186tpc-lp and GD Study Material Upto As 11 (October 2023)

LP AND GUARD STUDY MATERIAL UPTO AS 11( October 2023)
OPERATING STUDY MATERIAL

FOR
LOCO PILOT & GUARD
1
DISCLAIMER
This Study material is compiled by the Faculty of ZRTI/MLY for guidance
and easy understanding. It is to be read in conjunction with G&SR, Block
Working Manuals, Accident Manual, correction slips, JPO's, Working Time-
Table and Safety related Circulars issued from time to time. Though the
sufficient care and precaution has been taken while preparing this material,
wherever any conflicting opinion occurs, presentation in the rule books
prevails over this material.
**********
2
INDEX
S.No RULE No. TOPIC P. No
Significance of Manuals 6-9
1.02 IMPORTANT DEFINITIONS 10

1.
2. DIFFERENCES(G.R & S.R, BLOCK& NON BLOCK STNS) 16
3. 1.03 CLASSIFICATIONS OF STATIONS 18
CHAPTE III
G.R.3.02 TYPES OF SIGNALS 19

4.
5. G.R/S.R. 3.07 DISTANT SIGNAL 20
6. G.R.3.09 HOME & ROUTING SIGNAL 22
7. G.R.3.10 DEPARTURE SIGNALS 22
8. G.R.3.13 CALLING ON SIGNAL 23
9. G.R.3.14 SHUNT SIGNAL 24
10. POSITION,ASPECT,INDICATIONS OF VARIOUS SIGNALS 24-25
11. DIFFERENCES 25
12. G.R/S.R 3.59 to 3.64 FOG SIGNAL 26
13. G.R.3.65/66/67/78 SIGNALS TO WARN INCOMING TRAIN OF DANGER AHEAD 27
G.R./S.R.3.75,S.R.14.
14. IB SIGNAL 28
13,14.14
15. APPENDIX - XII –I INTERLOCKING 29
16. S.R. 3.14.3 SHUNTING PERMITTED INDICATOR 30
17. G.R/S.R.3.34,3.73 GATE SIGNAL 31
18. G.R/S.R.3.73 PASSING GATE SIGNAL AT ON 30
19. SEM Part I ROUTE INDICATORS 32
App XI -6,G.R/
20. DEFECTIVE SIGNALS 33
S.R 3.68,3.69, 3.70
21. S.R.3.69 RECEPTION SIGNAL DEFECTIVE 33
22. S.R.3.70 DEPARTURE SIGNAL DEFECTIVE 34
23. S.R.3.75 IB SIGNAL DEFECTIVE 35
DUTIES OF LP WHEN AN APPROACH/DEPARTURE SIGNAL IS
24. G.R. 3.80/3.81 35
DEFECTIVE
25. G.R. 3.78 TRAIN BURSTS A DETONATOR 35
3
26. SR 3.78.2 Road Learning for Running Staff 36
CHAPTER IV
27. G.R.4.09, & CAUTION ORDER 38
Appendix-I
28. G.R.4.12 ENGINE PUSHING 40
29. G.R/S.R. 4.14 HEADLIGHT, MARKER LIGHTS AND SPEEDOMETER 40
30. G.R/S.R. 4.15 SIDE LIGHTS 41
31. G.R/S.R.14.16 TAIL BOARD /TAIL LAMP 41
32. G.R/ S.R. 4.19 LOCO PILOT’S EQUIPMENT 42
33. G.R/ S.R.4.19 GUARD’S EQUIPMENT 43
34. G.R/ S.R.4.19 ALP’S EQUIPMENT 44
35. G.R.4.19.6 BRAKE VAN EQUIPMENT 44
36. SR 4.21.1 ELECTRIC ENGINE OR DIESEL ENGINE WITH TWIN CAB. 45
37. S.R.4.25.2 COMBINED TRAIN REPORT (CTR) 45
38. S.R.4.25.3 VEHICLE GUIDANCE (VG) 46
39. WTT WORKING TIME TABLE 47
40. S.R.4.23 RUNNING OF GOODS TRAIN WITHOUT BRAKEVAN 48
41. S.R.4.25.4 RUNNING OF GOODS TRAIN WITHOUT GUARD 49
42. G.R. 4.29 HOT AXLE/HOT BOX. 50
43. S.R.4.24.4 ATTACHING OF DAMAGED VEHICLE/ ENGINE 50
44. JPO FLAT TYRE 51
45. DUTIES OF LP FROM SIGN ‘ON ‘ TO SIGN ‘OFF‘ 52
46. DUTIES OF GUARD FROM SIGN ‘ON ‘ TO SIGN ‘OFF‘ 54
47. G.R.4.42 EXCHANGING OF ALL RIGHTS SIGNALS 57
48. G.R. 4.44, 4.51 TRAIN HELD UP AT FIRST STOP SIGNAL 59
BELL SIGNALS BETWEEN LP/MOTORMAN AND GUARD
49. S.R.4.51 Bell Code Between LP and Guard 60
50. S.R.4.62 WORKING OF MATERIAL TRAIN 61
51. S.R.4.65 TRACK TAMPING MACHINE (TTM) 62
52. C&W JPO BRAKE POWER CERTIFICATE 64
NO.4/2023
53. C&W JPO GLP CHECK 66
NO.4/2023
54. WTT BRAKE CONTINUITY TEST 68
55. G.R.4.48 & DETACHING OF ENGINE 70
G.R.4.57
56. S.R.5.23 SECURING AND STABLING OF VECHICLES 70
57. S.R.4.18 ALARM CHAIN PULLING 72
58. JPO ON POWER INTERCEPTION/LOCO REVERSAL OF 72
PASSENGER CARRYING TRAINS
4
CHAPTER V
59. G.R.5.09 RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE 74

60. G.R.5.10 RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE 74
61. G.R.5.11/12 DEPARTURE OF A TRAIN FROM NON-SIGNALLED LINE 74
62. G.R/S.R 5.13/5.14 CONTROL AND RESPONSIBILITY OF/FOR SHUNTING 75
63. APPENDIX - XII SHUNTING AUTHORITIES 77
64. S.R.5.06 OPERATING FORMS 78
CHAPTER VI
65. S.R.6.07 LURCH 83
66. S.R.6.01 RAIL FRACTURE 84
67. S.R. 6.05 TRAIN ENGINE DISABLED IN THE BLOCK SECTION 84
68. S.R.6.02.5 BLOCK TICKET 85
69. G.R.6.04 TRAINS UNUSUALLY DELAYED 86
70. SR 6.02.6 DESPATCH OF RELIEF ENGINE 86
71. S.R.6.02.4 TIC SINGLE LINE 87
72. S.R.6.02.3 TIC DOUBLE LINE 89
73. S.R.6.02.1 TSL WORKING 90
74. G.R/S.R.6.06 LP ENTERED BLOCK SECTION WITHOUT ATP. 91
75. G.R./S.R.6.08 TRAIN PARTED IN BLOCK – SECTION, ENGINE UNABLE TO 92
HAUL THE LOAD.
76. G.R/S.R.6.09 DIVIDED TRAIN WORKING 93
77. G.R/S.R.6.10 FIRE ON PASSENGER COACH IN MID-SECTION 94
78. GR 6.03 PROTECTION 94
79. S.R.6.03 DUTIES OF LP ON NOTICING FLASHER LIGHT 96
CHAPTER VII & VIII

98
80. G.R.8.01 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM
CHAPTER IX
99
81. G.R./S.R.3.12,9.15 KINDS OF FIXED SIGNALS IN AUTOMATIC BLOCK TERRITORY
82. PASSING AUTOMATIC SIGNAL AT ON, 100

G.R.9.02
PASSING GATE SIGNAL AT ‘ON’
83. PROLONGED FAILURE OF SIGNALS & COMMUNICATION ARE 101
S.R.9.12.1
AVAILABLE
84. S.R.9.06/3.12.3 LSS DEFECTIVE ON SINGLE LINE/DOUBLE LINE 102
85. DIFFERENCES BETWEEN AUTOMATIC AND ABSOLUTE BLOCK 102
SYSTEMS
CHAPTER XIV - Condition for Closing block section 104
CHAPTER XV
86. S.R.15.09 ENGINEERING INDICATORS 105
5
87. SR 15.06 BLOCK(Various types of Block) 107
CHAPTER XVII
88. CHAPTER - XVII ELECTRIFIED SECTION 110
APPENDICES
89. APPENDIX - III NON-INTERLOCKED WORKING 112
90. APPENDIX - VIII MARSHALLING 114
91. BRIEF NOTES ON AIR BRAKE SYSTEM/LHB COACHES 117
AIR BRAKE
92. Transporation codes of different types of rolling stock 138
ACCIDENT MANUAL
93. AM – 102,103 ACCIDENT, SERIOUS ACCIDENT 145
94. AM – 105 CLASSIFICATION OF ACCIDENTS 145
95. AM – 602 ACCIDENT SIRENS 148
96. AM – 603,604 MRT/ART 148
97. AM – 301,302 DUTIES OF LP/GUARD IN CASE SERIOUS ACCIDENT 149
98. AM – 1102,1103 DUTIES OF LP IN CASE OF DEAD BODY ON TRACK 150
99. AM – APPENDIX 152
ACC-3
VI
100. APPENDIX XVII WORKING OF SIDINGS 155
101. SUGGESTIONS TO IMPROVE PUNCTUALITY 158
102. DUTIES OF GUARD IN SPAD CASES 159
103. REASONS FOR LP PASSING SIGNAL AT DANGER 159
104. ODC WORKING 161
105. FIRST AID NOTES 163
106. OBJECTIVE QUESTIONS 178
107. VARIOUS WHISTLE CODES 214
108. VARIOUS SPEED RESTRICTIONS 215
109. VARIOUS AUTHORITIES 219
6
SIGNIFICANCE OF RULE BOOKS

There should be uniformity in the rules and regulations for smooth running of an
organization. This fundamental principle also applies to Indian Railway. Railway
is a business and government organization which aims at availing transportation
services to the public in general and business man/ industrialists in particular.
More over the basic objective of Indian Railway is to provide an accident free
safe transportation service to the public. Since “SAFETY” plays an important role
in this organization, rules applying to it should be very clear and particular to run
this organization.
Trains are track-bound i.e. the train can move only along the fixed path made for
it and train has right of way which means other transport like road vehicle cannot
come in its path except on Level Crossings. Moreover a train cannot be stopped
instantly within a short distance like a road vehicle.
A minor error or trivial negligence may result in a serious accident in railway.
That is why safety rules have to be followed meticulously to run the trains safely.
Short description of rule books –
1. General & Subsidiary Rules.
2. Block Working Manual.
3. Accident Manual.
1. GENERAL RULES WITH SUBSIDIARY RULES AND SPECIAL

INSTRUCTIONS
Provision in Indian Railway Act is that before a Railway is opened, General Rules
should be prepare, sanctioned and published so as to meet this requirement the
Railway Board issues the General Rules, on behalf of government of India for
regulating working of trains and performing other operations.
These rules cannot be violated but can be further restricted by the Zonal
Railways. General rules are applicable all over Indian Railways. The object of GR
is to ensure the safety of the train running.
There are 18 chapters in GR and 17 appendices as Special instructions. Each
rule have been numbered indicating chapter no. with serial no. of the rules and a
point being used between them without any prefix with the letter GR. Any
correction, alteration and addition is only made by the Railway Board.
As GR are general in nature, not considered the local conditions/geographical
conditions existing in various Zonal Railways. Therefore these rules (GR) are
required to be supplemented and clarified by the rules framed by various Zonal
Railways which are called Subsidiary Rules. In no circumstances the Subsidiary
Rules can violate the General Rules.
SR is framed by Authorized Officer of the individual Zonal Railways considering
local conditions without infringing the basic object of GR, to ensure better safety.
The authorized officer to issue the SRs in South Central Railway is the Principal
Chief Operation Manager. Any correction, alteration and addition is only made by
the Authorized Officer of the concerned Zonal Railway.
7
Subsidiary rules are applicable for respective zone only. SR are printed in
smaller letter under relevant GR with prefix SR.
The 17 appendices are grouped as Special Instructions.
2. BLOCK WORKING MANUAL

This manual is prepared and issued by an individual Zonal Railway. This manual
contains rules relating to Block working in single line and double line, condition
for granting the line clear, Bell codes, shunting rules, private no. etc.
The BWM should be followed in addition with the GR & SR and the contents of
this book cannot be considered as the corrections to the GR & SR.
The BWM consists of 18 chapters having descriptions as follows-
i) General instructions.
ii) Conditions for granting/obtaining line clear, conditions for taking OFF the
signals, conditions for clearing the sections in different class of stations.
iii) The absolute Block System.
iv) Block working on Double Line.
v) Code of bell signals and mode of signaling trains on double line Block
Instruments.
vi) Block working on the single line.
vii) Code of bell signals and mode of signaling trains on the single line Block
Instrument.
viii)Working of trains at block station at which Electrical Block Instrument is
not provided.
ix) Points affecting the movement of trains and procedure for exchange of
line and signal badges at interlocked and non-interlocked stations.
x) Conditions for taking OFF Home signals and procedure for admission of
trains. k. Authority to proceed how given and SM’s responsibility as to
token/line clear ticket and Block Instrument.
xi) Signals and points.
xii) Private number and train signal registers.
xiii)Panel working (Panel interlocking, Route Relay Interlocking)
xiv) Block proving axle counter working.
xv) The Automatic Block System. Besides the above this book contains an
appendix having broad descriptions of authority issued during operation of
trains. Every Railway servant should be acquainted himself thoroughly
with this book. The rules in this book should be strictly followed. This book
is provided by Railway Administration to all Block Stations and Cabin. The
current edition of 2008 is in force in South Central Railway.
******
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3. ACCIDENT MANUAL- 2012

This manual is prepared and issued by an individual Zonal railway. It is prepared
by PCSO.
This manual contains rules relating to railway accidents and classification of
accidents, dealing with serious accidents, rules for ART/ARME, duties of different
staffs in case of accidents, procedure for dealing with in case of sabotage or train
wrecking , enquiries into accidents.
It consists of 12 chapters and 6 appendices.
This book contains the following details-
i) Important definitions.
ii) Classification of Accidents.
iii) Reporting of accidents and other unusual incidents.
iv) General instructions and duties of Railway Officials in case of an accident.
v) Relief measures at the time of accident.
vi) Procedure for dealing with cases of sabotage and train wrecking.
vii) Unusual occurrences and action to be taken.
viii)Investigation and enquiry of accident.
ix) Disposal of enquiry report.
x) Investigation of accident by CRS.
xi) Action to be taken on getting information of bad weather.
xii) Availability of ART/ MRV/tower wagon.
xiii)Punishment norms in accident cases and Ex-gratia payment. etc.
The current edition of accident manual is of 2003. This book is provided by
Railway Administration to the railway servant related to train operation. It is the
personal responsibility of the railway servant, that he should keep all the
correction slips of this book and acquaint himself with this book.
******
9
Important definitions
1) Write short notes on the following
a. Authorised officer b. Authority to proceed c. Block section
a. Authorised Officer (G.R.1.02 (5)
Authorised officer means the person who is duly empowered by general or special
order of the Railway Administration, either by name or by virtue of his office, to
issue instructions or to do any other thing.
1. Authorised Officer is a person empowered by Railway Administration by General
or Special order.
2. Railway administration has given power either to a particular person or particular
Post.
3. At present PCOM (Principal chief operations manager) is the authorized officer of
South Central Railway.
4. He is authorized to issue subsidiary rules and special instructions depending on the
situation and necessity
b. Authority to Proceed (G.R.1.02 (6))
Authority to proceed means the authority given to the Loco Pilot of a train, under the
system of working, to enter the block section with his train
1. It is the authority given to the Loco Pilot of a train, under the system of working, to
enter the block section with his train.
2. It is an important document for loco pilot. He should not start his train without
possessing ATP.
3. It may be taking off last stop signal (single line token less and double line sections)
or token (single line token sections) or a line clear ticket or a written document
under special instructions.
4. Loco pilot must ensure that correct authority to proceed is issued to him.
c. Block section (G.R.1.02 (5))
"block section" means that portion of the running line between two block stations on
to which no running train may enter until Line Clear has been received from the
block station at the other end of the block section.
1. Block section is a portion of the running line between two block stations
2. No running train may be permitted until line clear is obtained..
3. Block section lies between two block stations.
4. Block section commences where station section ends. Station section will be available
in class ‘B’ station.
5. Normally only one train is permitted in block section.
6. Block section shall not be obstructed for shunting or any other purpose without
consent of other end station master.
10
7. Limits of block section between every two stations shall be marked separately inSWR.

a. facing and trailing points b. fixed signal c. fouling mark
a. Facing and trailing points ((G.R.1.02 (20))
a. facing and trailing Points: points are facing or trailing 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.
1. Points are connections between lines. They are used to divert the train from one line
to other with either mechanical or electrical operation. Generally points have two
ends
2. Points are said to be facing which when operated, can divert the movement of train
from one line to other.
3. Points are said to be trailing which when operated do guide the movement of train
that were diverted by facing points.
4. So points become facing or trailing depending on the direction of train over which
they pass
b. Fixed signal (G.R.1.02 (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 and fixed light for use by night.
1. It indicates the condition in different positions for controlling the movement of
trains
2. There are many types of fixed signals like Permissive signals, stop signals,
subsidiary signals and duplicate signals. Their place is fixed.
11
3. They are designed to use during both day and night.

4. Fixed signals when fixed must be visible to loco pilots.
5. They are fixed on left side of track generally.
c. Fouling mark (G.R.1.02 (22))

Fouling mark: means the mark at which the infringement of fixed standard
dimensions occurs, where two lines cross or join one another
1. Fouling mark is distinctly visible and difficult to remove.
2. This is fixed at the point at which the spacing between the tracks, begin to reduce to
less than the minimum standard dimensions.
3. It is a white painted concrete/stone with flat top placed at ballast level. Starter
signals also may be used as fouling mark.
4. Number of vehicles that can be accommodated on the line will be painted on this
board.
5. Whenever train stops on a line guard and loco pilot shall ensure that train stands
within this mark.

a. Multiple aspects signalling b. Obstruction
a. multiple aspect signalling
Multiple-aspect signalling means a Signalling arrangement in which signals display

at any one time any one of the three or more aspects and in which the aspect of every
signal is pre-warned by the aspect of the previous signal or signals.
1. It is a Signalling arrangement.
2. There shall be more than two aspects
3. Signal will be able to show any one condition.
4. If signals that control the movement of trains give more information, it would be
easier for loco pilot to regulate speed.
5. In this type of signaling, signals display not only aspects like stop, caution proceed
etc, but also give warning about the condition of the signals ahead.
6. Hence loco pilot can control speed more efficiently.
b. obstruction
Obstruction and its cognate expressions includes a train, vehicle or obstacle on or
fouling a line, or any condition which is dangerous to trains
12
1. While dispatching/receiving a train into/from block section, it is must to ensure

that line is free from any condition that is unsafe to train.
2. A section of track already occupied with a train, big stones on track, rail breakage,
floods, trees fallen on track, level crossing gates in open condition etc., are some of
the examples of obstructions
3. In such occasions, generally trains shall not be dispatched without extra precautions.
4) Write short note on the following

a. Adequate Distance b. Isolation.c. Station Section
a. Adequate Distance (G.R.1.02 (2), G.R. 8.01, 3.40)

Adequate distance means the distance sufficient to ensure safety. It is of two types.
1. Block over lap 2.Signal over lap.
1. Block over lap: It is an adequate distance that has to be kept clear beyond FSS
before granting line clear [TAS - NLT 400 Mtrs and MAS: NLT180
mtrs].
a. In MAS Double line Block over lap is from Home signal to BSLB/Outer
most facing point
b. In MAS on single line block over lap is between Home signal and
Opposite Advanced starter/SLB or outer most facing points.
2. Signal over lap: It is an adequate distance that has to be kept clear before taking off
Home signal. It is reckoned from trailing points on S/L and from
Starter on D/L. (TAS- NLT180 Mts. MAS- NLT120 Mts.)
i. In MAS double line between Starter and Advanced starter and
ii. On single line MAS between trailing point and Advanced starter / SLB
or for an adequate distance beyond the place at which the train is required
to come to a stop.
Sand hump, dead end/buffer stop are used as a substitute for signal over lap.
Adequate distance to take off Automatic signal beyond next stop signal is 120 metres on
double line.
13
b. Isolation (G.R.1.02(32), S.R.3.50)

Isolation ;means an arrangement secured by the setting of points or other approved
means to protect line so isolated from the danger of obstruction from other connected
line or lines.
By providing isolation chances of side collision can be averted.
Isolation is not required when the speed of run through trains doesn't exceed 50 kmph.
The following are the effective means of Isolation.
Derailing switch: When it is open any vehicle passing over it derails without fouling
the other lines.
Scotch block: It is metal or wooden piece placed on a rail ahead of points and locked to
prevent movement of any vehicle.
Haye's Derail: When it is on a rail any vehicle passing over it derails
Dead end/Buffer stop: It is an extended siding into a dead end/buffer stop .It traps
escaped vehicles.
Sand hump: It is a short siding of an approved design ending in a sanded hump on a
sharp rising gradient. It traps the escaped vehicles.
c. ‘Station Section’ (G.R.1.02 (54) means section of station limits-

(1) Class ‘B’ station in TAS
Double Line -- between Home signal and LSS of station in either direction or
Single line – i) between SLBs or Advanced starters (if any), or
ii) between Home signals if there are no SLBs or Advanced
starters, or
iii) between O/M facing points if there are no Home signals
or SLBs or Advanced starters
Class B station in MAS
1) On a double line –
(i) between O/M facing points and LSS of the station in either direction, (or)
(ii) between BSLB, where provided, and LSS of station in either direction, or
2) On a single line –
(i) between SLB or advanced starters (if any), or
(ii) between O/M facing points if there are no SLBs or advanced starters.
3) Station section is available in ‘B’ class station only.
14
Some other definitions

"Running Line" means the line governed by one or more signals and includes
connections, if any, used by a train when entering or leaving a station or when passing
through a station or between stations.(G.R.102 (47))
"Running Train" means a train which has started under an authority to proceed and has
not completed its journey. (G.R.102 (48))
Engine
 Light engine is an engine running by itself
Train Engine:-Train Engine is an engine which works a train ordinary or special over
some section of Railway
Shunting Engine:-Shunting Engine is an engine which is employed in shunting and
marshalling trains and vehicles in station yards. This engine must not be called a pilot
engine. If a shunting engine is taken away to run a train, it then becomes a train engine.
Assisting Engine
 Assisting Engine is an engine which because of a train being too heavy to be
hauled by one engine is used to assist the train engine either pulling in front or
15
pushing behind. When an assisting engine pushes a train from the rear, up a
heavy grade it is termed as a banking engine.
Relief Engine:-Relief engine is an engine sent to relieve another engine which has
broken down.
Pilot Engine:-Pilot Engine is an engine which runs by itself in advance of and to pilot a
special or ordinary train.
5) Differentiate the following
a. General and subsidiary rules b. facing point and trailing point
c. Block station and non-block station
Differences between General and subsidiary rule (Preface of G&SR)
S.No General rule Subsidiary rules
1 These rules are framed by Railway These rules are issued by the
Board Authorised Officer (COM in SCR)
2. These are framed under section 198 These rules are issued on the authority
of the Indian Railway Act 1989 and of G.R. 1.02(5) by the GM under the
have received the sanction of the provisions of General Rules
Govt. of India
3. These are applicable to all Zonal These are applicable to particular Zonal
Railways railway only
4. GRs can be revised or amended by SRs can be amended by Authorised

the Railway Board officer
5. GRs are printed in bold letters SRs are printed in small letters
6. They are numbered in such a way These are given under GR with same
that the first digit indicates number of number prefixed by SR
chapter and other digits indicate
number of rule
Differences between facing point and trailing point(G.R.1.02(20),App XI 1.3)
S.No. Facing point Trailing point
1 Points are said to be facing when by their Trailing point cannot divert the trains
operation a train approaching them can direction
be directly diverted from the line upon
which it is running
2. Facilitates diverging movements Facilitates converging movements
16
3. Locking is essential before permitting a Locking is not essential (except motor

movement over them operated points)
4. Speed over the M/L facing point Speed over the M/L trailing points is
depends on the type of interlocking not prescribed
5. Trains pass from toe end Trains pass from heel end
Differences between block stations and non-block stations.(G.R.1.02(52),1.03 (2),(3),

S.R.4.35(4,5))
S.No. Block station Non block station
1 Here Authority to proceed is given to Here Authority to Proceed is not given

LPs
2. Signals are provided Signals are not provided
3. SM shall manage the station CC/Contractor can manage the station
4. SM/ASM shall work round the clock. CC/ contractor may work for round the
clock or specified periods only.
5. Station staff shall exchange all right Exchange of all right signals is not
signals required
6. Station limits are between two outer Station limits are between platform ends
most signals
7. All trains shall stop at station when Trains shall stop and start according to
signal is at ‘ON’ or as per WTT. Working Time Table
8. As per Absolute Block System these are These stations are also known as ‘D’ class
classified as ‘A’ ‘B’ ‘C’ and Special class station.
stations
9 Permission to start by SM for passenger Permission to start by SM is. not required.

trains is required.
6) Classify the Block stations as per Absolute block system

Classification of stations (G.R/S.R.1.03)
1. Stations are broadly classified into Block Stations and Non-Block stations.
2. Block stations are those at which the Loco Pilot must obtain an authority to proceed
under the system of working to enter the block section with his train.
3. Under the Absolute Block System consist of four classes of Block Stations.
17
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 starter.
Class 'B' stations: - where Line Clear may be given for a train before the line has
been cleared for the reception of the train within the station
section.
Class 'C' stations: - Block huts; where line clear may not be given for a train unless
the whole of the last preceding train has passed complete at least
400 meters beyond the Home signal, and is continuing its journey.
This will also include an Intermediate Block Post.
[Any block station which can not be worked as class ‘A’ or; ’B’ or ‘C ’is classified
as “Special class”]
4. Non Block stations or Class ‘D’ stations are stopping places which are situated
between two consecutive block stations, and do not forms the boundary of any block
section
S.R. 1.03 Classification of a station shall be mentioned in the SWR of that station
and also in the Working Time Table (WTT)
18
CHAPTER – III
The signals are used for controlling the movement of trains.
Kinds of signals(3.02)
The signals to be used for controlling the movement of trains shall be -
(a) fixed signals, (b) hand signals, (c) detonating signals and (d) flare signals
19
FIXED SIGNALS
PERMISSIVE SIGNALS
DISTANT SIGNAL (G.R/S.R. 3.07)
1. It shall be located at an adequate distance (1000m) in rear of the
stop signal it pre-warns.
2. In semaphore territory, it has a fish tailed end and painted yellow
with a black bar.
3. In color light signaling, it is equipped with a ‘P’ marker.
4. Under approved special instructions, a colour light Distant signal may be combined
with the last Stop signal of a station in rear or with an Intermediate Block signal or
with a Stop signal protecting a level crossing. [‘P’ marker is dispensed with and
normal aspect is stop and shows red light in ‘ON’]
5. Where necessary two Distant signals may be provided in the same direction where
the sectional speed is more than 110 kmph. In this case Distant is capable of showing
Attention and Proceed aspects only.
6. Distant in double distant area is placed at 2000M from FSS identified by ‘P’ mark board
7. Whenever Double Distant signal is provided Signal Warning Board is dispensed.
8. Aspect and Indication of Distant signal in single distant signal territory.
POSITION COLOUR ASPECT INDICATION
ON SINGLE CAUTION PROCEED AND BE PREPARED TO STOP AT

YELLOW NEXT STOP SIGNAL
OFF DOUBLE ATTENTION PROCEED AND BE PREPARED TO PASS NEXT

STOP SIGNAL WITH RESTRICTED SPEED AS PER
YELLOW
SPL INSTRUCTIONS TRAIN MAY REQUIRED TO
STOP AT MAIN LINE STARTER, OR LOOP LINE
STARTER OR RUN THROUGH VIA LOOP LINE
OFF GREEN PROCEED PROCEED, RUNTHROUGH VIA MAIN LINE,

BLOCK SECTION AHEAD IS CLEAR
20
9. Aspect and Indication of Distant and Inner Distant signal in Double distant signal
territory.
s.no DISTANT INNER HOME MAIN LOOP ADV. INDICATIO

DISTANT LINE LINE STR N TO LOCO
STR STR PILOT
1 DOUBLE YELLOW RED ----- ------ ----- STOP DEAD

YELLOW AT HOME
2 DOUBLE DOUBLE YELLOW RED STOP DEAD

YELLOW YELLOW WITH AT LOOP
ROUTE LINE
STARTER
3 DOUBLE DOUBLE YELLOW YELLOW GREEN RUN

YELLOW YELLOW WITH THROUGH
ROUTE VIA LOOP
LINE
STARTER
4 GREEN DOUBLE YELLOW RED STOP DEAD

YELLOW AT MAIN
LINE
STARTER
5 GREEN GREEN GREEN GREEN GREEN TO RUN

THROUGH
21
STOP SIGNALS
RECEPTION SIGNALS
HOME SIGNAL (G.R.3.09)

1. Home signal is normally provided at all block stations.
2. At class ‘A’ station and class ‘B’ station in MAS, Home signal is the first stop signal.
3. At class ‘C’ station it is the FSS and LSS.
4. At class ‘B’ station in TAS the Home signal is located close to the points.
5. In MAS at class ‘B’ station the Home signal is located at a distance of NLT180M from
station section(Outer most facing point/BSLB) on double line and 180m from
advanced starter or shunting limit board on single line or 300 m from outer most
facing points where Advanced starter or SLB is not provided.
6. Home signal shall not be taken off for shunting purposes.
ROUTING SIGNAL (G.R.3.09)

Routing signal is provided to indicate to the Loco Pilot which of the two or more routes
is set in his favour when the Home signal, due to its position, is inconvenient for this
purpose..
DEPARTURE SIGNALS (G.R.3.10)

STARTER SIGNAL
1. When a train leaving a station is guided by only one Starting signal, it becomes the
LSS of the station and called the starter.
2. Where Starters are provided for individual lines, they shall be fixed so as to protect
the first facing point or the fouling mark.
3. Provision of starter is compulsory at class ‘B’ station on Double line and at a class
‘A’ station.
4. At a station if a single starter is provided for a group of two or more lines, it is called
Common Starter.
5. If a starter is provided between first starter and adv starter at a converging junction
protecting the points it is called as intermediate starter
6. If a bracketed or a single arm with a route indicator is provided at diverging it is
called as routing starter
7. When advanced starter is provided, Starters (free) can be taken off for shunting
purpose.
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ADVANCED STARTER
1. When a train leaving a station is guided by more than one Starter signal, the outer
most signal is the LSS of the station and is called the Advanced Starter.
2. It shall be fixed at the limit beyond which no train may pass, unless Loco Pilot is
given ATP.
3. Normally it shall be placed outside all connections.
4. At class ‘B’ station it demarcates the station section and the Block section.
5. On single line token less sections and on double line, taking off Advanced Starter is
normal ATP.
6. While taking off departure signals, the Advanced Starter shall be taken off first and
then the starter /starters
7. On a double line section it shall be placed at a distance of 180m from Starter in TAS
and 120m in MAS.
8. On a single line section, it shall be placed from the trailing points at a distance of 180
m on TAS and 120m on MAS.
9. It shall not be taken off for shunting purposes.
SUBSIDIAARY SIGNALS
1) Write short note on following signals a) Calling on signal b) Shunt signal
CALLING ON SIGNAL (G.R.3.13)
1. It is a subsidiary signal always provided below reception stop signal.
2. Under special instructions it can be provided below any stop signal
except LSS.
3. Calling- on signal may be taken off whenever the stop signal placed
above becomes defective or whenever train is to be received on
obstructed line
4. It has no independent aspect in ON position.
5. A calling on signal shall show no light in the 'ON' position.
6. In ‘off’ position it will show a miniature yellow light.
7. 'OFF' position aspect is ‘Proceed Slow’ and indicates the Loco Pilot to ‘stop and then
draw ahead with caution and be prepared to stop short of any obstruction’.
8. It shall not be taken off until the train has been brought to a stop at the signal.
9. Once operated, it comes to ‘off’ after stipulated time period as mentioned in SWR.
23
SHUNT SIGNAL (G.R.3.14)
1. A shunt signal is a subsidiary signal provided to control shunting

movements.
2. A shunt signal may be placed on a post by itself or below a stop
signal except FSS.
3. When shunt signal placed below a stop signal, shows no light in
'ON' position.
4. In case the shunt signal becomes defective, the authority to pass
defective shunt signal is T/ 369 (3b) and proceed hand signals.
[Setting and locking of points in the shunting route shall be
ensured].
5. 'ON' Position the Aspect is STOP and indicates stop dead, ‘OFF’
position the aspect is proceed slow and indicates proceed with
caution for shunting.
These are of three types:
a. Disc type shunt signal:
b. Position light type shunt signal:
c. Miniature semaphore arm type shunt signal.
Position light type shunt signal

1. It is provided in colour light signaling territory.
2. It shall not show any light in 'ON' position when it is provided below a stop
signal.
3. It is a box like arrangement with a provision for three miniature white lights.
4. When two lights are burning horizontally it is 'ON' position(provided
independently)
5. If two lights are burning oblique/diagonal it is 'OFF' position (provided
independently or below a stop signal).
6. The arrow mark is on the top of the box indicates the line to which it refers.
Position - aspects -indications of various signals in MAS(G.R.3.07,
3.08, 3.13 & 3.14)
SIGNAL POSTION COLOU ASPECT INDICATION
R
DISTANT On Single Caution Proceed And Be Prepared To Stop At
Yellow The Next Stop Signal
Off Double Attention Proceed And Be Prepared To Pass
Yellow Next Stop Signal At Such Restricted
Speed As May Be Prescribed By
Special InstructionsTrain Required
24
To Stop At Main Line Starter, Or

Loop Line Starter Or Pass Through
Via Loop Line
Off Green Proceed Proceed Block Section Ahead Is
Clear, Train Is To Pass Run Through
The Station Via. Main Line
DISTANT On Double Attention Proceed And Be Prepared To Pass
IN Yellow Next Stop Signal At Such Restricted
DOUBLE Speed As May Be Prescribed By
DITANT Special Instructions
AREA Off Green Proceed Proceed
STOP On Red Stop Stop Dead
SIGNAL Off Yellow Caution Proceed And Be Prepared To Stop At
The Next Stop Signal
Off Green Proceed Proceed
Aspect Of
On No Light Signal Obey Aspect Of Above Signal
CALLING Above
ON Off Stop, Then Draw Ahead With
Miniatur Proceed
Caution And Be Prepared To Stop
e Yellow Slow
Short Of Any Obstruction
SHUNT On Two
SIGNAL Independe White
nt Lights Stop Stop Dead
Horizont
ally
On Below Aspect Of
Stop Signal No Light Signal Obey Aspect Of Above Signal
Above
Off Two
White
Proceed
Lights Proceed With Caution For Shunting
Slow
Diagonal
ly
2) Differentiate the following

a) Point indicator and trap indicator b) Slip siding and catch siding
c) SLB and BSLB
a. Differences between Point indicator and Trap indicator (S.R.3.50.2, 3.51.3.1)
S.No. Point Indicator Trap indicator
1. It indicates the position in which the It indicates the position of derailing

points are set switch
25
2. It is provided where there are no It is provided at derailing switch where

departure signals or where single arm there is no signal protection
Home is provided on MAS
3. Point Indicator shall show a white Trap indicator shall show red target by
target by day or a white light by night day and red light by night in both
in both directions when points are set directions when the derailing switch is
for the straight line open.
4. Point indicator shall show no target Trap indicator shall show a knife edge
by day or a green light by night in of the disc by day and green light by
both directions when points are set night in both directions when the
for the turnout derailing switch is closed
b. Differences between Slip siding and Catch siding (G.R./S.R 3.50)
S.No Slip Siding Catch Siding
1 Protects the block section It protects station section/station
2. It is provided where falling gradient It is provided where falling gradient

towards block section is steeper than towards station (section) is steeper than
1 in 100 1 in 80
3. It prevents vehicles at station It catches vehicles from adjacent station

escaping on to the main line or block section
4. It is a short siding It is a lengthy siding
5. Outermost point of the station will be Outermost point of the station will be a
a trailing point if provided facing point if provided.
Common Points for both

1. Normal setting points is for Slip/Catch siding.
2. Both siding shall not be used for shunting or stabling purpose
3. Interlocking with block instrument is compulsory.
3) Write a short note on the following
a. Fog signal (Detonator) b. signal to warn incoming train danger ahead
a. Fog signal :( G.R/S.R 3.59 to 3.64)
1) It is an audible signal used to attract the attention of Loco Pilot.
2) The detonator consists of a metal disc charged with explosive and capable of being
fixed on the rail head by means of metal clasps.
26
3) For use, a detonator shall be placed on the center of the head of the rail with the
label upwards and shall be securely fastened to the rail by bending the clasps.
4) When an engine or vehicle passes over it, it explodes with loud sound so as to
attract the attention of Loco Pilot.
5) A case containing ten detonators shall be supplied to Loco Pilot, Guard, Gang
mate, Gatemen, patrol men, Trolly/lorry, TT machine operator, Loco Pilot of
Tower car. 20 detonators to fog signalmen and 8 for key man.
6) The life of detonator is 7 years for detonators manufactured before 2010 and
detonators manufactured in the year 2010 and thereafter are 5 years but can be
extended by one year each time after testing to a maximum of 3 extensions.
7) Detonator shall be tested under an empty wagon moving at 8 to 11 Kmph.
8) In thick, foggy and Inclement weather, to indicate the Loco Pilot about the location
of signals two detonators shall be placed at a distance of 270 m. from first stop
signal 10 meters apart.
9) In case of obstruction one detonator shall be placed at a distance of not less than
400/600(MG/BG), and 3 detonators at distance of not less than 800/1200, 10 m
apart from obstruction.
10) A safety radius of 45 metres should be maintained during explosion.
11) Detonators shall be carefully handled and they shall be stored in dry place.
12) Such staffs that are expected to use detonators should be tested once in three
months.
13) Where Fog safety device is provided in Locos running the sections and intimated
to stations, placing of detonators is exempted even in single distant areas.
b. Signals to warn incoming train of danger ahead (G.R.3.65/66/67/78)

i. A red flashing hand signal lamp at night or a red flag during day shall be
exhibited to warn the incoming train of an obstruction
ii. When necessary to protect an obstruction in a block section before the railway
servant proceeds to place detonators, shall place a red flashing hand signal lamp
at night or a red flag during day
iii. All concerned railway servants shall keep a stock of red flashing Hand Signal
lamp and red flag.
iv. The railway administration shall be responsible for the supply, renewal and safe
custody of such signals and also ensure that the staff properly understands the
procedure for using the same.
v. Every railway servant concerned with the use of signals shall have a correct
knowledge of their use and keep them ready for immediate use
27
vi. All supervisors shall ensure that concerned staff working under them has correct
knowledge for the working.
vii. When LP notices a signal warning of an obstruction, he shall stop his train
immediately and act on the advice of the person exhibiting or on basis of
obstruction noticed.
viii. In case no further details, stop one/two minutes day/night to ascertain the
location/cause of warning proceed cautiously up to next block station keeping
sharp look out.
4) Write short note on the following

a) IB signal b) Interlocking
a) IB signal(G.R./S.R.3.75, S.R.14.13,14.14))
1. Intermediate block signalling means an arrangement of signals on single line or
double line or multiple line in which a long block section is split into two portions
each is constituting a separate block section by providing intermediate block post.
2. The Intermediate block post is a ‘C’ class station on a single line or double line or
multiple line remotely controlled from the block station in rear.
3. It is provided to increase section capacity, to reduce the detentions, to reduce the
staff, to secure economy and efficiency in the operations.
4. By providing IB post, lengthy block section is divided into A/C section and IB
section on double line and on Single line the first section shall be termed as ‘station
controlled Intermediate block section’ and the section between Intermediate block
section to FSS of block section ahead shall be termed as ‘block controlled
Intermediate block section’.
5. Axle counters section is controlled by Axle counters. One set of A/C provided in
advance of LSS and other set provided 400m in advance of IB Home signal.
6. LSS is interlocked with Axle counter and IB signal is interlocked with block
instrument.
7. On single line (IB section) first, the direction of traffic shall be established and then
the line clear shall be obtained from the block section in advance as per the
established direction of traffic, only after establishing the direction of traffic the train
movement in the station controlled Intermediate block section shall be permitted.
28
DOUBLE LINE
Normal working
i. Obtain line clear from advance station [two PNs, (one for consent & one for LC)].
ii. Ensure that Axle counter section is free and take off LSS and IB signal.
iii. When train passes LSS, A/C indication shows occupied and K2 indication
appears with buzzer at station and will be stopped when LSS knob or lever is
normalised.
iv. When train passes IB signal in ‘OFF’ position, K3 indication appears with buzzer
and it will be stopped when IB signal knob or lever is normalized and advance
SM turns the handle of block instrument to TOL position.
v. When train completely passes second set of axle counter [at 400m from IB]
section becomes free.
vi. Then second train can be despatched upto IBS, after taking consent from advance
SM.
vii. By the time second train reaches IB signal, first train may clear into advance
station and SM will get Line clear (1 private number) for that train to enter IB
section.
viii. Rear SM can take off IB signal.
b) Interlocking (Appendix XII –I)

Interlocking means an arrangement between points, signals and other appliances
operated by panel or lever frame either electrically or mechanically or both so that their
operation must take place in proper sequence to ensure safety.
Objectives:
1. .It shall not be possible to take 'OFF' signals for a route unless all the points are
correctly set and the facing points are locked for that route.
29
2. Once the signals are cleared it shall not be possible to alter the points on the
route unless the signals are put back to 'ON'.
3. Even though the signals are put back to 'ON', it shall not be possible to alter the
points unless the intended movement over such points is completed.
4. It shall not be possible to operate signals leading to conflicting movements.
5. The points and signals can be operated only in a sequence to ensure safety.
6. Where signals are connected to any device the signal shall not obey until the
conditions for working such devices are fulfilled.
Standards of interlocking:
There are four revised Standards of interlocking viz., Std –I(R), II (R ), III (R ) and IV (R )
The equipment of signals mode of locking and operation of points, signals etc. vary in
these different standard and they are:-
STANDARDS OF INTERLOCKING AND THEIR FEATURES
Sl.
Item Std I (R) Std II (R) Std III (R) Std IV (R)
no
Allowable Up to 50 Up to 110 Up to 140 Up to 160
speed (kmph)
1 Isolation Not compulsory Compulsory Compulsory Compulsory
2 TAS/MAS TAS/MAS TAS/MAS MAS MAS
3 Double Not compulsory Desirable Compulsory Compulsory
distant
4 Point Mechanical Mechanical/ Mechanical/ Electrical
operation electrical electrical
5 Point Key/facing Facing point Facing point Clamp type
locking point/ locking with locking with direct
Hand plunger point point machine desirable
machine
6 Interlocking Key/mechanica Mechanical/ Mechanical/ Electrical/
l electrical/ electrical/ electronic
electronic electronic
5) Write a short notes on

a) Shunting permitted indicator b) Gate signal c) Route indication
a) Shunting permitted indicator(S.R.3.14.3)
1. It is an appliance that works in conjunction with the stop signal and provided for
controlling shunting movements.
2. It shall be placed by a post by itself only.
30
3. It can permit the shunt movements in both directions.

4. It is provided in the non interlocked area of the yard where interlocked area is
isolated.
5. It shall not show any light when shunting is not permitted.
6. It has two types a] semaphore type b] colour light type
a) Semaphore type:- It has a black disc with yellow cross in ;both directions, when
shunting is permitted during day time and yellow cross light during night time.
b) Colour light type:- When shunting is permitted it shows yellow cross light in
both direction during day and night.
7. When shunting permitted indicator become defective, authority to pass defective
indicator is T.369 (3b) + proceed hand signals [PHS].
8. Detailed instructions regarding the working of SPI are available in SWR.
b) Gate signal. (G.R/S.R.3.34, 3.73)
1. Every Interlocked manned level crossing gate which is normally kept open for road
traffic is provided with a signal [Gate}
2. This signal shall show stop aspect in both up and down directions when the gate is
open for the passage of traffic.
3. When LC Gate is interlocked with station signals, there is no need to provide
separate Gate signal.
4. 'G' marker shall be provided on LC Gate signal except those controlling the entry
into rail-cum road bridge or where there is bridge between gate signal and the gate
5. In MAS in rear of Gate signal a Distant signal shall be provided.
6. When a level crossing is located between the Home signal and the Distant signal on
MAS, the Gate cum Distant signal shall be located at a distance of NLT 180m in rear
of Gate. This signal shall be provided with a 'G' marker and normal Aspect is Stop.
A Gate distant shall also be provided
7. Gate signal in Automatic signalling territory: Automatic signals interlocked with
level crossing gates are distinguished by the provision of ‘G’ marker. When the gate
is in open condition, the gate signal exhibits danger aspect with extinguished ‘A’
marker. When the gate is in closed condition, it works as automatic stop signal with
illuminated ‘A’ marker
8. “W/L” Board normally provided at 600 Mts before the Gate & “RW/L” boards,
wherever provided are provided at 250 Mts before the Gate
Passing Gate signal is at ‘ON’
1. Loco Pilot shall give continuous whistle and stop the train at signal at ON.
2. If the gate signal is provided with ‘G’ marker.
a) Wait 1minute by day and 2 minute by night, if still signal is at ON, he may
draw ahead cautiously upto the gate.
31
b) He can pass the gate on hand signals of gateman.

c) If the gateman is available and not showing proceed hand signal, LP shall wait
until hand signaled by the gateman
d) If gateman is not available or available but not showing hand signals, Loco Pilot
can pass the gate on hand signals of crew of the train, who will do so after
ensuring the gate is closed and locked.
e) After passing the gate cautiously stop and after re opening the gate by crew
start the train
f) If gatemen is not found, LP of the first train will stop the train out of course at
next station and report the matter to SM.
NOTE: At Interlocked gates, when lifting barrier is failed and Gate has been
closed using sliding booms and the gate signal has been taken off, SM shall not
issue caution order, LP has to obey the aspect of signal.
When sliding boom is not working/not provided, the gate shall be closed using
safety chains. SM shall issue caution order to the LP that the gate has been closed
using safety chains.
At Non-interlocked gates, when lifting barrier is failed and Gate has been closed
using sliding booms or safety chains, SM shall issue caution order to the LP that
the gate has been closed using safety chains.
c) Route (indication) indicators (SEM Part I)
 These are provided to give information regarding which of the two or more lines
is set for Loco Pilots.
 Route indicators are treated as stop signals
 If the route indicator in the reception signal is not in working order, the relevant
stop signal shall be treated as defective.
 If the LP finds, the route indicator on starter signal displaying incorrect route, he
shall treat the starter signal at ON
Methods of route indication
1. Bracketed signal
2. Placing of more than one signal on the same post.
3.Single arm signal or colour light signal with route indicators
Route indicators generally used are of three types
[a] Stencil type [b] Multi lamp type [c] Junction type
a. Stencil type route indicators:
This indicating apparatus is placed on the same post below the stop signal.
When the signal is take OFF the number of description of the line for which signal
is cleared will appear on the indicator in the form of an illuminated number of
alphabet.
32
b. Multi-lamp Type route indicator:

Here a number of electrical bulbs are arranged on a panel kept on the signal post.
When the signal is cleared, the line number appears on the panel by selective light
up of the electric bulbs in the required pattern.
c. Junction type route indicator:
It is also known as position type route indicator. It is provided with five
miniature white lights. Six indicators can be fixed on a signal post. When signal is
taken off for main line and at ON there is no route indication.
When signal is off [yellow MAS/green/TAS] with route indicator indicates signal
is cleared for turnout.
6) What are the occasions where a signal may be treated as defective?
Defective signals (G.R 3.68 and G.R 3.74)
1. Blank signal under complete power ‘off’ is treated as defective.
2. In case of reception semaphore signal when there is no light in signal, the LP to stop
at the signal and proceed according to its day aspect
3. In case of dispatch semaphore signal when there is no light in signal, the LP to treat
the signal as defective.
4. In colour light area with no lights in the Distant signal, stop at the signal, proceed
further only when there is ‘P’ marker board is available, treating the most restrictive
aspect of it.
5. LP finds a signal flickering/bobbing, consider most restrictive aspect and stop the
train and if assumes a steady aspect for 60 secs proceed further according to aspect.
6. If it does not assume steady aspect for 60 secs, treat the signal as defective.
7. When more than one aspect is displayed at a time treat it as defective.
8. When more than one aspect is displayed at a time in case of automatic signals treat
and work as most restrictive aspect and proceed accordingly.
9. When red roundel glass is missing, broken or cracked the signal is treated as
defective
10. Treat and work the train considering the most restrictive aspect in the following
cases
i. Fixed signal is missing from its place without caution order
ii. Light of the signal not burning
iii. White light shown in place of colour light
iv. Aspect misleading or imperfectly shown
v. When more than one aspect is displayed at a time.
7) How the trains are dealt when
a) Home signal become defective
33
b) Departure signals defective

c) IB signal defective
Defective Signals (G.R/S,R 3.68,3.69 and 3.70)
 SM shall arrange to place the Signal at on.
 If Signal detects any points, such points shall be treated as non-interlocked.
 SM shall personally ensure correct setting, clamping and padlocking of points,
unless the train is dealt on calling- on Signal.
 Ensure that the line is free.
a) Reception Signal (home) defective(G.R. &S.R.3.69)

When LP has been advised (pre warned)
 The SM shall advise the SMs of rear/nominated station to issue written authority
[advance authority T.369 (1)] to the loco pilots. (except at station where calling
on/signal post telephone is provided)
 In the advance authority LP is authorized to pass the defective signal duly
observing the PHS at the foot of the defective signal and proceed with
permissible speed or 15 KMPH whichever is less
 LC shall not be given unless conditions for taking off of the Signal is fulfilled
When LP has not been advised (not pre warned)
 The train shall be brought to a stand at the foot of the Signal.
 By taking off calling on Signal where provided or
 By authorising LP over Signal post telephone where provided or,
 T/369(3b) should be delivered to LP to pass defective Signal + PHS at the foot
of the defective Signal, LP shall proceed with permissible speed or 15 KMPH
whichever is less
Signal got struck up in off position
 Light of the Signal shall be extinguished.
 Paste paper on the glass or put a cross.
 Stop hand Signal shall be shown at the foot of the Signal.
 The SM of rear station shall issue PLCT and T.369 (1).
 Departure Signal – PLCT or T/369 (3b).
a) Departure Signal defective(G.R. &S.R.3.70)
Starter defective
 Train shall be brought to a stand.
 By taking off calling on Signal or
34
 Authorise the LP by T/369(3b) + PHS at the foot of the Signal.

Advanced starter
 Authorise LP by PLCT.
 PHS not required except where it detects points.
b) IB signal is defective(S.R.3.75)
1. When SM is aware that the IB stop signal is defective or A/C failed or LSS failed or
IB Distant failed or Block Instrument failed before dispatching a train,
a. Treat two sections i.e. axle counter section and IB section as one block section
and suspending the IB working.
b. If IB signal is interlocked with the Gate, it shall be treated as non interlocked and
before obtaining line clear, SM shall exchange PN with the gateman.
c. He shall stop the trains at station and obtain line clear.
d. Issue paper line clear ticket +T.369.[3b] to pass IB stop signal at 'ON'.
e. LP can proceed with normal speed.
2. When Loco Pilot finds an IB signal is at 'ON' [defective]
a. He shall stop the train and contact immediately SM of rear station on telephone.
b. If block section is free and line clear is obtained, SM shall authorize the Loco Pilot
to pass IB signal at 'ON' by Giving PN which was obtained from advance SM.
c. LP shall record this PN in the LP’s memo book. Give 0_0 whistle code,
d. Pass the IB signal at ON with normal speed.
3. If the telephone is out of order.
a. Wait for 5 minutes, still signal is at ON, give one long whistle and exchange
signals with Guard.
b. Proceed with a restricted speed of 15 kmph when view is clear and 8 kmph when
view is not clear up to the FSS of next station even if that signal and intervening
signals if any display off aspect.
c. LP shall continue to look for any obstruction short of the FSS.
d. The Loco Pilot must report the failure to the SM of the next block station.
8) What are the duties of Loco Pilot when an approach/departure stop signal is at ON?
3.80. Duties of Loco Pilot when an approach Stop signal is ‘on’ or defective.—
1. The Loco Pilot shall not pass an Outer, a Home or a Routing signal at ‘on’ or
defective, unless-
2. He has received T/369(1) at rear/nominated station and PHS at foot of the signal or
3. After coming to a stand, he is either given T/369 3(b) +PHS at the foot of the signal
or
4. Authorised by a Calling-on signal in the ‘off’ position or
35
5. Authorised by the Station Master over the signal post telephone where provided.
6. The Loco Pilot while passing shall ensure that the speed of his train shall not exceed
permissible speed over the turnout or 15 KMPH whichever is less.
3.81 Duties of Loco Pilot when a departure Stop signal is ‘on’ or defective.—
1. The Loco Pilot shall not pass a departure Stop signal at ‘on’ or defective, unless his
train has been brought to a stop and he is authorised to do so —
2. By a written permission(T/369 3(b)+PHS at the foot of the signal in the case of a
Starter or Advanced Starter protecting points, or
3. By taking ‘off’ the Calling-on signal, if provided
4. In the case of last Stop signal, he shall not pass such signal, unless he receives proper
ATP.
9) What action will Loco Pilot take when Train bursts a detonator?
a) Train burst a detonator (G.R. 3.78)
1. LP 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.
2. In thick and foggy weather, his engine explodes two detonators within a distance of
10 meters; LP will control the train and follow the aspect of the stop signal ahead
within 270 meters.
3. When LP explodes three detonators within a distance of 40 meters, he should
control his train and move cautiously to stop short of any obstruction and be guided
by the signal that he may receive
4. If no hand signals are visible, LP shall proceed up to 1.5 km from the place where his
engine explodes, if he does not explode any more detonators, he may then resume
normal speed.
5. Report at next station.
10) Road learning for Running Staff?
SR3.78.2.Road learning for Running Staff:
(a) Every Loco Pilot/Assistant Loco-pilot/Guard should be given three
trips (Up and Down directions separately) for learning road, out of
which one must be by night.
(b) On Ghat sections and Automatic territories minimum 6 (six) trips of
road learning shall be provided in both directions including two night
trips.
(c) Where small Automatic signalling or ghat sections exists in a portion
of a section “Road Learning rules for Ghat section and Automatic
Block system will apply for the portion of section/stations falling in
respective Ghat Section/Automatic Block System”.
36
(d) If more than one line is available in a section, at least one trip road
learning in each line shall be provided.
(e) In case of existing section is being added with 2nd /3rd/4th line or
existing signalling system is being upgraded to Automatic one ,no
separate road learning is required to running staff who are already
having road learning in the same section. However, running staff may
move in such section with a restricted speed of 40 kmph during day
and when view ahead is clear and 15 kmph during night and when
view ahead is not clear.
(f) On promotion to or officiating as LP (Goods) ,road learning as
prescribed in SRs3.78.2.
(g) to3.78.2(c) has to be provided to Loco-pilot to understand train
dynamics.
(h) If a Loco Pilot/Assistant Loco-pilot/Guard has not operated on a
section for over 3months, he should be given road learning trips as per
the schedule given below.
Number of Number of trips on Ghat section &

Duration of trips Automatic territories
absence
3 to 6 months One trip Three trips
6 months to 2 Two trips Three Trips

years
Over 2 years Three trips Six trips
(i) Any additional trip/s considered necessary should be provided with

the approval of the controlling branch officers of the Division.
37
CHAPTER IV
CAUTION ORDER (4.09 and Appendix I)
1. Whenever a line, being under repairs or for any other reasons, special precautions
are necessary to be observed by the Loco Pilots and Guards of trains, the same shall
be notified by the Station Master through a written/ printed advice. This advice is
known as the Caution Order
2. Engineering/Signal/OHE/Mechanical/Security officials whenever require to
impose any restrictions in section, inform SM in writing through Caution Order
message.
3. SM will repeat to other end SM, SCOR, Notice stations.
4. SM shall ensure all trains entering section is informed of the restrictions.
5. It is prepared in four foils- Guard, LP, ALP and record.
6. There are Three types of CO
i. T.409 - Division/section CO
ii. T/A.409 - 'NIL' CO
iii. T/B.409 - Remainder CO (not in use in SCR)
7. Divisional CO will be issued at the Notice station
8. Sectional CO issued by the SMs of stations between the Notice stations.
9. Names of the Notice stations mentioned in the WTT
10. LP/Guard Not to start from a Notice station without a copy of the CO
11. It is a printed or written advice with blue/black font.
12. It contains
i. S.No.
ii. From and TO stations
iii. From and TO KM
iv. Speed/restrictions to be observed
v. Reasons
13. It is Prepared in geographical order
14. No station codes are to be used
15. No overwriting shall be done.
16. Total number of COs to be observed is mentioned in words and figures.
17. Addition/Deletion to the printed CO will be mentioned
18. Caution Orders in bold letters is mentioned on top
19. No CO should be written on the back side and it should be page numbered
whenever more than one page is available.
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20. Signed by SM and stamped.

21. Change of crew enroute, CO should be taken from incoming crew with the other
papers. If any banker engine is attached, SM shall issue C.O to banker LP/ALP
22. T/A.409 given when there is no CO available between two notice stations.
23. The concerned officials who impose CO, will cancel after work is completed and
give the cancellation message to the SM.
24. SM will repeat the message to all concerned.
1) What are the circumstances engine pushing may be permitted outside station
limits? What is the procedure to push back the train?
G.R.& S.R. 4.12 Engine pushing
1. Engine pushing outside station limits may be permitted in the following
circumstances.
i. Passenger trains
a When a train meets with accident or in emergency, Working of relief/
transshipping trains
b Not able to proceed further due to floods, breaches, landslides, etc.
c To pickup an injured passenger.
ii Goods trains
a In connection with working of material trains.
a. Engine unable to haul the load
b. Trains are required to work to the point of obstruction.
c. Working of relief/ transshipping trains during accidents.
d. Not able to proceed further due to floods, breaches, landslides, etc..
2. The Guard/Loco Pilot shall contact SMs/SCOR/TPC telephonically and obtain
permission to push back.
3. Such permission will be given by rear Station Master after ensuring that LC gates
are closed supported by PN.
4. If Guard/Loco Pilot cannot contact SMs/SCOR/TPC, the Guard/Assistant Loco
Pilot shall walk to the nearest station. SM of the station shall issue caution order
permitting pushing back after obtaining permission from Station Master in rear
supported by PN
5. The Guard shall travel in the leading vehicle if it is fitted with brake valve or hand
brake, if not travel in the nearest vehicle fitted with brake valve.
6. The speed of the Train is restricted 25 kmph when guard is traveling in the leading
vehicle and 8 kmph when guard is not traveling in the leading vehicle.
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7. The Guard of the pushing train shall keep a good lookout and continuously exhibit
PHS.
8. In the absence of PHS, LP to stop train at once and ascertain the cause.
9. Guard also shall ascertain LC gates closure & is responsible to warn passengers.
10. Guard continuously whistle, keep sharp lookout and be prepared to stop train short
of any obstruction.
11. When goods train worked without Guard, such duties of Guard shall devolve on
ALP..
12. For Goods train without BV, Guard to walk by side of track in rear of LV, exhibiting
PHS continuously, LP proceed with walking speed.
13. Reception on Single Line shall be made on Signal aspects.
14. On Double Line after ensuring the train has come to a stop at the same line LSS or
Opposite Line FSS whichever Signal comes across first, train may be received on
Pilot In Memo after correct setting, clamping and padlocking of the points.
15. This rule shall not apply to a train the leading vehicle of which is equipped with
driving apparatus [push - pull train]
16. This rule shall not apply to an engine, assisting in rear of train (without being
attached).
17. 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 kmph.
2) Write a short note on a. Head light, market lights and speedometer

b. side lights c. tail board/tail lamp
G.R/S.R. 4.14 HEAD LIGHT, MARKER LIGHTS AND SPEEDOMETER

1. All trains work during night or in thick foggy or tempestuous weather with an
electric headlight of approved design and two electrical white marker lights..
2. Engine working purely for shunting purpose during night exhibit two red marker
lights in front and rear
3. Before leaving loco shed, LP shall ensure that head light effective.
4. Fitter on duty responsible for certifying in register that electric head light is in
working order provided with 250 watts bulb.
5. LP shall test and satisfy that the illumination is visible at a distance of 250 meters
or more.
6. In case of defective Head light the LP shall run with a maximum speed of 40
Kmph or severest speed restriction imposed in the section whichever is less with
two marker lights burning.
7. LP shall also inform SM of the next block station.
40
8. Coaching locos shall not be turned out from shed with speedometer in defective
condition.
9. If engine passes without headlight, marker lights the SM shall stop at next station
and ascertain the cause.
10. Electric head light shall be dimmed when the
i. When the train remains stationary at station
ii. When the train approaching another train on Double line or Multiple lines
iii. To avoid running into dazzled cattle.
iv. To pick up light indication of signals.
10. In case both the speedometers of Diesel Loco or one speedometer of Electrical
Loco are found defective,
(i) At crew changing points the train should not be worked till the speedometers
are attended to or Loco to be changed
(ii) As soon as the defective speedometers are noticed, during run, message
should be given by the LP to the nearest power controller for arranging
attention or change of Loco at the next crew changing point or earlier, as the
case may be and train should be run with 10% reduction in MPS of the train.
G.R/S.R. 4.15 Side lights

1. Every train except EMU and goods train shall have two side lights
2. Side lights shall show red towards rear and white towards engine.
3. At night when train is waiting at station to give precedence to another train in
same direction, guard shall change side lights adjacent to the line on which train
admitted to show white towards rear and red towards engine. After the train
goes to be turned to normal position.
4. When any vehicle is attached in rear of BV, side lights shall be lighted if
provided on last vehicle or nearest vehicle and extinguish the side lights of BV If
no vehicle is provided with side lights use side lights of BV.
G.R/S.R.4.16 Tail board /Tail Lamp
1. To indicate to the staff the complete arrival of train, the last vehicle must be fitted
i. By day a tail board painted red with white letters LV
ii. By night as well as in thick foggy weather a red tail lamp displaying flashing
red light to indicate LV
iii. Only in case of emergency under special instructions red flag may be used in
place of tail board or an unlit tail lamp
2. When Assisting engine is attached in rear, Tail board / Tail lamp shall be removed
from LV and fixed behind Assisting Engine
41
3. Built in red light of SLR/Inspection carriage shall be switched off when another
vehicle isattached in rear.
4. Light engine or couple L/Engine moving in block section shall have red marker
lights in rear during day and night.
5. In case of EMU/MEMU/MMTS/DHMU/DMU
i. A red ‘X’ mark on white background on metal flap is provided to indicate
LV during day
ii. During night Guard shall switch ‘ON’ the flashing red light of built in tail
lamp..
3) Give an account of Loco Pilots/Guards equipment

Loco Pilots equipment (G.R/S.R.4.19)
Each Loco Pilot shall have with him while on duty with his train the following
equipment.
1) Hand signal lamp - to exchange all right signals, to show shunting signals and to
show danger hand signals whenever required during night.
2) Hand signal flags
a) Green 1 - to exchange all right signals, to show shunting signals during day
b) Red- 2- to show danger hand signals whenever required during day.
3) Detonators -10- protect the train when train stopped in the section due to accident
or other reason and cannot proceed further.
4) Washers -5 (IR/MU) - to replace washers when there is a leakage at hose pipe
connection
5) Rough journal book Reference books and stationary
a. Working time table either hard copy or electronic copy
b. Copy of SCR G&SR either hard copy or electronic copy
c. Rough journal book – to note the schedule and actual timings with reasons.
6) One electric head light bulb - to replace head light bulb when it is fused.
7) One cab light bulb - to replace cab light bulb when it is failed.
8) Two pairs of spectacles, as specified during PME. Loco Pilot shall have with his
while on duty with his train two pairs of spectacles. Second pair can be used when
first pair glasses damaged or lost.
9) A watch - to note the timings.
10) CBC operating handle Key
Loco pilot’s equipment inMEMU/EMU/DEMU/DHMU trains (S.R.4.19.5.2)
Red flags – two
Green flag – one
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HS lamp (tri-colour) – one

Detonators – Ten
Copy of SCR G&SR either hard copy or electronic copy
Guard’s Equipment (G.R/S.R.4.19)
1) Hand signal lamp - to exchange all right signals and to show danger hand signals
whenever required during night.
2) Hand signal flags
a) Green 1 - to exchange all right signals during day
b) Red- 2- to show danger hand signals whenever required during night.
3) Detonators -10- protect the train as per G.R.6.03 when train stopped in the section
due to accident or other reason and cannot proceed further.
4) Washers -3 (IR/MU) - to replace washers when there is a leakage at hose pipe
connection
5) Reference books and stationary
a. Working time table either hard copy or electronic copy
b. Copy of SCR G&SR either hard copy or electronic copy
c. Guard certificate Book- to be issued to the passenger who could not purchase
tickets across the counter.
d. Rough Journal Book- noting the timing of the train, a copy of CTR, load, engine,
BV stores, loading and unloading particulars.
6) Padlocks (50mm-2 and 35 mm – 2)
7) Chain for securing the box – since sometimes the Guard has to leave the BV for
checking the train.
8) Whistle- to sound indicating to the passengers that the train is ready to leave
9) Two pairs of spectacles, as specified during PME. Guard shall have with his while
on duty with his train two pairs of spectacles. Second pair can be used when first
pair glasses damaged or lost.
10) CBC operating handle Key.
11) Tail Board – it shall be fixed in the rear vehicle. It is a last vehicle indicator during
day time.
12) Flashing tail lamp- it shall be fixed in the rear vehicle. It is a last vehicle indicator
during night time.
13) First Aid Box- to render first aid to the passengers/staff in case they are injured.
14) PN sheet – to exchange with station master that the train is arrived within the
fouling mark.
15) Universal key for opening and closing guards compartment of SLR
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 Guards working freight trains need not posses First Aid Box and Guards
Certificate Book but must posses book of T.609 forms, Vacuum gauge, BP
pressure Gauge with Adapter, and FP pressure Gauge with Adapter
Guard’s equipment inMEMU/EMU/DEMU/DHMU trains (S.R.4.19.5.3)
Red flags – two
Green flag – one
HS lamp (tri-colour) – one
Detonators – Ten
Copy of SCR G&SR either hard copy or electronic copy
Portable first aid box – one
ASSISTANT LOCO PILOTS EQUIPMENT (G.R/S.R.4.19)
ALP shall be in possession of the following personal equipment, while working a train:-
(1) Tri-colour Hand Signal Lamp (Torch) – 1 No.
(2) Hand Signal Flags--Green-1 No.; Red - 2 Nos.
(3) Hammer-cum-Screw Driver &
(4) Working Time Table
(Two pairs of spectacles, as specified during PME)
4) Write a detail note on Brake van Equipment
G.R.4.19.6 Brake Van Equipment
1. Every coaching train is provided with BV equipment
2. Loaded at Platform of Primary maintenance in both SLR (or more) inside cupboard
locked with one time lock (OTL) and sealed jointly by SE/JE C&W and Dy SS
3. EMU/MEMU loaded in low tension compartments in motor coach. DMU/DHMU
space available in driving trailer cab.
4. All SLR jointly checked in return direction at the Primary maintenance station.
5. Provision/Responsibility /maintenance/due dates for replacement/testing
i. Portable Control Telephone – 1 set – SE/JE (TELE)-once in 6 months.
ii. Portable train lighting equipment – 1 set – SE/JE (TL)-once in 6 months.
iii. Fire Extinguisher - 2 No. – JE/SE C&W-once in a year.
iv. Wooden wedges - 2 No. – SE/JE C&W
v. Stretcher in good condition - 1 No. - DYSS
The due dates of the equipment will be mentioned on the sticker pasted.
6. After loading the staff provide OTL, cover with Rexene pouch, tie and seal
7. SE/JE (C&W) keep spare OTL in cabinet
8. Every trip monitored on PF on arrival
9. A sticker pasted in the SLR with S.NO. of equipment and instructions for the guard
10. Dy SS/TNC to obtain acknowledgement of Guard in the register & VG at
originating station
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11. I/C and O/G Guard make entries in VG and rough journal about intactness of OTL.
12. In case missing OTL or broken, Guard to give message to SM of the station, copy to
SM of originating station indicating train number, SLR NO. Missing BV equipment
with S.No. along with date, location etc.
13. SM of originating station advice concerned and recoup on arrival of train.
14. Duties of Guard
i. Before departure from originating station, check the intactness of OTL,
pouch and seal
ii. Cabinet seal broken in case of emergency/accident
iii. After usage Guard to give message to SE/JE (C&W) and DY SS of
originating station for recoupment
iv. Check the intactness reroute
v. Whenever opened pass remark in VG and Rough Journal book and lock
with spare OTL
vi. Take acknowledgement of Dy SS at destination station.
Brake van equipment in MEMU/EMU/DEMU/DHMU trains (S.R.4.19.5.1)
The following brake van equipment in working condition shall be loaded in low tension
compartment in each motor coach of MEMU / EMU by the MEMU /EMU shed and in the
space available in each Driving Power car of DEMU / DHMU by DSL shed.
Stretcher – one
Fire extinguishers – two
Wedges – two
4 (a) SR 4.21.1
In case of Trains working with Electric engine or by diesel engine having twin cab.
ALPs may be allowed to drive the engines/trains on certain sections as specified by the
DME/DEE(RS) under direct supervision of a LP so that in case of emergency the ALP
can be authorised to drive the train at a restricted speed not exceeding 40KMPH up to
the nearest point where he can be relieved.
5) Write a short note on a) CTR b) VG c) working time table

a) Combined Train Report (CTR)(S.R.4.25.2)
1. It is also called Guard’s Journal ( Form No T/720 )
2. It is to be prepared by Guard of all trains except Suburban and Material trains.
3. Separate forms are used for Suburban and Material trains.
4. On top of the journal the name of the LP, ALP, type & number of the train engine,
load of the train in terms of Vehicle/Wagons and gross tonnage are to be recorded.
5. Remarks under the following heads must be passed at the foot of the journal.
45
a) Time checked with SCOR,

b) Vacuum/Air pressure in B/V,
c) Weather condition,
d) Condition of rolling stock,
e) Condition of lighting (Tail Lamp/Side Lamp)Painted number of First Aid Box,
f) Brake van equipment.
6. The scheduled and actual timings at each station shall be recorded with reasons for
deviation if any.
7. The time lost or gained shall be shown under various departmental heads viz,
Engg, Loco, S&T, Optg, Commercial.
8. Any irregularities in regard to working of trains such as, absence of signals, laxity
on the part of staff, complaints made by the LP orb public, accidents and unusual
occurrences, cautious driving adhered to or not by the LP shall be reported in CTR.
9. At the end of each trip the Guard shall hand over the copy of the journal to the SM
with caution orders, line clear tickets etc. The SM must maintain a separate
register where in the particulars of the Guard journal shall be entered by carbon
process.
10. One copy will be retained by SM and the others will be sent to DRM office with
CTR’s daily.
11. In case of passenger and mixed trains a copy of the CTR should also be forwarded
to the COM.
b) Vehicle Guidance (VG)(S.R.4.25.3)
1. It is prepared by station staff or TNCs where available.
2. The TNC should note down the particulars of vehicles in the hand book from the
wagons/vehicles.
3. This shall be prepared in ink carefully and legibly.
4. VGs shall be prepared direct from the TNCs hand book.
5. The entries should not be copied from one VG to another VG.
6. The VG is prepared in a format suitable for computer transaction.
7. The entries are made in the relevant columns and in serial order as per formation
either from train engine or brake van.
8. VGs of through goods trains shall be made in duplicate, one copy shall be handed
over to the SM of the first terminal station of the Division for submission to the
DRM and the original must go to the destination station by way of transfer from
Guard to Guard.
9. The particulars to be entered in VG are as follows,
a) Owning Rly b) Painted No c) Wagon code d) Empty or loaded e) From and
To station f) Tare weight g) Gross weight h) Remarks if any.
46
10. When ever vehicles are attached the entries shall be made by the station staff
and when vehicles are detached, the Guard should obtain the signature of
station staff on the VG
11. Before starting the train, the Guard is responsible for checking the load with
the entries in the VG.
12. On completion of journey the VG must be handed over to the SM.
13. VGs of Mail/Express, Passenger, Troop trains and special trains to be sent to COM
and Mixed and Goods trains to DRM along with a summary sheet every day.
14. For calculation purpose a bogie coaching stock when attached to goods train
shall be reckoned as 2 ½ units.
c) Working Time Table (WTT)

Large amount of information is required to be conveyed to the staff connected
with running of trains and maintenance of Infrastructure on the Railways. They must
not only know the timings of the trains, but also a lot of information about what
maintenance/attention like fuelling, watering, engine changing or any other service to
be provided.
In addition, the train crew needs lot of information about Track, Signals and
other facilities and such information is conveyed to the staff through the Working Time
Tables. These Time Tables are printed Division wise on the orders of COM every year in
the month of July along with Public Time Table.
Important items included in these Time Tables:
1. Detailed timings of trains at each station namely arrival, departure, skip timings
(advertised timings) on Section, even for stations where do not stop.
2. Maximum permissible speed for various trains on each section.
3. Type of locomotive permitted to run on each section.
4. Normal running time for goods, passenger, express and superfast trains.
5. Particulars of Engg allowance/Traffic allowance provided on each Section.
6. System of working of trains on each section.
7. Details of System of Signalling available, Type of Interlocking provided and No. of
Running lines at each station with line capacity.
8. Ruling gradients, section capacity, critical block section and precautions required to
be taken for running of Trains across Section.
9. Details of LC gates their numbers, KM, Stations between, type (manned or
unmanned) and TVUs.
10. Axle load restrictions, maximum loads permitted by the train and the locos.
11. Details of Permanent Speed restrictions on each Section.
47
12. Details about stations Where Medical Equipment/vans and Accident relief Trains
are based.
13. Details of Emergency Sockets location and Kilometreage Important Rules about
safety of Train operations including the JPO’s and other bulletins.
14. Telephone Nos of Stations, List of all Revenue officials along with phone No’s and
Jurisdiction of Various Inspectors of each dept.,
15. These copies are supplied to all stations, Loco Sheds/Crew Lobbies, and individual
copies for Loco pilots, Asst. Loco pilots, Guards, Inspector of Track, Station Masters
and other necessary staff.
 GLP must possess a copy of WTT while on duty.
 One copy of WTT of each division shall be sent to CRS for information.
6) What are the precautions to be taken to work the train?
a) Running of goods train without brake-van
b) Running of goods train without Guard
a) Running of Goods train without Brake-van (S.R.4.23)

 During emergencies to run a train without a brake-van the following precautions
should be observed.
 Specific orders of Sr. DOM/DOM are required.
 Strictly prohibited during total interruption of communication
 Separate Registers to be maintained in the control office.
 It shall be ensured that the train is provided with continuous and effective
vacuum/compressed air from engine to rear most vehicle.
 In Automatic Block system no train must be allowed to follow until the preceding
train without brake-van has arrived complete at the next reporting station in
advance.
 Guard of the train shall travel in the engine.
 Tail board/tail lamp/ must be fixed on last vehicle.
 Station Master shall ensure that the train is complete by tail lamp/tail board.
 The station as well as the cabin staff should be particularly alert, when there is a
doubt at the train is not complete and should draw the attention of GDR by
showing ‘train parting’ signal.
When encounters trouble en route
a. Guard and Asst. Loco Pilot should check and attend the trouble
b. Within station limits the help of C&W staff or points man should be taken
c. The Loco Pilot should regulate the speed depending on the ‘Feel test’
conducted by him.
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b) Running of Goods train without Guard (S.R.4.25.4)

a) In exceptional circumstances, only trains not carrying passengers may be run
without Guard with the specific orders of Sr. DOM.
b) Such trains shall have a brake van or SLR as the rearmost vehicle.
c) Under exceptional circumstances short formation trains not carrying passengers,
not exceeding 10 eight wheeler units may be run without guard & without brake
van/SLR.
d) Some of the duties of Guard shall devolve on the Loco Pilot and Assistant Loco Pilot.
e) It should be ensured that the train is provided with continuous air pressure from the
engine to the rearmost vehicle.
f) Loco Pilot shall ensure that the required amount of air pressure is provided in the
brake-van before signing BPC.
g) Last vehicle indicator (Tail Board/Tail Lamp) shall be fixed to the tail end of the
rear-most vehicle by Station Staff. The Loco Pilot shall ensure provision of the same.
h) SM shall issue caution order with an endorsement 'train is to run without Guard'.
i) SM shall advise SCOR under exchange of PNs who will inform the Station Masters en
route. The SM will inform cabins and gates under exchange of PNs
j) The Station Master to inform the end cabins, where provided and Gatemenof all
the LC gates enroute provided with telephonic communication under exchange of
Private Numbers.
k) Where IB signal is provided, the SM shall not dispatch a passenger carrying train up
to IBS unless the train w/o Guard reaches the station ahead.
l) In Automatic block system, no passenger carrying train shall be allowed to follow
the goods train without Guard until it reaches to next reporting station. If a non-
passenger carrying train with Guard or Light Engine has been sent then as a next
train a passenger carrying train can be sent.
m) The SM/SWM/cabin man shall ensure that the train has arrived complete and is
standing clear of the fouling mark if such a train stops at a station.
n) During tempestuous weather, total interruption of communication and TSL working,
running of trains without Guard is strictly prohibited.
o) Extra detonators should be carried by the Loco Pilot.
p) While going for protection, care shall be taken that Loco is not deserted if it is on
rails.
q) When encounters trouble en route
• Assistant Loco Pilot should check and attend the trouble
• Within station limits the help of C&W staff or points man should be taken
• The Assistant should ensure the continuity.
• The Loco Pilot should regulate the speed depending on the ‘feel test’
conducted by him.
49
7) Write short notes on

a. Hot axle/Hot Box
b. working of damaged vehicle/engine
c. Flat tyre
a) G.R. 4.29 Hot axle/Hot Box.
Symptoms ofHotaxleSymptoms of Hot Box [Seizure of Rollerbearing]
a] Smell a] Splashing of oil
b] Smoke b] Smell of burnt grease
c] Whistling sound c] Discolourisation of paint on hot box plate
d] Flame d] Red glow during night
e] Metallic sound
f] Skidding of wheels
g] Tilting of springs
1. If hot axle box is found at a station, where the C&W staff is not provided, the vehicle
shall be detached from the train.
2. If hot axle is found between stations, train shall be brought to a stand immediately.
Examine the axle box and attend it.
3. In case of hot axle, Loco Pilot shall exercise his discretion with regard to the
restricted speed at which it is safe.
4. The SM receiving advice of Hot axle, receive the train on Main line. Loco Pilot can
enter station.
5. If it is not possible to receive the train on main line, train shall be brought to a stop at
FSS and receive on any line. When signals are taken off for loop line, LP shall stop
the train at FSS and enter station.
6. On arrival at station hot axle wagon shall be examined by C&W Staff or it has to be
detached.
7. It will be attached only after attended by TXR staff and given ‘Fit to run’ certificate.
8. Wagons involved in accident, should be moved only with the permission of DRM &
‘Fit to run” certificate given by TXR.
b) Attaching of Damaged Vehicle/ Engine(S.R.4.24.4)
1. It shall be attached in rear of the B/Van of Goods/ Mixed train during day light
hours and clear weather only.
2. It shall be attached on receipt of written advise in duplicate from TXR/SSE(loco)
3. Only one such vehicle/engine is permitted.
4. Speed shall be maintained as specified in the ‘Fit to Run Certificate’.
50
5. At Sun set or when view is not clear it shall be detached at the first station and
the Certificate shall be handed over to the SM on duty.
6. It shall be escorted by the staff of Mechanical department.
7. Copy of the certificate should be submitted along with CTR.
Flat tyre (JPO on Flat tyre)

1. Flat tyre can be detected by unusual/hammering sound
2. It is caused due to not correctly keeping empty/load handle in position and
skidding of wheels.
3. When train is run with flat tyre it causes wield failures and rail fractures.
4. LP and guard notice flat tyre on run in block section
 Observe SR 30kmph and clear block section
 On arrival at station intimate SM
5. When Station staff knows while 'exchange of all right signals' or through the
crew of train
 Give memo to TXR staff to examine if available at the station
 TXR staff after examining, if found within permissible limits i.e.( 60mm for
wagons and 50mm for coaches) they can certify the vehicles to run with normal
speed.
 If not, they should be detached at that station.
 If TXR staff not available or take sufficient time to come, with the consultation of
SCOR the vehicle should be detached at that station.
6. Control office getting information about flat tyre
 Arrange to stop at next station.
 Advise DyCHC and CHC
 If TXR staff available at that station, it should be examined and certified by TXR
either to detach or permit further if within permissible limits.
 If TXR staff are not available arrange to detach the vehicle at that station after
consulting with LP, guard and SM
 Detached vehicle may be moved to next TXR examination point by another train/loco
with SR 30kmph
 Dy.Chc with Engg. Control informs PWI to inspect rear block section by light
engine/tower car with SR 30kmph or by motor /push trolley.
 Engineering staff then inspects and certifies for traffic over rear block section
 PWI impose CO until USFD test is done
 SR 50 kmph for passenger and empty goods trains
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 Loaded goods train not permitted.

 After USFD test has been done in the section, for the first 24 hours
 Speed for passenger/empty goods train -75 kmph and
 Speed for loaded goods -50 kmph
8) What are the duties of Loco Pilot/Guard from sign On to Sign off?
Duties of Engine crew from sign ON to sign OFF (G.R/S.R 4.30 to 4.61)
Sign on duty
1. Read all the safety and technical circulars duly understanding the content and
acknowledge.
2. Read the caution orders prevailing on the day for your train.
3. Undergo breathalyzer test.
4. Ensure all personal equipment available in your line box.
5. Check walkie-talkie, PT Phone for proper working.
6. Ensure that spare spectacles are available.
7. Ensure latest correction slips are available in G&SR.
8. Sign ON at stipulated time and ensure all the columns are properly filled.
On taking charge of the Loco
1. Check the log book for any previous remarks.
2. Check the working of Flasher light, head light, marker lights, horns and wipers.
3. Ensure fire extinguisher and wooden wedges are available.
4. Check for any abnormality in under gear.
5. Check availability of dry sand & working of sanders.
6. Check validity of BPC.
7. BPC is invalid or at loading/unloading point or clearing stabled load, GLP check
shall be conducted.
8. Check caution order is pertaining to the section duly signed by SM of the station.
9. Ensure his engine is in proper working order.
10. Ensure the proper locking of CBC and availability of safety pin.
11. In case of coupling of CBC coaches, ensure the CBC are coupled properly and
requisite number of shims are provided.
12. Ensure that the hose pipes are connected properly between the engine and first
vehicle.
13. Ensure prescribed level of vaccum/airpressure in the loco.
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14. In case engine/Vehicle attached/detached at the station, brake continuity test

will be conducted.
Starting a train from station
1. A Loco Pilot shall not start his train from a station without the authority to
proceed.
2. Before starting the train Loco Pilot shall satisfy himself that all correct fixed
signals where required starting permit or PHS are given.
3. Loco Pilot shall satisfy himself that the line before him is clear of visible
obstruction
4. Loco Pilot shall satisfy him self that Guard has given the signal to start.
5. After getting starting signal from Guard, Loco Pilot shall give one long and one
short whistle.
6. After starting Guard shall exchange all right signals with Loco Pilot. Loco Pilot
shall acknowledge it by giving a long whistle in addition to exchange of all right
signals..
On run in the block section
1. Loco Pilot and assistant Loco Pilot shall keep good look out while the train is in
motion.
2. They shall identify each signal and call out the aspects of the signal to each other.
3. They shall also call out similarly when the train approaches the engineering
indicators and display boards in the electrified section.
4. They shall look back frequently during the journey to see whether the train is
following in a safe and proper manner, during night verify that the side lights
are burning.
5. Loco Pilot shall give a intermittent long whistle when he sees whistle boards till
he passes LC gates etc,
6. Exchange all right signals with the Guard and Loco Pilot of the trains proceeding
on adjacent line. Loco Pilot should exhibit danger hand signals, if they noticed
any danger on that train.
7. Exchange all right signals with Guard when the train has passed over the
summit of a Ghat.
8. Exchange all right signals when the last vehicle of the train cleared the caution
order spot and loop line cross over points.
9. When in doubt regarding any danger to the safe running of trains, the Loco Pilot
shall stop short of the danger and proceed only after satisfying himself that it is
safe for him to proceed.
10. The Loco Pilots/Assistant Loco Pilots have to pay special attention after
passingpermanent way gangs on line or a manned level crossing gate to see
53
whether anydanger signal is being exhibited by them, warning the Loco Pilot
/Assistant Loco Pilot of a danger of an accident
11. While passing through the station, in addition to exchange of all right signals, LP
shall give a continuous whistle.
12. When train has stopped at FSS without a apparent cause, LP shall sound
continuous whistle and after five minutes send ALP to the station/ cabin to warn
the SM.
13. Whenever a train is stopped on a gradient for any reason like accident loco
failures apply A9 and SA9.
14. Loco Pilot shall sound the prescribed whistle wherever required.
15. In case of EMU/DMU use bell signals for communication with guard.
On Arrival
1. LP shall avoid overshooting of stop boards or nominated place or starters.
2. He shall ensure passenger carriages do not overshoot the platform.
3. LP shall bring his engine to a stop as close as possible to the starter/fouling
mark/stop board to ensure clearing of fouling mark.
4. When a train carrying passengers has been brought to a stop at a station,
whether alongside, beyond or short of platform the LP shall not move it, except
under orders of guard or to avert an accident.
5. LP shall not leave engine when on Duty or properly handed over.
SIGN OFF
1. Sign off duty in the concerned registers.
2. Under go breathalyzer test.
3. Record the observations in the signal/track/other failure registers.
Duties of Guard from sign ON to sign OFF (G.R/S.R 4.30 to 4.61)
Sign on duty
a. Read all the safety circulars duly understanding the content and acknowledge.
b. Read the caution orders prevailing on the day for your train.
c. Undergo breathalyzer test.
d. Ensure all personal equipment available in your line box.
e. Check walkie-talkie, PT Phone for proper working.
f. Ensure that spare spectacle is avalable.
g. Ensure latest correction slips are available in G&SR.
h. Sign ON at stipulated time and ensure all the columns are properly filled.
On taking over charge
1. Guard shall satisfy himself
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i. That the train is properly coupled.

ii. That the train is provided with the prescribed brake power.
iii. That the train carries tail board or tail lamp and side lamps and burning
brightly.
iv. communication between the Guard and the Loco Pilot, is in proper working
order,
v. As far as he can ascertain, the train is in a state of efficiency for travelling.
2. Guard shall ensure that the marshalling on trains is as per rules.
3. Guard shall ensure that the side and end doors are properly closed and locked.
4. Before signing the BPC, the Guard shall ensure that the TXR has signed in the BPC
that:
 The doors of all carriages and wagons are in proper working order and can be
closed and fastened.
 Vestibule connections are properly secured and the doors, when necessary, are
locked and bolted.
 Close the doors of Guard's compartment (if it is not leased) and luggage portions
(if it is not leased or not loaded with parcels) of front / middle SLR and lock with
Universal lock. TXR to make an endorsement on BPC to this effect.
5. Check validity of BPC.
6. GLP check shall be conducted when BPC is invalid or after loading/unloading point
or clearing stabled load.
7. Check caution order is pertaining to the section duly signed by SM of the station.
8. Ensure prescribed level of vaccum/airpressure in the brake van.
9. In case engine/Vehicle attached/detached at the station, brake continuity test will
be conducted.
10. The Guard of the passenger carrying train shall ensure before departure of the train
that the BVEquipment is correctly available, OTL is in locked condition and the seal
is put on.
Starting a train from station
1. Before starting a train the LP shall satisfy that all correct fixed signals and hand
signals (if required) are given and line is clear of visible obstrutions and Guard has
given the signal to start the train.
2. Guard shall not give starting permission unless hesatisfy that all is right for the
train to proceed.
3. Before giving permission, GD shall ensure that no person is travelling in any
compartment or vehicle or roof of the vehicle not intended for the use of passengers.
4. If any one is traveeling, GD,LP or ALP shall take help from GRP/RPF /Station staff
to remove the unauthorised person.
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5. The SM shall not grant authority to proceed to a train till the following conditions
has been fullfilled:
i. Line clear has been obtained from the station in advance,
ii. Correct starter signalhave been taken off or Starting Permit has been given,
iii. In case of Train carrying passengers,arrange to announce through PA sysytem
where provided or at all other stations by ringing the station bell as follows:
a. 2 Beats for starting a DN train
b. 3 Beats for starting an UP train
c. 4 Beats for starting a Branch line train.
6. When all work in connection with the train is completed the Guard shall sound his
whistle and display a green flag by day and a green light by night to the LP to start
his train.
7. The motorman/Loco Pilot of a train shall not start his/her train even after getting
starting signal from a Guard of the train, if departure signals are at ON.
8. As soon as OFF aspect of departure signals (including starter signal) are given, the
Motorman/Loco Pilot shall communicate by giving two bell signals or long whistle
and shall start the train after getting starting signal from the Guard.
9. All Right signals should be exchanged till the LP passes the LSS
On the run in the block section
1. During the journey including halts at stations, every Guard shall keep agood look-
out
2. Guard satisfy himself from time to time that the tail board andtail lamps are in
position that the train is complete in every respect
3. Guard shall satisfy that train is proceeding in a safe and proper manner.
4. When train stopped at FSS, Guard shall check up that tail board/tail lamp exhibited
properly. And shall maintain vigilant attitude towards rear.
5. When train stopped at FSS for more than 15 minutes, Guard shall protect the train in
rear as per Rule 6.03
6. If Guard notices any dangerous condition in the train, he shall try to attract the
attention of the LP. If he fails to attract the attention of the LP, Guard may in case of
emergency apply the automatic brake to stop the train.
7. Exchange all right signals with the Loco Pilot and Guard of the trains proceeding on
adjacent line. Guard should exhibit danger hand signals, if he noticed any danger on
that train.
8. Exchange all right signals with the LP, while passing through the station, when the
train has passed over the summit of a Ghat and before entering into girder bridges.
9. When passing a manned level crossing, the Guard shall look back to see if any signal
is given by the Gateman to indicate that anything is wrong with the train.
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10. In case of EMU/DMU use bell signals for communication with LP.
11. When LP asks assistance by three short whistles, Guard shall immediately apply the hand brake.
12. Guard of the train has to verify application of train brakes by observing the drop in the BP
pressure gauge provided in the SLR/BV. In case the brakes have not been applied, the Guard will
communicate with the Loco Pilot and find out the reason for non-application of train brakes. In
case assistance is requested by Loco Pilot, the Guard will apply the train brakes by operation of
guards emergency brake valve provided in the SLR/BV.
13. For any reason, if the Guard has to leave SLR/BV, he should apply hand brakes of SLR/BV before
leaving. After completion of work before giving signal for the train to start, the Guard shall
ensure that the hand brakes are released.
On Arrival
1. Guard to see that the train is stopped clear of fouling mark. Exchange PN with station wherever
required. If fouling mark is not cleared he shall inform station Master and exhibit stop hand
signals to prevent any movement over fouled line.
2. On arrival when it is possible to observe the signals, Guard shall see that signals are put back to ON.
If not inform SM.
3. Guard shall ensure that before detaching engine from the formation, hand brake of brake van
and hand brakes of wagons and other precautions are taken.
4. When a train carrying passengers has been brought to a stop at a station, whether alongside, beyond
or short of platform the LP shall not move it except under orders of guard or to avert an accident.
5. Guard shall not leave the brake van till properly handed over.
6. Hand over the brake van equipment, train papers, luggage and parcels.
Sign off
1. Sign off duty in the concerned registers.
2. Under go breathlyser test.
9) Write in detail about the ‘Exchange of All Right signals’
G.R.4.42 Exchanging of all rights signals
a)All right signals are exchanged between Guard, Loco Pilot and Station Staff to ensure that the
train is running in a safe and proper manner.
b)The All right signal is given by holding out the green flag horizontally by day and by showing
the green light horizontally by night.
c)This signal shall normally be exchanged on the platform /station buildings side (station limits)
or left side (out side station limits) unless the track is on a curve, in which case signals be
exchanged from the other side.
d)In case of full length train/longer loads,when it is not possible to exchange the signals
physically then walkie- talkies may be used duly clearly mentioning the identity.
e)While working trains like Vande Bharat,where red and green lights have been provided at top
corner on both the ends for exchange of all right signals, LP and Guard shall exchange all right
signals to the station staff by switching ‘ON’ such light of their respective units.They shall also
convey the signals to each other through telecommunication provided in the train or on walkie-
57
talkie.
f) All right signals shall be exchanged
i.When a train starts after stopping at a station.
ii.When a train starts after stopping between stations
iii.When a train runs through a station.
iv.While passing through ghat sections.
v.While approaching important girder bridges
vi.When last vehicle has cleared the Caution Order spot.
vii.After clearance of the loop line cross over points at a station.
I. When train starts after stopping at station.
 When train starts, the Guard shall look back and satisfy him self that no stop hand signals is given
by station staff, he shall then exchange the “All Right "signal with the Loco Pilot.
 All right signals shall be exchanged until the engine has passed the advanced starter / LSS. Where
the all right signals can not be exchanged either physically or through walkie-talkie, the station
staff shall relay the all-right signals given by Loco Pilot and Guard.
 If Loco Pilot does not get the signal from the Guard through the above any means, he/she shall
give two short whistles and if there is no response, shall stop the train to ascertain the cause.
II. when a train starts after stopping between stations:
 After the train has started the Guard and the Loco Pilot shall exchange theall right
signals.
 If the Loco Pilot does not get the signal from the Guard, he shall give twoshort vigils.
 If there is no response, Loco Pilot shall stop the train to ascertain the cause.
III. When train runs through a station:
 When train runs through a station, SM shall exhibit all right signals to the train him self
standing on the plat form side. Similarly Loco Pilot and Guard shall be on the look out for SM
/ C.ASM / SWM / C.MANs all right signals. A competent railway servant shall be sent to off
side to exchange all right signals.(except where traffic gate is available, manned and deputing such
staff dispense by Sr. DOM). Loco Pilot of the train shall give a long whistle in addition to
exchanging the “all-right” signals.
 On double line/multiple line section when two/more trains are running through the station at the
same time, the SM on duty shall exchange all right signal with the Guard and the Loco Pilot of the
train nearest to station side and a competent railway servant shall be deputed for exchange all
right signals nearest to off side.
 Guards of trains provided with "Air conditioned" SLR/LR shall acknowledge "all right signal"
given by station staff by exhibiting PHS and to the Loco Pilot by speaking on through telephone
provided in the train between SLR/LR and Engine or on Walkie-Talkie.
 Any thing unusual is noticed during passage of the train, the SM shall show stop hand signals
to stop the train. If it is not possible to stop the train advise the LP through Gateman or IB
telephone or TPC and inform SM of advance station to stop the train and examine. Trains on
adjacent line may be permitted after issuing caution order.
 In case they do not receive signal from Station Master they shall exercise extra caution to
58
ensure that all is right for the train to run through. Guard shall report the matter in CTR.
 All right signal shall be exchanged till engine has passed advanced starter /LSS
 If the Loco Pilot and the Guard of the train cannot see each others all right signals for any
reason they shall observe the signals exhibited by the SM and thestation staff and ensure that
the train is proceeding in a safe manner.
 If the Loco Pilot of trains fails to exchange the all right signals or /and fails give a long
whistle, the SM shall advice the station in advance to stop the train and ascertain the reason.
iv) While passing through the Ghat section:
After the train has passed over the summit of ghat, the Guard and the Loco Pilot shall
exchange all right signals.
V. While approaching important girder bridges the Guard and the Loco Pilot shall exchange 'ALL
RIGHT signals. If the Loco Pilot is not getting the Guard's signal even after giving two short
whistles he should not take the train on to the bridge.
VI. Loco Pilots and Guards of trains will be responsible towards any train passing on the adjacent
line/s and exchange 'All Right' signal with the Guard and Loco Pilotof such trains.
VII. The Guard shall exhibit the all right signal to the Loco Pilot after the last vehiclehas cleared
the speed restriction zone. The Loco Pilot can resume normal speed.After passing loop line cross
over points.
1. Guards to exchange all right signals after whole of the train passes the loop line cross over
points.
2. A board with words “T/LOOP” is provided at stations at a distance of 720 meters after the
loop line cross over point.
3. Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and MEMUs are exempted from
exchanging ‘All right‘signals.However,they shall be alert to observe the signals that are
being given by the Guard or Station staff and be prepared to take appropriate action.
10) What are the duties of LP and Guard when train is held up at FSS?
G.R. 4.44 Train held up at home /FSS signal
1) When train held up at home /FSS for 5 minutes or more without any apparent
cause, the Loco Pilot shall sound continuous whistle to warn guard.
2) Brakes man or Asst. Loco Pilot shall proceed to the cabin or station to warn the
station master.
3) Brakes men or Asst. Loco Pilot proceeding to the station shall show stop hand
signals towards the station.
4) After 15 minutes guard shall protect the train in rear as per GR 6.03 irrespective of
cause.
5) If in the mean time the signal is taken off or authority received by Loco Pilot he
shall sound continuous whistle to recall guard.
6) Exchange hand signal with guard before starting the train.
7) In the case of a train not accompanied by a guard, these duties shall devolve on the
Loco Pilot
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11. What are the bell signals between Loco Pilot and Guard?.(S.R.4.51)
The following bell signal codes shall be given by the loco pilot/ Motorman and
to be acknowledged by the Guard working EMU/DMU trains.
S. Bell Signal Code by Indication Acknowledge- Indication
No
LP/Motorman ment by Guard
.
1 0 (1)Signal is ON or 0 Acknowledge
(2)Stopping train or
(3)Unable to start
2 00 Signal is OFF and Starting the train 00 Acknowledge and
Ensure conditions to
start before starting
3 00 Run through Signals given. 00 Acknowledge
Train is running through station.
4 00 ----- 00 1. Passing Automatic signal at 00 ----- 00 Acknowledge and
“ON” Ensure conditions to
2.Semi Automatic signal at ON start before starting
with A marker illuminating.
3. Passing IBS at ‘ON‘, IBS
telephone out of order or
4. Passing Gate signal at “ON”
5 000 Guard required by Loco Pilot 000 Acknowledge, secure
the train, protect in
rear and proceed
6. 0000 ----- 00 1. Received Authority to pass signal 0000--00 Acknowledge and
at ‘ON’ Ensure conditions to
2. Passing IBS at ‘ON with SM’s PN start before starting
7. 000 ----000---0 Calling on signal given starting the 000—000--0 Acknowledge and
train Ensure conditions to
start before starting
8 0000 Protect train in rear 0000 1. Acknowledge;
2. Place
skids/Wedges and
protect the train;
3. Repeat the Bell
code
9 00 ----- 0----0 Apply brakes and place 00—0---0 1.Acknowledge;
Skids/Wedges 2.Apply Brakes
3.Place
kids/Wedges
4.Repeat the Bell
code
10 00 -----0----00 Remove Skids/Wedges 00—0--00 1.Acknowledge
2.Remove
Skids/Wedges
3.Repeat the bell code
11 00000 1. Inititating Joint Brake Test 00000 Acknowledge
2. Joint Brake Test is completed
12 000000 Need Assistance of Guard in 000000 Apply Brake and
applying Brakes Acknowledge
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Note: 1. ‘0’ denotes for bell signal and ‘ ‘denotes for pause.
2. When there is any doubt on the bell signal codes received,
LP/Motorman and Guard may establish personnel
communication.
The following Bell signal codes shall be given by the Guard and to be acknowledged
by the Loco Pilot/Motor Man working EMU/DMU Trains
SL. Bell Signal Indication Acknowledgeme Indication

NO Code by Guard nt by LP/Motor
man
1 0 Stop the train 0 Stop and Acknowledge
2 00 Start the train 00 1. At Signalled (Block) stations,
ensure off aspect as Authority,
acknowledge and start.
2. In case of Non-block of Class
‘D’ Stations ensure the
conditions to start and start.
3 00 ----- 00 Pushback Train 00 ----- 00 Acknowledge and push back
train.
4 000 -----000 Motorman/Loco pilot not to 000 -----000 Acknowledge and reduce
exceed prescribed speed speed.
5 0 ----- 0 Zone of speed restriction is 0 ----- 0 Acknowledge and Resume
over. Resume prescribed normal speed.
speed.
6 0000 Leaving the cab. 0000 Acknowledge and wait for
return of the Guard.
11) Describe the procedure for working of Material train and stabling of it.
Working of Material train (S.R.4.62)
1. When material train is required to run for engineering purposes, the DRM shall
make arrangements in good time advising the particulars of the work to all
concerned.
2. In case of emergency arising for breaches floods, SM or other senior official can
order material train on the application of the engineering branch. The running and
stabling of material train shall be arranged by SCOR.
3. A material train shall work only between sunrise and sun set.
4. During emergency a material train shall work between sunset to sunrise after
getting permission from DRM.
5. DRM shall give permission subject to following conditions
a. Work spot shall be lighted.
b. second class accommodation to labour
c. Guard shall ensure no labour traveling on MT.
6. At least one brake van shall be attached in rear of the train
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7. The authority to proceed for the material train during the line block is
i. When the train is coming back to the same station where it has started is – T.462
and
ii. When the train is proceeding to the next station after completion of work –
T/A.462
8. The speed of the material trains shall not exceed the speed laid down for goods
trains on section.
9. The Guard, the Loco Pilot of the materials trains shall protect the trains as per GR
6.03 when working between stations.
10. A material train shall not be divided except in emergency.
11. In such cases only on the authority and personal supervision of PWI who shall
responsible to take precautions before dividing.
12. Guard shall secure the formation before dividing.
13. Dividing of the material train is not permitted on a gradient of 1 in 100 or steeper.
14. No material which has been unloaded shall be left above rail level infringing the
standard dimensions.
15. When the engine is pushing when guard is traveling in leading vehicle (B/VAN)
the speed shall not exceed 25kmph on straight line and 8kmph on turnout and
when Guard is not traveling in the leading vehicle the speed shall not exceed 8
kmph.
16. A material train enters or works in the loco yard with the permission of the LF.
17. BPC is valid for 30 days, without endorsement of TXR in case of CASNUB RAKES,
with endorsement of TXR once in fortnight in case of UIC RAKES. After every
loading /unloading GLP check shall be conducted.
12) Describe the procedure for working of Track Tamping Machine (TTM) and
stabling of it.
Track Tamping Machine (TTM)(S.R.4.65) is a self propelled vehicle fitted with head
light and two parking lights and is having 2 parts, viz. the engine and the tamping-
cum-leveling units.
 The machine can run both by day and night.
 TTM will work under the direct supervision of an official not less than PWI, who
is responsible for taking Traffic Block.
 No person shall be permitted to drive TTM unless:
i. Undergone training, passed the examination in G&SR at ZRTI/MLY , which
is valid for 3 years.
ii. Technical Competency certificate issued by Dy.CE/Track Machines or any
other competent Engineering official nominated by PCE.
iii. Medical fitness certificate issued by Railway Medical Officer
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Working
1. The TTM shall be treated and signaled as a train.
2. The sanction of CRS shall be available for working a TTM on the relevant section.
3. The TTM shall not be permitted to work during Total Interruption of
Communication.
4. The TTM shall be allowed to work during Traffic block period only.
5. The person in charge shall inform the SM in writing where he intends to stop in
the mid section, whether he will proceed to next station or return to the starting
station.
6. The SM shall issue authorities as follows:
 Work & return = T / 465, Work & clear next block station = T / A 465 –
When more than one machine is permitted

T / 465(1st TTM) and CO s (for following units) -(return to same station) or

COs for preceding and T / A 465 (last unit) ( proceeding to next block
station)
 the person in-charge shall personally supervise the movement by
travelling in the rear most machine.
7. The maximum speed of the TTM shall not exceed 40 KMPH, in block section and
10 KMPH over points and crossings.
8. If it is required to push back the following precautions shall be observed ,
a) The official in-charge shall travel in the leading machine exhibiting hand
signals to the following machine,
b) The speed while pushing back shall not exceed 25 KMPH,
c) The official in-charge of leading machine shall be responsible to ensure the all
L/C gates are closed against road Traffic before passing,
d) On Double line the In-charge shall stop the machine at LSS of the line or
opposite to FSS of the adjacent line. Machines may be received on pilot in
memo after ensuring that all points are correctly set and facing points are
locked. On single line stop at FSS and machines may be received by taking off
signals.
e) On arrival at the station the In-charge shall sign in the TSR in token of
complete arrival of the unit/ Units,
f) Only after this, SM shall clear the Block Section.
Stabling
 The SM shall arrange stabling of TTM in consultation with SCOR,
 It shall normally be stabled on a non running line,
 When a TTM is stabled on running line, the mechanical hand brakes shall be
applied, chained to the rails, lever collars/ slide pins shall be used, no shunting
shall be permitted on to that line,
 A TTM shall not be moved inside the Traffic yard without the permission of SM
63
and into the LOCO yard without the permission of CCC.

13) Write in detail about the Freight Train Examination (BPC) and GLP check
Brake power certificate (freight trains) (C&W JPO NO. 4/2023)
 It is a certificate to be prepared in duplicate by TXR after examining the
formation
 It will be signed by TXR, guard and loco pilot for goods train.
 It should be possessed by the LP till the train completes its journey
 There are be only 3 types of examinations in SCR
 CC rake examination
 Premium end to end examination
 End to end examination
CC rake examination (Periodical Monitoring Examination)
 Formed from air brake open and covered stock only
 Examination points – RDM,BPA,SNF,BZA,COA& GY.
 100% brake power during PME.
 VALIDITY: 7500KMs or 30+5 days days whichever is earlier,
 Bhadradri,Godavari,Black Rocket, Red Star, Green Arrow, Red arrow, Blue
Flame, Galaxy etc. are some examples of CC rakes,
 The rake will move over any station to any station in the zones mentioned on
BPC
 LP must record the KM run and sign with name, base and date. when LP not
recorded balance KM same can be retrieved from FOIS, otherwise BPC is
valid for 20 days only
 Attaching/detaching is permitted upto 4 wagons enroute. In case of BLL/BLC
wagons upto 5 wagons are permitted
 BPC colour shall be yellow
Premium end to end examination
 Formed from air brake open and covered stock only.
 Examination points – RDM,BPA,SNF,DKJ,BZA,COA,BTTR, GY,PAU & NLPD.
 BPC is valid for 12 days
 Brake power – 95%
 To avoid examination in loaded condition 5 days grace period is permitted.
 After a lapse of 15 days even a loaded premium rake shall be offered for
examination at the first TXR point in the direction of movement
 Loading after 12th day should not be permitted.
End to end examination
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 Formed from air brake open and covered stock only.

 Examination points- RDM,BPA,SNF,DKJ,KZJ,BZA,COA,BTTR, RJY,GY,PAU,
NZB & NLPD
 Validity – up to loading point & further up to unloading point.
 Atloading point, the operating/commercial staff shall ensure that the destination
is mentioned on BPC
 LP shall not move the loaded rake from the loading point unless the destination
is clearly mentioned on BPC
 Green colour BPC – air brake
 Brake power –90 % - air brake
 empty rake must reach the loading point within 4 days including the day of issue
Intensive examination for material train
 Must have a nominated base depot
 Trains must touch the base depot at least once in a month
 Brake power – 90%
 BPC is valid for 30 days, without endorsement of TXR (CASNUB RAKES)
with endorsement of TXR once in fortnight (UIC RAKES)
 After every loading /unloading by GLP check
BPC of RE vehicles :
 BPC will be issued with validity of maximum 30 days as per existing practice.
 Revalidation of BPC of these trains at work site can be done by flying gangs
maximum by 30 days, when trains are moving within the Zone/Division on a
project.
 It should be ensured that these trains are brought out to the nominated
examination depot for proper examination every 60 days.
BPC become invalidCC rakes
 Rake integrity disturbed by more than 4 Wagons

 Stabled for more than 24 hrs at Train examination yard.
 Moved to any zone not mentioned in BPC
 Overdue rakes is not moved in the direction of PME depot
 Running more than 35 days/7500km
Premium rakes
 Moves for loading after 12 days
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 Empty rake running after the 12th day.

End to end rakes
 Destination station not mentioned
 Un signed corrections of destination name
 Empty rake must reach the loading point within 4 days including the day of
issue.
GLP CHECK
GLP check - circumstances
 At the station after loading/un-loading of CC and Premium rake or tippling
(where there is no TXR) or in case of in valid BPC, the GLP check shall be
conducted.
 After the Rake is stabled for more than 24 hrs at way side stations.
 At every loading point BPC revalidation should be done by GLP check for all
type stock except steel consignment (TXR examination)
 For end to end rakes, if the unloading point is not a TXR point.
 If back loading is done at Non-TXR point.
 When the due cc rake is detected in loaded condition it shall be subjected to GLP
check and pushed to destination. From there it shall be offered for examination
 Detected in empty condition it shall be pushed to nearest TXR point
 PME due CC rake in empty condition : On GLP check upto TXR point, and rake
is required for one cycle of loading/unloading. TXR to conduct intensive
examination and endorsement on original BPC “BPC revalidated for one cycle of
loading/unloading to specified destinations and onward moment as empty to
original base depot ---“
 PME due CC rake in empty condition. On GLP check upto TXR point. TXR to
conduct STR examination and endorsement on the BPC “” safe to run
conducted””)STR) and BPC revalidated for onward movement as empty to
original base depot – for PME ,Running of trains on GLP check will be permitted
only up to first train examination point in the direction of movement. The
distance does not exceed 400km
GLP check list
1) Rake integrity is not disturbed by 4 or more than 4 wagons. Only intensively
examined wagons given fitness by TXR may be attached.
2) All CBCs and Air hoses are properly coupled and locked
3) All the cut off angle cocks are in open condition
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4) The last cut off angle cock in closed condition.

5) Empty/load device handle is in proper position.
6) There are no loose fittings/hanging parts like push rod, pull rods, break beam,
safety brackets, brake blocks and CBC operating handle etc. which may
endanger safe running of the train.
7) There are no broken or displaced springs.
8) There are no displaced Elastomeric pads.
9) Hand brakes are released
10) Doors of wagons are closed and locked/secured
11) Ensure visually that there is no excessive body bulging, which is dangerous.
12) Any symptoms of Hot axle like de- colourisation of bearing, heavy grease oozing,
breakage of axle box cover plate, end plate etc.
13) Any other abnormality noticed which may endanger the safety and action taken.
14) Continuity of the brake pipe pressure is confirmed through VHF/Whistle code
before starting the train.
15) Efficiency of brake power
16) Percentage of brake power
Total No. of Cylinders - Number of in operative cylinders x100
Total No. of Cylinders
17) Guard and Loco pilot shall prepare a memo jointly on a plain sheet in triplicate
indicating the brake power and deficiency, if any, and shall append their
signatures and both of them shall retain a copy of the same. Guard should obtain
SM/YM’s endorsement on two copies of joint memo and hand over the third for
SM/YM’s record. SM/YM will inform the section controller and obtain clearance
for the train to move.
18) When a train is order without guard and GLP check is necessary the LP has to
conduct GLP check. Points man shall be deputed to assist the LP in conducting
GLP check.
19) The time permitted for GLP check of train consisting 60 units (may be 8 wheeler
or 4 wheeler) is 30 minutes. For GLP check (without Guard) of a train consisting
60 units( may be 8 wheeler or 4 wheeler) is 60 minutes
20) The rake should be cleared with twin pipe brake system if BPC has endorsement
as twin pipe, subject to a compatible loco being attached to the train
PROFORMA FOR GLP CHECK
1 Date :
2 Train & Loco No. :
3 From….. To
4 BPC No. ,Date & Station of issue :
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5 Loaded or tippled at …… or
6 Time of locomotive attached :
7 Total Load :
8 Brake power percentage………
9 Continuity test conducted.
……………. …………..
(Signature of LP) (Signature of Guard)
Name……………. Name ……………..
Procedure of conducting Brake continuity test on Air Brake Goods Trains

1) This test is done to check the continuity of the brake pipe through out the trains.
2) When required
a) Attaching engine to the front of the trains (fresh/additional)
b) Attaching engine to the rear of the trains (fresh/additional)
c) Attaching vehicle to the train
d) Detaching vehicles to the train other than extreme rear end
e) After any brakes defect of irregularity which has affected the continuity of the
brake system has been rectified.
3) Loco Pilot and Guard together conduct Brake continuity test
4) Test procedure
Step 1. 1) Keep automatic brake valve to running position.
2) Create 5.0 Kg/cm2 BP in loco
Step 2. 1) Keep automatic brake valve to off/Neutral Position
2) Retain 4.0 Kg/cm2 BP in loco.
Step 3. 1) Open the valve or cock of exhaust in brake the full air of BP pressure
reduced to zero.
2) The valve/cock must then be closed in brake van.
Step 4. 1) Observe the BP pressure in loco dropped to zero and does not rise
again
2) If not dropped to zero, check the position of automatic brake valve
position in another control stand and c2 relay valve.
Step 5. 1) If a correction is carried out in step 4 go back to step 3. Other wise go
to step 6.
Step 6. 1) Move the automatic brake valve to running position in loco 2) Check
that 5.0 kg/cm2 in brake pipe in registered in the loco and 4.8 / 4.7
kg/cm2 in the last vehicle
Procedure of conducting Brake continuity test on Air Brake Passenger carrying
Trains (as per WTT)
1. LP and GD to confirm means of communication

2. Ensure all angle cocks of BP and FP in open condition (except rear of rearmost
coach and free end of loco)
3. LP to charge BP and FP pressure 5kg+0.1kg/cm² and6.0+0.1kg/cm²
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4. Confirm from GD 4.8kg/cm² and 5.8kg/cm² in BP and FP gauges in rear SLR

5. LP to reduce BP pressure to 4.0kg/cm²(application position)
6. Confirm from GD 3.6 to 4.0kg/cm² in BP gauge in rear SLR
7. If there is discontinuity in BP- to be attended by SSE/C&W staff
8. LP to recharge BP pressure to 5.0+0.1kg/cm²(release position)
9. Confirm from GD 4.8kg/cm² in BP gauge in rear SLR
10. Cut of air supply for the brake pipe(off/ neutral position/closing BP isolating cock)
11. GD to reduce BP pressure to 3.6 kg/cm² in rear SLR/ last vehicle. If last vehicle is
not SLR, C&W staff shall assist guard wherever available.
12. Guard to confirm from LP that drop of 3.6kg/cm² to 4.0kg/cm² is in the loco.
13. If there is discontinuity in BP to be attended by SSE/C&W staff.
14. LP to open air supply for the Brake Pipe
15. LP to check5.0+0.1kg/cm² in loco and confirm from GD, the required BP i.e.,4.8
kg/cm² in rear SLR
What are the rules for securing and stabling of the vehicles within station section and
outside station limits?
G.R.4.48 Permission of Guard to detach engine from train outside station limits
Detaching engine of Passenger train
1. Only in case of emergency
2. Hand Brakes of all SLRs available shall be securely applied Sprags/wedges securely
jammed under farthermost wheels of the rake in thedirection of falling gradient.
3. Vacuum/ Air pressure created and try to push or pull the rake and then drop
the vacuum/air pressure.
4. The interval from the time engine is detached to the time it is again attached
shall not exceed 45 minutes
Detaching engine of goods train
1. It shall be secured as per the gradient available in the section.
2. Gradient not steeper than 1 in 600 Guard shall apply Hand brake of BV
and Hand Brake of 18 vehicles
3. If the Gradient is steeper than 1 in 600 than Guard shall apply Hand
Brakes of BV and Hand Brakes of all the vehicles
4. LP shall also apply the Train Brake (A9) and ensure brakes are holding
affectively on wheels before detaching.
G.R. 4.49. Whenever trains stopped on a gradient for any reason like accident, loco
failure OHE supply failures, etc. it is essential to apply A9 and Loco
Brakes (SA9)
G.R.4.57Detaching engine within station limits
1. The train shall be secured as per the gradient in the station limits.
2. If the Gradient is not steeper than 1 in 600 than Hand brakes of BV or 6
vehicles shall be applied by the Guard
3. If the Gradient is steeper than 1 in 600 and not steeper than 1 in 260 than
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Hand Brakes of BV and 6 Vehicles or 12 Vehicles shall be applied by the

Guard.
4. If the Gradient is steeper than 1 in 260 than Hand brakes of BV and 12
Vehicles or 18 vehicles shall be applied Guard.
5. SM is also responsible to ensure hand brakes of vehicles are applied before
engine or BV is detached from the train.
S.R.5.23 Securing of vehicles at station

IAction by SM/Traffic Staff when vehicles /load/train is to be stabled at station:-
1. The vehicles/load/train shall be inside fouling marks
2. The vehicles/load/train be chained and padlocked using at least two chains, one
at either end.
3. The padlock keys of the Safety Chains shall be in the personal custody of the SM.
4. Atleast four wooden wedges/iron skids be used, two each below the outermost
pair of wheels at either end;
5. Hand brakes of at least 6 wagons from either end must be fully tightened.If hand
brakes of any of the first six wagons at each end cannot be applied, hand brakes
of subsequent wagons should be applied till six wagons in total are achieved.
6. In case coaching vehicles are stabled, Guard's hand brakes in SLR(s) must be
applied.
7. The hand brakes must be operated under the personal supervision of the Guard,
and in the absence of Guard, by SM/ASM on duty;
8. The vehicles of stabled load/train should be coupled together.
9. In case the stabled load has to be split for any reason, each such split part should
be treated as a separate load for the purpose of securing;
10. The points must be set, clamped and padlocked against the blocked line and
towards dead end or trap point (if available). Scotch blocks must be used, if
available.
11. The padlock keys shall be in the personal custody of the SM
12. Line Block Collars must be placed on relevant signal/ point buttons/slides/levers
etc.,
13. Remarks should be made in TSR and SM diary in Red ink to the effect that 'Line
No. is blocked and all precautions for securing the load have been taken' as
prescribed above;
14. After any load/train/loco is stabled, the station master must inform the section
controller supported by private number that all laid down precautions for stabling
and securing the load/train/loco have been taken.
II Additional precautions to be taken while stabling vehicles/load/train at a
station with gradient steeper than 1 in 400 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
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must also be observed over and above those prescribed under approvedspecial
instructions:-
1. Before vehicles are uncoupled, the hand brakes should be applied, wooden
wedges/iron skids, should also be used to prevent vehicles from rolling down;
2. As far as possible, the vehicles/load/train should be stabled on a line which is
isolated from other lines, particularly running lines.
III Action by Loco Pilot/Assistant Loco Pilot before leaving the loco in case
load/train is stabled with locomotive attached or light engine(s) is/are shut
down or stabled:-
1. Application of both SA-9 and A-9 brakes;
2. Application of hand brake and parking brake;
3. Secure the loco with wooden wedges/iron skids provided in the loco;
4. Loco Pilot while on duty should not leave loco unmanned.
5. 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 the above mentioned precautions taken;
IV. Before leaving the Station/Yard, the Loco Pilot and Guard should jointly sign in
the stabled load register to be maintained with Station Master that the load & loco
has been secured as prescribed above. If Loco is not stabled with the formation
only guard has to sign in the stabled load register.
15) What are the duties of Loco Pilot in case of Alarm chain pulling
S.R.4.18 Means of communication (ACP)
 The Loco Pilot shall bring the train to stand (Apply A9) clear of tunnels,
bridges and other unsuitable place.
 Give 0 0 whistle code frequently.
 After the train come to stop send the assistant Loco Pilot to give assistance to
guard.
 Identify the coach by body side indication lamp and air leakage sound.
 The guard shall question the occupants of the carriage and try to find out the
name, address of the person who used it.
 Guard shall reset the disc in case of air brake stock using the key
supplied/fixed for setting. Wait for 1 ½ minute to release the brakes.
 Report the matter at the next important station where the train is booked to
stop.
 The guard shall record the fact on CTR and send detailed report to DRM.
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JPO ON POWER INTERCEPTION/LOCO REVERSAL OF PASSENGER CARRYING

TRAINS
(No.Safety.157/G&SR,AM&BWM/VOL.III Dated 23.9.2016)
• Before detaching the Loco.
• Dy.SSYM/Shunting Master/Guard/ should supervise.
• Front SLR door to be opened by TXR staff.
• Before A-9 application, SLR hand brake to be applied by shunting staff.
• Shunting staff shall place two skids/wedges two skids under wheels of front and
rearmost vehicles.
• Incoming Guard of the train should apply hand brakes in RSLR.
• SM/GD /supervising Shunting advise LP to apply A-9.
• Shunting Staff close both FP&BP COC and uncouple the BP&FP air hoses
between Loco and formation.
• BP COC of the formation shall be opened by shunting staff.
• Drain out BP pressure, so that formation brakes apply. Secure both FP&BP air
hoses and ensure closure of COC of BP&FP.
• Shunting staff open the coupling and allow the loco to proceed.
• Loco to stop at 20 mts before formation and proceed with walking speed to couple.
After attaching loco
1. Shunting staff tighten the CBC coupling.
2. FP&BP air hoses to be coupled up.
3. FP COC of formation to be opened.
4. FP COC of loco to be opened by C&W.
5. Ensure 6 kg/sq cm FP in engine. 5.8 kg/sq cm in RSLR by Gd.
6. BP COC of the formation to be opened by C&W.
7. BP COC of the loco to be opened by C&W staff
8. Ensure 5 kg/sq cm BP in engine by LP and 4.8 kg/sq cm in RSLR by GD and
C&W.
9. Remove iron skids used on either end.
10. Releasing of FSLR hand brake by shtg staff and rear SLR hand brake by GD.
11. Releasing of formation by C&W staff and coordinated by optg staff.
12. At wayside stations these activities done by GLP and points man.
13. Proper communication between shtg staff and C&W staff.
14. Conduct Air continuity test as per procedure.
15. After carriage watering, remove water pipes.
16. Close the FSLR door by C&W staff and lock it.
17. Entire activity within allowed time.
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CHAPTER V
1) Write down the procedure of
a) Reception of a train on an obstructed line
b) Reception of a train on a non-signalled line.
c) Departure of a train from non-signalled line.
a) Reception of a train on an obstructed line(G.R.5.09)

In case of reception of a train on an obstructed line, the SM shall
1. intimate the Loco Pilot through the rear SM wherever possible about reception
on obstructed line.
2. Keep the reception at 'ON' ensure that the signal/s are not taken 'OFF'
3. Ensure that all points leading to said line are correctly set and facing points
locked.
4. After stopping the train at the relevant stop signal, it may be received by
authorizing the Loco Pilot to pass the stop signal at 'ON'.
a. By taking off the calling-on signal, if provided or
b. Through signal post telephone if provided or
c. By delivering a written authority (T/509) and piloting it.
5. Stop the train at facing point leading to the obstructed line until hand signalled
forward by a competent railway servant.
6. Stop hand signal shall be shown at a distance of 45 m. from the obstruction.
7. Loco Pilot shall keep his train well under control and be prepared to stop short of
an obstruction. (not exceeding 15Kmph).
b) Reception of a train on a non-signalled line(G.R.5.10)
1. SM shall ensure that
a) The train is brought to a stand at FSS.
b) The line is clear up to the trailing points or up to the place at which the train
is required to come to a stand.
c) All the points are correctly set and facing points locked
2. Loco Pilot is authorised to pass signal at 'ON' through T/509 and pilot the train
by competent railway servant
3. The Loco Pilot shall proceed cautiously and be prepared to stop short of any
obstruction. (not exceeding 15Kmph).
c) Departure of a train from non-signalled line. (G.R.5.11/12)
1. All the points have been set and lock the facing points.
2. SM shall obtain Line Clear.
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3. Issue authority to proceed to the LP (if ATP is not tangible T.511 also shall be
given).
4. If a line is provided, with common departure signal in addition to ATP, a written
permission for start (T.512) shall be given and common departure signal shall
also be taken 'OFF'.
SHUNTING
Shunting means the movement of a vehicle or vehicles with or without an engine or of
an engine or any other self-propelled vehicle for the purpose of attaching, detaching or
transfer or for any other purpose. The following are the kinds of shunting:
Flat Shunting: When vehicles are shunted by continuous forward and backward
movements the locomotive remaining attached to the vehicles, it is known as flat
shunting.
Loose shunting: means pushing of vehicles by an engine and allowing them to run
forward with the engine un-attached.
Loose shunting of or against empty or loaded oil tank wagons, trucks loaded with
heavy machinery/rails/timber, cranes, loaded explosive vans, livestock wagons,
wagons labelled 'not to be loose shunted' coaching vehicles etc., is prohibited.
Fly shunting: It is a shunt movement in which two or more vehicles are given a push by
an engine and or separated the points by the smart reversal of points within the vehicles
in order to send them on to different lines. Fly shunting is allowed only in hump yards.
Hump shunting: It is a kind of fly shunting in large yards where the shunting neck has
camel hump to create an artificial gravity when wagons are pushed to its apex by the
shunting engine and then detached; they roll down to specific classification lines by the
force of gravity because of the steeply falling gradient towards the classification lines.
Hand shunting: Movement of vehicles from one place to another by employing manual
labour is called hand shunting
2. What is shunting and describe in detail about control and responsibility of
shunting (shunting precautions)
Control and responsibility for shunting (G.R/S.R 5.13/5.14)
1. Shunting operations should be controlled by fixed signals or hand signals or by
verbal instructions.
2. The Loco Pilot shall, before moving on the stop signal taken off for him, observe the
hand signals of the railway servant conducts shunting. The shunting staff need not
accompany during shunt movements of light engine(s) on to a free line governed by
fixed signals
3. At the stations where separate shunting staffs are employed, they shall attend to all
shunting operations and at all other stations shunting operations shall be supervised
by Guard.
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4. In the case shunting of trains from one line to another across main line or wagons
containing explosives the shunting operations shall be carried out under personal
supervision of SM.
5. Loose shunting of or against empty or loaded oil tank wagons, trucks loaded with
heavy machinery/ rails/timber, cranes, loaded explosive vans, livestock wagons,
wagons labelled 'not to be loose shunted' coaching vehicles etc., is prohibited.
6. Carriages occupied by passenger shall not be moved for shunting purposes without
the orders of the SM and also the Guard of the train who will jointly responsible to
warn and prevent accident to the passengers in the carriage or those who entrain or
detrain thinking that the train is leaving.
7. In the case the shunt movements are governed by shunt signals or starter signal,
which detect the facing points, the shunt signal or starter shall be taken off and in all
other cases the facing points shall be clamped/cotter bolted and pad locked.
8. Outer, Home and LSS shall not be taken off for shunting purpose.
9. The speed during shunting operations shall not exceed 15kmph. In case of vehicles
contains inflammable liquids, explosives, speed is restricted to 8kmph.
10. Slip coaches shall not kept on blocked line in the rear of passenger carrying trains.
11. No engine should be allowed on any running line at a station occupied by a train
carrying passengers, except train engine or banking engine or shunting engine.
i) If it is unavoidable to allow the engine(s) in rear of a passenger carrying train,
such engine(s), shall be accompanied and hand signalled by shunting staff and
stopped in rear of passenger carrying train at a safe distance.
ii) The Shunter/Loco Pilot of light engine(s) shall be informed
iii) All such light engine(s) should not be left unmanned.
12. When shunting is carried out for attaching/detaching the coaches/slip
coaches/saloons/dead engines on passenger carrying trains, shunting engine with
or without coaches shall first come to a halt 20mts away from the train and there
after perform shunting carefully.
13. When vehicles moved by an engine for attaching to passenger train, the vacuum
brake shall be connected up so that adequate brake power shall be available.
14. In case of shunting on goods trains at intermediate station the vacuum brake shall,
as far as possible, be connected with engine.
Shunting on steep gradient: (G.R/S.R.5.20)
1. Gradients of 1 in 400 or steeper and 1 in 260 or steeper are considered as steep
gradients in respect of roller bearing stock and other than roller bearing stock
respectively.
2. At a station yard where the outer most points are on a steep gradient, shunting shall
be done only with the engine attached towards the falling side of the gradient.
3. Hand shunting of the roller bearing stock is prohibited at a yard where the outer
most point are on or within 100mts of a steep gradient.
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3. What are the different authorities to be given for shunting on class 'B' station?
Singleline (Appendix XII)
1. Within Station Section : T/806
2. Beyond Station Section up to Opposite FSS
In Token Section - T/806
In Token Less Section - T/806 + SHK or T/806 + P.No.
3. Shunting beyond opposite FSS:
a. Treated as Train movement
b. Loco Pilot shall be given
i. ATP
ii. Manuscript memo to push back +T/806
iii. All Signals shall be taken OFF
Shunting in the face of an approaching train: Generally not permitted. Where

permitted the following conditions shall be fulfilled.
o Permission is indicated in SWR,
o SLB/Advanced Starter is provided,
o Shunting warning board is provided in rear of FSS.
Double line
Shunting within station section: T/806
Shunting beyond LSS (When block section ahead is free of train)
SM shall block forward and issue
T/806 + LSS Lever Key if any or
T/806 + Taking OFF Shunt Signal below LSS if any Or
T/806 + P.No.
Shunting beyond LSS (Following a train):
It should be permitted by SWR
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T/806.without P.No or shunt signal below LSS (if any) taken off
As soon as the preceding train clears the section, the line should be blocked
forward, if the shunting is not completed.
Shunting into block section in rear:
The line should be blocked back
T/806 + P.No.
*Where shunting operations are supervised by Guard/Assistant Station Master, Loco
Pilot shall be given Form No.T/806 (Shunting Instructions Form) duly filled in.
**At major stations where separate staff viz., outdoor Station Master/Yard
ASM/AYM/ Shunting Jamedar/Shunting Master are provided for supervising the
shunting, Form No. T/806 need not be given. Such stations shall be notified by the
respective Sr.DOMs.
4. Write about 12 operating forms and their significance?

1. T.369 (3b) AUTHORITY TO PASS STOP SIGNAL AT ‘ON’
 Authority to pass defective Outer/Home/Routing Home
/Starter/Intermediate Starter/Advanced starter/IBS/Shunt Signal at ‘ON’
 Printed on white paper, blue font
 Prepared in two foils LP/Record
 Speed restricted to 15 KMPH
 Signal Description and Number, line of admission mentioned
 Station name, date SM signature with stamp available.
2. T.369 (1)(ADVANCE AUTHORITY BY REAR/NOMINATED STATION
o Advance authority to pass defective signals at next station
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o Issued by SM of rear station

o White paper blue font
o Two foils- record/LP
o SR-15 kmph after passing the defective signal
o LP to pass defective reception signal at ‘on’ observing PHS at foot of signal
o Station name, date, SM signature and stamp available
3. T.409 (DIVISIONAL/SECTIONAL CAUTION ORDER)
 It is Divisional/Sectional Caution Order
 White paper blue or black font
 Prepared in four foils- record/LP/ALP/guard
 Station name, date, SM signature with stamp available.
 Stations between, km, speed to be observed and reasons mentioned in
geographical order given.
4. T/A 409(‘NIL’ CAUTION ORDER)
It is ‘NIL’ caution order
White paper , blue or black font
Issued four foils LP/ALP/GD/record
Issued at notice station
Station name, date, SM signature and stamp available.
Issued when no caution order between two notice stations
5. T/462(AUTHORITY FOR MATERIAL RETURN TO SAME STATION)
 Authority to proceed for material train
 White paper blue font
 Prepared in triplicate, record/LP/Guard
 Authority to go upto km, stop, work and return to the originating station.
 It has line clear ticket, authority to pass LSS at ‘on’ and CO
 Station name, date, SM signature and stamp available
6. T/A.462 (AUTHORITY FOR MATERIAL TRAIN WHEN GOING TO NEXT
STATION)
 Authority to proceed for the material train.
 White paper, blue font
 Issued in three foils record/LP/GD
 Authority to go up to km, stop, work and proceed to next station.
 It contains line clear ticket, authority to pass LSS at ‘ON’ and CO
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 Station name, date, SM signature and stamp available

7. T/A.602 (AUTHORITY FOR LP TO ENTER OBSTRUCTED BLOCK SECTION)
 Authority to proceed for relief engine/train into obstructed block section
 White paper with red font
 Direction Up/Dn written
 Prepared triplicate LP/GD/Record
 It contains
 Block ticket to proceed W/O L/C
 Authority to pass LSS at ‘ON’
 CO 15 KMPH when view is clear and 10 kmph when view is not clear and co
up to point of obstruction.
 LP, guard to acknowledge.
 Station name, date, SM signature with stamp available.
8. T/B.602 (AUTHORITY FOR LIGHT ENGINE TO OPEN
COMMUNICATIONS)
 Authority for opening of communications during TIC on S/L
 White paper red font
 Prepared in two foils record/LP
 LP, GD to acknowledge in columns.
 Contains ATP W/O L/C, authority to pass LSS at ‘ON’ CO-15/10 KMPH
Day/Night, Line Clear Enquiry Message and Conditional Line Clear
message(with PN)
 Station name, date SM signature and stamp available.
9. T/C602 (AUTHORITY FOR TRAIN ON DOUBLE LINE DURING TIC)
 Authority for working of trains during TIC on D/L
 White paper red font
 Two foils- LP/Record
 Contains ATP W/O L/C, authority to pass LSS at ‘ON’, CO- 25/10 KMPH
 Acknowledgement of LP and GD taken
 Station name, date, SM signature with stamp given
10. T/D.602 (AUTHORITY FOR TRAIN DURING TSL WORKING)

Authority for temporary single line working on D/L
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White paper red font

Triplicate LP/GD/Record
Contains L/C Ticket, Authority to pass LSS at ‘ON’, CO -25 KMPH(1ST
TRAIN),line of TSL and place of obstruction & assurance that trap points are
clamped and pad locked
Station name, date, SM signature with stamp available.
11. T/609(AUTHORITY FOR TAKING PORTION OF TRAIN IN DIVEDED

TRAIN WORKING)
 Written permission given by guard to LP when engine or portion of train
allowed to proceed to next station from mid section
 White paper blue font
 Two foils LP/Record
 No. Of vehicles and painted no. Of LV mentioned
 It is authority for L/E to return back ( with the signature of SM) to clear the
2nd portion from block section
12. T/806(SHUNTING ORDER)

 Shunting order
 White paper blue font
 Triplicate LP/GD/Record
 STN name date/time, SM signature with stamp given
 Instructions column available
 Authority to pass Signal at ON available.
 Acknowledge of LP and GD taken
13. T/C.1425 (UP PLCT)
o Paper Line Clear Ticket(UP)
o White paper blue font
o Two foils Record/LP
o ATP to go to next STN with PN mentioned
o Contains authority to pass LSS at ‘ON’
o Station name, date, time, SM signature with stamp available
o Arrow mark upward on background
14. T/D 1425(DN PLCT)
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 Paper Line Clear Ticket(DN)

 White paper blue font
 Two foils Record/LP
 ATP to go to next STN with PN mentioned
 Contains authority to pass LSS at ‘ON’
 Station name, date, time, SM signature with stamp available.
 Arrow mark downward on background
15. T/A 912(AUTHORITY FOR PASSING INTERVENING AUTOMATIC
SIGNALS)
 Authority to pass Automatic/Semi Automatic/Manually Operated/Gate
Stop Signals at ‘ON’
 White paper blue font
 Two foils, LP/Record
 STN name, date /time, SM signature with stamp given
 Description of signal with No.s mentioned
 Acknowledgement from Guard and LP taken
Note:Before accepting any authority the LP, ALP & Guard shall ensure that
a. All the relevant columns in the authorities are filled correctly, legibly and
complete.
b. Station names to be written in full and no codes used
c. PN, Last Train particulars, Description and Number of signals written clearly
wherever required,
d. While receiving PLCT ensure T/A.1425 ‘A’ column is filled and sign in the
relevant column and take PLCT(i.e.T/C.1425 or T/D.1425)
e. Ensure the authorities received during the running of the train are kept and
submitted along with the CTR or handed over to the SM wherever required.
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CHAPTER VI
1) What are the duties of Loco Pilot when
a) Lurch/ condition likely to affect running of trains is reported
b ) Rail fracture is reported c) Train engine disabled in the block section
a) LURCH/Conditions likely to affect running of Trains (S.R.6.07)

If a Loco Pilot experience any Conditions likely to affect running of Trains unsafe
condition of track including lurch, and he considers the portion of the track is unsafe for
running of subsequent trains, he shall,
 Note the KM,
 In case of IBS and Automatic block territories, he must inform the SM and LPs of
trains already left station in rear through available means of common, to stop
movement of trains. In Automatic sections, guard shall protect in rear as per S.R.
9.10.
 Stop his train at the Home Signal of next block station and inform SM through
available means of communication,
 Pass Home signal in off position after ensuring that SM understood the situation.
 The LP shall stop his train at a convenient place of the station and deliver a
written memo to the SM,
 SM must issue message to SM in rear, JE/SE (P-way), AEN, DEN, DOM and
SCOR.
 The SM shall then dispatch Rail Maintenance Machine/Tower wagon/Light
Engine or in their absence a train accompanied by an Engg Official,
 The LP shall be given a caution order to stop short of the effected KM.
 The Engg official will inspect the track and shall allow the train to pass only after
satisfying that the track is safe for the passage of train,
 Advise the condition of the track and speed restrictions if any to the SM,
 In the absence of Engg official, train may be sent in to the section with a caution
order to the LP to stop dead before the affected KM and to pass at 10 KMPH only
after satisfying himself that it safe for him to pass,
 If he finds the line unsafe to pass, return to the station in rear,
 If the LP is not able to detect anything doubtful, subsequent trains shall be
dispatched with a speed restriction of 10 Kmph till the track is certified to be safe
by Engg officials,
 If the LP reports same unsafe condition no train movement shall be allowed till
certified to be safe by the Engg officials.
 If guard experiences any of the unsafe conditions, he shall inform LP and same
procedure shall be followed.
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 If LP/Guard experience any obstruction or any other unsafe condition on or near

the track adjacent to the line over which his train has passed , and if in his
opinion it is unsafe for train running, will take the following action,
 Immediately switch on the flasher light of his Loco,
 Inform the SM/Control through available means of communications,
 Stop his train and proceed with danger hand signals to protect the line,
 The LP will continue his journey to the next station cautiously keeping
flasher light ON and
 Be prepared to stop any incoming train by communicating on available
means of communications and exhibiting stop hand signal.
 As soon as information of Sabotage or likely sabotage, Bomb blast,
Explosion etc, received, the SM shall stop movement of trains in the
affected block section as well as adjacent lines on Double/Multiple lines
sections.
 The SM to consult SCOR May despatch only Rail Maintenance
Machine/Tower Wagon/Light Engine accompanied by Engg official.
b) Rail fracture (S.R.6.01)

1. If Loco Pilot realizes, while on run that there is rail fracture, he shall
a) Stop the train and protect the train.
b) Examine the track
c) If considers safe, proceed. Otherwise certification from the engineering
official is required.
2. If a gang mate / key man /patrolman detects rail fracture of less than 30 mm gap
he shall show stop hand signals and inform Loco Pilot of first train to pass the
fracture spot at 10 Kmph and subsequent trains at 15 Kmph.
3. Loco Pilot of the first train shall stop his train at the next block station and give
memo about the rail fracture.
4. SM, who receives report from Loco Pilot about the rail fracture, shall inform the
SM of the station at other end of the block section.
5. Both the SMs shall arrange issue of caution order to trains to observe an SR of 15
Kmph and also advise all concerned.
6. If the gap is more than 30 mm or multiple fractures, only PWM/PWI can pass the
trains after attending the rail fracture.
c) Train engine disabled in the block section (S.R. 6.05)

 When an engine is disabled, the Guard shall ascertain from the Loco Pilot whether
the relief engine is required or not. If the Loco Pilot expects that putting the engine
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in working order will take more than 5 minutes, he will request the Guard to
arrange for a relief engine.
 The Guard advises the Station Master.
 The Guard / Loco Pilot shall contact Station Masters/SCOR/TPC telephonically,
advise the location (Kilometreage) of engine and brake-van and ask for relief engine.
 If Guard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the
Assistant Loco Pilot/Guard shall walk to the nearest station or send the message
through the Loco Pilot of a train proceeding on an adjacent line and ask for relief
engine
 Once relief has been asked for, the Loco Pilot of the disabled train, even if the engine
on the train is fit to move subsequently, should not move unless he intimates the
same and obtains an assurance from the Station Master to the effect that no relief
engine or train has moved into the obstructed block section.
 If loco of passenger carrying train fails in the section, train shall not be divided
2) Write a short note on the following

a) Block Ticket
b) Trains unusually delayed
c) Despatch of Relief engine/train into occupied/obstructed block section
a) Block Ticket (S.R.6.02.5)

1. To Despatch a train on wrong line on double line against established direction of
traffic [other than TSL working], the SM shall issue a block ticket.
2. The line shall be blocked back.
3. A caution order also be issued indicating the following
a. Speed - 15 kmph when view is clear and 8 kmph when view is not clear.
b. Ascertain the condition of the train over the adjacent line.
c. To look out possible obstruction and take action accordingly.
d. Report at next station.
4. The SM of the other station shall not permit any obstruction out side the outer
most points.
5. The Loco Pilot shall also certify whether the line is clear for introduction of TSL
working or not. Then SM can introduce the TSL working.
6. If unable to proceed further due to obstruction, LP may return to the station from
he started.
7. Only one train will be permitted.
8. Passenger carrying train is not allowed on Block Ticket.
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9. It is prepared in form no. T/J 602.

b) Trains unusually delayed (G.R.6.04)
1. Trains are said to be unusually delayed when passenger carrying train does not
arrive within 10 minutes and goods trains within 20 minutes after normal
running time.
2. Guard and LP of train shall give information to nearest SM/TPC/SCOR with
available means.
3. SM shall advise SM in rear and SCOR.
4. SM shall stop trains from either end and on adjacent lines.
5. Warn LP’s and Guards proceeding on adjacent line issuing with suitable caution
orders.
6. SCOR shall immediately alert stations where ART & MRT are located to be in
readiness.
7. If for any reason train stopped more than 15 minutes in the block section A9 and
SA9 to be applied.
8. If the gradient 1 in 150 for roller bearing and 1 in 100 for non roller bearing the
following precaution to be taken
a. In case of Passenger train, Guard to apply hand brakes of BV and sprags or
wedges to be kept to the wheels of two vehicles nearer to falling gradient.
b. In case of goods train hand brakes of 1/3 rd of wagons or 10 wagons from
engine by the LP or ALP and 5 wagons inside BV by the Guard, whichever is
more must be applied in addition to the BV.
c) Despatch of relief engine/Relief train into an Occupied/obstructed block section in

Absolute Block System and Automatic Block System (SR 6.02.6)
Despatch of relief engine/Relief train into an occupied/obstructed block section to
assist the crippled or disabled engine/train
1. The authority in Absolute Block System is T/A.602
2. The authority in Automatic Block System is T/C.912
3. The authority contains
i. Authority to proceed without Line Clear to proceed up to the Point of
obstruction and return back or go to the next station.
ii. Authority to pass signals at ‘ON’
iii. Caution Order to observe 15 Kmph when view ahead is clear during day
and 10Kmph during night and view ahead is not clear and Walking
Speed preceded by one/two men on Double/Single line carrying Stop
Hand signal and Detonators for ready use.
4. In Automatic Block System it must be ensured the line is free from the Block
Station to the point of obstruction.
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5. LP shall be advised of the obstructions, place of BV and Engine and station to

which it has to clear.
6. LP to keep sharp lookout, whistle frequently and be prepared to stop short of any
obstruction.
7. LP to bring stop short of obstruction and obey hand signals at the site.
8. While returning, LP to act according to the aspect of signals on single line.
9. While clearing the station on double line the LP to act as per the aspect of the
signal on right line or stop the train at LSS of the same line or FSS of the other line
whichever comes first and after points are set correctly piloted in on ‘Pilot in
memo’.
10. On arrival at the station the authority to be handed over the SM who shall keep
with the station records.
11. Whenever engine is pushing Rules for pushing back as per G.R. 4.12 to be
observed.
3) What is the procedure for working of trains during total interruption of

communication on single line? (S.R.6.02.4)
In the event of total interruption of communication i.e. when line clear cannot be
obtained by any one of the following means.
i. Block instrument, Track circuits or Axle counters
ii. Telephone attached to the Block instrument
iii. Station to Station Fixed Telephone.
iv. Fixed Telephone such as Railway Auto Phone or BSNL phone
v. Control Telephone
vi. VHF Set.
The following procedure shall be adopted for the working of trains.
1. Train shall be brought to a stop at station.
2. The SM who has trains to dispatch shall open communication with the SM of Block
station other end by sending any one of the following vehicles in the order of
preference.
a) Light engine
b) Train engine, after it is detached from the train
c) Motor trolley/Tower car - accompanied by a guard or by off duty ASM
d) Trolley/cycle trolley accompanied by a guard or by off duty ASM
e) Diesel car/EMU/DMU after detraining the passengers.
3. Loco Pilot/Guard/ASM shall be advised of the circumstances and obtain
acknowledgement from the LP/Guard/ASM
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4. Loco Pilot/Guard/ASM shall be given T/B 602 (authority to open communication

during TIC on single line) - to be prepared in duplicate.
This authority contains
a. authority to enter into Block section
b. authority to pass departure signals at 'ON'
c. caution order (15/10)
d. line clear enquiry message – asking line clear for waiting trains
e. conditional line clear message – line clear for light engine/vehicle with or
without train to come back
 If line clear is required for more than one train LP shall be given T/B 602 and
T/E 602(line clear enquiry message)
 If light engine or light engine with brake van is to be dispatched LP shall be
given T/B 602 and items line clear enquiry message, condition line clear
message shall be struck out.
5. Except LSS all signals can be taken off.
6. Loco Pilot shall be vigilant and proceed with 15 Kmph during day when view is clear
and 10 Kmph during night.
7. If view is obstructed train shall be piloted by two persons on foot with danger hand
signals and fog signals.
8. Tunnel shall be entered only after ascertaining that it is clear, use headlight, lights of the
engine shall be switched on.
9. If two engines/vehicles meet in the section, the in charges decide the station to which
they shall proceed, considering the importance of trains, distance of station, gradients,
catch sidings etc.
10. Engine/vehicles may either be coupled or may be loaded or may be followed.
11. Loco Pilot shall stop at FSS. The engine or vehicle may be admitted either on signals or
piloting.
12. On arrival at station handover T/B 602 to SM.
13. The SM of other station shall give following documents to light engines with or without
train.
a. Conditional line clear ticket T/G. 602(Up) or T/H. 602(Dn).-ATP for light engine
with or without train.
b. Conditional line clear reply message T/F. 602- granting line clear for trains at
other station.
14. The engine/vehicle on return shall stop at the FSS and there by it may be admitted on
signals or piloting.
15. CLC reply shall be handed over to SM.
16. SM shall prepare conditional line clear ticket for waiting train.
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17. If line clear obtained for more than one train, second and subsequent train may be
despatched after an interval of 30 minutes
 First train may proceed with normal speed.
 Each train shall be given CLCT.
 For 2nd and subsequent trains Caution Order shall be given to observe 25/10
kmph.
 An endorsement to be made on CLCT with particulars of the preceding and
following trains.
 No backing is permitted. If unavoidable the train may be backed after protecting
by placing one detonator at 250m and two at 500m, 10m apart beyond the point
up to which it is to be backed.
 In case of accident, failure etc,. Protection shall be done by placing one detonator
at a distance of 250 m and two detonators at a distance of 500m 10m apart.
18. Trains must continue to work in this system till any one of the means of
communication is restored by competent authority.
4. What is the procedure for working of trains during total interruption of

communication on double line? (S.R.6.02.3)
 In the event of total interruption of communication i.e. when line clear cannot be
obtained by any one of the following means
 Block instrument, Track circuits or Axle counters
 Telephone attached to the Block instrument
 Station to Station Fixed Telephone.
 Fixed Telephone such as Railway Auto Phone or BSNL phone
 Control Telephone
 VHF Set.
 The following procedure shall be adopted for working of trains
1. Trains shall be brought to a stop at station.
2. Guard and Loco Pilot shall be advised of the circumstances.
3. The SM shall issue T/C. 602 to the Loco Pilot.
4. This authority (T/C. 602) contains
 Authority to enter block section without LC
 authority to pass departure signal at ON
 caution order - to observe SR of 25 Kmph when view is clear, 10 Kmph
when view is not clear
5. Except LSS all signals can be taken off.
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6. When view is not clear trains shall be piloted by Assistant Loco Pilot.
7. Tunnel shall be entered only after ascertaining that it is clear, switching on head
light, marker lights.
8. If train stops in the section and cannot proceed further, it shall be protected by
placing one detonator at 250 mts and two detonators at 500 and 510 mts.
9. During this period pushing back is not allowed. If unavoidable the train may be
pushed back only after protecting [as mentioned above] beyond the point up to
which backing is required.
10. The Loco Pilot shall stop at FSS (even off) and give a long whistle continuously.
11. If within 10 mts signals are not taken off or no one turns up, Assistant Loco Pilot
to be sent to station and Guard has to protect in rear.
12. On arrival into the station ahead T/C. 602 shall be handed over to SM.
13. There should be clear interval of 30 minutes between the train that has preceded
the one which has to follow.
14. Trains must continue to work on this system, till any one of the means of
communications is restored by competent authority.
5. What is the procedure for working of trains when one line is obstructed on double
section? (S.R.6.02.1)
1. Whenever any line is obstructed on double line due to accident or any other reason,
the traffic may temporarily be worked over single line
2. The SM must have reliable information in writing that one line is clear for
introducing TSL working and also consult SCOR and other end SM
3. If there is a doubt the clearances of the track ask PWI to certify the track. If there is
no reliable information in writing, goods train or light engine can be despatched on
block ticket with a restricted speed of 15/8 kmph to get information.
4. TSL working shall be introduced between nearest stations provided with cross over
between up and down lines on either side.
5. Close the intermediate block huts if any, signal shall be kept in ON position.
6. SM proposing TSL working shall issue a message containing following information
under exchange of PNs to the SM of other end.
7. LC will be obtained on alternative means of communication
8. Trains run on T/D 602(authority for temporary single line working on double line
section)
9. This authority contains authority to enter into block section, authority to pass LSS or
any other signal at ON and caution order.
10. The maximum speed of first train over TSL working is restricted to 25 Kmph. The
second and subsequent trains can proceed with normal speed. An endorsement shall
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be made in the T/D 602 issued to Loco Pilot of I train to inform all gang men
gateman, patrolman, OHE and Telecom staff about the introduction of TSL working.
11. In T/D 602, Loco Pilot shall be informed about the line, Kilometreage of obstruction
and speed restrictions, if any, and assurance about the setting of trap points.
12. When a train is stopped on account of accident or engine failure or any other cause
protection shall be done as per Rule 6.03
13. When train is starting from wrong line train shall be piloted out on ‘Pilot out Memo’
after ensuring that all points enroute are correctly set and facing points are locked.
14. LP to switch on flasher light and dim the head light of train engine while running on
wrong line.
15. On right line reception signal can be taken off.
16. On wrong line stop the train at LSS (wrong line) or opposite to FSS (right line)
whichever comes first. A competent railway servant shall stop the train at the signal
and pilot it by on a pilot in memo after ensuring all the points are correctly set and
locked.
17. If the train is not admitted within 5 minutes, GDR to follow G.R. 4.44
18. Normal working shall be introduced only after obtaining written certificate from
PWI and issuing message to other SMs under the exchange of PNs.
19. When double line working is introduced all Block instruments, IB signal and fixed
signals shall be brought into use.
20. TSL working in Automatic block system
a. Despatch on wrong line:- T/D.602+T/A.912+ pilot out memo.
b. Reception on wrong line:- pilot in memo
c. Despatch on right line :- For every first train T/D.602+T/A.912, starters
signals may be taken off. On complete arrival of first train at next station,
second subsequent trains follow automatic signal aspects.
d. Reception on right line:- Taking off reception signals
6. What are the duties of Loco Pilot in the following cases?

a) Loco Pilot entered block section without ATP.
b) Train parted in block section
c) Engine unable to haul the load
d) Fire on a passenger coach in mid-section.
a) Loco Pilot entered block section without ATP. (G.R/S.R.6.06)
1. When a Loco Pilot enters the block section with out an authority to proceed or
improper authority to proceed and becomes aware, he shall immediately stop the
train.
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2. The train shall be treated as an obstruction in the block section protect as such in
accordance with Rule. 6.03.
3. The Guard shall send the report of occurrence explain the circumstance to nearest
station through Assistant. Loco Pilot.
4. When the report is sent to station in rear, the station master will issue PLCT to
proceed to the next station.
5., In case the report is sent to the station ahead, the SM shall immediately inform the
control, and SM of other end of the block section, and send Caution Order as
Authority for the train to proceed to the station.
6. Before starting forward with the correct authority to proceed, the Loco Pilot should
collect the detonators placed in front, which was placed for protection.
b) Train parted in block - section (G.R./S.R.6.08)

1. The Loco Pilot shall keep first portion on run if possible until the rear portion come
to a stand.
2. Loco Pilot shall sound — o — o whistle to inform Guard.
3. If it is necessary to proceed, act as per the aspects of the gate/station signals
4. The Guard shall apply the hand brake.
5. Loco Pilot of banking engine if available shall stop rear portion and give—o—o.
6. The Guard shall indicate the parting 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.
7. If the both portions are brought to a stand, the guard shall protect the rear portion
on both sides as per the rules and take necessary precautions to secure the vehicles.
8. If it is possible and safe to couple the portions, the train shall be coupled with due
caution otherwise it shall be worked in two portions.
9. Loco Pilot shall give —o—o whistle repeatedly while approaching station ahead.
10. SM shall admit the train on a vacant line, place 3 detonators to attract the attention
of Guard and try to stop second portion by applying brakes/by heaping up earth
or divert it to a vacant loop or siding line.
11. If SM notices train parting he shall wave a green flag or a white light by night up
and down vertically as high as and as low as possible.
12. Tonnage shall be jointly checked by the guard and Loco Pilot and also by SM.
7. Engine unable to haul the load.

1. Loco Pilot shall bring the train to a stop on a level gradient and give 0000 whistle.
2. Train shall be protected as per G.R. 6.03.
3. Clear the block section by one of the three alternatives
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a) ask for relief engine b) Push back c) divided train working
a) Ask for relief/assisting engine.(S.R.6.05.4)

i) When the engine is disabled ask for relief engine telephonically.
ii) Once relief engine is asked, if the engine is rectified subsequently he should not
move unless he get permission from SM.
b) Push back the train shall be pushed back after obtaining permission from SM in
rear with 25/8 Kmph. Guard shall show continuously PHS. (S.R.4.12)
c) Divided train working (G.R/S.R.6.09)
1. If it is not possible to get the relief engine or push back the train to the station in
rear as per SR 4.12, the crew can decide to divide the train duly observing the
following instructions
2. Secure the rear formation by applying hand brakes as per the gradient.
3. Guard shall prepare T/609, clearly mentioning the number of vehicles and LV
No.
4. Guard shall handover T/609 to Loco Pilot after collecting tangible authority if
any and shall not keep tail board / Tail lamp on LV of first portion.
5. During night time Asst. Loco Pilot shall protect the train in rear and guard in
front.
6. Loco Pilot shall stop train at home signal (even in off) and whistle —0—0 repeatedly.
7. Then the SM and LP shall contact each other on VHF set then the SM will not clear
block section and advise rear SM and train can be received on hand signals.
8. SM and Loco Pilot shall verify the intactness on arrival of first portion with the
help of T/609.
9. Then the SM shall sign in relevant column of T/609. On T/609 light engine sent
into block section to bring 2nd portion, the Loco Pilot shall not exceed speed of
25 Kmph.
10. During day time stop the engine on seeing stop hand signal of Guard. Attach the
engine, release the brakes, and start the train.
11. At night, or in thick, foggy or tempestuous weather impairing visibility, stop the
engine on seeing the stop hand signal of Guard, Guard shall pick up the 3
detonators, pilot the engine by riding on engine leaving intermediate detonator
(600M) and LP shall stop the train when second portion is sighted. Guard will
get down, pilot and couple the engine cautiously.
12. After engine being attached, release the hand brakes, call the ALP and start the train
13. On arrival at the station, Guard and SM shall check for the complete arrival of
the train as per V.G.
14. If the engine of passenger train is unable to haul the load it will not be divided,
ask for assisting/relief engine
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LP AND GUARD STUDY MATERIAL UPTO AS 09( AUGUST 2023)
15. In case train is without Guard,

i. The rear portion shall be secured.
ii. LP shall prepare a written memo stating the no of vehicles in the first portion
and last vehicle number of first portion.
iii. ALP shall protect the rear portion of the train.
iv. On arrival at the station, SM shall issue authority T/A 602 to the LP of Light
engine with a restricted speed of 15/10 kmph.
d) Fire on passenger coach in mid-section. (G.R/S.R.6.10)

1. The train shall be stopped at once.
2. The safety of the passengers shall first be attended to.
3. Detach the front portion of the vehicle behind the one on fire and move the front
portion to a safe distance.
4. Then Detach the vehicle on fire and move the front portion again to a safe distance.
5. If the train is with vestibuled stock, before isolating, vestibule connections shall be
disconnected.
6. Guard shall switch off electric connections.
7. Every effort shall be made to extinguish fire by using fire extinguishers, water and
soil/sand.
8. In electrified section water should not be used and special type fire extinguishers
shall be used.
9. If fire is not extinguished ask for fire brigade through SM/SCOR.
7. Howwouldyouprotectyourtraininmid-sectioninabsoluteblockterritory
a) Double line b) Single line c) Twin single line and in Automatic block
territory
GR6.03Protection
1) When a train is stopped between stations on account of accident, failure or other
cause and it cannot proceed further; Loco Pilot shall switch on flasher light,
2) Apprise the guard of the fact by sounding the four short whistles repeatedly or
through Walkie talkie and exchange danger signal with him.
3) The Guard shall immediately exhibit danger signal towards rear and check up
that tail board or tail lamp is correctly exhibited.
4) Then the guard shall fix red flag or reverse the side lights to show red towards
the engine
5) The Guard and Loco Pilot shall take the following action.
Onsingleline
94
a) The Guard either him self or competent person go back to protect the train.
b) The person going back to protect the train shall, continuously. Show danger
signal and place one detonator at 400/600 Metres and 3 detonators 10 Metres
apart 800/1200 Metres on MG/BG from the train.
c) After protecting guard, or competent person continue to show danger hand
signal until he is re-called.
d) The Loco Pilot or Asst. Loco Pilot shall show danger signal to the front and
protect the train in front in manner mentioned as above.
 Above procedure (d) may followed during TSL working on double line or
when relief engine has been asked on double line
ON D/L section:
a) The Loco Pilot or. Asst.Loco Pilot or some other competent personproceed to
protect the adjacent line in front
b) Loco Pilot or Asst. Loco Pilot shall place one detonator at 400/600 Metres. and 3
detonators NLT 800/1200 Metres 10 Metres apart on MG/BG from train.
c) Guard shall sent a competent person if available to protect the train in rear and
shall him self proceed ahead to assist and ensure protection of adjacent line in
front.
d) Guard shall after ensuring go back to protect the train in the rear in the manner
prescribed in 'b' if he has not already sent competent person.
e) In case it is not known whether the adjacent line is obstructed or not the LP shall
protect adjacent line and Guard shall proceed to engine to check whether adjacent
line is fouling or not. If adjacent line is obstructing, the Guard shall assist and
ensure adjacent line protection. If not obstructing, the Guard shall after
consultation with LP go back to protect the train in rear.Twin Single Line:-
1) The Loco Pilot shall protect the adjacent line in front guard shall protect the
adjacent line in rear.
2) Only after protecting in the rear guard shall proceed ahead to assist and ensure to
protect the line in front.
3) Protect the same line in rear.
95
Common Points.
1) When guard / the person who has gone for protection, called back he shall leave 3
detonators and pick up inter mediate detonator placed at 600 metres.
2) If any train is approaching, place detonators as far away from the train as possible.
3) If there is a banking engine, that Loco Pilot shall go for protection in rear.
4) When the train is ready to proceed, Loco Pilot shall recall railway servant protecting
the train by sounding continuous whistle.
5) When the train goes forward, Loco Pilot shallendeavortostop short and pick up 3
detonators placed in front.
6) In the case of without guard, the duties of guard shall devolve on Loco Pilot.
7) In the event of disability of the Loco Pilot, the duties of Loco Pilot shall devolve on
guard.
Protection in Automatic block territory G,R,&S.R.9.10
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. He shall protect in rear by placing one
detonator at 90m and two detonators at 180m, 10m apart and exhibit stop hand signal at
a distance of 45 metres.
Single line and during TSL working on Double line. Guard shall protect in rear as
per G,R,&S.R.9.10.
LP shall protect the train in front as per G.R/S.R. 6.03 and Double line
The Guard shall first ensure the protection of adjacent line in front by the LP and
protect same line in rear by placing one detonator at 90m and 10m apart two detonators
at 180m.
Protection when relief engine is sought
Relief engine is expected from advance station, during day time protection is not
required but during night time protection shall be done as per G.R/S.R. 6.03
8. Write about flasher light provided in the loco and about action to be taken by Loco
Pilot when Flasher light is observed?
1. Flasher light units have been provided on Diesel/Electric locomotives.
2. The unit, when switched on, flashes amber coloured light.
3. At the same time the headlight, if on, is automatically switched off or to be switched
off by the Loco Pilot.
4. When taking over charge of the electric/diesel locomotive from the shed/yard, the
Loco Pilot shall test the working of the unit and make an entry in the loco log book.
5. When a train comes to a stop between stations or at a station, on account of any
accident or any cause and the Loco Pilot finds that his train cannot proceed, flasher
light automatically switched on or he shall immediately switch on the flasher light
to attract the attention of the Loco Pilot of an approaching train.
96
The Loco Pilot of the train on seeing flasher light on a line.

i. Shall immediately acknowledge by switching on and off the flasher light three
times.
ii. shall immediately take action to stop his train short of the obstruction.
iii. should reduce the speed of his train to 20 Kmph during day and visibility is clear
and 10 Kmph when visibility is not clear and during night and be prepared to
stop short of any obstruction.
iv. Should then bring his train to a stop near to the engine.
v. Shall find out the reason and render all possible assistance.
vi. Will continue his journey at normal speed, only after ascertaining that line ahead
is clear.
vii. Stop at next station and report the occurrence.
97
CHAPTER VII & VIII

1. What is system of working how many systems are there in Indian railway and SC
Railway?Write the essentials of the absolute block system
System of working means system adopted for the time being for the working for trains
on any portion of railway.(G.R/S.R.7.01)
On Indian railway all trains working between stations shall be worked on the one of
the following systems namely
a. The absolute block system
b. The Automatic Block System
c. The Following Trains System
d. The Pilot Guard System
e. The Train-Staff And Ticket System,
f. The One Train Only System
The systems used on the south central railway are
1. Automatic block system is available in the following sections:
2. Absolute block system on all other sections of SC Rly.

Essentials of the Absolute Block System (G.R.8.01)
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 lines 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 section to which
such line clear is given,
2. Unless otherwise directed by approved special instructions, the adequate distance
referred to in clauses (b)and (c) of sub-rule (1) shall not be less than
a. 400mts in case of TALQ signalling or TACLS, and
b. 180mts in case of MAS or Modified Lower Quadrant Signalling.
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CHAPTER IX
Kinds of fixed signals in Automatic Block territory (G.R./S.R.3.12, 9.15)
Stop signals in automatic block territory shall be colour light signals and may be of the
following kinds
Automatic Stop signal:
1. It is distinguished by ‘A’ marker board.
2. It is not dependent upon manual operation.
3. Signals are operated automatically by the passage of the train.
4. It can be passed at ‘ON’ without any authority after waiting for one/two minutes
during day/night with a restricted speed of 10 kmph.
5. Normal aspect of the Automatic signal is proceed.
Semi automatic Stop signal:
1. A fixed signal which can be operated either as an Automatic Stop signal or a Manual
Stop signal, as required, is called Semi-Automatic Stop signal.
2. A king knob is provided to make Semi-Automatic Stop signal to work either as an
Automatic Stop signal (king knob Reversal) or as a Manual Stop signal (the king
knob normal)
3. When a Semi-Automatic Stop signal works as an Automatic Stop Signal, illuminated
‘A’ marker is available.
4. When ‘A’ marker is extinguished, the signal works as a Manual Stop signal.
Manual stop signal: this signal is operated manually.
Gate Stop signal in automatic signaling territory:
i. Automatic signals interlocked with level crossing gates are distinguished by the
provision of ‘G’ marker i.e., letter ‘G’ in black on yellow circular disc and letter ‘A’
with illumination facility against black back ground.
2. When gate is in open condition, it exhibits stop aspect with extinguished ‘A’ marker.
3. When the gate is in closed condition, it works as Automatic Stop signal with
illuminated ‘A’ marker.
4. If the gate signal is at ‘on’ and ‘A’ marker is extinguished, the Loco Pilot has to
follow the gate rules and also the rules for passing automatic signal at ON [Rule
9.15(b)].
5. If the ‘A’ marker is illuminated and the signal is at ‘on’, the Loco Pilot shall follow
the rules for the automatic signal at ON. (Rule 9.02 and 9.07 and SRs there under)
1. What is the procedure to be followed to pass?
a) Automatic Stop signal at ‘ON’ b) Gate signal in automatic territory at ‘ON’
Passing an automatic Stop signal at ‘ON’ (G.R/SR. 9.02 & 9.07)
 LP shall give long whistle and stop the train at the foot of the signal.
 Guard to exhibit stop hand signal in rear and ensure that the tail lamp/tail board is
available.
 Wait for one minute by day two minutes by night
99
 If signal is still at ‘ON’, LP has to give long whistle and exchange all right signal
with Guard.
 Pass the signal at ‘ON’ and proceed with great caution up to next stop signal in
advance so as to stop short of any obstruction.
 Due to curvature of the line,fog,rain,dust storm,engine pushing the train or other
causes,the line ahead can not be seen clearly , the LP shall proceed at a slow speed
not exceeding 10 KMPH.
 He shall also observe for any obstruction .
 LP shall maintain a distance of 150 mts or two OHE masts between his train and
preceding train and that distance can be reduced to 75 mts or one OHE mast in case
of EMUs.
 During poor visibility or floods, breaches, landslides etc , train can be stopped when
tail lamp of train ahead or the obstruction, as the case may be is visible.
b) Passing gate signal at ‘on’ in Automatic signalling territory (G.R. /S.R 9.15)
Gate signal in Automatic signalling territory is identified ‘G’ marker. When the
gate is in open condition, the gate signal exhibits stop aspect with extinguished
‘A’ marker. When the gate is in closed condition, it works as automatic stop
signal with illuminated ‘A’ marker
If ‘A’ marker is illuminated, LP shall follow the rules for passing Automatic
signal at ‘ON’ (10 kmph till he passes next automatic stop signal.)
If ‘A’ marker is extinguished, LP shall give long whistle to warn the gateman
and stop the train in rear of the signal.
⚫ After waiting for one minute by day and two minutes by night, if the signal is
not taken ‘off’, he shall draw his train ahead cautiously up to the level crossing
and
⚫ if the gateman is available and exhibiting hand signals, proceed and pass the
level crossing gate cautiously or
⚫ If the gateman is not available or is available but not exhibiting hand signals,
stop in rear of the level crossing and after ascertaining that the gates are closed
against road traffic and on getting hand signals from the gateman/assistant loco
pilot, the loco pilot shall give one long whistle and cautiously proceed up to the
next stop signal following passing Automatic signal at on rules. (10 kmph up to
next automatic stop signal.)
⚫ If gate man is not available, report to SM of next station.
2) What is the procedure for working of trains?
a. During prolonged failure of signals and communications are available in
automatic block system.
b. LSS/Advanced starter becomes defective on single line/double line in automatic
block system
100
a. working of trains during prolonged failure of signals and communications are

available in automatic block system(S.R.9.12.1)
1. SM shall ensure that block section is free under exchange of PNs.
2. SM to inform SCOR.
3. Train shall be stopped at station, LP & Guard advised of circumstances.
4. SM in rear obtains line clear by available means of communication in the order of
priority.
5. SM in advance grants L/C after satisfying conditions for granting line clear and
also, adequate distance (NLT120mts.) beyond starter.
6. SM after obtaining line clear shall give “authority to Proceed on automatic block
system during prolong failure of signal”- T/D.912 indicating the signal No. to pass
them.
7. Before giving authority SM shall ensure that points enroute are correctly set &
locked, L/C gates are closed under exchange of PNs.
8. T/D.912 contains ATP, authority to pass intervening Automatic, Semi-Automatic
and gate signals at ON with signal Numbers.
9. LP of 1st train with T/D.912 proceed at 25 Kmph and lookout for obstruction.
Second and subsequent trains can proceed with normal speed.
10. LP shall stop outside the first Stop Signal at next Station and thereafter be guided
by the instructions of the Station Master of that station.
b) LSS defective on Single line.(S.R.9.06)

1. In case of LSS defective on single line or the direction of traffic cannot be
established, the Automatic block working shall be suspended.
2. SM shall ensure that all the trains arrived completely and treat the entire block
section as one section.
3. SM shall obtain line clear by any one of the alternative means of communication
and Issue PLCT + T/A 912 to the LP.
4. The speed of the first train shall be restricted to 25 kmphsubject to the observance
of any other speed restriction already in force .
5. Automatic block working may restored after the LSS or direction of traffic is
rectified
LSS defective on Double line: (S.R.3.12)

LP shall be given T/369 3(b) + Caution order of 10 kmph upto the next Automatic stop
signal.
Note: The first Block Station in the direction of movement shall be reckoned as the
Reporting Station in Automatic Territory
3) Differentiate Absolute and Automatic block systems (Chapter VII & IX)
101
Sl.No. Absolute block system Automatic Block system
1 Block stations are classified as A, Stations are not classified

B ,C and Special class stations
2 Signals may be semaphore or Signals are colour light only.

colour light
3 Only manual signals are provided. Signals may be automatic, semiautomatic

and manual.
4 Provision of continuous track Line shall be provided with continuous

circuiting or Axle counters on line track circuit or axle counter
is/are not required except IBS
5 Normal aspect of stop signal is Normal aspect of stop signal is

'STOP' 'PROCEED'.
6 No stop signal can be passed at No authority is required to pass

'ON' unless LP receives a written Automatic signal at 'ON'
authority or PN (except IB, Gate)
7 To start a train line clear shall be Line clear not required to start a train
obtained. (but on single line, line clear shall be
obtained to establish direction of traffic.
8 Signals may be two aspects or Signals shall be multiple aspects only.

multiple aspects. Permissive signals Permissive signals are not provided.
may be provided.
9 . 'G' marker shall be provided on Besides 'G' marker an illuminated 'A '
gate stop signal marker is available when gate is closed.
10 Time interval between two trains Time interval between trains during TIC
during TIC on double line is 30 on double Line is 15minutes.
minutes.
11 Protection shall be arranged as per Protection shall be arranged on same line

6.03 on same line and adjacent line. in rear as per the 9.10 and other lines as
per 6.03.
12 Normally block section between Block section between two stations are
two stations will not be divided into number of automatic block
divided. signalling sections.
13 During TIC on single line authority During TIC on single line authority is
is T/B.602. T/B 602 +T/A.912.
102
14 During TIC on double line During TIC on double line authority is

authority is T/C 6.02 T/B 912.
15 During TSL working authority for During TSL working authority for 1st
all trains is T/D 602 train on right line and all trains on wrong
line is T/D 602 + T/A 912. 2nd and
subsequent trains on right line proceed
on signal aspects.
16 During TSL working the speed of During TSL working the speed of the
the first train is restricted to 25 first train on wrong line is restricted to 25
Kmph Kmph.
17 During TSL working the speed of During TSL working the speed of the 2nd
the 2nd and subsequent trains is and subsequent trains on wrong line and
normal speed all trains on right line is normal speed.
18 Authority to dispatch relief Authority to dispatch relief engine/train

engine/train is T/A 602 is T/C 912
19 On single line when LSS become On single line when LSS become
defective authority is PLCT. defective authority is PLCT +T/A 912.
20 On double line when LSS become On double line when LSS become
defective authority is PLCT. defective authority is T.369 (3b)+CO of
10 kmph up to next automatic signal.
103
CHAPTER – XIV
SR14.10 Condition for closing block section.

1. SM shall ensure that the train arrived completely where
2. BPAC/continuous track circuiting is provided and working
3. Train Runs through
4. SM can easily see the LV indicator
5. Stations provided with end cabins, cabin man/CASM observe the tail board/tail
lamp
6. If BPAC/continuous track circuiting is not provided OR
7. BPAC/continuous track circuiting is provided but not working and walkie
talkie
8. is working
9. Guard after ensuring train stopped within fouling mark contact SM,
10. Guard give his name and train No. line No. etc and give PN to SM
11. SM in turn will issue a PN.
12. Guard record the PN in rough journal.
13. When Walkie talkie is not working
14. SM sends Points man with "Train Intact Arrival Register" (T.1410)
15. SM will mention the train No., Line No. and PN in the register
16. Guard after ensuring train stopped within fouling mark, record PN in the
register.
17. SM can ensure complete arrival after the register is received
18. In case the train is run without BV or Guard
19. SM will depute Pointsman in advance in rear.
20. Pointsman after ensuring train standing within fouling mark shall contact SM on
walkie talkie and issue one PN to SM
104
CHAPTER - XV
1) Explain the various types of Engineering Indicators with diagrams
Engineering Indicators
The Engineering indicators shall be provided both by day and night, to indicate
the place where a stop or a reduction of speed is required (when restriction is for more
than a day).
There are four types of engineering indicators Viz. caution, speed, stop and
Termination
a) Caution indicators
1. It is a rectangular board painted yellow
colour having a conic shape at one end
and fish tailed at the other end.
2. It indicates the Loco Pilot that he is
approaching speed restriction/stop spot
3. It is provided not less than 1200 mts in
BG and 800 in MG from the spot.
4. It shall be provided for both permanent
and temporary speed restrictions
5. In case of temporary SR it shows two yellow
lights horizontally towards approaching train
b) Speed indicator
a. This shall consist of yellow equilateral
triangular board painted yellow and
black figures giving the speed.
b. It is provided both permanent and
temporary speed restrictions.
c. It is illuminated by night by fixing light
in front of it incase of temporary SR
d. It is provided at a distance of 30 mts from
work spot.
c) Stop indicator
1) It is a rectangular board coloured red
with white vertical bars.
2) It displays two horizontal red lights by night*.
3) It is placed at 30 m from the actual danger spot.
105
4) * Reflective type of indicators need not be lit

during night time.
d) Termination indicators
1) These shall indicate the point from which the normal speed may be resumed
2) These are of two namely a) Termination indicator for passenger trains T/P b)
Terminations indicator for goods trains T/G
3) These shall consist of yellow disc with black T/P, T/G letters.
4) T/P, T/G boards shall be located at a distance equal to the length of the longest
passenger trains/goods trains operating on the section.
5) Loop line clearance Board with legend “T/Loop” is provided at stations at a
distance of 720 meters after the loop line cross over point.
Showing of signals at work spot

a) When the trains is required to stop and the restrictions is likely to last only for a
day or less
1) A banner flag at a distance of 400/600mts. (MG/BG), which shall be visible to
LP from a distance of 400 mts.
2) 3 detonators 10 mts apart at a distance of 800/1200mts. (MG/BG), from workspot.
3) Stop hand signal at 30 mts from work spot, at Banner flag, at a distance of 45 mts
from last detonator.
b) When train is required to stop and the restriction is likely to last for more than a
day.
1) A stop indicator at 30 mts,
2) caution indicator at 800/1200 MG/BG from obstruction shall be provided.
3) T/P. T/G boards also shall be provided.
c) When the train is not required to stop and the restriction is likely to last only for a
day or less.
106
1) Proceed with caution hand signal shall show at a distance of 30 mts and 800 mts
from obstructions.
d) When the trains is not required to stop and the restriction is likely to last for
more than day
1) A speed indicator shall be provided at a distance of 30 mts and caution indicator
at 800/1200 MG/(BG from obstruction.
2) Termination boards shall also be provided.
Responsibility of Loco Pilot & Guard
1. Loco Pilot and assistant Loco Pilot shall identify and call out names of engineering
indicator boards to each other when the train approaches them.
2. On approaching the caution indicator the Loco Pilot shall reduce speed as necessary.
3. Keep his train well under control, that the speed restrictions are strictly observed.
4. In case train is required to stop dead.
a) The Loco Pilot shall bring his train to a dead stop at stop indicator
b) The watchman posted at work spot handover book in form NO.ER- 7 to the
Loco Pilot.
c) The Loco Pilot shall fill in the date, train no time and return it after signing.
d) Watchman shall show proceed with caution hand signal, Loco Pilot can pass
spot with 8 kmph.
5. In the case of goods trains, the Loco Pilot shall resume normal speed only after his
engine passed T/G board, or after getting hand signal by Eng. staff.
6. In the case of passenger trains, the Loco Pilot shall resume normal speed only after '
his engine passed T/P board or after getting hand signals by Eng. staff.
7. The Guard shall exhibit the ‘all-right’ signal to the Loco Pilot after the last vehiclehas
cleared the speed restricted zone.
8. Short passenger trains resume normal speed after getting all right signals from
guard.
6) What are the various types of blocks? How to dispatch and receive the material
train/TTM/ Tower car during the block period?
SR 15,06 Blocks
Block means It is an arrangement of blocking of track against movement of traffic over a
particular section, allowing only material train/ TTM/tower wagon for maintenance.
There are four types of Blocks and they are:
2. Line block = blocking for engineering purposes. No traffic exceptmaterial train and
TTM
107
3. Power block: blocking against electric traffic. Diesel may be allowed. exclusively
for OHE maintenance
4. Integrated block = block for maintenance work for more than one department(TRD,
Engg and S&T) simultaneously.
5. Shadow block – means a block, which may be or may not be integrated, availed
from either end of the block section between two block stations simultaneously.
Eg- Changing of bridge girders, replacement of turnouts
Despatch of material train into block section
 Work & return -T / 462
 Work & clear next block station-T/ A 462 - only one material train is permitted
Despatch of track tamping machine
 Work & return = T / 465
 Work & clear next block station = T / A 465
more than one machine is permitted
 T / 465(first unit) + CO s for following units(return to same station) or
 COs for preceding + (last unit) T / A 465( proceeding to next block station)
Despatch of tower wagon
 Work & return = T / 1708 and
 work & clear to next block station = T / A 1708
More than one tower.wagon is permitted
 T / 1708(first unit) + CO s for following units(return to same station)or
 COs for preceding + (last unit) T/A 1708 (proceeding to next block station)
Speeds
 first TTM /T.wagon = normal speed and following = 25 / 10 kmph ( Day
/Night )
 SM receiving T / 462, T / 465, T / 1708 shall advice other SM under exchange of
PN about block section clearance.
Integrated block
 Relevant authorities to be issued to different units
 CO mentioning preceding / following units & to maintain a gap of 150 mts. Each
unit shall run with restrictive speed of 15 / 8 kmph (Day /Night).
 Shadow block
 Relevant authorities issued by respective SMs. C.O. indicating the preceding /
following units from both ends. Each shall maintain a gap of 150 mts & a good
look out for obstruction from opposite side & speed 15 / 8kmph (Day /Night).
Each unit shall return to the same side they started. No unit shall overlap the
work spot. SMs shall collect back the authorities issued.
108
 The authority issued by SM shall have private number in the relevant column or
separately in C.O.
 Reception
 Double line right line and single line:-First unit on reception signals& following
units on calling-on or T 509, separately for each unit onto same line.
 Wrong line – stop at opposite LSS &pilot-in memo separately for each unit onto
same line
 on clearance , official in-charge shall give ”safety certificate” in writing
mentioning speed restriction if any
109
Electrified Section Chapter XVII

Neutral section
1. Neutral section is short section of insulated and dead OHE
2. Neutral section is provided between two consecutive substations
3. Negotiate for every 40 to 60 km
4. Three types: Section Insulator type, Conventional type, & Poly Tetra Fluro
Ethylene type.
5. Neutral section location is given in WTT.
6. Warning board at 500m and 250 m from it
7. Similarly the location at which the power has to be switched off and on shall be
indicated byboards.
8. Speed shall not be less than 30 kmph while passing the section
Precautions to be observed in the electrified section [OHE area]
1. Engine crew of all trains shall be vigilant & keep a sharp look out while the train
is in motion and working the OHE and report any defect noticed to the
TPC/SCOR.
2. When a defect, which is likely to interfere with the smooth movement of the
pantograph, the Loco Pilot shall trip the circuit breaker and lower the
pantograph.
3. When the power is failed and restored, contact TPC and follow the instructions
of TPC. If Loco Pilot not able contact TPC proceed with a restricted speed of
60/30 Kmph [day/night] up to next station.
4. When a train comes to a stop in the section and cause is not known, protect the
train as per G.R. 6.03
5. In the event of fire on an electric engine, the Loco Pilot shall immediately switch
off circuit breaker and lower the pantograph. Stop the train and try to extinguish
the fire.
6. Loco Pilot and assistant Loco Pilot shall call out each other, all permanent and
temporary display boards in the section.
7. In order to negotiate the neutral section without stalling, the Loco Pilot shall
approach it at a speed not less than 30 kmph.
8. No Loco Pilot shall pass the neutral section between warning boards [neutral
section] with power ON.
9. When tower wagon is attached to a train, Loco Pilot shall not exceed the speed
stenciled on tower car.
10. No person shall climb on top of the engine or on the roof of carriages or wagons.
11. In case of emergency the assistant Loco Pilot is authorised to drive the train at a
restricted speed not exceeding 40 kmph.
110
12. If the driving apparatus in the leading cab become defective Assistant Loco Pilot
can work the train from trailing cab with a restricted speed of 40 kmph. [ Loco
Pilot in the leading cab ]
13. Loco Pilot can work the train from trailing cab with a restricted speed of 15
kmph.
14. In case of single or multiple unit train stopped between stations and detention
exceeds 10 minutes, the train shall be protected as per Rule 6.03.
111
APPENDIX III -( NON-INTERLOCKED WORKING )

1) What is Non-interlocking working? What is the procedure for NI working? How the
trains dealt during NI working?
Occasions for NI working
 Overhauling of lever frames/panels
 Remodeling of station/gauge conversion/doubling
 Introduction of panel interlocking/RRI
 Replacement of worn out frames/panels
 Cable meggering
 S&T engineering joint works etc.
 All preparatory work should be completed before NI working.
 The period for minor works should be decided by branch officers. Major
work by DRM in consultation with Branch Officers.
 Shunting operation should be reduced.
 Less importance trains may be cancelled or short terminated.
 Precedence and crossing should be avoided.
 Major yards – NI working may be introduced in phases.
 Eng. S&T officials send a circular notice to SR.DOM at least 15 days in
advance copy to SM
 SR.DOM shall issue special instructions to all concerned.
 A notification showing the date and time, probable duration, the
instructions for the Station Master to issue Caution Order and Chief Crew
Controller to advise Loco Pilots for observing the temporary speed
restrictions, must be issued jointly by the Sr.DOM/DOM and
Sr.DSTE/DSTE
Action before commencement
 TI/SFC/Safety officer will be the overall in charge. DRM will decide the
Level of officer.
 DRM nominates SE/JE of S&T and Engg. to assist in charge of the work..
 Sufficient number of clamps with pad locks H/S flags and lamps to be
arranged.
 Contents of circular notice/special instructions to be explained to all the
staff and their acknowledgement should be taken.
 Concerned registers, authorities and memos should be arranged in
advance.
 Caution order shall be issued by SM.
 S&T work and Engg. work should be carried out under the supervision of
in-charges of concerned depts.
 Yard shall be divided into number of areas provided with goomties –
manned by SM/Guard/SWM assisted by points man/cabin/lever man/YP.
 Furniture shall be provided by engineering branch.
 Proper communication shall be arranged by S&T department
 Lighting arrangements shall be made by electrical department.
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 30 kmph speed board or as applicable shall be provided at FSS by S&T

branch.
 Preceding Sunday or on a day where less number of trains run, mock NI
working may be conducted
 Before commencement of NI working, SE/JE signals should give
disconnection notice.
 A common NI home shall be provided with stop and caution (off) aspects
without route indication.
 NI starter can be taken off to caution aspect
 LSS to be disconnected at fag end with traffic block of 2-3 hrs
 Normally no PLCT working
Rules for NI working
 On S/L not more than one train movement is permitted at any one time.
 On D/L after ensuring that all points connecting UP and DN lines are set in
normal position and clamped and padlocked(key to be kept under the safe
custody of official in-charge of NI working),movements of trains on completely
isolated UP and DN lines can be permitted.
 The line may be set to Main line of first directional loop line(involving single
turnout) and all points in the route are set correctly and all facing points are
clamped with suitable clamps,and padlocked duly ensuring the overlap is free
for allowing the trains to run at 30 KMPH
 The SM on duty should nominate the line for reception/despatch by physical
observation/PN received from the goomty.
 In charge of goomty is responsible for correct setting, clamping with suitable
clamps and padlocking of points. He should also ensure that the overlap is
free from obstruction and exchange PN.
 SM should ensure PHS while receiving the train at Outer most points and
while despatching, at the foot of the Starter.
 Only after traffic official has assured himself the line has been correctly set
and locked for the required movement including overlap (i.e 120 m), may
permit to take off free Home and starter.(Need not to be stopped at Home &
Starter)
 On completion of work, the gear which is under disconnection, should be
tested by SM jointly with SE/JE signals, before accepting the reconnection
notice for normal working.
 Normal working message will be issued by Operating official in-charge on
receipt of reconnection from S&T/Engineering.l
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APPENDIX VIII -( MARSHALLING )

1) How to marshal the following vehicles:
a. Wagons containing explosives.
b. Wagons containing petroleum and other inflammable liquids.
c. Dead engines.
d. Second class luggage brake van (SLR).
e. Four wheelers.
f. Officers saloon
Marshalling means the systematic arrangement of vehicles on a train to meet specific
transportation needs such as safety, operational efficiency, elimination of delay,
optimum utilization of transport capacity etc.,
a. Wagons containing explosives
1 Maximum number of such wagons allowed by goods train is ten, by mixed trains or
parcel trains are three.
2. They shall be separated by dummy wagons as follows: Not less than three dummy
wagons from, brake van, passenger coaches, wagons containing dangerous goods or
inflammable articles and one from electric or diesel loco.
3. They shall be coupled close by each other as well as to other wagons.
b. Wagons containing petroleum and other inflammable liquids
1. No limit as regards to the number of such wagons.
2. Must be coupled closely.
3. Guard wagons:
Class A (flash point below 23oC) shall be separated
 From wagons containing explosives, dangerous goods not less than three
 When Electric or diesel locomotive is used - only one wagon should be used
from locomotive, passenger carriage and brake van.
 How ever no need to attach such wagon between 8 wheeler tank wagons and 8
wheeler brake van.
Class B (flash point above 23o C but below 65o C)
1. This wagon should be separated from Electric / Diesel Loco, B/Van, Pass Coach by
one dummy wagon.
2. Compressed and liquefied gases by two wagons.
3. Explosives by three wagons.
4. How ever no need to attach such wagon between 8 wheeler tank wagons and 8
wheeler brake van.
Class C (flash point at 65o C and above)
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c. Dead engines
1. Escorting of dead locomotive is not necessary if the brakes are fully operational
and the dead loco is attached next to the train engine.
2. In the following occasions the dead locomotive is to be escorted:
i. when attached in the rear of the brake van (or )
ii. When attached next to train engine and defect in under gear equipment.
3. The escorting shall be by a competent person not lower than Assistant Loco Pilot:
4. Dead locomotive can be attached to Mail / Express train including super fast
trains but excluding Rajdhani and Shatabdi / Duranto trains.
5. Brake power of the train should be 100% excluding dead locomotive.
6. For passenger trains only next to train engine is permitted.
7. Maximum of TWO dead locos can be attached by a Goods train with one/two
working locos.
8. Maximum of TWO dead Diesel locos( WDM2/WDG3A/WDM3A/WDM3D)
can be attached by a Coaching train with
one/two( WDM2/WDG3A/WDM3A/WDM3D) working locos on KZJ-SC/HYB
section.
9. Movement of TWO dead locos with working diesel locos on coaching trains
(except Rajdhani/Shatabdi/Duranto) is permitted on KZJ-SC/HYB section
subject to compliance of the other conditions.
10. In exigencies like MU loco failures, TWO dead locos can be attached by a
Coaching train with one/two working locos (Electrical or Diesel) on all sections
of SCR with a SR of 20 KMPH up to the next feasible station where the failed
locos may be detached.
11. If the dead loco brakes are not functional, it is treated as a piped vehicle and in
such cases
1. Only one dead loco ( electrical/ diesel) is permitted and
2. Brake Power of Mail/Express/Passenger/Mixed train excluding dead loco
should be at least 90%
d. Marshalling of SLRs
1. In case of Mail/Express trains, anti-telescopic or steel bodies SLRs must be
marshalled as the last coach at both ends of the formations. In the absence of front
SLR the coach next to train engine be kept empty and locked.
2. In case of old design SLR (one side passenger portions other side design portion) it
should be marshalled in such a way that the luggage portions I trailing outer most
or next to engine.
3. In case of M/E trains two anti-telescopic or steel bodied coaches should be
marshalled inside SLR at both ends. (Passenger trains - one coach).
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4. If wooden bodies SLR's to be used on ME trains it should be marshalled inside of

two (incase of passenger one) anti-telescopic coaches.
5. If sufficient number of anti-telescopic SLRs are not available anti-telescopic/steel
bodies SLR's to be provided in this order M/E trains, Main line passenger, Branch
line passenger short trains.
6. In case of short trains, SLR whether anti-telescopic steel bodies or not should be
marshalled in middle. Outer most vehicle shall be 1(1st phase) or 2 (2nd phase) anti-
telescopic/steel bodies coaches.
e. Marshalling of four wheelers
1. Single four wheelers must not be marshalled between two bogies, but a single four
wheeler may be attached between the engine and a bogie vehicle to avoid delays in
shunting en route.
Note: This rule is not applicable when ever banking engine/assisting not required
engine is attached in rear of rear brake van.
2. A four wheeler coaching vehicle or goods wagon can be attached to a passenger
train either in front i.e. next to engine or in the rear of the train.
3. When four wheeler is attached to the passenger train the maximum speed of the
train should not exceed 75 Kmph on BG and 50 Kmph on MG.
f. Railway Officers saloons –
1. Shall not be attached to race specials, postal express trains and military specials.
2. Saloons of GM, HODs and CRS may be attached to any train except mentionedabove.
3. Not more than one saloon will be attached to a mail train.
4. The saloons of Heads of Departments and Divisional Railway Managers shall
ordinarily be attached to Passenger, parcel and Goods trains.
5. COM’s permission must be obtained for attaching their saloons to Mail or Express
trains.
6. The saloons of Divisional and other Officers may be attached to Passenger, Parcel
and Goods trains only.
7. Officers saloons may be attached to a light engine provided the saloon is fitted with
vacuum/air brake and a tail lamp or a tail board is fixed.
8. A saloon can be attached to a train if the prescribed load permits it.
9. One saloon may be attached to a train in excess of the prescribed load but the actual
tonnage must be shown in VG.
10. Saloons while being attached care must be taken to see the detention is minimum
and attached operationally convenient.
11. Officers shall not take or send their saloons outside their jurisdiction without the
prior consent of their Heads of Department and the COM.
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AIR BRAKE
The brake system in which compressed Air is used in the BRAKE CYLINDER for the
application of BRAKE is called AIR BRAKE.
NECESSITY:
The Vacuum Brake has got it’s own limitations like:

 Brake Fading.
 Increased application & release timings.
 In higher altitudes due to insufficient Vacuum levels in brake van and train
engine.
To overcome all these problems, it has become necessary to introduce Air Brake System
to control
 Speed of the Train,
 To Stop it within a reasonable distance,
 Irrespective of it’s length,
 Load of the Train,
 Distance Covered,
 Altitude of the Train.
ADVANTAGES OF AIR BRAKE OVER VACUUM BRAKE SYSTEM:
 Uniform brake power is possible throughout the train, but it is not possible in
case of Vacuum brake, since the pressure drop at the rear of the train is up to
20%.
 The propagation rate of compressed air is 260 m/sec to 280 m/sec. when
compared to 60 to 80 m/sec in case of Vacuum Brake.
 The Air Brakes have potentiality to run trains longer than 600 metres in length.
 The Air brake trains have potentiality to run heavier trains than 4500 tons.
 Shorter Braking distance.
 Suitable for higher altitudes
 Compact and Easy to Maintain.
 Consumption of spare parts is very less
 Simple Brake Rigging.
 Quicker application and release, so better punctuality can be achieved.
 Better utilisation of rolling stock since less maintenance and pre-departure
detention
GRADUATED RELEASE:
In this system the brake cylinder pressure can be reduced gradually in steps in
proportion to the increase in brake pipe pressure.
TYPES OF GRADUATED RELEASE AIR BRAKE SYSTEM
 Single Pipe Air Brake System

 Twin Pipe Air Brake System
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SINGLE PIPE SYSTEM:
There is only one pipe called Brake Pipe (BP) running from loco to the brake van in
order to get continuity for the application and release of brakes.
TWIN PIPE SYSTEM

In addition to the Brake Pipe, there is one more pipe called Feed Pipe (FP) running from
loco to the brake van to charge the Auxiliary Reservoir (A R) continuously to 6 kg/cm.
MAIN COMPONENTS OF AIR BRAKE SYSTEM
DISTRIBUTOR VALVE:
 It is the most important functional equipment of the system and it is like brain of
the system.
 It senses the BP pressure variations and works automatically to provide
application as well as release.
 The Distributor Valve Assembly consists of Distributor Valve, A pipe bracket
and Control Reservoir.
 All pipe connections to DV are given through Pipe Bracket.
 A Control Reservoir of 6 liters volume is also mounted to the pipe Bracket.
 The DV is also provided with “Isolating Handle”
 A Manual Release handle is also provided at the bottom of the DV.
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BRAKE CYLINDER:
 At the time of Brake Application, compressed air from Auxiliary Reservoir, via
DV, enters Brake Cylinder and moves its piston out-wards.
AUXILIARY RESERVOIR:
 The Auxiliary Reservoir (AR) stores the air required to fill the Brake Cylinder.
 In Single Pipe System it receives the supply of compressed air from Brake Pipe
through DV of 5 kg/cm².
CUT – OFF ANGLE COCK:
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 It is provided on the Brake Pipe of either end of each wagon which is used for
opening or closing the Brake Pipe.
 When it parallel to the pipe, it is OPEN and when at right angle to the pipe, it is
CLOSED.
 When it is closed, the connected hoses get vented.
HOSE COUPLING:
 Hose couplings are provided to connected Brake Pipe hoses of consecutive

wagons
 Through which the Brake Pipe is made continuous throughout the train.
 It enables the supply of compressed air to all wagons for activating their brake
equipment.
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DIRT COLLECTOR:
 The Dirt Collector is provided at the junction of Brake Pipe and Branch Pipe.
 It removes dirt from the compressed air coming through the brake pipe so that
only dust free air enters the DV and AR.
GUARD’S EMERGENCY BRAKE VALVE & PRESSURE GUAGE:
 This valve is provided in the Brake Van for the use by the Guard for
application of Brakes from the Brake Van during emergencies.
 Pressure Gauge is provided in Brake Van to enable the Guard to Check the
pressure in the Brake Pipe.
THE PROCESSES INVOLVED IN WORKING OF AIR BRAKE ARE:

1. Charging
2. Application
3. Release
4. Manual Release
C H A R G I N G:
 Brake Pipe is charged with 5 Kg/Cm2by the Drivers brake valve from the loco.
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 The Air passes through Dirt Collector and reaches DV

 Auxiliary Reservoir is charges with 5 Kg/Cm2
 The Control Reservoir is charged through the Distributor Valve to 5 Kg/Cm2.
 During charging Brake Cylinder is connected to exhaust through DV to keep the
brakes in released condition.
A P P L I C A T I O N:
STAGES B P PRESSURE IS REDUCED BY

Minimum Reduction 0.5 to 0.8 Kg/Cm2
Service Application 0.8 to 1 Kg/Cm2
Full Service Application 1 to 1.5 Kg/Cm2
Emergency Application Above 1.5 Kg/Cm2
When the BP pressure is reduced in steps as shown above:
 The DV will sense it and sends the air from AR to BC to a maximum pressure of
3.8 Kg/Cm2
 The air pressure pushes the Piston out from the B C and through rigging the
brake application will take place.
 During minimum reduction and service application the admission of air from
AR in to BC is directly proportional to the reduction in the BP pressure.
 Before AR is connected to BC, the AR and CR are disconnected from BP, and BC
also is disconnected from Exhausted.
R E L E A S E:
During Release, the BP pressure is increased in steps.
 When the BP pressure is increased in steps, the brake cylinder is disconnected
from AR.
 And in turn the BC is connected to exhaust.
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 The air from Brake cylinder is released / vented progressively depending upon
the increase in the brake pipe pressure.
 When the BP pressure is brought to 5 Kg/Cm2 the air from brake cylinder is
completely exhausted and the brakes are released fully.
M A N U A L R E L E A S E:
 Whenever the loco is detached, BP pressure is brought to ZERO and brake
application takes place due to the existence of CR pressure at the bottom of the
main diaphragm.
 To release the brakes manually, the hollow stem in the DV should be brought to
the normal position by releasing the air from CR.
 To facilitate this, the release valve provided at the bottom of the DV is given a
brief pull. This is called quick release valve(QRV).
 The air from CR is released which in turn brings the hollow stem to the normal
position to connect BC with exhaust for releasing of brakes.
BOGIE MOUNTED BRAKE SYSTEM

In order to overcome the problems faced due to the breakages and malfunctioning of
SAB enroute, and also due to the frequent breakages and replacement of Cast Iron
brake block, a new system called Bogie Mounted Brake System is introduced. In this
system, the SAB’s are eliminated by providing the cylinders directly mounted on the
bogie frames itself, and the High friction composite K type brake blocks minimises the
frequent replacement and breakages of brake blocks.
The main purpose of providing the High friction composite brake block is to
overcome the deficiency in brake power in the Bogie mounted system.
The Bogie Mounted Brake Cylinders are provided with an in-built slack adjuster to
maintain a constant brake block clearance automatically. It is a single acting slack
adjuster by which the clearance between wheel and brake block can be decreased
automatically by increasing the effective length of piston rod whenever the piston
stroke exceeds 32mm due to wear on the brake block and the wheel. During return
stroke, the adjusting movement takes place.
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If the clearance between wheel and the brake blocks is less due to any reason, it does
not bring the required clearance automatically.
Process of Releasing/Recharging.
During release, the BP pressure is increased in steps. When the BP pressure is

increased in steps, the brake cylinder is disconnected from AR and in turn connected
to exhaust. The air from Brake cylinder is released / vented progressively depending
upon the increase in the brake pipe pressure. When the brake pipe pressure is
brought to 5 Kg/Cm2 the air from brake cylinder is completely exhausted and the
brakes are released fully.
Q.25 Describe the manual release.

Ans. Whenever the loco is detached, BP pressure is brought to zero and brake
application takes place due to the existence of CR pressure at the bottom of the
main diaphragm. To release the brakes manually, the hollow stem in the DV
should be brought to the normal position by releasing the air from CR. To
facilitate this, the release valve provided at the bottom of the DV is given a brief
pull. During this operation, the air from CR is released which in turn brings the
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hollow stem to the normal position to connect BC with exhaust for releasing of
brakes.
Releasing time in the air brake System?

Ans. After the Full service or Emergency brake application the brake cylinder gets a
maximum pressure of 3.8 Kg/Cm2 from Auxiliary reservoir.
The releasing time means, the time taken by the Distributor valve to release the
air from Brake cylinder from 3.8 Kg/Cm2 to 0.4 Kg/Cm2.
Note: The releasing time does not depend upon the piston displacement but it
depends upon the BC pressure only.
What do you understand by the term Application time?

Ans. The application time is the time taken by the Distributor valve to admit a
pressure of 3.8 Kg/Cm2 in to Brake cylinder from the Auxiliary reservoir during
Full service application or Emergency application.
The application time for the coaching stock is 3 to 5 Seconds.

The application time for the Goods stock 18 to 30 seconds.
The releasing time for the coaching stock is 15 to 20 Seconds.
The releasing time for the Goods stock 45 to 60 seconds.
Q.1 What does the LHB stands for?
Ans. LHB stands for LINKE HOFMANN BUSCH. It is a railway Coach

Manufacturing unit situated at Germany. The coaches manufactured by
LHB/Germany are called LHB coaches. These coaches are now being
manufactured at RCF/ Kapurtala after getting the Transfer of technology from
GERMANY.
Q.3What are the Salient features of LHB coaches?
Ans. The salient features of LHB coaches are

a. These coaches are longer by 1.7 meters than the ICF coaches and hence more
number of passengers can be accommodated in a given coach. As the length
of the coach is longer the number of coaches required to form a formation is
reduced and hence over all cost of maintenance becomes less.
b. These coaches are fitted with Axle Mounted Disc brakes to have an effective
brake
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power to stop the train within the emergency braking distance. As the brake
forces are acting on the Discs which are mounted on the Axles, the wear on
the wheel tread caused due to tread brake is eliminated and hence the life of
the wheels are considerably increased.
c. These coaches are fitted with Wheel slide protection device to prevent the
wheel from getting skid. Due to various reasons it is possible for any one of
the wheel to have lesser speed when compared to the other three wheels and
in such a case it releases the air from the brake cylinder of the affected wheel
automatically to prevent the wheels from getting skid
d. These coaches are fitted with Brake accelerator in the Brake pipe to bring BP
pressure to zero during emergency brake application. The brake accelerator
connects the Brake pipe with exhaust during emergency application to
facilitate faster releasing of air from the brake pipe.
e. These coaches are provided with FIAT bogies, which are designed to run at a
speed of 160 KMPH.
f. These coaches are fitted with Controlled discharge Toilet system designed to
discharge the human waste when the speed reaches above 30 KMPH after
completion of 15 flushing. The objective of this toilet system is to keep the
station premises clean and hygienic.
g. These are fitted with tight lock AAR centre buffer coupler with anti-climbing
feature to prevent the climbing of one coach over another in case of accidents.
h. The wheelbase of Bogie is 2560 mm.

i. These coaches are fitted with earthling device to prevent damages to the
Roller bearings.
j. These coaches are fitted with roof mounted AC package units.
k. The following equipments are operated by electronically operated control
system (Computer)
1. Wheel slide protection device.
2. Controlled discharge toilet system.
3. Water pumping device.
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4. Roof mounted AC package units

l. The riding index of LHB coach is 2.75 when compared to 3.25 in case of ICF
Coaches
m. The passenger emergency alarms signal devices are provided inside
passenger compartment. This is to avoid operation of PEASD by
unauthorized persons from outside. There is no mechanical linkage like a
chain and this handle directly operates the PEASD valve for venting the
brake pipe pressure.
AIR BRAKED TRAINS TROUBLE SHOOTING: -
1. BRAKE BINDING
1.1 FOR ICF/HYBRID COACHING STOCK: Bogie Mounted Brake Cylinder (BMBC)
coaches if all 4 Brake cylinders not released. Sequence of operations forattending Brake
binding
Step-1: Pull the “QRV” of the DV. If brakes are not released
Step- 2: Close the BC Isolation cocks of both the trolleys. If still brakes are not
released
Step-3: Remove the Brake gear pin of Brake Cylinder & Brake beam connecting
pin of each Brake Cylinder
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Step-1 Step-2 Step-3
After ensuring releasing of brake binding (Brake block loose) Isolate/Dummy the air
brake system by the following steps:-
Step-1: Isolate DV by bringing DV Isolating handle into horizontal position and pull
the QRV
Step-2: Close BP Isolation Cock
Step-3: Close FP Isolation cock
Step-4: Drain AR fully by opening the AR drain cock
Step-1 Step-2
Step-3 Step-4
Examine the wheels for Flat places on Tyre if there is more than 50mm should not be
allowed further to run.
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1.2) Sequence of operationsfor attending Brake binding Of Goods stock

of Single Brake Cylinder Wagons
Check Hand Brake if Hand Brake is not the cause of brake binding then follow the
sequence: -
Step-1: Pull the “QRV” of the DV. If brakes are not released
Step- 2: Remove the dummy nut cautiously. If still brakes are not released
Step-3: Rotate SAB barrel in anti-clock wise direction for slackening. If still brakes
are not released
Step-4: Remove end pull rod pin
Step-1 Step-2
Step-3 Step-4
After ensuring releasing of brake binding (Brake block loose) Isolate/Dummy the air
brake system by bringing DV Isolating handle into horizontal position and pull the
QRV
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1.3) Sequence of operationsfor attending Brake binding Of a DEMU

Coaches: -
Provided with EP (Electro Pneumatic) Air Brake System. (NO DV)
Bogie mounted brake cylinder (BMBC) DEMU Coaches if all 4 Brake Cylinders not
released
Step-1: Pull the “Wire” provided below the coachuntil the brakes get released (Observe
the Air pressure sound till sound stops)If brakes are not released
Step-2: Close the BC Isolation cocks of both side trolleys. If still brakes are not
released
Step-3: Remove the Brake gear pin of Brake Cylinder & Brake beam connecting
pin of each Brake Cylinder
Step-1 Step-2 Step-3

Ensure releasing of brake binding (By Brake block loose on Wheel)
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Isolate/Dummy the air brake system By closing EP Isolation Cock & BP (Auto) Isolation
cocks
1.4) Sequence of operationsfor attending Brake binding Of a LHB/DD

Coaches: -
Check Indicators provided at coach body side panel.If Brake are binding Indicator
provided below the side body will show Red color.
NORMAL LHB COACH LHB GUARD COACH DOUBLE DECKER LHB COACH
Step-1: Pull Quick release rod/Wire of DV provided below the coach. If brakes are not
released
LHB COACH C3W DV LHB COACH KNOOR DV LHB DD COACH KNOOR DV
Step-2: Close the BC Isolation Cocks (switches) of both the trolleys(Bogie -1, Bogie-2)
from the body side Brake panel.If brakes still not released
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LHB COACH C3W DV LHB COACH KNOOR DV LHB DD COACH KNOOR

DV
Step-3: Open flexible pipe of B.C. line of one/both the axles of one/both trolleys having
brake binding.
AfterEnsure releasing of brake binding that is after Ist step or 2nd step or 3rd step
Isolate/Dummy the Air Brake system as follows: -
Step-4a: Isolate DV by lifting DV Isolation handle upwards
Step-4b: Isolate FP cock (switch) fitted in Brake panel.
Step-4c: Drain out AR fully. Pull Quick release wire of DV again
Step-4d: Physically ensure the release of Brake Pads of all wheels by shaking or Brake
indicator in green position.
Step-5:Examine the wheels for Flat places on Tyre if there is more than 50mm it should
not be allowed further
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FP
Step-4(a) Step-4(b) Step-4(c)
Step-4(d) Step-4(d) Step-5
ACP resetting method ICF/HYBRID Coaches
1.To stop the train, pull the Alarm Chain from inside the Coach of any cabin.
2. If Alarm Chainispulled, disk will turn down at End wall,light willburn from side
wall& BP pressure from PEV choke should exhaust by hissing sound and brake should
apply.
3. Reset the alarm signal disk with the help of resetting wire rope by pulling down on
PEASD.
4. Hissing sound will stop and brakes should get released
5. If the air leakage does not stop even after resetting, then close the PEV isolation cock
provided under the coach.
Step -1 Step -2
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Step - 3 Step - 5
ACP resetting method LHB, LHB DD Coaches
1. To stop the train, pull the PEASD handle down wards inside the cabin. After ACP,
red light (LED) glows and venting the BP pressure through 19mm choke of PEV.
2. Simultaneously red light provided outside the coach also glows after ACP.
3. For re-setting the PEASD, the resetting key is to be inserted on the projection
available near the PEASDwhere the PEASD handle is pulled and the key is to be rotated
in the clock wise direction.
4. If the air leakage does not stop even after resetting, then close the PEASDisolation
cock provided under the coach.
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LHB NORMAL COACH LHB DOUBLE DECKER COACH
135
BY PASSING IN ICF COACHES

When a BP main pipe(Iron pipe) punctured or BP pressure leaking from any part of
the Air brake system in enroute of a train By pass the Air brake system by the
following method and run the Train.
1. In-between the effected coach before and after coaches BP, FP air hoses to be
uncoupled
2. The effected coach before coach rear BP air hose to be coupled to the effected coach
FP air hose by Special coupling available in B.Van equipment room or by interchange
the FP air hose of effected coach with available BP air hose
3. The effected coach rear FP air hose to be coupled to front BP air hose of next coach
Special coupling available in B.Van equipment room or by interchange the BP air hose
of effected coach next coach with available FP air hose
4. The effected coach to be released manually.
5. Close the Engine FP cock for running the train in single pipe system.
6. Conduct continuity test and can be brought to the next TXR point.
Front portion Effected coach Rear Portion

FP
Special Coupling
BY PASSING IN LHB, LHB DD & HYBRID COACHES
By pass the Air brake system when a BP/FP main pipe (Iron pipe) punctured or BP/FP
pressure leaking from any part of the Air brake system in enroute of a train.
PROCEDURE OF BYPASSING OF BP/FP PIPE

• Use the coach by Pass length pipe.(Available in one of the Guard coach near
generator in BOX)
136
• For BP - Directly use the by pass length pipe.

• For FP – Directly use the by pass length pipe.
• Use the pipe with BP/FP Palm end.
BP&FP PALM END

1. Un couple BP/FP air hoses of both sides of affected coach.
2. Connect the BP/FP bypass length pipe (available in brake van) to the front coach of
affected coach to the rear coach of affected coach and open the BP/FP cut off angle
cocks.
3. Ensure manual release of affected coach and Isolate the Air brake system of affected
coach.
4. Check the BP/FP pressures in Engine and rear power cars.
5. Ensure the air continuity by conducting air continuity testand start the train.
NOTE: If FP pipe line bypassed and trolley is of Air suspension then Run the train with
max.60KMPH and Isolate the CDTS of the By passed coach
Front portion Effected coach Rear Portion

FP FP
BP BP
TRANSPORTATION CODES OF ROLLING STOCK: -
COACHING STOCK FREIGHT STOCK

W-Prefixed Vestibule B Bogie Wagon
G-Prefixed Self Generating Coach O Open Wagon
S-Prefixed Second class C Covered Wagon
F-Prefixed First Class T Tank Wagon
AC-Suffixed Air Conditioned P Petrol
137
CN-Suffixed 3 Tier Sleeper LPG Liquid Petroleum Gas

CW- Suffixed 2 Tier Sleeper BR Bottom Rapid Discharge
CZ-Suffixed Chair car/ Day coach BY Bottom Mech. Discharge
L-Prefixed Luggage Compartment R Rails
R-Prefixed Guards Brake van C Container
CB-Suffixed Pantry car L Low Plat form
CD-Suffixed Dining car ST Steel Load
D-Prefixed Disabled N Air Brake Stock
M-Prefixed Military Coach X All welded construction
Fitted with Diesel HS High speed
N-Prefixed
Generator HL High Load
Coach No: Ex – 95207 (First two digits indicates last two numbers of year of
manufacturing and last three digits indicates type of coach)
001 to 025 - First class AC coaches (WGFAC)

026 to 050 - First class AC cum Two tier coaches (WGFACCW)
051 to 099 - AC two tier coaches(WGACCW)
100 to 150 - AC three tier coaches (WGACCN)
151 to 199 - AC chair car coaches (WGACCZ)
200 to 399 - Second class sleeper coaches. (WGSCN)
400 to 599 - Second class un-reserved (General) coaches (GS)
600 to 699 - Second class Chair car/Day coaches. (WGSCZ)
700 to 799 - SLR coaches (SLR, SLRD, LR, GSR)
800 to 850 - Pantry coaches (WCB)
851 to 899 – Parcel coaches (VPU, VPH)
900 to 999 - First class, Department and miscellaneous coaches
ICF COACHES
S. TRANSPORTATION
DETAILS
No CODE
1 GS 90 Seats SECOND CLASS FITTED WITH SELF GENERATING EQUIPMENT
2 SLR 42 Seats SECOND CLASS LUGGAGE AND BRAKE VAN

WGSCN 72 Berths VESTIBULED SECOND CLASS THREE TIER SLEEPER WITH SELF
3
WGSCN-1 81 Berths GENERATING EQUIPMENT
138
VESTIBULED SECOND CLASS CHAIR CAR WITH SELF

4 WGSCZ 108 Seats
GENERATING ELECTRICAL EQUIPENT
WGACCN 64 Berths VESTIBULED AIR CONDITIONED THREE TIER WITH SELF
5
WGACCN-1 72 Berths GENERATING ELECTRICAL EQUIPMENT
WGACCW 46 Berths VESTIBULEDAIR CONDITIONED TWO TIER WITH SELF
6
WGACCW-1 48 Berths GENERATING ELECTRICAL EQUIPMENT
7 WGCZAC 73 Seats VESTIBULED SELF GENERATING SECOND AC CHAIR CAR
WGFAC 18 Berths VESTIBULED AIR CONDITIONED FIRST CLASS WITH SELF
8
WGFAC-1 22 Berths GENERATING ELECTRICAL EQUIPMENT
9 WGFACCW 10+20 VESTIBULED FIRST CUM AC 2-TIER SLEEPER
10 WCB VESTIBULED PANTRY CAR
11 WCD VESTIBULED DINING CAR
12 CT TOURIST CAR
13 WCTAC VESTIBULED AIR CONDITIONED TOURIST CAR
14 OHE OVER HEAD EQUIPEMNT INSPECTION CAR
15 PPS FULL BOGIE POSTAL VAN
16 NMG NEW MODIFIED GOODS
17 RA INSPECTION CARRIAGE ( ADMINISTRATIVE)
18 RAAC AIR CONDITIONED INSPECTION CAR
19 RE INSTRUCTION VAN (MOBILE TRAINING CAR)
20 RH MEDICAL VAN
21 RHV AUXILIARY MEDICAL VAN
22 RT ACCIDENT AND TOOL VAN OR RELIEF VAN
23 RS STORES VAN
24 RZ TRACK RECORDING CAR
25 EMU ELECTRICAL MULTIPLE UNIT
26 DHMU DIESEL HYDRAULIC MULTIPLE UNIT
27 DEMU DIESEL ELECTRICAL MULTIPLE UNIT
28 DPC DRIVING POWER CAR
29 TC TRAILING CAR
30 ZZ SUBURBAN COACH
31 PCV’s PASSENGER CARRYING VEHIVLES
32 OCV’S OTHER CARRYING VEHICLES
33 SG SELF GENERATION
139
34 EOG END ON GENERATION
35 Prefix with letter L LHB coaches Ex: LWGSCN
36 Prefix with letter S Hybrid coaches Ex: SWGSCN
37 Suffix with letter H Gharib Rath Ex: WACCNH – 72 Berths, WACCNH-1 78 Berths
38 Suffix with letter J Jan Shatabdhi Ex: WGSCZJ
39 VPH High Capacity Parcel Van 23T
40 VPU Motor Cum Parcel van 18T
41 VR Refrigerator Parcel Van
42 RU Self Propelled Tower Car
LHB COACHES
At a glance comparison of Weight and Capacity
S. CODE No. of Tare

no TYPE OF COACH seat wt
/berth
1 AC FIRST CLASS SLEEPER- (EOG) LWFAC 24 40.87
2 AC FIRST CLASS SLEEPER- (SG) LWGFAC 24 45.90
3 AC SLEEPER- (EOG) LWACCW 54 41.60
4 AC SLEEPER- (SG) LWGACCW 54 48.00
5 AC THREE TIER SLEEPER- (EOG) LWACCN 72 43.00

6 AC THREE TIER SLEEPER- LACCN (SG) LWGACCN 72 50.50
7 AC DOUBLE DECKER AC CHAIR CAR (EOG) LWACCZD 120 48.5
8 AC HOT BUFFET CAR LWCBAC 18 42.20
9 NON AC SECOND CLASS (SG) LGS 99 35.29
10 NON AC SECOND CLASS THREE TIER –(SG) LWGSCN 78 36.28
11 NON AC- LUGGAGE CUM GUARD VAN(SG) LGSLR 36 35.40
12 AC CHAIR CAR EXECUTIVE CLASS LWFCZAC 56 42.27
13 AC CHAIR CAR LWCZ AC 78 42.27
14 GENERATOR CUM LUGGAGE& BRAKE LWLRRM 5(4CREW 52.12

VAN S+1GUA
RD)
140
ICF/EOG Tare Weight Capacity LHB/EOG Tare Weight Capacity

WFAC 46.2 t 18 LWFAC 43.3 t
24
WACCW 44.8 t 46 LWACCW 44.6 t 52
WACCN 48.3 t 64 LWACCN 45.6 t 72
WACCZ 47.9 t 73 LWACCZ 40.9 t 78
LWACCZD 48.5 t 120
WLRRM 60 t 0 LWLRRM 53 t 0
CLASSIFICATION OF WAGONS
OPEN WAGONS
1 BOXN Bogie Open wagon, All welded with Air brake system
2 BOXNHS Bogie Open wagon, All welded with Air brake system & High speed
3 BOXNHA Bogie Open Wagon High Axle Load of 88.4t
4 BOXNHL Bogie, Open wagon, Air brake system, High capacity Load.
Bogie Open wagon, Air brake system, with CBC, CASNUB bogie
5 BOXNR
with Steel Body
6 BOST Bogie Open Wagon For Coal&Steel loading
7 BOSTHS Bogie Open Wagon For Coal&Steel loading & high speed
OPEN WAGONS HOPPER TYPE
Bogie Open Bottom Rapid Discharge Hopper Wagon with Load
8 BOBR
sensing device
Bogie Open Bottom Rapid Discharge Hopper Wagon with Load
9 BOBRN
sensing device
Bogie Hopper Wagon with Centre & side Discharge & Load sensing
10 BOBYN
device
Bogie Hopper Wagon with Centre & side Discharge & High
11 BOBYNHS
speedwith Load sensing device
OPEN WAGONS FLAT TYPE
BRN/BRN Bogie Open Flat wagon &Air Brake System / Rail Wagon & High
12
AHS speed
13 BFKN Bogie Container Flat Wagon with Air brake system
Bogie Low Plat form Container Flat Wagon for ISO Containers use
14 BLCA
Car-A (5 wagon one unit)
Bogie Low Plat form Container Flat Wagon for ISO Containers use
15 BLCB
Car-B (5 wagon one unit)
Bogie Container Flat Wagon for ISO Containers use Car-B (Enhanced
16 BLCBM
Pay Load)
141
17 BLLA Bogie Longer Container Flat Wagonfor ISO Containers use Car-A
18 BLLB Bogie Longer Container Flat Wagonfor ISO Containers use Car-B
COVERED WAGONS
19 BCN Bogie Covered wagon with Air Brake System
20 BCNA Bogie, Covered wagon, Air brake system, with alteration.
Bogie, Covered wagon, Air brake system, with alteration & High
21 BCNAHS
Speed
Bogie covered wagon air brake system, high capacity, and light
22 BCNHL
weight.
TANK WAGONS
23 BTPN Bogie Oil tank wagon for petrol & Air Brake.
24 BTPGLN Bogie tank wagon for Liquefied Petroleum Gas & Air Brake.
25 BTALN Bogie Oil tank wagon for Liquefied Ammonia & Air Brake
BRAKE VANS
26 BVZI ICF Bogie Goods Brake Van With Air brake, eight wheeler.
27 BVZC Brake Van with Roller bearing, Air brake, four wheeler.
SPECIAL WAGONS
Bogie Covered Double Decker Wagon 5 wagons one unit & Load
28 BCCN
sensing device
29 BCCW Bogie Covered Cement Wagon
Bogie covered bottom discharge food grain loading with load
30 BCBFG
sensing device
Bogie covered wagon for Automobile car loading with two tier(5
31
BCACB wagon one unit)
Bogie covered wagon for Automobile car loading with three tier(5
32 BCACT
wagon one unit)
S.NO COACH CATEGORY POH PERIODICITY

(MONTHS)
(IN WORK SHOP)
Mail/Express, Garib Rath, Jan Shatabdi & OCV's
1 Forming part of Standard rake composition of M/E 18 Months
Trains
2 Passenger Coaches 18 Months
New coach turned out by PU or
3 24 Months
A Coach turned out after MLR
4 Other OCV's 24 Months
142
Wagons POH & ROH Periodicity: -

POH (Years) ROH (Years)
Sr.
Wagon Stock Newly AfterFirst
No. First Subsequent
Built POH
01 BOXN, BOXNHS, BOXNHA, BOXNCR 6y 4½y 1½y 1½y
02 BOXNR 4½y 4½y 1½y 1½y
03 BCN, BCNA, BCNAHS 6y 4½y 2y 1½y
04 BCNHL, BOXNHL 6y 6y 2y 2y
05 BOST, BOSTHS, BOSTHSM2 6y 4½y 1½y 1½y
BRN,BRNA, BRNAHS, BRN22.9,
06 BFNS,BRHNEHS, BLL-A, BLL-B 6y 4½y 1½y 1½y
07 BLC-A, BLC-B, BLCAM/BLCBM 6y 4½y 2y 1½y
08 BFKN (Container) 4y 3½y 2y 1½y
09 BOY 3y 3y 1½y 1½y
10 BTPH 4½y 4½y 1½y 1½y
11 BTPN 6y 6y 1½y 1½y
12 BOBR & BOBRN, BOBYN 6y 6y 2y 2y
13 BTPGLN, BTCS 4y 4y 2y 2y
14 BTALN, BTALNM 4½y 4½y 1½y 1½y
15 Stainless steel wagons BOXNLW 6y 6y 2y 2y
16 BOXNEL / BOYEL (25 t axle load) 3y 3y 1y 1y
17 BOBRNEL, BOBSNM1 3y 3y 1½y 1½y
18 BVZI, BVZC BVCM Brake van 2y 2y 1y 1y
19 BOMN 6y 4½y 2y 1½y
20 BRSTN, BWTB 6y 6y 2y 2y
21 BCACM, BCACBM 4½y 4½y 1½y 1½y
22 BTFLN, BTOH 6y 6y 1½y 1½y
23 BCFC 6y 4½y 1½y 1½y
24 BCCNR 6y 6y 2y 2y
1. Wagons become due POH on the last date of the month indicated in the return date
2. Empty wagon will be marked sick for POH up to 30 days in advance of the due date
3. Loaded wagons will be allowed up to 30 days after the due date of POH
143
CLASSIFICATION OF COACHES: -
COACHES
1) ICF COACHES 2) LHB COACHES 3) HYBRID COACHES 4) LHB DD COACHES

ICF ALL COIL BOGIE FIAT BOGIE (LHB BODY& ICF BOGIE) FIAT BOGIE
BMBC CTRB WITH AIR SPRING WITH AIR SPRING
(SPHERICAL R.B) (SPHERICAL R.B)CTRB
CLASSIFICATION OF WAGONS: -
Types of Wagons according to Bogies: -
1) CASNUB Bogie Wagons (BOXN type bogie)
2) UIC Bogie Wagons (BOX type bogie)
Types of Wagons according to Body: -

1. Open type – BOXN
2. Closed type – BCN
3. Tank type – BTPN
144
LP1A4N145D GUARD STUDY MATERIAL UPTO AS 09(AUGUST
ACCIDENT MANUAL
AM 102. Accidents: For the purpose of railway working, accident is an occurrence
in the course of working of railway which does or may affect the safety of the
railway, its engine, rolling stock, permanent way and works, Fixed installations,
passengers or Railway servants or which affect the safety of others or which does or
may cause delay to train or loss to the railway. For statistical purposes accident has
been classified in categories from 'A' to 'R' excluding 'I' and 'O'.
Serious accidents(AM 103):

Accidents to a train carrying passengers which is attended
1. With loss of life or
2. with grievous hurt to a passenger or passengers in the train, or
3. with damages to railway property of the value exceeding Rupees Two Crores
4. Any other accident which in the opinion of the Chief Commissioner of
Railway Safety or Commissioner of Railway Safety requires the holding of a
inquiry by the commissioner of Railway Safety shall also be deemed to be a
serious accident.
However the following shall be excluded.
a. Cases of trespassers/passengers run over or /and injured or killed through their
own carelessness.
b. Cases of railway servant or other persons holding pass/tickets are killed or
grievously injured which travelling outside rolling stock but excluding vestibule
or run over at LC or elsewhere on track by a passenger train.
c. No railway servant/passenger killed at LC gate accident unless CRS is of the
opinion to hold an inquiry by CRS.
AM 105. Classification of accidents: Accident is classified under the following

heads:
1. Train accidents
2. Yard accidents
3. Indicative accidents
4. Equipment failure
5. Unusual incidents
A) Train accidents (AM 105.1) :
Train accident is an accident that involves a train. Train accidents further divided as
i. Consequential train accidents and
ii. Other train accidents
145
i. Consequential train accidents: Having serious repercussions in term of

loss of human life, injury, loss to railway property or interruption to
rail traffic.
1. Collision A-1 to A-4
2. Fire B-1 to B-4
3. Level crossing C-1 to C-4
4. Derailments D-1 to D-4
5. Miscellaneous E-1
b. Other train accidents: Not covered under consequential train accidents.

B-5, B-6, C-5 to C-8, D-5 and E-2.
II. Yard accidents(AM 105.8):

Take place in yard and does not involve train- A-5, B-7, C-9 and D-6.
III. Indicative accidents (AM 105.9): These are serious potential hazards.
1) Averted collision – F
2) Breach of block rules – G
 Train entering block section without any authority or with improper
authority
 Train received on obstructed line not constituting an averted collision.
 Train received on to wrong line
 Train despatched to wrong line
 Train entering into catch siding or slip siding or sand hump etc.,
3) Train passing signal at danger – H
When train passes a fixed stop signal including a banner flag or Engineering stop
indicator(other than IB, Automatic & Gate signals) at danger without any authority
or with improper authority.
Averted collision(AM 105.10): It is a circumstance under which, but the vigilance

shown by any person or persons, a collision would have occurred.
1. Collision was averted due to the vigilance shown by any person or persons.
2. Averted collision may be outside station limits or with in the station limits
between the trains or between a train and an obstruction.
146
3. If, outside the station limits, the distance between the two trains or the train and
obstruction when they have come to a stop is 400 mts or more- it may not be
treated as an averted collision.
4. If, within the station limits there is intervening fixed stop signal at ‘ON’
governing the moving train and that moving train averted the collision by
obeying the stop aspect - may not be treated as an averted collision
5. Averted collisions come under indicative accidents.
Inside station limits the SM shall immediately reckon the distance between the
two trains or between train and obstruction in the presence of Loco Pilot and
Guard and enter it in station Diary. In case of outside station limits the Guard of
train shall reckon the distance between two trains or train and obstruction in the
presence of Loco Pilot and enter in the CTR.
IV. Equipment failure (AM 105.13):

Failure of loco, rolling stock (J),
Failure of Permanent way (K),
Failure of OHE (L),
Failure of S &T equipment.(M)
V. Unusual incidents(AM 105.14):

Related to law and order but not resulted into the train accidents –
Train wrecking/sabotage/Bomb ballast/Explosion/hijacking- (N),
Incident of persons falling out of train or run over -(P),
Other incidents- Natural death or murder or suicide or robbery or blockade to train
services - (Q) &
Misc-vehicle running away, cattle run over or floods, breaches or landslides -(R).
(AM 116) Engine Failure and Time Failure:

(a) An engine is considered to have failed when it is unable to work its booked
train from start to destination. Reduction of the load for a part of the journey
would constitute an engine failure, provided this is due to a mechanical defect
on the engine or mismanagement on the part of the engine crew.
(b) When an engine causes a net delay of one hour or more throughout the entire
run owing to some mechanical defect or mismanagement on the part of the
engine crew, it would constitute a time failure. Trains stalling due to engine
trouble or mismanagement by the engine crew necessitating working or the
train in two portions would constitute a time failure provided the net loss of
time on the entire journey exceeds an hour.
147
Accident Sirens (AM 602)

1) 2 long - Accident takes place in the loco shed in traffic yard adjoining
loco shed.
2) 3 long - Accident takes place at out station but main line is clear
3) 3 long one short- Accident takes place at out station but main line is clear and
the relief train is to be turned out with medical van.
4) 4 long - Accident takes place at out station and main line is blocked
and the relief train is to be turned out without medical van.
5) 4 long one short-Accident takes place at out stations the main line is blocked
and the relief train to be turned out with medical van.
The duration of long siren given shall be 30 seconds and 5 seconds for short with 30
seconds interval between two successive calls.
MRT and ART (AM 603&604)

- MRT Stands for medical Relief train
- ARME Accident Relief Medical Equipment
- MRT Comprises of a) Medical van b) Auxiliary Van
- ART Stands for Accident relief Train
- SPART Stands Self Propelled Accident Relief Train
ART Comprises of
i) Crane
ii) Hydraulic rerailing equipment (MFD or LUCAS)
iii) Power and tool van
iv) Engineering equipment van
v) Mechanical equipment van
vi) Electrical equipment van
vii) Staff kitchen car and brake van
MFD stands for-Maschiven Fabrick Deutshland
- Mock drills shall be conducted once in 3 months
- ART shall be turned out within 30 minutes during day and within 45 minutes
during night.
- MRT shall be turned out within 15 mts with a direct despatch facility and within
20mts without direct despatch facility.
148
AM 120 Objectives
The following objectives are to be achieved in case of accidents/ disasters
1. Save life and alleviate suffering
2. Provide succor and help to the affected/stranded passengers at the site of the
accident
3. Quick transmission of information at all levels.
4. Preservation of clues and evidences.
5. Ascertain the cause of the accident.
6. Protect property including mails.
7. Restoration of through line of communication at the earliest.
DutiesofLoco Pilot/GuardinCaseofSeriousaccidenttopassengercarryingTraininMid-
Section (AM 301)
Guard of The Train Involved in Accident:
1. Note the time of accident.
2. If the accident has occurred on a double line section,
 Check immediately if the adjoining line is fouling or not.
 If it is fouling, immediately exhibit red flag by day and flashing light by night
towards the direction in which train is expected on the adjoining line.
 Continue to exhibit the hand danger signal until adjoining line is protected as
per rules in force.
3. Arrange to protect as per Rules in force, taking assistance of any qualified staff,
4. Make a quick survey of the accident site for casualties, injuries, if any, and for
deciding the assistance required.
5. Send first information of accident to the control office and then to the nearest
Station Master furnishing the following information, through any means of
communication available
a) Time of Accident, b) Kilometer etc.,
6. On double line stop the train passing on the other line and LP and Guard given
intimation about the accident
7. Render first aid to any person injured, obtaining assistance of the railway staff,
doctors and volunteers on the train, or near the site of accident; and
8. transport the injured to the hospital by taking the help of 104/108 Ambulance
service.
9. Arrange for preservation of clues and evidence until a senior Railway official
takes over charge.
149
LP1A5N0D GUARD STUDY MATERIAL UPTO AS 09(AUGUST 2023)
10. Remain in general charge till a senior Railway Official takes over charge.
11. There after work as per the instructions of the senior official incharge of the
accident.
AM 302 Engine Crew of the Train:

On occurrence of an accident to a train, its crew shall:
1. Immediately switch on the Flasher Light.
2. If flasher light is not working, exhibit hand danger signal so as to stop any train
coming in the opposite direction on a double line section.
3. Note the time of accident.
4. Protect the adjacent line/lines/same line in accordance with rules in force.
5. Take such technical precautions as may be necessary or as prescribed by special
instructions to render the locomotive safe.
6. Give information to Guards about the locomotive (derailed or not), condition of
coaches/wagons immediately in rear of the loco and any other information
relevant to the accident.
7. Send Assistant Loco Pilot to assist the Guard in establishing contact with control
office, relief and rescue operations.
Duties of train crew in case of injured person/ dead body found on or near the
track (Acc. Manual. Rule no. 1102 & 1103)
Action to be taken by the railway staff in case of
A) Injured person when life is not extinct
1. Render first aid and or arrange for medical help.
2. Inform the police through SM of the nearest station or any other person.
3. When run over and knocked down, if found by any train crew, render first
aid by guard or qualified doctor by the train and take the injured to the
nearest railway station in the direction of train journey where medical aid is
available.
4. LP and Guard should record the statement, particulars of the person.
Particulars include name, father name, caste, address, and cause for the
wounds.
5. The statement should be prepared in duplicate and signed by the GLP and
responsible witness.
6. One copy should be given to SM of the nearest station where the person is
handed over with a memo showing date, time and place where the person
found and action taken.
150
B) When the body life is extinct

1. If dead body found on or near the track, record all evidence available. Dead
body should not be removed until arrival of police.
2. However to clear the line for movement of subsequent trains, dead body may
be moved to the minimum required. Handling by many people should be
avoided.
3. The body may be left in charge of village choukidar or lineman or gang man
or gate man.
4. If none available it shall be moved to nearest gate lodge/station in the
direction of the train journey and hand over to the gateman/SM.
5. Written memo to be given by guard/LP, or person who observes to the SM.
Copy of memo should be handed over to the person under whose charge
body is kept for on ward submission to police officials.
6. Memo contains
i) time and place
ii) position of body
iii) Blood stains on ballast or engines, extent of injuries whether by train
or otherwise.
iv) Approximate age, sex and particulars if available.
v) Position of clothing
vi) Name and address of the informant.
vii)
LP shall record the incident at crew lobby in the concerned register
while signing off.
C) Passenger run over
i) A statement of the person if alive should be recorded in the present of
GRP of a train or two passengers with address.
ii) If carriage windows or doors involve, Guard shall examine with TXR
staff if available or carriage should be examined at next TXR point.
iii) The following information shall be given in the ACC 3.
iv) Kilometreage and place at which the person fell down and the train
stopped.
v) Noticed by Whom.
vi) Train backed or not
vii) Person seated or standing before the incident as seen by fellow
passengers.
viii) Carriage particulars.
ix) How it happened, first rendered or not.
151
x) Remarks as to whether the occurrence is accidental or carelessness or

any other cause
SPECIMEN FORM ACC.3

FORM TO BE FILLED IN BY GUARD / LOCO PILOT IN THE CASE OF ACCIDENT
(a) KM at which the accident occurred ……………..
(b) Between stations ……………..
(c) Date of accident …………….

.
(d) Time of accident ……………..
(e) Number and description of train …………….

.
(f) Engine No. ……………..
(g) Approximate speed of the train ……………..
(h) Whether the accident happened on straight or curve, on level or on a gradient
(i) Weather conditions and visibility ……………..
(j) Type of accident ……………..
(k) Persons dead / injured ……………..
(l) Individual Vehicle nos. which are damaged ……………..
(m) Position of the vehicle/s derailed from loco and from BV ……………..
(n) In case of obstruction on line (cattle run over etc.,)

(i) What was the cause of obstruction? ……………..
(ii) Did it appear willful or accidental? ……………..
(iii) Is anyone suspected? ……………..
(iv) Was the line fenced? ……………..
(v) If so, state of the fencing ……………..

(vi) Was engine fitted with a cattle guard, if so what is the condition of cattle guard? ……………..
(vii) Has obstruction been removed? ……………..
(o) In case of train parting

(i) Composition of the train, details of load ……………..
(ii) Position of vehicle - from engine / BV ……………..
152
(iii) Description of the commodity ……………..

(iv) Probable cause of parting …………….
(v) Condition of broken metal ………………
ACC-3 contd
(p) In case of persons falling out, or fires etc., in passenger trains, state if alarm
chain was pulled, if so coach no. ……………..
(q) In case of deaths in train:-

(i) Total No. of deaths ……………..
(ii) Sex ……………..
(r) In case of dead bodies or injured persons discovered on line or within station limits:-
(i) State in what position body was lying ……………..
(ii) Whether passenger, railway employee or trespasser ……………..
(s) If persons run over:

(i) Did the engine crew see the person ……………..
(ii) Does the view obstructed to the LP or ALP? ……………..
(iii) Was it day or night? ……………..
(t) In case of averted collisions, state

(i) Load of train ……………..
(ii) No. of vehicles with effective brake power ……………..
(iii) Speed of train when obstruction or danger was observed ……………..
(iv) Distance from engine to obstruction ……………..
(v) Time and visibility ……………..
(u) In case of engine passing signals at ‗ON‘.

(i) How much distance the train travelled beyond the signal? ……………..
(ii) Was any stop hand signal exhibited, if so, by whom? ……………..
(iii) Was the block section occupied ……………..
(v) Time assistance asked for and time arrived ……………..
153
Signature of Guard Signature of Loco-Pilot

Date: Date:
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APPENDIX XVII WORKING OF SIDING

1) Write in detail about the working of trains between serving station and siding
The Block Station that serves a Siding shall be called as Serving Station. A take off
line from the running line or yard line of Serving Station leads to the premises of the
Siding authorities. The loading / unloading arrangements required according to the
commodity are arranged by Siding authorities. The Diesel / Electrical engine from
the Serving Station may place / remove the inward / outward rake directly into /
from the Siding. These sidings are served through block stations which are called
serving stations
Where there is no Operating incharge in Siding, Pilots shall be worked under any
of the following systems
I ONE PILOT SYSTEM

II MULTIPLE PILOT SYSTEM
COMMON FEATURES OF THE SYSTEM

1. The system to be adopted is decided by Sr. DOM, will be incorporated in SWR.
2. SM maintains “Pilot movement register” for recording the details of movements
of trains to and from the siding.
3. An operating staff shall be deputed by the Station Master as Pilot in-charge of the
Pilot.
4. Pilot in-charge is responsible for safe working, correct setting and securing of all
points concerned using cotter & bolt/clamp and padlock while entering/leaving
siding and during shunting operations.
5. The Pilot in-charge has to ensure that the Pilot train is standing within the fouling
marks and adequately secured before detaching the engine.
6. The Pilot in-charge is responsible for ensuring proper wagon couplings, securing
the wagon doors, connecting the hose pipes and ensuring that the air pressure is
maintained upto the last vehicle.
7. The Pilot in-charge shall be responsible to ensure that no vehicle is left over on
the line between the Station yard and the Siding yard.
8. The Pilots can be worked during day and night and normally engine should be
in leading while working the Pilot train to and from the Siding.
Engine Push Back: Trains either loaded or empty may be permitted to work with
engine pushing in the following circumstances;
a) At Sidings where engine reversal facilities are not provided.
b) At Sidings authorized by Sr.DOM, duly incorporating specific instructions for
Loco Pilots and Shunting Staff in the Station Working Rules
c) Under exceptional circumstances authorized by Sr.DOM.
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The following procedure shall be followed while engine pushing in to and from
Sidings:
I. The Pilot in-charge shall travel in the leading vehicle i.e. brake van of Pilot
train. If it is without brake van, he/she shall walk by the side of the track in
rear of the last vehicle of the train.
II. He/she shall keep a sharp lookout while passing through level crossings,
bridges and cuttings and take action to stop the Pilot in the event of any
unusual/obstruction noticed.
III. The Pilot in-charge shall continuously exhibit proceed hand signal to the Loco
Pilot.
IV. The absence of proceed hand signal may be due to an obstruction and the
Loco Pilot shall stop the train at once.
V. The Pilot in-charge shall continuously warn the people on the way to make
them aware about the pushing of train and to stand clear of the track.
VI. The Loco Pilot shall continuously whistle and keep a sharp look out, and be
prepared to stop the train short of any obstruction.
VII. The maximum speed while pushing shall not exceed 15 KMPH.
I ONE PILOT SYSTEM

1. SM to ensure clearance before despatch of the pilot by seeing pilot movement
register.
2. SM advice in charge of Pilot and LP about work to be done in siding through
written memo. Handover the load slip, LV No. & Caution Order to observe
both ways on the siding line.
3. SM there after set the route for dispatch, clear shunt signal and hand over
written authority to LP in the prescribed format and take acknowledgment.
4. On arrival of the Pilot inside the Siding, the Pilot in-charge must ensure that
the Pilot train has arrived complete into the Siding and the line between the
Station and the Siding is clear and free from any obstruction. All shunting
operations inside the Siding shall be carried out under the supervision of the
Pilot in-charge.
5. While returing, Loco Pilot shall stop short of shunt signals / the top points /
stop board / earmarked place on the Siding line and give a long whistle to
attract the attention of the Station staff.
6. SM in a position to admit shall set the route and receive into station by taking
‘off’ shunt signals or pilot in on memo.
7. On complete arrival of the Pilot train inside the fouling mark and after
verifying the Last Vehicle number, the Pilot in-charge shall shall sign in the
Pilot Movement Register with time and date.
8. Where Pilots do not enter the Serving Stations or go away immediately, the
Pilot in-charge shall call the Station Master of the Serving Station, through
walkie-talkie, and confirm complete arrival of the Pilot, duly mentioning the
name/number of the train with time and date and exchange Private Numbers
supported with initials with the Station Master of the Serving Station.
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II MULTIPLE PILOT SYSTEM.

1. SM advises Pilot in charge & LP about working to be done through writtenmemo.
2. Handover the load slip of wagon particulars and LV No. CO to be observed both
ways on siding line.
3. SM set the route for dispatch, handover written authority to LP in format and
obtain acknowledgement.
4. LP proceed to siding duly observing prescribed SR if any.
5. Pilot stop start of top points/stop board/ earmarked place at the siding yard.
i. On arrival inside the siding , Pilot in charge assure the SM duly
supported by PN that pilot arrived complete into the siding and line
between stations and siding is clear
8. On completion of work in siding yard, Pilot in charge advises SM the load
particulars and LV No. of Pilot to return to station and seek his permission to
start.
9. SM shall give permission supported by PN only after ensuring line between
siding & stations is free through Pilot movement register.
10. On receiving SM’s permission Pilot in charge ensure correct setting and locking
of points for dispatch from siding and handover written authority to LP in format.
11. SM in a position to admit set the route & receives the Pilot into station yard by
taking ‘off’ shunt signal or by Pilot in memo.
12. On complete arrival of the Pilot train inside the fouling mark and after verifying
the Last Vehicle number, the Pilot in-charge shall shall sign in the Pilot
Movement Register with time and date.
13. Where Pilots do not enter the Serving Stations or go away immediately, the Pilot
in-charge shall call the Station Master of the Serving Station, through walkie-
talkie, and confirm complete arrival of the Pilot, duly mentioning the
name/number of the train with time and date and exchange Private Numbers
supported with initials with the Station Master of the Serving Station.
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PUNCTULITY
What are your suggestions for improving punctuality on Railways?
1) The passenger terminal must have adequate berthing, shunting and stabling
facilities.
2) Passenger time tabling should be realistic
3) Recovery times and engineering allowances should be provided with great care
and analysis.
4) Station Master shall grant line clear promptly, close the block section promptly.
5) Timely close of L.C gates, timely setting of points and taking off signals.
6) Timely display of all right signals by guard
7) Arranging crossing precedence judicially with minimum detention trains by
controller.
8) Reservation charts and slips should be prepared and pasted at appropriate
places in time with due care.
9) Timely service of meals.
10) Proper planning and coordination in regard to loading and unloading.
11) Proper maintenance of locomotives to avoid engine failure or time failure.
12) The loco motive nominated to work a train must reach the station well in time.
13) Efficiency of Loco Pilot's plays very vital role in the punctuality Loco Pilots
shall always run with MPS.
14) Loco Pilot does not take extra time on loco account at fuelling points.
15) Proper maintenance of coaches
16) Proper maintenance of brake system
17) Proper maintenance of over head equipments
18) Proper maintenance of points, signal block Instruments to avoid failures.
19) Proper maintenance of track
20) Total time loss due to cautions does drive not exceed engineering allowance.
21) Punctuality awards to staff
22) Foot plate inspection and drives to be conducted.
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Duties of SM/Guard in SPAD cases.

1. SM shall formally intimate LP about the occurrence through a written memo.
2. Measure the distance by which train passed the signal at danger by counting
No. of OHE masts/No. of telephone posts/ Engine+No. of vehicles.
3. Confront with LP about the distance measured and recorded
4. Guard to witness the measurement
5. Ensure that breathe analyser test is conducted to LP&ALP.
6. Ensure that blood samples of LP&ALP are collected
7. Ensure brake power is certified.
8. Take clear instructions about starting train with same crew/ relief crew.
Reason for Loco Pilot passing stop signal at danger.
1. Not taking proper rest before coming for duties
2. over hour's on duty.
3. Not having proper knowledge of rules.
4. Taking alcoholic drink, sedative, Narcotic, stimulant drug.
5. While on duty or 8 hour's before the commencement of his duty.
6. lm-proper GDR check (continuity test air brake)
7. Sleeping 'ON' duty.
8. Giddiness due to sickness.
9. Poor brake power
10. Poor Visibility of colour light signal during day time.
11. Poor Visibility of semaphore signals during night time.
12. Not checking brake power at the first opportunity.
13. Signal put back to ON while approaching.
14. Un authorised persons are travelling in the locomotive.
15. Glazing of vision due to sun rays falling on the eyes directly.
16. Poor visibility of signals due to thick and foggy weather. LP not followed
precautions during thick and foggy weather.
17. Late application of the brakes
18. Excess speed.
19. Falling gradient continuously.
20. Poor judgment of braking distance.
21. Argument and discussion by the Loco Pilot and Assistant
22. Asst & Loco Pilot not locating the signal in time.
23. Not calling out the aspect of the signal each other.
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24. Lack of co-ordination between leading and trailing (banking) engine.

25. Caution order is not given when signal is shifted.
26. Not undergone periodical medical examination.
Preventive measures
1. Taking proper rest before coming for duty.
2. Relief shall be arranged in time.
3. Loco Pilot shall be conversant with the rules.
4. Loco Pilot shall not take any alcoholic drink, sedative while on duty and 8
hours before commencement of duty.
5. Conduct continuity test incase of air brake stock, where ever required.
6. Loco Pilot shall be alert on duty.
7. TXR shall arrange adequate brake power for the trains.
8. Whenever become sick ask for relief.
9. Ensure correct aspect of signals during poor visibility.
10. Check the brake power at the first opportunity.
11. Station masters shall not put back the signals except to avoid accidents.
12. Do not allow un authorised persons in the loco.
13. Apply the brakes in time. 14. Do not permit excess load.
15. Easing the steep gradients.
16. Loco Pilot shall judge the braking distance correctly
17. Do not exceed prescribed speed.
18. Avoid arguments and discussions while on loco
19. Locate the signals in time.
20. When locate the signals, call out the aspect of the signals by Loco Pilot and Asst.
21. Whenever signals shifted or newly erected co shall be given.
22. Attend PME regularly.
23. Give medals / cash awards/merit certificates to the staff to encourage safety
habits.
24. If the signal aspect is not clear or conflicting treat the signal is at ON.
25. Follow the aspect of signals.
26. From the signal warning board, if signal is not visible, treat the signal is at ON.
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ODC
Write short notes on Over Dimensional Consignment [ODC](IR Operating
Manual/WTT)
1. A consignment the dimensions of which exceeds the standard moving ones is
called an over dimensional consignment [ODC] or Infringed Standard Moving
Dimensions [ISMD].
2. An over dimensional consignment is one which, when loaded upon a truck with
lashing and packing, infringes the standard moving dimension at any point on
the entire route from the booking station to the destination.
3. ODCs are classified in different categories according to the extent to which the
clearance in respect to length, width and height of any consignment
4. The clearance referred to above is of two types - gross clearance and net clearance.
5. Gross clearance means the extent of clearance when the consignment is stationary
and the net clearance means the extent of clearance as after allowing for
horizontal lurching and vertical bouncing.
6. Classification of ODC:
Gross clearance:
Class ‘A’-With gross clearance of 22.8cm (9 inches) and above
Class ‘B’ - With gross clearance of 15.24 cm (6 inches) and above but less than
22.86 cm (9 inches)
Class ‘C’- With gross clearance of less than 15.24 cm (6 inches) but not less
than 10.16 cm (4 inches)
Class Sanction Authority Time of Speed Escort

Movement (KMPH)
A Within Division -DRM Day/Night Sectional

Inter Division of same Speed Not Necessary
Zone-COM
Inter Railway-COM of
the zone and COM of
the concerned
Railway
B Local -DRM Day/Night 40 SSEs(P.way,C&W,
Inter OHE) &TI/Spl.Gd,
Division/Foreign Rly-
COM
C CRS Day only 25 SSEs(PWAY,C&W,
S&T, OHE) & TI.
7. Whenever ODC consignment is offered for booking, SM shall verify the

consignment.
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8. Apply to Sr.DOM who shall obtain sanction from competent authority.

9. Application must show length width, height & weight of load accompanied by
sketch.
10. While communicating sanction for movement, route through which it has to
be moved mentioned.
11. Restrictions according to class of ODC must be strictly observed.
12. It should be loaded carefully and avoid change of shifting en-route.
13. While examination by SSE(C&W) he must see load is well secured, within CC of
wagon, axle load restriction & under gear of wagon.
14. After loading S S E(C&W) advise SM of various dimensions & issue ‘fit to run’
certificate for movement.
15. SS/SM inform Sr.DOM and office of PCOM.
16. Operating Branch arrange to advise PCOM of other railways.

17. SS/SM shall furnish full particulars of wagon to control office.
18. CO given to Guard & LP to observe any other speed restriction and precaution to
be observed.
19. Movement:-
i. Will be moved only after getting approval from competent authority.
ii. The Number of wagon entered in Red ink in VG and handover to guard.
iii. SS/SM advice SCOR, the train No.
iv. Dy Chief Controller informs adjacent control office and sees it is moved only
through authorized route.
v. The load must be evenly placed when more than one wagon used.
20.In Electrified Section:
a. Where the gross clearance from the contact wire is more than 250mm special
speed restriction is not required.
b. Speed restriction 15 KMPH where the gross clearance from the contact wire
is between 250 and 200 mm
c. Speed restriction 15 KMPH and power to OHE must be switched off when the
clearance from the contact wire is less than 200mm and upto 100mm
d. If the clearance from the contact wire is less than 100 mm,ODC shall not be
permitted
21. A circular shall be issued to all stations on the route to reach them sufficiently in
advance. ODC shall be normally cleared by through goods trains.
22. SM at starting point shall advise the Loco Pilot in writing to follow the instructions
of authorised person (who will give permit to work) to stop the train as and when
required.
23.The LP and the Guard shall follow all the restrictions as per the letter/caution order
given to them.
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FIRST AID
The immediate treatment given to the victim of an accident or sudden illness

before the arrival of the doctor is called first aid.
Aim / Objectives:
 Save the life.

 Promote the recovery.
 Prevent the worsening of the condition.
 Arrange transport to shift him to hospital
Contents of the First Aid box:
1. Set of splints : 1
2. Roller Bandage : 10
3. Triangular bandages : 4
4. Tourniquet/Rubber bandages :2
5. Cotton Wool : 4
6. Safety Pins : 10
7. Adhesive Dressing : 20
8. Paracetamol Tab : 20
9. Diazepam Tab : 10
10. Antiseptic Cream : 1
11. Injury Card : 1
Types of accident relief medical equipment:
With a view to provide prompt medical aid, the following types of accident
relief medical equipments are provided in our railways.
1. Scale one medical equipments (MRV) are available at nominated stations

mentioned in working time table.
2. POMKA (Portable Medical Kit for Accidents) available in all health units, poly
clinics, sub-divisional, divisional and zonal hospitals.
3. Scale two medical equipments (ARME) are available at specified stations in
boxes mentioned in working time table.
4. First Aid boxes are provided with station masters, passenger carrying train
guards, workshops, marshalling yards, loco sheds and C&W depots.
5. Special First Aid boxes are provided in all long distance super fast, shatabdi,
rajdhani expresses, Dy.SS (Commercial), AC coaches of some of the nominated
trains.
6. First Aid boxes for gang men.
 First aid boxes available with station masters and guards of passenger trains
are to be inspected by ADMO once in a month.
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 The augmented first aid box is available with train superintendent, AC coach
attendant, Dy. SS (Comma).
 This box contains around 49 items and this is to be utilized for giving
medical aid to the passengers by a doctor only.
 Keys of the first aid boxes for locations such as stations, marshalling yards,
workshops, loco sheds, carriage and wagon depots etc, which will be kept
with the supervisors on duty.
 The first aid boxes with guards of train carrying passengers will have no
keys.
Utilization of first aid box:
Splints:
These are used to immobilize and support the fractured limbs.
Roller Bandages:
It is used to retain dressings and splints in position
Triangular Bandage:
 To retain dressings and splints in position and to immobilize the fractures.
 To support an injured pact or in the form of slings.
 To control bleeding.
 To reduce or prevent swelling.
 To assist in the lifting and carrying of casualties. Mainly used as bandages
like head bandage, chest bandage, shoulder bandage, elbow bandage, hand
bandage, hip bandage, foot bandage etc. It is also used as slings like arm sling,
triangular sling and cuff and collar sling.
Tourniquet / Rubber Bandage:

It is used to stop bleeding and to stop spreading of poison when snake bites. It is
used only for hands and legs. It is to be released at regular interval.
Cotton wool:
It is used to clean/pad the wounds. It is also to be utilized to absorb discharges
when there is a wound.
Safety Pins:
It is used when Triangular bandage used for victim.
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Adhesive Dressings:
It is used for minor & superficial wounds only.
Paracetamol Tab:
These are used to relieve minor pains.
Diazepam Tab:
It is a sleeping pill to be used in case of severe pains such as fractures etc.
Antiseptic Cream:
It is used to minimize or prevent infection to wounds.
Injury Card: It is for maintaining the account of the first aid box items.
Rules of First Aid:

The best advice to the First Aider is Make Haste slowly.
a) Reach the accident spot quickly.
b) Be calm, methodical and quick.
c) Look for breathing, bleeding and shock.
d) Start artificial breathing if casualty not breathing stop bleeding and then treat
the shock .Avoid handling of the casualty unnecessarily.
e) Reassure the casualty.
f) Arrange for despatch to the Doctor or to the Hospital.
g) Do not attempt too much. Give minimum assistance so that the condition
does not become worse and life can be saved.
The three emergency situations where a casualty is especially at risk because of
interference with vital needs are:
a) Lack of breathing and / or heart beat.
b) Severe bleeding
c) A state shock.
Steps to be followed while rendering effective help to a personwho met with an

accident.
 D-Danger
 R-Response
 A-Airway
 B-Breathing
 C-Circulation of Blood.
1. Remove the casualty from the danger; shift him / her to a safe place.
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2. Find out whether the casualty responding or not. If responds he / she is

conscious otherwise unconscious.
3. If unconscious check ABC if any failure restore artificially immediately.
 AIRWAY- Airway may get blocked due to
 Tongue falling back
 Foreign body in the airway
To check airway
 Lay the casualty on his back
 Open the mouth and see in side
 If tongue fallen back tilt the head slightly back. to bring the tongue to its
normal position and open the mouth.
 If any foreign body visible in side the mouth it is to be removed by
inserting two fingers in to the mouth carefully.
 After clearing the airway the casualty to be put in recovery position.
 Once air way clear breathing starts automatically.
Breathing
 Look for the person's chest to rise and fall.
 Listen for the sounds of inhaled or exhaled air.
 Feel for exhaled air by putting your finger near the casualty’s nose
 If no breathing give two inflations of artificial respiration.
Circulation
 Feel for a pulse, by gently pressing two fingers (do not use the thumb) on
the person's neck between the Adam's apple, or voice box, and the muscle
on the side of the neck.
 If you are not feeling the pulse it indicates that heart not functioning
 Restore the heart through cardiac massage
ASPHYXIA (SUFFOCATION)
Definition:
When lungs are not getting sufficient fresh air, important organs of body mainly
brain deprive of oxygen, it is a dangerous condition called asphyxia.
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Causes:
 Drowning
 Breathing polluted air
 Pressing of wind pipe (Hanging, Throttling and Strangulation)
 Choking
 Pressure/weight on chest.
 Electric shock
 Some poisons.
Signs and Symptoms of Asphyxia/Suffocation:

 Low / No Breathing
 Blue colour of cheeks and lips with congestion of face.
 Swelling of veins at neck.
 Unconsciousness.
General Treatment for Asphyxia:
 Remove cause from casualty or casualty from cause.
 Ensure more fresh air (By opening doors and windows and removing the
people surrounded); loosen the tight clothing at chest and neck regions.
 Start artificial Respiration without wasting even few seconds.
 Arrange medical aid.
Note:- (1). Normal Breathing (Respiration) Rate 15 – 18 times per minute.

(2) Normal Heart Beat/pulse rate 72 times per minute.
Methods of Artificial Respiration:
 Mouth to Mouth Method of artificial respiration

 Mouth to Nose Method of artificial respiration
Mouth to Mouth Method of Artificial Respirations:
 Place the casualty on his back on a plain and hard surface.

 Sit by the side of the face and place the hand by the side of chin and tilt the
head slightly back so that clear ventilation at throat.
 Cover the casualty’s mouth with clean cloth and pinch the nostrils.
 Open your mouth and take fresh air and cover the lips of casualty with your
lips and blow the air into the mouth of casualty @ 10-12 times per minute.
 While blowing ensure that nostrils are pinched and chest is rising. If chest is
not raising it indicates some obstruction in air passage clear the air passage
and restart mouth to mouth artificial respiration.This process to be continued
till the normal breathing resumed or Doctor arrives which ever is earlier.
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Mouth to Nose method of artificial Respiration:
This method will be adopted only when mouth can not be opened due to injury
inside the mouth or jaw fracture or the person suffering with fits convulsions .In this
method blow the air into the nose of the victim by closing the mouth of the victim
with fingers.
WHEN HEART STOPS FUNCTIONING

If the Heart is not working you will notice the following:
 The face is blue or pale.

 Heart beat and pulse at the root of Neck (carotid pulse) are not felt.
Note:-(1) Even if the casualty is breathing but the breathing is not normal, it is wise
to start artificial respiration.
(2) Do not begin heart compression until you are sure that the heart has
stopped beating.
External heart compression or External cardiac massage:
1. Place the casualty flat on his back on the ground and remove the cloths
over the chest.
2. Sit on the right side of the casualty on your knees
3. Feel and mark the lower part of the sternum.
4. Place the heel of your left hand on the marked point make sure that the
palm and fingers are not in contact with chest.
5. Place the heel of the right hand over the left hand.
6. Push the sternum towards the spine. It can be pressed upto 1 to 1.5 inches.
7. Adults should be given about 100 compressions per minute. For children
from 2 to 10 years compressions with one hand heel will be enough, but
compressions should be @ 100 times per minute. For infants below 2 years
compressions with two fingers is good enough and applied at a rate of 100
times per minute.
8. Press firmly but carefully, carelessness may cause injury to ribs.
If the treatment is effective
 colour will become normal.
 Pupil will contract.
 Carotid pulse begins.
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CPR (Cardio Pulmonary Resuscitation)

If heart and breathing both are failed give CPR - Cardio Pulmonary Resuscitation
Give 30 heart compressions of cardiacmassage than two inflations of artificial
respirations and repeat the process.
SHOCK
Definition:
Shock is severe depression to vital functions of organs like brain, heart, lungs etc.
due to less blood supply to the brain.
Causes:
 Wounds
 Fractures
 Burns & Scalds
 Snake bite
 Sunstroke
 Heart attack
 Dog bite
 Electrical shock etc.
Sign and symptoms of Shock:
1. Giddiness (symptom)
2. Pale colour of face (Sign)
3. Coldness (symptom)
4. Cold clammy skin (skin touch to cold with seating) (sign)
5. Rapid and weak pulse (sign)
6. Nausea (vomiting sensation) (symptom)
7. Vomiting (sign)
8. Unconsciousness (stupor/coma) (sign)
General Treatment for Shock:
1. Reassure (Encourage) the casualty if he is conscious.
2. Keep the casualty in supine position (Face upward) and head lower than
body by raising the foot side of cot and head must turn to one side. Head
lower to supply more blood to brain and turn one side to avoid tongue fall
back and block wind pipe.
3. Cover with blanket to warm. Do not use hot water bottles, do not massage
and do not give alcoholic drinks.
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4. If he is conscious give sips of water, tea / coffee on request but do not give
if suspects any operation.
5. Give pain relievers and arrest bleeding if necessary.
6. Arrange medical aid.
WOUNDS AND HEMORRHAGES (BLEEDINGS)

Definition:
Wound is caused due to breakage of skin / tissue.

Types of Wounds:
 Contused Wounds
 Lacerated Wounds
 Punctured Wounds
 Incised Wounds.
1. Contused wounds are caused by blunt instruments where there is no
opening. Treatment put an ice piece over the wound.
2. Lacerated woundsare caused by irregular edges of instruments like
glass pieces metal pieces, machine injuries, animal sites and
occurrences where the edges of wound is irregular. Clean the wound
with water and pick any floating foreign body. Cover the wound with
a clean cloth or apply antiseptic cream.
3. Incised woundsare caused by sharp edged instruments like razor /
knife where the edge of wound is in straight line. Loss of blood is more
hence arrest the bleeding immediately.
4. Punctured woundsare caused by sharp edged instruments like needles,
nails and most of gun-shot wounds where less opening and more
deep.If any wound on the chest to be covered and packed with a pad
and ensure proper blood supply to brain.
 The circulatory system consists – Heart, arteries, veins and capillaries.
 Heart beat rate 72 times per minute average.
 Pulse rate also 72 times per minute average.
 While noticing the pulse we have to observe rate, rythm and strength .
Types of Bleedings (Hemorrhages):
 Artery Bleeding – Bright red in colour and flow in jets.
 Vein Bleedings – Dark red in colour and flow continuously.
 Capillary Bleedings – Red in colour and oozing from all parts of
wound.
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According to the place of wound bleeding are two types:

 External bleeding
 Internal bleeding
Danger of wounds:
 It allows precious blood to escape from body.
 It permits harmful bacteria/virus or other injurious agents to enter
into body.
Methods to arrest Bleeding:
 Direct Pressure Method- Whenever a person suffering with external
bleeding and wound is free from any foreign body direct pressure
method to be used for arresting the bleeding. Clean the surroundings
of the wound. Put a dressing/pad and press the wound. Bleeding gets
stopped
Indirect Pressure Method- It is applied by two ways
 By using Tourniquet bandage
 By pressing Pressure Points
For the amputated limbs, when a foreign body in the wound which can not be
removed, very big wound and direct pressure method fails. Tourniquet bandage is
used to stop bleeding for hands and legs only. For other parts pressure points to be
pressed.Tourniquet bandage to be tied above the wound towards the heart side at
single bone area. It is to be relaxed once in 15 minutes.
Important Pressure Points:
1. Carotid pressure point on the neck either side of voice box.
2. Sub-clavian pressure point on the inner end of collar bone.
3. Bronchial pressure point. on the inner side of upper arm.
4. Femoral pressure point on the thigh bone.
General Treatment (First Aid) to Wounds:
1. Place the victim in sitting/lying position and elevate the injured part if
possible.
2. Expose the wound and clean the wound and surrounding area but do not
disturb blood clot if already there.
3. Remove any foreign bodies which are floating.
4. Arrest bleeding by applying pressure directly on the wound by putting a
pad.
5. If bleeding could not be controlled by direct pressure method or if you
find any foreign body inside the wound or wound is too big apply
indirect pressure method.
6. Apply antiseptic cream, dressing and bandage.
171
7. Immobilize the part where it is possible.

8. Give pain relievers and treat for shock.
9. Arrange medical Aid.
Nose bleeding Treatment (Hemorrhage):
1. Advice the victim to take breath through mouth.
2. Place the victim near a window or against current of air in sitting position
with the head slightly bent forward.
3. Pinch the junction of the nose just below the hard part.
4. If available put ice piece over the nose or a wet cloth.
5. Warn him not to blow the nose.
6. Do not block the nostrils.
Ear bleeding Treatment:
1. Place the victim on his back.
2. Do not block the ear passages
3. If one ear bleeding turn the head to the same side from which blood is
coming out. and see that the affected ear is down.
4. If both ears bleeding keep face upward and head little bit low for free
drainage of blood and raise the legs.
5. Do not block the ear.
Internal Bleeding:
Symptoms of internal bleeding
 Giddiness.
 Skin becomes pale, cold and clammy.
 Pulse gets rapid but very weak.
 Sweating, Thirsty, feels vomiting sensation.
 Become unconscious.
Treatment for internal bleeding:
1. If the person id unconscious, check air-way, breathing and circulation of
blood. If any failure is noticed, restore them.
2. Lay him on his back and raise the legs by using pillow to enable the blood
supply to the brain.
3. If he is conscious lay him on his back and raise the legs by using pillow to
enable the blood supply to the brain.
4. Shift him to hospital as early as possible.
172
Head injury:
As a result of head injury, blood and brain fluid may flow out of the nose, ear ormouth.
Symptoms:
 Giddiness.
 Skin becomes pale, cold and clammy.
 Pulse gets rapid but very weak.
 Sweating, Thirsty, feels vomiting sensation.
 Become unconscious.
Treatment:
 Ask the person not to blow his nose.
 Do not pack ear or nose.
 Lay the person on the affected side.
 Ensure tongue should not fall back.
 If any ear bleeding noticed, do not block the ear passage.
BURNS AND SCALDS
Definition:Burn is an injury caused by
 Dry heat – such as fire / flame
 Friction – touching speedy moving objects
 Corrosive (burning nature) chemicals like acids / alkalis
 Touching an object which was charged with high tension electric current.
Scald is an injury caused bymoist heat such as hot water, milk, oil, tar, steam etc.
Degrees of burns:
1st degree - Redness of skin, blister formation
2nd degree - Internal tissue damage
3rd degree - Complete charring of part.
General treatment for burns and scalds:
 If a person’s cloth catches fire do not allow him to run. Pour plenty of water
or gently place him on ground and roll him slowly to put off flames.
 Cool and clean the affected area with wet cloth / cotton or flood with water or
dip the effected area into water if it is possible.
 Remove any constraint articles like bangles, rings, watches immediately.
Otherwise they can not be removed later.
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 Remove the burnt cloths by cutting which is not stick to the skin.
 Cover the area preferably with clean cloth but do not disturb blisters.
 Do not apply antiseptic cream for major burns
 If he is conscious give water with pinch of salt to make good of lost salt and
water, weak tea with more sugar also may be given if he is not diabetic
patient.
 For major burns do not apply antiseptic cream.
FRACTURE, DISLOCATION, SPRAIN AND CRAMP
Definitions:
 Fracture is breakage, crack / bend of a bone.
 Dislocation is displacement of one or more bones from joint.
 Sprain is wrenching tearing of cartilage near a movable joint.
 Strain is over lapping of muscles at a particular place.
 Cramp is sudden painful involuntary contraction of voluntary muscles.
Causes of Fractures: Direct force, indirect force and muscular contraction.
Signs and symptoms for Identification of fracture:
 Pain
 Swelling
 Loss of power
 Deformity (change in shape or size).
 Tenderness (Sever pain by gentle touch)
Types of Fractures:
 Simple Fracture means the broken ends of the bone do not come out by
opening the skin and thus remain inside only.
 Compound Fracture means the broken ends of the bone comes out by
opening the skin and the fractured bone is in contact with outside air as a
result of an injury.
 Complicated Fracture means the fractured bone damages an important
internal organ like the brain, a major blood vessel, the spinal cord, lungs,
lever, spleen etc.
General Treatment for Fractures:
 Immobalise and support the affected part/limb by means of splints,
Bandages/Slings etc.
 It is important to immobilize the area both above and below the injured bone.
 Give pain relievers and treat for shock if necessary.
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 Ice packs can be applied to reduce pain and swelling (Not to be placed
directly over the wound.
 Arrange medical aid as early as possible.
Sprain and Strain Treatment:
 Place in suitable position and put firm bandage and in case of strain wet it
with water frequently.
POISONS
Definition:
Any substance (liquid, solid or gas) when enter into body in sufficient quantity
which is harmful to the body and has power to injure health or destroy life is called
poison.
Gaseous poisons:
These are entered in to the body through breathing.
Treatment:
Take the person to safe place and start artificial respiration if necessary. Before
entering into room, make proper ventilation and first aider has to cover his face with
wet cloth. Take long breath and hold it. Shift the victim to the hospital as early as
possible.
Swallowed Poisons:
These are entered in to the body through mouth.
Treatment:
Act quickly and collect poison or container and send messenger for doctor. Before
doctor arrives,
 Check whether he is conscious or not. If unconscious, check air way,
breathing and circulation. If there is no breathing, start artificial respiration
and if there is no pulse start CPR.
 If conscious, dilute the poison by making him to drink more water, milk,
tender coconut, white portion of the raw egg.
 If the poison is corrosive in nature, do not induce vomit.
 Neutralize the poison by giving antidotes. For acids – chalk powder mixed in
water and for alkalis – lemon juice.
 If the poison is non corrosive such as pesticides, excess dose of sleeping pills,
mosquito killers, rat killers etc. induce the person to vomit by tickling or by
giving large quantity of concentrated salt water.
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SNAKE / DOG / SCORPION BITE TREATMENT

Snake bite:
 Tie rubber (Constriction) bandage (if the bite took place on legs / hands)
above the wound towards the heart side. This must be released at regular
intervals.
 Wash the area immediately with flow of water.
 Reassure the victim because most of the persons are dying due to fear.
 Don’t allow him to run or walk.
 Treat the wound.
 Treat for shock.
 Give artificial respiration if there are any signs of failure of breathing.
 Arrange medical aid or carry the person to the doctor.
Dog bite:
 Wash the bitten area with soap water and with antiseptic solution.
 Encourage bleeding and do not cover the wound.
 Collect information about dog and dog bite such as it is pet / stray dog and
whether it is a provoking / non provoking bite.
Scorpion bite:
 Wash the bitten area.
 Apply sodium bi-carbonate or potassium permanganate and sodium bi-
carbonate mixture on the bitten area.
Drowning:
 Remove the person from the water.
 Lay him on the ground on his stomach and turn the head to one side.
 Apply pressure on the back (waist portion) or raise the belly so that the water
gone into lungs should come out.
 Once lungs got vacated, breathing will start. If it has not started, give
artificial respiration to restart the breathing.
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UNCONSCIOUSNESS (INSENSIBILITY)
When sensory organs are not in working condition except in sleep, the condition
is called unconsciousness. Unconsciousness is due to interruption of the brain
action through some interference with the functions of the nervous system.
It is of two types: 1) Stupor (partial) 2) Coma (complete)
Causes:
 Ensure abundant supply of fresh air.
 If breathing stops or appears to be failing, start artificial respiration.
 If breathing is not noisy, keep face upward and head and shoulders to be
raised slightly.
 If breathing is noisy keep in recovery position.
 Undo all tight clothing, especially around neck and chest.
 Apply the specific treatment for the cause.
 Wrap the victim in a blanket.
 Do not leave the casualty alone.
 Do not attempt to give food / fluids while in unconscious through mouth.
 Shift him to hospital.
EPILEPSY (FITS)
Signs and Symptoms:
1. Suddenly looses consciousness.
2. Sometimes remain rigid with flush face.
3. Convulsions start with froth at mouth.
4. Pulse will be in bouncing condition.
5. Body becomes stiff.
Treatment:
 Do not stop convulsions by force.
 Try to remove hard articles away from the victim.
 Wipe away the froth from his mouth.
 Keep careful watch for a possible failure of breathing and heart.
 Wait till he comes to the normal condition.
 Protect the tongue by placing soft material between the teeth.
 Once he becomes normal, advice the casualty to see the doctor.
 Do not keep any metal in to the hands and do not pour water
“If money is your hope for independence you will never have it.
The ony real security that a man will have in this world is a
reserve of knowledge,177
experience and ability”
ZONAL RAILWAY TRAINING INSTITUTE

MOULA ALI
OBJECTIVE QUESTIONS OF
G&SR, ACCIDENT MANUAL,
BLOCK WORKING MANUAL
178
CHAPTER NO – I & II
1. The General Rules for Open Lines of the Railways 1976 have been framed under
Section of the Railways Act 1989 by the Government of
India.(Preface of G&SR)
2. General Rules can be amended by .(Preface of G&SR)
3. Approved special instructions are issued or approved by . (G.R.1.02(4))
4. is the authorized officer of South Central railway. (S.R.1.02(5))
5. Subsidiary rules are framed by .(S.R.1.02(5))
6. Who is the Commissioner of Railway Safety for South Central Circle
.(CRS office/SC)
7. Present Principal Chief Operations Manager of SCR .(COM’s
office)
8. A fixed stop signal of a station controlling the entry of trains into next block
section is called .(G.R.1.02(33))
9. means the Loco Pilot or any other competent railway
servant for the time being in charge of driving a train. (G.R.1.02(37))
10. and its cognate expressions include a train, vehicle or obstacle
on or fouling a line, or any condition which is dangerous to trains. (G.R.1.02(43))
11. A train, which has started under an A T P and has not completed its journey, is
called .(G.R.1.02(48))
12. Special instructions are issued by .(G.R.1.02(50))
13. Station Limits are available between signals at a Block Station.
(G.R.1.02(52))
14. At Class ‘D’ station, station limits are available between . (S.R.1.02.52)
15. On Double line class ‘B’ station Multiple Aspect Signalling, station section lies
between and . (G.R.1.02(54))
16. On single line ‘B’ class MAS station, Station section lies between
or or .(G.R.1.02(54))
17. means the system adopted for the time being for the
working of trains on any portion of a railway. (G.R.1.02(56))
18. Block stations are sub-classified as , ,
& . (G.R/S.R.1.03(2))
19. The classification of a station shall be mentioned in the . (S.R.1.03(1))
20. Any Block Station which cannot be worked under Class ‘A’ Class ‘B’ or Class
‘C’ conditions is termed as . (S.R.1.03(2))
21. Whenever L Ps / AL Ps / SMs / Guards / Switchmen join this Zonal Railway,
on transfer, they shall attend before taking independent
charge. (S.R.2.03.2)
179
22. 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 hours before the commencement of his duty or take or use
any such drink, drug or preparation when on duty. (G.R.2.09(2))
23. If train parting is observed by any Railway Servant,
signal should not be exhibited.(G.R.2.11.2(d))
24. If any railway servant notices that a train has parted, he shall try to attract the
attention of the LP and Guard by and put both his hands together
above his head and separate them smartly. (S.R.2.11.1)
25. When train is caught in cyclone, storm or strong wind, after stopping the train,
the Guard and the Loco Pilot of the train in co-operation with the Railway staff
shall try to see that doors and windows of the coaches are kept
by the passengers to allow free passage of the wind.(S.R.2.11.2.3)
26. Wind velocity can be measured by .(S.R.2.11.3)
****
180
CHAPTER NO. I I I
1. Signals used for controlling movement of trains as per G & SR are ,
, and . (G.R.3.02)
2. Under special instructions wherever any signal is located on right side of the
track, that signal post shall have an showing the line to which the
signal is referred. (SR3.04)
3. In colour light area Distant signal is identified by . (G.R.3.07(4))
4. The normal aspect of Distant signal is .(G.R.3.07(4))
5. Whenever two yellow lights are exhibited in Distant signal the Aspect is
.(G.R.3.07(4))
6. Whenever one yellow light is exhibited in Distant signal the Aspect is
.(G.R.3.07(4))
7. The indication of the Distant signal in Caution Aspect is
.(G.R.3.07(4))
8. The indication of the Distant signal in Attention Aspect is
.(G.R.3.07(4))
9. Distant signal tells about the aspect of signal ahead. (G.R.3.07(5))
10. Whenever Inner Distant is provided, Distant Signal is capable of displaying
& aspects only. (G.R.3.07(6))
11. The normal aspect of Distant signal on double distant signal area is .
(G.R.3.07(6))
12. When colour light Distant signal is combined with Gate/LSS, the normal aspect
of that signal is .(G.R.3.07(7))
13. Intermediate Block Signalling system my be provided on----------- or
or .
14. On single line Intermediate Block Signalling, the line between two adjacent block
stations is divided into two sub section. The first section is termed as --------
15. On single line Intermediate Block Signalling, the line between two adjacent block
stations is divided into two sub section. The section between IBS and FSS of block
section ahead is termed as
16. When the LC gate is open to road traffic Gate-cum distant signal shows
(G.R.3.07.4.i)
17. When the LC gates are closed and the train is required to stop at the Home signal
Gate-cum distant signal shows (G.R.3.07.4.i)
18. When the LC gate is closed and the train is required to stop at the Main line
Starter or Loop line Starter or is required to pass through via Loop line Gate-cum
distant signal shows (G.R.3.07.4.i)
19. When the LC gate is closed and the train is required to pass run through via Main
line Gate-cum distant signal shows (G.R.3.07.4.i)
181
20. Whenever the block section ahead is not clear Intermediate Block Signal (IB) –
cum Distant signal shows – (G.R.3.07.4.ii)
21. When the train is required to stop at the Home signal of station ahead
Intermediate Block Signal (IB) – cum Distant signal shows (G.R.3.07.4.ii)
22. When the train is required to stop at the Main line or Loop line Starter or is
required to pass through via Loop line Intermediate Block Signal (IB) – cum
Distant signal shows (G.R.3.07.4.ii)
23. When block section ahead is clear, train is to pass run though the station via Main
line Intermediate Block Signal (IB) – cum Distant signal shows
(G.R.3.07.4.ii)
24. When the line clear has not been obtained from the station in advance Last Stop
Signal-cum Distant signal of LC gateshows (G.R.3.07.4.iii)
25. When the line clear has been obtained and the LC gate is open to road traffic Last
Stop Signal-cum Distant signal of LC gateshows (G.R.3.07.4.iii)
26. When the line clear has been obtained and the LC gate is closed to road traffic
Last Stop Signal-cum Distant signal of LC gateshows (G.R.3.07.4.iii)
27. When the block section is not clear for an adequate distance beyond IB Signal
Last Stop Signal-cum distant signal of Intermediate Block signal (IB)
shows (G.R.3.07.4.iv)
28. When the block section is clear for an adequate distance beyond IB signal and the
train is required to stop at IB Signal, Last Stop Signal-cum distant signal of IB
signal shows (G.R.3.07.4.iv)
29. When the train is required to pass Intermediate Block Signal (IB) Last Stop Signal-
cum distant signal of Intermediate Block signal (IB) shows
(G.R.3.07.4.iv)
30. Distant signal is provided at a distance of meters in rear of
the stop signal.(SEM 7.30.4)
31. Wherever double distant is provided, distant signal location is
meters from the stop signal. (S.R.3.07.2)
32. is eliminated wherever two Distant signals are provided.
(S.R.3.07.2)
33. At stations provided with Advanced starter and starter, the
shall be taken off first and then the .(S.R.3.10.1)
34. are provided at certain cabins which when reversed, lock the
levers of all running Semi-Automatic signals and enable the signals to function as
Automatic signals. (S.R.3.12.2)
35. When a colour light Distant is combined with LSS/IB/Gate signal,
marker shall be dispensed with on the signal post. (G.R.3.17
note)
36. Colour light calling ON signal is identified by .
(G.R.3.13(1)b)
182
37. Calling On signal may be provided below any stop signal except .(G.R.3.13(2))
38. Calling ON signal will show light in “ON” position. (G.R.3.13(4))
39. Calling On signal shows colour light in ‘OFF’ position. (G.R.3.13(6))
40. The Aspect of the Calling On signal when taken ‘OFF’ is .
(G.R.3.13(6))
41. Calling ON signal cannot be taken “OFF” during
(end) point failure. (SEM 7.19.5(c))
42. Calling ON signal is to be used in two occasions, they are ,
. (G.R.3.69 3(c), G.R.5.09 2(a))
43. Condition for taking off calling on signal is that the train has been brought to a
at the stop signal.(G.R.3.45)
44. To take “OFF” calling ON signal, the train must be in the Zone
and if calling ON is taken “OFF”. it will take time . (SEM 7.19.5(c))
45. Shunt signals are of types, and they are .
and .(G.R.3.14(1))
46. Shunt signal may be provided below any stop signal except .
(G.R.3.14(3))
47. Shunt signal below stop signal will show light in “ON”
position. (G.R.3.14(6))
48. Position light shunt signal shows colour lights in ‘OFF’ position.
(G.R.3.14(9))
49. The Aspect of the shunt signal when taken ‘OFF’ is .
(G.R.3.14(9))
50. The Aspect of the shunt signal at ‘ON’ is .(G.R.3.14(9))
51. Shunt signal detects .(S.R.5.14.5))
52. type of shunt signals shall be provided in colour light
area. (SEM 7.42.2)
53. is the authority to pass defective Independent shunt signal or
shunt signal below stop signal at “ON”. (S.R.3.14.1)
54. When Shunting Permitted Indictor is defective, is the authority for
the LP. (S.R.3.14.3.3)
55. Detailed working instructions about Shunting Permitted Indicator are available
in . (S.R.3.14.3.4)
56. I. B signal is identified by (G.R.3.17.1)
57. Gate signal in Automatic section is identified by .(G.R.3.17.1)
58. When a fixed signal is not in use, it shall be distinguished by (G.R.3.18.1)
59. Route indicators are treated as .(S.R.3.19.1)
183
60. Route indicators are of types and they are (a) , (b)
(c) .(SEM Part - I 7.4)
61. When a signal is newly erected or shifted, it shall be jointly inspected by
, & .(signal sighting
committee) (S.R.3.26.1)
62. When a signal is newly erected or shifted, caution order shall be given for a
period of days and notified in of lobbies.
(S.R.3.26.1)
63. Signal sighting committee will go on footplate inspection once in .
(S.R.3.26.2)
64. Shunting limit board/Advanced starter is provided at a single line station where
shunting(obstruction) is permitted out side the outermost facing points in the
direction of .(G.R.3.32(1))
65. Block Section Limit Board is provided at station with signals
where the first point is a trailing point or where there are .(G.R.3.32(2))
66. Gate signal is identified by .(G.R.3.34.2)
67. Detailed working instructions about outlying siding are incorporated in
.(S.R.3.35.1)
68. Outlying siding points are indicated by mark
board.(S.R.3.35.2)
69. The speed of a goods train while entering goods terminal yard is restricted to
kmph. (S.R.3.36.4)
70. A signal which is taken “OFF” for a train will be put to “ON” position only in
emergency to . (S.R.3.36.5)
71. Signals taken ‘OFF’ for a departing train may be put back to ‘ON’ in emergency
to or or (G.R.3.36.2.a)
72. After putting back starter/advanced starter for departing train LP, of the train
should be advised through or by a and obtain
acknowledgement. (GR 3.36.2.(i))
73. Fixed signals except Automatic Signals shall always show their most
aspect in the normal position. (G.R.3.37)
74. Even though departure signals are taken off, LP shall stop at stations where
stoppages are scheduled in the .(S.R.3.37.1)
75. Signal over lap in M A S shall not be less than metres, which
shall be reckoned from on single line (G.R. 3.40.(1)(b),(3)(b))
76. Signal over lap in M A S shall not be less than metres, which
shall be reckoned from on Double line. (G.R. 3.40.(1)(a),(3)(b))
77. , & signals are prohibited to be used for shunting
purposes.(G.R.3.46)
78. Slip siding is intended to protect .(S.R.3.50.3.1)
184
79. Catch siding is intended to protect .(S.R.3.50.3.2)

80. When there is a falling gradient of towards station the
provision of catch siding is compulsory. (The Railways opening for public
carriage of Passenger Rules2000, Form XV , Sl no.46)
81. When there is a falling gradient of towards block section the
provision of slip siding is compulsory. (The Railways opening for public carriage
of Passenger Rules2000, Form XV , Sl no.46)
82. Catch and slip sidings shall not be used for and
purposes. (S.R.3.50.3.1, 3.2)
83. Normal setting of points wherever catch/slip sidings are provided is for
.(S.R.3.50.3.3)
84. When Trap indicator is provided, it shall show during day
and light during night when it is in open position. (S.R.3.50.2)
85. All points shall normally be set for the line. (G.R.3.51(1))
86. Point indicator wherever available shall show during
day and light during night when point is set for straight
(Main) Line. (S.R.3.51.3.1)
87. Point Indicator, where ever available shall show
during day and light during night when point is set for
turn out (loop line). (S.R.3.51.3.1)
88. From the time of disconnection to reconnection, the trains shall be admitted by
method. (S.R.3.51.7.1)
89. By waving green flag by day and a white light by night up and down vertically
as high and as low as possible indicate
.(G.R.6.08(3))
90. Violently waving a white light horizontally across the body of a person indicates
.(G.R.3.53)
91. A green flag/green light moved slowly up and down indicates
.(G.R.3.56)
92. Detonators are also known as .(G.R.3.59)
93. FSP is painted & alternatively. (S.R.3.61.5)
94. FSP is located at meters from signal in MAS.
(S.R.3.61.5)
95. When Loco Pilot judges that visibility is impaired due to thick, foggy or
tempestuous weather he shall the train so as to be prepared to
.[3.61.9(a)]
96. Maximum speed of a train shall be restricted to kmph on Absolute
block system. (S.R.3.61.9)
97. Maximum speed of trains during dense fog in automatic block system
is when aspect of signal ahead is proceed (S.R.3.61.9)
185
is when aspect of signal ahead is attention (S.R.3.61.9)
is when aspect of signal ahead is caution (S.R.3.61.9)
100. During foggy weather, a red tail lamp of approved design displaying
during day or night, should be provided on the last
vehicle.[SR 3.61.10]
101. The knowledge of the staff that is required to use detonators shall be tested by
the testing officials once in .(S.R.3.64.4.2)
102. Normal life of a detonator manufactured during the year 2010 and afterwards
is .(S.R.3.64.5.3)
103. Normal life of a detonator manufactured prior to the year 2010 is
.(S.R.3.64.5.3)
104. After testing the detonator, the life can be extended by maximum of
extensions. (S.R.3.64.5.3)
105. Testing of detonator shall be done by moving an empty wagon hauled by a
locomotive at a speed of kmph. (S.R.3.64.5.6)
106. The signals to be used to warn the incoming train of an obstruction shall be a
at night or a red flag during day.(G.R.3.65)
107. Whenever a signal which is detecting a point becomes defective, these points
are treated as .(S.R.3.68.5)
108. A blank signal under complete power off situation is to be treated as
signal. (S.R.3.68.6)
109. Pre-warning about defective reception signal is not required when there is
signal provision or when is
provided.(G.R.3.69(1))
110. When home is defective and pre warning is given, the LP may pass such
signal on receipt of at the foot of the signal.(G.R.3.69(1))
111. When Loco Pilot is pre warned about the defective signal, Station Master shall
ensure that the conditions for that signal have been
fulfilled. (G.R.3.69(3))
112. Pre-warning will be given in the form No. .(S.R.3.69.2.1)
113. The authority given to a train which passed the reception signal at “on”,
party/completely without proper authority and comes to a stop short of usual
berthing place is , and PHS at
. .(S.R.3.69.14)
114. When train is received on Calling ON, in Podanur Panel, Calling “ON”
cancellation takes seconds.(App. XI-5(v)
115. Authority to pass defective starter signal (if it is not LSS) is
.(G.R.3.70(1))
186
116. When I B distant fails in “OFF” position is

the authority for trains before despatching. (G.R.3.71(2)/G.R.3.75)
117. On Double line when LSS is defective is the authority to
start a train. (G.R.3.70(2))
118. On Single line token less section when LSS is defective
authority shall be given to LP. (G.R.3.70(2))
119. When Loco Pilot passes starter at “ON” partly and stopped before Advanced
Starter, subsequently line clear is taken, will
be given. (S.R.3.70.2)
120. When Gate signal is at ON, the LP shall wait by day/night and gateman
not available, LP may pass the gate on the hand signals of
after ensuring that gate is closed..(G.R.3.73(2))
121. When Gate signal is at ON, the LP shall wait by day/night and gateman
exhibiting hand signals. LP may ..(G.R.3.73(2)(b))
122. When LP passed the Gate signal at ON and gateman is not available, the LP of
the first train shall ..(S.R.3.73.2)
123. Gate-cum-distant signal will be located at a distance of meters in
rear of the gate. (S.R.3.73.3)
124. If a signal is showing white light in place of a colour light, it is treated as
signal is showing .(G.R.3.74(1)(C))
125. When Loco Pilot finds a reception stop signal in semaphore area in OFF
condition without light, he shall observe .(G.R.3.74(1)(e))
126. Whenever colour light signal is flickering / bobbing and does not pick up a
steady aspect at least for time, the signal shall be treated as
defective.(S.R.3.74)
127. When I B S is defective is the authority to be given to
Loco Pilot . (S.R.3.75.2)
128. I. B signal will have facility.
(S.R.3.75.4)
129. When I B S is at “ON”, Loco Pilot shall stop and contact
immediately.(S.R.3.75.4)
130. When IBS is at “ON” and the telephone is out of order, Loco Pilot after
waiting for minutes shall proceed at a speed of kmph
when view is clear/not clear upto FSS of next station. (S.R.3.75.4)
131. Whenever Loco Pilot passes IBS at On after waiting for 5 minutes and SM
unable to be contacted shall proceed with 15 kmph view ahead is clear 8 kmph
view ahead is not clear upto the FSS of the next station even if the
signals show ‘off’ aspect. [SR3.75.4]
132. Wherever I B S is provided, LSS is interlocked with and I B S is
interlocked with .(Appendix B of SWRs where IBS is
provided)
187
133. When Loco Pilot pass I B S at “ON” indication will appear to SM

in rear.(S.R.14.14.1.1.1)
134. Under no circumstances should a train be over the trailed
through points.. (S.R.3.77.2)
135. The Loco Pilot shall whistle intermittently when his engine explodes
detonator and take every possible caution including as
necessary.(G.R.3.78.(2)(a))
136. After exploding the detonator, the Loco Pilot shall proceed cautiously upto a
distance of and can pick-up normal speed if there is no obstruction
beyond that distance. (G.R.3.78(2)(vi))
137. When the Loco Pilot notices a signal warning of an obstruction, except
detonator, he shall immediately. (G.R.3.78.(4))
138. When the Loco Pilot notices a signal warning of an obstruction and no further
details are noticed, after stopping for minute(s) by day/night, he shall
proceed up to the next block station. (G.R.3.78.(5))
139. Signal warning board is located at a distance of meters in rear
of first stop signal. (S.R.3.78.1)
140. The LP shall clearly understand that if no signal indication is available from
the Signal Warning board he should control the speed as if the stop signal ahead
is at .(S.R.3.78.1)
141. The Loco Pilot and guard will be given no. of L R trips(Up & Down
directions separately) out of which must be by Night, before they are booked
for regular working (S.R.3.78.2.(a))
142. If Loco Pilot has not operated on a section for 3 to 6 months, he should be
given road learning trips. (S.R.3.78.2.2)
143. A to record observations of Loco Pilot during his run must be
maintained in all lobbies.(S.R.3.85)
144. The Loco Pilot Assistant Loco Pilot, as the case may be, shall
identify each signal and call out the aspects of the signals to each other(G.R.3.83.1)
145. Observations of Loco Pilot during his run must be recorded either in --------------
--or in --------------- in all lobbies.(S.R.3.85)
******
CHAPTER – IV
1. 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 LP and make entry in the
.(S.R.4.03)
2. ODC shall be allowed to be attached by a train for transport only with the prior
sanction of .(App.VIII 9.2)
188
3. All Passenger carrying trains should run at even

under normal circumstances subject to observance of permanent / temporary
speed restrictions in force. (S.R.4.08.1.1)
4. In case of speedometers of loco is defective at crew changing points, the train
should not be till attended or loco changed.( SR 4.08.2.1)
5. In case of speedometers/recorder of loco is defective during run, train should
run with % reduction in MPS upto ( SR 4.08.2.1, SR4.14.5)
6. Unless permitted under special instructions the maximum speed permitted on
loop line is kmph. (G.R.4.10(1))
7. The speed of trains over Non-Interlocked points, turnouts and crossover shall not
exceed normally KMPH (G.R.4.10(1))
8. The speed of a passenger/goods train on 1 in 8 ½ turnout (straight switch) is
restricted to / kmph. (S.R.4.10)
9. The speed of a passenger/goods train on 1 in 8 ½ turnout (curved switch of
52/60 km rails) on PSC sleepers is restricted to kmph.
(S.R.4.10)
10. Isolation is necessary where the trains are permitted to run through a station at a
speed exceeding kmph. (G.R.4.11(1))
11. Engine pushing is not permitted with out the prior permission of
.(S.R.4.12.2.1)
12. When engine is pushing a train and Guard is travelling in brake van, which is
leading, the speed shall not exceed kmph, and Guard is not
travelling in leading vehicle, the speed shall not exceed kmph.
(S.R.4.12.2.3)
13. During engine pushing, in the absence of PHS of Guard, LP shall
(S.R. 4.12.2.4)
14. When engine is pushing a train without guard, the duties of guard is devolved
on (S.R.4.12.3)
15. When the train is working without BV, while pushing back the LP has to observe
the signals of guard and proceed with speed. (S.R.4.12.4)
16. An engine exclusively deployed for shunting purpose shall have
colour marker lights on both sides. (G.R.4.14(2))
17. When head light is defective, after putting marker lights ‘on’ the train can go
with a restricted speed of kmph or severest speed restriction in the section
whichever is (G.R.4.14(5))
18. In normal position side lights shall show towards rear and
towards engine.(S.R.4.15.1)
19. At night, when passenger carrying train waiting at a station for precedence,
Guard shall change the side light adjacent to the line on which the following train
is to be admitted, to show light towards rear light towards
engine. (S.R.4.15.1)
189
20. Side lights may be dispensed with for and trains.

(S.R.4.15.4)
21. Last vehicle indicator during night shall be light.(G.R.4.16.1.(b))
22. When an assisting engine is attached in rear of a train, shall
be fixed behind the assisting engine. (S.R.4.16.2)
23. It will be the duty of the Guard to ensure that is affixed only in the
rear of the last vehicle. (S.R.4.16.3)
24. Light engines or coupled engines shall have in rear.
(S.R.4.16.4)
25. In case of obstruction on track, Guard must exhibit
hand signal lamp at night or during
day,(S.R.4.16.3)
26. Whenever alarm chain is pulled the Guard shall record the fact in the
and submit a special report to .(S.R.4.18.2)
27. Guard shall report to the Station Master of the next important station, any
stoppage or other irregularities in train working record the details in
and send a special report to the . . (S.R.4.18.2)
28. is provided in the personnel equipments of the Guard for

opening/closing of the Guard's compartment of SLR.(SR 4.19.1.1)
29. The full form of OTL of BV equipment is .(S.R.4.19.4.1.1)
30. Dy.SS/TNC of the originating station shall record the intactness and availability
of the BV equipment in the register and obtain acknowledgement of the
in the register apart from VG, (S.R.4.19.4.4.1)
31. Fire-Extinguishers: Replacement shall be done once in .(S.R.4.19.4.6.1)
32. The 2/4 wire telephone will be tested once in by SE/JE-Tele.
(S.R.4.19.4.6.2)
33. .Contents of the EL Box shall be tested once in by the SE / JE-TL.
(S.R.4.19.4.6.3)
34. Guard shall obtain acknowledgement of Dy.SS or SE / JE-C&W in the
at destination station about the intactness of OTL and seal.
(S.R.4.19.4.8.7)
35. For opening/closing Guards compartments of SLR is provided
as personal equipment to Guard. (SR4.19.1.1)
36. In case of emergency the Assistant Loco Pilot can be authorized to drive the train
at a restricted speed not exceeding up to the nearest point where he
can be relieved. (S.R.17.09.5.7)
37. When leading compartment of an electric engine is defective and the train is
driven from trailing compartment by Assistant LP, the speed shall not exceed
kmph.(S.R.17.09.12.2)
190
38. When leading compartment of an electric loco is defective and the train is driven
from trailing compartment by loco pilot the speed shall not exceed
kmph. (S.R.17.09.12.3)
39. In any case, there shall not be more than officials/staff including
engine crew at any time on the engine except in emergencies.(S.R.4.22)
40. The number of persons permitted to travel in the brake-van of goods
trains, in addition to the Guard, should not exceed .(S.R.4.23.1)
41. In emergency, a goods train with out brake van is ordered by /
.(S.R.4.23.2.1)
42. Maximum number of coaches in addition to the officer’s inspection coach
attached in rear of SLR of Passenger or Mail & Express trains is .
(S.R.4.24.1)
43. Maximum number of bogies or its equivalent attached by a goods train is
bogies. (S.R.4.24.2)
44. Only damaged vehicle or damaged engine shall be attached behind the
rear brake van of goods/mixed train. (S.R.4.24.4)
45. Attaching of damaged vehicle/engine may be done during and in clear
weather. (S.R.4.24.4)
46. Damaged vehicle/engine when attached to a goods train shall be accompanied
by .(S.R.4.24.4)
47. All irregularities in connection with the working of trains or accidents must be
reported in the by Guard. (S.R.4.25.2.1)
48. Entries of vehicles attached to a train at intermediate stations must be made by
the at those stations. (S.R.4.25.3.1)
49. Before starting, the guard will be responsible for checking the load on the train
with the entries on the of wagon numbers, booking and
destination stations, type of wagons etc., (S.R.4.25.3.5)
50. In an emergency, a goods train without Guard can be ordered by
.(S.R.4.25.4)
51. shall be issued to the Loco Pilot by Station Master with
necessary endorsement stating that the train is to run without Guard. (S.R.4.25.4.3)
52. Where IBS is provided, the SM shall not dispatch a train in rear of the train
running without Guard reaches the .(S.R.4.25.4.4)
53. In Automatic block territory, no train shall be allowed to follow a train without
brake van/guard until it arrives complete at the next
(S.R.4.25.4.9)
54. Running of goods train without is strictly prohibited during
tempestuous weather, total interruption of communications and during
temporary single line working.(S.R.4.25.4.6)
55. Running of goods train without Guard should not be permitted if the last vehicle
is not .(S.R.4.25.4.10.4 note 2)
191
56. Trucks loaded with girders, machinery, long timber etc. shall be inspected by
Guard at stopping stations and if the fastenings have or the loads
they shall be re-secured before the train is allowed to proceed or
else the trucks detached. (S.R.4.28)
57. In case a hot axle box found running between stations, the train shall be brought
to a immediately and after attending LP should exercise his discretion
with regard to the . (S.R.4.29.2)
58. When SM receives advice of Hot axle, that train shall preferably be admitted on
line. (S.R.4.29.3)
59. The Fit to proceed (Brake power certificate form No. must be
possessed by the Loco Pilot of the train till the train completes its
.(S.R.4.31.4)
60. At the station after loading/un loading; or tippling; or while clearing stabled
stock from a station; or incase of invalid BPC, the check shall be
conducted. (S.R.4.31.5)
61. Whenever train engine is changed, test should be conducted
and same shall be recorded by the LP and Guard in
their .(S.R.4.31.6)
62. Guard and Loco Pilot shall prepare GLP check memo jointly on a plain sheet in
.(S.R.4.31.5B)
63. At the originating station for coaching trains, the TXR staff shall
of Guard's compartment (if it is not leased) and luggage
portions (if it is not leased or not loaded with parcels) of front / middle SLR and
lock with Universal lock. (SR 4.34.5)
64. At stations, where PA system is not provided, SM gives permission to Guard to
stat the train by ringing bear for Down train, beats for Up trains
and 4 beats for branch line.(S.R.4.35.2.1.2)
65. When a train is ordered without guard and GLP check is necessary the
is completely responsible for conducting GLP check. However, one
Pointsman from the station shall be deputed to assist the Loco Pilot in conducting
GLP check. .(S.R.4.35.5)
66. The time prescribed for Guard and Loco Pilot (GLP) check of train consisting of
60 units is .(S.R.4.35.5)
67. When the train is ordered without guard, if GLP check is necessary and Loco
Pilot is alone conducting GLP check, time is allowed for a rake
consisting of 60 units. (Unit may be a 4 wheeler or 8 wheeler). .(S.R.4.35.5)
68. Guard shall report to Station Master of the next station, any stoppage or other
irregularities in train working, record the details in the .(S.R.4.36)
69. While at a station, the Loco Pilot is to obey
orders.(GR.4.39(b))
70. The Loco Pilot and Assistant Loco Pilot shall each signal; call out the
192
of the signal to each other. (S.R.4.40.1)

71. The validity of CC rake BPC is days or km whichever is earlier. in
case of Container rakes: days or_ km whichever is earlier (C&W JPO NO. 7/2014)
72. The validity of Premium rake BPC is .(C&W JPO 5/2008-4.7)
73. The grace period given for Premium end to end BPC is .(C&W JPO
5/2008-4.7)
74. The validity of End to end BPC is .(C&W JPO 5/2008-5.1.II)

75. LP and ALP shall look back frequently during journey to see whether the train is
following in a manner.(G.R.4.41)
76. The Loco pilot /ALP and Guards must look back at the Gang Staff and Level
Crossing Gates to see whether any signal is exhibited by
them.(S.R.4.41.2)
77. After clearance of the loop line cross-over points, when a train passes through
loop lines the LP and Guard shall (SR 4.42.2.7)
78. at a station. S M shall arrange points man to show all right signals for a run
through train from side. (S.R.4.42.5.1)
79. Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and MEMUs are
from exchanging ‘All right’ signals. (S.R.4.42.7.4)
80. Cut off angle cock must be in position except front side of loco and
rear side of L V to ensure brake continuity. (App.VI-2.1)
81. A goods train having 56 wagons, the B P pressure in engine shall be
and in BV shall be .(App. VI -2.2)
82. A goods train having 58 wagons, the B P pressure in loco shall be
and in B V .(App. VI -2.2)
83. Normally minutes allowed to goods trains to start after engines have been
attached. However, in case of formations tested by Vacuum Exhausters/Air-
Compressors, the time taken for starting the train, after engine is attached, shall
not exceed minutes. (App. VI -3.4)
84. Empty / Load handle shall be kept in load position when the gross load is above
Tones. (App.VI-5.5)
85. “At the first opportunity, after starting, destroy a part of vacuum/air pressure in
order to get an idea of the of your train. (App. VI -6.1)
86. When train is stabled for more than hours at station other than loading
and unloading station, fresh B P C is required.( C&W JPO 5/2008)
87. Fresh B P C is required whenever more than eight-
wheeler vehicles are attached or detached, to/from a train. (App.VI – 6.4)
193
88. All passenger carrying trains of all description shall have operative
vacuum cylinders with effective brake power at the starting station. (App. VI -
13.1.1)
89. F P pressure in loco shall be and in BV
.(App. VI -14.2)
90. D V isolating handle in vertical position indicates DV is in
position. (Maintenance manual for wagons -802)
91. D V isolating handle in horizontal position indicates D V is in
position. (Maintenance manual for wagons -802)
92. Reduction in B P pressure causes
(Maintenance manual for wagons -802)
93. Creation of B P pressure causes
(Maintenance manual for wagons -802)
94. All trains shall have Twin Pipe working. (App. VI -14.2)
95. The effective brake power in case of Mail/Express at the originating station
should be % and enroute can be not less than %(App. VI -16.2)
96. The effective brake power in case of passenger and CC rakes at the originating
station should not be less than % and enroute shall be (App. VI -
16.2)
97. When a train is held up at F S S for more than minutes, the Loco Pilot
shall depute Assistant Loco Pilot to go to Station. (G.R.4.44.(1))
98. When a train is held up at F S S for more than minutes, the Guard shall
in rear. (G.R.4.44.(1))
99. If Guard notices any danger condition in the train, he shall try to attract the
. If he failed to attract the attention, the Guard may apply
gradually to stop the train. (G.R.4.45.(1to 4))
100. Whenever the engine is to be detached out side station limits when the gradient
is not steeper than 1 in 600 hand brakes of vehicles must be applied.
(S.R.4.48.2)
101. Whenever the engine is to be detached out side station limits when the gradient
is steeper than 1 in 600 hand brakes of vehicles must be applied.
(S.R.4.48.2)
102. Guards have to verify by observing the drop
in BP pressure gauge provided in SLR/BV. (SR4.49.2.2)
103. To assist the Loco Pilot for application of train brakes, when requested by LP,
Guard has to apply (SR4.49.2.2)
104. With in station limits where gradient is 1 in 400, to detach the loco of goods
train, BV and number of wagons’ hand brakes are to be put
ON.(S.R.4.57.1)
105. When working a passenger train the Loco Pilot shall ensure that the passenger
bogies do not over shoot the .(S.R.4.49.1)
194
106. Whenever a train is stopped on a gradient for any reason like accident, loco
failure, OHE supply failures etc., it is essential and important to apply the
and so as to hold the train safely on the gradient.
(S.R.4.49.2)
107. The Guard of the train has to verify application of train brakes by observing
the in BP pressure gauge in SLR/BV.(SR 4.49.2.2)
108. When SM / Station Staff does not exchange ‘ all-right’ signals, the Loco Pilot
shall give engine whistle code.(S.R.4.50.2)
109. The Whistle Board in case of approach to un manned level crossing gates is at
a distance of meters. On single line it should be reduced to
meters when view is clear. (S.R.4.50.3)
110. Loco pilots of trains, on noticing whistle boards shallsound their engine
whistle from the time they approach a whistleboard till they
pass the relevant level crossing/LC gate. (S.R.4.50.3)
111. When engine whistle fails on run, after clearing block section, the loco shall be
attended or it shall be .(S.R.4.50.4)
112. Engine Whistle code for Guard to Protect in rear is (S.R.4.50.5)
113. Engine Whistle for Guard to come to Engine is .(S.R.4.50.6)
114. Passing Signal at ‘ON’ with proper Authority, the LP shall sound
Whistle (S.R.4.50.7)
115. Engine whistle code 0 0 - indicates .
(S.R.4.50.11)
116. The Bell Code used in EMU/DMU trains for Automatic Signal or IBS passing
in ‘ON’ when telephone is defective is .(S.R.4.51.3)
117. The Bell Code used in EMU/DMU for Zone of Speed restriction is over and to
resume normal speed is .(S.R.4.51.6)
118. Whenever train stopped without clearing fouling mark, Guard shall inform the
SM at once and to prevent any movement on the
fouled line.(G.R.4.56)
119. If Guard for any reason has to leave SLR/BV, he should of

SLR/BV before leaving.(SR 4.57.3)
120. Before giving signal for the train to start, the Guard shall ensure the hand
brakes are . (SR 4.57.3)
121. At Stations, the LP of the train shall bring his engine to a stop as close as possible
to the to ensure clearing of the fouling mark. (S.R.4.58.2)
122. Material train shall be ordered to work with the permission of
(S.R.4.62.1.1)
123. To despatch a material train for working in the block section and return back to
the same station, authority is given to the LP.(S.R.15.06.4)
195
124. To despatch a material train for working in the block section and proceed to the
next station, authority is given to the LP.(S.R.15.06.4)
125. Dividing of material train in the block section where the gradient is steeper than
is prohibited. (S.R.4.62.6.1)
126. The B P C of a material train is valid for days, subject to examination
of the train by T X R once in days in case of CASNUB Rakes and
days in case of UIC Rakes(C&W JPO NO. 7/2014)
127. The required brake power of material train shall be .

(S.R.4.62.11.2)
128. While stabling a material train at a station, the responsibility to secure it lies
with the . (S.R.4.64.1.1)
129. The maximum speed of T T M is kmph and over points and
crossing is kmph.(S.R.4.65.1.1)
130. T T M is permitted to work in the block section only during
.(S.R.4.65.6.3.1)
131. When TTM’s are following each other the distance to be kept between each is
mts. (S.R.4.65.7)
132. When TTM’s are following each other the speed of the second TTM is restricted
to KMPH. (S.R.15.06.4.3)
CHAPTER – V
1. In case of T/A to T/H 602, T/J 602, T/609, to ,T/A to T/D
912, T/A 1525 and T/1525, the prescribed printed forms shall only be used.
(S.R.5.07)
2. To receive a train on to an obstructed line, the Loco Pilot shall be given
authority where there is no calling ON signal and signal post
telephone. (S.R.5.09)
3. While receiving a train on obstructed line, SM shall arrange to post one
competent Railway servant to show hand signal from
meters before the obstruction. (G.R.5.09(4))
4. To receive a train on to non signalled line, the Loco Pilot shall be given
(Note below G.R.5.10)
5. To start a train from a station having common starter, the Loco Pilot shall be
given + + .(G.R.5.11(1))
6. To despatch a train from non-signaled line, where tangible authority is not given
as ATP, authority should be given in addition to
ATP.(S.R.5.12)
7. As per G & S R Shunting operations shall be controlled by
or or (5.13(1))
196
8. The speed during shunting operations shall not exceed .(G.R.5.13(3))

9. The shunting staff need not accompany during shunt movement of light
engine/s on to a .except in case of doubt. (S.R.5.13.1)
10. Slip coaches shall not be kept on blocked line in the rear of a
.(S.R.5.13.2)
11. While performing shunting on passenger carrying trains, the shunting engine or
train engine with or without sectional coaches, before coming on to the formation
should be stopped metres before the formation.(S.R.5.13.3)
12. At station where separate shunting staff are not employed, shunting operations
shall be personally supervised by .(S.R.5.14.1)
13. While backing a full train from one line to another via main line the shunting
supervision is done by .(S.R.5.14.2)
14. Carriages containing passengers shall not be moved for shunting without the
personal order of the and .(S.R.5.14.4)
15. While performing shunting, the points which are not protected by signals must
be locked by or by method.
(S.R.5.14.5)
16. While shunting wagons containing explosives, the supervision shall be done by
.(S.R.5.14.6)
17. The maximum speed while shunting of wagons containing explosives and P O L
products shall be kmph. (S.R.5.14.6(b))
18. Where shunting operations are supervised by Guard/SM, Loco Pilot shall be
given Form No. (shunting instruction form) (S.R.5.14.9)
19. Shunting of roller bearing vehicle on a steep gradient shall be done only with
locomotive attached towards the .(G.R.5.20(b))
20. For shunting purpose gradient is considered as steep
gradient for roller bearing wagons and gradient for non
roller bearing wagons. (G.R.5.20(b)Note)
21. Maximum Hand shunting speed is kmph.
(S.R.5.20.5.6)
22. To detach loco of a goods train within station limits minimum no. of
vehicles effective hand brakes are to be applied from each end in addition to the
hand brakes of B V. (S.R.5.23.4.6)
23. Loco Pilot while on duty should not leave loco In case he is required to
leave the locomotive unmanned, he should do so only after receiving
from the Station Master/Yard Master and ensuring
of loco .(S.R.5.23..4.1)
24. Before leaving the Station/Yard, the Loco Pilot and Guard should jointly sign
record in the register to be maintained with Station Master that the
load & loco has been secured..(S.R.5.23..4.2)
*****
197
CHAPTER – VI
1. Rail fracture of less than 30mm, the speed of first train shall be
kmph, the speed of second and subsequent trains shall be kmph.
(SR 6.01.3.1).
2. The Station Master who received the message about the rail fracture through LP,
he shall arrange to issue caution order of kmph over the fractured
rail.(SR 6.01.3.3)
3. Rail fracture of more than 30 mm or multiple fractures, certification by
is required to pass trains. (SR 6.01.3.4)
4. When a train is dispatched on T/J602(shall not be passenger carrying train), the
speed shall not exceed kmph. ( T/J 602 (SR 6.02.5)
5. During Temporary Single Line working, Loco Pilot and Guard shall be given
authority .(SR 6.02.1.8)
6. During T S L working, the speed of first train shall be kmph.(SR
6.02.1.11)
7. During T S L working the speed of second and subsequent trains shall
( SR 6.02.1.11).
8. During TSL working when the train is proceeding on wrong line, the train shall
be piloted out on a . ( SR 6.02.1.14.1)
9. During T I C on double line is the A T P authorizing the
Loco Pilot to proceed with a restricted speed of kmph.( SR
6.02.3.3)
10. When trains are dealt on T/C 602, the time interval between two trains shall be
minutes.( SR 6.02.3.5)
11. During T I C on Single Line /Double line and T S L working, except
signal, all other signals can be taken OFF (SR 6.02.3.6).
12. During TIC on double line, when a train is stopped in the block section on
account of accident, Guard shall protect the train by placing one detonator at
meters and two detonators 10 meters apart at meters from
the train.( SR 6.02.3.9)
13. During TIC on Double line, if no one from the station turns up within
minutes, Guard shall protect the train in rear and ALP may be sent to
station. (SR 6.02.3.12)
14. Light engine/vehicle which is going to open communication shall proceed on
authority.( SR 6.02.4.3)
198
15. When enquiry is made for more than one train during TIC on S/L,
forms are given to the light engine/vehicle
which is going to open communication. ( SR 6.02.4.4.2)
16. Light engine/vehicle, which is going for opening of communication, shall
proceed with a restricted speed of kmph.(SR 6.02.4.6.1)
17. After opening communication is A T P for the light

engine/vehicle to come back.( SR 6.02.4.9)
18. UP / DN CLCT is prepared in Form No. / (SR
6.02.4.15)
19. When there is even flow of trains, enquiry and reply messages are sent through
.( SR .6.02.4.16)
20. After opening the communication, the speed of first train waiting shall be
.( SR 6.02.4.18)
21. If enquiry is made for more than one train and reply is also received, the second
train can be allowed to go with a restricted speed of kmph, after a clear
interval of 30 minutes.( SR 6.02.4.18)
22. If it is required to dispatch a relief engine or relief train into obstructed block
section, it can be dispatched by issuing .( SR. 6.02.6.1)
23. On Double line, protection in is required(in addition to adjacent line
and in rear) during TSL working or when assistance has been asked.( G.R
6.03.1(g) )
24. If a passenger train/goods train does not turn up even after normal running time
and / minutes, S M shall arrange to send competent railway
servant.(BWM Part I 5.5.a(ii))
25. If for any reason, a train is brought to a stand for more than minutes, the
hand brakes of Locomotive and formation brakes shall be applied.( SR 6.04.2.1)
26. If that stoppage happened (more than 15 minutes) on a grade steeper than 1 in
150 for roller bearing stock, the hand brakes of 1/3 wagons of the train or next to
engine hand brakes of wagons and next to brake van hand brakes
of wagons whichever is more shall be applied in addition to the
application of brake van hand brake. (SR 6.04.2.1)
27. When engine disabled, if the LP expects that putting the engine in working order
will take more than minutes, he will request the Guard to arrange for a
relief engine. (SR 6.05.4)
28. If Loco Pilot enters block section with out authority and subsequently sends his
Assistant Loco Pilot with a memo to SM in rear, that S M shall give
( SR 6.06.2)
29. If Loco Pilot enters block section with out authority and subsequently sends his
Assistant Loco Pilot with a memo to SM in advance, that S M shall give
.( SR 6.06.2)
199
30. When Loco Pilot of the train experienced any abnormal condition in the track,
stop his train at of next block station and inform Station
Master.(SR 6.07.1(a))
31. When Loco Pilot of the train experienced any abnormal condition in the track, in
case of IBS and Automatic block territories, he must inform
and to stop the movement of trains..(SR 6.07.1(a))
32. When ‘lurch’ is reported and subsequently a train is sent with engineering official,
caution order is given to the LP to short of the expected portion of
the track .(SR 6.07.1(d))
33. When ‘lurch’ is reported and subsequently a train is sent in the absence of
engineering official, caution order is given to the LP to stop dead and proceed at
kmph if considered safe otherwise to station. SR 6.07 (e).
34. When a train parts, If the Loco Pilot finds it necessary to proceed to the station
ahead, he shall, on approaching the station give whistle and act as per
aspects of signals of station/gate.(SR 6.08.1.1).
35. When a train parts on its journey, the tonnage of the train shall be jointly checked
by the and the and also by the (SR
6.08.1.3).
36. When train stopped due to inability of the engine to haul the load and If it is not
possible to get the relief engine or push back the train, the crew can decide to
the train.( SR 6.09.1)
37. During divided train working, the Guard will prepare a written permission in the
form and give to Loco Pilot to proceed to the next station.( SR 6.09.3.2)
38. During , the second
portion of the train left in section shall be protected in the front by Guard.(SR
6.09.4)
39. During divided train working, on approaching the station, the LP shall stop at
home signal even though it is off and give 0 0 whistles. The SM and LP shall
contact each other on / .and SM may then exhibit
hand signals to LP to enter into station. (SR 6.09.5)
40. The light engine which is coming on T/609 to pick up the second portion shall
come with a restricted speed of kmph.(SR 6.09.7)
41. When a goods Train runs without Guard has to be divided, the Loco Pilot shall
bring first portion by preparing a .( SR 6.09.9.1)
42. When a train without guard is divided in the section, after dropping the first
portion, light engine returning to pickup second portion shall proceed on
authority. ( SR 6.09.9.4)
43. In case of fire accident in a passenger carrying train, the first objective to be
achieved is to ( GR 6.10.1)
44. If a fire is noticed in a running train, the LP shall at once stop the train. The
vehicles behind the one on fire shall be and the front portion of the
train then moved forward to prevent the catching of fire.(S.R.6.10.1.1)
200
45. In the event of a fire on fire on any part of the electrical equipment, the affected
part is first to be completely from the Distribution System.
(S.R.6.10.11)
46. shall not be used for extinguishing fires on electrical
equipment. .(S.R.6.10.11)
CHAPTER – VII, VIII & IX
1. The System of working used between Lingampally – Secunderabad Junction
– Moula-ali of SC division is .( SR 7.01.1)
2. On SCR single line, Automatic Block System is used between
and .(SR 7.01.II)
3. On Absolute Block System, no train shall be allowed to leave a block station
unless has been received from advance Block station.(GR
8.01(1) (a)
4. The automatic signal shall not assume OFF position unless the line is clear
not only upto the next Automatic signal but also for an adequate distance of
not less than metres on D/L ( GR 9.01.(1) (c)(i)
5. Automatic stop signal is identified by board GR
3.17(1)
6. Semi automatic stop signal is identified by light
when working as automatic signal. GR 3.17(1)
7. Normal aspect of Automatic signal is (GR .3 37(2)
8. All Guards, Loco Pilots, Assistant Loco Pilots, Motor men who are required
to work in automatic block system shall undergo one day intensive training
and a certificate shall be renewed once in months. (SR 9.01
4)
9. SMR/SS/TI shall renew the competency certificates (Automatic section) for
the and LI for . (SR 9.01.5)
10. When Loco Pilot passes an automatic signal at ON, he shall observe an SR of
.( S.R 9.02.3)
11. The Guard shall show a hand signals towards the rear when
the train has been stopped at an Automatic stop signal. (GR 9.02(2)
12. After passing an automatic signal at ON, the Loco Pilot of the following train
hauled by any locomotive shall ensure that a minimum distance of
metres is maintained between his train and preceding train. The
distance may be reduced to in case of EMU train.( SR 9.02.7.1)
13. In special circumstances like floods etc., or during dense fog, after passing an
automatic stop signal at ‘on’ (red), the loco pilot should ensure that he
maintains reasonable distance at which he is able to observe the
of the train ahead or the obstruction. (S.R. 9.02.7.3)
201
14. When LSS fails on single line automatic block system,

shall be given to Loco Pilot and the first train shall go
with a restricted speed of kmph (SR 9.06.4 and 5)
15. When LSS fails on double line automatic block system,
shall be given as authority to LP of the train and C.O to go with a restricted
speed of kmph (SR 3.12.3).
16. When a train is stopped in an automatic block signaling section on single line
and train cannot proceed further, the Guard shall protect in rear duly placing
one detonator at meters and 2 detonators 10 meters apart at
(SR 9.10.3).
17. When a train is stopped in automatic block signaling section on double line
and train cannot proceed further, the LP/ALP shall protect adjacent line in
front duly placing and
shall ensure it. (SR 9.10.4)
18. On double line, Automatic block signaling section, when relief engine is
sought and expected from advance station, during time, the
front portion shall be protected as per G.R/S.R. 6.03 (S.R. 9.10.7.2)
19. Relief engine is expected from advance station, during day time protection is
not required but during night time protection shall be done as per G.R/S.R.
6.03
20. During prolonged failure of signals but communications are available on DL
Automatic Block System, the authority given to Loco Pilot .The
Loco Pilot of first train shall go with a restricted speed of kmph. (SR
9.12.1 5.1)
21. When signals and communication fail on DL Automatic Block System, the
authority given to the Loco Pilot is which authorizes the LP
to go with a restricted speed of kmph. (SR 9.12 2.2.4)
22. The time interval between two trains during signal and communication
failure on DL Automatic Block System shall be minutes.
(SR 9.12.2.2.5)
23. During TSL working Automatic Block System, the first train proceeding on
right line when signal and communications are working shall proceed on
authorities (SR 9.12.3.14.1.1)
24. During TSL working Automatic Block System when signals and
communications are working, the second and subsequent trains proceeding
on right line shall proceed on . (SR
9.12.3.14.1.2)
25. The first train running in the wrong direction during TSL working on
Automatic block system shall proceed with a restricted speed of
kmph. (SR 9.12.3.10)
202
26. The second and subsequent trains running in the wrong direction during TSL
working on Automatic block system shall proceed with a speed of
. (SR 9.12.3.10)
27. Authority to dispatch a light engine on single line Automatic Block system
during prolonged failure of all signals when no communications are
available is (SR 9.12.5).
28. To dispatch a relief loco/train into the occupied block section
is given as the ATP for the relief loco/ train. in the
automatic block system. (SR 9.12.6)
29. Relief loco/train shall proceed with a restricted speed of
kmph (SR 9.12.6.1.3)
30. On Automatic Block System when the train is unable to proceed further,
obtain permission only from to push back. Such
permission can be given only provided that . (SR 9.13.2)
31. A fixed signal which can be operated either as an Automatic stop signal or a
manual stop signal, as required, is called .(GR 3.12(1) (b)
32. Gate stop signal in Automatic signaling territory is distinguished by the
provision of and illuminated A marker when gate is closed
condition. (SR 9.15.1)
33. When Gate signal in Automatic signaling territory is at ‘ON’ and ‘A’ marker
is illuminated, LP shall follow the rules of passing signal at
‘ON’. (SR 9.15.3)
34. When Gate signal in Automatic signaling territory is at ‘ON’ and ‘A’ marker
is not illuminated, LP shall follow the rules of passing signal
at ‘ON’ till he passes the gate and further follow the rules of passing
signal at ‘ON’. (SR 9.15.3)
35. LP shall pass a Semi Automatic signal with extinguished .A’ marker at ‘ON’
on receipt of written authority +PHS. (SR 9.14.6)
*******
CHAPTER NO. XIV, XV, XVI, XVII

1. is the normal authority to proceed
on Single Line token less sections/Double line sections. (G.R.14.08)
2. At stations where cabin is not provided, the Guard of the train, after verifying
the last vehicle is standing clear of the fouling mark, shall give an all right signal
to Station Master by by day/night.(SR 14.10.3.1)
3. Where IB signal is provided, when reset is initiated, digital axle counter enters
into preparatory reset mode. The first train shall be dealt on
.( SR 14.13.2.3 (a)
203
4. When a train passes IBS at ‘on’ and k1 indication appears and IB section is
occupied by a train, SM shall advise to stop the train. (SR
14.14.1.1.2.1)
5. On Double line or on Single Line when block instrument is defective
is given as A T P for the Loco Pilot.(SR 14.25)
6. block means blocking of a portion of line for maintenance
work by more than one department. ( SR 15.06.1.3)
7. block means a block, availed from either end of the block section
between two block stations simultaneously. ( SR 15.06.1.4)
8. When more than one TTM/Tower Car are programmed to go in the same block
section and return to the same station the authority for the first TTM/Tower
car is / and authority for the subsequent TTM/Tower car is
(SR 15.06.4.!(c).
9. When more than one TTM/Tower Car are programmed to go in the same block
section and proceed to the next station the authority for the first TTM/Tower
car is and authority for the subsequent TTM/Tower car is
/ ( SR 15.06.4.1(d).
10. authority is given to the Tower Wagon to go into the section work
and return to the same station during power block. (SR 15.06.4.2(a)
11. authority is given to the Tower Wagon to go into the section work
and proceed to the next station during power block. (SR 15.06.4.2(b)
12. The Speed of the Tower Wagon when following each other is restricted to
kmph during day/night and the distance to be kept is
meters.( SR 15.06.4. 3)
13. When material train, TTM and Tower wagon are permitted in the same block
section to work the distance to be kept between them is meters and
the speed I for the following is restricted to kmph during
day/night ( SR 15.06.4.4.1)
14. During integrated block/shadow block, if it is necessary to dispatch material
train and TTM and tower wagon into the block section, they shall maintain the
speed of kmph when view is clear and during day time and kmph
when view is not clear and during night time.( SR 15.06.4.4.1/2).
15. Number of material trains permitted during the line block or integrated block or
shadow block is . (SR 15.06.4.4.2)
16. During line/integrated/shadow block, if the units are allowed on to the wrong
line, units shall be piloted out on _after ensuring correct setting,
clamping and padlocking of the points. ( SR 15.06.7)
17. During line block, to receive the units coming on right line, the first unit can be
received on and the following units will be admitted on
or written authority T/509.( SR 15.06.10.1)
204
18. During line/integrated/shadow block, if the units are coming on wrong line,
units shall be received on after ensuring correct setting ,
clamping and padlocking of the points. ( SR 15.06.10.2)
19. On completion of work and after ensuring that the block section is free, the
respective official in charges of various units will hand over to the SM a
.( SR 15.06.11.1)
20. When the train is required to stop and the restriction is likely to last only for a
day or less, a Banner flag shall be exhibited at a distance of on BG. In
addition, stop hand signal shall be shown at a distance of m from the
place of obstruction, at the Banner flag and at a distance of 45 m from the three
detonators.( GR 15.09.1(a))
21. Stop indicator is located at metres from the obstruction (work spot)
(G.R 15.09.1 (b))
22. Speed indicator is located at from the obstruction (work spot). (G.R
15.09.1. (d))
23. Engineering indicators are (a). b)
(c) (d) (e) (SR 15.09.1.1.2)
24. Caution indicator is located at metres before the spot on BG and
metres on MG. (SR 15.09.1.2.1)
25. After stopping at the stop indicator, Loco Pilot shall sign in the book
and proceed with kmph.( SR 15.09.3)
26. Loop line clearance Board with legend “T/Loop” to be provided at stations at a
distance of meters after the loop line cross over point. (SR 15.09.1.2.5)
27. When major work such as relaying and re girdering is in progress a speed
restriction of kmph shall be observed on the adjoining line of
DL//MULTIPLE/ line section.( SR 15.09.6)
28. When water over tops the ballast level but is below rail level, the track should
be walked over by one at either end of the sleepers. (SR
15.17.3.1)
29. When water over tops the rail shall certify by walking over and
probing that the track is safe and allow the train to go at a speed not exceeding
kmph.(SR 15.17.3.2)
30. When Station Masters of both ends received Trolly/Lorry Notice, they shall
stop all the trains entering into the section and issue . (SR
15.27.2.1)
31. Neutral section lies between two consecutive (SR
17.02(3)).
32. “Danger Zone” means the zone lying within metres radius around
any live equipment. (SR 17.02.7.3, 19)
33. Engine crew of all trains shall report any defect/irregularity noticed in the OHE
to in electrified section. (SR 17.03.4.3.1)
205
34. When a train comes to a stop in an electrified section and the cause of stoppage
is not immediately obvious, the LP and Guard shall immediately take action to
. (SR 17.03.4.9.1)
35. Warning boards shall be fixed on the OHE masts in rear of neutral sections at a
distance of and metres respectively. (SR 17.07.1)
36. The speed of the train while passing through Neutral section shall not be less
than kmph.(SR 17.07.1)
37. When the tower wagon is moved, attached to a train, it should be inside the
.and the speed of the train should be restricted to the speed of
the .(SR 17.08.8.3.4)
38. When healthy section is temporarily isolated and re-energised, if no train
entered faulty section, Station Master to issue caution order to the LP of the first
train on healthy section to .(SR 17.09.16(b))
39. When healthy section is temporarily isolated and re-energised, if train entered
faulty section, the speed of the first train shall be
kmph by day / night. (SR 17.09.16(c)
40. During power block trains are only permitted to run.(SR
15.06.1.2)
41. The Guard shall not allow the train with the ODC to enter the section
(electrified) until the is received from the authorized person.
(S.R.17.08.1.5.10.2)
******
APPENDIX I & II
1. The notice stations, where caution order shall be issued are specified in the
.( Appx I (2.3(i) )
2. In the Caution order, the names of the stations concerned should be written in
full should not be used.( Appx I ( 5.2).
3. The caution order should have all the speed restrictions in force in
order.( Appx I (5.3)
4. The LP shall not start the train/the Guard shall not give signal to start from a
notice station until they have received .(Appx I (6.3)
5. In case of change of train crew en route, the Loco Pilot/Guard taking over charge
must take over all Caution Orders from the who is being
relieved. (Appx I (8)
6. In case a train is worked with an assisting engine / banking engine, the LP and
ALP of such engines shall also be issued with the .(Appx I (9.1)
7. Level crossing gates situated within outermost stop signals of a station are under
the control of .(PWay Manual 909(1))
206
8. Level crossing gates situated out side the outermost stop signals of a station are
under control of .(PWay Manual 909(2))
9. At non interlocked gates, the gateman, before opening the gate for road traffic
shall fix a banner flag by day and red light by night at a location distance
from the gate.(Appx II-IV-1.4.2 ))
10. During passage of trains, Gateman during day time will stand and hold
in a furled condition and during night time, he shall hold
light facing the track. (App II-IV- 1.5(2) ))
11. If a Gateman observes a train running in two or more portions, he will draw the
attention of the Loco Pilot and Guard By and also shall
show parting hand signal. (App II-IV-1.5 (4) (iv))
12. The interlocked level crossing gate should be treated as when
the signal protecting the LC gate becomes defective. (Appx II Annex I ( 3 ))
13. If the communication with L C Gate fails, SM shall stop all trains and issue
(Appx II. Annex III 3 (1))
*****
APPENDIX III, IV, V, VI VII and VIII

1. During non interlocking working, the line should not be used for
reception of trains coming from opposite direction. ( Appx III 2.4)
2. A common NI home signal without route indicator should be provided with
aspects for any indirect reception of trains. (Appx III 4.4)
3. signal shall not be disconnected throughout the NI working
except at the fag end.( Appx III 4.6)
4. All trains must be brought to a stop at and then allowed to enter (taking off
signals) cautiously at speed not exceeding kmph.(App III 5.2)
5. During non interlocking working, speed of the trains on main line shall not
exceed kmph. (Appx III 5.2).
6. During NI working, the LP shall not pass the outermost facing points even
though signals are taken off unless he also receives at points. ( Appx
III 5.3)
7. Patrolling of line means
of the line in addition to the daily inspection carried out by key man of the
gang.(Appx IV )
8. Patrolling of railway line is done on four occasions. They are
(a) (b) (c)
(d) (Appx IV 2)
9. Patrolman, when there is no danger, stand on the right hand side of the train,
whistle and exhibit showing the light on it. (Appx IV 7.4)
207
10. If the night patrolman does not turn up even after minutes
beyond the schedule arrival time, SM shall stop all the trains and issue caution
order restricting the speed to kmph.(Appx IV 10.4).
11. As and when there is change of traction and reversal of engine
test must be conducted. (Appx VI 15)
12. Fog signal men shall not show any hand signals to the LP of train,
but on single line sections, for a train fog signal men shall show
proceed hand signals. ( Appx VII 6 (ii) )
13. Maximum number of wagons containing explosives permitted by goods trains
is and by mixed train.(Appx VIII 1.1)
14. Minimum number of wagons is to be given as support wagons from
Loco when wagons containing explosives are attached by Goods Train.(Appx
VIII 1.3.1)
15. Minimum number of wagons is required to be given as support
wagons from B V / Passenger coach / other inflammables when explosives are
carried by a train.(Appx VIII 1.3.2.)
16. The liquids, the vapours of which have flash point below 23 C classified under
Class. ( Appx VIII 2)
17. Class ‘A’ POL product when carried, minimum number of wagon/s
are given as support wagon from loco and from brake van or
passenger carriage. ( Appx VIII 2.3)
18. When a Brake Van is provided, no dummy wagons are required
from loco and other vehicles.(Annexure-VIII paras, SRs 2.3.3)
19. Class ‘B’ POL product when carried, minimum number of wagons is
given as support wagon from loco and BV.( Appx VIII 2.4)
20. For the purpose of marshalling, the empty oil tanks also shall be treated
tank wagons.( Appx VIII 2.6)
21. Tank wagons containing petroleum and other inflammable liquids and
oxygen/air not to be carried together.( Appx VIII 2.10)
22. A single four wheeler must not be marshaled between two Appx
VIII 8.5.1)
23. To attach a dead engine to a train, a certificate ‘fit to run’ issued by Section
Engineer/ /Power controller is required.( Appx VIII 9.5.1 (i) )
24. Dead engine, wherever required shall be escorted by competent railway servant
not lower than (Appx VIII 9.5.1(i)).
25. Number of dead engines is/are permitted to attach to passenger carrying train
is/are .(Appx VIII 9.5.2 (I) )
26. Dead locomotive can be attached to Mail / Express train including super fast
trains but excluding , & .(Appx VIII 9.5.2(v)
208
27. Officers inspection carriages are not to be permitted by (a)

(b) (c)
(d) trains.( Appx VIII 10.1 and rake link)
28. More than one Inspection Carriage is not permitted by
trains.(Appx VIII 10.2 )
29. can be attached in excess of the permitted load.( Appx VIII
10.6)
30. A mail/express train shall have at least one
after loco and as rearmost vehicle. ( Appx VIII 11.1.1)
31. In rear of rear S L R coaches can be attached excluding one
Inspection carriage for express trains.(SR. 4.24.1)
32. In case of short trains running with single SLR, the SLR, should be marshaled in
the of the formation. .(Appx-VIII11.2)
33. When center S L R is provided in short trains, a maximum of
coaches are permitted on either side of S L R. (SR. 4.24.1
*****
APPENDIX X and XI
1. Caution board before automatic danger level indicator shall be provided at
(Appx X 3).
2. When automatic danger level indicator is flashing red light the Loco Pilot shall
stop the train metres before the indicator.( Appx X 6)
3. When Loco Pilot stopped the train before flashing red light of Automatic Danger
Level Indicator, train shall be piloted by (Appx X 6).
4. At standard – I R interlocked station the maximum speed permitted for the train
over main line points is kmph.( Appx XI 1.3 )
5. At standard – II R interlocked station the maximum speed permitted for the train
over main line points is kmph. Appx XI 1.3 )
6. At standard – III R interlocked station the maximum speed permitted for the
train over M L points is kmph.( Appx XI 1.3 )
7. At standard – IV R interlocked station the maximum speed permitted for the
train over main line points is kmph.( Appx XI 1.3 )
8. At standard – III interlocked station the maximum speed permitted for the train
over M L points is kmph.( Appx XI 1.3 )
9. Double Distant signal is compulsory in the Standard and
interlocking. ( Appx XI 1.3 )
10. Double distant is required on sections where goods trains have a braking
distance of more than KM.(Appx XI 1.4.2)
****
209
APPENDIX XII, XIII, XIV and XV

1. In case of train shunting, written instructions will be given in form
No. (Appx XII ).
2. On double line section, shunting within the station section can be
when line clear is granted for a train.(App XII 7.1)
3. On Double line, to perform shunting beyond LSS, SM shall do
and give written authority.(Appx XII 8)
4. On double line, when shunting is permitted beyond LSS in SWR in rear of a
travelling away train, the authority is .(Appx XII 8)
5. On single line token less sections, to perform shunting beyond LSS and up to FSS,
the authority is .(Appx XII 9.2)
6. On double line, to perform shunting beyond Outer most facing points/BSLB, the
authority is .(Appx XII 10)
7. To shunt beyond the FSS on single line sections, the movement should be treated
like a movement and LP shall be given + a memo to
push back.(Appx XII 11).
*****
APPENDIX XVI and XVII

1. In the EMU/MEMU Bell code 000 pause 000 indicates (Appx XVI 1.1)
2. Only persons other than the Loco Pilot/Motorman or Guard are
authorized to travel in the Cab of EMU/MEMU with special permits.(Appx XVI
2)
3. test should be conducted before taking out MEMU/EMU onthe
1st daily service run from shed, stabling siding and platform line. (Appx XVI 5)
4. When the power go off the line, while the EMU/MEMU is standing on a grade,
the Loco Pilot/Motorman must immediately apply the in both
cabs to the full extent and applythe wedges towards the .(Appx XVI
7)
5. If the detention exceeds or it is likely to exceed minutes, the
EMU/MEMU shall beprotected as per Rule 6.03/9.10 (Appx XVI 8)
6. In the event of fire on any part of the electrical equipment, the affected part is
first to becompletely from the distribution system.(Appx XVI 9.1)
7. In the event of fire on EMU/MEMU, the Loco Pilot/Motorman shall immediately
and lowers the pantograph.(Appx XVI 9.2)
8. In cases where the leading cab of an EMU/MEMU has become defective, the
maximumspeed shall be Kmph.(Appx XVI 10)
210
9. In cases where the leading cab of an EMU/MEMU has become defective, brake
equipment in the leading cab is inoperative; the maximumspeed shall be
Kmph.(Appx XVI 10)
10. According to the density of traffic to the sidings, the rakes will be moved as per
(A) One Pilot Only System or (B) System.(Appx XVII )
11. is authorized to prescribe either one pilot only system or
multiple pilot system of working on the basis of traffic to be dealt.(Appx XVII)
12. At serving station where sidings are take off, the Station master must maintain
register to record the detail of all pilot movements.(Appx XVII )
13. of the train or in his absence any staff deputed by
Station Master is in charge of the Pilot.(Appx XVII )
14. of the Pilot is responsible for the safe working of the Pilot and
for the correct setting and securing of points.(Appx XVII )
15. In the system, before leaving station, LP will be given
authority to proceed to the siding and return to the station.(Appx XVII )
16. On complete arrival of the Pilot train inside the fouling mark, the
shall make an endorsement in the Pilot Movement Register.
(Appx XVII )
17. In the system, LP will be given separate authorities from
station to siding and siding to station.(Appx XVII )
18. Reception of pilot train into station can be done by taking off or (Appx XVII)
19. In the Multiple Pilot system, in the event of failure of means of communication
with siding, SM has to adopt system till restoration of any one
of the communication.(Appx XVII ).
******
BLOCK WORKING MANUAL

1. In push button token less block instrument when shunt key cannot be extracted
for shunting purposes, the SM shall advise the SM at the other end to extract
shunt key and keep it in his personal custody and LP shall be given
for performing shunting.(BWM-B-3.7.7)
2. For all Goods trains at originating station “is line clear” should be
asked .(BWM-A-3.10,C-3.5(c))
3. At train starting station ‘is line clear’ shall be asked minutes before
the booked departure of the passenger carrying trains. (BWM-A-3.10,C-3.5(c))
4. At intermediate stations, for all stopping trains with a halt of less than five
minutes‘ is line clear’ shall be asked when .(BWM –A-
3.10,C-3.5(c))
5. in the case of train is booked to run through a station, is line clear shall be asked
minutes before the train is due to pass. (BWM-A-3.10, C-3.5(c))
211
6. For run through trains whose running time is less than seven minutes, Line clear
is to be obtained immediately after the signal is
received.(BWM-A-3.10, C-3.5(c))
7. The Guards/Loco Pilots of all trains who are provided with VHF sets and
Portable Field telephone, when delayed in the block section for over for
passenger carrying/goods trains shall inform the Station Master/controller.
(BWM-A-5.5 (b), B.5.6 (b),C-5.7(e))
8. A relief engine should be sent, if the engine or vehicles running away have not
arrived even after a lapse of minutes more than the running time of the
slowest speed goods train. (BWM-A-5.9 (a), B.5.10 (a),C-5.11(b),5.12(b))
9. While issuing PLCT, loco pilot’s signature is to be obtained in
. [BWM-Annex-1.5(a)]
*****
ACCIDENT MANUAL
1. Accidents are classified
asa] b) c)
d) e) .(AM 105)
2. An example of consequential accident is .(AM 105.2)
3. An example of indicative accident is (AM 105.9)
4. Passing stop signal at Danger is type of accident.(AM 105.9)
5. In an accident if the damage to Railway property exceeds Rs2crores,such
accident shall be treated as accident (AM 103)
6. If, outside station limits, the distance between two trains is or more,
such occurrence may not be treated as averted collision(AM 105.10).
7. When SM receives message about unsafe condition of tanks, rivers and bunds,
he shall stop the train and issue caution order to
observe .(AM 1101)
8. When persons are knocked down or run over and dead, no responsible
person is available, body shall be handed over to nearest or
in the direction of movement.. (AM 1102)
9. When murder is reported in second class compartment, carriage will be
detached at the station where the .(AM 1107)
10. An example of breach of block rules is .(AM 105.11)
11. Whenever accident takes place, blood samples are to be collected from
in addition to GLP of the ill fated train. (AM 501.2)
12. Accident siren three long indicates .(AM 602)
13. Accident siren when accident takes place at out station, main line obstructed
and MRT required is .(AM 602)
212
14. The target time for turning out ART is by day and by
night. (AM 603.2)
15. ARME scale –I comprises of and .(AM
605.1)
16. The target time for turning out MRT is for direct/indirect
dispatch. (AM 605.4)
17. Mock drills for ART shall be conducted once in . (AM
618)
18. Rainfall above cm in 24 hours is considered as dangerous for
running trains. (AM-APP-IV-1)
19. Heavy wind above kmph is considered dangerous for running
trains. (AM-APP-IV-1)
20. South Central Railway is divided into zones for the purpose of
Weather Warning(AM-APP-IV-1.2)
21. In case of death in Train accident/manned LC gate accident Rs is
paid as ex-gratia. (AM 801)
22. In case of serious injury in a train accident Rs. is paid as ex-
gratia (AM 801)
23. In case of simple injury in a train accident Rs. is paid as ex-
gratia (AM 801)
24. Whenever accident takes place, GLP has to prepare report in forms No.
respectively. (AM-APP-VI)
25. The amount of compensation to be paid in case of death in railway accident is
Rs .(AM 803.1)
26. The claim for compensation shall be made within from the
date of accident through (AM 803.3)
*****
213
Important Whistle Codes

Sl. Whistle code
Indication
No. Of engine
1 O leading engine ready/acknowledgement
2 OO a) call for Guards signal b) signals not exchanged by Guard

c) signals not exchanged by station staff
3. —O a) guard release brakes b) before starting from section/station
4. OOO a) guard to apply brakes. b) train is out of control, guard to assist
5. OOOO a) train cannot proceed due to accident b) Protect train in rear
6. — ― OO Guard to come to engine.
7. O―O a) with wrong ATP b)Passing stop signal at 'ON' with authority
8. a)pressure created, remove sprags b) Passing automatic signal at ON

c) Passing IB signal at ON (telephone not working)
d) acknowledgement of Guards signal on run
9. a) recall Railway servant protecting in rear

b) material train ready to leave c) running through a station
d) approaching stop signal at ON d) detained at stop signal
10 —O―O a) train parting b) train arrived incomplete
11. OO― a) alarm chain pulled b) insufficient vacuum/air pressure in engine
12 —― Raise pantograph to be acknowledged
13 —O― Lower pantograph to be acknowledged
14 —―― Fouling mark not cleared
15 OOOOOOO a)danger b) danger signal to incoming train

(frequently) c) TIC or TSL working d)moving in wrong direction
16 Approaching a level crossing gate.
Intermittent
long
16 a Approaching level crossing gate from Repeater Whistle Board (RW/L)

wherever provided
(Long
whistle)
214
VARIOUS SPEED RESTRICTIONS

S.No DESCRIPTION[AT STATION] SPEED[kmph] RULE REF.
1. Failure of LSS in Automatic block –D/L 10 up to next signal SR.3.12.3
2. Goods trains –entering terminal yards 15 SR.3.36.4
3. While testing detonators 8--11 SR 3.64.5.6
draw ahead with
caution and be prepared
4. Maximum speed on calling on ‘off’ SR 3.79
to stop short of any
obstruction
5. On non-interlocked points 30 GR. 4.10
1 in 8½ turnout—a]goods
b] Passenger carrying trains 15
c] with curved switches, PSC sleepers 10
and52/60 kg rails---- both passenger SR.4.10
6.
and goods 15
d) symmetrical split with curved switch
52/60kg rails including Thick Web
Switch on PSC sleepers - both passenger 30
and goods
7. TTM speed over points and crossings 10 SR 4.65.1.1
SR.15.25.10.
8. Trolly over points and crossings 15
2
Appendix
9. STD.I (R) Interlocked M/L facing points Up to 50
XI 1.3
STD.II (R) Interlocked M/L facing Appendix
10. Up to 110
points XI 1.3
STD.III (R) Interlocked M/L facing Appendix
11. Up to 140
points XI 1.3
STD.IV (R) Interlocked M/L facing Appendix
12. Up to 160
points XI 1.3
13. STD III interlocked M/L facing points MPS SEM Part I
[ IN BLOCK SECTION]
14. IBS at ‘ ON’---- phone defective 15/8 SR.3.75.4
Absolute-60
Automatic -Green- 60
During dense fog in section SR.3.61.10
15. Double yellow -30
SingleYellow- restricted
speed
During Dense Fog,If Fog Safety Device Absolute-75 SR.3.61.10
16.
has been provided in Loco and working Automatic -Green- 75 Note
17. While pushing the train—
215
a) Guard in the leading vehicle 25 SR.4.12.2.3

b)Guard is not in the leading vehicle 8
c) without brake van Walking speed
Patrol or Search light special with one
18. 40 GR 4.12.1
or more vehicles in front
40 or severest SR
19. Failure of Headlight SR.4.14
whichever is less
Shunting
Generally 15
20. Explosives, petroleum and other 08 SR 5.13
inflammables SR 5.20.5.3
Non-roller bearing—Hand shunting 05
Rail breakage---up to 30mm
21. I train 10
SR.6.01.2.3.3
II and subsequent trains 15
When train/engine is sent into occupied
22. 15/10 SR 6.02.6.1
block section on T/A602
Light engine proceeding on T/B602 to
23. 15/10 SR 6.02.4.6.1
open communication
During TIC on D/L Train proceeding
24. 25/10 SR 6.02.3.3.2
on T/C602
25. When Block Tkt [T/J 602] is issued 15/8 T/J 602
26. First train during TSL. Working 25 SR 6.02.1.11
During TIC on S/L When line clear is
25/10
27. obtained for more than one train---- SR.6.02.4.18
speed of second and subsequent trains
28. On seeing flasher light 20/10 SR 6.03.7

When ‘lurch’ is reported and Stop dead short of
29. subsequently a train is sent with expected portion of the SR.6.07.1(d)
engineering official, caution order track.
Stop dead before the
When ‘lurch’ is reported and affected KM and
30. subsequently a train is sent without proceed with 10km after SR.6.07.1(e)
engineering official, caution order satisfying condition of
the track
Light engine returning on T/609 to clear
31. 25 SR 6.09.7
left over portion
When LOCO PILOT passes Automatic
32. 10 SR.9.02.3
signal at ON
Failure of LSS in Automatic block S/L--I
33. 25 SR.9.06.5
Train
34. First train is proceeding on T/D912 25 SR.9.12.1.6.2
35. When train is proceeding on T/B912 25/10 SR.9.12.2.4.3
216
During TSL Working in automatic block

36. 25 SR.9.12.3.10
First train on wrong line
37. Speed of the relief engine on T/C 912 15/10 SR 9.12.6.1.3
Speed of the following tower
38. 25/10 SR 15.06.4.3
wagon/TTM (day/night)
Speed of the Material train/tower
SR
39. wagon/TTM during 15/8
15.06.4.4.1
integrated/shadow block (day/night)
40. After stopping at Stop Indicator 8 SR15.09.3
When major work is in progress—speed
41. 50 SR 15.09.6
of trains on adjacent line
Stop and proceed 8 ( 2
When water rises over ballast level but
42. gang men should walk SR.15.17.3
below rail level
abreast on sleepers)
Stop and proceed 8 after
43. When water overtops the rail SR.15.17.3
certification by PWI
44. Motor trolly during night 30 SR.15.25.10
45. Passing neutral section —minimum 30 SR.17.07.1
In cases of emergency Asst.Loco Pilot
46. drives the train up to next point where 40 SR.17.09.5.7
he can be relieved
Electric loco leading driving
compartment is defective--- SR.17.09.12.
a)Loco Pilot remains in leading driving 2
comp. Train is driven by Asst.Loco Pilot
47. 40
from rear driving compartment
B) Loco Pilot drives from rear driving
compartment. Asst. remains in the SR.17.09.12.
15
leading compartment 3
First train to enter healthy section which
48. 60/30 SR.17.09.16
is temporarily isolated and re-energized
When patrolman has not turned up App.IV
49. 40
after 15 mts beyond schedule arrival (10).4.3
When a four wheeler vehicle is attached BG—75 App.VIII..8.
50.
to passenger carrying train. MG—50 5.3
Unsafe condition of bunds of Tanks or Accident
51. Special caution
Rivers Manual 401
When ODC is by train BG MG
Class A 75 25
52.
Class B 40 25 WTT
Class C 25 15
Flat tyre
After detection to clear block section – 30 JPO of Flat
53.
tyre
In effected block section till USFD test 50
217
conducted for empty goods/pass trains
In effected block section till USFD test Not permitted

for loaded goods trains
In the effected block section after USFD
test for next 24 hours for empty goods/ 75
passenger trains
In the effected block section after USFD

test for next 24 hours for loaded goods 50
218
AUTHORITIES
1. Normal authority to proceed on Single Line token less section and on Double line
section is OFF POSITION OF L.S.S.
2. When a Loco Pilot has been advised of a defective reception stop signal of a
station in advance through the S.M. of station in rear, the authority to pass such
signal is T/369(1) +PHS AT THE FOOT OF THE SIGNAL
3. Authority to pass defective OUTER/HOME/STARTER signal is
T/369(3b)+PHS
4. Authority to pass defective Shunt signal / Shunting permitted indicator is
T/369(3b)+PHS
5. When train passed home signal at ‘ON’ without authority and stopped, authority
for receiving the train into stationT/369(3b)+ restart memo+ PHS at facing point
6. When train passed starter signal partly when signal is at ON and stops, it shall be
re started on_T/369(3b)+MEMO(COUNTER SIGNED BY GUARD)+PHS+ ATP
7. When LSS becomes defective on Double Line in Automatic block system
(T.369(3b)+CO (10 kmph up to next signal.)
8. Caution order ( Divisional/Sectional) T/409
9. Caution order (Nil) T/A 409
10. Authority for the material, after completion of work coming back to the same
station –T.462
11. Authority for the material after completion of work going to the next station ----
T/A.462
12. Authority for the TTM, after completion of work coming back to the same station
–T.465
13. Authority for the TTM, after completion of work going to the next station
T/A.465
14. Authority when more than one TTM is permitted in the same section and
returning back to the same station for the First TTM is—T.465 and subsequent
TTM’s CO
15. Authority when more than one TTM is permitted in the same section and going
to the station in advance first and subsequent TTM is given--- CO and last TTM is
given---T.A 465
16. Written Authority to receive a train on to an obstructed line/ non-signaled line
T/509
17. To start a train from a line not provided with Starter Signal and ATP is not
tangible ATP+T/511
18. To start a train from a line provided with a common starting signal for a group of
lines ATP+T/512 +common starter taken ‘off’
19. To send a relief engine/train or train into occupied block section T/A.602
219
20. Engine going for opening up communication during total interruption of

communication on Single Line T/B602
21. To dispatch a train during total interruption of communication on Double Line
sections T/C602
22. For working trains during T S L working on double line T/D602
23. For engine going for opening up communication during total interruption of
communication on Single Line when Line Clear is required for more than one
train T/B602+T/E602
24. In case of even flow of traffic during TIC on S/L, after opening up of
communication, Line clear enquiry can be made for subsequent trains
through T/E602
25. Conditional line clear reply message T/F602
26. Conditional Line Clear Ticket for UP/DOWN trains UP-T/G602. DOWN-
T/H602
27. Form that has to be used for exchanging messages after any one of the means of
communication is restored T/I602
28. Block Ticket is prepared in Form No. T/J602
29. Written permission given by Guard to Loco Pilot during divided train working
T/609
30. Authority for Light Engine to return to pick up the 2nd portion left in the block
section T.609(endorsed by the SM)
31. When a train without guard is divided in the section, after dropping the first
portion, authority for light engine returning to pickup second portion T/A
602
32. Shunting order (Shunting instruction form) T/806
33. Authority to go up to opposite FSS for shunting purpose in Token area T/806
34. Authority to go up to opposite FSS for shunting purpose in Token less
area T/806+SHUNT KEY OR T/806+PN
35. Authority to go beyond opposite FSS for shunting purpose on Single
line ATP+WRITTEN MEMO TO PUSH BACK+TAKING OFF SIGNALS
36. Authority to enter block section in rear on Double line section for shunting
purpose T/806(WITH PN)
37. Authority to enter block section in advance on Double line section for shunting
purpose TAKING OFF SHUNT SIGNAL BELOW LSS/LSS LEVER
KEY/T-806(WITH PN)
38. Authority to enter block section in advance on Double Line section for shunting
purpose behind the travelling away train taking off shunt signal
below LSS or T/806 without PN
39. When LSS becomes defective on Single line Automatic block system
(T/A912+PLCT)
220
40. During prolonged failure of all signals and communication on Double Line
Automatic block system T/B912
41. For relief engine/train to enter occupied block section in Automatic block
system T/C912
42. During prolonged failure of all signals and communication is available on
Double Line Automatic block system T/D912
43. Authority to despatch the trains during temporary single line working on
Automatic block system (first train on right line and all trains on wrong line) –
T/D 602 + T/A 912
44. Authority to open communication on single line automatic block system is –
T/B 602 + T/A 912
45. Before issuing PLCT –Line Clear Enquiry (despatching end) T/A1425
46. Before issuing PLCT –Line Clear Reply(receiving end) T/B1425
47. PLCT-UP T/C1425
48. PLCT-DOWN T/D1425
49. To pass defective Home Signal of class C station on Double line section
PLCT
50. In IBS area, before a train leaves the station if it is known that the
IBS/LSS/AXLE COUNTER/TRACK CIRCUIT is failed PLCT+T/369(3B)
51. When Loco Pilot enters block section without an ATP and report is sent to station
in rear, the SM gives PLCT
52. Trolley/Lorry/Ladder Trolley Notice T/1518
53. Motor trolley permit in token less single line and double line sections on
Absolute Block system T/A1525
54. Motor trolley permit in single line and double line sections on Automatic Block
system T/A1525
55. Motor trolley permit to follow a train/engine/another motor trolley T/1525
56. Authority for Tower Wagon, after completion of work coming back to the same
station- T.1708
57. Authority for Tower Wagon, after completion of work going to the station in
advance – T/A.1708
58. Authority when more than one Tower wagon is permitted in the same section
and returning back to the same station for the First Tower car is—T.1708 and
subsequent Tower cars CO
59. Authority when more than one Tower wagon is permitted in the same section
and going to the station in advance first and sub sequent Tower wagon CO
and last tower wagon T/A 1708
60. S&T Disconnection and Reconnection Notice S&T(T/351)
221
61. Train Examination Advise T/431

62. Combined Train Report T/720.
63. Train Intact Register T.1410
UPDATED UPTO -AMENDMENT SLIP NO. 7 Of G&SR

- AMENDMENT SLIP NO. 5 Of BWM
- AMENDMENT SLIP NO. 6 Of ACCIDENT MANUAL
222
223
224
225

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LP AND GUARD STUDY MATERIAL UPTO AS 11( October 2023)

OPERATING STUDY MATERIAL

Significance of Manuals 6-9

1.02 IMPORTANT DEFINITIONS 10

G.R.3.02 TYPES OF SIGNALS 19

26. SR 3.78.2 Road Learning for Running Staff 36

59. G.R.5.09 RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE 74

CHAPTER VII & VIII

82. PASSING AUTOMATIC SIGNAL AT ON, 100

87. SR 15.06 BLOCK(Various types of Block) 107

SIGNIFICANCE OF RULE BOOKS

1. GENERAL RULES WITH SUBSIDIARY RULES AND SPECIAL

2. BLOCK WORKING MANUAL

3. ACCIDENT MANUAL- 2012

2) Write short notes on the following

b. Fixed signal (G.R.1.02 (21))

3. They are designed to use during both day and night.

c. Fouling mark (G.R.1.02 (22))

3) Write short notes on the following

Multiple-aspect signalling means a Signalling arrangement in which signals display

1. While dispatching/receiving a train into/from block section, it is must to ensure

4) Write short note on the following

a. Adequate Distance (G.R.1.02 (2), G.R. 8.01, 3.40)

b. Isolation (G.R.1.02(32), S.R.3.50)

c. ‘Station Section’ (G.R.1.02 (54) means section of station limits-

Some other definitions

S.No General rule Subsidiary rules

4. GRs can be revised or amended by SRs can be amended by Authorised

Differences between facing point and trailing point(G.R.1.02(20),App XI 1.3)

S.No. Facing point Trailing point

2. Facilitates diverging movements Facilitates converging movements

3. Locking is essential before permitting a Locking is not essential (except motor

Differences between block stations and non-block stations.(G.R.1.02(52),1.03 (2),(3),

S.No. Block station Non block station

1 Here Authority to proceed is given to Here Authority to Proceed is not given

2. Signals are provided Signals are not provided

3. SM shall manage the station CC/Contractor can manage the station

9 Permission to start by SM for passenger Permission to start by SM is. not required.

6) Classify the Block stations as per Absolute block system

POSITION COLOUR ASPECT INDICATION

ON SINGLE CAUTION PROCEED AND BE PREPARED TO STOP AT

OFF DOUBLE ATTENTION PROCEED AND BE PREPARED TO PASS NEXT

OFF GREEN PROCEED PROCEED, RUNTHROUGH VIA MAIN LINE,

s.no DISTANT INNER HOME MAIN LOOP ADV. INDICATIO

1 DOUBLE YELLOW RED ----- ------ ----- STOP DEAD

2 DOUBLE DOUBLE YELLOW RED STOP DEAD

3 DOUBLE DOUBLE YELLOW YELLOW GREEN RUN

4 GREEN DOUBLE YELLOW RED STOP DEAD

5 GREEN GREEN GREEN GREEN GREEN TO RUN

HOME SIGNAL (G.R.3.09)

ROUTING SIGNAL (G.R.3.09)

DEPARTURE SIGNALS (G.R.3.10)

SHUNT SIGNAL (G.R.3.14)

1. A shunt signal is a subsidiary signal provided to control shunting

Position light type shunt signal

To Stop At Main Line Starter, Or

2) Differentiate the following

S.No. Point Indicator Trap indicator

1. It indicates the position in which the It indicates the position of derailing