch-offthelightingandventilationcircuits.
(g) Applytheparkingbrake.
(h) Switchofftheswitchfuseunit.
OperationbvGuard:-
(a) Switchbackthekey/knob-operatedguardsswitchandtakeoutthekeyfromtheguardslockswitch.
(b) TakeouttheMotorman'skeyfromMotorman'slock/knobswitch.
(c) Takeoutthereversinglevelfromthemastercontroller.
(d) Whentherakeisstabled,themotormanshouldinvariablybeattheleadingdrivingcab.BackingaDMU
rakeintoasidingwiththemotormanattherearcabisstrictlyprohibited.
(e) After stabling a DMU train or handing it over to the supervisor, the motorman before going off duty
should convey to the supervisor/Incharge of the car shed or stabling line any difficulty or abnormalities
noticed duringtheprevioustipsrequiringimmediate attention.
(f) On arrival of the train at terminal station for stabling, the guard shall switch off the lights and fans. No
multiple unit or coach may enter the shed at speed exceeding 10 KMPH and only after sounding the
whistleandcomingtoastandoutsidetheshed.
(g) Oil and water levels : All oil and water levels shall be checked by the motorman before leaving the Car
shed.AnydeficiencyfoundshouldbegotattendedbeforeleavingtheCarShed.
314
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(i) ^ ^ ^ t e ^ T r 4 ^ ^ ^ % W T ^ ^ Y ^ f ^ f % ^ ^ ^ W l t ^ ^ ^ | T T |
(ii) ^^^te^^^^^^^^#f^^#ff^lf^fe^%^^%îfa<Nld*lei)H
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315
DSR17.
(i) Eve^motormanandGuardmusthavewithhimwhileondutyalltheequipmentsasperAnnexureA'.
(ii) The guard and the motorman should also ensure that emergency telephone set is provided both in front
andrearbeforestartingthetrain.
DSR 18. Coupling Unit- In coupling the unit together, the station staff/car Shed staff will be responsible for
seeingthatthejumperconnections are properly made. Care is to be taken not to touch the contacts or to let them
come into contact with the rails, ballast or metal work of the coach when inserting jumpers in the receptacles
provided. In all cases this operation will be carried out under the supervision of the motorman who will first
ensure that all the motor generator sets are switched off. Guards are responsible for seeing that all lights and
fans switches and the main light switches are off before units are coupled or uncoupled.
DSR 19. FormationofDMU- Unless special instructions are issued to the countary, the formation of DMU's
isnottobealteredDMU are nottobeusedto haul ordinary train coaches.
DSR 20. ShuntingofSindeandMultipleUnit- When shunting is to be performed, the rules contained in GR

5.14mustbecomphedwith.
DSR21.Brakeapplication-
a. Normally the brakes should only be applied after the master controller handle (throttle) has been
retumedtotheoffpositionexceptinthecaseofemergency.
b. Emergencybrakes:Ifanyobstructionisseenonthelineaheadandthetraincannotbebroughttoastand
still by ordinary application of brakes the motorman should remove his hand from the master controller
handle when the power will be out off and the brakes applied automatically. This should only be done
when an emergency application of brakes is required. The brake controller handle then to be moved to
thefullonpositionandthemastercontrollerswitchedoff
DSR22.Workin g ofDMUswhenmotormanisnotoperatin g formthefrontcab-

(i) The rules contained in GR 4.21 should also be applicable for the DMU trains. The speed should not
exceed 15 KMPH.
a. Themotormanshallbeintheleadingdrivingcompartmentwhenthetrainisinmotionortrainis
stationaryonanyrunninglineexceptasotherwiseprescribedin these rules.
b. In the case of a single or multiple unit train. If the driving apparatus in the leading driving
compartment becomes defective, the train shall be driven cautiously from the nearest driving
compartment which is serviceable ; in this event, the Guard shall travel in the leading driving
compartmentandshallconveythenecessary signals to the Motorman, the Guard shall also sound
thehornorwhistleasnecessaryandapplythebrakeincaseofemergencyandshallberesponsible
forstoppingthetraincorrectlyatsignals,stationandobstructions.
c. Before giving the starting code signal to the motorman, the guard must satisfy himself that the
correctsignalsareshownfortrain to start and that the section is clear. The guard must keep a good
look out and must exhibit a signal to the motorman. The absence of such signals shall indicate the
dangersignalandthemotormanmuststopatonce.Hemustkeepagoodlookoutandbeprepared
to stop the danger signal and the motorman must stop at once. He must keep a good look out and
be prepared to stop the train when necessary. He will also be responsible for observing all further
signals enroute. All caution orders, warning notices, advices and authorities regarding defective
signals, authoritiestoproceedwithouthneclear etc. must be first delivered to themotorman who
will counter sign these before they are sent to the guard in the leading compartment. The guard
willretainsuchdocumentswhileheislnchargeandwillberesponsibleforseeingthattheorderis
carried out. At the end of the run all these documents must be handed over to the motorman and
hissignatureobtained.
315
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^T.3TR.23.
*%n ^te IWSM
1. ^ ^ ^ T 00 00
2. ^mPTf^W4.2i % 3 ^ k ^ f ^ p ; ^ 00-00 oo-oo
3. ^W\TUW^W 000 000
4. ^ ^ ^ 0 0
5. OT*Tf^W4.21 % 3 T ^ ^ f ^ | I 3 ; ^ 0000 0000
6. J||^+NH s4l£d ^H-4 000000 000000
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*%n ^te wiwz

1. WIRT P m 9.02 if 3 g f l R ^ e r ^ 5 ? r 0000-0000 0000-0000
2. ^ R ^ ^ t % S ^ ^ 00 00
3. toki^^â^w^ 000-000 000-000
4. ^ ^ f ^ R i f ^ W W ^ ^ 0000-00 0000-00 ^ R ^ t ^
s. M^qftw^tg 00000 00000
6. ^ ( f ^ R ) ^ ^ t ^ ^ M 000-0000 000-0000
^.W.3TR.24.3^^-^%3^^^3^^^^^3T^^^^îfRw^^dTi
316
DSR23.
(a) The following code of bell signals shall be given by the guard and acknowledged by the motorman
Indication Code Acknowledged bv
1. Starting train 00 00
2. Start train when working under G.R. 4.21 00-00 00-00
3. Push back train 000 000
4. Stop train 0 0
5. Stop train when working under GR 4.21 0000 0000
6. Guard leaving the cab 000000 000000
(b) The following code of bell signals shall be given by the motorman and acknowledged by the guard
Indication Code Acknowledged by
1. Passing an automatic signal in'ON 0000-0000 0000-0000

position as per GR 9.02.
2. Train running through station 00 00
3. Guard required by motorman. 000-000 000-000
4. Motorman has received an authority 0000-00 0000-00 followed by the code

to pass a signal at danger. to start the train.
5. For testing the brakes. 00000 00000
6. Protect train in rear. 000-0000 000-0000
Note : V means one ring.
DSP. 24. Disabled Train - In the event of DMU train failiil g , another engi nemaybeusedto assist the disabled
train, only after the motorman has certified that it is safe to be moved, and under no circumstances, a DMU train
shall be used to assist a train. Since the DMU rakes are equipped with compressed air brakes, the train will be
controlledby engine brakes only. The speed when hauling adisabledtrainmustbe cautious speed.
316
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3. I ^ P H P H ^ ^ W T ^ ^ ^
4. T ^ s f e ^ ^
5. T^Wf ^ T T ^ f ^ f ^ f 10 ^Rt#
6. ^#£
7. T ^ ^ f ^ ^ t
8. T ^ ^
9. ^ ^ ^ ^ . ^ n f t
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11. ^^li^m^m
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2. iwwwft 1
3. ^fe^^t 1
4. kftw^(4#w*?t) 2*^5
5. t^mw^ftw^f) 1
6. 10Wta^f^ 1
7. f^W^ 1
8. S ^ 1
9. ^ 1
317
Appendix-'C RULES FOR WORKING OF DMU TRAINS
DSR25. Working of alarm bell in inter communication chain apparatus of DMU train-When in an emergency.
theinter communication chain handle is pulled by a passenger a red disc shoots out in the corresponding coach
and an Electrical contact is made completing the electric circuit of the alarm bell located in each driving cab.
The alarm bell will continuously ring in all the cabs warning motorman to stop the train immediately. On
hearing the alarm bell, the motorman should apply the emergency brakes and stop the train as per extant rules.
After ascertaining the reason for alarm chain pulling, the guard should re-set the disc in the corresponding
coachwiththeheldofthepoleprovidedinthecab.
The following articles shall comprise the prescribed equipment ofguard working on DMU train, whichhemust
carry with him at all time while performing duty-
1. One hand signal lamp (tri-colour torch 4 dry cell)
2. Onesetofflags(onegreen2red).
3. Two flag sticks of aluminium telescopic pipes.
4. One First Aid Box.
5. One case containing 10 detonators.

6. One whistle
7. One carriage key.

8. One watch.
9. One working Time Table.

10. One Rule Book
11. One Guard's Memo Book.
The following articles shall comprise personal equipment of motorr nan working
must carry with him at all times while performing duty:-
1. Note Book/trouble shooting diary 1
2. Working Time Table. 1
3. Carriage Key 1
4. Hand Signal flags (red & Green with sticks) 2 each

5. Hand Signal Lamp (tri-colour Torch) 1
6. One case containing 10 detonators. 1
7. Rule Book. 1
8. Duster 1
9. Watch 1
317
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318
Appendix -'D' RULES FOR MOVEMENT OF RAIL-CUM-ROAD VEHICLES
APPENDIX -*D*
RULES FOR MOVEMENT OF RAIL-CUM-ROAD VEHICLES
(1) GENERAL -
(a) Rail-cumRoadVehiclehereinafterreferredasRRVisaselfpropelledvehicle,whichcanrunon
railway track as well as on road. It shall be treated as a "Train" as defined in GR 1.02 (58) for the
purposeofworkingonopenline.
(b) Rail cum Road vehicle is meant for track maintenance works and may also be used for OHE and
S&Tworksasandwhenessential.
(c) RRV will normally run on road, and would run on track only on the section where some
maintenance work is required to be done. Its running on track shall always be under BLOCK
protectiononly.
(d) For movement of RRV in Track circuited area, a certificate will be issued by SEE/Signal, which
shallbevahdfor06months.
(e) Advance weekly programme shall be finalized at the level of Sr. DOM and Sr. DEN/Branch
Officer concerned so that section supervisor/Chief Controller/Station Master is aware of such
operating and maintenance schedule.
(f) RRV shall not be moved between running lines siding/stabling line (s) without the written
permissionofSMondutyintheformofshuntingorder.
(g) OndoubleorMultipleLineSectionRRVshall,invariablyrunonproperline,i.e.rightline.
(2) INCHARGEOFRRV-
(a) TheRRVshallrununderthechargeoftheSSE/JE(P.Way)hereaftercalledas'Incharge'whoshall
be personally responsible for all safety aspects regarding the movement of the RRV and shall be
responsible for taking block, clearing the blocks, protection of line while the RRV is working as
train and also when it is "on tracked" or "off tracked". After 'off tracking' the Incharge shall be
personallyresponsibletopositionRRVawayfromthetracksothatitdoesnotfoul/obstructanyof
the lines. As an assurance to the fact that no line is fouling, incharge will issue his private number
totheStationMasterconcernedmakingentryinthegateregistertothiseffect.
(b) The Loco Pilot of the RRV, hereafter to be called the RRV Operator, and other staff on RRV shall
workunderdirectsupervisionofsaidlncharge.
(c) ThelnchargewillensurethattheRRVOperatorissoberandnotinthestateofintoxication.
(3) COMPETENCYOFTHERRVOPERATOR-
(a) The Operator of RRV shall be fit in A-3 medical category. While on duty, he shall have with him.
twopairsofsuchspectacles,asheis required towearundermedicalrules.
(b) For transportation training the RRV Operator shall under go training/refresher at Zonal Railway
Training Institute and Principal ZRTI will issue competency certificate. The
competency/refresher certificate shall be valid for 3 year.
(c) On successful completion of training, he shall be examined and if found competent, shall be
issued a competency certificate by the concerned Sr. DEN and Sr. DOM. The certificate shall be
keptinpersonal custody of the Operator while on duty and be produced as and when required by
theinspectingofficials.
(d) Theoperatorshallalsopossessvalid"HeavyvehicleDrivingLicense"forroadvehiclesissuedby
State Road Transport Officer, the Incharge of RRV shall ensure that driving license of road
vehicle issued to operator of RRV is renewed from time to time, as may be required under the
rules.
(e) Competencyrecords(updated)ofOperatoretcshallbemaintainedbytheIncharge.
318
(4) W 3 1 W -
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ii. ^#T«Bn#ensrftwr^
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(ii) ^ t o w ^ A ^ ^ ^ ^ ^ i ^ ^ ^ i w i ^
(iii) a M m t a ^ k ^ ^ ^ ^ ^ ^ T O ^ ^ ^ f e R ^ ^
(iv) ^ t m.*^. ^ R % ^ R * M , ffcffiSfr ^ R % ^ R W * «# A t ^ .
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(*) 3 T R . 3 ^ . % 3 ™ ^ ^ M f ^ ^ % ^ ^ ^ ^ ^ H P ^ ^ ^
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fÔft.wft.)%^toî
(^)^R^f^T^^^3TR.3TR.^.^^^f^î^^^^^^,TT4OT
319
(4) SAFETYEOUIPMENTS-
(a) Autoflasherlights(likelocomotives)shallbeprovidedonbothsidesofRRV
(b) RRV shall have a LV board and Flashing Tail Lamp, which shall be displayed in the rear during
movement.
(c) The Operator and Incharge of RRV shall be responsible for ensuring that the essential safety
equipments are complete and available in RRV in working order as listed below-
I. TwoRedonegreenFLS.Flag.
II. TwoTri-ColourH.S.Lamps.
III. Two Chains withpadlocks.
IV Two Clamps withpadlocks.
V Tenfogsignals.
VI. OneWatch
VII. CopyoftheWorkingTimeTableofthesectionwhereRRVisworking.
VIII G& SRbookwithupdate with amendment slips.
IX. Onefourcellflasherlighttorch.
X. Onepetromaxlamp.
XL Oneportable field telephone.
XII. Onewalkie-talkie.
XIII. Twobannerflags.
XIV OnefirstAidBox.
XV Skids-02
XVI. Fireextinguisher-02
(5) RULESFOROPERATION-
(I) WhentheRRVistobemovedfromoneBlockStationtoanotherBlockStationwithconventional
(mechanical) interlocking
(a) The Incharge of RRV shall give the requisition in writing, in duplicate, to the SM for the
movementofRRVfromoneblockStationtoanadjoiningBlockStation.
(b) Onreceiptof the requisition SM Shall -
i. ObtainthepermissionofSectionController.
ii. Obtain Line Clear and issue Proper Authority to Proceed, take 'Off dispatch signals
treatingRRVatparwithaTrain.
hi. Return one copy of the requisition, and issue Caution order for the section, to the
RRVOperator.
iv. GiveTESsignaltotheSMofreceivingstationassoonastheRRVleavesthestation
andalso advise the Section Controller.
(c) The SM at the other end of the Block section shall receive the RRV by taking 'Off
Receptionsignals.
(d) On arrival of RRV, the Incharge of RRV shall issue a certificate for the clearance of the
BlockSectiontotheStationMasterofthereceivingStation.
(e) After the receipt of this certificate, the Station Master shall close the block section. He
shallalso inform the Section Control.
(f) RulesunderGRS.Ol shall be followed.
(II) Movement of RRV on section/stations with track circuiting/block proving with axle
counter/RRI/Panel interlocking (Absolute or Automatic Block System).
(a) When RRV is to be dispatched from or received at a station with track circuiting/block
proving axle counter/RRI/Panel interlocking, such movement in the block section would
bedoneonPLC.
(b) The line on which the RRV is stabled at a station would be treated as under block and
clearanceofsuchlinewouldbeensuredbytheSMthroughphysicalverification.
319
(iii) 'are ^ T P f 3 T f r 3 E f r f * fire E I & H
FT) ^^^™*T«Tîoft^Tferrî
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320
(III) Instructionfor-IntermediateOnTrackingandOffTracking"
(a) RRVhasanuniquefacilityof"OnTracking"and"OffTracking"ofthevehicle.
(b) "On tracking" or "Off tracking" of RRV in the block section shall be done under block protection
onlyfromamannedlevelcrossing gate providedwith telephone.
(c) ThisoperationmustbecompletedwithinlOminutesperiodasfaraspossible.
(d) WhenRRVistobe "On Tracked" in the block section - The Incharge of RRV shall give in advance
a written requisition with message No. to the Station Master of the station connected to the gate
withtelephonefromwhichRRVistobe'ontracked'withfollowingparticulars.
(i) ThelevelcrossinggateNo.Kmatwhichhedesiresto'OntracktheRRV
(ii) Approximatetimefor'ON'trackingtheRRV
(iii) Approximatedurationofblock.
(iv) LevelcrossinggateNo.andKmatwhichRRVshall'OffTrackorthestationatwhichthe
RRVwillcleartheblocksection.
Note- If there is no level crossing gate in the block section where the site of work is situated 'On
Tracking' shall be done at the level crossing of Block section in rear and accordingly block shall
be taken by the Incharge RRV at such Level Crossing of Block section in rear and accordingly
blockshallbetaken by thelncharge RRV at such Level Crossing from the Station in advance. On
arrival at the said Block station, the Block shall be cleared. And, for entering in the next required
BlockSection,freshblockshallbeobtainedbytheIncharge.
(e) As soon as the RRV is ready for 'On Tracking' at the nominated manned level crossing provided
with telephone, the Incharge ofRRV shall request for block (for the purpose of'On Tracking') on
Gate telephone to the SM with reference to his message number of the requisition for block and
alsogivetheprivatenumberfromtheGateman'sprivatenumbersheet.
(f) Such entry shall be made by the Incharge personally in the Gate Log Register of the Level
Crossing concerned. On duty Station Master shall inform the Section Controller. According to the
train movement Section Controller shall grant permission with his private number to impose the
block. After obtaining the permission ofthe block from the Section Controller the Station Master
shall inform the SM at the other end ofthe Block Section under exchange of Private numbers.
There after the Station Master on duty shall give the private number to Incharge of RRV for the
impositionofBlock.
(g) Where the gate is connected with a cabin, such exchange of information would be between the
Incharge and the Cabinman/Cabin Master/Cabin ASM, who in turn shall exchange information
withtheSMandshallactontheinstructionoftheSMunderexchangeofprivatenumber.
(h) On double line section both station Masters shall also ensure that no train is in movement from
either direction. The Station Master will inform the Incharge/RRV quoting his private number for
impositionofBlocknominatingthelineonwhichtheRRVshouldbe'Ontracked'(asperthedue
directionofthetraffic).
(i) On receipt of such permission supported with the private number of the Station Master, the
Incharge of RRV shall start the process of On tracking ofthe RRV. On double line, he shall ensure
that the RRV is On Tracked on the line as per the due direction of traffic in accordance with
StationMaster'spermission.
(j) AftertheRRVhasbeen'OnTracked',theInchargeofRRVshallinformtheSMwithexchangeof
private number and entry in gate log register that the RRV has been 'On tracked' and on double
line thatthe adjacent line isclear so that train movement can be started on other direction. During
the'ON'trackingprocedure,theflasherlightshallbeswitched'ON.
(k) OnreceiptofsuchinformationandexchangeofprivatenumberregardingOnTrackingondouble
linesections,StationMasterwillresumenormalmovementontheotherhne.
(1) As soon as the Block is granted, the on duty SM shall take the precautions as observed while
grantingtrafficblocksand-
(i) Ontokenlesssinglelinesection,StationMastershallextracttheSHkey
320
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^ t ^ W R ^ I
(ii) ÎRT ^ H ^ W t TR w . ^ . i ^ ^ ^ OT^ ^ } ^ t ^ f f RR *
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321
Appendix-'D' RULES FOR MOVEMENT OF RAIL-CUM-ROAD VEHICLES
(ii) On single line Token territory, Station Master shall extract the token and keep it till the
removalofblock
(iii) On double line where SGE Lock and Block instruments are provided, the Station Masters
or both stations at either end shall turn the commutator directly to TOL position till the
block has been removed. However, commutator of wrong line can be brought to line
closedpositionprovidedlnchargeofRRVhas given the clearance of adjacent line.
(iv) On double line where block proving Axle counter instrument are provided, the Station
Masters of both stations at either and shall take out LCB Key. The LCB key shall be kept
withSMtilltheblockhasbeenremoved.HowevertheLCBkeyofwronglinecanbeputin
the block instrumentprovided SSE/JE (P. Way) incharge or RRVhas given the clearance of
adjacent line.
(m) WhenRRVistobe'OffTrackedinblocksection-
(a) Before off tracking or RRV, Incharge RRV shall advise the Station Master concern for off
tracking and give his private number, to the SM from the nominated (as per the requistion
givenatthestation)levelcrossing gate telephone.
(b) Wherethegateisconnectedwithacabin,suchexchangeofinformationwouldbebetween
the Incharge RRV and the Cabinman/Cabin Master/Cabin SM, who in turn shall exchange
information with the SM and shall act on the instructions of the Station Master under
exchangeofprivatenumbers.
(c) On double line section Station Master shall block the adjacent line also before permitting
the RRV to be 'off tracked'. After ensuring that no train is in movement on other direction
on double line section Station Master shall give his private number to the incharge/RRV
confirminghispermissionto'offtrack'theRRV.
(d) Duringofftrackingproceduretheflasherlightsshallalsobeswitchedon.
(e) As soon as the RRV is off tracked' and comes out of level crossing gate and not fouling
adjacent track. Incharge RRV shall give the private number to concerned Station Master
for clearance of track as well as for removal of block. Station Master will inform the
section controller and adjoining station of the block section under exchange of private
numbers regarding the clearence of the block.
(f) If the gate telephone of the nominated gate where the RRV is to be 'Off Tracked has
become defective, the RRV shall be "Off tracked' at the next manned level crossing gate
equippedwith telephone.
(g) During the "On tracking" and "Off tracking" the position of the Gates would be treated as
open and precautions/procedure for opening of gates as per rules will be followed by the
Gateman.
(h) After'Offtracking',firsttrainmaybeworkedonPLC.
(IV) 'OnTracking'/Offtracking'instationsection-
(a) WhenRRVistobe'OnTracked'orOffTracked'atalevelcrossinggatewithinstationsection,the
sameshallbedoneonlyatmannedgateprovidedwith telephone.
(b) Such'OnTracking/offTracking'ShallalwaysbedonewithpriorwrittenpermissionoftheSM.
(c) "On Tracking" shall be done only on the nominated line, which shall be treated as blocked once
the "Ontracking" operationhas started.
(d) The gate shall be opened for 'On Tracking/off tracking' after fulfilling all the conditions for
openingofthegate.
(e) Incharge shallmake entries in the CabinLog Resister regarding "On Tracking/Off Tracking" and
confirmationthatadjacenthnesareclearofobstruction.
321
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(6) ftw^^f^fe^f-
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322
(f) The gateman/Cabinman/Cabin Master/Cabin SM shall close the gate only after the Incharge has
confirmed in the cabin log register that the RRV has been "Off Tracked" and all lines are free of
obstructions that the RRV has been "On tracked" on the nominated line (line No. to be entered)
andthatadjacentlinesarefreeofobstruction.
(g) Station Master shall resume normal operation after this has been confirmed by the Cabinman/
Gateman/CabinMaster/CabinSMunderexchangeofprivate number.
(6) FAILURES AND ACCIDENTS -

(a) AccidentsinvolvingRRVshallbetreatedastrainaccidentsundertheappropriateclassandaction
shouldbetakenasperrulesinforce.
(b) In case of failure of RRV in block section, the incharge may decide to push the disabled RRV to
the nearest station or level crossing gate in consultation with SM concerned provided the brake
powerisingoodcondition.
(c) Intheeventofbreakdown,RRVshallbeprotectedunderGR6.03&S.R.thereunder.
(7) (a) During total interruption of communications on single line the RRV may be sent to open
communication for establishing contact with the Station Master of the block station at the other
endoftheaffectedblocksection.
(b) Rail-cum-Roadvehiclemaybeutilizedasarelieftrainduringaccidents.
(c) The Station Master, where RRV is located shall advise the Incharge of the RRV at the time of
accident/Totalinterruptionofcommunication.
ThelocationofRail-cum-RoadvehiclesonNCRare given below:-
S.No. Allahabad Division Jhansi Division Agra Division

1 ChunarJn Jhansi Agra
2 Mirzapur Lalitpur Kosikalan
3 Bharwari
4 Khaga
5 Fatehpur
6 KanpurCentral-2
7 Phaphund
8 Etawah
9 ShikohabadJn
10 TundlaJn
11 HathrasJn
12 AligarhJn
13 KhurjaJn
osso
322
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323
Appendix -'E' GHAT RULES
APPENDIX -*E*
GHAT RULES
SRG1. GhatMg^ThesubsidiaryRulesforworkingon^
GhatRulesandthesectionstowhichtheyapplyasGhatSections.
SRG2.
(a) These Rules apply to the following sections ofNorth Central Railway :-
AllahabadDivision Chunar - Chopan
Note:-
(i) Divisional Railway Manager shall issue special instructions for local features prevailing on Ghat
Sectionsovertheir Divisions.
(ii) Divisions shall embody special instructions in SWRs/ working instructions for working trains
sections having short grades steeper than 1 in 200. These instructions should be consistent with
general&subsidiary/GhatRules.
(b) All other subsidiary Rules apply to the working of Ghat Sections, except those modified or superseded
bytheGhatRules.
(c) Certificate of Competency- The under noted staff, who are directly concerned with train movements.
must qualify and shall not assume duties on graded sections until they are granted a certificate of
competencybytheirexecutiveofficers.
1. Loco Pilots/Asstt. Loco Pilots.
2. Shunters
3. Traincontrollers
4. StationMastersandyardMasters
5. Guards
6. ShuntingJamadars/shuntingMaster
7. Leverman/CabinmanandCabinMasters
8. Pointsmen/Porters/Shuntmen
Thecertificateofcompetencyshallbevalidforaperiodofthreeyearsonly
(d) A shunter or a Loco Pilot, before being allowed to learn road on Ghat Sections, should qualify in Ghat
Rules.
(e) ALocoPilotonhavinglearnttheGhatSectionwillnotbeallowedtoworkindependentlyunlessaLoco
Inspectoraftertravellingwithhim,declarestheLocoPilotconversantwiththesection.
(f) Certificate of Competency- Asst. Operating Manager are authorised to examine, issue and renew
certificates of competency in the following form.
North Central Railway
I, The undersigned, hereby certify that Sri has passed the examination in
Subsidiary Rules for working sections with steep gradient contained in unified Ghat Rules for
theNorthCentralRailway
(Designation of Divl. Officer)
NOTE : Sr. Divisional Operations Manager may nominate Senior subordinates to examine, issue and renew
certificateofcompetencyinrespectofclass IV staff.
323
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324
Appendix-'E GHAT RULES
BRAKES
SRG 3. Vacuum/Air Brake - Rules on the Vacuum/Air Brake are to be read in conjunction with other extent
Vacuum/AirBrakeRules.
SRG 4. Engine Brakes - Every engine working on Ghat Section must be fitted with the automatic vacuum/air
brake in good working order and must be itselfbraked either by the vacuum brakeorair brake. The handbrake
ofallenginesmustbeinproperworkingorder.
SRGS.mideirak^-TrainmnningonGhatSectionmustbevacuum/airbrakedthroughout.
SRG 6. Hand Brakes - All goods vehicles on a train except powder vans must be fitted with a screw brake or
handleverbrakecapableofbeingfasteneddown.
SRG 7. Examination of Train before Starting - The train examiner, Loco Pilot and Guard must test the
vacuum/Air brake of each train before its departure according to the Special instructions laid down in this
behalf.
SRG 8. MinimumVacuum/AirPressureontheEngineandinRearBrakeans-
(a) MinimumairpressureinengineandrearbrakevanofPassengerandGoodstrainsatthetimeofstartinga
train.
OnEngine Onrearbrakevan
Particulars FP BP FP BP
(i) On Mail, Express and 6 Kg/Cm2 5 Kg/Cm2 5.8 Kg/Cm2 4.8 Kg/Cm2
Passenger train
(ii) On Goods train Kg/cm2 with ... 5 Kg/Cm2 ... 4.8 Kg/Cm2
load up to 40 air braked 8
wheeler wagons.
(iii) On goods trains with more ... 5 Kg/Cm2 ... 4.7 Kg/Cm2
than 40 air braked 8 wheeler
wagons.
(b) Standardizationofvacuumlevelinengineandbrakevenofpassengerandgoodstrains:-
(i) Minimumlevelorvacuuminengineandbrakevan:-
TypeofService Engine Brakevan Average

M/E 53 47 50
Passenger 50 44 47
Goods 46 38 42
(ii) Whenever a coaching train runs initially on passenger and subsequently on express services.
vacuumlevelsonsuchrakeswillbemaintainedas those prescribed on M/E trains.
324
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325
RESPONSIBILITY OF TRAIN STAFF AS REGARDS BRAKES
SRG 9. Loco Motto try Vacuum/Air Brakes - Loco Pilotmust satisfy himself that the vacuum/Airbrake is in
proper working order through out the train before leaving the Starting station and at each station where any
vehicle is attached or detached and also before descending steep gradients. He must also satisfy himself that he
hasenoughbrakepowerbeforepassingtheoutersignalofanystationatwhichthetrainhastobestopped.
SRG 10. Defective Vehicles - If a Loco Pilot finds the vacuum/Air brake on his train defective, the vehicle
with defective vacuum/Air brake if not immediately repairable must be detached from the train. Under no
circumstances, whatsoever may/D.V. cylinder be blanked off. He must also refuse to attach any vehicle with a
defectivebrake,buthemustgivehisreasonsinwritingtotheStationMasterifaskedtodoso.
SRG 11. Guardto see Vacuum/Akpressure Gauge-The Guardincharge before dying the signal to startmust
satisfyhimselfthattherequiredvacuum/Airpressureisregisteredonthegaugeinhisbrakevan.Iftherequired
Vacuum/Air pressure is not registered he must inform the Loco Pilot. If the Loco Pilot is not able to create the
required vacuum/Air pressure as required on the gauge in the rear brakevan, the train must not start until the
defect has been remedied by detaching defective vehicles or otherwise. The signal to start given by the Guard
Incharge is an indication to the Loco Pilot that the gauge in the rear brakevan shows the required vacuum/Air
pressure.
SRG 12. Descending Long and Heavy Grades -

(a) In controlling trains on descending long and heavy grades, Loco Pilots are cautioned against allowing
the vacuum above the pistons to fall too low which usually happens unless periodically restored by
blowing up with the large ejector. The destruction of vacuum above the pistons, owing to leakage, is
always taking place during the continuous application of the brake while descending long grades, and it
is of the utmost importance that the vacuum above pistons should be restored by the use of large ejector
but before using the large ejector the speed must be reduced to allow for increase of speed which will
take place when large ejector release to brakes. The large ejector must be used in several short periods
insteadofonelongperiodfortheabovepurpose.Advantageshouldbetakenoflongcurvesorstartsafter
stops at catchsidings to recreate the vacuum above the pistons. Care must be taken that the speed during
the release of the brakes is not allowed to increase beyond as safe limit. If the speed is allowed to get
beyond the certain point, the brakes will not pull the train up.
(b) LocoPilotsmustnote,thatreadingofvacuumchamberneedleontheenginegivesnoindicationalsothe
vacuum above the pistons throughout the trains.
SRG 13. ControlofVacuum/AirBrakeonRunningTrains-

(a) When a second leading engine is employed to pull a train (and not a banking engine pushing it). The
Loco Pilot of the first leading engine will be held responsible for the working of the automatic
vacuum/Air brake. The Loco Pilot of the second leading engine must, however, in case of emergency
assist in stopping or reducing the speed ofthe train by applying the air and hand brakes as may be require
buthemustnotmaintainorrecreatevacuum/airpressure.
(b) When an additional engine or engines are employed to push a train, the Loco Pilots thereof must not
interfere with the working ofthe vacuum/Air brake, which shall be under the control ofthe leading
engineLoco Pilot. As laid down in para (a), except in case of a run back, when the banking engine Loco
PilotautomaticallybecomestheleadingLoco Pilot.
325
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(c) WheneveraGhatSectioncomprisesofeitherdescendingorascendinggradientonlyandnotboth,inthe
same direction, the second engine should be attached as under: -
(i) Ondescendinggradientinfrontofthetrain.
(ii) Onascendinggradientintherearofthetrain.
If, however, it consists of both descending and ascending gradients following each other in quick
succession, the banker may be attached in the rear only of the train.
(d) Loco Pilots of all additional engines will, at all times keep the handle of the vacuum ejector in the
runningposition,andthesmallejectorsmustbeclosed.
(e) IntheeventoftheLocoPilotoftheengineinrearrequiringinanemergencytoattracttheattentionofthe
leading engine Loco Pilot, he shall give a whistle signal (one long blast).
Note- These rules are to avoid the serious danger, which would arise if the Guard or Loco Pilots of additional
enginesweretoattempttoputthebrakeon,whiletheleadingLocoPilotwastryingtorecreatevacuum.
SRG14. Stoppingatstations-
(a) Loco Pilots must enter stopping stations at such a speed that it would be possible to stop the train at
proper place. The vacuum/Air brake must be applied by the Loco Pilot in stopping train or reducing its
speed.
(b) Guards must watch the speed of the train and assist Loco Pilots by the use of their hand brakes, if
necessary. They may only apply the vacuum/Air brake when it is necessary to make an emergency stop.
WORKING OF TRAINS
SRG 15. Sand Boxes- Dry, sharp sand not mixed with clay, is essential on all Ghat sections and Loco Pilots
mustseethattheirsandboxesarefullandsandinggear is inworking order.
SRG 16. SpeedRestriction-Thespeedoftrainslaiddown in the working Time Table must be rigidly adhered
to. Innocircumstancewhatsoevermaytimebemadeupondescendinggradessteeperthanl in50.
SRG17. Startir^Ltain-Whenatram^^
first. Allbeingreadytherearenginewill also give whistle as a signal to all other engine starting from the rear.
SRG 18. Admission of Train in Station - When two trains are approaching a station from opposite directions
and cannotbereceived without one of them being stopped, the descending train must be stopped at the firststop
signal and the ascending train given preference provided that the descending train is not stopped in a tunnel or
onabridge.
SRG 19.
(i) Ifforanyreason,atrainisbroughttoastandforaperiodlongerthanl5minutes,thehandbrakesofthe
locomotive shall be applied in addition to the application of vacuum/Air Brakes etc. If such stoppage
happens to be, of train having vehicles with roller bearings on a section with a grade of 1 in 150 and
steeper,andtrainhavingvehiclesotherthanrollerbearingsonasectionwithagradelinlOOandsteeper,
thefollowingadditionalprecautionsshallbetaken.
On trains carrying the passengers, the Guard shall apply hand brakes in the brakevan and wedges
or scotch blocks as the case may be to the wheels of two vehicles nearer to the descending steep incline.
On goods trains, hand brakes of at least one third of the wagons in the train or 10 wagons behind the
engine and 5 wagons inside the brakevan, whichever is more, shall be pinned down, in addition to the
applicationofGuardshandbrakeinthebrakevan.
(ii) Whenthetrainisexpectedtostart,propervacuum/airpressuremustberecreated/recharged,asthecase
may be, and the vacuum brake/air brake must be applied before the wedges or scotch blocks removed
and/orhandbrakesreleased.Thereafterthevacuum/airbrakesmaybereleasedtostartthetrain.
326
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327
(iii) The Loco Pilot himself or, onhis direction, the Assistant Loco Pilot, shall be responsible for application
and release of the hand brakes of wagons behind the engine. The Guard shall be responsible for similar
actioninregardtothewagonsinsidethebrakevan.
(iv) Considering the condition of brake power on train, the Loco Pilot may take additional precautions.
duringthestoppageofhistrainonsectionflatterthanlinlSOorlinlOOtoavoidrunaway.
SRG 20. Failure of the Vacuum/Air Brakes between Stations - If the vacuum/Air brake becomes defective
whilethetrain is running between stations so thatitis dangerous to proceed, the Loco Pilot must bring the train
toastandandtakeitin portions to thenext station, eachportionbeingnotmorethanhecan safely control. The
vehiclesleftbehindwillbe secured. The Guard will remain with the portion of the train left behind and protect
it.
BALLAST TRAINS
SRG 21. Brake of Ballast Trains- Each vehicle of a ballast train, in addition to being provided with the
vacuum/air brake must be provided with an efficient hand brake capable ofbeing fastened down.
SRG22.ApplicationofBrakeswhenStoppin g BallastTrainonaGrade-Onstoppin g aballasttrainona g rade.

theLocoPilotmustgivelongblastofwhistletoattracttheattentionoftheGuard,andthereaftergivethreesharp
blasts for the application of all handbrakes. The brakes must not be released until the Loco Pilothas signalled
forthisbygivingtwosharpblasts.
SRG 23. PositionofBallasttrain engine whenstandingonaGrade 1 inSOorsteeper - Before entering a section

on which a ballast train is required to stand on a grade of 1 in 50 or steeper the engine must be attached so that
whenthetrainisstanding,theengineisatthedownhillendofthetrain.
SRG24.VehiclenottobedetachedfromaBallastTrain where Gradesorl in 50 or steeper-Vehicle must not be

detached from ballasttrainonaGradeof 1 in50 or steeper. The engineitself maybe detached with the Guards
permissionafterhehadseenthatthehandbrakesoneachvehicleareproperlyapphed.
SRG25. BallastTrainnottoworkatNight-BallastTrainmustnotworkatnightexceptinanemergency.
SRG 26. Restrictions and condition for pushing Ballast trains - Ballast trains are not allowed to be pushed
outsidestationlimitsoverdescending gradients. Such trains may push provided that-
i. Theportionofthelineoverwhichthetrainwillrunisonacontinuousascendinggrade.
ii. ThespeedofthetrainmustnotexceedlSkmsperhouronthestraightlineandSkmsperhouron
the turn out if the leading vehicle is a brakevan and 8 kms per hour, if the leading vehicle is not a
brakevan.
iii. The Guard must travel in the leading brakeven or the leading vehicle and must exhibit hand
signals to theLoco Pilot.
iv. Thetraincrewmustkeepagoodlookoutespeciallyinthedirectioninwhichthetrainmovingand
mustbepreparedto stop shortof any obstruction, and
v. When approaching turn-outs, the Guard must stop the train and satisfy himself that the points are
correctlysetandthatallnon-interlockedfacingpointsarelockedandmanned.
Nste^Thisrule will also apply when the engine is placed somewhere in the middle of the train in an emergency
orin exceptional circumstances.
327
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328
SAFETY SIDING
SRG27. Ddinition-Therearetwokindsof safety siding called "Catch" and"Slips" siding.
(i) Ca^.Wmâreplacedabovestationsapproachedbyadescendinggradetoprotectthemfromrunaway
vehiclesortrains.
(ii) ^>,Wmâreplacedbelowstationonagradetopreventvehiclesescapingfromthestationyard
SRG28. Catch Siding -

(a) Thepointsof'Catchsidingmustalwaysbesetandlockedforthe'Catchsidingexceptwhenatrainisto
be receivedor despatched.
(b) 'Catchsidingpointsshouldnotbesetforthemainlineforthereceptionofanapproachingtrainunlessit
has first been broughtto adead stop at the first stop signal and the Loco Pilot whistles, except when the
following conditions are fulfilled.
i. Thelineonwhichthetrainistobereceivedisclearandthetrainistobereceivedonthemainline.
ii. The points leading to the catch siding as well as the points required for a run through train are set
forthemainlineimmediatelyafter granting lineclear to the block station in rear.
hi. Lineclearhasbeenobtainedfortheblocksectionahead.
iv. The gradients in the block section ahead are such that the train can be brought under control
easily.
v. Warner signal in the lower quadrant signalling territory is not taken 'Off and distant signal in
multipleaspectsignalhngterritoryiskeptat'caution'position.
(c) In the case of an outgoing train, the 'Catch' siding points must not be set for the main line unless
permission to approachhas been received from the station in advance.
(d) (i) Thepointsmustberesetandlockedforthe'Catch'sidingassoonasthelastvehicleofthetrainhas
passedoverthem.
(ii) Hand Signal will be exhibited at all 'Catch' siding points. The points shall be fitted with point
indicator showing red when thepoints are set for catch siding and while when they are set forthe
mainline(Exceptwhenspringpoints are provided).
SRG 29. Locking and Unlocking the Points of the Slip Sidings - Except for shunting, the points of slip sidings
mustbenormallylockedforthe siding and must only be unlocked and set for the immediately before taking off
the signal for the admission of an ascending train or, in the case of descending train, after permission to
approachhasbeenreceivedfromthestationin advance. If the authority to proceed, for a descending train which
is bookedto run through the station, has not been received, the descending trainmustbe first broughtto adead
stop atthe first stop signal before the 'Home' and/or'Outer' signals are taken off for its reception. In thecaseofa
descending train. The slip siding points may only be unlocked and set for the main line, when permission to
approach has been received from the station in advance. The points must be reset for the slip siding as soon as
the lastvehicleofatrainhaspassedover them.
Note,
(a) Atcertainslipsidings,springpointshavebeenprovided.Thesearenormallyunlockedandaresetforthe
siding. An ascending train trails through them while entering the station. These points need only be
locked for despatch of a descending train and this should be does only after permission to approach has
beenobtainedfromblockstationin advance.
(b) Point indicator at Slip sidings - Point indicators showing red, when the points are normally set for the
siding and white when set for the main line, shall be provided at all slip siding points. (Except where
spring points are provided).
(c) The duty of locking and unlocking"catch" and "slip" siding points may be performed only by the
pointsman/Porter in whose special charge they have been placed under the orders ofthe Station Master.
328
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329
PATROLLING ON GHAT SECTIONS
SRG30. Orders for Patrolling -

(a) The Sr. Divisional Engineer will decide and issue order regarding the Sections to be patrolled and the
dateonwhichpatrollingistobeginandstop.
(b) At Chunar-Chopan Ghat section the Sr. Divisional Engineers will decide the question whether regular
nightpatrollingistobeintroducedduringthemonsoonperiodi.e.lstJuneto31stOctober,Butthee X act
date of commencement and termination will be decided by Assistant Engineer of the section. Patrolling
shouldnotbestarteduntilthemonsoonactually arrives.
(c) Vulnerable points: All the vulnerable points will be watched by static patrols, all such points being
carefully selected by the Sr. Divisional Engineer. All vulnerable points (including vulnerable bridges
and locations, which are subject to slips, rock-falls,water falls etc.) will be provided with sign boards
fixed atadistanceofSOOmeters on either side of the vulnerable points. The fixing of these boards will be
arranged by Divisional Engineers immediately before the monsoon and removal immediately after the
monsoon.
(d) TheRailwaytrackandbridgeswillbepatrolledduringmonsoons,stormyweather,heavysnowingorin
the event of any other emergency which may interfere with the safe running of trains. Rains during the
winter months also may be a source of danger to the line and therefore, patrolling should also be
introducedonsuchsectionswherenecessaryduringthewinterrains.
(e) Gang Patrol - In the event of a sudden storm and emergency during day and night, the Mate will on his
own initiative, organise patrolling over the length affected, independent of any other patrolling being in
operation. This patrol will confine its inspection to known points of danger such as cuttings, culverts and
bridges likely to scour and their approaches, embankments likely to be affected and those places which
are liable to be in danger on account of likely breach in railway affecting works such as banks and dams.
In the absence of the mate, the keyman will organisethis patrol. Half the gang will go out during the day
andhalfduringthenight.
SRG 31. Patrol Charts - Patrol charts will be prepared by the Divisional Engineer after the publication of the
timetabletocomeintoforcefromlstApriltakingintoconsiderationthefollowing-
(a) (i) As far as possible, each block section will be treated as a unit of length and will be divided into
approximatelyequalbeats;
(ii) Thebeatofpatrolmenwillnotexceed4.5KMs
(iii) Thepatrolmanwillgooutonhisbeatinaccordancewithchart,Patrolchartswillbescrutinisedby
JE and SE (P. Way) regularly and by ADENs and DENs frequently when on their inspection
rounds.APatrolmanshallnotberestoredtowalkmorethanlSKMs.
(b) In drawing up patrol charts the Divisional Engineers will arrange for maximum 'Protection' possible for
all trains carrying passenger between the hours of sunset and sunrise. This protection can be given by
organisingpatrollingasspecifiedaboveandensuringthat-
(i) The patrolmen meet at the end of their beats before a train (or the first train of a group of trains)
enters thesection, or
(ii) The patrolmen have met and are on their way back when other trains or the group of trains enter
the section, or
(iii) Thepatrolmenarenotbackattheendoftheirbeatsalongtimebeforethetrainentersthesection.
(c) The patrol charts will show all trains between 18 hours and 6 hours with their time of entering and
clearingthesectionsothatthechartswillshowataglancehowthetrainshavebeencovered.
329
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330
(d) Afterdrawingoutthepatrolcharts,eachchartwillbee X aminedbytheDivisionalEngineertoseewhat

cover has been given to each train. If, on any block section, which is known to be giving trouble the
interval between the patrol and the train is too long, an intermediate patrol will be introduced to reduce
the interval.
(e) Copies of patrol charts prepared by Divisional Engineers for different sections will be distributed to the
Assistant Engineers, SE/JE and copy of the relevant portion of the chart will be issued to each Station
Masterwithinstructions-
(i) To record time of arrival and departure of Partolmen in the patrol book and initial these entries.
and
(ii) Torecordtimeofarrivalanddepartureofpatrolmenandtheirnamesinthestationdiary.
(f) Copies of patrol charts together with a statement showing places where Loco Pilots, when running to
time, may expect to pass patrolmen, will be sent to the Shed Foreman by the Divisional Engineer. Loco
Pilots will proceed cautiously. If Patrolmen are not found at the expected kilometrages report the matter
to the StationMasteratthenextstationwhowilltakenecessaryactionandadvise all concerned.
(g) Acopyofthepatrolchartsforpatrollingblocksectionsjistofstationerywatchmenatvulnerablepoints
and mobile patrols between stations will be sent to the office of the General Manager (Engineering) in
themonthofDecembereveryyear.
(h) Officers and Supervisors of the Engineering and Operating Departments, during inspections of station
should check station diaries to ensure that SMs record correctly the time of arrival and departure of
patrolmen.
SRG32. PatrolBooks:-
(i) PatrolBookinatincase,containingsufficientnumberofpageswillbesuppliedtoeachpatrolman.
(ii) The books will be serially numbered to correspond with the number of the patrol on each section. The
first page of the book will contain the name of the patrolman, kilometrage of the patrol section and its
number. The remaining pages will contain columns far date, station, times of arrival and departure and
signaturesofStationMasteronduty.
(iii) DisposalofPatrolBook-JE/SE(P.way)willtakeoverthepatrolbooksfromthepatrolmenaftersunrise
and will tear out the carbon copies and send them by the first available train to the Assistant Divisional
Engineerforhisinformationandrecord.
(iv) ReportingforDuty-PatrolmenwillreportatthetimeshowninthechartfordutytoStationMasterofthe
stationatwhichtheyareheadquartered.Ifanyofthepatrolmenfailstoreportforduty,theStationMaster
must immediately send a message to the nearest JE/SE, so that arrangements maybe made at once for
anotherman.
When a Patrolman, who is due to arrive at a station does not turn up at the Nominated time or does not
turnup at all, the Station Master on duty will take following action:
(a) Stoprunthroughtrainsproceedingintotheblocksection.
(b) Advise the Station Master at the other end of the Section to take similar action and also advise the
Controller, and
(c) Issue Caution Order to all trains proceeding into the block section advising the Loco Pilot to
remaincautiousandspecifyaspeedrestrictionof40KMPHduringthedayandl5KMPHduring
thenight/poorvisibility.CautionOrderwill be discontinued when the patrolman from either end
of the patrol section arrives at the station and reports that all is well. In cases where the patrolman
doesnotturn up at all, the Station Master concerned should initiate action to ascertain thereason
therefore.
330
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331
SRG33. DutiesofPatrolmen-
(a) To walk to and from over the beat in accordance with chart pertaining to his 'Patrol Section' looking for
subsidence, slips, signs of erosion, trees blown across the track during storms or any other causes likely
toendangerthesafetyoftheline.Bridgesandtheirapproacheswillbespeciallywatched.Thefollowing
aresomeinstanceswhendamagetothelinemaybeapprehended-
(i) Whenthefloodlevelreachesdangerlevelatanyofthebridges,orifanydamagehasstartedatthe
bridge audits approaches, evenbeforethe danger level has been reached;
(ii) Whenwaterononesideoftheembankmentisatamuchhigherlevelthanontheotherside;
(iii) Whenwaterseepsthroughthebankfromonesidetotheother;
(iv) Whenanyobstruction,suchasfallentrees,blocksthewaterwayofabridge;
(v) Whenthetrackshowssignsofsettlement.
(b) To take immediate steps to stop trains when any portion of the line is likely to be rendered unsafe. The
patrolmanmustnotallowtrainstopassoverabridgeortrackincaseofdoubt.
(c) Whennodangerisapprehendedtostandonthecessonthelefthandsidefacingthetrainandexhibithis
number plate turning the light of his lamp on to it so that the number can be seen from the passing train,
andtoblowonhis whistle.
(d) To obtain signatures of the Station Master on duty at the station concerned for his arrival and departure
andexchangepatrolbookswithadjacentpatrolman.
(e) Toexchangereportsastoconditionontheirbeatswithadjacentpatrolmanandstationarywatchmen.
(f) ToheedinstructionfromLocoPilotswhomayreportaconditionofdangeratakilometrageandproceed
totheplaceindicatedandtakenecessarymeasures.
(g) Toposthimselfatthedangerspotintheeventofemergencyandnottomoveunderanycircumstancestill
relievedbysomeothergangman.
JEsandSEswillrecorddateofexaminingpatrolmen in their duties in apatrol book, muster sheet or any
other bookissuedto every patrolman for recording this. Similarly, ADENs on their rounds will examine
patrolmen and watchmen in their duties and record the result of the examination in the registers
mentioned.
SRG 34. Equipment of Patrolman - Each patrolman and watchman on each SE (P. Way) will be numbered
consecutively from one end ofthe section to the other. Each patrolman and watchman will be provided with the
following equipment.
(i) Onestaff,spikedandwithahookforhangingthehandsignallamp.Thestaffshouldfurtherbegraduated
in30cms.heightin white and black for taking approximate measurements.
(ii) Onenumberplatel5cmsxl5Cms.numberofpatrolmenorwatchmenpaintedwithluminouspaintin
7.5 cms. size figures (If luminous paint is not readily available, the plate and number will have to be
larger).
(iii) ItincasecontaininglOdetonators.
(iv) lsetof hand-signal flags.
(v) ltricoloursignallamp.
(vi) lthree-cellelectrictorchwithared-capbynight.
(vii) lboxofmatches.
(viii) Whistle.
(ix) PatrolbookinTincase.
SRG 35. Protecting the line - In the event of any portion ofthe line being breached or otherwise rendered
unsafefortrafficthefollowingprocedurewillbeobserved:-
(a) Incasewheretwopatrolmenareemployed-
(i) Thedangersignalswillbedisplayedatonceinbothdirections.
331
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(ii) Thetwopatrolmenwillthenproceedinoppositedirectionshowingdangersignals.Onreachinga
distanceof600metersfromthepointofdanger, each will clip one fog signal on the rail; they will
then proceed to a distance of 1200 meters from the point of danger, where they will clip 3 fog
signals atadistanceoflOmeters apart;
(iii) Shouldthenatureoftheobstructionbesuchastorenderimpossibleforeitherofthepatrolmento
get acrossthegap,asforinstanceawash-awaywithadeep flood or strong current, oneofthemen
will show a danger signal (red lamp or flag as the case may be) and endeavour to stop trains
approaching the gap from his side while the other man will proceed, with all haste, towards the
station onhissideofthegap,fi X ingfogsignalsonthewayaslaiddowninitem(ii)above,andalso
informingthemateoftheoccurrence,ifthere is any gang-quarter on the way.
(b) Incasewhereonepatrolmanisemployed-whendamageisdetectedonthelinehewill-
(i) place a red lamp in prominent position to warn a train which may approach from one direction.
andrunintheoppositedirectionandclipldetonatorat400metresand3detonatorsat800metres
fromthedamagedpoint;
(ii) returntothedamagedpointandprotecttheothersidewithdetonatorssimilarly;
(iii) in the event of it being impossible to get to the other side of the damaged point (as in a wash-
away), place the red lamp or flag so that it can be seen from as great a distance as possible by a
train approaching from that direction.
(c) The patrolman will arrange to send information to the nearest station, or, in case of an impassable
obstruction, to the station in the opposite direction reporting the occurrence to the Station Master, He
will also send information to theMate, JE/SE(P.Way).
(d) TheStationMasterwill-
(i) Stoptrainsenteringtheblocksection.
(ii) AdvisetheStationMasterattheotherendoftheblocksections,and
(iii) advisetheControllerandallconcerned.
(e) The Mate will proceed with his gang to the kilometrage and ensure proper protection and attend to
repairs asnecessary.
(f) The first duty of all engineering staff on receipt of the report is to proceed to the site and ensure that the
line is protected as described above and then make arrangements for repairing the damage that may have
occurred.
In the case of suspected damage to a portion of the line, a bridge or its approaches, a through inspection
willbecarriedouttestingthetrack,ifnecessary,bypassingalight engine across, after which trains will
be piloted over the threatened zones, These inspections, tests with light engine and piloting of trains will
be carried out by engineering official not lower than the rank of an JE. In case of doubt the JE must not
allow even a light engine to pass across and must await the arrival of the SE, ADEN, or higher railway
officials.
SRG 36. Importance of Checks- Proper supervision shall be exercised and frequent checks carried out to
ensure that the patrolmen and watchmen are on duty and carry out the tasks assigned to them in an efficient
manner.Forthispurposethefollowingchecksareprescribed-
(a) SE and JE will cover their lengths by footplate of engine, trains and by trolley at irregular intervals
frequentlybothbydayandnight.
(b) AssistantEngineerswillexercisesimilarchecksovertheirentiresection.
(c) The Divisional Engineers will also exercise check during their inspections and examine as many
patrolmenaspossiblein their duties.
332
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333
SRG 37. SEfPWavYs Certificate- SE (P. Way) will submit certificate by 15th may each year to their Assistant
Engineer, copy to Divisional Engineer that they have made arrangements for monsoon patrolling, and watching
of vulnerable locations and bridges and that patrolmen and watchmen have been made conversant with their
duties and rules for the protection of the line and vulnerable locations in their beats. The SE (P. Way) will also
submit to their ADENs lists of the patrolmen and stationary watchmen with beats locations and bridges
assigned to each. The SE (Pway) will issue to each individual by name, a certificate stating that he has been
examined andis fully conversant with the rules, regulations and duties and also the location ofthe beat or static
postsofdutyassignedtohim.Aduplicatecopyofthis certificate should be kept on record with the SE(PWay)
in a Register and this copy ofthe certificate will bear the signatures or thumb impression ofthe individual
concerned. TheADENs and DENs on their rounds will inspectthis register andalso examine as may as possible
ofthepatrolmenandwatchmen in their duties.
SHUNTING
SRG 38. Loose Shunting - Loose shunting is forbidden, except where specially authorised in the Station
WorkingRules.
SRG 39. Hand Shunting- Hand shunting is forbidden, except where specially authorised in the Station
workingRules.
SRG 40. Shunting at Stations with Slip Sidings - Shunting is forbidden, unless the slip siding points are set
andlockedforthe slip siding, exceptwhen it is absolutely necessary to shunt on the main line. In this case, the
engine must be in front and the points must be manned the whole time any shunting is being carried out over
them andmustberesetforthe slip siding every time the engine has returned over them.
SRG 41. Hand shunting at Stations with Slip Siding - Hand shunting is forbidden, unless the points are set for
the slip siding.
TROLLIES AND LORRIES

SRG42. BrakesonTrollies-AllsidingtrollesinuseongradessteeperthanlinSOmusthavetwoefficientand
independent brakes, which must together brake all four wheels. On other Ghat section the trolley need have
only one brake capable of braking all the four wheels efficiently. These brakes must be tested before each
journey.
SRG43. BrakesonLorries-Allmateriallorries working on Ghat sections must have an efficient screw brake
operating on all four wheels and also a tail rope, which must always be manned when running downhill. The
brakemustbetestedbeforeeachjourney
Note-DiplorriesarenotallowedtoworkonGhatsections.
SRG44. Thepersoninchargeofatrolleyorlorryisresponsibleforanyaccidentresultingfromadefectinthe
trolleyorlony,whichhemightreasonablyhavebeenexpectedto discover.
SRG45. SpeedofLorries-OnfallinggradesthespeedofalorrvmustnotexceedSKms.anhour.
SRG 46. Lorry only to run in Blocked Section or on Line Clear - Before lorry is allowed to enter a Block
Section, the line must be blocked by the engineering official incharge or line clear must be obtained. Not more
than two persons, one brakeman and one helper must travel on the lorry itself the other person would
accompanythelorryonfoot.
SRG 47. Working of Motor and Push Trollies - The motor trollies on Ghat section may either be run on line
clear or trolley permit in accordance with the instructions made down in S.R. 15.18/1(14) push trollies shall
howeverrununderprecautionsmentionedinS.R.15.18/l(12)whichmustberigidlyobserved.
333
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334
SRG48. TrollevBreakDown-
(a) In the event of the break down of a trolley, or its brake gear becoming defective between stations, the
official in charge shall have it removed from the line at once. If the break down occurs between stations
and the trolley is running on an "Authority to Proceed' or "Trolley Permit" the official incharge shall at
once employ the quickestmeans at this disposal to advice the nearest Station Master in writing that the
trolley has been removed from the line, and will RETURN the "Authority to Proceed" or the
"TROLLEY PERMIT" at the same time. The Station Master receiving the advice shall immediately to
theStationMasterattheotherendofthesection"trolleywhichleftyours(ormine)at hours has
failedintheBlocksectionandhasbeenremovedfromthetrack,privatenumber.
(b) A copy of this message must be recorded in the train registers of line clear enquiry and reply books.
Following this, the station towards which the trolley was proceeding or in the case of Neales Token
working, the station which receives the Token, shall give the "Train out of Section" signal for the trolley
intheusualmanner.
(c) When trolley has been made fit to run, the official incharge shall notify the nearest Station Master in
writing that the trolley is fit to run to the Station to which he wishes to proceed, and shall give the
estimatedtime that will be taken for the journey, and will ask for the "Authority to Proceed" or "Trolley
Permit". The Station Master receiving the message will inform station Master at the other end of the
block section concerned accordingly and will then give or obtain the permission to proceed to the
destinationandsend"AuthoritytoProceed"or"TrolleyPermit"totheOfficialIncharge.
SRG 49. Blocked Section- If a section between two stations on which trollies may only run on line clear or
trolleypermit,isblockedby an accidentorby the Way & Works Branch, a trolley may be run through theblock
provided the person Incharge given a message to the Station Master of the stations on each side of the block
sectionstatingthatheisproceedingthroughtheblockandthattheblockmustnotberemoveduntilhearrivesat
the station ahead. Before entering the blocked section, he must get an acknowledgement of his message from
bothstations.
SRG50. InspectionbetweenStations-Whenitisnecessarvtostopforworkbetweenstations.thetrollevmust
be taken off the line and left with Incharge of the trolleyman but if a trolleyman cannot be spared, the trolley
maybeleftafterthewheelshavebeen securely chained and padlocked. On grades 1 in 40 and steeper, not more
thantwoinspectingofficialsandfourtrolleymenareallowedtotravelonatrolley
SECURING OF VEHICLES
SRG51. InSidingsorDeadEnds-
(a) Thesidingordeadendmustbeprovidedwitheither-
(i) ScotchBlockwhichmustbekeptlockedacrossthelinewhenvehiclesarestandinginthesiding.
or
(ii) Trap points which must be kept locked in the open position when vehicles are standing in the
siding, and
(iii) Allvehiclesmustbeplacedinsidethetrapsorscotchblocksandcoupledtogether.
(b) Allhandbrakesmustbeputhardon,oriftheycannotbeputhardonthevehiclesmustbespragged.
(c) ThevehiclesnearestthetrapsofScotchBlockmustbechained,iftherearemorethanthreevehicles,one
mustbechained,outofeverythree.
SRG 52. On Running Lines During Shunting - When there is any risk of vehicles escaping into the block
section.Allhandbrakesmustbeputhardon,or,ifanycannotbeput-hardon,themustbespragged.
334
v<m^ -l? wzf^m
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OSSO
335
Appendix -'E' GHAT RULES
SRG53. InTheBlockSection-
(a) Vehicle must not be detached from an engine except in an emergency or as allowed under the rules for
ballasttrains.
(b) In every case where it is decided to detach a vehicle from an engine, the Loco Pilot must obtain a memo
fromtheGuard, in accordance withG.R. 4.48, whichmustbear certificate to the effect thatthetrain has
beenproperlysecured.
(c) Thedetachedvehiclesmustbesecuredbyputtingallhandbrakeshardon. Vehicles, the hand brakes of
whichcannotbeput"hardon"mustbespragged.
SRG 54. Scotches. Wedges and Chains- Every Guard must carry sufficient number of scotches or wedges to
beabletocomplywiththeserules.
OSSO
335
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•ggr^rgiTtgrgr

NORTH CENTRAL RAILWAY

WRfki *er (rng; (?npf)

Indian Railways (Open Lines)

fefcnrcaOT. 2017 (tor wzmt 3OTPT im

This edition of General and Subsidiary Rules on North Central Railway is

Chief Operations Manager

jrrr^r^r W ^ T ^ W ^ ^ ^ n ^ r f^Fff w (^r f^ ^ ^ ^ ; 19 2 9 ^ ^ftf^r ^ ^) f^c ^ ^ f r ^

^Pdd ^Pui j | TOiaff ^ ^ f f % ^fl^or, ^ M % ^ ^ ^HdH ft'Hd ^ W l ^ f e %

The considerable advance made in recent years in methods of signalling and

3. In consideration of the strong views expressed by the Commission of Railway Safety

^rt^f^^^f^m^T^3#rf^lT, 1989 (1989% 2 4 ) ^ * 1 * 6 0 3 ^ 8 7 51*

Member Traffic, Railway Board and

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^k, ^ f e , %M, TO nfcr, nsra*, uPhy, * ^ r , ™ K ^fer, w , w w , foffc*,

a ^ ^ m ^ w , tf, 3SR, rtfm, <R?rctf #RRT, ^Unrr, ^ ^ , ^ U n r r ^ m ^ k ^ ^ w '

W ^ T O , tf, <^TO, ^ ^ H 3SR, ^feR, 3 ^ T O , ^ Tj€ # W , 3 ^ ^ W , cfcprr, cfcprr

t^WMlM^mm, 1989 (1989 ^ T 2 4 ) ^ ^ T 1 9 8 % W T ^ r T ^ T

New Delhi, the 19'h April, 2006

3.45 W ^ (^R-3TR) ftw <# '3TTO' <*tf <# ^ f

cS - iTTf^lf * f t « H * MN'jl rTOT 4Hchl q P ^ M H

C. Equipmentof Trains andTrain Crew

I. Private engines and vehicles

5.01 Responsibility ofthe Station Master for working

<* - <fc# ( w ) <^r XR w ft**

7.01 Systems of working.

A. Rules applicable to Double line

9.09 ^ m\m P H > I ( ^ I ^ ^ ^ M ) ^ ^ f ^ ^ ^

B. Rules applicable to Single line

11.01 Essentials ofthe Pilot Guard System

12.01 Essentials ofthe Tram-staff and Ticket System

?T - fiRT Pdfld <*Hlch Ttemd <*Hlch ^ M

13.01 Use ofthe One Tram Only System

^ - enffcff, * # r a f 3ffT ilteT * # * f f cFT ^ W

D. Line Clear Tickets

B. The working of Lorries, Trollies and Motor Trollies

16.01 Knowledge of signals

18.01 Repeal and Saving

(10) ' ' ^ l c h ^ H ' ' ^ 3 7 f % M # ^ l c h ^ M 7 % ^ ^ M r ^ i r d d d l ^ % ^ ^ M f ^ ^ r

(11) " ^ h ^ d ^iidNid r H ^ u i " w a r f i n ^ ^ T T i T T C f t ^ » ^ i ^ ^ i n i t ^ ^ ^ T r n T ^

(14) ' ' ^ ^ ^ ' ' w # n M ^ k ^ t t ^ ^ # ^ ^ s i t ^ ^ i R i t t i 46ti

(15) " ^ f t ^ " ^ 3 7 f % M , ^ r ^ c h i »4l'i nR^iRdd d i ^ H % ^ f f f l R m ^ r , # ^ T ^ -

(^) ^ f l < H I J H x R , ^ T w S r f ^ J f f e r % T T ^ t f ^ T % T T f , ^ H H M^Pdfrareffr,

(22) ' ' ^ ^ ^ ' ' W S r f ^ . W ^ ^ t W ^ ^ ^ ^ ^ W ^ ^ M ^

(26) " w ^ ' ' < ^ 3 T f i ^ ^ f ^ t ^ f ^ % f t ^

(27) " ^ " w a r f ^ R r ^ ^ ^ i f ^ f t ^ t ^ ^ w T n n f t t a f k ^ a ^ r d ^ N * ^

(28) •^eFTST *TT f ^ W ^pfP P J W ^ T 3TPTOTO ^cPTST ^ 3 ^ f*PPTcr. W W x R *

*nffa<r PmW ^ T 4 * P P T W si«raT 3PR*PT «# ftrt ftr^^R ft*ft PPteP* *n

*.fri.02(28)/1, w f mm; ^rr 3F*T ^ M ^ 4 « <tfr ^FTO 3Tf*RTcrr/*i^ arfSRTcrr/^ ^

(31) "HHRcff eoTPS ftpPTcT ^ P 4 W " ^T 3TPTOTO ^ t ^ t eTT^T TR ^ w < t f f eoTPS q t e

(33) "affiPT ^ R f W ^T SfPTOFI 3PTc* seTPS *«RFT * *TT<ft «# U ^ T * t M ^ T ^tf

(35) "WTR W ^ " «*r 3ff*rara W T R *R ^ ^ ^ ^ ^ ^Tc* ft*ft *ft W R # ^cT

*.fr.1.02(35)/1. fr) W R T ^ W ^ : - % WKR W ^ oft ^ R <* W ^ ^ P ftPMeff * ^ ^ t

(36) "empT f ^ ^ " ^ 3rf*rara f % ^ ^ ^ ^

^ ? P T * TOft «# I f c R 3lft 3PTc* seTPS ^ ? R c l ^ W ^ 3 E r f eft ^ ^Toft SPT^T

(37) " e l ^ q r a ^ ' ' ^ 3 r i ^ r a ? ^ ^ ^ q r a ^ ^ f % ^ 3 T ^ ^ O T ^ ^ ^ ^ t ^ ^ T

(38) " * T W T " ^T sff^rara iTfetf ^T ^?PTY mf^u^sfh ^^t «# ifo ^ «*

3i«raT furfur ^raT^f^qr^r^irahrihiTt;

(28) "Inspector of Way or Works" means any Inspector or Assistant Inspector

(41) " ^ *nfcdt R F R C T ^ r a w ^T STFTOR M ftrw ^ r a w ^ t FiRR" RFRCT ^

^k, ^ f e , %M, TO nfcr, nsra, uPhy, ^ r , ™ K ^fer, w , w w , foffc*,

?T - fiRT Pdfld <Hlch Ttemd <Hlch ^ M

(28) •^eFTST TT f ^ W ^pfP P J W ^ T 3TPTOTO ^cPTST ^ 3 ^ fPPTcr. W W x R *

nffa<r PmW ^ T 4 P P T W si«raT 3PRPT «# ftrt ftr^^R ftft PPteP* *n

.fri.02(28)/1, w f mm; ^rr 3FT ^ M ^ 4 « <tfr ^FTO 3TfRTcrr/i^ arfSRTcrr/^ ^

(33) "affiPT ^ R f W ^T SfPTOFI 3PTc* seTPS «RFT TT<ft «# U ^ T t M ^ T ^tf

(35) "WTR W ^ " «r 3ffrara W T R R ^ ^ ^ ^ ^ ^Tc ftft ft W R # ^cT

.fr.1.02(35)/1. fr) W R T ^ W ^ : - % WKR W ^ oft ^ R < W ^ ^ P ftPMeff * ^ ^ t

^ r a ^ R ~ * T RtfVRT nra. R R ^ I Y ^ T iraTcR s h n t crarftR R ^ F L ^ * T C R W ^ r

(56) ' ^ r a i e R W ^ T " ^ T S f f ^ R ^eT «# f ^ f t TR m I T f e t f ^T^TeR «# f ^ R c R W I

(57) ' t ^ * f i f e " ^ T S f R ^ R f ^ c T «# vRT qftqT ^ t ^ ^ T T T £ r # f ^ T R T R f % #

.R.1.02(58)/1. ^ R f ^ ^ R W - ^ f f ^T f^RT ^ R f*R R W ^RT ^ t ^R^R^# ^R^

(59) " ^ t q ^ r a " ^ T S r i ^ r a * * t eT # 1 * £ ^ TTfinff ^ t TrftaT ^ R 3ITC ^

eT h n t f <pt ^ T m R W T eTT^ * t t «n3 P m

^ r wiY ^ wgna fen ^ m m . h ftsta a i ^ n r S R I ftoffor ft? *nj £1

() vRrf nftTOitatfrtw f t ^TOT^n I

^ . 2 . 0 3 / 1 . f^H eT 4>4lllM ^ ^ ^ S T ^ ^ ^ ^ ^ f ^ O T Wim frqfftcT f^IT W ^

2.04. fRPT m e R tf W ^ T - ^ **T #TC> ^ T f^THf * qTeR tf W ^ T * T T 3TR vft vR* ^ T

IX&l ^T# eR^TT TT ^ f c l ^ vR ^mf%RT WT * TO ^ f ^ f^TT ^RTT. cR era ^

tf W R W T ?RT eft ^ , W J f^T W f e r ^fefR RR <fr < ^ ? ^ R W^RRI^^fflPRlRt

^ C T c R R 3RR TOT i t . f M c f . 3 f ^ ^ 3 S f f ^ T ^ t ^ t ^TT. 3 f N

(T) ^ M SRTWRnT TTftf^rf^Rff £ f ^ T # ^ R T ^ f e t f # PiWK tf^TcR *

^ f ^ f%fe-eTT^. ^ c T ^ # TT 3FT «£H* cT^^T ^ efhtf W ^ TT W ^ T £TFT

siffcrif ^r w "rf ™$m fcr i^u f^# arrw H ^ ^ ^ r * f t ^ «fr i

3.02. RFRclY # W R - ITf^qr ^T ^ T e R R T O ^ R * f^R rafr i t t ^Tc RFRcT

.R. 3.04 / 1 . (i) imn t$\. ( W r ) , #TCM ^ . (%ro), OTTO R t o ^ efntfrfrtera»srcr

(2) ^ n u i f t ftFRcr «# ^f#cr f ^ r tf ^ r ^ t ^ T T ^ t f^rfa * sik ifcr ^ ^ f t *TT effort

3cTT^ft ftPRcT -STfTp' ^T# ftTT W ^ T T I