Guide Book of Railway Operation

Guide Book of Railway Operation Adra Division - S.E. Railway.

Editor in Chief : Shri Rajesh Kumar Sr. Divl. Operations Manager (Co)

Editor : Sri. S.L.Surtar (Ch.DTI/Safety)

Sri. S.K.Sarkar (Ch.DTI/SWR)

Asst. Editor : Sri. Abhishek Kumar (DTI/Plg.)

Help Desk : Sri. Sanjay Kumar Gupta (Ch.DTI/Plg.)

Sri. Debasis Saha (Ch.OS/Optg.)

Divisional Operating Department – ADRA

Naveen Kumar Divl. Railway Manager South Eastern Railway/Adra Adra, Date : 14.01.2021

MESSAGE

I am delighted to learn that Operating branch of Adra division is

going to publish a guide book on Safety precaution to be observed by operating staff while on duty by compiling the articles written by senior supervisors. It is a very good initiative undertaken by the branch to enhance the safety awareness among the field staff and at the same

time helped each individual to mutually share their working experience in the field during operation.

It is very encouraging that in the past 11 months in face of unprecedented national pandemic situation all the staff coming together with the spirit of devotion and dedication made it possible to contain the spread and ensured steady resurgence of Operating and commercial activities while preserving health for all.

I hope the contents of the book would inculcate a considerable degree of knowledge and go a long way to increase the safety awareness of safety category staff.

Naveen Kumar Divl.Railway Manager South Eastern Railway/Adra

Rajesh Kumar Sr.Divl. Operations Manager(Co) Adra, Date : 27.01.2021

South Eastern Railway/Adra

MESSAGE

The development of any nation depends on the transportation networks and the ways in which they are being maintained. For maintaining smooth flow of traffic accident free movement is a must. Since ‘Safety is of paramount

importance for Railway organization. So continuous skill updating, knowledge and learning from past untoward incidences will go a long way to enhance the

overall safety performance of Railways. I hope this edition will serve the desired goal.

Experienced senior supervisors all over the division belong to Operating branch have contributed by sharing their views focusing on precautionary

measures to be taken during untoward incident and accident and learnt a lot from each other.The past six months have seen India’s patience and we have faced well so far in containing the spread of pandemic and while maintaining

our focus on growth, we need to remain diligent in observing safety guidelines. A mishap which causes loss of life, human suffering, damage and

destruction of Railway assets and disrupts the normal functioning of Railway system, in order to streamline and responsibility of safety category of staff at

various level to provide for their effective management this guide book is published in the hope that it would help them to understand their statutory duties and responsibilities so as to better co-ordinate their efforts when faced

with any mishap.

I hope all the staff of Operating department will go through this guide book and implement the same in letter and spirit to inculcate the safety habits in their day to day duties.

Rajesh Kumar

Sr.Divl. Operations Manager(Co) South Eastern Railway/Adra

Guide Book of Railway Operation, Adra Division - S.E. Railway. 0

I N D E X Srl No

Name & Desig / Station Subject Page No.

1. Sri. R.Sahay

CDTI/BJE

Signals- brief descriptions about–kinds,

placement indication of permissive, stop

subsidiary signal and routing signal. Duties of

SMs when signal is defective.

04-14

2. Sri. R.Sahay

CDTI/BJE

Equipment of S&T in SM Room. 15-17

3. Sri. A.K.Singh,

SS/TKX

Departure of a train from a non-signaled line,

Departure of a train from a line provided with a common departure signal.

18-19

4. Sri. S.B.Biswas

SS/BQA

Duties of SM when a distance signal fails in “Off”

position and cannot be keep it “On”. 20

5. Sri. SisirKr.Tigga

SS/LYD

In case of Driver passing signal at Danger.(SPAD) 21

6. Sri. H.S.Mandal

CDTI/Line

Placing of Detonators in foggy weather 22-23

7. Sri. Ashok Biswas

SS/NIM

Putting back of signals once taken “OFF” for

departing trains for the purpose of Crossing and precedence.

24

8. Sri. I.C.Kisku

SS/URA

Procedure of working of trains during failure of

Electrically operated points of the cross over. 25-26

9. Sri. T.K.Maji

SS/BERO

Signal conflicting. 27

10. Sri. N.K.Singh

SS/MHQ

Signal defective and obstruction of LC Gate.

28-30

11. Sri. SudipKumbhakar

SMR/KSU

Use of lever collars, slide collars, button collars

and reminder collars 31

12. Sri. Manoj Kumar

SS/CHAS

Details of Detonator & increase life of Detonators. 32-34

13. SarfuddinMallick

SS/GSL

Working Procedures for TSL 35-36

14. Sri. RajatBandopadhyay,

SS/MOH

Action to be taken by SM when notice any unsafe

condition on a train while passing through the

station.

37

15. Sri. C.S.Dutta,

SS/VSU

Clearing of a Block Section in the event of failure

of Loco motive. 38-39

16. Sri. S.N. Ghosh,

SS/MLQ

Dead of defecting engine. 40-41

17. Sri. Nitish Kumar SS/BKSC

Duty of SMR (Supervisory), SM (Out Door), SM (Panel) & SM (Block)

42-48

18. Sri. Sanjoy Mukherjee

SS/ANR

Duties of Guard in case an Accident occurred in

mid-section. 49-51

19. Sri. G.K.Mondal

SS/CDGR

Duties of operating staff during accident. 52-53

20. Sri. Gopal Pandey

SS/BGA

Duties of SMs when vehicles escape from the

station. 54

21. Sri. A.K.Mondal SS/PBA

Duties of staff on arrival. 55

22. Sri. S.K.Manav

SS/JBO

Duties of station Master, when train delayed in

Block section.(Goods & Passenger) 56

23. Sri. Ashish Roy

SS/MDF

Duty of SM and Guard in case of Lurch & Jerk

reported. 57

24. Sri. Denish Kumar

CYM/BKSC

Equipment’s of Crew, Duty of guard before taking

over charge, during run and after arrival at

station

58-59


Srl

No Name & Desig / Station Subject Page No.

25. Sri. Ramesh Ch Roy CYM/ADRA

Duties of SM, when observed Hot Axle, hanging parts, opened door etc. on running trains.

60

26. Sri. RatanKarketta,

SS/RKI

Condition for Granting Line clear from A” class B”

Class & C” Class (GR-8.02, 8.03 & 8.04).

61-62

27. Sri. S.K.Ganguli

SS/CHRA

During Integrated block work and proceed on

single line and double/multiple (via right line).

63

28. Sri. BapiDey

SS/SLB

During integrated block work and return (via

right/wrong line) on double/multiple line.

64

29. Sri. UmeshKr.Singh

SMR/MDKD

Interlocking, standard of Interlocking( OPM

1.08,1.10)

65-66

30. Sri. G.C.DasSS/RUI Isolation. 67-69

31. Sri. D.K. Pal SS/ODM

Duties of SMs during Point failure. 70-71

32. Sri. S.K.Marandi

SS/BDIH

Marshaling of Mail Express/Passenger & Goods

Trains, attachment of Dead Locomotives.

72-76

33. Sri. Raju Biswas

SM/BJE

Significance Marshalling Yards, 77-83

34. Sri. BanamaliMadhu

SS/KTD

Movement and working of tower wagons/tower car. 84

35. Sri. A.K.Minz

SS/PNW

Operation of block instruments (failure & normal

condition)

85-86

36. Sri. Satish Kr. Sinha SS/VAA

Operation of point immediately after the arrival of a Train at the station.

87

37. Sri. Krishna Kumar

SS/RDF

Details of ODC. (OPM- Chapter-VI)

88-89

38. Sri. Milan Majee

SS/GRB

Electric head light on Engines and duties of

Station Master when train passing through

without head light and marker light during night.

90

39. Sri. Ashok Kumar

SS/BCB

Position of engine when moving a train. 91

40. Sri. B. Chatterjee SS/ADRA

Precaution against derailment during shunting at stations

92-95

41. Sri. Dinesh Maji

SS/JOC

Precautions for preventing admission of electric

rolling stock into power block section or over

section of track with dead overhead lines.

96

42. Sri. S.K.Tiwary

CDTI/BKSC

Securing of open door after Unloading/loading 97

43. Sri. D.K.Mahato

SS/SDMD

Precautions to be taken for working of trains

during storm and strong wind & Anemometers.

98

44. Sri. Parshuram Prasad

SS/TLE

Procedure for Block back and Block forward. 99-100

45. Sri. R.K.Choudhary SS/KNF

Procedure for Granting Traffic Blocks for Engineering work.

101-102

46. Sri. T.N.Chakraborty

SS/DMA

Procedure for reception of Train on obstructed line

(GR.5.09) & Reception of a train on non-Signal

Line.

103

47. Sri. Goutam Pal

SS/IBL

Procedure to be followed when Station Master

/Cabin man leaving Station or cabins during duty

hrs.

104

48. Sri. Sanjay Kumar SS/TSBD

Reception, dispatch and run through Trains. 105-107

49. Sri. Manoj Kumar

SS/BBM

Responsibility for assurance of SMs. 108-109

50. Sri. Rajesh Chakraborty

Safety councilor

Responsibility of the Station Master for working. 110

51. Sri. I.C.Jha

SS/TAO

Responsibility of SM, STJM, PM & Gateman during

working period.

111-112

52. Sri. Manish Sharma

SS/DMA

Procedure of pushing back a train from block

section when unable to proceed ahead.

113-114


Srl

No


53. Sri. Niranjan Gupta

SMR/BJE

Procedure for issue Caution order and Description

of preparation a Caution order.

115-116

54. Sri. D.K.Singh

SMR/BRMD

Investigation of derailment. 117-118

55. Sri. Nayan Sengupta

SMR/BURM

Rules and regulation for working of trains during total

interruption of communication on single line/double

line.

119-120

56. Sri. Subhas Ch. Roy

CYM/MHQ

Vehicle repairs to & derailment on siding. 121-122

57. Sri. B.P.Choudhury SM/MHQ

Various Operation forms, cases and precautions for their issue.

123-125

58. Nehaluddin

SMR/VAA

What is GDR, Which C&W items are attended by

Guard and Driver during GDR Check & details of

BPC

126-130

59. Sri.TapanKr.Das

SS/SNKR

Working of goods train without B/Van. 131-132

60. Sri. Subhas Mallik

SS/DMA

Working of disable vehicle, wagon or damaged

engine.

133

61. Sri. Pralahad Kr. Bhuiya

SS/JPH

Working of Train without guard. 134-135

62. Sri. S.C.Rajhans

SS/BKSC

Working of trains in two or more parts.(GR-6.09) 136-137

63. Sri. A.K.Haldar

SS/BKSC

Working Time Table / Public Time table. 138-140

64. Bidhan Biswas

CDTI/Safety

Before EOT on a stable load procedures shall be

taken by SM. On arrival of a train on running line –

before stable the load procedures shall be taken by

SM

141-142

65. Sri. C.K.Majhi SS/PRR

Train lighting, necessity of Train lighting and methods, duties of Guards towards train lighting.

143-144

66. Sri. BinoyLakra

SS/KSX

SWR (GR 5.06) & GWR. 145-147

67. Sri. T.K.Roy

SS/GBA

Station section, Block section & station limit. 148-149

68. Sri. Bishnu Tanti

CYM/CNI

Supply of essential safety equipment’s . 150

69. Sri. Bipul Sarkar

CYM/ADRA

Sounding of Accident Alarm Siren/Hooter,Target

time for turning out the Medical Van & Break down trains.

151

70. Sri. H.S.Mondal

CDTI/LINE ART/ARME/Crane details and operations. 152-153

71. Sri. S.K.Deb CDTI/Mov/ADA

Duties of Railway servant in case of Fire 154-156

72. Sri. Abhishek Kumar

DTI/PLG/ADA

Working of Trains when Control is interrupted 157

73. Sri. S.Chatterjee

CDTI/PRR

Inspection – Objects, types and quotas for DTIs and

supervisory SS/SMs.

158-162

74. Sri. S.Pathak

CDTI/BQA

Working of petrol man in detail. 163-164

75. Sri. S.K.Tiwary

CDTI/BKSC

Precaution during NI work. 165

76. Sri. K.K.Goswamy CDTI/BKSC

Long haul train formation and operations. 166-167

77. Sri. A.K.Singh

CDTI/VAA

Improvement of Loading/Unloading at sidings. 168-169

78. Sri. S.Pal

CDTI/ANR

Running of through trains with minimum

detention.

170-171


Srl

No


79. Sri. S. K. Sarkar CDTI/SWR/ADA

Maintaining of SWR at Station 172-176

80. Sri. P.K.Sinha

CYM/BKSC

Examination of Rake and detail of stock inspection. 177-179

81. Sri. U.K.Chattopadhyay

SS/BQA

Train passed without Tail Board/Tail lamp. 180

82. Sarfuddin Mallick

SS/GSL

Safe working practices during Panel operation

181-182

83. Sri. J.J Toppna

SM CNI

Working of Material Train 183

84. Sri. R. Gupta SM PRR

Working of TT Machine 184-186

85. Sri. P. Mukhopadhyay

CDTI/BQA

Operational procedures for various types of

machines such as BCM, PQRS, CSM, UNI etc.

187

86. Sri. B. Chatterjee

SS ADA

Joint checking of Points and Crossing 188-190

87. Sri. P.Mukhopadhyay

CDTI BQA

Rules to observe during securing of vehicles on

running lines of station yard.

191-195

88. Sri. Anirban Banerjee

SM CJN

Emergency Route Release and Emergency point

operation

196-197

89. Sri. Chanchal Sen SM ADRA

Precaution of Power Block 198-199

90. Sri. Arup Mukherjee

CMS/Coordinator Adra

CMS / Working procedure of running Staff. 200-202

91. Sri. Dibakar Majhi

Sr. DSO/Adra

Failure of Operating Department in Accident Cases

over Adra division in the year 18-19, 19-20 & 20-

21.

203-208

92. Sri. S. K. Gupta

CDTI/PLG/Adra

Information regarding modification and alteration

in Station Layout.

209-216

93. Sri. S. K. Gupta

CDTI/PLG/Adra

Duties of guard while clearing loads from a road

side station, Duties if train in a block section without authority to proceed

217-218


DTI/PLG/ADA

‘All Right Exchange of Signal’, duties of Guard, LP

& SM in various conditions.

219-220


DTI/PLG/ADA

Brake Continuity Test in various conditions and

its procedure

221

96. Sri. S. K. Sarkar

CDTI/SWR/ADA

Use of various Reminder Board During Block. 222-226

97. Sri. S. L. Sutar

CDTI/Safety/Adra

Normal period for which station operating Register

& Record

225-226

98. Divisional JPO Joint Testing of Signaling gear and Counseling of concerning staff

227

99. Sri. DebasisSaha

Ch.OS/Optg/Adra.

Punishment to imposed in Accident cases. 228-232


SIGNALS

(By Sri. R.Sahay, CDTI/BJE)

Signals means an intelligent sign by which train movements are controlled.

Signal may be any way by which the SM and Train Driver can communicate among

themselves about the instructions to proceed the train.

Types of signals:-

A) Fixed signals B) Hand Signals C) Detonating Signals.

(A) Fixed signals: - These are fixed indicators mounted on a pole on the side of railway tracks.

These are of following types:-

(I) On the Basis of design-

i) Semaphore Arm Type. ii) Multiple Aspect Color Light Type (MACL)

(II) On the Basis of position/indication-

I) Permissive signals - Do not stop the train.

II) Stop signals - Used to stop the train

III) Subsidiary Signals - Assist other signals

(B) Hand Signals: - Such signals are portable devices carried by hand by a railway servant.

It is of two types:-

i) Green and Red Flags. ii) Tricolor Torch. (iii) Hand signal Lamp

Indications of hand signals- How to display hand signals-

1. Stop hand signal-


IN DAY TIME AT NIGHT TIME

2. Proceed hand signal


3. ‘Proceed with caution’ signal- To indicate to proceed at slow speed.


(C) Detonators: - These are small circular shaped explosives that are kept tied by clips on the

railway track during foggy weather to indicate the driver about approaching signal or any

obstruction.


Banner flags: A banner flag is a temporary fixed danger signal, consisting of a red cloth

supported at each end on a post and stretched across the line to which it refers.

Types of Fixed Signals on basis of Position/ indication

I) Permissive signals- These signals are placed to indicate the position of the signal ahead to the

driver of a train. These signals never stop a train and help in maintaining the speed of train

movements. These are of two Types –

i) Warner signals and ii) Distant Signals.

i) Warner Signals: - These are permissive signals found in semaphore arm signaling territory and

not in multiple aspect color light signaling territory. These indicate the driver the position of next

block section signal and presence of a stop signal ahead.

ii) Distant Signals: - These signals indicate the driver the

aspect of the next stop signal so that he/she can adjust the

speed of the train according to the aspect of approaching

signal. These are provided at a minimum distance of 1 KM from

the first stop signal.

Sometimes there may be two distant signals in a station. The

one nearest to the stop signal is called inner distant signal.

II) Stop Signals – Stop signals are such signal at the foot of which a train has to come to stop,

when in ON position. These signals are placed to indicate the driver regarding permission to enter a

station or a block section.

Types of Stop Signal - Reception Stop signal, Departure stop signal and other stop signals.

A) Reception Stop Signal- These signals control the entry of a train into the station. These are of

three types-

1. Outer Signal- This signal is provided in two aspect signaling territory placed as a first stop

signal of a station. These are placed at an adequate distance from home signal and indicate

the aspect of home signal.

2. Home Signal- This is the first stop signal at a

station where outer signal is not provided. This

signal, when taken off, allows the entry of a train

into the station. Home signal may be provided

with lunar to indicate the driver about the line in

which the train is going to enter. Home signals

are interlocked with the facing points over which

the train has to pass.


3. Routing signal- These signals are found in big yards beyond the home signal. These provide

additional information to the driver about the line in which train is entering and also

protects the points of the route.

B) Departure Stop Signal- These signals control the departure of a train from the station.

These are of two types:-

1) Starter Signal- These are stop signals provided at the end of the line and protect the points

and fouling mark. At some stations starter is the last stop signal and allows the entry of a

train in the advance block section. When starter in not the last stop signal it may be used

for shunting purposes.

2) Advance starter Signal- This signal is the last stop signal and allows the entry of a train in

advance block section. It is taken off only when line clear is received from the station in

advance. It is placed beyond all points and connections of a station.

C) Other Stop Signals- besides reception and departure stop signals there are several other

types of stop signals. Such as-

i) Automatic Stop Signal- These signals are placed in automatic signaling territory. They

automatically control the movement of trains in a block section. With the help of these signals

more than one train can be run between two stations. Hence, they are useful in controlling large

amount of traffic.

ii) Intermediate Block Post- this is a stop signal present in between the block section and is

controlled by the station in rear. It allows the movement of two trains in one block section and

hence helps in fast movement of trains.

iii) Gate Stop Signal- It is provided at the both ends of a Level crossing

gate and indicates the position of the gate to the driver of a train. When

the level crossing gate is in open condition it shows the danger aspect and

prevents the accidental arrival of a train on the gate. A ‘G’ mark is present

on white circular disc on the mast of this type of signal.

III) Subsidiary Signals- These signals are used to assist the train movements in and around a

station yard. These are of following types:-

1) Calling-on Signal- These are provided below a stop signal and

works as its replacement when required. In color light signaling

territory it is a small yellow light provided with a miniature ‘C’ mark

on the post.

Calling-on Signal allows the driver to pass the stop signal at on and

proceed with caution and be prepared to stop dead at any

obstruction.

Calling-on signal may be used for-

i) To admit a train in an obstructed line.

ii) As a replacement of stop signal above, when it is defective

iii) For shunting purpose.

2) Shunt Signal- shunt signals are used to control shunting

movements at a station yard. A Shunt Signal may be placed below a

stop signal or on a post by itself. More than one shunt signal may be

placed on one post. When placed below a stop signal it shall show no

light in ON position. A shunt signal authorizes a driver to proceed

with caution and be prepared to stop short of an obstruction.

In multiple aspect color light signaling territory, shunt signals are of

two types-


Disc Type Shunt Signal

Position Light Type Shunt Signal

3) Co-Acting Signal- When a stop signal is not visible due to presence of an over-bridge or

other such obstacle, duplicate signals called Co-acting Signals are placed below a signal to

improve its visibility. The main signal and its co-acting are operated by same lever/button.

The failure of any of the two signals is considered as failure of both signals.

4) Repeating Signal- When a signal is not visible due to presence of a curve, bridge,

5) tunnel or any such obstruction; it is repeated by providing a repeating signal. A repeating

signal is not a stop signal; its normal aspect is ‘proceed’.

Color Light Repeating Signal Disc Type Repeating Signal

Indicators Two types of Indicators are present on points in a railway yard-

(i) Trap Indicators- These are present on trap points. They have two

green disc & light and two red discs & light. When trap point is set it

show green disc/light and when open it shows red disc/light. They

are useful during shunting movements to know the position of trap

points.


(ii) Point Indicators- These are indicators fitted with non-interlocked points. They have two

white disc & light and two green discs and lights. They indicate whether the point is set

for main line or loop line.

Working of trains during failure of signals

Signals are mechanical/electrical equipments and are prone to failures due to certain unavoidable

reasons. In case of failure of signals the station master is unable to communicate with the loco

pilots of the train regarding the movement of the train across the signal. In such circumstances

written authority on operating forms are issued by the station master to authorize the loco pilot to

move his train across a failed signal.

The station master must check the concerned points for presence of any foreign material

like ballast, coal dust etc. in the points before declaring the signal/point as failed.

The SM must ensure whether the defective signal is in ON position, if not, it must be put to

ON position. If not possible to put at ON, detonators to placed as per rule.

Failures of reception stop signals

During failure of a reception stop signal like outer/home/routing signal the following methods are

adopted to receive a train into the station-

1. By taking off calling-on signal- if calling on signal is provided below the defective signal, it may

be taken off after the train has come to stop at the foot of the signal.

2. By Pilot-in- Pilot-in is process where a train is escorted by a competent railway servant across a

defective reception stop signal on a written authority. The railway servant travels in the engine

and ensures correct setting of route. Pilot-in may be done by any of the means as mentioned

below-

1. Issue of authority in Form No. T/369(3b) - To receive a train in case of failure of home signal

on written authority, the on duty SM should-

i) Ensure whether the route on which the train has to be received is properly set and all facing

points are properly clamped and padlocked.

ii) Any non-isolated shunting should be stopped and shunting authority is to be withdrawn.

iii) If there is any level crossing gate in between, it should be closed for road traffic.

iv) A written authority is issued in form no. T/369(3b). The entries in this form like date, time,

name of defective signal, line no. on which train is being received, sign and stamp of on duty SM

etc. should be mentioned clearly.

v) This form no. T/369(3b) is carried by the competent railway servant called pilot-man, to the

place where the train is standing. The pilot-man then hands over the authority to the loco pilot

of the train and travels on the engine of the train and display proceed hand signal to pass the

defective signal.

vi) After the complete arrival of train a train out of section report shall be given to the SM of the

station in rear.

2. By issue of Advance pilot in memo from a previous station- When it is not possible to make

the train stop at a defective reception stop signal due to gradient etc. or for a non- stopping

train, the SM of such station shall inform the station in rear or the notice station in rear about

the failure with exchange of private number and shall advice to issue an advance pilot memo.

Advance pilot memo shall be issued by the station in rear or the notice station in rear in form

no. 369(1). In such a case the concerned route should be set, clamped and padlocked before

granting line clear and a competent railway servant shall show proceed hand signal from the foot

of the defective signal.


3. Reception of train in a non-signalled line- when a train is indented to receive on a

non-signalled line (or an obstructed line), a written authority in form no. T/509 is

issued and carried by the pilot-man to pilot-in the train as per the process mentioned

above. In case of reception in an obstructed line, railway servant shall stand 45 meter

before the obstruction and display red hand signal.

Failure of departure stop signal

In case of failure of departure stop signals the train is Pilot-out by the issue of written

authority. If calling-on is provided below the defective signal, it may be taken off for

departure.

(i) Failure of starter/common starter signal- when a starter or common starter signal

has failed, the SM should ensure the correct setting of route from which the train has

to depart. SM shall ensure clamping and padlocking of the points, stoppage of non-

isolated shunting and closure of any level crossing gate in between. Then the SM shall

issue a written authority on form no. T/369(3b) to the pilot-man. The date, time, line

no, train no. shall be clearly mentioned on the form with sign and stamp of SM. The

pilot-man on reaching the engine shall hand-over the authority to the loco pilot and

take receiving. The pilot-man then shall display proceed hand signal to pass the

defective departure signal from the foot of the defective signal.

Failure of advance starter/Last stop signal- in case of failure of last stop signal the block instrument shall be considered as failed. The SM shall obtain line clear from the station in advance supported by private number and with exchange of ID numbers. The SM shall then issue the written authority on form no. T/369(3b) to the pilot-man and take off the starter/common starter signals for the departure of the train. The pilot-man shall hand over the authority at the starter.

Warning Boards

Warning boards are provided along the railway track in order to inform the Loco pilots about the instructions to be observed ahead.

The following types of warning boards are provided along the railway track:-

1. S-Marker board: -

Such boards are provided to indicate the presence of an outlying siding ahead. These are placed at distance of 30m from the facing point of the siding and hence warn the Loco pilots about the presence of a facing point ahead. This board shall be 2.10 m above the rail-level of a prescribed design as shown in the figure. The ‘S’ marker board shall be preceded by a caution indicator fixed 800 m in its rear. If there is any speed restriction ahead, a speed indicator shall be fixed below the ‘S’ marker on the same post and, in addition indication of speed is given is given on caution indicator board also.


Caution Indicator board: -

This board is placed to provide instructions of speed restrictions to be observed by the loco pilots. It is fish-tailed to the left and pointed to the right painted yellow and black and fixed on vertical post at a height of 2.0 m above the rail level. This indicator shall be provided both for temporary and permanent speed restriction. When used for temporary restriction, it shall display two yellow lights, arranged horizontally. For permannet speed restrcitions, no light need to be displayed. Placing of caution indicator board shall be done at a distance as per conditions of track ahead and it is discussed later in this note.

2. Speed Indicator board:-

These boards are provided to indicate the speed restriction to be observed by the loco pilots in the section ahead. The restriction speed shall be mentioned in black color on a illuminated yellow background. The board shall be fixed on a vertical post painted with white and black band alternatively and shall be at a height of 2.0 m above the rail level. The indicator shall be provided both for permanent and temporary speed restrictions. The board shall be illuminated by provision of retro-reflective paint.

3. Stop Indicator board: - These boards are provided at a place

where the trains are required to stop due to any engineering work in

progress in the section ahead. These boards shall be painted with red

illuminating paint with white vertical strips. The board shall be placed

on a vertical post, at height of 2.0 m above rail level. If the train is

required to be to proceed ahead at a restricted speed a signal man

shall be posted at the board for signalling to pass the stop indicator. As

soon as the train stops the signal man shall obtain the signature of the

loco pilot on the restriction book and then allow the train to proceed by

showing a green hand signal.

4. Termination Indicators:- These indicators

shall consist of circular disc bearing letter T/P

and T/G in black on illuminated yellow

background. These shall be fixed at a height of

2.15 m above the rail level. The termination

indicator bearing letters T/P shall be located at

a distance beyond the restricted length equal

to the length of the longest passenger carrying

train running on the section. Similarly, the

termination indicator bearing letters T/G shall

be fixed at a distance beyond the length equal

to the length of the longest goods train

running on the section. On BG lines these

lengths are 550 m for T/P board and 700 m for T/G board unless otherwise notified.


5. These boards indicate to the Loco pilots the point from which the normal speed may be

resumed.

Placement of Caution Indicator board

The various indicators boards that are used to control the speed of a train are placed

as per the diagram.

Goods warning board: - These boards are provided at a distance of 1400 m

in rear of first stop signal of a station or an IBSS or gate stop signal. These

boards are not provided in case when Warner/distant signal are provided.

These boards are provided for Loco pilots of all goods trains or passenger

trains running at a speed of more than 100 KMPH.

The loco pilot of a train on sight of such board, shall bring his train under

control and proceed ahead to observe the aspect of the stop signal ahead.

Passenger warning board: - These boards are provided at a distance of

1000 m in rear of the first stop signal of a station or an IBSS or gate stop

signal. These boards are not provided in case when Warner/distant signal

are provided.

These signals are provided on routes where the maximum permissible speed

is less than 100 KMPH.

In case of sections where the speed is 50-72 KMPH, such boards should be

provided only at stations where the first stop signal is not visible from 800 m.

Sigma board: - These boards are provided on OHE mast just in rear a

signal post it indicates he Loco pilot of train about the approach of a

signal.


Bridge approach board: -These boards are provided on the approach

of any bridge in order to wan the Loco pilots about the approach of a

bridge ahead.

Whistle warning board:-

Such boards are provided at the beginning of a curve, tunnel or bridge

to inform the Loco pilot to sound continuous horn so that any

person/cattle moving on the track ahead becomes alert of the

incoming train. On this board the letter ‘W’ is painted in black on a

illuminated yellow background. This board shall be erected on 2.1 m

high vertical post.

1. Whistle level board:-

Such boards are provided on the approach of a level crossing gate

instructing the Loco pilot to sound continuous horn so that any

person/cattle moving on the track ahead becomes alert of the incoming

train. On this board the letter ‘W/L’ is painted in black on an

illuminated yellow background. This board shall be erected on 2.1 m

high vertical post.


2. Neutral section board:-In order to

inform the Loco pilots about the presence of a neutral section ahead, warning boards are provided so that they can apply the DJ(Dis-jointer). This is done to prevent the flow of electricity from one elementary section to the next. Such boards are not erected on a post but are tied to the OHE mast.


EQUIPMENTS OF S&T IN SM ROOM

(By Sri. R.Sahay, CDTI/BJE)

In the process of train operation at a station, the station master takes help of several equipment that are

provided and maintained by the S&T department of railway. These equipment not only help the station master

to communicate the SM of adjacent station, gateman, cabin-man etc. but also minimize the chances of human

error in train operations and hence prevent accidents. Therefore the equipment of S&T in SM room are of

utmost importance for the working of railway. The following equipment are observed in a SM Room of a

station:-

BLOCK INSTRUMENTS: -Such equipment are provided in SM room to facilitate taking and granting of

line clear for a train. These are interlocked with the advance starter hence controls the entry of a train in the

block section. Different types are block instruments are in use in different railways. In S.E. railway the following

type of instruments are commonly used-

SLBI-Single LineBlock Instrument

This instrument is used for line clear exchange between two stations in a single

line section. In this instrument, Token is extracted and handed over to the

driver of a train as an authority to proceed. The process of operation of this

instrument is co-operative i.e. both end SM are involved in line clear of any

(UP/DN) train.

In this instrument token balancing is required to be done by the JE/sig every

week. This instrument has to be inspected for maintenance twice per month.

1. TLBI- Tokenless Block Instrument-

This instrument is used for line clear exchange between two stations in a single

line section. There is no need of token in this instrument. The process of

operation of this instrument is co-operative i.e. both end SM are involved in line

clear of any (UP/DN) train. This instrument facilitates resetting of instrument in

case of return of train asteroid-section working. This instrument has to be

inspected for maintenance twice per month.

2. DLBI- Double line Block instrument-

This instrument is used for line clear exchange between two stations in a double

line section. There are two separate needles for UP and Down trains that are

operated separately by two end SMs of adjacent stations. The needles of this

instrument remind the current status of train in the block section.

This instrument has to be inspected for maintenance twice per month.


3. BPAC- Block proving axle counter

This is the latest block instrument with enhanced safety. It is used in both

single and double line sections. It does not allow entry of train until the block

section has become clear of all previous vehicles by counting the number of

axles entering the block section. It uses UFSBI (Ultra fail-safe Block

Interface) SSDAC (Single Section digital axle counter) and/or MSDAC (Multi-

section digital axle counter). It requires less maintenance, however must be

checked one per month.

Axle counters Rest Box- These equipment are provided to

reset the failure of axle counters. The reset operation must be done only after

assuring that the block section is clear of any vehicle. This also called LVCD

(Last vehicle checking device) reset box. There is provision of double reset

boxes, one is manual and another is automatic. The block operation runs

normally if any one of the two is working. This requires to be attended only

during failures.

MSDAC Rest cubicle-

This is used in the MSDAC system to reset the track circuit failure. This

equipment does not need regular maintenance and is attended by S&T staff

as per requirement.

Veeder’s counter

This equipment is used to maintain records of various emergency operations

done in a panel, such as emergency route release, emergency point

operation etc. This requires to be attended only during failures.


Electronic Key Transmitter (EKT) panel-There are certain keys

that need to be transmitted from the panel by the on duty SM to operate

certain equipments in the station yard. Such keys are kept on separate

panel board on the wall having the wiring connected to the panel. Such

keys are used for manual operation of points during failures, emergency

operation of LC gate boom, operation of outlying siding points etc. These

panels are inspected by S&T staff once per month.

Panels- Panels are provided in a station to operate the points

and signals of the station conveniently from a single location.

The following types of panels are in use at present:-

1. End cabin panels- These are provided at the cabins located

at the both ends of a station and are operated by two separate

SMs independently. One central SM is also required to co-

ordinate between the two cabins for complete train operation in

station yard.

2. Central panel: - Such panel are located at the central building and

operated by a single SM. Therefore the end cabins are not required.

Central panel

E.I panel- Electronic nterlocking panel- In such

panels a VDU is used to display the yard and it is operated by

mouse and keyboard operation. This is the most advanced type

of interlocking panel.

Other equipment observed in SM room are – Control

telephones, TPC phone, Panel Voltage indicators, fire alarms,

gate telephones etc.


DEPARTURE OF TRAIN FROM A NON-SIGNALED LINE

(By Sri. A.K.Singh, SS/TKX)

In the event of a train having to start from a line not provided with starter signal

a) Loco pilot to be given a written permission with form no. T/511

b) In addition “Authority to proceed” under system of working such as taking “off” last stop

signal/token/T369(3B)/Paper line clear ticket as the case may be given to Loco Pilot to inter

into block section.

c) When last stop signal could not be taken “off” in single line token less section and in double

line sections but line clear obtained through block instrument the endorsement shall be

made on the face of form no -T/511 as-“Line clear has been obtained through the block

instrument from –----- station. In advance along with private no. of that station in advance.

In from No. T/511 Line no---- from which train to be start to be mention in figure an words

clearly.

d) Before issuing form No.- T/511 and authority to proceed all the points of the concerned

route for the departure of train to be set and locked properly.

e) On arrival at the station in advance, train out of section(TOS) to be obtained supported by

private number.


DEPARTURE OF TRAIN FROM A LINE PROVIDED WITH A COMMON DEPARTURE

SIGNAL.

In event of a train having to start form a line out of a group of lines provided with a common

departure signal.

a) Loco pilot shall be given a written permission form No- T/512.

b) In addition “Authority to proceed” under system of working such as taking “off” last stop

single/ T369(3B)/Paper line clear ticket as case may be given to loco pilot inter into block

section.

c) In form. T/512 it is to be mentioned that the train to be started from line no---- --

In words also and endorsement shall be made on the face of form as “line clear has been

obtained through the block instrument from advance station support by private number.

d) Before issuing for T/512 and authority to proceed under system of working all the points of

concern route to be set and locked properly.


DUTIES OF SM WHEN A DISTANCE SIGNAL FAILS IN OFF POSITION AND CANNOT BE KEEP IT ‘ON’

(By Sri. S.B.Biswas, SS/BQA)

Distance signal is a permissive signal and located in rear of the stop signal to warn the driver of

approaching trains.

If distance signal fails in ‘OFF’ position and cannot be keep it on then the driver of approaching

train unable to see the actual position of the stop signal ahead .In that cases the procedure

will be followed.

(1) Depute one competent staff to show stop hand signal at the foot of the defective signal.

(2) At night the signal light shall be extinguished.

(3) Advised to issue caution order to the driver at the rear station.

(4) Informed signal control to rectify the failure.

If Distance signal fails in OFF position Aspect will be showing Double Green OR Green.


SOME IMPORTANT POINTS TO BE NOTED IN CASE OF DRIVER PASSING SIGNAL AT DANGER.

(By Sri. SisirKr.Tigga, SS/LYD)

Some important points to be noted in case of Driver passing signal at Danger mentioned in

Accident Manual, Para 702(2) (a) are reiterated below for your guidance and strict compliance.

1. In order to avoid any dispute later, the fact that a Driver has passed a signal at danger should be formally brought to his notice.

2. The Switchman/cabin ASM/ASM/SM must confront the Driver and Guard with regard to

the position of the signal and the position of the lever concerned. The position of the signal

and route should be recorded by the SM and signed by the SM, driver, guard and other witnesses, it available.

3. The distance by which the train has passed the signal should be recorded in Engine + bogie

lengths and / or telegraph posts, and by measuring the actual distance in meters are

recoated in TSR and Station Diary in RED ink.

4. In the night time, the brightness of the signals should be noted. The weather condition and

visibility should also be recorded.

5. If the Driver is required to use glasses. It should be checked whether he was in possession

of them and using them.

6. Arrangement for testing brake power of the train shall be made by officers/Sr. Subordinates

at the nearest Loco changing or C &W examination point.

7. Breathalyzer testing of the driver should be done.

8. The Driver must be relieved immediately and sent for medical examination.


PLACING OF DETONATORS IN FOGGY WEATHER.

(By Sri. H.S.Mandal, CDTI/Line)

• Description of detonating signal;- It is known as detonators or fog signals, are appliances which are fixed on the rails and when an engine or a vehicle passes over them, they explode with a loud sound to attract the attention of the loco pilot.

• Placing of detonators;- In thick, foggy or tempestuous weather impairing visibility

whenever it is necessary to indicate to the loco pilot of an approaching train the locality of a signal, two detonators shall be placed on line by the authorized staff deployed by the SM in this behalf at least 270 m and 10 m apart outside the signal. Adequacy of visibility;- check it through VTO (visibility Test object, height 2.1 m) is

to guide the SM and decide when detonators are to be placed to warn the loco pilot of location of an approach stop signal

• VTO for two aspect CSL(semaphore signalling)

• VTO( defined in the SWR of stations) may be the light/arm by day of starter signal

or back light of the home signal. This case VTO is normally located 300- 350 meters at a place from where it is to be seen by SM. During foggy weather, when such VTO is not seen by SM , it shall determine that fog has stein.

• VTO for MACL signalling;-

• VTO located at a distance of 180 m from a nominated location where the SM shall

stand, and prescribed VTO is not visible from 180 m or more during dense fog, SM will arrange to place the detonators to warn the loco pilot by depute fog signalman with detonators to place in situations at 270 m -10 m apart from the first stop signal (Home signal) to inform in advance the location of this signal to the loco pilot of approaching train.

• Where it is necessary to place;-

• ‘A’ class stations, where Warner exists;- detonators to be placed short of home signal.

• ‘B’ class station equipped with Lower quadrant signals;- detonators to be placed

short of outer signal.

• MACL;- where distant signal is provided detonators to be placed short of Home signal.


POSITION OF FOG SIGNALMAN SHOWN ABOVE

• After the passage of each train over the detonators signals which have been so placed on the rail, Fog signalman shall immediate replace them by the fresh

detonators and collect the used cells.

• Each trained men send out with fog signals(2 cases), shall carry a lighted hand

signal ,in case of emergency he shall show a stop hand signal (GR- 3.53) On single sine section for trains leaving a station the fog signalman deputed to place detonators shall show to loco pilot a proceed (GREEN) hand signal as per rule.

• It is necessary for the SM on duty to take action ,immediately call on duty two of station class IV staff who are off duty may either also utilize and he may utilized

trained p-way staffs for fog signalman.( not to be utilized Casual or substituted staff)

When not necessary to place detonators ;-

• It is not necessary to place detonators to indicate location of a stop signal to the Loco pilot in the following circumstances;-

• In Automatic signal ling territory.

• On gate signal

• On departure signal

• In section where a reliable fog safe device has been provided on locomotives.

• Adequate pre- warning in provided i.e. at stations where double distant signals are provided.

• Speed allowed in the station section is up to 15 kmph C/o imposed by SSE( P-way or TRD for temporary restriction.

• Where speed of the section is less than 50kmph.


PUTTING BACK OF SIGNALS ONCE TAKEN OFF FOR DEPARTING TRAIN FOR THE

PURPOSE OF CROSSING AND PRECEDENCE.

(By Sri. Ashok Biswas, SS/NIM)

The procedure for putting back of signals after departing the train for precedence and crossing.

After giving the signals for departing of a train must not be replaced to ON before the complete passage of train normally.

In emergency a signal has to be put back to ‘ON’ before departing the train and point should not be changed until the train stop but to avert an accident point can be altered. If found any unsafe condition by the end SM/cabin man, he shall immediately contact with SM by non-stop ringing and informed the fact and signal put back to ON and take all step to stop the train.

If starter and adv. starter signal have been taken OFF for departing train and train start after coming to stop signal required to put back for precedence or crossing, must be taken the following procedures.

Informed to driver by SM any means of communication after acceptance the program from the driver then put back the signal and not to start the train.

In single line tangible authority to proceed must be withdrawn

If means of communication with driver is not available a written memo will be sent to driver that his signal has been put back and should not start

The route should not be altered until received of driver’s acknowledge meant except to avert an accident.


PROCEDURE OF WORKING OF TRAINS DURING FALIURE OF ELECTRICALLY

OPERATED POINTS OF CROSS-OVER

(By Sri. I.C.Kisku, SS/URA)

Whenever electrically operated points cannot be set the desired route i.e. normal or reverse from the PANEL or VDU, the concerned points shall be treated as failed Before declaring failure points must be checked and remove the physical obstruction if available. If there is no such foreign particles found in the point and in spite of attempt twice, the points could not be set and indication is not become steady then points shall be treated as failed. In such cases for train operation point can be set manually using crank handle. For

manual operation of points relevant crank handle key has to be extracted from the concerned EKT. The crank handle key for each points or group of points are provided at station or housed at an appropriate interlocking box. The SM deputes a trained operating staff not below the rank of points man- A to operate the points by using crank handle. For extracting crank handle from EKT on duty SM has to press crank handle key zone button and group Trans button simultaneously. The emergency crank handle along with crank handle key either be personally handed over or electrically transmitted to the staff so deputed with instruction to set the defected points to the desired position and clamp and pad lock the same and both end i.e. facing and trailing After complying with such instruction shall returned the emergency crank handle key either personally or transmitted electrically and after restoring the crank handle key in to the concerned EKT if the point indication becomes steady, the SM shall verify the desired route has been set correctly and points have been clamped and pad lock at both end and steady indication is appeared train can be admitted on signal. Even after complying with the instruction, correct setting of the desired position is not indicated in the visual indication provided then train shall be piloted in with appropriate authority. SM shall inform the S&T department for rectification and issue failure memo. On received of failure memo, the S&T staff shall issue disconnection Notice on form T/351 before attending the failure.

The SM or cabin SM shall not give his signature T/351 if line clear has been given for a train until it has arrived or passed the point mentioned in the disconnection memo. The SM after signing the record foil of disconnection Notice will inform the cabin man on duty at both end giving details of the points are to be repaired/renewed supported by a private number and place lever collars/button collars on the concerned lever/buttons of the points and signals. Entry shall be made on TSR, SM’S Diary and caution order register in red ink.

The SM shall advise the SM in rear and Notice station by issuing a message supported by a private number to issue caution order that the trains shall be piloted in and speed must not be exceeded 15kmph at the point zone. He shall often acknowledgement of this advice by a message supported by a private number from the block station and Notice station.


The point shall be clamped and pad locked and train shall be piloted in during the period the reception signal and points are disconnected on the route on which the train shall be admitted. A competent railway servant shall also be deputed to display hand signal at the foot of stop signal. The S&T staff shall mention to this effect in the T/351 and assist traffic staff in setting the points in the desired position. The traffic staff shall be responsible for clamping and pad locking. On completion of the work in- charge of S&T/CIVIL Engineering official will hand over the relevant portion of the reconnection memo to the SM/cabin SM and often his signature on the record foil of reconnection Notice. The SM or CSM shall not sign the record foil of the reconnection Notice until he has tested the signal and points concerned and satisfied that

their good working condition. He shall then cancel the entry in the caution order register and make and entry in the TSR, SM’S Diary. The SM then advice completion of the work to the cabin man, block station in rear and Notice station under exchange of private number. The disconnection and reconnection Notice/written memo handed over by the S&T/CIVIL Engineering official in- charge, after completion of the work should be kept in the registered/file mention for the purpose. A Yard is a specified area laid out with a network of tracks divided into several grids for receiving sorting, forming and dispatching of trains. A Marshalling Yard is the place on a Railway system, where the trains or rolling stock or group of rolling stocks are received, reformed into trains or loads after marshalling and are dispatched to their destinations. Therefore, A Yard is a classifying and distributing machine with facilities for receiving, sorting and dispatching the wagons to their various destinations, after the prescribed attention.


SIGNALS CONFLICTING

(By Sri. T.K.Maji, SS/BERO)

01. Conflicting signal shall be treated as defective and, as such, equivalent to a signal

at danger or at its most restrictive aspect in such cases the following action shell be

observe.

Sl.

No.

Nature of defective signal Action in absolute block

system.

Action in Automatic

block system

01 Warner is showing “OFF”

while outer or Home is

“ON”

Stop the train at the FSS and

shall be piloted in.

No Action

02 Distant signal shows

proceed aspect but home

signal shows yellow with

route indicator

Stop the train at the first stop

signal and shall be piloted in.

No Action

02. In case of a colour light signal, if its aspect changes from one aspect to other, such

as Green to Yellow /Red, Yellow to Red/Green or vice Versa or is flickering

/Bobbing at that time the following action shall be observed.

Sl.

No.

Nature of defective

signal

Action in absolute block

system.

Action in Automatic block

system

01 In case if any

colour light signal

is found flicking or

bobbing

i) Treat the signal is showing

its most restrictive aspect.

ii) Stop the train and obey

the steady aspect which

remains steady for

60seconds.

iii) If so then obey that aspect

otherwise shall be piloted.

Stop the train and observe

the aspect which remain

steady for 60seconds, it so,

then obey that aspect,

otherwise obey the rule to

pass the auto stop signal

at danger or at “ON”.

02 If colour light

signal shows more

than one aspect at

a time.

Stop the train and the train

shall be piloted or obey most

restrictive aspect of the

signal and act accordingly.

Obey most restrictive

aspect out of the aspects

displayed.

03 If colour light

signal showing no

light or white light.

Stop the train and obey most

restrictive of that signal post.

Stop the train and obey

most restrictive aspect out

of the aspects displayed.


SIGNAL DEFECTIVE AND OBSTRUCTION OF L.C.GATE

(By Sri. N.K.Singh, SS/MHQ)

If any gate signal pertaining to the gate becomes defective the Gateman shall – (a) Gateman shall close the gates if possible against Road traffic. (b) After closing the Gate Gateman exhibit proceed Hand signal to the driver of approaching Train to pass the L.C.Gate. (c) If the Gates can’t be closed, put the banner flag in such manner as to warn the driver of approaching train to stop short of the Gate. (d) Report the fact to nearest station master of the station or Gangmate. 1. If the gate signal become defective in OFF position he shall at once close and lock the gate across the road traffic and Place a Detonator 90 meters away from the defective signal and renew it after the passes of every train, And gate may open to pass Road traffic only after the defective signal protected, If this condition happen at night or if continues after dark the green glass of the signal shall be broken. 2. Maintain the signal kept in ON position, and inform to nearest station Master of station by telephone or any quickest means , Station Master shall immediate advise the signal maintainer and other concerned other official of the section to immediate rectification, and station Master also inform to station Master of another end of effected block section about the fact and issue caution order to the driver of each train on the single line section or from the concerned direction on the double/Multiple line section till the rectification, and necessary entries shall be made in caution order register, SM diary and TSR. 3. In case of obstruction on the line at L.C. Gate Gatemen shall remove it or if unable to do so he shall (a) Kept fixed gate signal at ON position, (b) Show stop hand signal and to do his best to stop approaching trains, (c) Shall take action for protection of obstructed line as *On double line – (a) if both lines are obstructed during day he shall plant a banner flag across the track in the direction from which a train is expected to arrive first and then plant the second

banner flag to other track in opposite direction, the banner flag shall be planted at a distance about 5 meters from the edge of the road/ obstruction, in night time Tri-color torch with red light placed in place of banner flag, (b) Then Gateman shall proceed in haste exhibiting a red hand signal/Red tri-color torch towards the direction from which a train is expected first and place one detonator on the track at the distance of 600 hundred meters from the L.C. Gate and three detonators 10 meters a part at a distance of 1200 meters having protected one line he shall immediately return to the level crossing and picking up the intermediate detonator on the way, and then proceed with the same haste in opposite direction and protect the other line also in same manner, After the protected both the lines gateman shall return to the L.C. Gate, and try to clear the obstruction by any assistance locally available , he shall not leave L.C. Gate ,and he shall remain in position to warn the loco pilot of any approaching train ,


*On single line –

(a ) In case of an obstruction at a L.C. gate situated between the outermost signal of a

station but not protected by the station approach stop signal located at an adequate

distance from and interlocked with gate the Gateman shall , in addition to protecting the

line and inform the station master who shall their upon keep the relevant signal in the ON

position, and placing of detonators towards the station side may be dispensed with if SM

assured that no train shall be allowed to leave the station until the obstruction the remove

.

(b) In case of obstruction at a L.C. Gate protected by station stop signals, located at an

adequate distance from and interlocked with the gate Gatemen shall at once closed the

gate across the road traffic and ensure the stop signal controlling the train passage over

the obstructed line are kept at ON position, in addition banner flag must be planted on

either side and he shall make his best endeavor to stop the train by using hand signal and

placing detonators first which train is expected to come ,as per GR6.03 on the obstructed

line and then others side of L.C Gate. If in the meantime he notice any train coming from

either side he shall be prepared to a stop the same by using hand signal.

(c ) By night the gatemen shall use Tri-Color Torch exhibiting red expect in place of banner

flag and red hand signals .

(d) In case of obstruction on the line at a L.C. Gate situated in Automatic block signaling

territory the gate are interlocked with semi –Automatic gate stop signal the gatemen take

steps to extinguish the A marker of the semi -Automatic gate stop signal by operating

control lever, switch . But at such the L.C Gate where the control of the A marker is only

through the closing of the boom the gatemen of such L.C. Gate shall closed the L.C Gate

by using spare gate leaves and using chain and padlock , and shall proceed in haste

exhibiting a red hand signal towards the direction from which a train is expected first and

place one detonator on the track at a distance of 90 meters and two detonator 10 meters

apart at a distance from the L.C. Gate. And return to L.C. Gate and then proceed same

haste in the opposite direction and protect the same manner after the protected both the


lines the gateman shall return to the L.C. Gate and try the clear obstruction and remain in

position to warn the loco-pilot of any approaching train .

(e) Is case of only one line obstructed the aforesaid protection need be done for the

obstructed line towards the direction from which train will come first.


USE OF LEVER COLLARS, SLIDE COLLARS, BUTTON COLLARS AND

REMINDER COLLARS

(By Sri. Sudip Kumbhakar, SMR/KSU)

The person nominated to operate panel, lever and switch is responsible to put Lever

collars, slide collars, button collars and reminder collars under the following

circumstances:-

i) Collars must be placed on concerned lever, slide, button/switch of the blocked line to prevent their operation and to serve as a visual indication/warning to the person operating them. The collars must be placed on relevant lever/button/switch slide, whenever the line

is occupied by a train, or for any other reason like a load vehicle/engine/Tower wagon is left standing or when the line is otherwise obstructed due to Engg. block/power block etc.

ii)Collars must also be used to protect reception line on which a train stops to cross or to give precedence to another train/trains in ordinary course. iii)Similarly collars must also be used to prevent operation of departure signals i.e. STARTER of the occupied line by a train and ADVANCED STATRTER when a block section ahead occupied. iv)When the running line obstructed, the collars should be used by station master on the relevant slide of the electric slide instrument v)On electrical panel, button collar to be placed on the relevant button to prevent taking “OFF” of the reception signals for the occupied/obstructed line.

On SSI system, the relevant route button or signal button may be “DISABLED” By click of the mouse to prevent the SM for taking “OFF” of the signal.

Lever collars/ Button collars to be placed as follows:-

A) Running line occupied –Route button of that line and slot/signals lever if any.

B) Non-running line is blocked- The points concerned.

C) Block section ahead is obstructed- last stop signal or advance starter.

D) Power block/traffic block – route button of concerned line points.

Collars/buttons will be removed by on duty SM when the cause of placing it is over. the collars/buttons which are not in use should be put back to their spare position.


DETAILS OF DETONATORS AND INCREASE LIFE OF DETONATORS

(By Sri. Manoj Kumar, SS/CHAS)

Description of detonating signals –

Detonating signals known as detonators or fog signals are appliances which are fixed on the

rail and when an engine or a vehicle passes over them, they explode with a loud report so

as to attract the attention of the loco pilot.

Method of using detonator-

i. A detonator when required to be used shall be placed on the rail with the label and

shall be fixed to be rail by bending the clasps around the head of the rail.

ii. In case of mixed gauge, detonator shall be placed on the common rail or on one rail

of each gauge.

Placing of detonator in thick, foggy or tempestuous weather impairing visibility –

i. In thick, foggy or tempestuous weather impairing visibility, whenever it is a

necessary to indicate to the loco pilot of an approaching train the locality of

signal to detonator shall be placed on the line by railway servant appointed by

the SM in behalf, about 10 meters apart, and at least 270 meters outside the

signal

ii. Visibility test object from a distance of not less than 180 m or a lesser distance

if expressly sanctioned by the railway board.

a. Train operation during Fog-precaution -

i. Station with MACL shall have a prescribed VTO located at the distance of 180 m

from a nominated location where the SM shall stand.

ii. When a prescribed VTO not visible from 180 m the SM arrange to place the

detonator to warm the loco pilot. Detonator should be placed 170 m short of FSS

at the station.

b. Precaution by loco pilot -

i. During the fog loco pilot in his judgement fill that visibility is restricted due to

fog he shall run a speed at which he control the train so as to be prepared to

stop short of any obstruction speed shall in any case not be more than 60

kmph.

ii. Loco pilot to whistle frequently to warn gateman and road user of an

approaching train at level crossing.

iii. Prevailing fog situation should be advice to crew and guard in lobby ‘sign on'.

c.

i. Each fog signal man shall be provided 20 detonating signal or such lesser

numbers as shall be prescribed as under special instruction. The fog signal

man shall on reaching the fog signal post placed two fog signals on the rail

about 10 m, apart so that the same on explosion under the wheel of an engine

will warn the loco pilot of his proximity to the home signal of the station.


ii. After the passed of each train over the detonating signals the fog signal man

immediately replace them by fresh detonators and collect the usedcell.

iii. On single line section for train leaving a station, the fog signal man deputed to

placed detonators shall show to loco pilot ‘white light'.

Placing of detonators in case obstruction –

i. Wherever in consequence an obstruction of a line, it is necessary for railway servant to

stop approaching train, he shall proceed, plainly shown his stop hand signal, to point

400 m from obstruction and place on the line one detonator and then proceed to a point

800 m from obstruction and placed on the line three detonator about 10 m apart, as such

place provided that on broad gauge the first detonator shall be placed at 600 m and

three detonators at 1200 m from obstruction about 10 apart from each other.

ii. If the said railway servant is recalled before the obstruction is removed, he shall

leave down three detonators, on his way back pick up the intermediate detonator.

Replacement of detonator on the line –

Every railway servant placing the detonator on the line shall see that they are, necessary,

replaced immediately after a train has passed over them.

Knowledge and possession of detonators –

i. All SM, Guard, LP, Gang mates, Gatemen all other railway servants on whom his

duty is laid by the railway administration, shall keep a stock of a detonators.

ii. Every railway servant concerned with the use of detonators shall have correct

knowledge of their use and keep them ready for immediate use.

iii. Every railway servant shall see that the railway servant in his charge concerned with

the use of detonator have a correct knowledge of their use.

iv. Detonators shall be tested under the wheels of any empty wagon pushed by a

locomotive at a restricted speed of 8 to 12 kmph. The tests shall be carried out under

the direct supervision of an official not below the rank of TI, SSE/SE/JE (P. Way,

Loco, Traction and S&T). It can be extended after testing every three year.


Increasing Life of Detonator-

i. Detonators shall be handled with care as they are liable to explode if handled roughly.

ii. Detonators shall be kept in the cases in which they are supplied. They shall be stored

in dry places and not left in contact with brick walls, damp wood, chloride of lime or

other disinfectants, nor exposed to dampness or steam or other vapours.

iii. On sections where the climate is humid, “Silica gel" bags may be kept in the

containers to absorbed moisture.

iv. Fog signals shall not be exposed to sun rays except when used on the track, as this

can be dangerous.

v. The month and year of manufacture are shown on the label outside each tin case and

are also stamped on each detonator. Detonators shall be used up in the order on the

date stamped on them, those of the oldest manufacture being used first.

vi. The life of detonator is 5 years but it can be extended by 1 year after careful

examination of the detonator for up to 3 years.


TSL WORKING

(By Sri. Sarfuddin Mallick, SS/GSL)

TEMPORARYSINGLELINEWORKINGONDOUBLELINESECTION

TSL WORKING-‘Is introduced on a double line section when one of the two lines is obstructed due to accident or any other reasons.’

Before introduction of TSL working

The following must be ensured:- The line on which TSL working is proposed is clear of any obstruction. The TSL working can be introduced only between the two stations where cross over is provided between UP and Down Line on either sides of obstruction. If the reins any IB or block Hut between the two stations, it must be suspended. The commentator of block instruments shall be kept in ‘TOL’ position at such station and stations at both ends. The consent of on duty Section Controller must be obtained

For introduction of TSL working, SM of both end stations shall exchange the following

message:-

Cause of introduction of TSL working. The line on which TSL working is proposed. Source of information that the said line is clear. Place of obstruction. Speed restriction, if any, imposed on the line. Name of intermediate station which is suspended. Assurance that the trap points, if any, have been clamped and pad locked. Assurance that all the fixed signals are kept at on in case train is to run on wrong line. If train is to run on right line LSS to be kept at ON.

The number and timing of last train that arrived or left at the issuing station.

Both end SM shall also in for the gatemen of all mid section level crossing gates about the introduction of TSL working and the line on which the trains will run.


Process of TSL Working

After as certain in the clearance of track and exchange of message, Line clear of a train shall be obtained on block telephone with private number and ID number. An authority for TSL working shall be prepared in form no. T/D602.Form no. T/D602 shall be mentioned:- The line on which the train is torn. The kilometer between which the obstruction exist. Any speed restriction which is in-force on the proposed line. Authority to pass the last stop signal in ‘ON’ position..

TheLPofthefirsttrainshallinformallthegateman/gangofthesectionabout the introduction of TSL working. The first train shall run at maximum speed of 25 KMPH, subsequent trains may run at their booked speed, subject to other speed restrictions inforce. When the train is stopped in mid-section it must be protected as per rule. For a train proceeding on right line:- At dispatch station-The last stop signal shall be passed at ‘ON’ on basis of T/D602.If LSS is a starter, hand signals shall be exhibited at the foot after correct setting, clamping and padlocking of the route. At receiving station- The approach stop signals may be taken off for the reception of the train. For a train proceeding on wrong line:- The LP shall keep flasher lights ON while running on wrong line. At dispatch station- All concerned points shall be clamped and padlocked before the issuing of authority. The LP shall proceed with train on receipt of authority duly issued by the SM of dispatch station. At receiving station- The LP shall stop his train at the LSS of line or at First stop signal of another line, whichever comes first. The SM shall ensure correct setting, clamping and padlocking of the route on which the train is intended to be received. A railway servant in uniform shall ‘pilot in’ the train with T/509 authority.

Completion of TSL working and resumption of normal working A responsible engineering official shall issue a certificate of the clearance of obstruction. The last train of the section has arrived complete at next station. On duty section controller shall be informed about the clearance. The SM of both end stations shall exchange message supported by private numbers about resumption normal working. All stations that were suspended during TSL working shall be brought to use. All gatemen/gang men of the section shall be informed of the resumption of normal working. All entries in TSR during TSL working shall be made in red ink. All records in connection with TSL working shall be preserved at station. A report of TSL working shall be prepared by the sectional TI and to be submitted to DRM within 7 days of resumption of normal working.


ACTION TO BE TAKEN BY SM WHEN NOTICE ANY UNSAFE

CONDITION ON A TRAIN WHILE PASSING THROUGH THE

STATION.

(By Sri. Rajat Bandopadhyay, SS/MOH)

At the time of exchanging all right signal with LP & Guard of through passing train if the

SM notices any unsafe condition he will take the following action.

(a) His first and foremost duty will be to stop the train either by showing red hand signal

or put back the signal at danger. But in any circumstances points should not be

changed till the train brought to a stand i.e. dead stop.

(b) If he fails to stop the train he will immediately inform SCR. If it is electrified section he

will immediately inform TPC to switch ‘off’ power of that particularly elementary

section.

(c ) He willalso inform the SM in advance by using bell code six pause one. The SM in

advances will acknowledge by the same bell code six pause one. Then he will inform in

detail about the condition of train and will advise SM of Advance station to put back

the reception signal at ‘ON’ if it is taken off.

(d) After the ascertaining that the train has stopped at the first stop signal utmost care will

be taken to admit the train on Main line.

(e) If main line is occupied memo will be sent to the LP of that particular train with

Competent Authority regarding detention at First stop signal and will advise the LP to

check the whether it can be admitted on loop like with most restricted speed. If LP is

satisfied about the condition of train then only train can be admitted on loop line.

(f) If the unsafe condition is so severe in nature i.e. fire on train etc. and any level crossing

gate is/are there in that particular section gateman also will be advised to stop the

train.

(g) If it is case of train parting, the SM will never show danger signal. Instead he will show

green hand signal UP& DN in day time and white light in night time. He will also work

by shouting or gesticulating.


CLEARING OF A BLOCK SECTION IN THE EVENT OF FAILURE OF LOCOMOTIVE

(By Sri. C.S.Dutta,SS/VSU)

Duties of SM before Information received regarding failure of Locomotive in Block Section :-

1) If a train carrying passenger does not arrive within 10 minutes or a goods train does not

arrive within 20 minutes after its normal running time, the SM at the Station in Advance

shall immediately advice the Station in near and SCR of the fact.

2) On double / multiple lines, the SM at the either end shall stop the trains proceeding on

adjacent lines and issue suitable caution order to ascertain the whereabouts of the

condition of the delayed train and inform the Station in advance.

DUTIES OF SM WHEN INFORMATION RECEIVED THAT TRAIN IS DETAINING IN BLOCK SECTION DUE TO FAILURE OF LOCOMOTIVE :-

1) Inform SCR on duty & near Station about the fact. 2) The SCR shall arrange for a relief Engine to clear the train from the Block section either by

pushing or pulling.

3) When the relief engine arrives at the Station, the SM shall inform the Driver & Guard of the relief engine of the circumstances.

4) The SM may allow the relief engine to work on the obstructed line upto the place of

obstruction on the Authority of Block ticket in the prescribed form T/A-602. 5) Before sending the relief engine on the authority of Block ticket (T/A-602) the SM shall

suspend the system of working in force between the affected Block section under exchange of messages.

6) Both the SM’s shall obtain concurrence from each other for allowing train on Block

ticket and record them in TSR and caution order Register. 7) The SM shall correctly set all concerned points of the line over which the train will pass

and facing points locked. 8) Departure stop signals except the last stop signal shall be taken ‘OFF’ if possible. 9) If departure stop signal cannot be taken ‘OFF’ the train shall be piloted in as per rule.


10) The SM shall endorse clearly in detail on the Block ticket (T/A602) weather – a) The train will return to the same Station.

OR b) The train will proceed to the next Station. 11) The speed of the train allowed on the authority of Block ticket (T/A-602) shall not exceed

15/10 Kmph. in any circumstances. 12) During run the Driver must sound frequent whistle. 13) The SM shall give information to the SM of other end when the Engine leaves his station

and enters the obstructed line supported by Private Number. 14) The SM shall again give information to the SM of other end when the train returns his

station from the obstructed line supported by Private Number. 15) After sending the relief engine on Block ticket (T/A-602) the SM shall not dispatch

another Engine in following of the previous relief engine in the same direction unless –

a) The previous Block ticket is collected & cancelled. OR

b) Necessary endorsement is made on the previous Block ticket to wait the train at the site for next relief engine to follow. OR

c) The previous Relief engine has met with an accident or has be disabled. OR

d) The previous Block Ticket is collected from the Driver by the Official-in-charge at the site, kept it in his personal custody and he assures the SM over Telephone by quoting the Serial number of the collected Block ticket that it will be kept in his custody until another relief engine arrives at the site.

16) When the relief engine sent out on the authority of Block ticket reaches at the place of obstruction, it shall be protected by placing three detonators at a distance of 250-250-10 meters in rear as per rule.

17) The SM shall admit the train either by taking ‘OFF’ signals or by piloting in as per Rule, when the train approaches to the station from the site of obstruction.

18) On arrival at the station both the Driver & Guard shall endorse the “Time of arrival & that the train has arrived complete and nothing has left in the Section”.

19) After making necessary endorsement and signature the Driver shall hand over the Block Ticket (T/A 602) to the Station Master.

20) The SM shall then cancel the Block ticket and paste it with the concerned Record foil, it issued from the same station.

21) If the Block ticket is issued from another station, after collection of Block ticket the ‘SM’ shall send it to the issuing Station for cancellation & record.

RESUMPTION OFNORMAL WORKING :-

(1) SM shall receive a written Certificate from Driver & Guard that obstruction is removed and track is free and safe for passage of train.

(2) The SM shall convey the message to the SM at the other end under Exchange of Private number.

(3) The SM shall consult with SCR and obtain his consent to resume normal working.

(4) Then the SM of Both Station shall resume the system of working under exchange of messages supported by Private numbers between themselves.


DEAD OR DEFECTIVE ENGINE

(By Sri. S.N. Ghosh, SS/MLQ)

(i)a)When an engine is not able to work on its own power is called dead locomotive. An engine is sent as a dead engine from one division to another division for balancing. b) If a dead locomotive is worked without any one of locomotive couplings or connecting rods, it is termed as an unbalance locomotive. (ii) Whenever a locomotive working a train fails in the block section, the dead train locomotive may be coupled to the relief engine and the train worked to the next block station, where the dead locomotive should normally be detached. Otherwise the train may be worked double headed with the dead locomotive up to destination. (iii) Attachment of Dead locomotives: The following condition shall be satisfied before attachment of dead locomotive to any train / light engine: a) Certificate for 'Fit to run' is issued by Section Engineer / Loco Inspector / Power Controller for Passenger / Goods train. b) The dead locomotive is escorted by a competent person not lower than Asst. Driver. c) Maximum permissible speed of the dead locomotive shall not be less than maximum permissible speed of Train. d) Arrangements have been made to ensure that brakes can be applied on dead locomotives in synchronization with working locomotives. e) Running of double / triple headed is permissible on the section over which the dead locomotive is to be hauled. (f) When a dead electric locomotive has to be moved on a non-electrified section, special check shall be made regarding its infringement to be schedule of the maximum moving dimensions. In the case of any infringement, the dead locomotive shall be treated as an ODC. (g) As a final check, the coupled locos should be run for about 500 meters and the driver

shall check for any abnormal rise in the temperature of the wheels of the dead locomotive and shall also check it at subsequent stops during the journey. d) Arrangements have been made to ensure that brakes can be applied on dead locomotives in synchronization with working locomotives. In addition to the above, the following precautions should be taken for hauling the dead locomotives: (iv) Attaching / hauling of dead locomotives by Passenger Trains: a)Only one dead locomotive (diesel / electric) can be attached. b)In case the dead locomotive is attached to Mail/Express/Super-Fast train to take permission of Sr.DOM/DOM is obtained.


c) Brake power of the train should be 100% excluding dead locomotive. d) The dead locomotive can be attached next to train engine only. e) As far as possible, brake should work on dead locomotive. However, if it is not possible, then in the case of air-braked train, brake pipe and feed pipe of working locomotive shall be connected to brake pipe and feed pipe of trilling stock and dead locomotive will work as piped vehicle. (v) Attaching / Hauling of dead locomotive by Goods Trains:

a) Movement of maximum three locomotives (2 working + 1 dead) with load is permissible subject to observations of all restrictions on operation of double / triple headed working locomotives in the section provided that brakes in dead locomotives are operational. (vi) A locomotive when it is sent to shops for POH / repairs should normally be sent on its own power. If a locomotive has to be sent dead to shop for repairs by a train, it should be attached to a goods train. An unbalanced engine being sent to shops for repairs, should be hauled by a light engine at a speed not exceeding 15 KMPH.


Duty of SM (Supervisory)

(By Sri. Nitish Kumar, SS/BKSC)

Duty of Station Manager is full of importance and gravity such as :-

i. Station Master is responsible for the efficient discharge of duties by different members of staff at his Station.

ii. Ensuring that the general working of the Station is being carried out in strict accordance with the current rules, procedures and instructions.

iii. Providing prompt and courteous service without most safety and security of passengers and employees.

iv. Availability, helpfulness and good conduct of station porters and licensed porters towards the public.

v. He shall be responsible for general up-keep of the station.

vi. He shall be responsible for keeping the safety and operating literature including circulars, pamphlets, gazette etc. up to date and the same must be explained to the staff working under him and got noted by them.

vii. He shall be responsible for maintaining Accident register and Accident charts and keeping these up to date.

viii. He shall maintain figures in respect to the stock and get them relayed to the control

in time.

ix. He shall investigate all public complaints and send the extracts of the complaint with explanation of the staff and his own remarks to Divisional Office in time. In case of complaints concerning the other department, intimation may be given to the subordinate In-Charge of that department immediately so that action may be taken to avoid recurrence.

x. He shall promptly attend all accidents, assume charge of the site to and assist in relief measures ensuring prompt evacuation of injured & stranded passengers. He shall take note of all the information available and protect the clues/evidence, which may be helpful in the enquiry. He shall intimate the control office at regular interval for current information and ask for the required assistance i.e., Relief Train, Medical van etc. He shall investigate yard accidents, obtain statements of the staff responsible and submit his report with conclusions and joint note to the Divisional office.

xi. He shall ensure that firefighting equipment’s at the station such as fire extinguisher, fire buckets etc. are in fine fettle and ready for use.

xii. The Station Master should regularly test and record in the charge book, the working of Points, Signals and Track Circuit to ensure that:

• The Signals are back to ‘ON’ position when the relevant slide/button/ lever are put back or intended train movement has been completed.

• It is not possible to take ‘OFF’ conflicting signals at the same time.

• Signals are not taken ‘OFF’ until all points are correctly set and facing & trailing points are locked in case of motor operated point.


• Any other manner of testing prescribed by the Authorized Officer.

• Panel testing: Normal/Abnormal by Station Master.

• At stations provided with continuous track circuits or at stations having solid stationer locking the method of testing shall be prescribed jointly by Signalling and Operating Branch which shall be described in the Station Working Rules to be followed by Station Masters.

xiii. He should check the dairy of SM cadre of all the shift of previous day and shall note down the discrepancies for action and compliance by the respective authorities.

xiv. He must ensure that the essential Safety equipment’s at his station are in working order, complete and, if the reis any deficiency should be made good without delay and ensure that all tri color flasher hand signal are in working order.

xv. He shall conducting hand surprise inspections to check the alertness of staff and

working of signals, and points and visibility of the signals.

xvi. The Station Master in charge at a station shall inspect his station daily with a view to

ensure efficient working of-

• All public amenities including toilet, Fans, lights, lifts, Escalators and check the general cleanness of the station.

• All equipments being in efficient working order. Deficiencies must be promptly

rectified recorded in Petty Repairs Book.

• Safe and efficient working of trains.

• Crank handle testing with S&T staff once in a month & record it properly.

• Cabins, Station Master’s office, yards, goods sheds and level crossing gates under his

charge.

• Reservation Enquiry, Public Address system, Public Information Display System, Booking offices, Ticket Checking, Catering and Vending stalls etc.

Acknowledges the Station Master Diary daily

Check the staff grievance Register.

• Drinking Water availability.

xvii. He shall see that train signal register, station Diary, Inspection Note Book, reference books and other station record is properly maintained and preserved for a minimum period as prescribed later in this chapter.

xviii. At the bigger stations Health Inspector is in-charge of sanitation the Station Manager shall conduct daily inspections and bring out deficiencies. He shall conduct daily inspections of waiting rooms ,bathrooms, lavatories, refreshment rooms and catering trollies, platforms, track and other station premises from sanitation point of view and ensure that arrangements in this regard are adequate and effective. Availability of safe drinking water to passengers & employees is joint responsibility of JE/SE(works) and health department he should check that same is available.


xix. He shall ensure that sufficient stock is available for the requirement of the day. He shall keep in touch with the running of trains so that, in case of late running of connecting train, scratch rake can be turned out, if necessary. He shall also keep a check - on reserved stock available/allotted to his station.

xx. He shall take personal interest in arranging quick clearance of reserved carriages of troops, public, prisoners, treasuries etc.

xxi. Whenever special trains are arranged to run from his station, he shall ensure that

stock for the same is secured and certified placed on the proper line in time.

xxii. He shall fixup responsibility in case of detention to trains outside or at the station and submit full report to Sr. DOM office.

xxiii. He shall be responsible to ensure that all the operating staff working under him are relieved in time for their Periodical Medical Examination/Refresher Course/ Competency/ Safety camp and special competency programmes. No one, overdue Periodical Medical Examination/Refresher Course Competency shall be allowed to perform his normal duties.


Duty of SM(OUTDOOR)

i) The Station Manager shall be responsible for general up-keep and proper working of the Station.

ii) He shall maintain safety literature, rule books, safety record. He shall counsel staff regarding rules and safety systems.

iii) He shall deal with public complaints and counsel commercial staff or courteous behaviour.

iv) He shall ensure right time placement and removal of terminating/originating train sand keep records in this regard and Supervise the shunting movement performed within station yard if so instructed by SWR.

v) He shall inspect gate, panel, station, regularly during his shift.

vi) He shall maintain close contact and co-ordination with Panel SM and Log SM for smooth running of trains and for better planning of operational work and will assist in case of any abnormal working.

vii) He shall promptly attend to any incident or accident and assist in relief measures during his duty. He shall collect all information and inform the Control office for required assistance, i.e., Relief Train, Medical Van etc. He shall also inform the local civil authorities as required and safe guard the clues or evidences which may be helpful in enquiry.

viii) In case of abnormal working, he shall be responsible for manual operation (Hand Cranking) of Points and piloting of trains.

ix) He shall ensure that all coaching trains scheduled to stop at the station, start with in their allowed time.

x) Whenever Special trains are arranged to run from his station, during his duty, he shall ensure that stock for the same is secured and placed on the proper line in time.

xi) He shall keep close supervision on sanitation. He shall inspect the platforms, waiting halls, waiting rooms Toilet & the track and see that the same are cleaned properly by the sanitary staff.

xii) He shall keep close watch on passenger amenities provided at station and their upkeep.

xiii) He shall look after any other work assigned to him by Station Manager, from time to time.

xiv) In case of emergency he shall also perform duty on Panel.

xv) All instructions received from superiors shall be recorded in an Order Book. Senior officers should confirm these through a control order to avoid ambiguity. All such instructions shall be implemented, provided these do not violate safety rules & procedures.

xvi) He will perform all the duties of SS in his absence.


Duty of SM(Panel)

i) When on duty or when called upon to do so, in case of emergency, he shall be responsible for obtaining and granting line clear to trains or for shunting movements as per SWR &GR.

ii) He shall handle the control panel himself when on duty and shall not permit any unauthorized person to manipulate panel.

iii) He shall keep the SM’s control keys of control panel in his personal custody whenever, he is required to leave his office even for a short duration.

iv) While coming on duty, he shall ensure that all points and signals are in good working order and all the registers, records, pertaining to train passage are completed in all respect before taking over the charge.

v) He shall personally ensure that conditions for taking ‘off’ the reception signals are ful filled and the clearance of line is verified as per SWR before actually pressing the relevant button for taking off the signals.

vi) He shall ensure from indications available in the panel that the signals are burning ‘brightly and are giving correct indications.

vii) He shall maintain complete and up to date record of the Engg. restrictions. He shall be responsible for bringing forward the caution order register every Monday and displaying the restrictions on notice board as well.

viii) He shall be responsible for ensuring delivery of proper caution orders to all trains.

ix) He shall ensure that all Shunting operations are carried out as per extant orders.

x) He shall inform the ESM/MSM in writing or through a written message, any failure of track/signals/ points/keys or panels etc. and shall invariably enter these failures in signal failure register.

xi) He shall allow shunting n between the arrival/departure of trains ordering slack

period as frequently as possible to the maximum extent.

xii) He shall come on duty after taking complete rest and shall not perform his duty under the influence of drugs, or intoxicants.

xiii) He shall keep his reference books up to date, posted with latest correction slips and shall keep himself fully conversant with the extant rules. He shall keep his books, readily available for inspection when asked to do so.

xiv) He shall not absent himself from duty without prior permission of his superiors. He shall not leave his duty unless properly relieved by his relief and shall not exchange his duty without prior permission from his superiors.

xv) He shall not consider himself relieved of duty unless he has completed transactions of trains for which he has given/obtained line clear till the complete arrival of such trains.

xvi) He shall always obey the lawful orders of his superiors so long as they do not contravene any of the extant rules in force.

xvii) He shall ensure that proper indications of points, signals, track, circuits, crank handle, level crossing gate etc., are displayed at their proper places.


xviii) He shall be responsible for issuing required papers to trains entering/leaving the yard under the instructions of log SM.

xix) He shall issue shunting order for shunting operations as per extant rules. He shall keep a watch on the working of shunting staff.

xx) He shall keep a Close watch on the working of shunting staff.

xxi) He shall ensure clearance of running lines in case of failure of their track circuits.

xxii) He shall maintain log book regarding train and shunting movement.

xxiii) He shall be responsible for giving complete arrival of all trains to log SM supported by

a private number.

xxiv) In case of abnormal working he shall be responsible for cranking pad locking of points and piloting of trains in absence of Deputy Station Manager/outdoor Station Master.

xxv) SM deputed to work on panel should test all the relevant signals, counter readings (like ERRB, RRBU, EBPU, Calling-on) along with the practical demonstration of crank handle. This Operation must be conducted once in 2 months, if not done already under regular working. Sectional DTI to ensure the same in presence of the concerned signal Inspector. Record of the same to be maintained in the station.


Duty of SM( Block )

i) He shall handle the block instrument himself when on duty and shall not permit any unauthorized person to manipulate or handle the block panel/block instrument & block telephone.

ii) He shall keep the Station Manager’s control keys block instruments in his personal custody whenever, he is required to leave his office even for a short duration.

iii) He shall maintain TSR and other connected record/documents in goods happened

ensure that all entries are completed and are up-to date.

iv) He shall attend the control and give arrival departure of trains promptly and shall carry out instructions given by superiors provided these do not violate safety rules & procedures.

v) He shall in form the ESM/MSM through a written message, any failure of block

working etc. and invariably enter these failures in signal failure register.

vi) In case of any accident, he shall in form promptly the section control Station Manager/ Station Master immediately. He shall give all the information available with him in regard to the nature, places, cause and assistance etc. in respect of the accident.

vii) He shall communicate reasons for late start of outgoing trains and late arrival of

incoming trains to control.

viii) He shall come on duty after taking complete rest and shall not perform his duty under the influence of liquor, drugs, or intoxicants.

ix) He shall keep his reference books up-to-date, posted with latest correction slips and shall keep himself fully conversant with the extant rules. He shall keep his books readily available for inspection when asked to do so.

x) He shall not absent himself from duty without prior permission of his superiors. He shall not leave his duty unless properly relieved by his relief and shall not exchange his duty without prior permission from his superiors.

xi) He shall not consider himself relieved of duty unless he has completed transactions of trains for which he has given/obtained line clear till the complete arrival of such trains.

xii) He shall always obey the lawful orders of his superiors so long as they do not contravene any of the extant rules in force.

xiii) In case of any abnormal working, he shall also perform the duties assigned to Panel SM.

xiv) He shall advise the descriptions of the train to which he had granted line clear or

obtained line clear to panel SM.


DUTIES OF GUARD IN CASE AN ACCIDENT OCCURRED IN MID-SECTION

(By Sri. Sanjoy Mukherjee, SS/ANR)

1. Note the exact time and km. 2. a) Protect the adjacent line/lines and the train. b) Secure the vehicles. c) Ensure if adjacent line(s) is /are fouled. 3. Make a quick survey, for an immediate action, of the casualties, injuries and assistance required. 4. Relay the information giving details of the accident and assistance required to the control through the most expeditious means. On double/multiple line section, a train passing on the adjacent line should be stopped and the LP/GD be given this information and also depute any railway men/ willing person available on the train to proceed to the nearest station /police station/ hospital/village seeking assistance for relief. 5. Render first aid to the injured persons taking assistance from the railway men/doctors/volunteers on train or near the site of accident. 6. Get the particulars of damages to the rolling stock, P.Way, OHE. 7. Arrange to shift the injured persons to the nearest hospitals with the help of all available staff and volunteers and also keep their particulars. 8. See that water, tea etc. are supplied to the effected passengers. 9. Arrange protection of railway and public property with the help of available police and railway staff. 10. Preserve all clues to possible cause of accident. 11. Check the unaffected portion of the train and arrange to clear the same to the adjacent stations as per rules and in consultation with the control/SM concerned. 12. Remain in overall charge till replaced by a senior railway official and permitted by the

competent authority. In case of murder or serious assault:- If a murder of serious assault be committed in railway a railway carriage on a running train, the following action shall be taken by the guard – Vacant the compartment and lock up. Closed all shutters immediately from outside, so that all clues like blood stain, fingerprints etc. may remain undisturbed. If the crime took place in a second class compartment – a) The carriage shall be detached at the station where the crime was detected

b) It shall be watched till the police arrived to take over the case.

If the crime took place in a upper class compartment –


a) It shall be immediately locked up

b) Carriage allowed to the nearest station where it can be replaced

If the GRP staff are not available, a number of RLY staff must watch it, until a police officer comes upon the scene No other person except those who are giving first aid to the injured passenger or unable to leave the compartment will be allowed to enter the compartment Railway police shall be advised at what station the carriage has been detached. The carriage shall not be removed or utilized without the written permission from the police releasing the carriage. A dead body found on the track:-

1. Guard immediately stop the train.

2. Guard will prepare a duplicate memo containing the following particulars of the dead body. Km, Time & Between station Sex, Age Blood stain if any Position of the body Condition of the body 3. After taking information, guard shall remove the dead body from the track to clear the track.

4. Hand over the dead body along with a copy of memo to the gang man or gate man or village chowkidar.

5. If nobody is available to hand over the body, then guard shall carry the dead body in his brake van and hand over at the next level crossing gate or station along with a copy of memo.

6. Guard shall make an entry to this effect in his rough journal and T/34 HF. When a person run over by train – 1. Train to be stopped. 2. Guard to proceed the spot with the assistance from ALP. 3. If the person is alive, first Aid to be given and if any doctor in train, his assistance could be obtained. 4. If the guard has no first aid facility, then person to be taken to the next station. 5. Guard to prepare a memo with following information – Name, Sex, Age, Km, Time, Address etc.

6. Guard shall prepare a duplicate memo with the above information and handed over to SM. with injured person. 7. If killed, hand over the dead body along with a copy of a memo to the Gang man or gate man or village chowkidar. 8. If nobody is available to hand over the body, then guard shall carry the dead body in his brake van and hand over at the next level crossing gate or station along with a copy of memo. 9. Guard shall make an entry to this effect in his rough journal and T/34 HF. When train parting – 1. As soon as it comes to the notice of the driver of the train that his train has parted, he will sound ---0---0 whistle code to warn the guard. 2. On hearing the engine sound and also on noticing the fall of pressure

3. Guard shall acknowledge the parting of train by waiving green hand signal Flag up and down vertically by day or a white light by night.


4. Guard shall apply immediately the hand brake to stop the rear portion in order to prevent a collision.

5. Driver shall try to keep his front portion in motion until the rear portion has been brought to a stand, so as to avoid the chance of a collision between the two portions.

6. Protect the train by placing 4 detonators at distance of 600,600, 10 & 10m.

7. When both portion of a parted train are brought to a stand within sight of each other and it is possible and safe to couple them, the train shall be coupled with a great caution.

8. If the two portion of parted train are separated to such a distance that they are out of sight and it shall not be possible to couple the train, then -

9. Driver shall protect the rear and front portion of the train with to the next station by sounding ---0---0 whistle

10. Guard shall protect the rear and front portion of the train with parted load and also fixed red light on the front vehicle of the rear portion of the train

11. Driver shall not hand over the tangible authority to SM till the section is cleared

12. Guard shall report the entire matter in the rough journal and T-34HF Hot axle found in train:- 1. When train running with hot axle and is detected by guard, he shall Stop the train.

2. He shall advice the driver about hot axle.

3. The condition of the axle box shall be checked jointly by the guard and driver.

4. In case of burning flame water shall not be used to extinguished the same

5. Use sand or soil to cool the axle box 6. If the condition of hot axle is not serious, Dr shall proceed to the next station cautiously and inform to the SM & TXR in writing

7. Train shall be admitted directly on M/L and indirectly L/L

8. Necessary remarks shall be incorporated in the guard’s rough journal and T-34HF When a train dividing:- 1. Whenever Dr feels that, the engine is unable to pull the whole train, he shall stop the train clear of bridges, tunnels.

2. Driver shall sound four short whistle to warn the guard

3. The guard shall get down of B/V and shall acknowledge the whistle by waiving a red danger signal up and down

4. Protect the train by placing 4 detonators at distance of 600,600, 10 & 10m in BG and 90,90 & 10m in auto section

5. Guard shall consult with the driver and secure that portion of the train, which is to be left in the block section, by applying the brakes and taking other measures to keep the

rear portion stationary

6. In case of load or empty vehicles at least 15% of the brakes should be pinned down

7. The guard shall then give a written permission (T/609) to the driver to uncouple and proceed to the next station indicating the last vehicle no and number of wagons

8. No tail lamp should be placed on the last vehicle of the front portion

9. At night or in thick foggy weather as soon as the front portion of train has left, the guard shall protect the front side of the rear portion by placing detonators

10. The guard shall also ensure that a red light is shown on the front vehicle of the rear portion

11. The guard shall then proceeds back to show red danger signal at place where these detonators have been placed

12. Guard shall report the above matter in his rough journal and T-34HF


DUTIES OF OPERATING STAFF DURING ACCIDENT

(By Sri. G.K. Mondal, SS/CDGR)

Immediately after an accident or on receiving the report of an accident, the

SS/SM/ASM must:

1. Stop the entry of a train by any means, into the affected line/section from either

direction, lock the commentator/ handle of the block instrument controlling the affected

section in’ TRAIN ON LINE’ position wherever possible; ensure the signals giving entry to

the line are kept at ’ON ’position; ensure that ‘Line Blocked’ liver /slide collars are kept on

the concerned levers/ slides; ensure that the points are set against the entry to the

affected line and clamped wherever practicable

2. Take action to protect the traffic and safety of the property

3. Collect the detailed information of the accident such as time, nature,& location

causalities/ injuries, Obstruction, damages and assistance required and ensure that the

adjacent line is clear before allowing any movement.

4 .Inform the controller giving details of the accident and assistance required through

control phone or by any other means.

5 .Render first aid to the injured person taking assistance from the railway men/doctors/

volunteers on train or near the side of accident if the accident takes place within the

station limits.

6. Arrange to send all available medical assistance to the site of accident in case the

accident takes place in section.

7. Inform all concerned official including civil and police.

8. Arrange to shift the injured persons to the nearest hospitals with the help of all

available staff and volunteers and also keep the detailed particulars of the dead and

injured passengers.

9.Check the unaffected portion of the train and arrange to clear the same to the adjacent

station as per rules of facilitated relief operation

10. Take all measure for quick movement of an ARME/ART to the site of accident and

ensure that all documents with clear instructions are correctly issued to the LP& GD of all

train proceeding to the site of accident

11. See that water, tea etc.are supplied to the affected passengers within his resources.

12. Remain on duty until replaced by competent person.

13. Report the accident to all concerned by the issue of accident message .

14. The TSR/LOG Book P.NO Book. Line admission Book and other relevant records, note

the position of block instrument ,signals, points, indicators & levers etc.

15. Take the statement of staff where possible .

16.Preserve all clues and arrange to protect the areas with the help of police/ RPF.

17 .Warn all passengers in advance of their transshipment the site of accident.

18.Ensure preservation of documents of damage parcels, mail & goods etc.

19.Ensure chronological recording of the all information received and action taken in

connection with the accident in a SM’s diary.


Action To Be Taken During Operation After Accident:

1.Movement of vehicles will be done as per instruction of official in charge at the accident

site.

2. Issue of Block Ticket will also be done as per instruction of official in-charge at the

accident site

3. All entries about issue of no. of Block Tickets and collection of Block Tickets at the

accident site shall be written in red ink in TSR, SM diary and also in the urgent order book

with date and time

4. Before resumption of normal working section clearance is must. After asserting that all

obstructions are removed then only normal movement can be restored.

5. Before handing over charges it will be clearly explained to the Reliever.

6. During accident we must be cool and will do our work safely and cautiously. Our

behavior to everyone must be courteous.

Action Should Be Taken Before Accident

1. Disaster Management Board shall be updated and tested regularly.

2. Mock drill will also be done regularly.

3. We have to work following safe working rules to prevent any accident causing due to

human failure.


DUTIES OF SMS WHEN VEHICLE ESCAPES FROM THE STATION.

(By Sri. Gopal Pandey, SS/BGA)

If any vehicle(s) escapes/escape from a station, the S.M. shall take immediate steps to warn the other station or persons concerned to prevent an accident as for as practicable. The following steps will be taken:- (a) S.M immediately advice the station in the direction in which the vehicle(s) has/have escaped by sending the prescribed signals on the block instrument(6-4) beat in case of signal line,(6-4) beat in wrong direction on double line & (6-5) beat in right direction on double line, where provided and also advise him on the telephone/ block phone with full particulars of the vehicles running a way and section controller also be informed. (b) S.M on receiving such signal, shall acknowledge it and both the SMs shall immediately place signal at “ON” relating to the block section into which the vehicle(s) has/have escaped and maintain them in this position until they have satisfied themselves that the block section in clear (c) Commentators of the block instruments for both side shall be turned to “TOL” position. (d)On double line section no train shall be allowed on adjacent line till the information is received that the runaway vehicle(s) has/have been stopped and secured on arrived atany station, the reporting block station should be promptly advised of the fact. (e) If the runaway vehicle(s) does/do not arrive at the next station after the lapse of reasonable time, arrangement shall be made to clear the obstruction & obstruction is removed & it is ensured that the where block section in clear. ”obstruction removal” signal(4 beat) shall be sent & acknowledged & the commentators may then be turned to normal position. (f) The S.M of the station towards which the escaped vehicle(s) is/are travelling shall make every endeavour to stop it by converging the rails heavily with sand, earth or small stones for as great a distance as possible, if he does not succeeded in this attempt he shall try to divert the vehicle(s) into clear loop or siding .Alternatively the vehicle(s) may be permitted to run through the next station provided the block section in advance is clear & it is not on a falling gradient .Next station should be advised immediately and vehicle(s) running away signal must be given as per above to the station ahead.

(g) The vehicle(s) may be derailed by placing a sleeper or other obstacle on the line as a last resort. The vehicle(s) containing passengers or live stock should not be derailed or turned into a derailing siding .If the block section ahead is clear & line is not on a falling gradient the vehicle(s) may be allowed to run through the station & signal---(beat) must be given to the station ahead. (h) In case of train, engine, the SMs shall immediately inform the TPC either directly or through the section controller to switch off the power supply of the OHE of the affected section mentioning the fact under exchange of private no.


DUTIES OF STAFF ON ARRIVAL

(By Sri. A.K.Mondal, SS/PBA)

When LP stopping a train he shall determine where to shut off power by paying particular attention to the gradient, state of the weather, condition of the rails; the brake power and the length and weight of the train. LP before detecting his engine from the train shall give three short whistles to call for the guard to apply brake and to signify his intension to uncouple from the train. Then GD shall take precaution to prevent the possibility of the train running away. LP shall not detach his engine from the train nor allow to be detach until he has received an answer from the GD in the form of green signal by day and a white light by night as an assurance that the train is occurred and he may proceed. LP to see that train is stopped clear the fouling marks-when a train comes to a stand at a station see that, whenever possible his engine is clear of the fouling marks of all points and crossing. If not, he shall take step to inform the SM at once and exhibit stop hand signal to prevent any movement on the fouled line. I order to avoid the adjacent line at the rear and of the train being fouled, LP of all goods train shall drown his train up to starter or shunt signal or stop board, as the case may be or up to the fouling mark where no such signal is provided. If a train for any reason stops without clearing the fouling marks of the adjoining lines the LP shall give three long whistles and the ALP shall proceed to the SM / nearest end cabin exhibiting “Stop” hand signal to inform the SM / cabin staff of the fact. Similar actions shall be taken by LP of leaking engine stops without clearing the FM. No LP shall leave the working locomotives or his self-propelled vehicle when on-duty whether at a station or on a running line except in case of absolute necessity and after a competent railway servant has been placed in-charge of the locomotive or self-propelled vehicle. In case of self-propelled vehicle managed by loco pilot only a loco pilot may leave it when necessary, provided he has locked the cabs and has put the vehicle in low gear with the ignition switch in the off position and has skewed down and locked the hand brake. ALP / diesel assistant are strictly prohibited from moving engine except under the special circumstance. When a train comes to a stand at a station the GD shall see that wherever possible, the last vehicle of his train has cleared the fouling marks of all points and crossings. If not, he shall inform the SM at once and exhibit stop hand signal to prevent any movement on the fouled line. Firstly to see that the last vehicle is clear of the points or derailing switch or clearance lock bar where provided. If the last vehicle has not cleared the FM of the adjoining lines or derailing switch or clearance lock bar and GD shall come to cabin

plainly exhibiting a danger hand signal towards the station. If the train is not being worked throughout with vacuum brake GD shall screw on his hand brake immediately after the train has come to a stop. If there be more than one hand braked vehicle in rear the hand brake of each vehicle shall be tightly put on by train staff. GD shall be careful not to start train until the brakes are released. GD of a stopping train to see that the train has arrived complete. GD shall personally responsible for bringing the fact immediately notice to SM, so that necessary steps may be taken. Whenever a train detached GD shall before the trains is uncoupled satisfy himself that secured properly. No GD shall leave the station at the end of his run without SM’s permission. He shall also see that train has been signed for by the outgoing GD/Asst. GD/Trains clerk/SM.


DUTIES OF STATION MASTER, WHEN TRAIN DELAYED IN BLOCK STATION (GOODS&PASSENGER)

(By Sri. S.K.Manav, SS/JBO)

If a train carrying passenger does not arrive within 10 minutes or a good Train does

not arrives within 20 minutes after its normal running time, the SM at the station in

advance shall immediately advice the station in rear and control of this fact.

On double/ multiple lines at the either and shall stop the trains Proceeding an

adjacent lines and issue suitable caution order ascertain the Where about of the

condition of the delayed train.

The SM shall arrange to send one railway servant into the block station to collect

information from the train crew about the whereabouts and condition of the train and

nature of assistance required.

The railway servant to deputed shall bring full particulars of the cause to the nearest

SM who shall intimate to the SM of the other and of block section and to the controller.

Action may be taken earlier than the time mention should the circumstances so

require.

The section controller on duty on receipt of such advice shall immediately issue a

preliminary warning to the nearest station where ARME VAN ARME code II is located

and also the loco Forman and the SM of the station where the relief train is located so

as to keep then inn readiness for dispatch on further information.

The section controller shall also arrange for an engine to be made readily.


DUTY OF SM AND GUARD IN CASE OF LURCH & JERK REPORTED

(By Sri. Ashish Roy, SS/MDF)

1) In the event of a Guard feeling a heavy lurch or jerk which he considers dangerous to

passage of trains he shall bring the trains to stop without clear Block station or Block

cabin and information given to the Station Master or cabin master in writing, if it is not so

severe as to seem dangerous, he shall report it in writing to the Station Master of the next

stopping station.

2) The SM on receipt of such memo from LP/Guard must issue a massage addressed to

the SM of the block station at the other end of the block section, and Jr. Engineer/Section

Engineer (P.WAY), Assistant Engineer/ Division Engineer/ SCR / DY.CHC / CHC / DOM

all concern.

3) Arrange to dispatch a rail maintenance / Machine / Tower wagon / Light Engine, in

their absence a train accompanied by an Engineering official with a expected portion of the

track. The official an accompanying will inspect the track and shall allow the train to pass

only after satisfying that the track is safe for the passage of train. Advice the condition of

the track and any restriction of speed to be imposed to the Station Master personally or

through a written memo, which may be sent through the loco pilot.

4) In the absence of engineering official the train with a caution order instructing the loco

pilot to ‘stop dead’ before the affected Kilometers and after satisfying himself about the

condition of track, pass over the track in caution at 10 kmph, or if he finds the line unsafe

to pass, return to station in rear. If the loco pilot is not able to detect any thing doubtful,

subsequent trains shall be dispatch with a speed restriction of 10 kmph. Over the affected

track till the track is certified to be safe by engineering official.

5) If the condition as reported earlier is confirmed by the loco pilot no train movement

shall be allowed till certified to be safe by engineering official.


EQIPMENT’S OFCREW

(By Sri. Denish Kumar,CYM/BKSC)

1. Hand Signal Lamp 2. Hand Signal Flag a) Red & b) Green 3. Walkie talkie 4. Detonator 5. Washer (Vacuum & Air Type) 6. Watch 7. Specters (Under Medical Advice) Two sets 8. Tri Color Torch 9. Reference Book A) Working Time Table

B) Record Book C) Driver Note Book D) Operating Manual E) Accident Manual F) Troubleshooting Directory G) Fog Signal Device H) GR & SR 10. Screw Driver 11. Slide Wrench 12. Cutting Pliers 13. Wooden Batch 14. Caution Order Pad 15. Air Bag 16. Water Bag 17. Duster 18. Chisel 19. Ball Pin Hammer 20. Driver Memo Book 21. Any other instructions, bulletin, gradient chart etc. DUTY OF GUARD BEFORE TAKING OVER CHARGE, DURING RUN AND AFTER ARRIVAL AT STATION:

BEFORE TAKING OVER CHARGE:

⮚ Report on duty in time (30 min before for coaching train and as notified in case of Goods train)

⮚ Be in proper uniform. ⮚ Give breathalyzer test. ⮚ Sign on in CMS. ⮚ Go through Correction slips, safety circular etc. ⮚ Set watch according to the station clock. ⮚ Collect all train papers like, Caution order, Wagon way bill, BPC etc. and minutely

observe the same. ⮚ Check the following: ⮚ Wagon/Vehicle number and load of the train. ⮚ Marshalling order. ⮚ Whether properly coupled or not. ⮚ Hose pipe/brake pipe are properly connected. ⮚ No audible leakage. ⮚ Doors are properly closed and not open. ⮚ Seal, hand brakes, empty load handle. ⮚ Check the position of ODC if any and proper sanction obtained. ⮚ Conduct continuity test with LP as per rule.


DURING JOURNEY:

⮚ Properly exchange all right signal with all concerned staff.

⮚ Be vigilant during entire journey.

⮚ Ensure observance of all speed restrictions meticulously.

⮚ Ensure safe running of train from time to time enroute and in curvature.

⮚ Show danger hand signal to the driver and try to stop the train if anybody shows

danger hand signal.

⮚ Give necessary protection and securing of train whenever required.

⮚ Report any abnormality to SM and all concerned.

⮚ Guide the LP and assist him whenever required.

⮚ Enter all particulars regarding arrival departure of trains and detention in T/34

(HF) and Rough Journal.

⮚ Assist the LP whenever required.

⮚ Inform SM about any abnormal situation.

Arrival at station

⮚ Ensure the Last vehicle is inside the fouling mark.

⮚ Give Complete arrival report if required.

⮚ Hand over all train papers to the SM at the end of journey.

⮚ Obtain signature of SM in his rough journal book.

⮚ T/34HF must be handed over to the LP.

⮚ Remain on duty for 30minutes.

⮚ Give breathalyzer test and sign off in CMS.

⮚ In an intermediate station hand over charge to the outgoing Guard properly.

⮚ Inform any abnormality in the train to the outgoing Guard.

⮚ Hand over parcel luggage and B/V equipment, C/O and other train papers like

vehicle guidance to the SM at the end of journey and obtain the signature in his

rough journal book.


DUTIES OF SM WHEN OBSERVE HOT AXLE, HANGING PARTS, OPEN DOORS, ETC. ON RUNNING TRAINS.

(By Sri. Ramesh Ch. Roy, CYM/ADRA)

A On noticing hot axle, hanging parts, open doors, etc. on running trains, SM will arrange to stop the train by put back of relevant signal. B. To wave danger signal on a wide area left to right across their ahead to stop the train immediately. C If not possible to stop to inform engineering Gate Keepers and SM ahead to stop the train, with advise to control with wagons number and position of wagons engine end or brake van end if possible. D At next station SM to receive the train by pilot in on main line in case of hot axle. E If the main line is occupied the train may receive unavoidable turn out.

F At station other than train examine station SM to decide on consultation with driver.

G SM to consult controller continuously.

H Caution Order to be issued to driver on the adjacent on double line. After arrival SM should personally check temperature of axle box by thermal screen if found 80° C in case of coaching train and 90° C in case of goods train be treated such wagons as hot axle wagon. He could not allow on train and to be detach and diary entry to be given on concern if loaded wagon after consultation with SCR, DEPUTY CHC on duty. In case of hanging parts on duty SM advise to on duty staff to check the hanging parts with wire to secure the same by name noted in the SM diary mentioning the wagon number and position after completion he personally check and be satisfied. In case of open doors he advise to on duty staff by name in his diary after completion he personally check and self-satisfied and then he allowed his train after consultation with DEPUTY CHC, SCR on duty.

Hot Axle Open Door Open Door wagon


CONDITION FOR GRANTING LINE CLEAR FROM ‘A’ CLASS, ‘B’

CLASS AND ‘C’ CLASS STATION.

(By Sri. Ratan Karketta, SS/RKI)

(1) Condition for granting line clear from ‘A’ Class station :-

At a class ‘A’ station on single or double line, before granting line clear of any train, the S.M shall physically check and insure himself that :-

a) The last preceding train has arrived complete with LV indicator. b) All signals have been put back to ON behind the set train. c) The line is clear up to the starter signal on which incoming train is to be received; and d) All points have been correctly set and locked of nominated line for admission of train.

(2) Condition for granting line clear from ‘B’ Class station :-

At a class ‘B’ station on double line, the line clear shall be granted after completion of the following conditions, As:

The last preceding train has arrived complete inside the outer most facing point or Block Section Limit Board.

a) All necessary signals have been put back to ON behind the said train; and b) The line is clear :-

At station equipped with two aspect signalling – upto the home signal

Or

At station equipped with multiple aspect signalling or MLQ signalling – up to the outermost facing point or BSLB.

1) At a class ‘B’ station on single line, the line clear shall be granted after completion of

the following conditions, As: a) The whole of the last preceding train has arrived complete with L.V.I. b) All signals have been put back to ON behind the said train, and c) The line is clear :- 1) At station equipped with two aspect signalling – up to the shunting limit board or

advance starter from the nearest station train will come.


Or Up to the home signal if there is no shunting limit board or advance starter. Or Up to the outermost facing point if there is no shunting limit board or advance starter or

home signal. 2) At station equipped with multiple aspect signalling or MLQ signalling – upto SLV or

advance starter from the nearest station train will come. Or Upton the outermost facing point if there is no SLV or advance starter.

(3) Condition for granting line clear from ‘C’ Class station.

At a ‘C’ Class station on single line or double line in two aspect, multiple aspect or modified lower quadrant signalling, the line clear shall not be given unless :-

a) The whole of last preceding train passed complete at least 400 meters beyond the

home signal and is continuing its journey; and b) c) All signals which was taken OFF for the last preceding train have been put back to ON

behind the set train. On a single line section the line is also clear of train coming from opposite direction

towards block hut from the block station at the other end.


WORKING PROCEDURE DURING INTEGRATED BLOCK WORK AND PROCEED

ON SINGLE LINE AND DOUBLE/MULTIPLE THROUGH RIGHT LINE.

(By Sri. S.K.Gangully, SS/CHRA)

When more than one material train/TRT/PQRS track machine and tower wagon working in a section is called integrated block work. All supervisors of machine are submitted a written memo in two copy to the station master regarding type of machine, number of machine, sequence of machine their working kilometre either work and proceed or work and return. Power block required or not required is mentioned After receiving the written memo from machine supervisors. The station master on duty

repeats all particulars to the concern section controller. After approval of the block by the section controller through order number, concern station master repeat all particulars to station master in advance exchange with private number and issue authority to concerned supervisors in writing. All particulars are writing with red ink in TSR/SM dairy /Urgent order book and take necessary safety particulars apply lever/reminder /button collar and set point against block line to avoid other movement in block section. WORKING PROCEDURE IN SINGLE LINE SECTION IN RIGHT DIRECTION

Station master obtain line clear from station master in advance and after ensuring all point are set and lock take off department signal and depute a competent railway servant (Point man. Porter) with proceed hand signal not alter the point till all the machines are enter in the block section .All supervisors are ensure that all machines are enter in block section.

WORKING PROCEDURE IN DOUBLE /MULTIPLE LINE SECTION ON RIGHT DIRECTION

Station master obtain line clear from station master in advance and after ensuring all points are set and lock take off departure signal and depute a competent railway servant (Points/Porter) with proceed hand signal not alter point till all machine enter in the block section. All supervisors are ensuring that all machines are enter in block section. Station master in advance must issue caution order in adjacent line regarding work on machine in up/down line with specific location of working of machines.

RECEPTION OF MACHINE AFTER CANCELLING OF BLOCK IN SINGLE/DOUBLE/MULTIPLE

LINE

Before expected time of cancellation of the block, station master of receiving end depute a competent railway servant (Points man-Porter in dress) reception of first machine by taking off reception signal after that competent railway servant show proceed hand signal at the foot of the last stop signal in single line section and first stop signal in double line till all the machines are received in station. After arrival of all machines station master can alter the points. After arrival of all machines, supervisors of all machine given a memo with the remarks that section is clears and free from obstruction and fit for normal traffic. Then station master repeat the same to section controller and obtain a order number of cancellation of block and repeat it to the station master in rear with exchanging of private number after that normal working resumed in the block section.


INTEGRATED BLOCK WORK RETURN ON DOUBLE LINE

/MULTIPLE LINE (WRONG/RIGHT LINE)

(By Sri. Bapi Dey, SS/SLB)

“Integrated Block means blocking the portion of a line for maintenance work by more than

one department allowing the required Material Train or Track Machines or Tower Wagon of

department concerned for maintenance.

1) Slots of integrated block are notified in the WTT.

2) SCR will advise SM of either side of Block Section.

3) SM & Engineering officials shall ensure that caution order is imposed and

authority is prepared.

4) T/A-602 & caution order is issued for more than one Material Train, Track

Machines is allowed in block section.

5) The first one will run on normal speed and the following Machines, Tower

Wagon, Material train shall proceed with 25/10 kmph during day and view is

clear / night and view ahead is not clear during day.

6) A safety distance of 150 mtr shall be maintained between two vehicle / train and

speed permitted is restricted to 15/8 kmph during day / night.

7) A clear instruction should be given in the authority whether to return back or to

clear block section in the next station.

8) Only one material train is permitted and all the units shall return to the same

station from where they started.

9) Driver of TTM and Tower Wagon are responsible to check the fitness and brake

power.

10) Free starter signal can be taken off, if the unit is sent from right line. If the units

are sent from wrong line, the relevant points shall be correctly set, clamped &

pad locked by the SM and units shall be piloted out on a written memo.

11) When the units are received on right line, the first unit may be received by

taking off Home and rest may be received by taking off calling on. On wrong line

units are piloted in by clamp & padlocking the points.

12) On completion of the work, SM shall ensure that the block section is clear and

track fit certificate to be obtained from engineering officials. SM on either end

shall exchange PN. Entry to be made on TSR, Urgent Order and SM diary.


INTERLOCKING

(By Sri. Umesh Kr. Singh, SMR/MDKD)

“Interlocking means an arrangement of signals, points and other appliances,

operated from a panel or lever frame, so inter – connected by Mechanical locking or

Electrical locking or both that their operation must take place in proper sequence to ensure

safety.”

Kind of Interlocking

Direct Interlocking.

Indirect Interlocking.

Direct Interlocking: In direct interlocking all lever of points locks and signals are

concentrated in one lever frame and worked there from and the interlocking effected by

electrical and mechanical means.

Indirect Interlocking: When the points are set and locked from one place and signals

operated from another place and another lever frame, the interlocking is affected by means

of keys carried or transmitted from one place to the other. Such type of interlocking is

called indirect interlocking.

Standard of Interlocking: Day by day frequency of trains increased. To increase the

volume of traffic and safe operation with higher speed Interlocking at stations is

standardized into four classes.

The four standards of Interlocking are – Standard-I(R), Standard –II ( R) , Standard –III

( R ), Standard –IV ( R )

Standard –I ( R )

Speed :- 50 Kmph.

Isolation :- Recommended on M/Line not essential.

Points :- Facing points with key locking switches.

Interlocking :- indirect (by means of key locks)

Minimum signals :- Two aspect /Multi aspect.

Two aspect :- outer, bracketed home. Starter is optional.

Multi aspect :- Distant, Home.

Points Operations :- Mechanical

Interlocking :- Key / Mechanical

Block Working (Minimum) :- Token.


Standard –II ( R )

Speed :- 110 Kmph.

Isolation :- Essential.

Points :- Facing points with plunger type locking with switches and bolts.

Interlocking :- direct / indirect.

Signals :- Two aspect /Multi aspect.

Two aspect :- outer, warner and bracketed home and starter when necessary.

Multi aspect :- Distant, Home, Starter.

Points Operations :- Mechanical/ Electrical

Interlocking :- Mechanical / Electrical/ Electronic

Block Working (Minimum) :- Token /SGE

Standard –III (R )

Speed :- 140 Kmph.

Isolation :- Compulsory.

Points :- Facing points with plunger type locking with switches and bolts.

Interlocking :- Direct Interlocking

Signals :- Multi aspect.

Multi aspect :- Distant, Home and Starter

Points Operations :- Mechanical / Electrical

Interlocking :- Mechanical / Electrical / Electronics.

Block Working (Minimum) :- #SGE/TC

Standard –IV (R )

Speed :- 160 Kmph.

Isolation :- Compulsory.

Points :- Clamp type direct desirable.

Interlocking :- Direct Interlocking

Signals :- Multi aspect.

Multi aspect :- Distant, Home and Starter

Points Operations :- Electrical

Interlocking :- Electrical / Electronics.

Block Working (Minimum) :- #SGE/TC

Basic Principles of Interlocking :

1. It shall not be possible to take “off ” conflicting signals at one and the same time.

2. It shall not be possible to take “off” signal for a running line unless –

(a) All the points giving access to the running line from siding or goods line

are set against the running line.

(b) Level crossing gates controlled by interlocking are locked across the

roadway.

(c) The running line should include adequate distance.

3. Once a signal lever is pulled to take off signal, it must lock or back lock, as

necessary, the lever operating the points and gate locks referred to above.

When a signal is at “on” position, all points which would be locked by taking it

to “off” must be free for shunting purpose.

It must not be possible to take “off” a warner signal; until all the relative stop

signals in advance have first been taken “off” and it must back lock all such

signals.


ISOLATION

(By Sri. G.C.Das , SS/RUI)

ISOLATION means an arrangement secured by the setting of points or other approved

means to protect the line so isolated from the danger of obstruction from other connected

line or lines.

A train or vehicle which is standing on one line should not come in to contact with the

running train on the other line and cause accident it means separation of line or lines

from other connected line or lines.

There are various type of isolation devices such as :-

1) Scotch block

2) Hayes derail

3) Trap Switch

4) Derailing Switch

5) Sand Hump

6) Snag Dead end

7) Over Run Line

Device which is used to isolate running line from non-running line:-

1) Scotch Block

2) Hayes derail

3) Trap Switch

Device which is used to isolate running main line from loop line:-

1) Trap Switch

2) Derailing Switch

3) Sand Hump

4) Snag Dead end

5) Over Run Line

In the Above Device are efficient substitute for Adequate distance of signal overlap.

Two kinds:-

1) Isolation of running line from non-running line

2) Isolation of main line from loop line

Running line must be governed by one or more signals.

It must be used by a train for entering or leaving or running through and the line between

two block station.

Non-running line will not be governed by a signal. it must not be used by a train from for

entering or leaving or running through.

Necessity of isolation:-To prevent collision between trains.


1) To provide STD-II,III,&IV inter locking.

2) To provide simultaneous reception facility from opposite direction during crossing

S/L .

3) To provide simultaneous reception and dispatch facility in same direction on both

S/L & D/L

4) To prevent unauthorized/ wrong movements.

5) To perform shunting on isolated line even train is passing through.

6) To ensure safety.

Description of Isolation Devices:-

A) Scotch block.

1) A lump of wooden log covered with iron sheet (coloured red).

2) It will be connected with a chain and tied up on the earth.

3) It is placed across the rail and locked to prevent vehicles moving away.

4) If the vehicles moves, vehicle will derail .

5) It is used normally to isolate running line from non-running line.

B) Hayes derail.

1) it is a lump of iron piece worked by a lever, coloured red .

2) When the lever is operated this will rest on the rail and prevent vehicle from moving

away.

3) In some cases this will work in conjunction with a trap point.

4) When the vehicle moves the vehicles derails. When the Hayes derail is on the rail.

5) It is normally provided to isolate running line from non- running line.

6) The normal setting of pointes is open condition.

C) Trap Switch:-

1) It is a single rail cut

2) Rail cut will be away from the adjacent line.

3) To provide isolation, the trap point will be open.

4) When it is open and if vehicle moves the vehicle will derail.

5) It is provide to isolate running line from non-running line & from M/L to L/L.

6) In some area trap indicators may be provided in mechanical inter locking

system.

7) It prevents unauthorized/wrong movement.

D) Derailing Switch:-

1) It is an extended portion of track ending with some sand.

2) The distance from the point is about 15 feet.

3) It is used to isolated main line from loop line.

4) It is an efficient substitute for signal over lap under approved special

instruction.

5) The normal setting of points is for derailing switch.

6) If the vehicle moves, the vehicle will derail on the sand at the end of derailing

switch.

7) It should not be obstructed.

8) It prevent unauthorized/wrong movements.


E) Sand hump:

1) It is an extended portion of truck with sand at the end.

2) The length is 170 feet on the rising gradient with 1 in 60.

3) Starting from the points first 50 feet is 1 in 50 and the next 60 feet 1 in 30 and

last 60 feet is level

4) It is an efficient substitute for a signal overlap.

5) It is use to isolate mail line from loop line.

6) It provides simultaneous reception facility from opposite direction during

crossing in S/L.


8) It provides simultaneous receptions and dispatch facility in same direction. On

both S./L & D/L.

F) Sang dead end:

1) It is also an extended portion of track with buffers at the end.

2) It is also an efficient substitute for signal overlap and provided to isolate main

line from loop line.


4) It provides simultaneous reception and dispatch facility in opposite direction

during crossing in S/L.

5) It provides simultaneous reception and dispatch facility in same direction on

both S/L & D/L.

6) Its length shall not be less than 180mts.

G) Over run line:

1) It is extension of loop line provided with a trap point.

2) It is an efficient substitute for a signal over lap.

3) This is used to isolate main line from loop line.

4) The distant between signal and trap point shall not less than 180 mts in TAS

and 120 mts in MLQ/MOMA

5) It provides simultaneous reception facility from opposite direction during

crossing in S/L.

6) It provides simultaneous reception & dispatch facility in same direction on both

S/L & D/L.


DUTY OF STATION MASTER DURING POINT FAILURE

(By Sri. D.K. Pal, SS/ODM)

When any point is not being set properly as required i.e. either in “Normal” or “Reverse”

position for receiving or dispatching or shunting of any train as the case may be, check the

point, if it is found that, the defect is due to presence of ballast or plastic or other

obstructions causing a gap in the points, the obstruction shall be removed and the signal

taken “OFF” and normal working continued.

If there is no such obstruction, then:-

In case of Lever operated point, try to set the point properly by pulling the concerned

Lever, if unable to do so or in case of EI or PI, emergency point operation, super emergency

point operation after physically verification by SM that the line is free from all obstruction

to be done, if unable to do so, then:-

A. Arrange for protection of the point by keeping the signal concerned at “ON” position

until the defect is rectified.

B. Shall inform to the SSE/PWAY, AEN & DEN, Signal Maintainer, SSE/Sig,

ASTE,DSTE, DTI, DOM. Make Diary Entry about the matter and make entry in all

concerned registers i.e. Urgent Order Book, TSR& Signal Failure Register. Issue Failure

Memo & obtain disconnection notice (T/351) to Signal Maintainer before attending the

failure.

C. Inform to the SM of the Block Section in the rear and notice Station to issue

Caution Order till the defect is rectified.

D. Train or vehicles shall not be allowed to pass over such point until the defect is

rectified or the points have been secured by a clamp or through bolt and padlocked. The

speed shall be restricted to 15 KMPH over the defective points.


E. As soon as repairs are completed and points are tested and found in working order,

all concerned shall be informed.

F. In the event of any point being burst through, driver shall stop the train and can

move only by the order of the SM. In that case the concerned point to be replaced by

allowing Engg. & S&T Block as required after obtaining order No. of SCR.

G. SM shall not allow any movement in facing direction until the point have been

correctly set and secured by clamp or through bolt and padlocked.

H. At Stations where motor operated points are provided, in event of their failure, the

point can be operated locally using Crank Handle. The facing and trailing points must be

clamped and padlocked and train will be passed by issuing T/369 (3b) or T/509 or

T/511or T/512 or T/806 as the case may be.

I. The above procedure to be continued till rectification the same.

J. After rectification the failure, before accepting Reconnection Memo (T/351) from

Signal Maintainer, SM must be checked the concerned point and ensured that the point is

working properly, only then he shall receive the Reconnection Memo, then normal working

resume over the concerned point and SM shall message to all concerned about the same

and make entry in the all concerned Registers.


MARSHALLING OF MAIL / EXPRESS /PASSENGER TRAINS AND

GOODS TRAIN, ATTACHING OF DEAD LOCO

(By Sri. S.K. Marandi,SS/BDIH)

Marshalling is attaching of vehicles on a train in a predetermined manner to ensure train

safety , provide operational expediency and to maximize convenience.

(A)Marshalling of Mail / Express / Passenger trains :-

(i)Ladies compartment will be near the guard’s SLR in the middle of the train shall be

marshaled.

(ii)The upper class coaches , dining cars or the catering compartment , air conditioned

shall be marshaled in the middle of the train or as near as possible for easy accessibility.

(iii)Non –passenger carrying stock shall preferably be marshaled next to the engine or in

the rear of the train , defining the area for stacking , loading and unloading of parcels

packages and mails on platform.

(iv)Anti-telescopic / steel bodied SLR shall be marshaled as the last coach at both end of

mail /express train i.e. next to engine and as rear most vehicle except when anti-telescopic

/ steel bodied coaches attached outside of SLR.

(v)SLR having passenger portion on one side and luggage –cum-brake portion on the other

, SLR shall be so marshaled that luggage and brake portion is trailing outermost or next to

engine .If passenger portion is next to engine or rear , passenger portion need not be

locked.

(vi)In case of mail / express train , two anti-telescopic or steel bodied coaches shall be

marshaled inside the anti-telescopic SLRs at both ends.

(vii)In case of Mail / express train , the wooden bodied SLR shall be marshaled inside two

anti-telescopic coaches at both end.

(viii)Anti-telescopic SLR shall be provided accordingly as per priority such as mail /

express , main line passenger train , branch line passenger train.

(ix)In case of passenger trains , at least one or two Anti-telescopic coach , as per

availability , shall be marshaled inside the anti-telescopic SLR at both end of the train.

(x)In case of passenger train , wooden bodied SLR shall be marshaled inside at least one

or two anti-telescopic coaches as per availability.

(xi)In case of short trains , running with single SLR , the SLR shall be in the middle of the

train and one or two anti-telescopic coaches , as per availability shall be attached to the

both end of the SLR.

(xii)Non-passenger coaches as VPLR ,WLRRM etc. may preferably marshaled as outermost

vehicle but may attach anywhere of the train.

(xiii)Inspection carriage may be attached anywhere of the train.


(xiv)Anti-telescopic reserved bogies and saloons for VIP shall be marshaled any where of

the train.

(xv)Wooden bodied reserve bogies and saloons for VIPs shall be marshaled inside two anti-

telescopic coaches.(xvi)Sectional / through coaches may be marshaled as operationally

convenient , if they are anti-telescopic or steel bodied.

(xvi)POH /Sick coaches returning to shops for repairs and are attached to passenger trains

, such coaches should be properly locked and window secured so as to prevent entry of

any passengers . If for any reason , it is not possible to lock up these coaches such

coaches should be treated like other passenger coaches in the train formation and should

therefore , be marshaled inside the required number of anti-telescopic / steel bodied

coaches.

(xvii)Block rake composition and marshaling order ,normal composition and marshaling

order and rake link of passenger train’s are issued by COM of respective railway form

time t time .

(xviii)Rake composition is generally prepared as follows :-

(a)Train Engine

(b)Front SLR (passenger portion on inner side of the train)

(c)Half of the 2nd class coaches

(d)AC coaches

(e)Dining cars

(f)Next half of the 2nd class coaches

(g)Rear SLR (passenger portion on inner side of the train)

(xix)Passenger carrying trains classified as a mixed train needs authorization by COM. On

such a train coaching and goods stock shall normally ,remain in one block (except where

a destination is permitted) and their marshaling will be laid down by COM. It is generally

done as follows :-

(a)Train engine

(b)Total loaded coaches

(c)Brake Van

(d)Passenger Coach

(e)Brake Van or SLR (passenger portion on inner side)

(xx)It is also desired that the instruction on safe marshalling of passenger carrying trains

should be made known to all the staff and officers concerned and these should be followed

strictly.


(B)Marshalling of Goods trains :-

(i) As far as possible through train should be given through loads to avoid shunting on

intermediate stations and on express goods trains block loads should be given.

(ii) Material train (such as DMT) wagons should be marshaled , station wise of the

section serially , so that for attaching/detaching of wagons on intermediate station,

minimum shunting is to be done.

(iii) A single four(4) wheeler wagon shall never be marshaled between two bogie (bogie

wagons) except Match Trucks fitted with CBC couplers.

(iv) The minimum number of wagons containing explosives maybe attached to a goods

train are Ten(10) and to a passenger ,mixed or parcels trains are Three(3).

(v) Wagons containing explosives should be attached by grouping together , those

wagons which permitted to be grouped.

(vi) Electric / Diesel locomotive (Train engine) shall be separated by One(1) wagons ,not

containing explosives from the wagons containing explosives.

(vii) Passenger carriages or Brake Van shall be separated by Three (3) wagons ,not

containing explosives from the wagons containing explosives.

(viii) Wagons containing other dangerous goods or articles of inflammable nature shall be

separated by Three (3) wagons ,not containing explosives from the wagons containing

explosives.

(ix) Wagons containing explosives shall be close coupled to the adjoining wagons

and to each other.

(x) There is no restriction on the number of wagons , containing petroleum or other

inflammable liquids for attaching to a train.

(xi) Wagons containing petroleum and other inflammable liquids ,Class-“A” shall be

separated from Diesel /Electric locomotive (Train engine) by One(1) such wagons ,not

containing inflammable or dangerous goods.

(xii) Passenger carriage or Brake Van shall be separated by Three(3) wagons ,not

carrying inflammable /dangerous goods from wagons ,carrying petroleum or other

dangerous goods of Class-“A”.

(xiii) Wagons containing explosives / other dangerous goods /goods of inflammable

nature shall be separated by three(3) wagons , not carrying explosives /dangerous goods

from wagons ,containing petroleum or other dangerous goods of Class-“A”.

(Page-3)


(xiv) Wagons containing petroleum and other inflammable liquids of Class-“B” shall be

separated by One(1) such wagons not containing explosives /dangerous goods

,inflammable articles from train locomotives / passenger carriage /Brake Van /other

wagons ,containing petroleum and other inflammable liquids ,of Class-“B” shall be

separated by Three(3) such wagon ,not carrying explosive /dangerous /inflammable

articles from wagons ,containing explosives when the number of wagons containing

explosives is Three(3) or more.

(xv)Wagons containing petroleum and other inflammable liquids of Class-“B” shall be

separated by Two(2) wagons ,not containing explosive /dangerous goods from the wagons

containing Gases.

(xvi)Wagons containing petroleum and inflammable goods shall be close-coupled to the

adjoining wagons and to each other.

(xvii)The carriage /wagon containing live stock shall be attached in rear of a train /rear of

rear brake van of a goods train or passenger train.

(xviii)Wagons ,containing live stock shall be separated by Seven(7) wagons ,not

containing explosives /dangerous goods from the Engine /locomotive.

(C)ATTACHMENT OF DEAD LOCOMOTIVES :-

(a)Attaching of dead locomotives of Goods trains:-

(i) Certificate for Fit to run is issued by Section Engineer /Loco Inspector Power Controller

for the train engine .

(ii) Movement of maximum three locomotives (2 working + 1 Dead) with load is permissible

subject to observation of all restrictions on operation of double /triple headed working

locomotive in the section provided that brakes in a dead locomotives are operational.

(iii) If the dead locomotive is required to be attached on double /multiple head train or on

a section where double /multiple heading is not permitted ,it must be ensured that there

is a maximum distance of 11 ordinary wagons or 91 meters or minimum distance equal to

the largest span of the bridge in the section ,whichever is more , between the train

locomotive and dead locomotives.

(iv) Maximum permissible speed of the train shall not be less than maximum permissible

speed of the dead locomotives.

(v) Arrangement have been made to ensure that brakes can be applied on dead

locomotives in synchronization with working locomotives.

(vi) In case of a dead locomotives attached behind the brake van , it will be the duty and

responsibility of the said competent person travelling on the dead locomotives to apply the

hand brake judiciously in case of runaway occurring on route due to breakage of coupling

etc.The hand brakes of the engine must be tested at the originating station to ensure that

it is perfect working order


(vii) When a dead electric locomotive has to be moved on a non-electrified section ,special

check shall be made regarding its infringement to the schedule of maximum moving

dimensions. In the case of any infringement ,the dead locomotive shall be treated as an

ODC.

(b)Attaching of dead locomotive on mail /express /superfast /passenger trains :-

(i) Only one dead locomotive (diesel /electric can be attached.

(ii) Brake power of the train should be 100 % excluding dead locomotive.

(iii) Room in the train should permit the attachment.

(iv) The dead locomotive shall be attached next to train engine only.

(v) As far as possible, brake should work on dead locomotive. However ,if it is not possible

,then in the case of air braked train, brake pipe and feed piped of working locomotive shall

be connected to brake pipe and feed pipe of trailing stock and dead locomotive will work as

piped vehicle.

(vi) In case the dead locomotive is attached to a mail /express /superfast train : Permission of Sr DOM /DOM is obtained. Attachment /detachment creation of air pressure etc. are completed within the scheduled stoppage of the train. (vii) Certificate for fit to run is issued by Section Engineer /Loco Inspector /Power

Controller for travelling with maximum permissible speed of the train.

(viii) A dead locomotive is not attached to Rajdhani and Shatabdi Express train.


SIGNIFICANCE OF MARSHALLING YARDS

(By Sri. Raju Biswasl, SS/BJE)

Yards perform very important functions, Yards are operational necessity.

A large Marshalling Yard is a kin to the heart of the railway system.

The working of a Marshalling yard is to be planned and monitored with considerable care.

A Marshalling Yard affects not only the traffic it deals with, but also the entire train

running on the section, in particular and the working of Railway system in general.

Classification of marshalling Yards:

Marshalling Yard can be classified under three groups on the basis of the method of

sorting out trains:-

1. Flat Yard: Flat Yards are generally laid on flat or level land where shunting operations

are carried out with the help of engine by push and pull method. Such Yard is economical

in space but slow in working and wasteful in shunting engine hours.

2. Hump Yard: Hump Yards are constructed by providing gradients between reception and

the sorting and dispatch lines and the grids. The gradients are created by constructing an

artificial hump suitable for the purpose. The gradient of the hump is constructed in such a

manner that the wagons roll down of their own to specified sorting lines from the summit

(apex) of the hump after having been pushed up by the shunting engine. The load is

pushed up by engine towards the hump from one side of the hump so that the uncoupled

portion of the load rolls away towards another side of the hump in sorting/dispatch line.

There are generally two humps one for ‘Down’ and one for ‘Up’ Yard. These Yards are

economical in shunting engine hours as compared to flat Yards.

3. Gravity Yard: Gravity Yards are constructed where the natural contour of land permits

a suitable falling gradient stretched over a sufficient length. The falling gradient makes it

possible to use the Yard to the fullest extent in Marshalling wagons/trains thus

minimizing the use of engine power. Therefore gravity Yards are more economical than flat

Yards but the layout of it dependent on the availability of plenty of land with the required

topography which is seldom possible.

Components of Marshalling Yards: -

1. Reception Yard: Reception Yard comprises of the lines on which the incoming trains

are received and stand clear of other running lines while waiting their turn to be dealt

with. Incoming trains may be composed of wagons which are to go through after changing

of power, Crew and Guard or of wagons requiring sorting and marshalling. Separate grids

may be provided in the reception Yard one for through trains and another for terminating

trains. Separate reception Yards may be provided for trains coming from different

directions.

2. Sorting Yards: It is a Yard in which the trains are broken up on the different sorting

lines for various directions or specified destinations, as per Marshalling order so as to

form them into trains and prepare them for correct Marshalling.


3. Marshalling Lines: The lines in which sorted wagons are separated first, if necessary

,according to commodity, type of vehicle, Marshalling order, direction and secondly

reformed into trains in special order to meet the requirements of the section ahead or any

other special transportation requirement.

4. Departure Yard: In which load can be held ready for departing trains. Separate

departure Yards for trains for different directions are provided in large Marshalling Yard.

5. Shunting Neck: It is a line in a Yard leading to sorting lines on which the actual

shunting of the trains maybe done clear of any running lines.

6. Gathering lines: It is a line on which the turn outs to other lines are arranged.

7. Transfer lines: These lines are meant for transferring wagons, generally from up Yard

to down Yard or vice versa, in case of two separate Marshalling or hump Yards.

8. By pass or avoiding lines: It is a line, which skirts the hump, and its object is to avoid

engine going over the hump. It joins the shunting neck at one end and the main hump line

short of the king point at the other. It is also used for vehicles, which cannot be passed

over the hump into the sorting Yard due to various reasons.

9. Engine Run Round Line: It is the line reserved for movements of incoming and

outgoing train engines to and from the Yard or the loco shed, or for independent

movement of shunting engines.

10. Engine Escape Line: It is the line meant for engine movements to and from the loco

shed from and to Yard so that engine returning to loco sheds do not interfere with engines,

going out of the loco shed, or with any other movements in the Yard.

11. King Points: The first pair of points a wagon meets with after passing over the hump

are called ‘King Points’. They divide the sorting Yard into two portions.

12. Queen Points: The second pair of points a wagon meets with on its way downwards

are called Queen Points, which further divide the sorting Yards into four portions.

13. Jack Points: The third pair of points a wagon meets are called the jack points and

these serve to divert the rolling wagons into the different grids of the sorting Yard. Points

beyond jack points called ‘Ten points’.

14. Retarders: The speed of the humped wagons varies according to the force of the push

given by the engine, the height of the hump, the weight the nature of the axle box (viz.

roller bearing or plain bearing) as also on the weather prevailing. In mechanized Yards,

retarders or rail brakes are installed to reduce and keep the speed of the humped vehicles

under control. The retarders may be automatic or manually operated.

15. Skids: At Yards, where mechanical retarders are not provided skids are placed on the

sorting lines to control the speed of the humped wagons. These skids are placed by skid

porters and the skids automatically come out of runways, where provided, or/and are

removed after the wagon has come to stop.

16. Brake van siding: In these siding, brake-vans of incoming terminating trains etc. may

be detached for subsequent attachment to originating trains.


17. Special stock siding: These are provided for keeping for special type stock, cattle

wagons containing commodities like explosives which cannot be humped.

18. Stabling Lines: In large Yard, ballast, material or POH special, empty military special

trains are sometimes required to be stabled. Moreover there are heavy accumulations of

certain classes of stock for various reasons. The stabling accommodation in the Yard

should, therefore be ample so that the Yard may retain its mobility in-spite of any

accumulation of wagons or other set backs.

19. Sick lines: Normally sick wagons are sorted out in the sorting Yard and then sent in

the sick line. As the time taken in placing wagons into and withdrawing them from a sick

line is usually several times the time spent in actual repairs. Provisions should be made to

carry out whatever repairs are possible in the sorting Yard itself by providing sick lines.

Telecom Equipment of Marshalling Yards:

A Marshalling Yard should necessarily have the best possible telecom facility for proper

functioning and efficient supervision of work: Therefore extensive telecom network,

through an electronic exchange and intercoms between all-important points in the Yard, is

imperative so that instructions to the supervisory staff can be conveyed quickly over

telephone.

2. Loud speakers are also provided at convenient points so that instructions can be

conveyed to different staff working in the same area. For example, loudspeakers are

provided in the Sorting Yard, so that the in-charge of the hump can convey instructions

relating to hump cabin and the skid Porters regarding the line on to which wagons are

being shunted.

3. Extensive use of good walkie-talkies will also go a long way in improving the efficiency of

the Yards

Objectives of Marshalling Yards:

1. Quick Transit

(a) Accepting trains without detention at adjacent station outside the Yard.

(b) Minimizing the detention to wagons in the Yard.

(c) Timely supply and placement/removal of wagons to the goods shed, transshipment

shed, repacking shed, sidings, carriage and wagons depots etc. served by the Yards.

(d) Forming block loads for the farthest destination.

(e) Ensuring convenient Marshalling of wagons from the operational efficiency point of

view.

(f) Ensuring right time start to outgoing trains.


2. Economy:

(a) Maximizing productivity of resources and minimizing the detention to Train

Engine/Light

Engine, Shunting Engine, crew and other connected staff.

(b) Optimizing the Trailing load of the trains.

(c) Optimizing shunting engine utility.

3. Safety:

(a) Ensuring minimum damage to wagons and consignments loaded on the wagons during

the shunting operations.

(b) Ensuring safe Marshalling and C&W pattern of examination.

(c) Elimination of Yard accidents.

Yard Organization:

Yard working is controlled bya Chief Yard Master; bigger Yards may be under the

control of Area Officer. The Yard in-charge has two organizations under him.

1. Field staff: It includes the Chief Yard Masters, who is overall In-charge of the Yard and

Yard Masters in each shift are responsible for operational work.

Supervision of shunting engines- Each shunting engine may have an Assistant Yard

Master/Shunting Master, attached to it, who controls the movements of the shunting

engine. Shunting Jamadar may be included in the organization to assist them for dealing

with the shunting work allotted to each engine. Where the shunting work is not heavy or

comparatively unimportant, the Shunting Jamadar may be in-charge instead of Yard

Master. Each shunting engine generally has a batch of three or four Points-men, whose

duties are usually as under:

(a) For uncoupling the wagons

(b) For Braking of wagons

(c) For Relaying of signals

(d) For operating the points.

The above staff from the organization for sorting work besides other staff are also required

for various auxiliary functions – cabin staff, call boys, box boys (brake or skid porters in

hump Yards) etc. apart from the staff of other departments.


2. Trains Branch: CTNC or Head TNC, has overall responsibility for the efficient working

of the trains branch. Below them, there are Head TNCs/ TNCs, who may be on shift duties

or during day duty only, depending on the work load of the Yard. These Trains Clerks are

entrusted with tasks like preparation of Marshalling Yard statistics, maintenance of the

Yard Balance Register, Daily Stock Taking etc. The TNCs in shift duties take stock of

trains in Reception and Dispatching Yard. They also maintain Wagon Exchange Registers,

Phase-wise Detention Register and stock on line position. The number of TNCs in a Yard

will depend on the number of wagons, trains dealt with in a Yard.

Yard Working Instructions:

For proper and efficient working of each Yard, general directions for working in each shift

should be laid down in the Yard Working instructions. The Yard Working instructions

should be prepared generally under the following heads:-

a. Full description of the Yard including no. of lines with their holding capacity etc.

b. Strength of the Yard Staff in each shift.

c. Quantum of inward, outward and internal traffic required to be dealt with by the Yard

and their timings.

d. Marshalling Orders in force.

e. Shunting engines available in each shift and their utilization, generally.

f. Procedure of work to be carried out, generally in each shift.

g. Directions to Shunting Jamadars and Yard Masters on arrival on duty, in general, in

regard to advance planning of the work during their shift.

h. Directions to Shunting Jamadars and Yard Masters in regard to position of the Yard at

the time of handing over the charge.

i. Important Safety Precautions.

Main Works required to be performed by Yards:

Generally a large Yard is required to perform the following work with due regard to

efficiency, reliability, economy and safety:-

a. To pass through trains after changing of engine and carriage examination and

detaching sick wagons, if any, and adjusting load of the train if necessary.

b. To break up and sort out terminating trains and loads and the local loads originating

in the Yard.

c. To form originating through trains for the farthest point possible in accordance with

long distance Marshalling orders laid down by the HQ office.

d. To form shunting and van trains for the different sections served by the Yard.


e. To hold back trains and wagons until they are able to go out.

f. To keep wagon detention to the minimum while planning item No. (1) to (5).

g. To move train engines and pilots between the Yard/Loco Shed and sidings.

h. Placement and removal of inward loaded wagons for the goods depots loco shed,

private sidings etc. served by the Marshalling Yard.

i. Placement and removal of wagons from the repacking shed to the Yard.

j. Placement and removal of Sick/Fit wagons from the sick lines.

k. Assessment of room by the nominated shunting trains for roadside stations.

l. Arrangements for supply of stock as per Indent Register and ODR required by the

road-side station in accordance with the orders received from the CTNL(Stock).

m. Weighment of wagons in certain nominated Yards as and when required.

n. Maintenance of the correct tally of the daily output of the Yard.

o. Maintenance of record of detentions to other kinds of stock such as local loaded, sick

wagons, empties and special stock etc.

Factors Affecting Working of the Yards:

1. Lack of proper advance planning and co-ordination between the Control and the

Yards,-and want of proper co-operation between the Yard staff, loco shed staff and carriage and wagon staff, affects Yard working adversely. For efficient Yard working it is necessary that the Yard staff must plan their work in advance in consultation with control and adjacent Yards, if necessary the different members of the Yard staff should extend co-operation in the efficient working of the Yard as a matter of team spirit.

2. All effort should be made to collect local wagons in lines specified for the purpose.

3. Efforts should be made to adhere to the schedules for place mentioned removal of wagons in the different areas of the Yard in accordance with Yard working instructions.

4. Empty stock should not be allowed to lie scattered all over the Yard. All empties

stock so grouped preferably be kept separate in specified lines.

5. Sick wagons and wagons for adjustment of loads and transshipment of contents must be kept collected in the specified lines. Sick lines placement and removal should

be done strictly according to the schedule.

6. Shunting engine must not be allowed more than the specified time for loco requirements at fixed intervals.

7. Higher wagons balance in a Yard affects its mobility. It is therefore very necessary that proper analysis of the highest wagon balance beyond which mobility of the Yard is seriously affected, should be worked out and proper co-ordination between the Yardmaster, Assistant Station Master, Control and adjacent Yard should be maintained all the time. An eternal watch should be kept on the Yard Balance and steps taken to keep within the working capacity of the Yard.


8. Requirement of a better shunting engine or an additional shunting engine during the busy periods when found necessary for better working of a Yard. In big Yards, efficiency and sufficiency of the Yard shunting engines should be periodically examined and if frequent engine trouble is reported, supervisors of loco should be posted temporarily with them until the cause of the trouble is removed.

9. Yard lay-out: The shunting Jamadar and the Yard Master should carefully watch if any

particular feature of the layout, such as wrongly placed cross over, a short shunting neck or isolation of two busy groups of lines is a restrictive factor in the efficient working of the Yard, and if any minor additions and alterations, such as providing an additional crossovers, positioning an existing cross-over correctly, lighting of a particular line, etc. Are likely to improve the working of a Yard, necessary proposals should be forwarded to the DRM(O).

10. Advance intimation given to rake handling parties on the telephone and the departmental supervisors in the local area about the number of wagons awaiting unloading would enable them to make necessary arrangements in time for releasing the wagons.

11. In case of heavy congestions requiring block back on the neighboring sections, neighboring Yard should be called upon or directed by Sr. DOM/CTNL by taking upon them some of the sorting and Marshalling work, the congested Yard would normally have done. If necessary a competent Officer or Inspector should sit in the Yard and a direct operation until the congestions is cleared.

12. In the event of an accident temporarily reducing working capacity, steps should be taken to regulate the inflow of trains into the Yard for a day or two, or such a long period as may be absolutely necessary until the emergency is over and the Yard has regained its normal working capacity. The work load on the Yard must be suitably reduced to avoid serious repercussions on the Yard itself and on the neighboring sections.

13. Late start of trains from the Yard: Whatever may be the cause of late start of trains from a Yard, this apart from reducing available capacity of the section, in turn, affects the working of the Yard itself by delaying subsequent formations of trains.

An efficient working of a marshalling yard is the result of immense hard work and impeccable coordination among Yard masters/Asst. Yard Masters, Chief yard master, Shunting Jamadars and points men. Unconditional support of control organization and divisional officers facilitate the smooth working of yard and improve


MOVEMENT AND WORKING OF TOWER WAGONS/TOWER CAR

(By Sri. Banmali Madhu, SS/KTD)

a) A Tower Wagon is to be treated like a train and shall be worked without a Guard. The duties and responsibilities for protecting the train/track and other duties of the Guard shall devolve on the OHE Supervisor /SSE(TRD)) accompanying the Tower Wagon b) Whenever it is necessary to work a Tower Wagon(s) either for the maintenance of OHE or attending to the site of Break Down or for any other reason, the JE/SSE(TRD)of Tower Wagon(s) shall advise the Station Master/Cabin Assistant Station Master/Cabin Master about the movement of Tower Wagon(s) SM will advise the same to Section Controller. c) Section Controller shall permit Power and Traffic block as requisitioned by TPC and repeat the same with Train Notice number to the concerned Station Masters and obtain Private Numbers. After getting permission from SM will issue Block Permit to JE/SSE(TRD). d) Working of Tower wagon(s) during Power and Traffic block: Following movements will be permitted/Not Permitted -

Absolute Block System

Double Line (Right Line) Work and Proceed Permitted

Work and Return Permitted

Double Line (Wrong Line) Work and Proceed Not Permitted


Single Line Work and Proceed Permitted


In Automatic Block System: Automatic Block Territory will be treated as Absolute Block Territory and Tower Wagon(s) will be permitted as mentioned above. e) While working in block minimum 200 m distance to be maintained between Tower Wagon(s) and it may be reduced depending on site working condition by taking necessary precautions ) Procedure to be adopted during the block - Dispatch and Reception procedure as mentioned in shall be followed a) Cancellation of block: After completion of the work, the official In charge of the Tower Wagon(s) shall certify about clearance of the section and initial against the relevant entry in the Train Signal Register in token of the section having been cleared of all Tower Wagons) h) A Tower Wagon shall not be permitted to enter the section following a train in Absolute Block Signaling Territory, however, in case of integrated block one or more Tower Wagons can be permitted in block along with Material Train. Tower Wagons have a key role in the maintenance of OHE and for attending to breakdowns. As such, as soon as, the programmed and sanctioned work is completed they shall be returned to their base depot with the utmost expedition in as much the same way as an Accident. Relief


OPERATION OF BLOCK – INSTRUMENTS ( FAILURE & NORMAL

CONDITION )

(By Sri. A.K.Minz, SS/PNW)

Block Instruments is a safety device (machine) which is used in Indian railway for

granting or obtaining line clear for a train which is going to enter from one block station to

another. It is linked with First Stop signal and Last stop signal of the station where it is

provided.

It is placed almost every block station except at 'D' - class station. It is mainly

operated by Station Master on duty or Cabin Master or duty.

Block Instruments are provided with block Telephones for communication between

two Station Masters of the consecutive stations. It is highly sensitive in view of safety, so it

is locked by double padlock and sealed by S&T department to avoid interference

unauthorized. One key is handed over to operating department and another key is

retained by S&T department.

The only person who has the Competency Certificate of Block working from the

principal ZRTI, can operate the Block Instrument.

Types of Block Instruments:-

There are following types of block instruments used in Indian railway:-

1. TLBI (Token less block instrument/DIADO) 2. SLBI(Token/ for single line) 3.DLBI ( SGE/ For double line ) 4. BPAC(Block Proving Axle Counter) Every block Instrument consists of commentator, Bell-plunger, niddle, Indicator to show

line position of the section. It is provided with three position Indication:-

1.Line Closed 2.Line Clear 3. Train on Line.

Normal working of Block Instruments:-

Generally, commentator & middle of a Block Instrument remain in line closed

position which indicates that no Line clear has been given to rear station for any train to

enter into block section. Whenever, a Station Master is required to send a train in advance

block section, then he will ask Line clear for that train from Station Master of advance

Station. If Station Master of the advance station fulfills all the conditions for granting Line

clear for the train, then he will provide a private No. and turn the commentator on "Line

clear" position. SM of the rear station when received Line clear, will set & Lock all facing &

trailing points of the desired route and will take off starter signal and Last Stop signal.

When train enters into block section after passing LSS then SM of the sending station

gives message to the station of the Advance station with the bell code i.e., pushing three

times bell plunger. When train arrived to the advance Station and stands clearing the

fouling mark of the line, then SM of Advance station releases the block Instrument and

give "Train out of section" message with four bell beat and turns the commentator into

"line closed position" In this way, normal operation of block Instrument continues for every

train.


In token Instrument, token is granted to the driver which is escaped during

obtaining L/C from the Instrument and after reaching to advance station driver handed

over the token to SM. SM then put the token into Instrument and normalize the

commentator in Line closed position.

Bell code plays a vital role while relaying message to SMs of both ends stations on

Block Instrument. The prescribed bell codes are given in the picture attached with this

article.

Operation of Block Instrument in failure condition:-

Sometimes, operation of block Instrument is not normal and it is to be suspended as per

rule due to some failure, engineering block, power block, S&T block, TSL Working, sending

relief engine with block ticket etc.

Block Instrument will be suspended in following condition:-

1. If last stop signal (LSS) failed and.

2. If Block Telephone does not work.

3. If niddle /commentator of Block instrument does not work.

4. If bell signal failed.

5. Key of block instrument is out of order.

6. If it necessary to send material train into the section.

7. If driver enters to the Block section without authority to proceed.

8. When TSL -working Introduced between two stations.

9. When Absolute Block working system suspended and Block Ticket issued.

10. When LVCD failed.

11. when any accident occurred in the section, etc.

When above unusual Incidents happened then the Block Instrument will not work

as normal condition and in that case special attention must be taken to ensure proper

safety of passing trains.

*During Engineering block, Power block etc. Commentator of the instrument must be

locked in TOL position and a warning board must be hanged on the commentator of the

block instrument to remind the block.

*When material train is to be sent to the section or shunting is to be performed beyond

LSS then Block back/Block Forward should be obtained from the SM of the other end

Station supported by private no. and commentator must be locked in TOL position. In

some instruments shunting key is also provided which should be taken out during these

operations.

*When Last stop signal failed then Block Instrument will be suspended for that see

direction and line clear will be taken by Station Master of advance station supported by ID

Number and P. No.

*When any accident occurred in the section then block instrument will be suspended for

both side and commentator will be locked in TOL position to avoid any entry of train in

affected area.

*While introducing TSL Working on double line section Instrument should be locked in

TOL position for both sides. The purpose of following above steps to ensure extra safety in

train passing following the rules of GR,SR, OPM and Block working manual. Station

Master must always stick to the rule and be alert.


OPERATION OF POINT IMMEDIATELY AFTER THE ARRIVAL OF A

TRAIN AT THE STATION.

(By Sri. S.K. Sinha, SS/VAA)

"Importance of operation of point immediately after arrival of train at the station"

Railway disaster is a serious train accident or an untoward event of grave nature, either

on the railway premises or arising out of railway activity in that area, due to natural or

man-made causes, that may lead to loss of many lives and/or grievous injuries to a large

number of people.

During my duty hours, time and again it has been emphasized upon the working at a

station that whenever a train received in the station/yard ,as soon as it stands clearing

fouling marks, the points given access to the occupied line are set against immediately to

prevent further entry of second train into the same line.

In this connection, the order of preference of setting route for a clear line or a blocked line

in case the line/lines are occupied by stabled loads/wagons/vehicle or by a train which is

stopped to cross give precedence to another train.

Priority number:

1.Rear point will be set for the clear line.

2.If both lines are occupied, then point will be set for the less important, means Goods

line.

3.If both the lines are occupied with passenger carrying train, then the point will be set for

the train with engine facing line.

4.But if both the lines will be occupied with passenger carrying train, then point will be set

for loop line in which it will be obstructed by sand, oil, sleeper and ballast on turnout try

to reduce the speed of the train in loop line. It is once again reiterated that the facing end

points on a double line station and either end points on single line station should be set

against a blocked line as follows:

If all the lines are blocked then the points should be set to the:-

1.Farthest Loop(The incoming train has to negotiate turnout).

2.The occupied loop line with a train having engine facing the incoming train.

The above precautions should be taken in addition to the observance of other precautions

viz placing of lever collars/slide collars, exchanging of private numbers with

station/cabin/yard etc.


ODC (Over dimensional Consignment)

(By Sri. Krishna Kumar, SS/RDF)

When a consignment loaded upon a wagon whose length, width and height are such that

one or more of these infringe standard moving dimensions at any point during the run

from start to destination is called an over dimensional consignment (ODC).

( ODC consignment Images)

Maximum moving dimensions from rail level BG Gauge:

1.) Height at center=> 4115mm

2.) Height at sides => 3505mm

3.) Maximum width=> 3050mm for Bogie wagon

3200 mm for 4 wheeled wagon

Classification of ODC consignment:Class A:

(i) ODC loads which has gross clearance of 9 inches and above (ii) Sanctioning Authority- Local level (Division)- DRM (iii) Speed – Sectional Speed Inter Railway - COM (iv) Movement allowed during day and night (v) No Escort required


1.) Class B: (i) ODC loads which has gross clearance less than 9 inches but more than 6 inches (ii) Sanctioning Authority- Local level (Division)- DRM Inter Railway- COM (vi) Speed – 40/15 kmph(15 kmph while passing stations, yards, curves and turnouts) (vii) Movement allowed during day and night (iii) Escort by TXR 2.) Class C: (i) ODC loads which as gross clearance less than 6 inches but more than 4 inches (ii) Sanctioning Authority- Local level (Division)- CRS Inter Railway- CRS

(iii) Speed – 25/8 kmph (8kmph while passing through stations, yard, curves, gradients and turnouts) (iv) Movement allowed during day only (v) Escort by SE (C& W), SE (PWAY)& TI

Procedure for sanctioning movement of ODC:

When consignment is offered for booking SS/SM will apply to Sr.DOM who will obtain the necessary sanction of the competent authority. An application must show the length, width and height of the load accompanied by a sketch in duplicate of the consignment. Specific route and restrictions should be mentioned.

Loading and dispatch:

On receipt of the sanction the consignment should be loaded carefully, lashed and packed properly. Following actions should be taken: 1.) Load should be within the CC of the wagon 2.) Weight on any pairs of wheels does not exceed. 3.) Fit to run certificate should be issued by SSE (C&W) 4.) SS/SM will inform to Sr.DOM and office of COM and other division/zonal railways

concerned 5.) ODC wagon will be moved from originating station when final approval has been

obtained from competent authority. 6.) Shunting of trains with an ODC should be avoided. Loose and rough shunting of

ODC wagon is prohibited. 7.) When an ODC wagon is dispatched from the train at any station SM and guard are

responsible to ensure safe placement and securing of load.

8.) A caution order will be given to the guard and loco pilot of the train carrying ODC to restrict the speed and observe any other speed restrictions.

Precaution and alertness during ODC movement:

No consignment with less than 100mm cross clearance from the overhead contact will be permitted in electrified section. Traction department staff should accompany when necessary.

1.) SCR and TPC should coordinate during movement of ODC in electrified area. 2.) If platform restriction is mentioned in movement of ODC, it should be strictly

followed. 3.) ODC consignment should be moved strictly by the authorized route. 4.) SMs and staffs of the enrooted station should watch with alertness while

exchanging alright signal


ELECTRIC HEADLIGHT ON ENGINES AND DUTIES OF STATION MASTER

WHEN TRAIN PASSING THROUGH WITHOUT HEAD LIGHT AND MARKER LIGHT DURING NIGHT

(By Sri. Milon Majee, SS/GRB)

Electric Headlight on Engines

(a) Light engines should display the same light as train engines.

(b) Suburban electric multiple unit stock must be equipped with an electric

headlight and two white marker lights or head code lights of approved design in

front.

If the electric head light become defective enroute during the hours of darkness

and/thick and foggy weather ,the loco pilot shall insure that the two buffer

beam marker lights are burning, and work the train cautiously at a speed not

exceeding 40 kmph and sound the engines whistle frequently. The loco pilot

shall also inform the stationmaster of the next block station in advance of the

incident so that the latter may inform the SCOCR if any when a train is

approaching a station, the Station Master on duty will see that the engine has a

headlight and marker lights as prescribed in (a) above. If the engine has neither

a headlight nor a marker light, and the train is running through, the Station

master must send the stop and examine train, signal to the station in advance

advising the Station Master of the reason on the block or control telephone. The

Station Master of the other station, on receipt of this information, will stop the

train and find out the reason why the prescribed headlight and marker lights

are not burning, and instruct the Driver to switch on the electric headlight and

marker lights.


POSITION OF ENGINE WHEN MOVING A TRAIN

(By Sri. Ashok Kumar, SS/BCB)

Whenever due to unavailable circumstances it becomes necessary for a train or other than a train which has been permitted in advance to work and return on the same line back to the station from which it is left with the engine pushing it, the guard may authorize the loco pilot to do so by issuing a written memo provider :-

1) Guard received assurance from the station master of the block station from which the train has left either

a) On the portable telephone if available. b) by sending assistant loco pilot or any railway servant as may be available to the

nearest station master to obtain written permission. c) By sending information through the guard/loco pilot of any train passing over the

adjacent line with the request to send the written permission through one of the station staff.

2) After permission to push back is obtained at night or if the view ahead is not clear the assist guard/assist loco pilot or any other competent railway servant be sent with hand signal who shall proceed at an distance in advance of the leading vehicle to pilot the train.

3) The guard shall travel in the leading brake van ensuring caution and shall be prepared to apply the brakes as the circumstances may warrant.

Provided that if the leading vehicle is not broke van, the guard shall travel in the leading vehicle or rarest vehicle there to which is fitted with means to bring the train to a stop.

The loco pilot may push back the train at a walking pace shell bring it to a stop outside the first stop signal on single line section.

Or the first stop signal pertaining to the correct line/long stop signal pertaining to the across first on a Double line section.

When train is piloted in the pilot man shall assist the loco pilot by showing stop hand

signal short of aforesaid signal.

(c) the pilot man must show stop hand signal short of the - (i) first stop signal on single line section. (ii) first stop signal pertaining to the correct line /last stop signal pertaining to the wrong line whichever the leading vehicle may come across first on a double line

section so as to enable the loco pilot to bring the train to a stop after the train has been brought to a stop the loco pilot shall sound the engine whistle thus___

The station master may receive the train in the manner normally laid down for reception of the train but in case or a train pushing back on the wrong line on a double line section reception should be arranged in the same manner as when single line working is introduced on the double line section.


PRECAUTION AGAINST DERAILMENT DURING SHUNTING AT STATIONS

(By Sri. Biswadip Chatterjee, SS/ADA)

Shunting means movement of Vehicle with or without an engine or Movement of any

engine or self-propelled vehicle for attaching, detaching, transfer or for any other purpose.

Shunting are Four types, that is -

I. Hand Shunting

II. Loose Shunting (Hump Shunting)

III. Fly Shunting (Hump Shunting)

IV. Engine Shunting (Flag Shunting)

hunting operation shall be controlled by fixed signals or hand signals or by verbal

instruction. Fixed signals can be used for control of shunting are Starters (Other than last

stop Signal), calling-on signals and shunt signals.

Shunting (Disc or ground) signals: Used for shunting operation at station yards. Shape of circular disc with red band on a white background. The disc can revolve in a vertical plane by pulling the lever arm. Horizontal positions indicate STOP. Inclined position (45°) indicates PROCEED. Colored light signals: With the introduction of electric traction, semaphore signals are

replaced by color light signals both during day and night.


I. Hand Shunting: When vehicles are shunted by manually, it is called Hand

Shunting. Only one vehicle should be shunted at a time. It is neither efficient nor

safe. Hand Shunting is done in limited circumstances.

II. Loose Shunting (Hump Shunting): The vehicles are pushed by impetus by an

engine and allowed to run alone. The vehicles may be in group or alone and are

allowed by uncouple the vehicles. This method is used in big yard having Hump

Facility. It is efficient, economical and safe.

III. Fly Shunting (Hump Shunting): In this method two or more vehicles are pushed

by impetus by an engine and is separated at the points of the classification yard.

These points are operated smartly between the ‘cuts’. Hump shunting is also called

fly shunting and it is used in big yards.

IV. Engine Shunting(Flag Shunting): It is a method of shunting in which the vehicles

are shunted that is attached with engine, The engine moves forward or back ward.

It is adopted in small yards and station. It is also known as Flag Shunting. It is safe

method but not efficient. It is not adoptable in big yards.

Precaution to be taken during shunting in gradient section:

Sufficient brakes should be put on.

Skids should be used.

Points of slip siding or traps should be set and locked during shunting with the engine and the engine should be in the falling side of the gradient.

For Plain bearing 1 in 260 gradient and for Roller bearing 1 in 400 gradient, hand

shunting is not permitted.

Engine shall not detach out the side the outermost facing points, or station section. So

for this purpose hand brakes should be put on and manning of shunting supervisor

with hand signal is required.


General Precautions To be followed during shunting:

1. a) In absence of shunt signal whenever a train or a part of a train is required to be

shunted over the running lines, facing points over which it has to pass shall be set

and locked by any of the following means:-

i. By pulling the lock lovers, where provided.

ii. By key locking.

iii. By clamping the points and padlocking the clamp.

iv. By padlocking the through bolt.

b) Shunting should always be carried on under the authority of T/806 or OCC key or SKB

key.

2. Before allowing shunting at panel/route relay interlocked station or cabin where fixed

signals are not used relevant points are to be set and locked and Facing Points are to be

clamp and pad locked when manually operated.

3. At road side station where yard Foreman/Shunting Master/Shunting Jamadar is not

provided, guard shall be responsible for ensuring correct setting of concerned points and

locking of facing points and for hand signaling to the driver, and a competent staff

deputed by him. The shunting staff also shall verify correct setting of points.

4. No point should be changed or attempt to be made change any route while shunting is

in progress.

5. Special attention to be paid if shunting is to be performed on trap point/ derailing

switch/catch siding points/Slip siding points in so far as setting, clamping and

padlocking.

6. If the line is not isolated, after taking-off signals for shunting, no other movement shall

be allowed in that direction, if necessary shunting should be stopped and authority must

be withdrawn. Before commencement of further shunting fresh shunting authority shall

be issued.

7. Authorized shunting supervisor is to control the movement of shunting and his verbal

orders are to be carried out.

8. Bump must be avoided while pushing wagons/Vehicles for amalgamation on running

line or in siding for detaching hot axle/defective wagons or placement of wagons in siding

for loading /unloading.

9. No attempt to be made to attach engine with loads/rakes which is under ‘C&W’

examination.

10. Marshalling of loads also to be considered.

11. While amalgamating loads by pushing, engine with parted loads should not be

attached directly. After stopping at a distance of 20 meters. Under hand signal displayed

by the competent staff, should be amalgamated, cautiously. Hand brakes of wagons,

B/Van, pinning down of wagons skids/sprags not be released/removed earlier than

required. Before removing/releasing all those safety measures, it must be ensured that

couplings are fitted properly and there is continuous effective vacuum/Air Pressure.


12. Special care to be taken during stormy weather if shunting is being performed. To

avoid rolling down of wagons, sprags, skids, chains must be used to keep the wagons

stationary.

13. Hanging, lashing chains of BFR/BRH wagons should be placed on those wagons,

hanging parts of wagons to be secured property, hanging screw couplings to be kept in

suspension hook before conducting shunting.

14. Driver shall not depend entirely on signals and shall always be vigilant and cautious.

15. The speed of the shunting operations shall not exceed 15kmph.

16. As soon as the shunting is completed, the shunting authority T/806 shall be

withdrawn, cancelled and pasted in the record foil.

Speed of Shunting Under Different Circumstances:

1. The speed during shunting operations shall not exceed 15kmph unless otherwise authorized by Spl. Instructions. 2. The maximum permissible speed during shunting operation of vehicle loaded with petrol, K. oil, liquid fuel , spirit and highly inflammable liquid in bulk or packed in tins / drums shall not exceed 8 kmph. 3. The impact speed of all bogie wagons when shunting a single wagon fitted with roller bearing shall not exceed 5 kmph. 4. Maximum impact speed when shunting a group of five of such type of wagons couple with transition coupler at either end shall not exceed 3 kmph.


PRECAUTION FOR PREVENTING ADMISSION OF ELECTRIC ROLLING STOCK INTO POWER BLOCK SECTION OR OVER SECTION OF TRACK WITH DEAD OVERHEAD LINES.

(By Sri. Dinesh Majhi, SS/JOC)

=>After receiving power block message from section controller, following precaution adopted:- 1. First we conformed that no electric locomotive there in block section or yard which elementary section allow for power block.

2. If any electric rolling stock there in section we should confirm that this was complete his journey or if any electric rolling stock at station yard affected Elementary section we must serve a memo to the loco pilot for putting down his pantograph. 3. Then allowing Power Block through section controller message supported by private number as well as TPC and DY control private number and also rear or advance block station private number. 4. After allowing Power block it should be laid down on TSR and power block register, caution order register and SM dairy to be laid down in red ink . 5. Then put button caller on starter signal, dispatch signal on panel button, lever caller on the lever , The Power Block Board is hanged on block instrument, advice end cabin to put lever caller( if end cabin available) supported by private number. 6. Points are set against the affected line at station yard and also affected block section to avoid enter any unusual admission of electric rolling stock. 7. If any power block allow but traffic is normal, in this condition Diesel locomotive allow in section with caution order memo intimidating the work with site km. 8. Before cancel message received by section controller we should ensure that tower car is complete arrival at station (if working) and section is free from any obstruction.

9. Cancel message received through section controller supported by private number , TPC, DY controller private number and also rear or advance station private number to be received.


SECURING OF OPEN DOOR AFTER UNLOADING /LOADING

(By Sri. S.K. Tiwary, Ch.DTI/BKSC)

1)Open doors of the wagons load/empty should be properly closed before being taken out from

goods shed, siding in yard

2) After loading and unloading at goods shed lines the goods clerk or in-charge of the sidings will be

responsible for ensuring that all the door of the ‘wagons’ are properly secured and closed. TXR

where available will be responsible for closing the door

3) traffic officials deputed to drawn out wagons from goods shed lines and other sidings will ensure

the doors are closed and properly secured before the start drawn out wagons.

4)When crew &guard booked to drawn out the wagons from goods shed lines must check doors

conditions and ensure properly closed and securing of doors. If unsafe door, out side projected

doors came in he immediate inform sidings in-charge advice arrangement for proper closing and

securing of doors.

After Loading open door After Loading Closed Door

After Unloading open door After Unloading close door


PRECAUTIONS TO BE TAKEN FOR WORKING TRAINS DURING STORM AND

STRONG WIND AND ANEMOMETERS (By Sri. D.K.Mahato, SS/SDMD)

1. When the warning message forecasting cyclone, storm or strong wind has been received from the Meteorological Department and / or there is a reasonable doubt that severe storm is going to break out endangering the safety of passengers, trains etc., the Station Master shall in consultation with the Guard and Driver of the train, and also refuse to grant Line clear to train coming to his Station until storm abates and he considers movements of train safe. 2. should a train be caught on the run in a cyclone, storm or strong wind of intensity which in opinion of the Driver, is likely to endanger the safety of the train, he shall immediately control the speed of his train and bring it to a stop at the first convenient

places like sharp curves, high embankment and bridges (including approaches thereof). In controlling the speed and bringing the train to a halt, the Driver shall stop his train carefully and without a jerk. He shall restart the train in consultation with the Guard only after the cyclone, storm or strong wind abates and it is considered safe to proceed. 3. The Guard and Driver of the train in co- operation with the Railway staff travelling in the train shall try to see that doors and windows of the coaches are kept open by the passengers to allow free passages of the wind through the coaches. Anemometers: In case of vulnerable locations and specially selected bridges where Anemometers are installed at one of stations adjacent to bridges, the station master shall take the following actions:- If the Anemometer is indicating wind velocity higher than the danger level as prescribed by special instructions:

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

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

(b) He shall resume normal running of trains in consultation with the Section Controller

and the Station Master at the adjacent station after the wind velocity is again below the

danger level as prescribed by the special instructions.

(c) The Anemometer are under the control of the Station Master. Whenever the Station

master notice that the wind velocity exceeds 41 knots an hour or 72 Kmp/h, the Station

Master shall suspend all train service on the concerned Block Section and inform the

Controller on duty.

(d) If any Railway servant notice that a train has parted he shall, in addition to taking

action under proviso to Rule 2.11 try to attract the attention of the Driver and Guard by

shouting that the train has parted and at the same time, by day putting both his hands

together above his head and separating them quickly and by night waving a white light

vertically up and down as high and low as possible.


PROCEDURE OF BLOCK BACK AND BLOCK FORWARD

(By Sri. Parsuram Prasad, SS/TLE)

If a station master intends to obstruct a block section for the purpose of shunting etc,

he/she needs to inform the adjacent station towards the other end of block section by

exchange of a message supported by private number. This message is known as Block

back/forward message. Exchange of such a message is essential in view of safety to

ensure prevention of entry of two trains in one block section.

Block Forward- Block forward message is exchanged by the SM of a station on double line

section with the SM of a station immediately in advance that the block section between the

two stations is going to be obstructed. Such message should be supported by exchange of

private numbers.

During exchange of message the description of movement and expected time duration of

movement shall be informed to the SM of next station. The SM of next station, if agrees to

provide such block, shall permit the block with a private number.

After taking block forward the commentator of the block instrument shall be kept in 'Train

on Line' position before allowing entry of train in the section.

The private numbers exchanged during permission of block forward shall be mentioned in

the shunting order T/806. This private number shall be an authority for the Loco pilot of

the train to enter the advance block section for shunting purpose. After completion of

shunting, the SM who asked for the block shall inform the SM of station in advance about

the completion of shunting and shall cancel the block with exchange of private number.

After exchange of message the commentator of the block instrument shall be brought back

to 'Line close' position.

Block Back- Block back message is exchanged by the SM of station with the SM of station

immediately in rear on a double line section or SM of either end station in single line

section.

During exchange of message the description of movement and expected time duration of

movement shall be informed to the SM of adjacent station. The SM of adjacent station, if

agrees to provide such block, shall permit the block with a private number.

After taking block back the ‘OCC’ key or Shunting key shall be extracted from the block instrument (TLBI). The private numbers exchanged during permission of block back shall be mentioned in

the shunting order T/806. This private number shall be an authority for the Loco pilot of

the train to enter the block section for shunting purpose. After completion of shunting,

the SM who asked for the block back shall inform the SM of adjacent station about the

completion of shunting and shall cancel the block with exchange of private number.

An entry of such block back/forward shall be made in TSR and SM diary in red ink. All

shunting precautions to be observed during shunting movements.


As shown in the diagram when movement is done:-

1. From station B to station A on DN Line - Block forward is taken.

2. From station B to station A on UP Line - Block Back is taken.

As shown in the diagram when movement is done:-

1. From station B to station A - Block back is taken.

2. From station B to station C - Block back is taken.


PROCEDURE FOR GRANTING “TRAFFIC BLOCK” FOR ENGINEERING WORK

(By Sri. R.K.Choudhary, SS/KNF)

Traffic Block are mandatorily required for such engineering works which obstruct the line

for passage of trains.

1) The following category of works will necessarily require complete block protection:-

<a>Category of works where track requires protection:-

i) Working of on-track machines.

ii) Working of materials trains or girder specials.

iii) Working of deep lories.

iv) Working of push trolley in heavy gradient section.

v) Working of push trolley in section where visibility is obstructed .

vi) Push trolley in long tunnels.

<b>Category of works where discontinuity in tracks is created which may result in discontinuity or obstruction to running track:-

i) Through rail renewal.

ii) Casual replacement of rail.

iii) Replacement of SEJs or replacement of buffer rails with SEJs.

iv) Insertion or replacement of glued joints.

v) Temporary / Permanent repairs of rail fractures.

vi) Temporary / Permanent repairs of rail after buckling of track.

vii) Replacement of switch crossing or any part of turnouts.

viii) Distressing of LWR.

ix) In-Situ welding of rails .

x) End cropping and welding of rails in-situ.

xi) Through renewal of bridge sleepers.

xii) Replacement of girders with slabs.

xiii) Renewal of rail from track for any purpose.

xiv) Renewal of sleeper on important and major bridges.

xv) Changing of guard rail on important and major bridges.

02) The list of works indicated above is indicative only and other works may also be

required to be done under block protection based on site specific conditions as decided by

P-way officials.

03) Imposition of Engineering Block :-

a) The engineering official(not below the rank of JE)should issue a block requisition memo

in writing to SM on duty of controlling station with the following information:-

i) Nature of work

ii) Time required for block

iii)Location and precautions which will be taken during the block


b) On receipt of such written memo from JE /SSE (P-way), on duty SM will contact the

SCR and obtain permission from the controller.

c) After obtaining permission from SCR ,SM will permit the block to the engineering official

in writing mentioning the block duration allowed and also exchange message with

complete particulars regarding engineering block supported by private number to

adjacent station.

d) SM shall exchange message supported by private no. with the SM or Cabin Master in

this regard at the station where end cabins are provided.

e) All necessary safety precaution shall be taken at both end station to prevent entry of

trains into the concerned section during the Engg. Block such as using lever / button

collars, block instrument collars, signal/point disable in VDU and making suitable entries

in red ink in TSR, SM diary and Urgent Order Book.

f) In double line section when working progress on one line caution order shall be issued

to every train for adjacent line indicating the exact kilometer of work , speed restriction if

any during Engg. block.

g) JE / SSE (P-way) should protect the working site as per extant rule.

h) Once the block has been granted no change in block program is permitted except in

case of emergency. If any change in program is done ,then all concerned to be intimated

under exchange of Private Number by SCR.

I) On completion of the block Engg. officials should issue a track safe / fit certificate to the

SM concerned , speed restriction if needed should be mentioned.

J) SM will acknowledge the memo and relay to SCR and SM on duty at adjacent station

concerned under exchange of Pvt. no.


RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE

(By Sri. T.N.Chakraborty, SS/DMA)

1. The SM shall inform the SM of the rear station to issue suitable caution order to the

LP and GD that their train will be admitted on obstructed line

2. Ensure that all signals for reception of the train are kept at ON position

3. Ensure that all the points are correctly set and all the facing points over rout and

trilling point in case of motor operated point are correctly clamp and padlock for the

reception of the train on obstructed line

4. The train shall be stopped at the first stop signal and shall be admitted by only the

following manners

a)by taking OFF calling on signal if provided or

b) by authorizing the LP supported by a private number over signal post telephone

where provided or

c)by issuing a written authority T/509 to pilot the train by a competent railway

servant

5. The train shall be stopped at the facing point to the reception line after routes are

properly set, clamp and padlock and receive hand signal shown by a competent

railway servant

6. A stop hand signal shall be shown by a competent railway servant at a distance of not

less than 45 mtrs from the point of obstruction to indicate LP to stop the train.

RECEPTION OF A TRAIN ON A NON SIGNALLED LINE

1.If necessary to receive a train on a non-signalled line the SM shall inform the SM of

the rear station to issue a suitable caution order to the LP and GD of the train that

their train will be admitted on non-signalled line

2.It should be ensure that the train has been stopped at the first stop signal.

3.The line on which the train is to be receive is clear up to the trailing points or the

place at which the train is come to stop

4.All the points are correctly set and the facing points are clamp and padlock for the

reception of the train on non-signalled line

5.A train shall be piloted in by a competent railway servant on a written authority

T/509 issued by the Station Master

6.The LP while entering a non-signalled line shall proceed cautiously and be prepared

to stopped short of any obstruction.


PROCEDURE TO BE FOLLOWED WHEN STATION MASTER /CABIN MAN LEAVING

STATION OR CABINS DURING DUTY HOURS

(By Sri. Gautom Pal , SS/IBL)

1. If a SM/ Cabinman has to leave his office or panel room or cabin for few

times for any reason, in uncontrolled section that time he advise the both

side station master over the block phone of fact.

2. Permission to be taken from section controller.

3. At station when lock up lever provided he must lock the lever and kept the

key own custody, the station master on duty shall also lock the block

instrument, sliding instrument , panel and SM;s key , also the private

number book in personal custody when leave the office or cabin.

4. If the SM either side or the controller knows that line clear will be required

for a train, he should advise the SM who required to leave his office / panel

temporarily of the time margin for approaching train.

5. A points man or lever man should be left in block office or cabin after

obtaining permission from SM on duty when required.

6. The block instrument and panel board must not operate by any

unauthorized person.


RECEPTION, DESPATCH AND RUN THROUGH TRAINS

(By Sri. Sanjay Kumar, SS/TSBD)

Procedure for reception and dispatch of a train at station is given in the ‘Station Working Rules’ of that station.

First of all, we will see what are the stop signals used for reception and what are for dispatch.

Signals used for reception are - Outer, Home and Routing and for departure are - Starter and Adv. Starter.

Now the question arises that which trains will be called as 'Reception Train', as 'Departure Train' and which will be called 'Through Trains'?

The trains that stop at a station will be called as the ‘Reception Train’ for that station and a train going from that station will be called as the ‘Departure Train’ for that station and trains that will not stop there and go through will be called as the ‘Through Train’ for that station.

The Procedure of reception of a train at a station in normal condition are –

(1) For reception of a train ensure that all the conditions are fulfilled for taking off signals, such as-

(a) The line on which the train is to be taken is clear from all obstructions and all the points have been set and facing points locked.

(B) Also, the line on which the train is being taken is clear up to the adequate distance (SOL).

Procedure for dispatching a train from a station-

(1) Firstly, the line clear will be taken from the next station. All the Non-interlock L C Gate should be closed supported by private number. (2) All points will set and facing points must be set and padlocked .

(3) The train will be dispatched by giving all the concerned signals.

This is the Procedure of arrival and departure of trains in normal condition. Now we will see how the trains will be received on an obstructed line or a line where there is no signal(non-signaled line).


(1) The following procedure will be followed by SM to receive a train on an obstructed line-

(i) If possible, the loco pilot of the concerned train will be informed by the station master of the previous station that his train will be taken on an obstructed line.

(ii) To ensure that all the concerned signals are kept in ON position for arrival of the train.

(iii) It is also to ensure that all the points of the respective line are set and the facing points are locked.

(2) After stopping the train at the respective stop signal, it will be taken on the obstructed line by the following procedure-

(i) By taking off ‘Calling-On’ signal or

(ii) By giving a written authority (T / 509) in which it will be specified that which signals have to pass in ON position.

(3) The train will be stopped by the loco pilot by bringing it to the points and then carried forward by showing the hand signal by a competent railway staff.

(4) The train will be stopped by showing the Stop Hand Signal 45 meters before the obstructed point to inform the loco pilot where to stop the train.

(5) The loco pilot will keep the train well under his control and will be ready to stop it before any obstructions. Similarly, in case of emergency, if the train is to be taken on a Non-Signaled line, the following action will be taken by the SM-

(i) The train will be brought to the First Stop Signal.

(ii) The line on which the train is to be taken shall be clear up to the trailing points or where the train is to be stopped.

(iii) All related points have to be set and facing points must be locked.

(iv) Subsequently, the train will be piloted on a written authority (T / 509) given by the competent railway staff to the loco pilot.

(v) The loco pilot will carefully drive the train on the Non-signaled line and be prepared to stop before any obstacles.


Procedure for departure of trains from Non-Signaled line –

(i) The train will be dispatched by giving written authority (T / 511) to the loco pilot from the line on which the departure signal is not there, if there is no tangible authority.

(ii) Written or tangible authority will be given only when all points are set and the facing points are locked.

Procedure for the departure of trains from a line with a Common Starter Signal –

(i) A written authority (T/512) is to be given to the loco pilot to depart a train from a line, where Common Starter is there for more than one lines.

(ii) The Written authority will not be given until all the relevant points are set and facing points are locked.

Procedure to be followed for 'Through Trains'-

(i) Firstly, the line clear of the given train will be taken from the station in advance.

(ii) All concerned points shall be set and the facing points must be locked.

(iii) After that the trains will be troughed by giving the signals in the following order -

(a) Adv Starter Signal

(b) Starter Signal &

(c) Home Signal

Thus, we see that various procedures are followed for arrival, departure and through trains. We have to keep always in mind that all trains are operated safely and in a timely manner.


STATION MASTER’S RESPONSIBILITY FORASSURANCE

(By Sri. Manoj Kumar, SS/BBM)

Before allowing employees to take independent charge of duties connected with train

working, the SM must ensure the following :-

1. He must give learning of station working rules, rule diagram and other instructions pertaining to

their duties to the employees as per pick up period laid down by the DRM (safety). On first posting

or when there is a change of system/means of working of trains, the pick-up period of learning for

employees are fixed as under –

(a) Junction stations with marshalling yard and lobby – 10 days (b) Terminal stations with marshalling yard and lobby – 08 days

(c) Large station or junction station – 05 days

(d) Medium station and road side station – 03 days

(e) Road side stations working under “one train only system” & “train staff and ticket system, and

also night closing stations – 02 days

This pick up period may be reduced by Sr. DOM if an employee has already performed such

type of duty at other stations. If any employee fails to give a declaration in the Assurance Register

in the fixed pick up period, he must be directed for Refresher Training at his expense.

2. He must take oral examination of the employees about the knowledge of train working and their

duties.

3. He must check that the employee is having the requisite certificate of competency.

4. He must satisfy that the employee has understood the station working rules, rule diagram and

other instructions pertaining to his duty and is fully conversant with the same.

5. In case of illiterate staffs, the SMR/SM/YM/ASM must explain station working rules, rule

diagram and other instructions pertaining to their duties and obtain their acknowledgement in the

Assurance Register. The SMR/SM/YM/ASM should also certify that the staff has understood the

same.

Before taking independent charge of their duties connected with train working, the

employees must read station working rule, rule diagram and other instruction attentively and

understood the same. They must see the actual working of their duties at the station in each shift

within the pick up time. They must satisfy themselves that they are in position to take up duties

independently at the station. They should sign a declaration in the Assurance Register in token of

having understood the SWRs, Rule Diagram and other instructions.

There are two types of forms in the Assurance Register maintained at the station and kept

attached with SWRs – (i) Form A – for Group III staffs, and

(ii) Form B – for Group IV staffs Fresh assurance should be obtained in the Assurance Register from the staff concerned when –

(a) He joins at the station as a new member,

(b) There is any change in the SWR,

(c) He resumes duty at the station after an absence of 15 consecutive days or more.

Format of Form A and B are as under –

FORM A

ADRA DIVISION FORM ‘A’

STATION-


I declare that I have gone through the station working rules of ….. (Station) brought/to be brought

into force from …………………date. I have also read correction slip nos.

…………………………………………………….. issued to the same working rule. I also certify that I can

read the station working rule diagram including the grade indications thereon. Being fully

conversant with the working rules, gradients and the topography of this station I am hereby putting

my signature.

SR

L NO

NAME DESI

GN

DATE

OF THE

STN

JOINI

NG

DATE OF

TAKEN OVER INDEPENDENT

CHARGE

SIGN OF

THE STAFF GIVING

ASSURANC

E UNDER

STANDING

THE CONTENTS

THOROUG

HLY

SIGN OF

YARD/STATION MASTER

AFTER

FULLY

SATISFYING

THAT THE STAFF HAS

UNDERSTOO

D THE

CONTENTS.

DAT

E

REMARK

FORM B

ADRA DIVISION FORM ‘B’

STATION -

I certify that the station working rule of ….. (Station) brought /to be brought into force from

…………………(date) have been read and fully explained to me by the station/yard master. He has

explained to me the contents of correction slip

nos………………………………………………………………………………………… issued on station

working rule. The indication in the station yard/diagram and its/their significance has also been

explained to me by him. Being fully conversant with the working rule, I am putting signature/LTI.

SRL

NO

NAME DESIGN

DATE OF

THE

STN

JOININ

G

DATE OF TAKEN OVER

INDEPENDENT

CHARGE

SIGN/LTI OF

THE

STAFF

GIVING

ASSUR

ANCE

SIGN OF SM IN TOKEN OF

HAVING READ

AND EXPLAINED

THE W/RULE &

STN YARD

DIAGRAM AND SATISFIED

HIMSELF THAT

THE STAFF HAS

THOROUGHLY

UNDERSTOOD THE WORKING

RULE AND

GRADIENT

DA

T

E

REMARKS


RESPONSIBILITY OF THE STATION MASTER FOR WORKING

(By Sri. Rajesh Chakraborty, SC/ADA)

1. Station Master is responsible for discharge the duties of their staffs efficiently. He

shall be responsible for general up-keep and proper working of the station as under.

2. He will ensure that SWR is being carried out strictly in accordance with current rules,

procedures and instructions. He shall maintain safety literature, rule books, safety

record. He shall counsel staff regarding rules and safety-systems.

3. He will provide service with utmost safety and security of passengers and their

employees.

4. He will ensure availability helpfulness and good conduct of Station porters.

5. He will ensure that their staff having up to date knowledge as per G.R about

shunting, receiving , dispatching, securing of vehicles. He shall ensure right time

placement and removal of terminating/originating trains and keep records in this

regard and also keep a watch on shunting operations.

6. He will conduct safety meeting periodically about current circular issued by the

Authority & put their signature.

7. He shall be responsible for proper maintenance of Accident register, Accident charts

and keeping these up to date.

8. He shall ensure that firefighting equipments at the station such as fire extinguishers,

fire buckets are in good/handy condition and ready for use.

9. He will ensure that signals are not taken ‘Off’ until all points are correctly set and

facing points locked.

10. He should regularly test and its record in the charge book to ensure that

i. The signals are back to ‘ON’ position when relevant slide/button/lever is put back.

ii. It is not possible to take ‘Off’ conflicting signals at the same time.

11. He must ensure that all safety equipments deficiency is any, should be made good

without delay.

12. He will ensure that all passengers amenities are available in working order, if

deficiencies are noticed, it must drug out to the notice of concerned authority.

13. He shall deal with public complaints and counsel commercial staff for courteous

behaviour.

14. In case of abnormal working, he shall be responsible for manual operation ( Hand

Cranking) of points and piloting of trains.

15. He shall ensure that all coaching trains scheduled to stop at the station, start within

their allowed time.

16. He shall look after any other work assigned to him by Station Manager, from time to

time.


RESPONSIBILITIES OF PM / STJM DURING WORKING PERIOD

(By Sri. I.C. Jha, SS/TAO)

i) He shall obey all lawful orders of the SM on duty or official in-charge supervising the shunting during the course of shunting operations including coupling or uncoupling of vehicles of wagons. Fixing rubber washers, closing wagon doors, displaying hand signals etc.

ii) He shall exhibit danger signal to the official supervising the shunting should the crossing be fouled during the shunting operation.

iii) He shall pilot the trains in case of abnormal working and when ordered by the SM on duty.

iv) He shall be in proper neat and clean uniform while on duty with Competency certificate.

v) He shall come on duty after taking complete rest and shall not perform duty under the influence of liquor, drugs, or intoxicants.

vi) Neither shall he absent himself from duty nor shall he exchange his duty without prior permission of his superiors.

vii) He shall not leave his duty unless properly relieved or authorized by his superiors.

viii) He shall set the points properly in non-inter locked yard and man them for all shunting movement sand shall not in therefore with the points while the vehicle surest and in grand, or passing over them.

ix) He shall be responsible to see that fouling marks are kept clear after completion of shunting.

x) He shall always commence his duty equipped with hand signal lamps during night and flags during day.

xi) He shall verify the correct setting of route before delivering required papers to the loco pilot either through taking ‘OFF’ the relevant shunt signal or by personal observation.

xii) In case of track failure, he shall assist the SM to ascertain the clearance of line.

xiii) He shall be responsible for lighting up of station are in the evening and putting out in the morning time as fixed by DRM office.

xiv) He shall be responsible for cleaning and oiling the burners and trimming wicks during day time under the supervision of Station Manager/Deputy Station Manager. This will be dispensing when Colour light Signal Flashing Tri-colour Torch is provided.

xv) At the time of through passing of trains he shall observe the train from opposite side of station all safety aspect and if the train is safe for onward run he will show all right signal.


RESPONSIBILITIES OF GATEMAN DURING WORKING PERIOD

i) He shall be responsible for proper operation of the gate as per GWI/SWR for the passage of trains.

ii) He shall ensure that no train suffers any detention on account of late closing of the gate.

iii) He shall keep the channels of check-rails clean and shall clean the road within the railway limits and water the area regularly.

iv) He shall come on duty in proper time and also with Competency certificate in neat and clean uniform.

v) He shall clean the gate lamps and hand signal lamps daily.

vi) He shall keep the surroundings of his gate lodge clean tidy and neatly planted with shrubs, plants etc.

vii) He shall remain alert on duty till properly relieved.

viii) He shall ensure that the equipment at L-Xing are complete and in working orders.

ix) He shall produce the public complaint book when required by public for lodging complaint and to the railway officials for inspection.

x) He shall ensure that road traffic is not unnecessarily held up at the gate.

xi) He shall stand in attention near the gate lodge facing the track and be prepared to repeat any signal which the guard may intend to convey to the loco pilot or show caution or danger signal should anything appear to be wrong with the train itself as it passes.

xii) He shall be polite and courteous in his behaviour towards the public.

xiii) He shall report any defect in the gate to the SM on duty without delay.

xiv) He shall close the gate on sighting a train or when ordered by the SM on panel duty.

xv) He shall attract the attention of the loco pilots and guards by shouting and gesticulating instead of showing danger signal in case of train parting.

xvi) He shall obey all lawful orders of the SM on duty.

xvii) In case of any obstruction, accident or damage to the gates, he shall protect the gate/obstruction as per instructions and rules in force.


PROCEDURE OF PUSHING BACK A TRAIN FROM BLOCK SECTION

WHEN UNABLE TO PROCEED AHEAD.

(By Sri. Manish Sharma, SS/DMA)

Whenever due to unavoidable circumstances, it becomes necessary for a train

other than a train which has been permitted in advance to work and return on

the same line back to the station from which it left with the engine pushing it ,

the Guard ma authorize the Loco pilot to do so b issuing a written memo

Provided:-

(i) He received an assurance from the Station Master of the Block Station from

which the train has left, either (a) on the portable telephone, if available , or (b)

by sending the Asst. Guard/ Asst. LP or an railway servant as ma be available, to

the nearest Station Master to obtain written permission or (c) b sending

information through the Guard/LP of an train passing over the adjacent line the

request to send the written permission through one of the station staff.

(ii) The Guard and Loco Pilot shall comply with the provisions of sub-rule (2)

and (3) of GR 4.12. i.e.

[sub rule 2 of GR 4.12- Provided further that a ‘Patrol’ or ‘ Search light’ special with

one or more vehicles in front of the engine may be permitted to run at a maximum

speed of 40 kmph.

Sub rule 3 of GR 4.12- For movement of trains outside station limits with engine

pushing during night or in thick, foggy or tempestuous weather impairing visibility, or

where otherwise prescribed b special instructions, the leading vehicle of such train

shall be equipped with prescribed head light and marker lights except in case of

emergency ]

(iii) After permission to push back is obtained, at night or if the view ahead is

not clear the Asst. Guard/Asst. Loco Pilot any other competent Railway servant be

sent with Hand signal who shall proceed at an adequate distance in advance of

the leading vehicle to pilot the train, and

(iv) The Guard shall travel in the leading brake van ensuring caution and shall

be prepared to apply the brakes as the circumstances ma warrant.

Provided that if the leading vehicle is not a brake van, the Guard shall travelling

the leading vehicle or nearest vehicle thereto which is fitted with means to bring

the train to a stop.

The Loco Pilot may push back the train at a walking pace and shall bring

it to a stop outside the First Stop Signal on single line section or the First Stop

Signal pertaining to the correct line/Last stop signal pertaining to the wrong line

whichever the leading vehicle ma come across first on a double line section.

When the train is piloted in terms of a Para (iii) of sub-rule (a) above, the pilot

man shall assist the loco pilot b showing Stop hand signal short of the aforesaid

signal.


The pilot man must show Stop hand signal short of the-

First Stop Signal on single line section, or

First Stop Signal pertaining to the correct line/Last Stop Signal pertaining to

the wrong line whichever the leading vehicle may come across first on a double

line section so as to enable the Loco Pilot to bring the train to a stop. After the

train has been brought to a stop the Loco Pilot shall sound the two long Engine

whistle thus “---- -----“

The Station Master may receive the train in the manner normal laid down

for reception of the train but in case of a train pushing back on the wrong line

on double line section, reception should be arranged in the same manner as when

single line working is introduced on the double line section.


CAUTION ORDER

(By Sri. Niranjan Gupta, SS/BJE)

1) CAUTION ORDER (4.09):- Whenever in consequence of line being under repair or for

any other reason when special precaution is being required then a caution order is

being given by the notice station or originate station to the loco pilot and the guard of

the train and it will contain the description of what KM you have to be careful with the

specific mention of reason and also mention the speed restriction at the affected

location.

Cautions are of three types:-

a) Division caution order T-409

b) Nil caution order T/A-409

c) Reminder caution order T/B-409

The circumstances when a caution order is required to be given:-

1) When emergency work or repair woks are undertaken insight or outsight the station

limit.

2) When any patrolman does not reported within 15 minutes of his schedule arrival at

the station.

3) When any jerk is reported the loco pilot.

4) When get signal are reported to be defective.

5) When TSL work is introduced in double line section.

6) When a signal is newly erected or recited on the section.

7) Working on double line during failure of all communication.

8) On a double line section when pass train does not arrive within ten minutes or a grids

train does not arrive within twenty minute of its normal running time the caution

order shall be issued for the train proceeding in opposite direction.

9) When gate becoming damaged and for all other condition or circumstances necessarily

for issue of caution order.

Procedure for issue of caution order:-

These are the following procedure for issue of caution order:-

1) By the station master of the either end of the affected Block Station.

When the station master have received about these type of circumstance as per SR

4.09.01 and it is essential to issue a caution order then he immediately inform to the

station master of the other end of Block station and power controller and all concern

with the exchange of Private number and shall not permit any train or vehicle on the

affected Block Section either from his station and from the other end of the station

unless-

i. The station master of the other end have acknowledge the receipt of such intimation.

ii. The guard and the loco pilot have been informed about the danger ahead and have

issued caution order about the location with KM wise in geographical order.

iii. He has insured that caution order has been issue by the notice station concerned.


2) By the Station master of the notice station:-

Whenever the station master of the notice station have received about these type of

circumstance as per SR 4.09.01 then he acknowledge it and shall not allow any train

or vehicle to pass through the affected Block Section or to leave his station unless he

has warned the Loco Pilot and the Guard of the train about the danger and its location

through the caution order and he will also informed the station master of rear end at

the site of restriction about the first train particular which have given caution order.

The station master of notice station shall issue ‘ Nil ’ caution order (T/A-409) to the

loco pilot and guard of all train leaving from his station it he has received no

intimation of any special precaution from his station and the next notice station in

direction of movement of train.

At the notice station loco pilot will not start and the Guard will not give signal to

start the start the train until they have received the caution order.

3) When the train starting other then notice station:-

When a train has to start on such a station which is not comes on notice station then

the station master of such station have to consult the station master of next or rear

notice station and issue a caution order up to the next notice station.

If he is unable to take the intimation of caution order from next notice station due to

communication failure and it is essential to start the train from his station, then the

train will be started up to the next Block Station by giving caution order if any up to

the next Block Station or by giving the ‘NIL’ caution order by the written order up to

the next Block station and work as per next information.

Description and preparation of caution order:-

1) Caution order shall be prepared in prescribed form of T-409 in Green paper of both

end or a white paper by computer and the name of issuing station shall be stamped in

each page or foil.

2) It is mostly prepared in three foils one each for the LP and Guard and one is kept for

the station record.

3) The caution shall specify the kilometre ,the station which or the station between which

caution order is required to be observed and also specified the speed restriction about

which the train travel to the restricted zone and the location and KM and the station

name should be mention in geographical order towards the direction of movement of

the train.

4) The name of station should be written in full, station code is not allowed.

5) No entries should be made in the back page of caution order, it more than one caution

order is used then page should be number serially in page no-01,02 etc.

6) Caution order should be issued to each train separately except for specified station

and the specified train in this case it may be available in printed or typed form, but at

the time of delivery the caution to crew and guard it should be checked up again that

all the location of restriction have been incorporated therein.

7) Caution order shall be dated and sign in full.If the caution order required any

correction of error, it should be done by ink neatly and counter sign by on duty SM

must be taken.


DERAILMENT INVESTIGATION

(By Sri. D.K.Singh, SMR/BRMD)

Object of an investigation

1.The main object of the investigation is to find the causes of the accident and to try to

avoid its repetition.

2. If the accident is caused due to the failure of track, rolling stock or signalling gears, we

have to find the reason of its failure and then we have to sort out the failure.

3. The another aim of the investigation in the case of passenger carrying train is also to

give relief to the injured passengers in time.

4.We have to find out who (person or department) is responsible for the derailment.

Types of investigation

There are mainly two types of investigation

1. By railway department

2. Other than railway department

Site investigation

1. Condition of track.

2. Check gauge of the track under the load.

3. A rough sketch showing the position of derailed vehicles marks on sleepers should be

made.

4. In case of sabotage 9r suspected sabotage nothing to be disturbed except to rescue life

till ok from police.

5. Check locomotive speed of the train just before the accident.

6. Condition of rolling stock with brake power, marshalling of trains and engine details

as breakage of components like brake blocks , underframe assemblies having caused

obstructions.

7. Application of brakes.

8. Whether all hand brakes are in released condition.

9. The position of block instructions, signals and points indicators.

10. Position of important relays.

11. How was the train received or dispatched by the station master. Whether station staff

adopted any abnormal method of working.

12. Sudden reversal of points.

13. S&T failure reported before the accident - how and when was it set right.

14. At stations with panel interlocking position of switches & indicators to be recorded

preferably by two officers or two Sr. Subordinates of different branches and relay room

to be sealed.

15. Seize and freeze all records (i.e. TSR , SM dairy, private no. book)

16. The statement of the concerned staff available at site should be recorded for finding

the cause of accident.

17. To give the prima-facie cause of the accident with expected time of restoration.

18. Marshalling of the train, with regard to anti- telescopic couches.

19. Arrange to take photographs from different angles to assist in reconstructing the scene

of the accident.


20. The dates as given in the accident reporting form must be recorded for locomotive to produce before the Accident Enquiry Committee. The track and coach/wagon is to be examined jointly and the data and information collected are to be recorded jointly signed by the Sr. Subordinate unavailable at the site. It is always useful to look into all aspects connected with the derailment. Sometimes important clues get neglected due to preconceived ideas and if becomes very difficult to properly arrive at the cause of derailment. Accidents involving collision, passing signal at danger, rolling back of a train etc. are generally caused by violation of train operation rules and it is not very difficult to trace the irregularities committed. The most difficult accidents, from investigation point of view, are the ones where wheel leaves the rail . Such accidents can be categorized in four types:

1) When one or both of the same wheel-set fall inside the track. 2) When the wheel derail without any mark on the rail table. 3) When the wheel derails with single flange mark on the rail table.

4) When a number of wheels derail with multiple flange marks on the rail table.

Some Important Defects

(A) Permanent Way

Spread gauge.

Gaping in points.

Worn out & broken tongue.

Excessive clearances of check rail opposite to the nose of the crossing.

Loose or slack points connections.

Worn out rails.

Buckling of track.

Shearing of fish plate bolts.

Uneven Cross level.

Condition of Ballast.

(B) Detects of Rolling Stock

Defects in wheel and Axle Broken & Hanging fittings.

Defects in Bolster and Assemblies.

Defects in spring gear, axle ground and trolley.

Defects in Brake gear.

Hot box/Roller bearing failure.

Under frame and under frame members out of alignment.

Poor brake power.

Defects of Locomotives are very similar to defects of Rolling.

Under frame and under frame members out of alignment.

Poor brake power.

Defects of Locomotives are very similar to defects of Rolling Stock.

2. By railway department

3. Other than railway department


RULES FOR WORKING OF TRAIN DURING TOTAL INTERRUPTION OF

COMMUNICATION ON DOUBLE LINE IN ABSOLUTE BLOCK SYSTEM :

(By Sri. Nayan Sen Gupta, SMR/BURN)

1)SM shall stop the train & inform crew & Gd. about the situation, at that time line clear

cannot be received through any of the means –

a)Block instrument/axle counter/track circuit or

b)block telephone

c) station to station telephone or intercom

d) railway auto phone or BSNL LANDLINE

e)Control telephone or VHF SET

2)The SM shall issue a written authority to the Driver of all train on prescribed form T/C—

602 to run the train during that interruption

3)Form no T/C 602 includes

a)An authority to proceed without line clear

b)An authority to pass last stop signal at ON position

c) a caution order restricted speed of all train 25/10 kmph

4)SM shall set all concerned points for the nominated route and lock all concerned facing

points.

5)The SM Shall dispatch the train by taking off departure signal except last stop signal

6)The SM shall admit the train by taking off reception signals only after stopping the train

outside the first stop signal

7)The SM may allow subsequent trains to run in following of another train keeping a close

interval of 30 minutes between two successive train

8)The Driver shall sound frequent whistle during run

9)Before entering into tunnel the driver shall ensure that the tunnel is clear from any

obstruction and also Headlight, Side light etc OF TRAIN are lit properly

10)In case of any doubt whether the tunnel is clear from any obstruction or not the train

should be piloted by a railway employee.

11)When the train is stopped in the block section due to any accident ,failure ,obstruction

& other exceptional cause –

a)The driver shall sound four short whistles to apprise the guard about the fact.

b)The guard shall immediately exhibit a hand danger signal towards the rear and also

ensure that thetail board/tail lamp is correctly exhibited.


c) The Guard shall protect the train in rear by placing detonators at a distance of 250-250-

10 meters from the train.

d)The Driver shall protect the adjacent line in front by placing detonators at a distance of

250-250-10 meters from the train

12)NO train shall be backed in midsection except under unavoidable circumstances ,it can

be done only after making protection of line in rear of the place upon which the train is

to be backed

13)While approaching the station ahead ,the driver shall sound continuous whistle to

warn SM and shall stop the train at the first stop signal.

14)When train detains outside the First Stop signal but neither the signal takes off nor any

staff turns up to pilot the train and the detention exceeds or is likely exceed 10 minutes

,the train shall be protected in rear and the Assistant Guard /Assistant Driver shall be

deputed to inform the SM.

15)Arriving at the next station ,the Driver shall hand over the authority T/C-602 to the SM

who shall keep it in his safe custody for further inspection

16) Record of all trains run over the block section on the authority/C -602 shall be

maintained in TSR at both stations.

17)Trains must continue to work on this system until any one of means of communication

restored by competent authority.

18)When communication restores ,the SM must send message of restoration to the SM of

other end under exchange of Private No. and shall record it on T/I—602.

19)Before Granting or Obtaining Line clear for a train ,both the SM shall ascertain timings

of arrival & departure of all trains and complete arrival of last of the last train

20)The Section Controller shall be intimated accordingly if communication is restored

21)All records in connection with the working of train during “Total interruption of

Communication” shall be retained at the station and the Transportation Inspector of the

section must scrutinize them and submit his report within 7 days of the resumption to

Divisional Operation Manager .


VEHICLE REPAIRS & DERAILMENT ON SIDING

(By Sri. S.C Roy, CYM/MHQ)

Vehicle repairs

1. When a vehicle has to be taken out of traffic for repairs it must be stenciled not fit to

run on both sides. In addition the prescribed damage not to go labels must be pasted on

both side of a goods vehicle near the label holder or tacked on to foot boards in case of

coaching vehicle

2. When a vehicle or wagon has been marked sick for placement in a sick siding the TXR

will send a written memo giving the number of vehicle owning railway time and date

marked sick and reason and send it to the SM/YM /Trains clerk concerned. A register will

be maintained in the SM/YM office in which particulars of sick vehicle will be maintained

and also date & time at which a vehicle was marked fit for traffic.

3. All wagons marked sick shall be detached in a siding set apart for sick wagon and

placed into sick siding or transshipment shed as required without delay.

4. The TXR, the GD , the SM, the shunting master and the train clerk are jointly

responsible to see that no sick vehicle are attached on train until fit to run memo received

after the repairs are carried out. After repairs are carried out , the stencil marks and labels

must be removed.

(b) Derailment of siding – Derailment on siding occurs during placement or drawing of

rakes which causes detention to the rakes which causes financial losses. The major

causes of derailment at siding are as following.

1. Obstruction on Track – sometimes certain materials fall upon the railway track in the

siding such as coal boulders ,big stone etc. This causes obstruction in the path of rake

movement , causes derailment due to mount & drop of wheel on the material.

2. Poor maintenance of track – The track of siding not maintained on a regular basis due

to burden of loading . Therefore the track structure becomes bad. There may be excess

gauge broken sleepers, broken rail, clip missing track buckling etc. Due to this derailment

occurred .

3. Scanty ballast – The ballast cushion is gradually diminished in track of siding due to

lack of regular maintenance . This results subsistence of track and cause derailment .

4. Lack of securing at siding – Some times vehicle are not properly secured at siding due to

this wagons roll down and got derailed .

5. Unsafe working of sidings – During loading/Unloading wagons movement occurs due to

impact of loading / unloading machines or siding engines. In such cases wagon roll down

and gets derailed .


6. Defective wagons in the rake– Presence of defective wagon/ wagons in the rake create

derailing forces during placement / Drown out. This causes derail

Prevent of derailment at siding- in order to avoid occurrence of derailment, the following

measures should be adopted .

1. Proper maintenance

2. Regular cleaning of siding.

3. Securing of vehicles at siding.

4. Extra care to be taken during loading & Unloading of materials so that no materials fall

on track.

5. Counseling of staff working at siding about safe working. 6. Ensure no defective wagons are attached in rakes being supplied for loading/ Unloading.


VARIOUS OPERATION FORMS CASES AND PRECAUTION FOR THEIR ISSUE

(By Sri. B.P.Choudhary, SS/MHQ)

Sr No.

Form No.

Cases of issue Precaution of their issue

1 T/351

Disconnection /Reconnection Notice

Repercussion should be received

2 T/369(1)

Advance authority to pass defective signals

Condition of lowering of signals should be fulfilled

3 T/369(3b)

Authority of pass signal in ON or defective

Ensure Setting and locking of points of reception line

4 T/409

Caution order Issue in geographical order

5 T/A409

Nil caution order No any speed restriction on section

6 T/B409

Reminder caution order Issued for adjacent section speed restriction

7 T/431 Train examination advice /Report

No train movement should be done before fit memo received

8 T/465 Track machine block permit /ATP on L/C

Signature of all machine operator should be received

9 T/509 Authority to receive on a obstructed line /non-signal line /authority to proceed a train which has stopped a passing reception on any reason

Setting and locking of point should be ensured

10 T/511 Authority to start a train from non-signal line /Authority to start a train when train stopped after departure on any reason other then LSS

Ensure setting and locking of points of route

11 T/512 Authority to start a train from a line with common starter signal

Setting and locking of points of train dispatch line

12 T/A602 Authority to proceed for relief engine /train into an obstructed block section

Acknowledgement of LP and GD of relief train should be taken in Token that they understood the condition


13 T/B602 Authority to opening communication during total interruption of communication on S/L

After explaining the condition acknowledgment of LP and GD to be taken

14 T/C602 Authority to for working of train during total interruption of communication on D/L

After explaining the condition acknowledgment of LP and GD to be taken, second and subsequent train to be dispatched on interval of 30 Minutes

15 T/D602 Authority for temporary S/L working on D/L section during obstruction /Blockage of one line

Clearance of line on which signal line working will be introduced should be taken by JE/SE(P-way)

16 T/E602 Line clear inquiry message asking line clear for dispatch of trains during total interruption of communication on S/L

Issued to the GD of train/light engine /Tower wagon proceeding to open communication

17 T/F602 Conditional line clear message Fulfill condition to grant line clear on arrival of communication opening train /LE/Tower wagon

18 T/G602 Conditional line clear ticket (UP)

After received conditional line clear message for up train

19 T/H602 Conditional line clear ticket (DN)

After received conditional line clear message for down train

20 T/I602 Message of restoration of normal working

Before resumption of normal working

21 T/609 Written permission by GD to LP to proceed to next station from mid- section with engine /part of train

Remaining part of train secured properly

22 T/806 Shunting order Verbal instruction also given to LP, GD and shunting staff

23 T/A912 Authority to pas automatic /semiautomatic /manually operated /Gate stop signal on ‘ON’

Conditions of lowering signal fulfilled

24 T/B912 Authority to proceed without line clear on automatic block signally territory

Ensuring clearance of block signaling section from train


25 T/C912 Authority to proceed for relief engine /Train into an obstructed automatic block signaling territory

Ensure stalled train is stationary

26 T/D912 Authority to proceed on automatic block system during prolonged failure of signals

Ensure conditions of lowering of signals

27 T/1410 Train intact arrival register Ensure complete arrival of train with clearance of F/M

28 T/A1425 Line clear enquiry message Block instrument not provided / Block instrument failed

29 T/B1425 Line clear reply message Block instrument not provided / Block instrument failed , condition of granting line clear fulfilled

30 T/C1425 Paper line clear ticket (UP) Line clear received from next station by electronic communication

31 T/D1425 Paper line clear ticket (DN) Line clear received from next station by electronic communication

32 T/1525 Motor trolley permit / Authority for motor trolley following a train

(a) Line clear received from next station (b) If following then information to be given to next station in exchange of P/No.


WHAT IS GDR

(By Md. Nehaluddin, SS/VAA)

Guard Driver (GDR) Check, at locations where TXR is not available, have been conducted by crew along with the prescribed Performa to be filled by train crew post such check :

1. After loading / back loading of a rake

2. After tippling

3. After rake is stabled for more than 24hours

4. If BPC is invalid

5. If it is a premium rake, which is being loaded or unloaded

Various staff ensure the activity and responsibility are as follows:-

A. Guard &Driver

• GDRcheckwillberequiredtobedoneinallcasesofunloading/loadingofrakes,irrespective of method of loading/unloading as well as type of BPC, so as to ensure all the doors

and fitting of wagons have been properly secured and there is no possibility of them turning loose on run.

• Closure of doors should always be checked by train crew before drawing out a rake from a terminal as part of the prescribed GDR check. Updated Performa to be filled

up after GDR check is enclosed herewith.

• ClosureofdoorsshouldalsobecheckedandensuredduringGDRcheckandsamerecorded

in the GDR memo.

B. Operating and Commercial staff on duty at sidings/Terminals:

• Releasememoofrakesshouldbeacceptedbyoperating/commercialstaffonlyafter proper closure of doors has been ensured by the siding/handling agencies. This may be

explicitly mentioned in the release memos.

• Incaseitisnotfeasibletoclosethedoorsintheterminalduetodoordefects,itshouldbe certified by the railway officials posted in the terminal and C&W attention provided for closing such doors at an operationally convenient location.

• Operating staff concerned shall assure themselves that GDR check has been done

before drawl of the rake and GDR memo has been signed as prescribed.

C. Mechanical deptt staff:

• Train examination yard staff - At the time of rake examination by C&W staff for

issue of a freshbrakepowercertificate,properclosureofdoorsshouldbeensuredandthisshouldbe

explicitlymentionedinthebrakepowercertificateissuedforallwagontypeshavingdoors,

like BOXN, BCN, BOBRN, BCACBM etc. The examination gangs should clearly

endorse by hand or by Rubber Stamp the following –‘All doors checked & found working’.


CHECKS TO BE DONE BY GUARD AND DRIVER

Items to be checked by Guard and Driver

1 All CBCs and Air Hoses are properly coupled and locked.

2 All the Angle Cocks are in open condition.

3 The last Angle Cock is in closed condition.

4 Empty / Load device handle is in proper position.

5 Thereisnoloosefittings/hangingpartslikespringspush-pullrod,BrakeBeam,Safetybrackets, Brake Blocks etc. which may endanger safe running of the train.

6 Hand brakes are released.

7 All Doors/Hoopers/Covers of wagons are closed and locked/secured.

8 Check continuity of air pressure/vacuum before starting.

Proforma for joint checking of Driver and Guard

1 Date and Place

2 Train No & Loco No.

3 From……………………… To…………………..

4 BPC No, Date & Place of issue

5 Loaded at…………………. Unloaded at……………

6 Time Loco attached……………..

7 Total Load

Signature of Driver Signature of Guard

Driver’s Name:………… Guard’s Name:……………

(This memo should be prepared in 3 copies, one copy to be kept with Driver, one copy with Guard and one will be given by Guard to Station Master/Yard Master)

Which C&W items are attend by guard and driver during GDR check

The following items are checked by the guard and driver during GDR check :-

a) Item no Description of items Remarks

1. Rake Integrity 2. a EOT at

b. Vacuum Air Pressure ready at: c. Vacuum/ Air pressure in locomotive: d. Vacuum/ Air pressure in Brake van: e. Total no of Cylinders: f. Total No of operative Cylinders: g. Total No of Inoperative Cylinders (With wagon details):

h. % of Brake power


3. Doors of all wagons are closed & locked. 4. Loose fittings/hanging parts/swinging parts which may endanger for safe running

of train like push pull road, break beam, safety brackets, brake block, auxiliary

valve, distributer valve, control reserve and brake cylinder.

5. All CBCS, brake pipe and feed pipe are properly coupled and locked .

6. Empty/load handle is in proper position as required.

7. All the angle cocks is in open condition. 8. The last angle cocks is in closed condition.

9. All hand brakes should be in released position.

10. Unsafe wagon such as body budge out.

11. Any deficiency such as spring and knuckle pin missing.

12. Wheel and Doors of all wagon are proper condition.

13. Hand Brakes are in released condition: 14. Continuity of Brake pipe pressure is confirmed through VHF/whistle code before

starting .All angle cocks should be in open condition except front of Loco and rear of Bk.van.

15. Any other abnormalities noticed & action taken:

16. Brake power: Ascertained where ever required.

Details of BPC

The BPC is required to loco pilot and guard to know that the how much time is required to

stop his train.

BPC issued at originating station by TXR under the C&W department of railway.

BPC is issued in triplicate :1.TXR record 2.locopilot 3.Guard

If necessary to issue the BPC then enroot TXR point may issue fresh BPC we have to

endorse all trains particulars in BPC such as

1.train no 2. Engine no 3. EOT time 4. Destination 5. Issue station 6.issue date 7.valid or invalid date 8.Brake percentage(Engine/BV) 9.Wagon details. Then fit to run given by C&W Department i.e. TXR.


TYPE OF BPC :-

TYPE COLOUR VALIDITY MANHOURS BP%

C.C RAKE Millennium parcel

YELLOW a) 7500km or 35 days.

b) 6000km or 30 days.

c) 4500km or 20 days.

d) 3500km or

10 days.

100 MH 100% ENOURTE 90% ALLOWED

PREMIUM GREEN 12 DAYS + 3 DAYS

75 MH 95%

INTENSIVE (END TO END)

LIGHT GREEN OR WHITE

ONE TIME LDG POINT TO UNLDG

56 MH 90%

4 DAYS 56 MH 90%

NOTE :- ANY goods Train must be obtain 75% BPC to pass Road side STN.

Any passengers Train 90% B/P Allowed in encounter after Departure of originating

station.



WORKING OF GOODS TRAIN WITHOUT BRAKE-VAN

(By Sri. T.K.Das, SS/SNKR)

In an emergency or under special instructions, when it becomes inescapable to run a Goods train without Brake van the following precautions must be taken :-

(i) The Train must be provided with continuous air pressure from the engine to the

rearmost vehicle and with prescribed brake -power. The Train Examiner must

mention the number and description of the last vehicle while issuing the brake power

certificate of such trains.

(ii) The Tail lamp( lit or unlit as the case may be) shall invariably be fixed and tied at the

tail end of the rearmost vehicle by the Guard.

(iii) The Guard of the train should travel in the engine.

(iv) When on Ghat section, such as LMG-BPB an engine is attached in the rear to act as

Banker. The Guard of the train shall travel in the engine in rear.

(v) Working of Goods train without Brakevan is prohibited during total interruption of

communication.

(vi) At the originating station the Guard of the train shall relay the number and

description of

thelastvehicleontelephonetotheSectionControllerandinwritingtotheStationMaster/

Yard Master of the train originating station.

(vii) Before starting the train the Station Master / Yard Master of the originating station

must

intimatetheSectionControlleroncontrolledsectionthenumberanddescriptionoftheLast

Vehicle under exchange of Private Number. The Section Controller must alert the

Station

MastersenrouteintimatingthetrainnumberasalsothenumberanddescriptionoftheLast

Vehicle as intimated by the originating station.

(viii) The Section Controller must keep a record the number and description of last Vehicle

and the Private Number exchanged.

(ix) While asking and giving line clear, the Line clear Enquiry and its Reply must clearly

include the number and description of the Last vehicle under exchange of private

Number and the number and description of the Last vehicle and the private Number

exchanged are recorded in the Train Signal Register.

(x) The number and description of the Last vehicle must be repeated to the section

controller

andthestationMasterofthestationinadvancewhilegiving“TrainEnteringsectionsignal”

from each station where BPAC is not installed or BPAC is not functioning.

(xi) The train running without brakevan must not allowed to run through any station

enroute. The train must stop at each block station.

(xii) On controlled section, the Section Controller shall be responsible to ensure stoppage

of such train at each block station and to take the number and description of the

Last Vehicle from each such station and got it verified.

(xiii) However where in a section, a block proving axle counter between block stations of


the receiving station is installed and is functioning (On duty Station Master should

personally ensure that BPAC is functioning), train need not be stopped at each block

station.

(xiv) The Guard, Loco Pilot and Asstt. Loco Pilot shall look back frequently during journey

to see whether the rear portion of the train is following in a safe and proper manner.

(xv) At stations where end cabins are provided, the station Master on duty before taking

‘OFF’ the reception signal must intimate the cabin man at either end, the number

and description of the Last vehicle and exchange private Number separately with

them. The Number exchanged shall be recorded in their respective Train Signal

Registers.

(xvi) On arrival of the train the cabin man of the end cabin nearest to which the last

vehicle of the train comes to rest shall physically check and verify the number and

description of the last vehicle with that obtained from the Station Master. If the

number and description of the Last vehicle is found correct the Cabin man Master

shall report complete arrival of the train on telephone to the Station Master

exchanging private Number. Until the Private Number exchanged the station master

must not send “Train Out of Block section signal ’to the station in rear.

(xvii) In case the end Cabin man is unable to verify the number and description of the last

vehicle he must intimate the Station Master. The Station Master in such a case shall

then require the Guard to certify the complete arrival of the train.

(xviii) However where in a section, a block proving axle counter or continuous track

circuiting between block stations and complete track circuiting of station section of

the receiving station is installed and is functioning and there is a clear indication of

clearance of block section as well as complete arrival of the train as per indication

given, it would be taken as assurance for complete arrival of the train to the Station

Master.

(xix) At Station other than those with end cabins or where certification of the complete

arrival of train is to be obtained from the Guard. the Station Master shall send the

complete arrival register to the guard. And obtain complete arrival certificate as per

rules in force and then only send “Train out of Brock Section” report to the Section in

rear and to control if any.

(xx) However where in a section, a block proving axle counter or continuous track

circuiting between block stations and complete track circuiting of station section of

the receiving station is installed and is functioning and there is a clear indication of

clearance of block section as well as complete arrival of the train as per indication

given, it would be taken as assurance for complete arrival of the train to the SM.


WORKING OF DISABLE VEHICLE, WAGON OR DAMAGED ENGINE

(By Sri. Subhash Mallick, SS/DMA)

1. If a vehicle or wagon is derailed, it cannot be run between a section ,unless a

competent railway staff i.e. SSE/JE of C&W examined and fit the same. If any

derailment occurs between the section, if the vehicle is re-railed, if Loco –Pilot

consider than he proceed to next station with restricted speed

2. If Guard or Station Master found any danger from the condition of any vehicle on a

train before it can be inspected by a SSE/JE of C&W the loco pilot shall be consulted

if he required it should be detached from the train.

3. If a vehicle on a train running with symptoms of Hot-axle, staff on duty shall be alert

to detect & take immediate action to stop the train. In case train can not be stopped at

very station ,a message to stopping the train shall be relayed to SM in rear station as

well as SCR on duty .In electrified section advantage may be taken by switching off

the power with the advice of TPC

4. If a an Axle-box found to be running hot , between station or at a station where no

siding facility exits , loco pilot shall at once examined its condition. He shall remove

the cover and examine the packing and put new waste, if possible and bring the train

at a restricted speed as considered safe by the loco pilot to the nearest station where

siding facility available.

5. The SM receiving advise of the hot –axle on a train shall , where possible receive the

train on the MAIN LINE . If he is unable to do so, he shall bring it to stop outside the

first STOP signal before admitting it into the loop line on which it is to be received.

6 When ever any damaged or derailed wagon which is said to be dangerous for safe

running , the SM shall bring the train to stop the train at outside the signal since

further movement of such vehicles specially over the point in the station yard, is likely

to cause serious accident . The vehicle shall be thoroughly examined and the derailed

wheels ,if any re-railed before the train admitted into the station yard .

7 No carriage, wagon or other vehicles declared unsafe to run by the duly authorized

official of C&W department shall be allowed to proceed on any account. Any

unauthorized person removing ‘’damaged’’ label from a vehicle shall be liable to

prosecution .


WORKING OF GOODS TRAIN WITHOUT GUARD

(By Sri. P.K.Bhuiya, SMR/JPH)

In an emergency or under special instructions referred to in GR 4. 25 (2) (a) & (b) the

decision to run a train without Guard shall be taken in each case only with the written

permission of the Authorised Officer of the Railway. When running of a train without

Guard is so authorised in an emergency or under special instructions by the Authorised

Officer, the procedures laid down below must be strictly adhered to :-

(i) The train shall be provided with continuous and effective air pressure from engine to

the rear most vehicle which must be a “BrakeVan” and also provided with the

prescribed brake power as per rules in force.

(ii) On the Ghat section, such as LMG-BPB. an engine shall be attached in the rear to act

as banker.

(iii) If a Guard is not provided at the train originating station, the Train Examiner must

examine the train carefully and mention the number and type of Brakevan/engine

attached in rear in the brake power certificate issued for such train. But in case no

Guard is provided at any intermediate point as at crew changing station, the Driver on

being advised by. The Station Master/ Yard Master, shall examine the train, brake

power of the train and also ensure that the rearmost four pistons are in proper

working order.

(iv) Tail Lamp( lit or unlit as the case may be) as the case may be, must be fixed at the tail

end of the rearmost Brake van, or engine attached on Ghat section.

(v) The train shall be intimated to the section controller on the Controlled section by the

Station Master under exchange of private Numbers, The Section Controller shall keep

are cording his Train Control Chart of the number and type of the Last Vehicle as also

the Private Number exchanged. The Section Controller shall alert the Station Masters

enroute intimating the train number as also the number and type of the Last Vehicle

as intimated by the originating station.

(vi) At the originating station. a Caution Order shall be issued to the Driver with necessary

end or sements for running of train without Guard and also intimating the last vehicle

number.

(vii) While asking and giving line clear for the train, the number and type of the Last

Vehicle attached in rear must be clearly indicated in the line clear Enquiry and Reply

message, The number and type of the last vehicle must be recorded in the Train Signal

Register.

(viii) While giving “Train Entering Block Section” Signal, the number and type of last vehicle

shall be repeated to the Section Controller and the Station Master in advance where

BPAC is not installed or BPAC is not functioning.

(ix) The Loco Pilot and the Assistant Loco Pilot, shall look back frequently during journey

to see whether the train is following in a safe and proper manner.

(x) The duties devolving on the Guard for protection of the train shall devolve on the Loco

Pilot, The Station Master and the Cabinman, where provided shall ensure the

correctness of the Last vehicle number as well as correct position of the last vehicle

indicator before closing the block section and before signaling “Train Entering Block

section” signal, to the block station in advance.


(xi) Working of Goods train without Guard is prohibited during total interruption of

communication.

(xii) During day, if the Station Master is not able to read correctly the number and type of

the last vehicle of the train passing through his station, he must immediately inform

the Station Master of the block station in advance to stop and examine the train. Until

the “Train out of Block Section” report is received from such block station in advance,

the Station Master of the station at which the train has passed through must not give

“Train out of Block Section” report to the block station in rear as also to the Section

Controller, if any.

(xiii) The Section Controller shall inform the Station Master immediately in rear of the such

station not to give or take line clear for any train to move over the same block section

and shall initiate action to stop movement of train over the adjacent line on the

parallel line section where the adjacent lines run closely parallel to each other between

the concerned stations till such time the last vehicle number is examined and

correctness / ensured.

(xiv) However, where in a section, a block proving axle counter between block stations of

the receiving station is installed and is functioning (On duty Station Master should

personally ensure that BPAC is functioning), train need not be stopped at each block

station.

(xv) While running through any station the Loco Pilot or the Assistant Loco Pilot deputed

by the Loco Pilot in this behalf shall look out for “All Right” signals exhibited by the

station staff If the Station staff exhibits a danger hand signal, the Loco Pilot shall lake

immediate step to stop the train.

,


WORKING OF TRAINS IN TWO OR MORE PARTS (GR 6.09)

(By Sri. S.C. Rajhans, SS/BKSC)

When a train stopped in a block section has to be divided in consequence of an accident or

the inability of the engine to take the whole train, the Guard of the train shall immediately

take steps to protect the rear portion in accordance with the rule.

Before uncoupling, put down the brakes and shall, if necessary otherwise carefully secure

the rear portion of the train. Guard shall give a written permission to the Loco Pilot to

uncouple and proceed to the next station. In single line where token working is in force,

the Loco Pilot when leaving any portion of his train in a block section shall hand over the

token to the Guard. The Guard shall retain the token until the block section has been

cleared of all vehicles of his trains.

At night or at thick, foggy or tempestuous weather impairing visibility as soon as the

engines, whether with or without vehicles is drawn forward, the Guard shall-

Protect his train in the front also with rule 6.03 and a red light is shown on the front

vehicles of the rear portion of the train. When the front portion of the train is taken

forward, no tail lamp or tail board shall be placed on the rear vehicle of the train. On

entering the station with the knowing that the block section in rear is obstructed, the first

duty of Loco Pilot is to instantly warn station master of this fact.

In addition, on a multiple line section, the Loco Pilot shall also have a written authority for

the Station master who shall ensure that no train is diverted on to or crossing the same

line on that portion of the track over which the said loco pilot would be returning.

First Part of train to clear block section


Station Master shall also inform the controller of the whole circumstances. On double or

multiple line section, the Loco Pilot may under the instructions of the Station Master, take

the train back on proper line, according to the system of working.

When moving under written instructions against the established direction of traffic on a

Double Line or against the direction of traffic on a single line, the Loco Pilot shall proceed

cautiously and make frequent use of the

PRESCRIBED CODE OF WHISLER.

SR 6.09.01

The station master shall verify the number of the last vehicle of the portion of the train

brought by the Loco Pilot with the number mentioned by the Guard in the written

permission to ensure that the portion brought by Loco Pilot is complete.

In this case Loco Pilot at first shall stop at the Home Signal while approaching the Block

Section ahead and shall constantly sound one long, one short, one long and one short

whistle. The Station Master shall receive the portion of the train by piloting in, keeping

necessary signals at on position.

Guard’s written permission as mentioned in sub rule 3 of GR 6.09 shall be in the

prescribed form no. T/609

The train out of block section report shall not be signaled to the Block Station in a rear

unless the last portion of the train left in the section clears the block section and Guard’s

signature is obtained in the complete arrival register

Rest Part of train to clear block section


WORKING TIME TABLE.

(By Sri. A.K.Haldar, SMR/BKSC)

In Indian Railway Working Time Table regularly issued in the month of July in every year

for smooth running of train in every divisions for the workers and the officers. The trains

included may be passengers train or freight trains. The working time table is the

foundation of Indian Railway for safe operations. The working time table is usually divided

into eight (8) chapters as follows :-

Chapter I :-

In Chapter one mega block and integrated maintenance is described. As in between ANR –

BGA line mega block is to be done from 22.00 hrs to 03.05 hrs, in between trains 12827-

12152 for 5 hours ,and on Saturday and Sunday .

Chapter II:-

Chapter two is related with general information. For smooth operations in Indian Railway

certain long term words are dealt with its abbreviation such as Non Interlocked Station is

defined as NI. Whenever there is certain change in time table it is mentioned in important

changes section. Here we can find the changes related to current running trains and all.

In Explanatory notes it is said that Indian Standard time is kept at all the stations, about

maximum permissible speed.

This chapter states about Accident Relief Medical Equipment is provided in which

stations. We also know about fire brigade related numbers, base of tower wagon stations

in divisions.

In divisions some railway owned weighbridge location and its capacity are described. As

ADA Up Yard, Line No 11 its capacity is 120 T.

Chapter III :-

Chapter III deals with sectional information and timings of Trains running over the

division. It also states system of working, type of block instrument, traction, line,

maximum permissible speed, booked speed, length, and all that.

Chapter IV :-

In Chapter IV we come to know about operating information. As a train can be early

departed by the public departure time. Details about Bell code of EMU/MEMU/DEMU.

Here we also know about list of trains to be watered at nominated stations over divisions.

Chapter V :-

This chapter makes us aware of running time table allowance ,speed restriction in

divisions. What is the length of up and down section. As ADA-MDN (up) section’s length is

155.3.


For smooth operation in railway permanent speed restriction should be followed. As in

ANR Yd. from km no 296/7 to 297/29 speed must be 30kmph.

In this portion We also come to know about the notice stations where Crew changing for

trains is done and, caution order may be provided for guard and driver.

Chapter VI :-

This Chapter deals with sectional information which related with important information

pertaining to Electrical Traction Dept., list of emergency socket, level crossing gate, right

hand side signals of divisions.

Chapter VII :-

This chapter gives us information about technical data of Electric Locomotives, Diesel

Locomotives ,Goods stock, Coaching stock.

Chapter VIII :-

This states section wise nominated trains for carrying Cash safe.

List of intermediate block section in divisions.

Brake van equipments which is operated by the guard in coaching trains.

Noticeable features of various types of wagons. As BOBN,BOXN and many, how its load

capacity and it is operated.

Major phone numbers of stations, SMRs, DTIs of divisions are being depicted so that in

case of emergency one can easily access those numbers and get the right information.

Public Time Table

Public Time Table is published in every year for the benefit of general public because they

can get the revised information implemented by the Indian Railways for smooth and

convenient travelling. It is also published for All Indian Railways and separately for Zonal

Railways. It is usually divided in three parts and are given as follows.

Part A :- This portion guides us how to use the time table .It is given in step by step for

using time table. It is also divided in Part I which deals with methods to find correct table

and Part II gives details of other information.

By this portion we come to know about the details of particular train. Its originating

station , shunting station attached to other train and destination.

In this portion we come to know about any train details. Different trains are shown in

different colour in chart.


Since Indian Railway is divided into Zones and Divisions we come to know about these by

following public time table. As jurisdiction of South Eastern Railway is divided into Adra,

Ranchi, Chakradharpur and Kharagpur.

As all station has a certain code, by this portion we come to know about the certain code

of a certain station. Ex-Bokaro Steel City as BKSC

By train number index we come to know a certain train by its number. As 11265/11266

for Jabalpur – Ambikapur Ex.

In this portion sectional route of train are mentioned. As Kotshila- Purulia Ex and

passenger.

In this portion we come to know about the details route map with tables.

Later we come to know about the timing of trains in broad gauge and narrow gauge.

Part B :-

Part B is related with passengers information.

In this section we come to know about important telephones number relates to Indian

Railways for smooth operations. We know how to reserve for journey. Noticeable features

in refund rule. Concession rule related to disable person and senior citizen, Passengers

amenities. In this portion we also come to know about different fares, how to book luggage

in trains, how to carry a dog.

Part C :-

By reading part C we gather information about the map of Indian Railway and Zonal

railway.


BEFORE EOT ON A STABLE LOAD THE FOLLOWING PROCEDURES SHALL BE TAKEN BY SM/POINTS MAN.

(By Sri. Bidhan Biswas, Ch.DTI/Safety)

01. Outdoor SM/YM/Shunting Master shall supervise the total activity. For attaching of power on

stable load, he will proceed to Yd. with two (02) Nos. of Station Staff. One staff will remain at

Engine Side and other staff sent to rear for securing.

02. If at station where outdoor SM are not posted, the on duty SM will deployed 02Nos. of station

staff for attaching of power on a stable load. In this case working Guard will be supervising the

activity.

03. Before attaching of Engine on stable load, on duty shunting staff will check and ensured that the

load is secured properly.

04. If he found hand braking (6+6) are not applied or in loose condition, he will apply or tighten the

same immediately.

05. Remove the safety chain from both end of the rake.

06. Remove iron skid only at the site to which the Engine will be attached.

07. LP will operate the Loco from front cab for EOT.

08. Shunting staff will ensure that Loco is stopped 20mtrs. before the rake and crossing at a

walking speed to couple with the rake.

09. Loco shall move cautiously at a speed 2 – 3 Kmph. following the existing procedure of shunting.

10. Shunting staff will adjust both the coupler of Engine as wagon so that EOT is done smoothly.

11. Where falling gradient is move then 1:400, skid should not remove before EOT and Loco notch

be Zero during impact of coupling.

12. The load should be checked thoroughly for remove of all securing applications before

movements.


On arrival of a train on running line – before stable the load the following procedures shall be taken by SM/Cabin man/Points man.

01. Must ensure that the train/load has stopped clearing the fouling mark.

02. On double line, the points in rear shall be set against the blocked line. In case of single

line the points shall be set against the blocked line at either end.

03. Lever collars/Button collars are placed on the concerned signal/slot lever buttons.

04. A remark in RED ink shall be made in TSR indicating the time and number of running

line which the vehicles are stabled.

05. A record shall be made in the SM diary in RED ink.

06. Outdoor SM/YM/Shunting Master shall supervise the stabling activity. He will proceed to

Yard with 02Nos. of station staff one staff will remain with him at Engine side and other

staff send to rear for securing.

07. If, at a station where outdoor SMs are not posted, then on duty SM will deployed 02Nos.

of Station staff for detaching of power and stabling of Road. In this case working Ground

will supervise the stabling activity.

08. Guard will apply is Hand Brake, before leaving B/V or Match truck.

09. Rear /Front points man put (2+2) Nos of Iron skid on Both side on down gradient side.

10. The hand brakes (6+6) shall fully tighten at Both end of the rake.


TRAIN LIGHTING, NECESSITY OF TRAIN LIGHTING AND METHODS, DUTIES OF GUARDS TOWARDS TRAIN LIGHTING.

(By Sri. C.K. Majhi, SMR/PRR )

1) Necessity of train lighting:-Train lighting is one of the important passenger amenities which influence the image of railways. 2) Method:-Power supply system for trains are designed and developed to suit the requirement of AC and Non- AC working in the train. 3) Layout of train lighting system I) Axle driven system II) Mid on generation. III) End on generation. IV) Alternators used in coaches. V) Batteries used in train coaches. VI) Power feeding from electric/Diesel locomotive VII) Power feeding from OHE through a separate pantograph mounted on the power car. 4) Advantage: - Axle driven system, as each coach has a battery, so no additional source is required. The problem/defect in any particular coach does not affect the others. Mid on generation, the system was most suitable for slow moving branch line passenger trains. End on generation, the system does not required use of bulky batteries and alternators in individual coaches. The system has higher reliability due to stand by DA sets and reduced

number of equipments. 5) Disadvantage: - Axle driven system, there is no stand by source for alternator and batteries, so system became poor reliability. Mid on generation, there was noise and smoke, pollution due to DA set working. End on generation, the cost of energy is high due to fuel cost. Noise and smoke pollution is generated from power cars.

6) LOADS IN TRAIN:-Lights, Fans, Air conditioning, charging points and Pantry car equipments. 7) Maintenance:-Train lighting staffs are utilized for maintenance activities like primary, secondary, train passing etc. The AC staffs are utilized for primary/secondary maintenance of AC coaches as well as accompanying with coaches while on journey. Supervisor or technician perform the task successfully attended and rectify related to safety maintenance precedence.


I) Note down the coach number, total number of defective missing light on arrival. II) Replace broken glass covers of tube light. II) Switch on each lamp/tube light if the lamp/tube light are replace, if found. IV) Clean side lamp glasses and red shield inside. 8) Duty of guard:-Responsible for ensuring that the electrical equipments and fittings of all coaches are functioning satisfactorily. Where any defect or deficiency is noticed, he should inform the electric staff on duty or advise through control to the next station where electrical staff is provided, and mention in their JTR or special report the station at which the defect was noticed. Whether this was brought to the notice of the train lighting staff and, if so whether by control message or through other means .And also indicate the station name, the train lighting staff of which were advised. He should indicate what

action, if any, was taken by the train lighting staff and where at all the defects were rectified. And should always mention the defects in guard signature book presented to them by the train lighting staff.


STATION WORKING RULE(G.R-5.06)

(By Sri. Binay Lakra, SS/KSX )

The object of Station Working rule is to regulate the safe working of traffic in and between

station depending on the local conditions that exist at the station. DSO/DSTE and DEE

are empowered to issue and modify SWR. Station working rule should be revised once in

five years or Five amendments slip (Correction slip) Whichever is earlier. In addition to GR

for Indian railways and subsidiary rule of a railway, each station shall be provided with

S.W.R, applicable to the station issued under special instruction A copy of the SWR or

relevant extract there of shall be kept at station, cabins and LC concerned S.W.R shall be

issued in Bi-lingual ie-in English and Hindi. S.W.R is issued in Conformity With the G &

SR and can not in any way supersede them .In case of any Conflict, the provision of G &

SR will. prevail the object of issuing S.W.R is to inform all staffs concerned with working of

trains about the special features of the station to ensure safe train operational and

between station including LC depending on local conditions. Sanction of CRS Must be

obtained when the S.W.R is revised due to any change in the engineering work. Sanction

of CRS must be obtained for S.W.R or special class station S.W.R and their amendments

will be prepared and issued by the concerned division under the joint signature of Sr.

DOM/DOM and Sr. DSTE/DSTE. For an inter locked station and Sr. DOM/DOM and Sr.

DEN/DEN for a non-interlocked station when ever any addition/amendment is required to

be made, the entire page/pages duly signed by concerned officers should be replaced.

pasting correction slip by hand in the S.W.R is not permitted.

LIST OF APPENDICES

The S.W.R have seven appendices i-e A,B,C,D,E,F,G

Appendix-A- Working of LC gate

Appendix-B-System of Signaling, interlocking and communication arrangement at the

station.

Appendix-C-Anti-Collision device

Appendix-D-Duties of train passing staff and staff in each shift

Appendix-E-List of essential equipments provided at the station.

Appendix-F-Rules for Working of DK station, Halts, IBH,IBS, and outlying siding.

Appendix- G-Rules For working of trains in electrified section ( to the jointly signed by

DOM and DEE)


SWR Consists of

a) Station working rule diagram.

b) Description of station.

c) Block Station, IBH, IBS on either side and their distance and outlying sidings.

d) Block Station on either side of and their distance.

e) Mid-section outlying siding.

f) Halt station.

g) Gradients within station limits.

h) Detailed of nun- running line.

i) Any special feature in the lay out over run line.

j) details of siding.

k) Track circuiting of the whole yard.

l) System of signalling and interlocking.

m) Shunting precaution and details about it.

n) The rule of simultaneous reception at the station.

o) Detailed of line provision.

p) Knowledge of fog signal post of the station.

q) Gradient within station limit.

r) Brief knowledge of LC gate.

s) Details of stop board.

t) Details of train working staff.

u) Assurance of staff in the assurance register.

Hence, In brief we can say that S.W.R is the heart of any station and each and every

person has to abide by the prescribed rules concerned with the S.W.R . No one has to

sign in S.W.R unless until he knows all the brief factor of the concerned S.W.R.


GATE WORKING RULE

These rule are framed for a LC gate operation we have to know the nature of the gate i-c

weather is traffic/eng gate, flap gate or lifting barrier whether protected by signal or no, open to

road traffic or close to road traffic, methodology of closing and opening of the gate and action to be

taken by gate keeper in case of emergency etc.

The gateman shall be alert and be prepared to take immediate action should danger be

apprehended keys of the gate shall be in his personal custody.

If the train is found passing normal the gate man must exchange all right signal with

guard and the guard shall in turn exchange of all right signal with loco pilot/ assistant loco pilot

after passing of train at all manned level crossing gates.

He shall keep the whistle slung around his neck from cord.

Gate man shall watch all passing trains to see any unusual condition like hot axel,

hanging parts, vehicle wagon on fire and load shifting etc and take prompt action to warn the loco

pilot and guard

Of the train by showing a danger signal the loco pilots and the guards should be on the

lookout for such danger signal . the gateman also inform r the station master on telephone.

If lifting barriers get damaged or becomes out of order, the gateman shall the spare chain

with dies and padlocks for searching the gate against road traffic .

Gateman shall report to the station master, any defect in his gate or apparatus pertaining

to it, as sum as possible.

Gate man shall ensure that he is having competency certificate in his possession while on

duty. He shall working the gate as per gate working instructions and remain well conversant with

these instructions. Gateman shall ensure that equipments supplied at the gate is in good under

and really for immediate use. It shall prevent tress passing by persons or cattle to the maximum

extant.

In case of train parting gateman shall not show stop hand signal but shall show prescribe

signal for train parting.

Gateman on electrified section shall watch that road vehicle/animals passing from gate are

within the height loading gage provided on either side of the level crossing gate.


DEMARCATION OF STATION SECTION, BLOCK SECTION &

STATION LIMIT

(By Sri. T.K. Roy, SS/GBA )

Station Section :Means that portion of station limit at a “B” class

station, which need not be kept clear for the purpose of line clear and which can be obstructed even after granting line clear. It is available in ‘B’ class station.

1. B Class Station Two Aspect Signalling Arrangement : On Single Line Section : a) Between SLB’s or Advance Starters (if any), or b) Between Home Signals – if there is no SLBs or Advance Starters, or c) Between Outermost facing points if there are no Home Signal’s or

SLBs or Advance Starters. On Double Line Section : a) Between Home Signal and Last Stop Signal of the station in either direction. 2. ‘B’ Class Station MLQ / MOMA Signalling Arrangement : On Single Line Section : a) Between SLBs or Advance Starters (if any) or b) Between Outermost facing points, if there are no SLBs or Advance Starters. On Double Line Section : a) Between Outermost facing point and Last Stop Signal of the station in either direction. b) Between BSLB, which provided and Last Stop Signal of this station in either direction.

Block Section : Means that portion of the running line between two block stations onto which no running train may enter until Line Clear has been received

from the block station at the other end of the block section.

Class of Station : Points at the station in rear from which block section starts

Points at the station in advance at which Block Section ends

1. A-Class Station (D/L or S/L) Two Aspects

From the last of Signal.

Up to the Starter Signal.

2. B-Class Station (D/L) Two Aspects

From the Last of Signal.

Up to the Home Signal.

3. ‘B’ Class (D/L- MOMA or MLQ)

From the Last of Signal.

i) Up to the outermost facing points or ii) Up to the SBLB

4. B-Class (S/L) Two Aspects

i) From the advance starter if one is provided.

i) Up to the advance Starters for Opposite direction.

ii) From the SLB if there is no Advance Starter.

ii) Up to the SLB for Opposite direction if there is no Advance Starter for opposite direction.

iii) If no advance starter, no SLB for opposite direction then from the Home Signal.

iii) Up to the Home Signal if there is no advance starter, SLB for Opposite direction.


iv) If no advance starter, no SLB or no Home signals for opposite direction then from the outermost facing points.

iv) Up to the outermost facing point if no advance starter, no SLB or no Home signal for opposite direction.

5. B Class (S/L-MLQ / MOMA)

i) From the Advance Starter if one is provided.

i) Up to the advance starter for opposite direction.

ii) From the SLB if there is no Advance Starter.

ii) Up to the SLB for the Opposite direction.

iii) From the outermost facing point if there is no advance starter or SLB.

iii) Up to the Outermost facing point if there is no advance starter or SLB for opposite direction.

6. C-Class(S/L & D/L Two Aspect / MLQ / MOMA)

From the Home Signal At the adequate distance of 400 Mtrs beyond the Home Signal.

Station Limit : Station Limit means the portion of a railway which is under the control of a Station Master and is situated between the outermost signals of the station or as may be specified by special instructions.

On Single Line Sections : a) At Two Aspect signaling station between UP and DOWN OUTER / WARNER SIGNALS. b) At MLQ / MOMA Signaling station between UP and DOWN DISTANT SIGNALS. c) Automatic signaling station between UP and DOWN FIRST STOP SIGNALS. On Double Line Sections: a) At Two Aspect signaling between OUTER / WARNER and LAST STOP SIGNAL in either direction. b) AT MLQ / MOMA signaling station between DISTANT and LAST STOP SIGNAL in either direction. (Where there is more than ONE Distant signal the Station Limit is reckoned from INTER DISTANT to LAST STOP SIGNAL) c) Automatic signaling station : i) Between FIRST AUTOMATIC SIGNAL IN REAR OF THE HOME and ADNANCE STARTER or ii) Up to the OUTERMOST POINTS at the TRAILING END where no Advanced Starter is provided, or iii) At station where the Automatic Signal falls within the jurisdiction of the Station in rear, the Station Limit is reckoned from HOME signal, in either direction.


SUPPLY OF ESSENTIAL SAFETY EQUIPMENT

(By Sri. Bihsnu Tanti, CYM/CNI )

It is the equipment required to be kept at station in good working order for use during

securing of vehicles, Exchange of signals, Fire accidents, Blocking of lines, Point failure

etc. A list of essential equipment should be displayed at the Station and Appendix-E of

SWR. Sr.DOM(G)/DOM(G) shall fix the scale of equipment to be made available at each

Station and supply accordingly. Once it is supplied it is the responsibility of SS/SM in

charge to keep it in good condition as per the scale. If the equipment is kept at more than

one location it should be shown clearly in Appendix-E of SWR. Once the equipment fail

short of the requirement immediate action shall be taken to recoup the same.

TP/TPM whoever comes in day shift either at Cabin or at Station should clean them daily

and oil them at least in twice a month.

Following equipments shall be include in the list:-

1. Detonators

2. LED based Tri Color flashing Torch

3. Hand Signal Flags

4. Safety Chains with Pad locks

5. Clamps with Pad locks

6. Skids

7. Wedges

8. Fire and Sand Buckets

9. Fire-Extinguishers

10. Line Blocking Collars

11. Motor Trolly on line board

12. Block board

13. Block Suspension Board

Station in charge will check these Safety equipments on first Monday of every

month. If any deficiency found then he will immediate inform sectional DTI and

concerning officers.


SOUNDING OF ACCIDENT ALARM SIREN BY HOOTER AND TARGET TIME FOR TURNING OUT OF MEDICAL VAN AND BRAKE DOWN TRAIN.

(By Sri. Bipul Sarkar, CYM/Adra )

Hooter Sounding 2 Hooter for OHE – DAY-35 minutes Night -45minutes 3 Hooter for ART (At Adra & BKSC both are ‘A’ class and at BJE ARV (Accident Relief Van)

4 Hooter Crane ADRA - 14OTBKSC- 140T

5 Hooter ARME ADRA - SPARME (Self-propelled Auxiliary Relief medical equipment) BKSC ARME (Auxiliary relief medical equipment) Duration

60 Second duration 10 second Gap between 2Hooter repeated time after 5minutes. Time of departure ART & Crane- 30minutes in day time & 45minutes in night time. ARME - 15minutes in case of double exit and 25minutes in case of single exit. Where signal facility is available signal rule will follows. Where signal facility is not available in that case setting of Rule to be fixed with clamp & Pad lock.


ART/ARME/CRANE DETAILS AND OPERATION

(By Sri. H.S.Mandal, Ch.DTI/Line ) It is to be utilized as a special trains during accident and disaster . ART;- Accident Relief Train. ARME;- Accident Relief Medical equipments Van. Ordering Authority;- CME/CMPE/Sr.DME & DME . ** Classification of ART as below;- “A” class , (2) “B” class, (3) “C” class, (4) SPART (as a Self-propelled ART) (5) Road ART ( Modified Road vehicles) (6) other ART. Analysis of ART class wise ;-

SL “A” Class “B” Class “C” Class

1 140 T Crane with Match Track.

---------- ------------

2 BCNHS( for Engineering & C&W materials)

BCN( for engineering &C&W materials)

------------

3 BRNHS ( for Rail & wheels) BRN( for Rail &wheels) ------------

4 RT( Staff car) RT (Staff Car) -----------

5 RT( Officer Car) ------------ -----------

6 RT (packing Van) RT (packing van & OHE Van)

------------

7 RT( Equipments Van) RT( Equipments Van) -----------

8 RT(HRE &Power van) RT( HRE & Power van) -----------

9 RT( Crane Tools Van) RT( Tools van) RT( Brake down van)


Analysis of ARME scale wise;-

** Scale equipment are stored ** Equipments are stored

in a

In special Medical van (RH) station at platform.

Stabled in separate siding.

** Operation Theater with

Medical equipments.

** Auxiliary medical Van (RHV)

all rescue equipments (HRD,S&T, Electrical )

ART &ARME (Siren/Hooter code )

Where ART &ARMV required;- Under the circumstance;-

(i) for accident of Loco shed , traffic yard at Home station ;-

Code;- Two (O—O) long hooter 45 second during in between 05 second brake.

(ii)For accident outside Home station ;-

Code;- Three (O-O-O) long hooter 45 second during in between 05 second brake.

(iii)For accident at Home station required both accident relief train& ARME ;-

Code;- Four (O-O-O-O)long hooter 45 second during in between 05 second brake.

(vi)For accident outside Home station requiring ART &ARME ;-

Code;- Five(O-O-O-O-O)long hooter 45 second during in between 05 second brake.

(v)For cancellation of ART & ARME ;- One (O) long hooter for 90 second duration .

** Alarm code/ Hooter code shall be repeated twice with an intervals of 05 second between

each hooter code/siren.

ARME

Scale-1 ARME Scale-2 ARME


FIRE (By Sri. S.K.Deb, Ch.DTI/Mov )

Preliminary

It is well known, that many passengers and a lot of railway properties are lost due to fire. So, preventive measures should be taken by every railway servant. “Because Prevention is Better than Cure”.

Civil Fire Stations at nearby railway stations/yards& Chart for Fire Fighting

Equipments Fir fighting equipments such as chemical fire extinguishers, fire buckets with adequate numbers, fire hydrant etc. are provided at various stations/yards. A chart should be displayed at every stations/yards showing nearest fire station, contact number, fire equipments available, sources of water for extinguishing the fire etc. Fire fighting equipments should be kept at reachable places, and each staff must know the location of the said equipments. The concerning SMRs/Sectional DTIs must see, that Water Buckets and Sand Buckets are properly kept and filled with water and sand respectively.

If minor fire occurs, SMRs/CYMs/in-Charges will inform to Divl.Control; but if there is a major fire, then they will inform to the nearby Fire Station, Divl. Security Officer and Divl.Control. Each concerning railway staff should know the use of available fire fightingequipments at stations/yards to extinguish the fire. They will also assist the fire fighting personnel to extinguish the fire.

How to prevent the fire

Some fire occur due to negligence, and others if not detected and extinguished at initial stage, may result in heavy loss of railway property and human life. So, each railway employee must observe the precautions against fire and take prompt action to extinguish it. The following precautions should be observed and kept in mind. i) Working places should be kept clean, and free from waste paper, cutting, scrap, rubbish etc. ii) Sufficient space should be kept between stacks of materials which are kept inside store room, so that if one stack catches fire it can be quickly extinguished and cannot spread to other stacks. iii) Dust bins must be kept at safe distance from station/yard buildings to throw the above materials.


iv) SMRs/CYMs/in-Charges will periodically check the electrical equipments and circuit with the help of electric staff to avoid overloading of electric circuit. v) SMRs/CYMs/in-Charges will periodically check the available fire fighting extinguishers, and send those before due date for refilling to the concerning C&W Depot. Each station/yard staff must be trained by the concerning Supervisors for the use of fire fighting extinguishers time to time. vi) No explosive materials should be kept in station/yard premises. vii) The concerning Supervisors must ensure, that each station/yard staff are aware of fire hazards; and Posters/Circulars/Standing Orders issued from time to time must be noted and strictly followed by every staff.

Fire Extinguishers in Coaching trains/A.C.Coach/Inspection Carriage/Dining Car

i) Guards working the above trains must verify, before starting their trains from originating stations, that the Fire Extinguishers had already been kept and those are in working order. If any defect/deficiency is noticed, it should be reported to the concerning Supervisor of the station/yard by the working Guard for immediate replacement. ii) A spare stock of Fire Extinguisher must be kept at station/yard from where coaching trains originate, so that if defect/deficiency is reported by Guard, it must be replaced immediately. iii) Sectional DTI/SMR/Safety Counselor will frequently check the availability and working condition of Fire Extinguishers at the originating coaching trains.

Custody and Maintenance of Fire Fighting Equipments

i) The working Supervisors of stations/yards are responsible for the upkeep and safe custody for the said equipments. In this regard, one account must be maintained in the “Dead Stock Register” by the Supervisors. In this register, they will write the movements and servicing made of these equipments. ii) If there is any theft or loss, it should be promptly reported to the concerning in-Charge of RPF as well as to Divl. Control for replacement. iii) If any defect/deficiency is noticed, it should be reported to sectional DTIs &Divl. Control for immediate replacement.

How Necessary Arrangements may be made for effective fire fighting i) Whenever any railway servant notice fire on coach/carriage, building, electrical fittings/wire, he/she take all possible steps to save life and railway property, and will try to prevent it from spreading and extinguish it. ii) If fire occurs on or beside any electrical equipment/Panel room, at first source of current should be disconnected or “Switched Off” immediately. In this regard, SMRs/CYMs/in-Charges will train the concerning staff with the help of S&T staff.


iii) SMRs/CYMs/in-Charges, if necessary, will obtain the assistance of nearby people/villagers, and for these assistances he/she may pay good remuneration for such type of services. iv) Arrangement for quick water supply must be shown by sketching at stations/yards/offices. v) As per requirement of Fire Brigade, water supply arrangements should be made quickly. vi) The approach roads and water supply points should be inspected by SMR/Sectional DTI time to time.

Training for Fire Fighting

i) The working SMRs/CYMs and sectional DTIs will impart firefighting training to all operating staff posted at stations/yards by lectures and also by demonstrating. ii) The said training should be imparted once in a month to all operating staff posted at stations/yards.

Role of Operating Staff posted at Stations/Yards in case of Fire

i) All possible actions should be taken by the said staff to extinguish the fire without any loss of time. ii) The available Fire Fighting Equipment’s must be used properly and promptly. iii) In Goods Stock Fire Extinguishers are not available. If fire is seen in Goods Stock, the role of operating staff is very important. They will apply all available appliances as quickly as possible to extinguish the fire. iv) Fire can also be seen due to Hot Axle, brake binding etc. These can be noticed by the symptoms such as Sound like Whistle, Burning Smell, Smoke coming out of Axle Box, Flameout of Axle Box, Discoloring of Axle Box Cover, Wheel not moving etc. While exchanging all right signal, if the train passing staff observe the said symptoms, then the train has to be stopped. If the train cannot be stopped, next station should be informed to stop the train for extinguishing the fire as well as rectification of Hot Axle. v) While drawing/placing rakes at Sidings/Goods Sheds, Operating staff will switch off OHE with proper safety i.e. wearing hand gloves & Shoes, wiping out water droplets particularly in rainy season. FIRE SAFETY SLOGAN: i) Carelessness is the biggest cause of Fire. ii) When Fire Safety is on, Fire Safety gone. iii) When Fire is beyond control, it may engulf everything. iv) Accident brings tears, bring safety brings cheers. v) Never trust fire.


WORKING OF TRAINS WHEN CONTROL IS INTERRUPTED

(By Sri. Abhishek Kumar, DTI/Plg )

When the control is interrupted and no communication with the Controller is possible,

Station Masters will be responsible for the working and regulating of trains, keeping in view the instructions issued by the railway administration. Books/Documents and basic

records to be kept in Control Office:

1 Station Working Rules of all stations.

2 Working facilities available on the transhipment sheds.

3 Schedule of shunting engines in the various yards.

4 Link diagrams of rakes and engines working the passenger services and also of goods

trains where laid down.

5 Crew link diagram of the various services, for the running staff.

6 Details of maximum moving dimensions permitted on the various section of the railway.

7 Map showing the maximum permissible axle load on all the railways with which traffic is interchanged. 8. Charts showing line capacity of the various sections.

8 Index sections and plans of the various sections of the jurisdiction and details of train watering, Engine fuelling etc.

9 Master charts depicting all trains indicated in the working time table in force. Charts showing jurisdiction of the various officials details of:

(a) of the maintenance branch of the post and Telegraph department responsible for

maintaining control circuit wires in good condition.

(b) of the various departments of the railways,

(c) Zone and telephone numbers of Civil, Police, Military authorities.

(d) List of various hospitals with Telephone Numbers.

(e) List of stations Civil, district-wise.

(f) OHE Sectioning diagram.

10 Diagrams showing the layout of line wires of the Control Circuit.

11 Line patrol chart

12 A calendar of returns

13 Cranes and Wagon weighbridges.

14 Turn tables and Triangles.

15 List of spare coaches based in the division as well as slip coaches running on and across the division. 18. List of coaching Rakes allotted to the division and those passing over the division.


INSPECTIONS.

(By Sri. S.Chatterjee, Ch.DTI/PRR )

Work of Operating department in railways is done by impeccable harmony among the

staffs of operating department and with other department of railways. It requires flow of

information in clear, correct and flawless manner that create a beautiful symphony of

operation of all kinds of trains in a part of the railway. In order to ensure this harmony

strict discipline among the participants is required that can be achieved by regular

inspections of working practices being adopted at the stations, cabins or LC gates.

Purpose of Inspection:-

The purpose of inspections should be–

1. To check the method of working of trains being adopted at the station is as per

prescribed rules.

2. To find out whether the staff involved in operation are fully conversant with the rules.

3. To check the method of dealing with failures and find out if any short cut is being

adopted.

4. To check whether any unsafe practices are being adopted and ensure corrective action

is implemented.

5. To identify behaviour, habits and knowledge of staff. To adopt corrective and punitive

measures if found any deficiency.

6. To observe attendance patterns of staff and take punitive actions against habitual

absentees.

7. Inspections should be educative if any incorrect practices are adopted due to

ignorance but it should be punitive if it is being done deliberately.

8. To initiate necessary D&A action if any indiscipline cases are observed.

9. To find out methods to ensure smooth and safe operation. To identify any deficiency in

yard layout, interlocking or signaling system that obstructs smooth operation and

suggest measure to improve it.

10. To check visibility station yard from SM office to for proper observance of passing

trains. If any obstruction such as building structure or any tree/bushes are impairing

visibility they should be removed.

11. To ensure signals of station are visible to the drivers of a train.

12. To ensure correct maintenance of records with complete entries.

13. To educate staff about customer friendly approach of staff and enhance ability to deal

with unwanted situations.

14. To ensure smooth services to the users of railways. To check passenger amenities

available in working condition.

15. To look into staff grievance and find out methods to minimize it. To check compliance

of previous reports. .


Types of inspections:-

1. Detailed inspection- Such inspections should be conducted by sectional TI once in a

month. Such inspections should be comprehensive in nature and should include all

aspect of working of a station. Detail checking of all station records, knowledge of staff

and passenger amenities should be done. The Station manager in-charge must also

conduct such inspections twice a month including one night inspection.

2. Safety Inspection- Such inspections are to be done to find out any unsafe practices

being adopted at a station. Such inspections should be done during failures, busy

shunting hours etc to find out habits of staff during such occurrences. At least one

such inspection should be conducted by SMR and DTI in a station.

3. Surprise inspection- such inspections should be done without any prior information

to find out attendance of staff in a shift, alertness of staff on duty, proper observance

of rules during train operation, all right signal exchange etc. One inspection per month

should be preferably at night by SMR and DTI at station, cabin or level crossings.

4. Ambush check- Such inspections are done without knowledge of staff on duty. The

inspecting should observe the working procedure of the staff like operation of gate, all

right signal exchange, securing of vehicles, precautions during shunting etc without

coming in his knowledge. Any deficiencies observed should be taken up in counselling.

5. Footplate inspection- Such inspections are done by travelling in train engine or

brake vans. This is done to ensure proper visibility along the track, visibility of signals,

alertness of station and LC gate staff, proper working of engines by drivers etc. Such

inspections should be done three- four times a month by DTI including night

footplates. Such inspections should be done in coaching trains to check its

punctuality.

6. Joint Footplate inspections- Members of Signal sighting committee i.e. CLI, DTI &

SSE/Sig should conduct such joint footplate inspections to check visibility of signals

one in every three months.

7. Running Room Inspection: - inspection of running rooms should be done to ensure

that running staff are able to get proper food and resting facilities. Running rooms

should also be jointly inspected by the team of officers as nominated and prescribed.

TIs shall inspect Running Room under their jurisdiction once a month.

8. Level Crossing Inspection: - Detail inspections of Level Crossing gates should be

done in order to ensure safety of rail and road traffic. The working habits and

knowledge of Gatemen regarding rules pertaining to his duties should be checked.

Loco pilot’s whistling while passing the LC gates should be noticed. Availability of

safety equipments at gate and their working condition should be checked. Sectional

TIs shall do 1 day Inspection and 1 night inspection of L.C Gate at their jurisdiction in

every month.


Items to be checked during detail station inspection:-

1. Private number book.

2. Station Working Rule.

3. Assurance Register.

4. Train Signal Register.

5. Station Diary.

6. Caution Order Register.

7. Signal Failure Register.

8. Cabin Basement/Relay Room Key Register.

9. Failure Memo Book

10. Disconnection / Reconnection Memo Register.

11. Authority to Pass Defective Signals.

12. Crank Handle Register.

13. Line Admission Book

14. Paper Line Clear Enquiry and Message

15. Authority to proceed

16. Shunting Order Books

17. Axle Counter Register

18. Vender’s Counter Register

19. Stabled Load Register

20. Complete Arrival Register

21. Bio-data Register of Transportation Staff

22. Station Inspection Register

23. Night Inspection Register

24. Safety Circulars/Safety Bulletins Register

25. Safety Meeting Register

26. Staff Counselling Register

27. Accident Register

28. Fog Signal Register

29. List of Essential Safety Equipments

30. Rule Book And Manuals

31. First Aid Box And Stretcher

32. Fire Drill /Firefighting Register

33. Sick Vehicle and Transhipment Register

34. Siding Key Register

35. Attendance Register

36. Staff Grievance Register

37. Display of address of Govt./Rly. Officials ,Health Unit and other particulars at

station.

38. Station where passenger train originate

39. Guard Head Quarters Station.

40. Reception and dispatch of trains.

41. Dispatch of Train.

42. Running through of trains.

43. Manpower planning.


SURPRISE NIGHT INSPECTION

a. Whether the staff the on duty are alert and in proper uniform?

b. Whether all right signals are exchanged by Loco Pilot and Guard with station staff?

c. Whether entries in Trains Signal Register are updated?

(A few private numbers may be cross checked with Cabin Man/Switch Man /Station

Master and Gate Man).

d. Whether any staff on duty is under the influence of any alcoholic drink, sedative,

narcotic or stimulant drugs?

e. Whether lever collars / slide collars/ button collars are placed/ used on concerned

levers, slides buttons as per the situation?

f. Red signal may be shown to a passing train for checking the alertness of Guard and

Loco Pilot?

g. Whether the visibility of signals is good?

h. Whether fouling marks are clearly visible from the place of operation of points and

signals?

i. Whether position of block instruments is corresponding with entries of Train Signal

Register?

j. Whether sufficient light is available to verify Last Vehicle number?

k. Whether sufficient lighting facilities are available?

l. Whether there are any unauthorized sleeping materials with staff in station/cabin?

m. Whether any off duty staff / outsiders are permitted to sleep / take rest in / near the

place of operation?


CABIN INSPECTION:

a. Whether ASM/SWM/LM on duty is alert with uniform?

b. Whether Points are set against the blocked line?

c. Whether lever collars are used on the relevant levers pertaining to the blocked

/obstructed line?

d. Whether essential equipment chart is prominently displayed?

e. Whether the safety equipments are available as per SWR and are in good working

condition?

f. Whether special restriction, if any is displayed in a board?

g. Whether bell code list is displayed?

h. whether the Block instrument is in properly locked & sealed condition ? (Where

provided)

i. Whether the pull chart as per inter locking arrangements is available?

j. Whether the dates of over hauling of cabin lever frame and block instruments are clearly

mentioned?

k. Whether cleanliness of cabin and cabin lever frame is good?

l. Whether Private numbers are exchanged correctly? (Some private numbers exchanged

should be cross checked).

m. Whether up to date diagram is displayed above the lever frame?

n. Whether in case of block suspension, it is entered in the TSR and “Block Suspended”

board is hung on the commentator?

o. Whether all levers are painted in proper color and serially numbered?

p. Whether telephones provided are in working condition?

q. Whether interlocking arrangements permit any conflicting movements in the yard?

(This may be checked by pulling conflicting levers.)

r. Whether Cabinman exchange all rights signals with passing trains where required to do

so?

s. Whether Cabin basement room is provided with double key locking arrangement?

t. Whether electric repeaters and slot indicators where provided are in good working order?

u. TSR may be checked to verify whether cabin men often perform irregular duties.

Inspection plays a vital role on maintenance of discipline among staff and working of

trains in a safe mad secure manner. Inspections must be conducted by the concerned

supervisors with its true nature and sprit as per schedule.


PATROLLING OF LINES

(By Sri. S.Pathak, Ch.DTI/BQA )

WHEN PATROLLING IS NECESSARY-

Whenever any portion of railway line is likely to be endangered by any abnormal condition

such as heavy rain, flood, storm, very hot weather, very cold weather, civil disturbance,

the line shall be patrolled for the safe running of train.

WHO DECIDE WHEN & WHERE PATROLLING TO BE DONE-

In case of sudden heavy rain fall, storm, flood or in other case when PWI felt that

patrolling of line is necessary, in his own initiative arrange to patrol the lines.

For monsoon patrolling, hot weather patrolling, cold weather patrolling DEN shall decide

the section where regular patrolling to be done. For this he shall divide the section in some

beats. Each beats to be patrolled by individual patrolman. He also arranges to prepare &

supply sufficient number of patrol chart to the concerning Station, loco shed, and control

office.

EQUIPMENTS OF PATROLMEN-

1. One number plate. 2.one patrol book in tin case3. 1 haversack.4. one tin case

containing 10 detonators. 5. Hand signal flag 2 red & 1 green (for day) 6. 2 hand

signal lamp. 7. 1 torch (for night) 8. 1 match box. 9. 1 whistle.

PROCEDURE OF PATROLLING-

A patrol book contained sufficient number of pages to be supplied to each beats. This book

will contained number & kilometer of patrol beats, name of the patrolman.

A beats which start or end in station, on arrival at station patrol man shall hand over the

patrol book to the SM/switchman, who shall enter the time of arrival & departure &

signed in it. On duty SM will also record the same in SM diary.

At the other end of the beat if there is no station patrol man will exchange the patrol

book with the patrol man of the other beat. The intermediate patrol man shall also

exchange the patrol book accordingly.


DUTIES OF SM IN REGARDS OF PATROLLING-

Station Master/switchman shall verify whether the patrolman coming on duty is sober &

fully equipped & free of any intoxication. Equipments of patrolman should be checked.

If a patrolman does not turn up within 15 minutes of his schedule arrival the SM on duty

will stop the run through train proceeding Into the block section & will advise the other

end SM to do so. A caution order to be issued to the LP,ALP,GD of the train proceeding

into the block section advising to observe speed restriction of 40kmph during day &

15kmph during night or when visibility is impaired. Caution order will continued until the

patrolman arrives & report that line is safe for passing of train.

SM will send point man/gang man for where about of the patrolman & reason of

the delay. He will also informed PWI & gang mate.

DUTIES OF PATROLMAN-

Patrol man will walk to &fro over his beat & will look out for any danger which will

be unsafe for the passage of train such as rail fracture, flood over danger level,

obstruction of track by fallen tree, failure of any part of bridge or approach .

If patrolman found any danger for the safe passage of train, he will protect the track by

placing 4 detonators in 600m.1200m ,1210m &1220m( in broad gauge) & will shown

danger hand signal from the spot of danger.

When no danger apprehended,the patrol man shall stand on the cess on the left

hand of the train & will exhibit the number plate & whistle continuously till passing of

train.

Roll of PWI-

PWI shall be responsible for ensuring that all patrolman are fully conversant with the

rules & instruction. He shall also responsible for supplying tools for patrolling. He will

also check that patrolling is done as per schedule for the safe passage of trains.


PRECAUTION DURING N.I WORK

(By Sri. S.K. Tiwary, Ch.DTI/BKSC )

It means temporary disconnection of points signal and other signaling gears. N.I Work required for installation of panel/SSI/RRI, overhauling of lever frame and yard remodeling etc.

General instruction

1. Follow working instruction of green notice which was issued by the Sr. DOM of the Division

2. Advance preparation for save operation of train 3. Prepared duty Roster Sift wise. 4. Arrangement of Goomty Telecommunication light, safety equipment before prior to

start N.I work. 5. No train should be stable at Non inter locking station. 6. During NI work crossing with train not allowed 7. Emergency cross over and siding points normally kept in set with clamp padlock. 8. At road side station root must be set for platform line. 9. No line clear shall be granted without proper route setting with clamp and padlock

for nominated line and ensure closing of LC Gate. 10. During traffic block which allowed for testing of points, signal and other signaling

gears. No line clear will be granted 11. Before lowering of free home single S.M Central will take route setting P.No from filed

N.I.S.M from nominated line then he lower free home signal. 12. Green notice copy should be circulated to all concerned station, crew booking points,

guard lobbies and official well in advance. 13. Last stop signal should not be disconnected throughout N.I. Working 14. All interlocked gates with STN. Signal will work as non interlocked during period of

N.I. 15. Caution order shall be issued to the crew and guard of all rain passing through the

station speed restriction 30 km/hr. name of all signal which will be free, which will be inoperative and where will be interlocked shall be mentioned.

16. DTI shall check the records from time to time to ensure that everything is in proper order.

17. During N.I period granting and obtaining line clear shall be done through block instrument duly fulfilling the condition.

18. Only one movement shall be done at time an simultaneous movement shall be avoided no conflicting movement shall be allowed.

19. Sectional DTI and SSE (Signal) will be in-charge of NI work.


LONG HAUL TRAIN FOMATION AND OPERATIONS

(By Sri. K.K. Goswami, Ch.DTI/BKSC )

A composition of more than one slandered train formation is defined as long haul

train. The constituent train may be empty or loaded. The running of long haul trains will

be help in reducing the congestion in busy sections there by increasing the through put. It

has added advantage of increasing the speed of rolling stocks as a result of reduction in

number of trains. There trains run with planned nomenclature on zonal railway. Long

haul trains run in nominated sections only. The name like Maruti, Python & Tiger will be

prefixed with train name & clearly marked in FOIS. There rakes only be formed at notified

station with TXR Facility.

Composition of Long Haul train

Front load Rear Load

Empty Train Empty Train

Loaded Train Loaded Train

Loaded Train Empty Train

General requirement of long haul trains.

1) The long haul trains can be (BOXN/BCN/Container/Steelmaker with Single/Train

Pipe air Brake system.

2) The maximum speed of long haul train shall be restricted to lower of the Max.

Speed of constituent train

3) Due to curve, length or visibility obstructions when it is not possible to exchange

signals physically, the exchanging of signal shall be done by walkie-Talkie sets.

4) In case of Train parting G& SR (Train parting) should be strictly follow.

5) Proper lighting & path way should be provided

6) CYM, DTI & CLI will also present for formation of long haul.

7) Both rake must be valid rake for long haul.


Long haul formation & operation

1) Nomination of line where amalgamation of rakes

2) Both rake to be make E.OT Separately and after pressure ready then one rake to be

attach, ahead or behind the other rake as per facility/system.

3) Leading engine and near most brake van will be functional

4) Rear rake Engine & leading rake brake van will be non-functional but crew of Loco

& Guard must be vigilant for safe movement of train.

5) Middle brake van must be 8 wheeler.

6) During amalgamations of rake & attachment of pressure pipe in rear engine to be

Trail dead & banking mode.

7) TXR Staff to be attend and close all the brakeage and prepare 5KG/Cm2& Air Flow

up to Zero. In Brake van pressure 4.7 kg/Km2.

8) TXR Staff will give pressure ready after 20-25 Minute to satisfied driver and rear

guard and during continuity test to ensure all wagon to be release no brake binding

and TXR give fresh combined BK Power certificate. To driver & rear guard.

9) If signal is provided them signal take “OFF” and if not provided then paper

authority (starting order) to be issue and to start the train.

10) Sectional controller will be ensured the path of long haul no passenger/Exp train

behind before movement in section.


IMPROVEMENT OF LOADING/UNLOADING AT SIDINGS

(By Sri. A.K.Singh, Ch.DTI/VAA)

Sidings are isolated places on a part of railway that purely deal with loading and unloading of

goods.

Sidings have a very important place in railway from both operational and commercial point of view.

Sidings provide a major portion of earnings to the railway. Therefore it is needed to make consistent

efforts to find ways of improvement of loading at sidings.

The following measure may be adopted for improvement of loading at sidings:

1. Provisioning of sidings: - First and foremost it is required to construct as many number of

sidings as to collect maximum freight traffic. Sidings may be constructed by the consumers

themselves as a private Siding or assisted Siding may also be constructed with railway

assistance.

2. Availability of loading commodity:- The siding must be constructed a suitable place in

vicinity of the loadable commodity so the less distance has to covered for carrying of

materials from the place of production to the place of loading.

3. Presence of suitable approach roads:- The siding must be provided with suitable approach

roads in good conditions so that carriage of loadable commodities cabin be carried in fast

and convenient manner to the point of loading.

4. Reasonable siding charges: - Siding charges should be applied at a reasonable rate in

order to encourage maximum use of Siding by the consumers.

5. Realistic rates of demurrage: - the rate of demurrage charged to the party should be

realistic and reasonable. A joint team of operating and commercial officials should visit the

Siding to decide upon the rate of demurrage on the basis of actual conditions of Siding.

6. Simple layout of siding for direct placement/drawn-out: - Layout of Siding should be kept

simple in order to facilitate easy supply, loading-unloading and drawn out of rakes.

7. Mechanized loading/unloading- in case of mechanized Loading-Unloading, the time taken

is less and more freight can be handled in minimum time.

8. Provision of EIMWB- weighbridge provided at Siding avoids the unnecessary movement of

loaded rakes for purpose of weighing. Hence more freight can be handled by same number

of wagons.

9. Supply of properly examined rakes- if the rakes supplied at Siding has intensively

examined wagons, less number of wagons shall be declared sick. Hence more loading can be

ensured.

10. Automated billing and refund facilities- the process of billing should be computerised so

that the consumer readily receive the Bill’s for payment. Similarly refund in cases of rebates

of demurrage, siding charge etc. should also be done expeditiously to ensure customer

satisfaction.


11. Attractive marketing schemes to allow more participation of players- marketing

schemes such as freight forwarder scheme should be widely implemented to ensure

maximum participation of railway users.

12. Terminal incentive scheme is introduced by railway to provide incentives to those who

help in reducing terminal detention through investment in

a. mechanized Loading-Unloading

b. Round the clock working of Siding

c. Improvements in yard layout.

13. EOL system- in engine on load system all staff cost is born by the railway. Consumers

should be encouraged to use it to minimize cost. On other hand this system ensures speedy

Loading-Unloading process that increase loading of more rakes in a given time.

Mechanized Loading Mechanized Unloading


RUNNING OF THROUGH TRAINS WITH MINIMUM DETENTION

(By Sri. S.Pal, Ch.DTI/ANR )

As we are in an era of speed, time saving idle moments we the railway men are

trying continuously to cope with the modern trends. But we own liabilities towards the

common people and a single error by a employee can cause devastation anytime and

hence we have to take all safety norms by heart simultaneously.

For a vast network, like railway’s it is very difficult to keep state with the demand of

modern era keeping all the tit bits of safety at the same time. The drawbacks or

deficiencies in the prevailing systems generally cost a lot of time and financial support.

And situation may not permit any of them. Hence, it must be better to try to minimise the

detention caused, specially by counselling and motivating the staff to get their best. The

railway has left a little space to commit errors in day-to-day works by publishing books,

providing training to staff, but when the human nature comes into consideration, flaws

can be noticed in practice.

Detention of train at originating point depend upon a lot of factors e.g. examination

, loading, unloading, preparation of vehicle guidance, attaching and detaching of wagons

etc. when that starts running towards destination passes through a number of stations

enroute. Normally at intermediate station the detention can easily be avoided by proper

and judicious controlling by controller, prompt and intelligent action by station supervisor,

sharp vigilance of station staff while exchanging signal.

Give extra effort to run such train in point or signal failure by quick handing over

authorities, clamping of points etc.

Question of detention come, when a train passes through a crew changing point, in

addition to the above-mentioned factors some special care needs to be executed at such

station involvement of more staff occurs in these case and this happens in somewhat big

yards. Here some more attention is needed to minimise the detentions from the part of

each staff, Controller. Train ordering should be justified, keeping the sectional constraints

and mandatory precedence in mind. The forecasting is mandatory and accurate as far as

practicable.

Yard master and station masters to remain update with train orderings, forecasting,

guard & drivers position etc. Whenever a through train is given line clear they should keep

the line, preferably, the through passing ones, consulting the control. As soon as the train

leaves station in rear, they should call for the crew over public addressing system in clear

and distinct voice to collect Caution order and relevant paper well in advance. They

should also inform the box carrier to collect the box of concerned crew and get ready at

the loco stopping point beforehand.


Guard: as in case of such trains the BPC, VG and other required paper are just handed

over by the incoming guards, they should emphasize on sign on at right time and get

ready with C/Order and specific orders if any, at earliest. Whenever the papers are

handed over by the SM on duty, the guard should go to the brake van stopping point

before his train comes to a stop.

After boarding on brake van, they should have a quick survey of paper, condition of

the brake van etc. After having continuity test he should start the train after getting signal

lowered.

Driver: The LPS have the most vital role in running a train. After signing on, they

should hand over T/34 HF to the guard and adjust the time with him .They too should

reach the loco stopping point well in advance.

DTI and station supervisors: Every time and everywhere the supervision plays a

crucial role. Here every effort is to be made to keep all staff thorough in local SWR, rule to

follow in abnormal condition etc. Everyone should be acknowledged for his/her

importance for the system .In such a wide arena, the working system is in formulated

form. To check the knowledge of staff and to counsel them some routine inspection is

programmed. Generally all the inspections are meant for checking the safety awareness of

the staff but a little know about the relation between safety and speed. Supervisors have

the responsibility to make all understand that safety rule is made only to make the train

at highest possible speed without extra detention. To minimise detention only one’s effort

is not sufficient, it is true, but effort of each individual is important to achieve the goal.


MAINTAININGOF SWR AT STATION

(By Sri. S.K.Sarkar, Ch.DTI/SWR )

Station Working Rule is to ensure safe train operations about special features at &

between Stations including Level Crossing which depends on local condition i.e. layout,

gradient, signalling arrangement of the particular Station. It must be followed strictly by

all train passing staff.

The following items must be checked and followed by Station Manager in charge and

Sectional DTI rigidly:-

1) Sectional DTIs must be ensured that, SWRs of all Stations under their jurisdiction

are correct, update and as per actual layout of the Station. If any anomaly, error,

omissions with SWR and actual layout of any Station found by them, they must be

informed the matter to the Sr.DOM/DOM and DTI/SWR for necessary correction in the

SWR of the concerned Station. They also ensure that, all train passing staff i.e. SS/SM,

YM, Pointsman, STJM/STGM, Gateman and any other staff connected with train passing

duties having proper knowledge of SWR, Rule Diagram, Special Restriction, Precaution of

Shunting which are prescribed in SWR and followed them strictly.

2) After receiving SWR (New or Revalidated), Station Manager in charge must be

checked it immediately that, there is no anomalies with the local conditions at their

Stations, if he found any discrepancy and difficulties, he must be informed the matter

immediately to the Sr.DOM/DOM and Sectional DTI for rectification the same.

3) Station Manager in charge is responsible to ensure that, all train passing staff,

working under him, having definite responsibilities in train passing, follow Special

Restriction of the Station, precaution of shunting at their Stations and correctly

understand and follow the SWR strictly.

4) Assurance of staff:- Station Manager in charge must be obtained sign of all train passing staff in the Assurance Register in token as a declaration of having studied the SWR (including all Appendices of SWR i.e. Appendix-“A”, “B”, “C”, “D”, E”, “F” & “G”), Station Working Rule

Diagram and other instructions pertaining to their duties and understood the same and they are in a position to take up duties independently at the Station.

In case of illiterate staff, the Station Manager in charge/SS/YM/SM shall personally

explain the SWR (including all Appendices of SWR i.e. Appendix-“A”, “B”, “C”, “D”, E”, “F”

& “G”), Station Working Rule Diagram and other instructions pertaining to their duties

and obtain their acknowledgement in the Assurance Register as a token of their having

understood the instructions.

The SMR/SS/YM/SM shall also certify that the staff concerned has understood the

instructions pertaining to their duties.

5) Fresh assurance shall be obtained in the Assurance Register from the staff

concerned as follows:-

i) When any staff newly joins at the Station.


ii) When any medication/change in SWR.

iii) When SWR issued newly for Revalidation/Commissioning of New E.I., P.I. etc.

iv) When issue Correction Slip of SWR for any modification/change.

v) When any staff resumes duty at the Station after an absence of 15 consecutive days

or more.

vi) When any LR staff (SS/SM, YM, STJM/STGM, Pointsman, Gateman etc.) arrived at

your Station.

6) Revalidation of SWR:- The SWR must be reviewed and revalidated in every five years. Maximum five Correction Slips are allowed in SWR for any modification/change. In the event of more than five Correction Slips having to be issued, the SWR must be re-issued/revalidated without waiting periodical review of every five years as mentioned above. 7) Placing of Correction Slips and replacing of existing pages & Station Working Rule Diagram (SWRD):- i) Correction Slips of SWR are being issue for various modification/change of a Block Station/Cabin, L.C. Gate etc. by the various Department of Railway i.e. Engg./Open Line, Engg./CON, S&T/Open Line, S&T/CON, S&T/PROJ., TRD/Open Line, TRD/CON, RE/TRD etc. for any modification/change i.e. for including any L.C. Gate/Gates, eliminating any L.C. Gate/Gates, including/extracting any Line/Lines, increasing CSL of any Line/Lines, connecting any Siding, changing/modification of Block Instrument, providing of Interlocking/Sliding Boom at any L.C. Gate, providing of Electrification in Non-Electrified Section etc.

Sometimes, at a time more than one Correction Slip is processed for a Station by different

Department for different work. But, due to some unavoidable circumstances i.e. not

receiving CRS’s sanction, non- completion of work at the site or any other reason etc.,

Correction Slip No. 2 or 3 etc. is issued before Correction Slip No. 1 or 2 etc., in that case,

SMR in charge must be ensured that, he has received an explanatory note of DTI/SWR for

issuing of Correction Slip No. greater before Correction Slip No. smaller. The explanatory

to be placed on the top of the Correction Slip No. greater which is issued before Correction

Slip No. smaller.

*** (Enclosed Annexure-I, Page No. 168 to 170 for understanding better about the

above matter).

ii) Correction Slip No. to be placed in descending order, that is Correction Slip No. 5,

then Correction Slip No. 4, then Correction Slip No. 3, then Correction Slip No. 2 and then

Correction Slip No. 1 from the Top of the SWR.

iii) Do not remove any Correction Slip i.e. after receiving Correction Slip No. 2 or 3 or 4

or 5, do not remove Correction Slip Nos. 1 or 2 or 3 or 4, all are to be placed in descending

order as mentioned above.

iv) Station Working Rule Diagram (SWRD) remains at the bottom of the Station

Working Rule Book. It is to be replaced after receiving new Station Working Rule Diagram

(SWRD) if any with Correction Slip of Station Working Rule.


v) After replacing of New Correction Pages of Main Body , Appendix-B, Appendix-C,

Appendix-D, Appendix-E, Appendix-F, Appendix-G, SWRD etc. instead of existing Pages as

mentioned in Correction Slip, existing page & SWRD must be sent to the Office of Sr.DOM,

do not keep at Station.

8) Do not keep any old SWR, GWR, old pages of SWR or GWR which is not in force, if

any available at Station, must be sent to the Office of the Sr.DOM.

9) Special Restriction of the Station should be read daily at least one time by all train

passing staff.

10) In case of, there is no Level Crossing Gate is control by the Station, Station

Manager in charge must be ensured that, Appendix-“A” is available in the SWR with

mentioning – “NIL” i.e.no Level Crossing Gate is controlled by the Station.

Annexure-1

South Eastern Railway

Office of the Divisional Railway Manager (Optg)

Adra No. TMI/SWR/SONA/2020

Date of issue : Date brought into force:

C O R R E C T I O N S L I P N O. 3

S T A T I O N W O R K I N G R U L E S O F

‘ S O N A M U K H I S T A T I O N ‘

Sub:- Providing of 25 KV AC Traction in between BQA and SONA Station. ------------------------------------------------------------------

Replace existing Page Nos. 2, 3 & 5 of Main Body, existing Page No. 1 each of the following L.C. Gates in between BQA-SONA for providing of Height Gauge:- BR-23, BR-25, BR-29, BR-31, BR-36, BR-37 & BR-42 of GWRs & issued Appendix- ‘G’ of SWR of SONA.

(Ankaj Kumar) (Alok Krishna) Divl. Signal & Telecom Engineer Divl. Operations Manager South Eastern Railway, Adra South Eastern Railway, Adra


Annexure-1


No. TMI/SWR/SONA/2020

S T A T I O N W O R K I N G R U L E S

O F


Sub: - Incorporating of Correction Slip No. 3 before incorporating of

Correction Slip No. 2 of SWR of SONA Station.

-----------------------------------------------------------------------------------------------

Explanatory Note:- Correction Slip No. 2 of SWR of SONA Station was prepared and sent for

obtaining CRS’s sanction for Closure of Manned L.C. Gate Nos. BR-50, BR-52, BR-59, BR-62, BR-

74 & BR-77 at KM280/9-281/0, KM281/5-6, KM287/4-5, KM290/9-291/0, KM302/5-6 & KM-304/5-6

respectively between SONA – BWCN Station. SWR is corrected to suit IP No. SI-11561 Alt-‘K’

(without Alt.-‘H’ & ‘J’). And not yet received CRS’s sanction. But work at site as per Correction Slip

No. 3 i.e. Providing of 25 KV AC Traction in between BQA and SONA Station is completed. Hence,

Correction Slip No. 3 of SWR of SONA Station is incorporated before than Correction Slip No. 2.

(S.K.Sarkar)

CH.DTI/SWR/ADA


Annexure-1


Office of the

Divisional Railway Manager (Optg) Adra

No. TMI/SWR/SONA/2020

Date of issue : Date brought into force:

C O R R E C T I O N S L I P N O. 2

S T A T I O N W O R K I N G R U L E S

O F


Sub:- Closure of Manned L.C. Gate Nos. BR-50, BR-52, BR-59, BR-62, BR-74 &

BR-77 at KM280/9-281/0, KM281/5-6, KM287/4-5, KM290/9-291/0,

KM302/5-6 & KM-304/5-6 respectively between SONA – BWCN Station.

SWR is corrected to suit IP No. SI-11561 Alt-‘K’ (without Alt.-‘H’ & ‘J’).

------------------------------------------------------------------

Replace existing Page Nos. 1, 4 & 5 of main body, existing Page Nos. 1 &

19 of Appendix–‘B’ of SWR & GWR of L.C. Gate Nos. BR-50, BR-52, BR-59, BR-

62, BR-74 & BR-77 at KM280/9-281/0, KM281/5-6, KM287/4-5, KM290/9-291/0,

KM302/5-6 & KM-304/5-6 respectively between SONA – BWCNare eliminated

from SWR.

(Ankaj Kumar) (Alok Krishna) Divl. Signal & Telecom Engineer Divl. Operations Manager

South Eastern Railway, Adra South Eastern Railway, Adra


EXAMINATION OF RAKES AND DETAILS OF STOCK INSPECTION

(By Sri. P.K.Sinha, CYM/BKSC )

Wagons being the bread earning rolling of Indian Railway. It has to be maintained,

developed and utilised wisely. In most of the cases Rakes are examined for fitness and

issue of Brake Power Certificate (BPC).

In maximum examinations the wagons are examined and repaired according to the

infrastructure facilities available in that yard. In our Division there are several Steel, Coal

,Cement and Power plants and they are our prime customers. Providing loaded raw

materials and empty wagons for supply of products as per their demand is high priority

for our earning. To fulfilling this challenge wagons inspection and it’s examination at TXR

points and making rakes ready for reutilization is a great challenge to us.

Why Needed

1) For fitness checking and safety.

2) To increase availability of rakes for maximum durations

3) Maximum utilisation of rakes

4) Increase in wagon turnaround

5) Assurance of Brake Power Certificate to Driver and Guard.

Types of examination

There are several types of examination available in our Indian Railways e.g.

1) End to end (Intensive)examination

2) CC (Close Circuit) or PME examination

a) 7500KM or 35days

b) 6000KM or 30days

3) Post Tippling(PT)examination.

4) Premium Rake examination.

5) Round trip examination

6) Guard Drivers Rake examination(GDR)

End to End (Intensive) examination

The rakes which are not examined Premium and CC are examined as Intensive. In

Intensive examination means the maximum repair to be carried out to the entire rake so

that the rake can move to the destination or up to the kilometers given in the BPC

without any enroute detachment. This examination should be carried out in a stipulated

time given in JPO.

The rake should normally be intensively examined in empty condition except when back

loading of the rake has to be done at unloading siding.

The TXR with staff will examine the rake from both sides simultaneously after such

examination and repair in defective wagons having defects mark, sick, after that the air

testing of the rake is done by the air exhauster available.

It is certified with 85- 90% brake Power.

After completion of air test the fit memo of examined rake should be issued.


On getting fitness Yard Master detach sick wagons and provide necessary gap required in

between wagons or re marshalling to be done as required.

Again on getting final advise after detaching sick wagons and attaching of fit wagons and

other fitness the TXR issues BPC of the empty rake.

The Intensive BPC is generally of green colour.

This BPC should have generally no destination mentioned in empty rakes going for

loading but destination is a must in case of loaded rakes.

The guard first signs the BPC followed by the driver who will sign the BPC after ensuring

the air pressure level in Engine.

Fresh BPC is issued in intensive examination as per available brake power percentage as

85-90 % to be mentioned.

Inspection of running and brakes gear checked in this examination.

Replacement of brake blocks and pins washers etc. are checked.

Close Circuit (CC) Rakes

CC rakes are generally examined at Base Depot having facility of routine Overhauling.

Two types of certification is done in CC rake examination in our Division

7500 KM or 35 day

Q 6000 KM or 30 days

These certification are done by the A category goods depot of the I.R.

The CC rake examination time given is 100 men per hour or 08 Hours when examined

during day light.

The CC examination can be conducted during night if sufficient illumination is there.

Separate the of examination and repairs is given to different types of stock.

100% brake power is issued to the rakes after CC examination.

Special Yellow coloured BPC will be issued valid for 7500/6000 KMs.

If any rakes moves outside the closed circuit the rake should be treated to run on Invalid

BPC and rake should be returned to base station.

Generally these Examination takes place in stipulated lines already provided with welding

facilities.

Post Tippling Examination

When a Rake having valid BPC (Premium or CC rake) returns to Yard in empty condition,

post loading, from tipplers then this examination is done.

This takes lesser time than Premium and CC rakes examination.

Generally two to three hours taken for fitness under PT examination but it largely

depends upon the availability of staffs.

Rakes integrity maintained up to four wagons attachment / detachment..

All under gears and knuckles with couplers are checked in this type of Examination.

BOXN/BOY RAKES EXAMINATION

Generally BOXN rakes are used for loading of coal, Iron- ore, Limestone, Bauxite etc.


Most of these rakes are generally unloaded by tipplers.

If premium or CC rakes return as empty having validity, these are advised as PT

examination.

As the demand of BOXN rakes is very high their Examination and fitness matters a lot for

Industrial area like Bokaro Steel City.

These days Tippling facilities of BOY has been provided by several plants.

BOY rakes are generally PME Examined at BKSC and more durable.

BOY rakes are mainly utilised for Iron Ore carrying purposes

BCN rakes and their Examination

BCN rakes are covered rakes mainly used for carrying food grains, salt, cement, Koltar

and Manganese Ores.

Sometime we at BKSC receiving Half rakes loaded and half Empty, sometime as BKSC

and NKM mixed rakes.

BCN rakes are if loaded placed to Goods Shade and manually unloaded.

BCN rakes are generally Premium and CC or Intensive fit.

At BKSC we are examining BCN rakes as Premium at Outward Yard.

Generally four hours time taken by C&W staff for Premium rake fitness of BCN rakes.

Half loaded BCN rakes, if invalid are examined Intensive.

Other than this at BKSC we are examining Steel rakes i.e. BOST/BRN and BFNS rakes,

which are generally used for loading of Iron and Steel material loading. These rakes are

generally Round Trips (RT) examined.


TRAIN PASSES STATION WITHOUT TAIL BOARD OR TAIL LAMP

(By Sri. Uttam Kumar Chattopadhyay, SS/BQA )

In case of a train passed without tail board or tail lamp-

1) Immediately advice the S.M. in advance as well as to the section controller to stop the

train to see that defect is remedied and to advise whether or not the train is complete.

2) Not to close the rear block section to ensure that no train is allowed to enter the block

section from the station in rear.

3) Unless the station in advance has advised that the train is complete supported by

private number, neither consider the block section in rear as clear nor close it.

4) If block instrument is installed in the cabin, I shall also obtain an assurance supported

by a private number that the closing of block section has been withheld and the block

section will not be closed until advised by S.M. supported by private number.

5) If possible take immediately steps to stop the train and obtained a certificate from the

Guard in charge of the train in the complete arrival register. The Guard shall immediately

take steps to provide last vehicle indicator in case the train is complete.

6) On double, triple or parallel single line section I must arrange to put the fixed signal at

“ON” to stop train from the opposite direction and also must intimate the S.M. of station in

rear from where the train has arrived to stop any train to enter into the adjacent line of the

section in the same direction.

7) Issue caution order to the Guard and Loco pilot to the circumstances to proceed

cautiously and stop shortly of any obstruction.


SAFE WORKING PRACTICES DURING PANEL OPERATION

( By S. Mallick, SS/GSL )

Common procedures during normal panel working

1. While taking charge on duty the station master should check the panel thoroughly and

find out if there is any failure such as signal no light/flickering, dropped track circuit,

panel button held up etc.

2. While taking charge on duty the station master must note that the numbers of panel

counters do match with the readings given by outgoing SM. If any discrepancy is noticed it

should be corrected before taking charge.

3. The station master must check the emergency crossover daily.

4. While taking charge, a Station master must check whether any line clear enquiry is

pending from rear station or is there any train running in the block section. The position

of block instrument and LVCD reset box to be checked.

5. If there is any failure of signal, track circuit, LVCD reset counter, block instrument or any

other signalling equipment, it must be noted in a station diary while giving charge by the

outgoing station master and this should also be mentioned in the urgent order book. The

station master taking charge of duty must acknowledge the failure going on, by putting

his/her signature at the relevant place in the Urgent order book and SM diary.

6. The blocked lines of the yard must be mentioned in the charge summary and on duty SM

should exchange Private numbers for the block lines with central SM/Cabin SM/SCR on

duty in each shift.

7. The station master must use the collar button to lock the route button of the occupied

line. In case of VDU panel, the occupied Line must be blocked.

8. After arrival of a train at the station, the point must be set against the blocked line.

9. During operation of emergency buttons such as emergency route release, emergency point

operation, super emergency route release etc, the physical verification of location must be

ensured by the station master. In such cases Station master must send one staff to the

location to verify whether the obstructed track is free of any physical obstruction such as

any engineering tool, any iron piece or any leftover Vehicle is present on the track.

10. While performing non signal movement on the panel the station master must ensure the

proper setting of route and concerning points, it’s clamping and padlocking.

11. During operation of panel the station master must ensure that the staff is showing proper

hand signal to the shunting staff as per his instructions.

12. Station master must keep a watch on the voltage indicator panel. If the voltage indicator is

showing low voltage for a long time then this must be informed to the S&T staff.

13. Any abnormal signal failure indicated by the buzzer/lights on the panel should be

reported immediately to the S&T staff.

14. While allowing S&T disconnection the station master must ensure that the concerning

point or track circuit is free of any vehicle moving over it. After completion of isn’t the work

the station master must check the concerning track or point or signal before receiving the

reconnection memo.


Procedure of working during total failure of panel

In circumstances when the entire panel has failed such as all the track circuit are showing

occupied or the panel button is held up or there is no light on the VDU panel; in such

cases no point can be operated from the panel and all point operation has to be done

manually by using crank handle. The following procedure should be adopted by the on

duty SM in this case:-

1. In this situation, the station master first of shall make a diary entry reporting the situation

to all concerned. The S&T staff, SMR (In-charge), Sectional DTI shall be given information

at the earliest.

2. All entries to be done in TSR, SM diary, signal failure register, urgent order book. Failure

memo to be issued to S&T staff.

3. The station master should depute sufficient number of staff for operation of points by

using crank handle and it’s clamping and padlocking.

4. Before granting line clear for any train the proper route should be set by use of crank

handle and clamping and padlocking of points.

5. The pilot memo should be issued in the proper format and a competent railway servant is

to be sent for reception or dispatch of the train with the authority to be handed over to the

loco pilot of the train.

6. All necessary precautions of non signal movement should be taken in this regard to avoid

detention and to ensure the smooth operation of trains.

7. To deal with cases of total failure of panel, the sectional DTI in consultation with the

concerned station manager should prepare a backup plan to minimize detention and

ensure safety of operations during such failures.

8. This backup plan should contain the following:-

i. Number of sufficient staff required for operation of all points of the yard. How and by

what means these Staff can be arranged to work in the particular yard.

ii. Total number of clamps and padlocks required in case of total failure of panel and how

these safety equipment will be arranged and carried to the particular yard

iii. Total number of hand signals required in such cases

iv. Availability off sufficient amount of authority forms for pilot movements.

9. In case of prolonged failure, necessary points may be provided with hand point levers.

10. All entries of train movements in TSR during such failures shall be done in red ink.

11. A Joint report shall be prepared by SI &DTI for submission to HQ.


Working of Material Train

( By Sri.J.J.Topno, SS/CNI )

• A material train shall be worked only with the permission of the Station Masters on

each side and in accordance with special instructions.

• When a material train is required to be run for Engineering purposes, the DRM shall

make necessary arrangements in good time advising all concerned, the nature of the

work to be done, the duration of work and the station at which it is to be stabled daily

during the period of work. A material train shall not be permitted to work during

thick, foggy or tempestuous weather impairing visibility.

• Duty of Station Master during working of material train:--

• The SM of the station from where the material train is to start must advise the SM at

the other end of the block section so as the length of time during which the ballast

train will work and whether it will proceed to the next station or return to the starting

station. This must be acknowledged before the train is allowed to start. On controlled

section an order number shall be obtained from the SCR in connection with it’s

working.

• Along with Authority to Proceed a caution order shall be issued stating the time

allowed to work and clearance of the section e mentioning whether to return the

starting station or proceed to the next station and guard’s and driver’s signature must

be taken on the record foil of caution order.

• Ondoublelinewhenmaterialtrainworkingonlineclearaftercompletionofworkitshall

proceed to next block station in advance and if necessary it may return on the proper line.

• On double line it may be allowed to work on wrong line and return after block back the

section. And the authority to proceed will be Caution Order with PN.

• On single line it may be allowed to work and proceed to the next station or return to the

rear station. Here the authority to proceed will be Paper Line Clear Ticket.

• Here the material train may returned after working, then driver will return the Paper

Line Clear Ticket to the SM.

• On double line or single line when the train is required to be sent in to the

blocked/obstructed section, then it may allowed to work on the authority of Block

ticket. On return of the material train the SM will issue a message that the train has

arrived and block section is clear of all obstructions under signature of guard and Train

Inspector’s Joint Memo and inform, the SM at other end to this affect


WORKING OF TT MCHINE

( By Sri.R.Gupta, SS/PRR)

The following procedure must be observed for working of Track Machine(s) in block section

and passes through a Block station to another Block station without performing any work.

Working of Track Machine(s) in block section-

A. When to work in Block section between two stations: In case of Track Machine (s) is/are required to move to work between two block stations ( work and return

or work and proceed to the station ahead, the Operator/JE/SSE(P.Way) shall inform the SM in writing with the following information- i) Type of machine(s) ii) Number of machine(s) and their sequence of movement. iii) Specific location (Kilometer Number) of the work. iv) Whether work & precede and work and return. v) Time required in the section i.e total time including transit to and from and the

working time. vi) The expected time at which machine will clear the section. vii) Name of the Operator/JE/SSE(P.Way) should also be mentioned. On receipt of such written massage from Operator/JE/SSE(P.Way), on duty SM will contract the SCR and on obtained permission from the control, he will then allow the track machine into the block section. Before allowing such machines to work between block station- (i) Station Master of both end block station shall exchange message with complete

particulars regarding working of all the machines supported by private number. (ii) Station Master shall also exchange message supported by private number with the

SM or CM, to this effect at the station where end cabin are provided. (iii) All necessary safety precaution shall be taken at both end stations to prevent entry

of trains in to the concerned section during the working of these machines, such as, using lever/button collars, setting of point against the blocked line and making

suitable entries in red ink in TSR and station diary. (iv) SM will prepare single authority on form No. T/465 and handed over the

JE/SSE(P.Way) in-charge who will obtained signature of all the Track Machine Operator/JE/SSE.

(v) Before handed over the authority SM will ensure that, the Outgoing route is Set and

locked properly. (vi) In case of Authority to proceed/Block Permit for Track Machine has been handed

over to the Operator or JE/SSE(P.Way) as the case may be, but, for any unavoidable circumstance program is changed, SM will collect and cancelled the authority from Operator or JE/SSE(P.Way) before changing of route. Later he will issue fresh authority.


(vii) The last machine of the Group/Convoy in the direction of Movement must fixed LVI and manned by SSE/JE(P.Way) in-charge of the Machine with the Authority to proceed.

(viii) On Double or multiple line section, SM will issue Caution Order to all the train

running on adjacent line mentioning the fact that Track Machine(s) is/are working on Up/Dn line at exact kilometer or site.

Dispatch of Machine:- From Right line (Signaled Line)- (a) Only one Machine – Lowering of departure signal. (b) More than One Machine-

i) All the machine start from the same line.

ii) Outgoing route to be set and lock by on duty SM from panel or Cabin. iii) One competent railway servant will deployed at the foot of starter signal and he

will show precede Hand Signal to the operator of all the track machines and passed them one by one making the safe distance of 200 meters each other.

iv) Operator of Track Machine will start his machine only after observing the proceed Hand Signal of Operating staff from the foot of the starter signal, If, he observed no operating staff is available at the foot of the starter with proceed Hand Signal, even authority to proceed is received, he will not start his machine and informed the fact to the SM on duty.

v) The operating staff will remain at foot of the starter signal till the time all the machines are entered into the block section.

vi) After deployment of station staff at foot of the starter, SM will hand over the Authority T/465 and lowered and concern departure signal.

vii) After departure of all the machines one by one making the safe distance of 200 m, the operating staff will return back to SM office and inform to SM regarding complete departure of all machines. He will return Record foil of T/465 to the SM with remarks & signature that “All the machine entered into the Block Section & Points Zone are clear”.

viii) Only after ensure from the staff that, all machines are entered into the Block Section safely with LV indicator, on duty SM will send train entering block section (Out Report) and may altered the points.

From wrong line (Non-Signaled Line)- (a) Only one Machine and More than One Machine-

i. All the machines shall start from the same line. ii. Outgoing route set and secured by clamp & Pad lock as per G&SER-5.11. iii. After setting and Locking of route, SM will handed over the Authority T/465. iv. A competent railway servant shall pilot out the machines travelling in the first

machine. v. After departure of all the machines one by one making the safe distance of 200m,

Operating will remove the clamp and pad lock and return back to station office and inform to SM regarding complete departure of all machines.

vi. Onlyafter ensure from the staff that, all machines are entered into the Block Section safely with LV Indicator, on duty SM will send train entering block section (Out Report) and may altered the Points.


Reception of Machines

From right line (Signaled Movement)-

i) Only one Machine-Lowering of reception Signal. ii) Group of Machine- lowering of reception signal and a competent Railway servant

shall display Green Hand signal at the Foot of the First Stop Signal, till the last machine enters the station. All the machine shall be received on the same line. After machine enters the station. All the machine shall be received on the same line. After arrival of all machines one by one, the operating will return back to station and informed to SM regarding complete arrival of Machines. On after ensuring the same on duty SM may altered the points and send In report to SM of other end station.

From wrong line (Non-Signaled Movement)- i) Only one Machine and More than One Machines-

(a) Incoming route should be set and secured by clamp & Pad lock and all procedure as

per GR5.10 to follow. Machine(s) will be piloted in with the authority of T/509 and the operating staff (Pilot man) will travel in the first machine in the direction of movement. SSE/JE(P.Way) In-charge shall be responsible to ensure that all the machine arrived safety following each other without delay at station and certify the same by written memo. After ensuring that, all the clamp is remove and on received of the certificate from SSE/JE(P.Way) in-charge he may altered the point.

B.Running Track Machine from a Block station to another Block station without performing any work:-

i) Movement of single/couple machine: As per the system of working in vogue. ii) Movement of Group of Machine: (a) On receipt of such message from Engineering official about movement of Group of

machines from one station to another without performing any work, on duty SM, on consultation with SCR, arrange to take Short duration block (10 manures more than running time).

(b) Authority to proceed will be T/465. (c) All the procedure as per item No. (A) Above should be followed meticulously. C. On Arrival of Track Machine SSE/JE(P.Way) In-charge will certify in written that all Machine(s) is/are arrived completely and the section is clear and fit for normal traffic, On receipt of such written massage, on duty SM will cancelled the block under exchange of massage and private number with SM of other end station and obtained control order number in this regard.

All the Supervisors of the Division are hereby advised to counsel the concern staff accordingly. Acknowledgments of staff should be received after counseled.


OPERATIONAL PROCEDURE FOR VARIOUS TYPE OF MACHINE

(By Sri P. Mukhopadhyay, Ch.DTI/BQA )

SL

NO

Type of

track

machine

Purpose of

Deployment

Working

1. CSM Plain track tamping

It corrected rack geometry i.e alignment twist ,cross level longitudinal level and track ballast under sleepers. This machine can pack three sleepers at a time. But can pack two sleepers at a time.

2. UNO Plain track

tamping

It corrected rack geometry i.e alignment twist ,cross

level longitudinal level and track ballast under sleepers. This machine can pack three sleepers at a time. Generally deployed at work site . But can pack one sleeper at a time

3. DUO Plain track tamping

It corrected rack geometry i.e alignment twist ,cross level longitudinal level and track ballast under sleepers. This machine can pack three sleepers at a time. Generally deployed at work site . But can pack one sleeper at a time

4. BCM Ballast screening of plain and turnout track

It screens track ballast dt by removing muck, thus improve drainage and elasticity of track for safe in and comfortable running.

5. FRM Shoulder ballast screening

It is used to carry out cleaning of shoulder ballast by removing musk, drainage of track and elasticity improving of ballast bed.

6. UNI Turnout Packing

It corrects turnout track geometry i.e. alignment , twist cross level, longitudinal level and pack ballast under sleepers.

7. DGS Consolidation of newly tamped track

It build up lateral resistance & consolidation of track faster and helps to relax speed restriction early

8. TRT Laying of track

It is a fully mechanized system of complete track renewal.

9. PQRS Laying of track

It is a semi mechanized system of track renewal wherein pre-fabricated rail panels are laid and exiting panels removed with minimum labour.

10. T-28 Turnout replacement machine

It is a fully mechanized system of complete turnout with minimum manual labour

11. BRM Ballast regulating machine.

It is mechanized system of track ballast equalization, regulation and profiling.

12. UIV Utility vehicle It is a mechanized system of transporting heavy material like rail, sleeper etc, from one station to another in traffic block.


JOINT CHECKING OF POINT & CROSSING

( By Sri.Biswadeep Chatterjee, SS/Adra )

• Duration of Joint checking by PWI & SSE(Sig) :- Once in every three months by in-

charge or sectional supervisor.

• ADEN & ADSTE – Once in a Year of passenger running point &crossing.

• Points and crossings are provided to help transfer railway vehicles from one track to

another.

• The tracks may be parallel to, diverging from, or converging with each other.

• Points and crossings are necessary because the wheels of railway vehicles are provided

with inside flanges and, therefore, they require this special arrangement in order to

navigate their way of the rails.

• The points or switches aid in diverting the vehicles and the crossings provide gaps in

the rails so as to help the flanged wheels to roll over them.

• A complete set of points and crossings, along with lead rails, is called turnout.

• Point and crossing assembly consist of three main components namely Point, Lead &

Crossing element.

Important Terms Points: A pair of tongue rail with the if stock rails are termed as points.

Crossing: A crossing is a device introduced at the junction where two rails cross to permit

he wheel flange of railway vehicle to pass from one track to another track.

Turnout: The term denotes points and crossing with the lead.

Tongue rail: It is tapered moveable rail , which sets against the stock rail near its

machined end and is connected at or near its other end , other than the tapered end with

the stock rail.

Stock rail: It is the running rail , against which the tongue rail sets when points are

operated.


Switch: A pair of tongue with stock rail with necessary connections and fittings.

Heel of switch: It is imaginary point on the gauge line midway between the end of lead

rail and the tongue rail in case of loose heel switches In case of fixed heel switches , it is a

point on the gauge line of tongue rail opposite the centre of heel block.

Lead: The track portion between heels of switch to the beginning of crossing assembly is

called lead.

Turn in curve: The track portion between the heel of crossing to the fouling marks is

called turn incurve.

Heel blocks: These are the blocks interested between the heel of the stock rail and tongue

rail, used to provide clear gap for the wheel flange.

Stretcher bars: These are used to connect the toe of the tongue rails so that both the

tongues moves through the same distance or gap. Generally 2 or 3 bars are used near and

behind the toe.

Check rails: They are the rails which are used to guide the outer wheel flange of the train to ensure that the train does not derail.

An acute angle crossing or ‘V’ crossing: In this type the intersection of the two gauge faces forms an acute angle. For example , when a right rail crosses a left rail , it makes an acute crossing. Thus , unlike rail crossings form an acute crossing.

Obtuse or diamond crossing: In which the two gauge faces meet at an obtuse angle. When a right or left rail crosses a similar rail , it makes an obtuse crossing.

Square crossing: In which two tracks cross at right angles. Such crossings are rarely used in actual practice. When two tracks crosses each other at less than 90 angle then it forms diamond shape so it is called Diamond Crossing:-

Crossing

Square crossing

Squire Crossing

Diamond Crossing


Inspection and Maintenance • Condition of tongue rails and stock rails.

• Condition of fittings of tongue and stock rails.

• Gauge and cross level at switch assembly.

• Clearance between stock and tongue rails.

• Gauge and cross level of crossing assembly.

• Check rails.

Maximum Minimum

BG 48mm 44mm

MG 44mm 41mm

• Cross levels on straight tracks and turnouts.

• Sleepers.

• Ballast and drainage.

• Minimum Throw of Switch ( SOD 2004)

• For existing works ( BG ) : 95mm

• For new works/alterations to existing works ( BG ):115mm

These connections are not only useful for trains to move from one route to another but

also help for marshalling and shunting work in station yards.

Marshalling Yard: - Yard in which wagons are sorted and new trains are formed are called

Marshalling Yards”.

Station Yard:- Yard is the system of tracks laid within prescribed limits for various

purposes such as storing, sorting, dispatching of vehicles and making up trains.

Movement of vehicles in yards is not authorized by a time-table.


SECURING OF TRAIN/VEHICLE(S) AT STATION

( By Sri.P.Mukhopadhyay, CDTI/BQA )

To avoid rolling down of Train / Vehicle at the time of stabling and clearing of stabling and

clearing of stable load, the following procedure must be followed by the all concern staff :-

1. At the time of Stabling & securing of Goods Train:-

A.

i) Outdoor SM/YM/Shunting Master shall supervise the stabling activity. For detaching of Engine and stabling load, he will proceed with two numbers of PM-

A/B. One staff will remain with him at Engine side and other staff will send to the rear end for securing.

ii) Where Outdoor SM is not provided, the SM on duty will deploy two Nos. of station

staff for detaching of Engine and stabling of Train/Vehicle. He will also decide that, who will proceed towards Engine side and who will proceed towards rear side. In that case, working Guard will supervise the stabling activity.

iii) On arrival of Train, SM on duty must be ensured that, the Train is standing clearing

the Rear Fouling Mark. iv) He will inform to the working Guard to apply the Hand Brake of the Rear Brake Van

before leaving the Brake Van. v) After ensuring the above activities, shunting staff shall advise the LP to apply A-9.

vi) If there is any DS point, it must be set and to be secured by clamping & Padlocking.

B. During detaching the Engine:-

i) Shunting staff will uncouple the BP after closing the angle cock, first at the Engine

side then at the Wagon side.

ii) Angle cock of Wagon of the Train to be opened by the shunting staff to drain out the

Pressure so that formation brakes are applied.

iii) He will then raise the Operating Handle to unlock the CBC and he will exhibit the

Hand Signal to the LP for detaching the Engine.

C. Securing of Train/Vehicle(s):-

i) At least four Skids/Sprags/Wooden Weges to be used, two each below the outermost

pair of wheels at either end to securing the Vehicle(s) or load, by the station staff.

ii) Hand Brake of at least 12 Wagons i.e. 6 Wagons from either end must be fully tightened. Hand Brake of all Wagons to be tightened, if the number of Wagons are less than 12.


iii) If the Rake/Loads is likely to remain stabled for more than 3 hours, the station staff

shall tie two safety chains, one at each end of the Rake and padlock it. iv) The safety chain shall be passed around the Axle twice and after tying the ends,

they shall be locked such that, no strain fails on the padlock.

v) Point at both ends shall be set against the occupied line.

vi) Remarks to be made in Red ink in the TSR indicating Time & Line Number.

vii) A record shall also be made in ‘Station Diary’ and ‘Stable Load Register’.

viii) ‘Lever Collars’, ‘Slide Collars’, ‘Reminder Collars’ etc. must be placed on relevant Levers, Slides, Points, Signals etc., disable the relevant Points, Signals etc. In case of EI or SSI.

ix) At Station where Cabins are provided, SM/CM is in charge of Cabin, they shall intimate the fact to each other under exchange of Private Number.

x) After completion of stable load, SM/YM must be informed the Section Controller under exchange of Private Number that all laid down precautions stabling and securing the load have been taken.

D. Attaching of Engine for clearing of Stabled Load:-

i) During attaching of Engine with the Stabled Load, the procedure laid down in item

Nos. A (i) & (ii) to be followed.

ii) Before attaching of Engine on the Stabled Load, Shunting staffs check and ensured that, the Load is secured properly.

iii) If he found that, Hand Brakes (6+6) are not applied or in loose condition, he will apply or tighten the same immediately.

iv) Remove the safety chain from both end of the Rake.

v) Remove Iron Skid at the side only which the Engine will be attached.

vi) LP will drive the Engine for EOT from the front Cab only.

vii) The LP shall exercise great caution to avoid any bump while attaching Engine.

viii) Shunting staff to be ensured that, Engine is stopped at a distance of 20 meters from the Rake and crossing at a walking speed to couple with the Rake.

ix) Engine shall move cautiously at a speed of 2-3 KMPH following the existing procedure of shunting.

x) Shunting staff will adjust both CBC Coupler of Engine and Wagon so that, EOT is to be done smoothly.


xi) Shunting Supervisor (Outdoor SM / YM / Guard / Shunting Master as the case may be) will inform to both the staff immediate after making EOT, also advise to remove Skids and release all the Hand Brakes.

xii) The Load should be checked thoroughly and to be ensured that, all the appliances for securing of the Load are removed before movement.

2. At the time of Stabling & securing of Coaching Rake:-

A. i) Outdoor SM/YM/Shunting Master shall supervise the stabling activity. For

detaching of Engine and stabling load, he will proceed with two numbers of PM-

A/B. One staff will remain with him at Engine side and other staff will send to the

rear end for securing.

ii) Where Outdoor SM is not provided, the SM on duty will deploy two Nos. of station

staff for detaching of Engine and stabling of Coaching Rake. He will also decide

that, who will proceed towards Engine side and who will proceed towards rear side.

In that case, working Guard will supervise the stabling activity.

iii) On arrival of Train, SM on duty must be ensured that, the Train is standing clearing

the Rear Fouling Mark.

iv) He will advise the staff to apply Hand Brake of the front SLR (Engine side) under the

personal supervision by him and also inform to the working Guard to apply the

Hand Brake of the Rear SLR before leaving the SLR.

v) After ensuring the above activities, shunting staff shall advise the LP to apply A-9.

vi) If there is any DS point, it must be set and to be secured by clamping & Padlocking.

B. During detaching the Engine:-

i) Shunting staff will uncouple the Brake Pipe & Feed Pipe after closing the angle

cock, first at the Engine side then at the Coach side.

ii) He will then uncouple the Engine by operating Screw Coupling and he will exhibit

the Hand Signal to the LP for detaching the Engine.

C. Securing of Coaching Rake:-

i) At least four Skids/Sprags/Wooden Weges to be used, two each below the

outermost pair of wheels at either end to securing the Rake, by the station staff.

ii) If the Rake is likely to remain stabled for more than 3 hours, the station staff shall tie two safety chains, one at each end of the Rake and padlock it.

iii) The safety chain shall be passed around the Axle twice and after tying the ends,

they shall be locked such that, no strain fails on the padlock.


iv) Point at both ends shall be set against the occupied line.

v) Remarks to be made in Red ink in the TSR indicating Time & Line Number.

vi) A record shall also be made in ‘Station Diary’ and ‘Stable Load Register’.

vii) ‘Lever Collars’, ‘Slide Collars’, ‘Reminder Collars’ etc. must be placed on relevant Levers, Slides, Points, Signals etc., disable the relevant Points, Signals etc. In case of EI or SSI.

viii) At Station where Cabins are provided, SM/CM is in charge of Cabin, they shall intimate the fact to each other under exchange of Private Number.

ix) After completion of stable the Rake, SM/YM must be informed the Section Controller under exchange of Private Number that all laid down precautions stabling and securing the Rake have been taken.

D. Attaching of Engine for clearing of Stabled Rake:- i) During attaching of Engine with the Rake, the procedure laid down in item Nos. A (i) & (ii) to be followed. ii) Before attaching of Engine on the Rake, Shunting staffs check and ensured that, the Rake is secured properly. iii) If he found that, Hand Brakes in both side SLRs are not applied or in loose condition, he will apply or tighten the same immediately. iv) Remove the safety chain from both end of the Rake. v) Remove Iron Skid at the side only which the Engine will be attached.

vi) LP will drive the Engine for EOT from the front Cab only.

vii) The LP shall exercise great caution to avoid any bump while attaching Engine.

viii) Shunting staff to be ensured that, Engine is stopped at a distance of 20 meters from the Rake and crossing at a walking speed to couple with the Rake.

ix) Engine shall move cautiously at a speed of 2-3 KMPH following the existing

procedure of shunting. x) Shunting staff will adjust both Screw Coupler of Engine and Rake so that, EOT is to be done smoothly. xi) Shunting Supervisor (Outdoor SM / YM / Guard / Shunting Master as the case

may be) will inform to both the staff immediate after making EOT, also advise to remove Skids and release the Hand Brake of both side SLRs.

xii) The Rake should be checked thoroughly and to be ensured that, all the appliances for securing of the Rake are removed before movement.


3. Stabling of Vehicles/Load/Train at Station with gradient of 1 in 400 or Steeper Additional precaution to be taken while stabling Vehicles/Load/Train at a Station with gradient of 1 in 400 or steeper may have been prescribed under approved special instructions (by CRS) and mentioned in SWR of respective Station. These should be followed scrupulously. In addition, following precautions must be observed over and above those prescribed under approved special instructions:-

i) Before vehicles are uncoupled, the Hand Brakes should be applied, Skids/Sprags/Wooden Wedges, should also be used to prevent Vehicles from rolling down.

ii) As far as possible, the Vehicles/Load/Train should be stabled on a Line which is isolated from other Lines, particularly running Lines.

4. In case Load/Train is stabled with Locomotive attached or Light Engine(s) is/are shut down or stabled

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:-

i) Application of both SA-9 and A-9 Brakes. ii) Application of Hand Brake and Parking Brake.

iii) Secure the Loco with wooden Wedges provided on the Loco.

iv) Loco Pilot while on duty should not leave Loco unmanned. In case he is required to leave the Locomotive unmanned, he should do so only after receiving written authority from the Station Master / Yard Master and ensuring item Nos. i), ii) & iii) of 4 above.

v) Before leaving the Station / Yard, the Loco Pilot and Guard should jointly record in a register to be maintained with Station Master that the Load & Loco has been secured as prescribed above.


EMERGENCY ROUTE RELEASE AND EMERGENCY POINT OPERATION

( By Sri.Anirban Banerjee, SM/CJN )

Cancelling a Route/ Emergency route release (VDU) To cancel a cleared signal click on the signal cancellation in the concerned signal menu, the signal will put back to danger immediately, then click Emergency Route release option in the menu, The timer will initiated, Then the route locked indication& timer indication near the signal start flashing. After the completion of time delay, route locked flashing indication disappears and counter provided for the route release will change to next higher digit which should be recorded by SM/ASM.

ROUTE RELEASE TIMER INDICATION

EMERGENCY ROUTE RELEASE (Panel) If the, route set has to be cancelled due to any reason, the following procedure is to

be adopted in order :-

(i) Signal to be cancelled by pressing concerned signal button and signal cancellation button simultaneously and then released. (ii) Next, Emergency Route Release Button is to be pressed first by break opening the

seal and then the Signal Button has to be pressed and then released. (iii) After above the mentioned operation, emergency route cancellation counter advances to next higher number, simultaneously the signal lock indication provided at the foot of the signal will start flashing and a steady white light will appear just below the Emergency route release counter. Two separate indications are provided for route release operation for UP & DN side respectively. The strip lights of the route for which the emergency operation is being done, white light steady indication and signal lock flashing indication all will disappear after a lapse of 120 seconds. All operations should be recorded in a Register.


SEQUENTIAL (AUTOMATIC) ROUTE RELEASE The Signal routes are automatically released by the passage of train over the route. All the routes will be released on occupation of the berthing track circuit and clearance of the track circuit behind except Calling-on signal and Adv. Starter signal for which Calling-on signal /Adv. Starter signal button & Signal cancellation button are to be pressed in addition.

(b) EMERGENCY POINT OPERATION :-

Emergency point operation is resorted to only in case of failure of point zone track circuits. This operation should be done after ascertaining clearance of point zone track circuits. Emergency point operation button is provided in the panel with a seal which is to be broken for emergency operation of the point. For emergency point operation, emergency point button is to be pressed along with concerned point button simultaneously. Retaining the point button pressed, emergency point button to be released and the Group Normal point button or Group reverse point button is to be pressed for operating the point to Normal or Reverse position. The operation is indicated by a red light appearing above the Emergency point button. Emergency operation advances emergency point operation counter to next higher number, which has to be recorded in emergency point operation register. This operation must be done after satisfying that no vehicle is occupying the point zone track circuit. SS/SM’s Emergency point key is to be inserted and turned before carrying out emergency point operation.


PRECAUTIONSTOBETAKENDURINGPOWERBLOCK

( By Sri.Chanchal Sen, SS/ADA )

In electrified sections, the overhead equipments (OHE) are provided for continuous

supply of 25 KV electric supplies to the electric locomotives for hauling the trains. These

overhead equipments require periodic maintenance so that they can work without any

disturbances or failures. Such maintenance is done during power block. The power block

is of two types:-

1. Power cum traffic block- in power cum traffic block the particular section or line/lines of

yard are blocked by the tower wagon/car for maintenance work of OHE.

2. Only power block -in such blocks the maintenance work is done by the TRD staff using a

ladder in such case no traffic block is required. Any diesel vehicles can be run on the line

during such a power block.

During power block the station master should take the following precautions:-

1. Station Masters must obtain private numbers of TPC, SCR & Dy.CHC. Block message

supported by private number should be exchanged with adjacent station if block is in

section or with the end cabins if block is in station yard.

2. All entries to be done in TSR, SM diary, power block register, urgent order book.

3. All precautions to be taken to prevent entry of any electric vehicle in affected section/line

by placing of “power block” board on block instruments and collar button on panel.

4. The station master must be conversant about the elementary sections of OHE in his

station yard, on the block section on the both ends of the station and also of the OHE

position of the stations at both ends.

5. All the station masters of a station must be aware about the exact location of the

elementary sections in the yard/Block section. They must be able to understand the OHE

diagram displayed in the station.

6. All the station Masters of a station must understand the limits and geographical location

of the elementary section of the station yard and the block section on both ends.

7. The station master should not admit a train on direct signal if power block is allowed in

the signal overlap section of a particular line.

8. The reception/departure of a tower wagon/car should be done as a train and all the

operating procedures should be adopted as done for a train.

9. All operating procedure adopted for running a train should also be adopted for running of

a tower wagon/car.


10. In case of reception/departure of a tower wagon coming on/ going to a wrong line, proper

authority should be sent after proper setting, clamping and padlocking of the particular

line on which it is intended to be received/ departed.

11. The station master must fully understand the repercussions mentioned in the power block

message and take necessary steps accordingly.

12. Such power block that is likely to affect the places of passenger movement such as waiting

hall, staircase, FOB, elevators, escalators, station platform, booking counter etc., should

be avoided during times of passenger trains and during times of poor visibility/poor

weather conditions.

13. If it is necessary to allow power block in conditions as mentioned above, concerned staff

should be deputed to take care of passengers in waiting halls FOB etc. and regular

announcements should be made to inform about the situations.


CREW MANAGEMENTSYSTEM

( By Sri. Arup Mukhopadhyay, CMS/Coordinator )

Crew management system is aimed at providing information regarding the crew at all times. It assist user in providing information regarding the presence of crew at home station or out station, maintain their status-wise records and assign crew to the trains. It shall also maintain information regarding the periodic and other rests, Road Learning, Traction Knowledge, Training Scheduling, PME, DAR actions etc.

The software Crew management system is being developed with the following objective: -

1. Optimum and effective utilization of crew by maintaining inventory of all crews at home stations and at outstations.

2. Effective scheduling and assignment of train crew by receiving information of train call and depending upon the type of traction and sections to be covered, assign the most

suitable crew.

3. Manpower planning for ensuring availability of appropriate crew by monitoring road learning and training of crew to operate the locomotive of different traction and gauges.

4. Schedule periodic rests of the crew based on total duty hours completed from the beginning of the fortnight.

5. Serve as a tool for giving calls to crew in a most effective manner.

6. Monitoring of training of staff due for promotion and refresher courses and also the staff whose competency certificate is due for renewal.

7. Monitoring of the crew productivity by calculating total hours of duty worked, total kilometres earned by each staff

8. To serve as a tool for controlling payment of the overtime and kilometre allowance.

9. Act as a tool for making the crew lobbies more or less paperless.

The CMS system is a role based, workflow oriented software which makes user carry out the various steps of the workflow one at a time by the person who is responsible for the act. Unless a step is completed the next step shall not take place. for example :-

Traffic supervisor creates a demand based on train running for crew(TA).

Unless a TA has been generated the booking Clerk cannot book the crew and server

him.

Once the call has been served the crew has to acknowledge the call.

The calls acknowledge information is entered by the crew through SMS in automated

mode and manually by the clerk in paper call mode.

Unless the crew call has been acknowledged the crew cannot sign into the system.

Once the crew signs on the supervisor approves his transaction.

The crew signs OFF at the other end if he has performed journey as per the call served

particulars else the system does not authorize him to sign OFF.

The crew on sign OFF is required to be approved by supervisor.

The crew is offered HINDI / ENGLISH option as the first screen on the KIOSK. Once the crew has selected the language of his convenience he is next asked to enter a valid ID and a password to have access to the CMS system. Each crew ID / LI ID is unique for CMS system. All the crew ID's are created by the CMS system with a password 123. The crew / LI should change his password the first time he logs in. Option is available for all such changes in the KIOSKS.


Mobile App (CHALAK DAL)

Sign-ON & Sign OFF through Mobile App(CHALAK DAL ) can be done for the lobbies

to been abled for Mobile App Sign On/Off by CMS Console.

CMS application has also been modified by providing two additional module viz.

Permit Sign-On (App) & Permit Sign-Off (App)under supervisor console from where

supervisor can grant permission to crew for Sign On & Sign Off through Mobile App.

Geo fencing of Lobby locations have been enabled in Mobile App based on GPS

coordinates of concerned station.

On getting approval from the concerned lobby supervisor, Crew can Sign-On and

Sign-Off through Mobile App only when he/she is within the Geo- fencing range.

Further flow of Sign On and Sign Off process will be the same as that of CMS

KIOSK.

Chief Loco Inspector

What CLI can do in CMS

Each CLI has to be allotted a UNIQUE ID. Once a unique ID has been given to a CLI by

the CMS system and his status is made active then the names of such CLI’s shall appear

in the BIO-DATA of crew.

CLI also feed his movement details in CMS after entering Unique ID through CMS Kiosk

or Mobile chalak dal app in every journey.

The crew is being monitored by his nominated Loco Inspector for efficiency and safety of

the train services. At the end of each monitoring by the Loco inspector the crew is graded

for his performance. On login by the Loco inspector into the system the LI is offered the

following option selection screen.

He can graded a crew for his performance.

The Loco inspector can monitor the movement of his nominated crew.

The Loco inspector can see the personnel details of his nominated crew.

Can see the QUICK score.

See whether his nominated crew is reading the circulars properly.

The movement of his nominated crew can be seen by the LI. The LI shall log in

using his ID and see from the crew monitoring screen the working of his nominated

crew. He can see the status of the Crew, Ordering time and other related

information which shall help the LI understand the movement of his nominated

crew over the section.

Crew Personnel Dentals -- CLI can monitor various personnel details of the crew

like apart from the actual monitoring of the crew while on train and grading him ;

Due date of PME, Refreshers, Automatic Signalling. Last rest particulars, Night in

bed, Last duty Hrs etc. Cumulative duty Hrs ,Last duty Hrs, Blood Group

Chief Loco Inspector

What CLI can do in CMS


Mobile App (CHALAK DAL)

Sign-ON & Sign OFF through Mobile App(CHALAK DAL ) can be done for the lobbies

to been abled for Mobile App Sign On/Off by CMS Console.

CMS application has also been modified by providing two additional module viz.

Permit Sign-On (App) & Permit Sign-Off (App)under supervisor console from where

supervisor can grant permission to crew for Sign On & Sign Off through Mobile App.

Geo fencing of Lobby locations have been enabled in Mobile App based on GPS

coordinates of concerned station.

On getting approval from the concerned lobby supervisor, Crew can Sign-On and

Sign-Off through Mobile App only when he/she is within the Geo- fencing range.

Further flow of Sign On and Sign Off process will be the same as that of CMS

KIOSK.

Each CLI has to be allotted a UNIQUE ID. Once a unique ID has been given to a CLI by

the CMS system and his status is made active then the names of such CLI’s shall appear

in the BIO-DATA of crew.

CLI also feed his movement details in CMS after entering Unique ID through CMS Kiosk

or Mobile chalak dal app in every journey.

The crew is being monitored by his nominated Loco Inspector for efficiency and safety of

the train services. At the end of each monitoring by the Loco inspector the crew is graded

for his performance. On login by the Loco inspector into the system the LI is offered the

following option selection screen.

He can graded a crew for his performance.

The Loco inspector can monitor the movement of his nominated crew.

The Loco inspector can see the personnel details of his nominated crew.

Can see the QUICK score.

See whether his nominated crew is reading the circulars properly.

The movement of his nominated crew can be seen by the LI. The LI shall log in

using his ID and see from the crew monitoring screen the working of his nominated

crew. He can see the status of the Crew, Ordering time and other related

information which shall help the LI understand the movement of his nominated

crew over the section.

Crew Personnel Dentals -- CLI can monitor various personnel details of the crew

like apart from the actual monitoring of the crew while on train and grading him ;

Due date of PME, Refreshers, Automatic Signalling. Last rest particulars, Night in

bed, Last duty Hrs etc. Cumulative duty Hrs ,Last duty Hrs, Blood Group


ACCIDENT PARTICULARS REGARDING OPTG STAFF RESPONSIBLE DURING

THE YEAR 2018 – 19

( By Sri.Dibakar Mahji, Sr.DSO/Adra ) Sr. No.

Date Place Brief description Cause Violation of

G&SR

Name of staff held responsible

01 10.04.18 21.00 hrs

MOCL siding Derailed and capsize rear trolley wagon S.E 61213 of N/BOX(E) and dashed & broken dead & buffer on L/No. 06.

Not securing the second part (31 nos wagons on L/No. 07) by applying skids and hand brakes at both ends as well as improper supervision by the guard during shunting.

Primary: (i) M/s

MOCL’s shunting staff

Blameworthy: (i) Sri P.T.Rao,

Guard/ANR

02 25.05.18

KST Siding Derailment of wagon No. ER 36124 BOBRN(L) STPS and

BVZI No. NWR

88625 at Km. No. 328/3-4.

Due to one hard boulder came into the contact of wheel during push back

movement, the same stone

cause mount of MT wheel and derailed occurred and the 2nd wagon was derailed due to cross pull.

Primary: (i) BCCL

Siding Authority.

Secondary (i) Sri Nagina

Paswan, Guard/BJE. (ii) Sri

S.K.Rajbhar, PM-A/BJE

(iii) Sri Om Kumar, PM-B/VAA

03 28.05.18

BKSC G Cabin

Derailment of engine No. ME/8489/8555 in L/No. 14.

Due to immature operation of point No. 26 (unlocking the point and trying to normalize the point No.26).

Primary: (i) Sri

S.N.Thakur, PM-A/BKSC.

Secondary: (ii) Sri A.

Lakra, SS/BKSC,

04 17.07.18 02.15 hrs.

BKSC D/Cabin

Derailment of 01 BCN(E) wagon No. CR-150985.

Due to two routes resulted RDF end trolley with all wheels derailed by cross pull.

Primary: (i) Sri.

S.S.Dusad, PM-

A/BKSC Secondary:

(i) Sri. A. Mahato, PM-

A/BKSC (ii) Sri. Ranjit Singh, CYM/BKSC

05 06.08.18 12.30 hrs.

BKSC Empty Yard

Derailment of wagon No. SE-21071056536 BOST(E) at point No.

31 of empty yard/BKSC

Due to under wheel operation of point No 31 of O/Cabin of empty yard/BKSC.

Primary: (i) Sri P.

Midya, CLM/BKSC Secondary:

(i) Sri R.K.Choudhary,

PM-A/BKSC (ii) Sri Tarun

Kumar, PM-A/BKSC for not communicating clearly with CLM

regarding pushing back operation and

clearance of point.

06 08.09.18 03.10 hrs

BJE E Cabin

Derailment of wagon No. CR 30019461080 BCNA over point No. 29A

Due to wrong procedure adopted and lack of communication between shunting staff and concern cabin’s SM

(i) Sri K.D.Mahato, STJM/BJE

(ii) Sri Manoj Kumar, SM/BJE

(iii) Sri Chandu Mukhi, PM-

A/BJE


Sr. No.

Date Place Brief description

Cause Violation of G&SR


07 23.10.18 16.20 hrs

KST Siding

Derailment of NMT No. ECoR 86121338116 BVZI

Due to during pushing he rake in the siding, a big stone boulder has fallen on the track from the shoulder of the platform due to vibration and entangled with the wing of axle box and lift the inner wheel of trailing trolley of NMT and derailed by one pair wheel of trailing trolley.

(i) BCCL Siding Authority (ii) Sri A.K.Shaw, Guard /BJE

08 20.11.18 05.15 hrs.

Adra Yard

Derailment of diesel shunting Loco No. 36055 WDS-6/BKSC over Point No. 7R(D/S) at about 05.15 hrs.

Due to allowing the shunting movement of empty rake of train No. 58602, the Diesel Loco No. 36055, WDS6 over trap point No. 7R(D/S) without setting, clamping and padlocking.

Sk. Sarwar Hussain, PM-B/Adra

09 16.12.18 01.50 hrs.

ODM Stn Derailment of D/Loco No. 13622 WDG3A/BKSC in L/No. 04 (Ballast siding) on DS points No. 198 at Km. No. 214/17-19.

Due to movement of Diesel Light Engine over DS point No. 19B is in open condition.

Primary: (i) Sri Santanu Panda, SM/ODM (ii) Sri A.K.Kundu, Guard/Adra Secondary: (i) Sri S.K.Ghosh, PM-A/ODM (ii) Mrs. Dolon Roy, PM-A/ODM Blameworthy: (i) Sri B.T.Maji, LP/Adra (ii) Sri Birsa Toppo, ALP/Adra

10 09.03.18 Adra Yard

Derailment of SEC 57140322295 BFNS & ECoR 24121811727 BOXNS.

Due to non-securing the hand point No. PM-12 with clamp and padlock and operation of this hand point under wheel movement.

Primary (i) Sri N. Sasankam, PM-A/Adra (ii) Smt. D.Varalakshmi, PM-A/Adra Secondary: (i) Sri Uttam Kr. Ray, STGM-I/Adra (ii) Sri Nirmal Kr. Pal, STGM-I/Adra

11 14.03.19 KNF Yard

Derailment of 01 wagon No. SECR 14863 BOXN(E) of train No. N/BOX/E.

Due to pulling of the train over point No. 103A, which was set in reverse position and trailed through during pushing and stopped.

Primary (i) Sri Shailendra Kumar, LP/Goods/ BJE Secondary: (i) Sri Krishna Kumar, Sr.ALP(Goods)/BJE (ii) Sri Biswas Singh, Guard/BJE.


Accident Particulars regarding Optg staff responsible during the year 2019– 2020

Sr. No.

Date Place Brief description Cause Violation of

G&SR

Name of staff held

responsible

01 24.06.19 19.10 hrs

CRS Siding

Derailment of one N-BOX empty Wagon No. SE-1007970520, 24th from the BV by its all wheels of rear trolley (Perbellia end) and 02 wheels of front trolley (RKI end) at L/No. 03.

Due to track was not clear and track head was covered by coal fine & boulders and during drawn out wheel flange was obstructed by boulders and after hitting the boulders the flange of wheel mounted and due to this flange laterally out of rail, subsequently derailment occurred.

Primary: (i) CRS Siding

Authority Secondary: (i) Sri Y. Sreenivasa

Rao, CGS/RKI (ii) Sri Ashis Roy

Chowdhury, Goods Guard/Adra

Blameworthy: (i) Sri Ashok Khan,

LP/Goods

(ii) Sri Sikandar Kumar, ALP/Adra

02 25.08.19 06.55 hrs.

Adra Yard

Derailment of Lpco No. 16614R/WDM-3A/BKSC at point No. UD-18 at Km. No. ADA/1055.

Due to bursting of point No. UD-18(non- interlocked hand point) by this diesel engine during taking of the sick coach to sick line in pushing mode setting this point in no route condition. While this diesel light engine was returning back as shunting movement in long hood mode derailed over this point in no route condition.

Primary: (i) Sri T.V.Rao, PM-

A/Adra Secondary: (i) Sri Ramesh

Chandra Roy, CYM/Adra

(ii) Sri Badal Mukhopadhyay, LP/S/Adra

(iii) Sri N.K.Pal, STJM-I/Adra

(iv) Sri Nagen Bouri, PM-A/Adra

(v) Sri G.Simachalam, PM-A/Adra

(vi) Sri Laxmi Kant Kisku, PM-A/Adra

03 07.10.19 15.15 hrs.

Between F/Cabin & G/Cabin/ BKSC

Derailment of wagon No. ER-52597 BCN(L) in bet F/Cabin & G/Cabin/BKSC at Km. No. BKSC/IE-

4/9 & BKSC/IE-4/10.

(i) According to CAMTECH Manual on derailments (page attached with report), the difference in working camber amongst the four spring s under load should not exceed 13mm. in this case it

was found to be 232-214=18mm between trolleys at station side and 229-214=15mm between trolleys at RDF end and 230-214=16mm diagonally on examination.

(ii) Due to springs having high difference in cambers the derailment was cause due to off loading effect. The fluctuation of speed at various instances resulted in sudden jerk hence no point of mount was found.

(iii) The unevenness in loading is leading reason for the difference in camber height.

(iv) The train was not offered for

TXR examination in spite of invalid BPC and BKSC being TXR point.

Primary : (i) Dalmia

Cement Authority

Secondary : (v) Sri R.K.Singh,

LP/BKSC (vi) Sri P.

Choudhary, Guard/BKSC

(vii) Onduty Controller

Asraf Azam, SS/BKSC


Sr. No.

Date Place Brief description Cause Violation of G&SR


04. 13.10.19 20.40 hrs

Adra Yard

Derailment of Loco No. 13120 WDG-3A/KGP MU with Loco No. 13464/WDG-3A/KGP at Adra DD Yard.

Due to heap of unloaded ballast on both side of the truck.

Primary: (i) Sri P. Vinod

Kumar, JE(P-Way)/W/Adra

Blameworthy: (i) Sri T.K.Dey,

Guard/BJE

05 19.11.19 04.35 hrs

BKSC “P” Cabin

Derailment of 05 Nos. BOXNHL/E wagons near ‘P’ Cabin/BKSC

Due to unauthorized movement by the driver of BSL Power No. 99 who proceeded without proper authority & overshot hand point No. 36 and the subsequent backward movement of the train on totally unthoughtful advise of Rly. staff.

Primary: (i) Sri Pradeep

Singh, Driver of BSL Power No. 99.

Secondary: (i) Sri R.P.Mishra, SM/P-Cabin/BKSC (ii) Sri

S.K.Sarkar, CDTI/SWR/Adra

06 10.02.20 BKSC D Cabin

Derailment of 03 BOXNHL/E wagon during shunting of L/No/ 07 and L/No. 08.

Due to skid was not properly placed before detach S/Engine and during pulling of rest wagons of L/No. 07 feeling some vibration & due to gradient towards D/Cabin BKSC side it roll down due to gap in between skid & wheel of first 12 wagons.

Primary: (i) Sri Rahul

Kumar Singh, PM/BKSC

Secondary: (i) Sri A.K.Modi,

STJM/BKSC


Accident Particulars regarding Optg staff responsible during the year 2020– 2021

Sr. No.

Date Place Brief description

Cause Violation of G&SR


01 04.05.20 BJE Yard Bursting of point No. 26A due to SPAD.

(i) The LP & ALP of LE/GMO has disregarded the Starter Signal(S-92) in danger and started the LE(Light Engine) only hearing announcement of the SM.

(i) Sri Bablu Sahu, SM/West Cabin/BJE has mistakenly taken off signal(S-71) from line No. 01 DN towards SBW to dispatch this L.E and failed to observe that the signal for wrong line has been taken off. He also failed to stop the Light Engine, when the LP disregard the Starter Signal No. S-92.

(ii) SM Central Cabin without confirming the signal status made announcement to start the LE and the working LP & ALP of the LE started the LE without ensuring the Starter Signal No. S-92 in OFF position.

Primary: (i) Sri Binod Bihari

Upadhyay, LP/M Exp./ROU

(ii) Sri Ashish Kumar Pradhan, ALP/ROU who failed

(iii) Sri Bablu Sahu, SM/W Cabin/BJE,

Secondary (i) Sri S.K.Sahu,

CLI/ROU Blameworthy (i) Sri Rakesh

Kumar, SM/Central/BJE

(ii) Sri Ratan sway, CDTI/BJE

02 04.07.20 22.45 hrs

GBA Station

Derailment of M/E/Loco No. 28459/28190 WAG7/BKSC at GBA Station on point No. 9N.

Due to complete carelessness by all the shunting staff involved in shunting operation.

Primary: (i) Sri Dilip Kumar

Mondal, Sr. Cabin Man/GBA

(ii) Sri Masreb Mallick, PM-A/GBA

(iii) Sri Ratan Kumar Sutradhar, Sr.Goods Guard/Adra

Secondary: (i) Sri R.K.Das,

LP(Goods)/Adra Blameworthy: (i) Sri Sumanta

Basu, SM/GBA (ii) Sri V. Kumar,

SSE/Sig/CDGR


Sr. No.

Date Place Brief description Cause Violation of G&SR


03 05.11.20 02.25 hrs

CNI Siding Yard

Derailment of 01 wagon No. ECR-57631 BRN(L) by its all wheels during shunting of train No. BRN(L)/MHQ with 19 Nos. of wagons.

Due to load was not stabled as per the rules mentioned in the SR 5.23.01 as well as under the Rule 8.5(e) of SWR/CNI.

Primary (iii) Sri T.K.Mishra,

Guard/Anara (iv) Sri B.L.Gupta,

SS/CNI (v) Gurupada Mahato

PM/A (vi) Sri Gobardhan

Murmu, PM/A (vii) Sri Sukhen Gope,

PM/ Secondary: (iii) B.Tanti, SMR/CNI

04 18.11.20 07.04 hrs

DMA Yard

Derailment of UNIMAT Machine No. 8260 over point No. 47A at Km. No. 316/15-17.

Due to improper operation of point NO. 47A without ensuring complete movement of UNIMAT Machine.

Primary: (i) Sri Ashok Kumar,

SM/DMA (ii) Sri Ram Das Tudu,

SSE/TM/SINI (iii) Md. Wahid, PM-

A/DMA Blameworthy: (i) Sri S.K.Maji,

SS/DMA


INFORMATION REGARDING MODIFICATION AND ALTERATION IN STATION LAYOUT

( By Sri.S.K.Gupta, CDTI/PLG/ADA)

Being a Station Master the following item should be Check when an alteration or modification will be taken Up ---- 01.- Check the Layout of station – a. How Many Lines in your station. b.- Nomenclature of Lines i.e. line no. and Name c.- Direction of movement. d.- Length of Line (Clear Average length) CAL. e.- Distance of Adjacent Station.

f.- Gradient of the Station Yard. g.- Yard sidings name and length if any. h.- other Facility Like FOB, In Motion Weigh Bridge, Passenger shed, Length of Platform, High Level or Low Level etc. i.- If any Goods shed or siding taking off from station yard. j.- Speed over Facing point and Loop line. 02.- Check the Signaling arrangement of station – a. Check signaling arrangement of station. b. Position of shunt signal c. Position of Calling ON signal. d. What type of Block Instrument provided for Line clear given and Taken? e. Line are track circuited or not. f. Provision of Crank Handle. g. Provision of siding Key. 03.- Check the OHE arrangement of station – a.- Stations line are provided with OHE or Not. b.- OHE Isolator switch are provided or not. c.- System for opening of closing of OHE switches. d.- Siding line is provided with full OHE or not.

How to check station Layout

a.- Nomenclature of lines – Line no.- 1 UP Loop Line Line no.- 2 UP Main Line Line no.- 3DNMain Line Line no.- 4DN Loop Line Line no.- 5Comm. Loop Line/ 2nd DN or UP Loop b.- How to know Length of Line (Clear Average length) CAL In the single line station CAL to be calculated from: - 1.- For Loop Line – Point to Point (Toe of both side point) 2.- For Main Line – Fouling Mark to Fouling Mark


C. HOW TO KNOW DIRECTION OF TRAFFFIC


D.- How to Know the Gradient of station.

SIMULTANEOUS RECEPTION AND DESPATCH FACILITIES PROVIDED AT THE STATION

In the above 4 lines station having Comm. Loop facility. The lay out and interlocking arrangement allow the following reception and despatch of trains: -

(a) While a DN train is being received on Common Loop Line No. by setting the signal overlap towards sand hump keeping point in normal position. Another DN train waiting on DN Main can be despatched simultaneously in DN direction.

(b) While an Up train is being received on Common Loop Line by setting the signal overlap towards its over run line or Sand Hump keeping point in normal position, another Up train waiting either on Up Main Line or Up Loop Line can be despatched simultaneously towards UP Direction.

(d) While an Up train is being received on Up Loop by setting the signal overlap

towards Over run Line or Sand Hump keeping point in normal position, another Up train waiting on Up Main Line or Common Loop Linecan be despatched simultaneously towards UP direction.


In the Junction Station and Having more than 4 lines. The lay out and interlocking arrangement allow the following reception and despatch of trains: -

a. While a DN train from X station or from Z station is being received on Common Loop Line setting the signal overlap towards sand hump keeping point in normal position, another DN train waiting on DN Main Line can be despatched simultaneously in DN direction towards Y station. b. While a DN train from X station or from Z station is being received on DN Loop Line setting the signal overlap towards sand hump keeping point in normal position, another DN train waiting on DN Main Line or Comm. Loop line can be despatched simultaneously in DN direction towards Y station.

c. While a DN Train is being received from X station to W station on any DN line, No Train Can be received on DN line or comm. Loop from any other direction i.e. Z or Y station.

d. While an Up train from Y station is being received on Common Loop Line setting the signal overlap towards its over run line keeping point in normal position, another Up train waiting either on Up Main Line or Up Loop Line can be despatched simultaneously towards X station and Z station.

e. While an Up train from Y station is being received on any Up Loop Line by setting

the signal overlap towards sand hump end keeping point in normal position, another Up train waiting on Up Main Line or Common Loop Line can be despatched simultaneously to X station and Z station.

f. While an Up train from Y station is being received on Up Main and UP Loop Line another UP train waiting on Common Loop for X station can be despatched simultaneously towards X station.

For more simultaneously reception and dispatch facility, Sand Hump and Over run line

are provided at stations. As per provision of Sand Hump and Over run line simultaneously

reception and dispatch facility to be examined.


Siding in stations yard or out side station

If any siding is situated in the station yard and taking off from station yard. Station

Master should know the following aspect of the siding :-

A.- what type of siding is situated in the station:- four type of sidings are working in Indian

Railway –

1.0- Assisted Siding :- this siding is constructed to serve a Government Department, a

factory, mill, industry, mine or other private party. Maintenance cost of siding will be

born by the siding owner and maintenance work done by Railway.

2.0- Private siding :- this siding is constructed to serve the Private company and the cost

and land will be born by the private party. Only Railway land will be utilised for

taking off of siding lines. For which cost of land licensing fee will be born by private

party.

3.0- Military siding :- this siding is constructed to serve the Military material and

consignment this siding is known as Govt. siding.

4.0- Public siding :- this siding is known as Goods shed siding and situated in station yard

generally or in the Railway Jurisdiction. This siding is being utilised for all like Govt

and private party. Construction and maintenance cost will be borne by the Railway.

SM should know the following :-

1.0- What is the length of siding from station.

2.0- Siding is taking of which lines and what is the procedure and signals for reception

and dispatch of rakes.

3.0- What is the gradient of siding line and siding. And speed of the siding line.

4.0- How many lines are provided in the siding for loading and unloading.

5.0- What type of mechanism is provided for loading and unloading in siding. Like

Tippler/ Traversal/ Hooper/ Chute / Pay loader/ Manually etc.

6.0- What is the working hours of the sidings. Generally round the clock working are

provided in the sidings.

7.0- System of working of siding i.e. EOL or not. How many free time allowed for loading

and unloading.

Any siding provided at station. SM should know about the following if any siding Taking Off from Station yard or Good shed

i) Length of line i.e. CSL of Goods shed or Siding line provided for placement of full rake. ii) What type of Siding working has been introduced like siding working EOL system,

Round the clock provided? iii) System of Loading and unloading has been done by machination or manual system. iv) Approach Road, Pathway, Lighting and examination facility are available or not. v) Placement and Drawn out of rakes at siding, signaling agreement is provided or Not.

2.0- Check signaling arrangement of station i) Provided on Distance signal, Home, Routing signaland calling ON for receiving of

train. ii) Provided on starter and advance starter for dispatch of train. Calling ON signal

provided below the starter signal for dispatch of Train if starter signal is failed. iii) Provided on shunt signal for shunting at station yard and siding for any shunting.


2.1:-Interlocking of Station: - what type of interlocking is provided at station. The following Interlocking arrangement to be provided for movement of Trains. Interlocking types o Mechanical interlocking o Electro-mechanical interlocking o Relay interlocking o Electronic interlocking

2.2:-Standard of Interlocking:- Four Type of Standard of Interlocking are exist in Indian Railways. STD-I (R):- 50 KMPH STD-II(R):- 110 KMPH STD-III(R):- 140 KMPH

STD-IV(R):- 160 KMPH 2.3.- Speed Over Facing Point and Loop line You should know what is the speed of Facing point of the station and speed of Loop line. 2.4.-what type of Block Instrument is provided for Taking and Giving Line clear. 3.0 Level Crossing Gate if any :- Know about the L.C. Gate ( Engg. or Operating) and their working. 3.1 Classification of Level Crossings - (1) The classification of level crossings shall be as under- (a) Special..............: for roads. (b) 'A' Class..............: for roads. (c) 'B' Class..............: for roads. (d) 'C Class..............: for roads (e) 'D' Class for cattle crossings. (3) Level crossings over colliery, factory and other similar sidings where Railway traffic is light may however be dealt with according to local conditions, subject to the approval of the Commissioner of Railway Safety concerned being obtained in each case to the measures adopted for the safe working of trains over the crossing. 3.4 Categories of Roads - (1) For the purpose of this standard, Roads shall be categorized as under- (a) Class I roads- (i) National Highways, (ii) State Highways, (iii) Important roads within municipal towns, and (iv) Roads in and around towns where road and rail traffic is heavy. (b) Class II roads - (i) Major and other District roads, (ii) Unimportant roads within municipal towns, (iii) Roads within non-Municipal towns including those within shunting limits of Railway stations, and (iv) Other surfaced roads.

https://en.wikipedia.org/wiki/Interlocking#Interlocking_types

https://en.wikipedia.org/wiki/Interlocking#Interlocking_types

https://en.wikipedia.org/wiki/Interlocking#Mechanical_interlocking

https://en.wikipedia.org/wiki/Interlocking#Electro-mechanical_interlocking

https://en.wikipedia.org/wiki/Interlocking#Relay_interlocking

https://en.wikipedia.org/wiki/Interlocking#Electronic_interlocking


(c) Class III roads– (i) Earth roads, and (ii) Cart tracks. (d) Class IV roads - Cattle crossings and foot-path. 3.5 Traffic and Engineering Gates - (1) Traffic Gates - (a) The manning and operation of the gates at level crossings located between the outermost stop signals shall be under the control of Operating Department.

(2) Engineering Gates - (a) Level crossings beyond the outermost stop signals shall be under the control of the Permanent Pay Inspectors both as regards to their operation and maintenance. 4.0 - OHE and its working system 4.1- Power Blocks :- Power blocks are of three different types:

(a) Emergency power block,

(b) Pre-arranged power block,

(c) Locally arranged power block.

4.2 - Procedure for Obtaining Traffic or Power Blocks and Permits-to-work Officials in the electrified area who require pre-arranged traffic blocks, power blocks or permits-to-work in the danger zone of traction equipment, or who require OHE and or bonding staff to be present at site for scheduled maintenance works, shall deliver at the office of Sr DEE (TrD) not later than 10 hours on the first working day of the week statements in the prescribed form showing- (i) The nature of the work and the date on which it is to be performed; (ii) By whom the work is to be carried out; (iii) Location of the work and the section of the lines to be blocked;

(iv) The trains between which the block is required; and (v) Whether the track will be available for Diesel traffic. 4.3 - Operation of Isolator Switches 1. Before considering the procedure for obtaining power blocks, attention is drawn to the precautions to be taken in opening an isolator switch. Manually operated isolator switches are provided at different points on the main line to sectionalize the OHE into elementary sections and at large yards to isolate different elementary sections for maintenance of the OHE.


2. The operating handle of every isolator switch shall always be kept locked either in the open or closed position. 4.4;- Isolators in Yard sand Sheds Isolator switches provided for isolating sidings and yards and also to feed OHE inside running sheds, may be opened provided the official concerned makes it certain that - (a) The entire section is visible; and (b) There is no locomotive with raised pantograph in the section.


DUTIES OF GUARD WHILE CLEARING LOADS FROM A ROAD SIDE STATION

( By Sri. S.K. Gupta, CDTI/PLG/ADA)

1. Collect wagon way bill, BPC & seal memo from SM.

2. Before EOT ensure release of the chains and pad locks from wheel.

3. Remove the skid.

4. Adequate Air pressure is created and the Hand Brake are released.

5. PR 5.0 KG/CM2 in engine and 4.8/4.7 KG/CM2 in the Brake van.

6. Guard checks the train with respect to air leakage, Brake pipe leakage, door open.

7. Ensure that at least pistons of 3 wagons out of rearmost 4 wagons including

brake van is in proper working order.

8. Keeping in view the stabling hour, Guard will take following action:

Stabling Hour Action to be taken Condition of BPC

0-12hrs Only Air Pressure continuity test

to be done.

BPC valid

12-24 hrs GDR to be done, Brake power test

is not mandatory. (time allotted

for GDR-45 Minutes)

BPC valid

24-96 hrs GDR to be done, Brake power test

is mandatory. (time allotted for

GDR-90 Minutes)

BPC valid

Above 96 hrs GDR to be done, Brake power test

is mandatory. The rake will be

offered at 1st TXR point.

BPC invalid

9. At road side station Brake power should not be less than 75% and for Ghat

section 90%.

10. If the calculated brake power is less than that then memo should be given to SCR

& C&W for further action.

11. GDR memo shall be prepared in Triplicate one given to Loco Pilot another to

Guard and third kept at station

12. Seal memo is collected from the seal checker.


DUTIES IF TRAIN IN A BLOCK SECTION WITHOUT AUTHORITY TO PROCEED.

If the LP becomes aware of the fact that he does not have proper Authority to Proceed, he will take following action:-

(1) The LP shall stop the train immediately. (2) He shall sound 0 – 0 (One Short One Long One Short) whistle and guard will

acknowledge it by waving red hand signal up & down. (3) LP & Guard shall protect the train as per rule. (4) Information to be send to the SM by any means of communication or by sending

ALP or any other railway servant or through LP/Guard of the train passing over the adjacent line.

(5) SM on getting information shall inform the same to the other end station and

Section Controller. (6) SM shall issue a written authority by issue of C/O in consultation with other end

SM authorizing the LP to go ahead to the next station or to push back.

Duties of SM: ⮚ On getting such information, inform SM at other end & SCR. ⮚ Issue a written authority i.e caution order to go ahead or push back in

consultation with SM at other end. ❖ When a train enters after passing approach (C class stations) and or departure

signals of station and enters into the block section without authority to proceed: ⮚ Inform SM in advance by giving six pause five on double line and six pause 4 on

single line also saying loudly on block phone. ⮚ Inform TPC directly or through SCR supported by P.NO. immediately to switch off

OHE. ⮚ Adv. Station SM, shall ensure all signals are at “ON”. ⮚ Route set & locked for clear line preferably Main line. ⮚ Arrange to place 3 detonators 10m apart as far away from starter as possible

(Between Home & starter). ⮚ Train shall not be turned into dead end or derailed unless necessary to avoid

more serious accident. ⮚ Vehicles containing passengers or live stock must not be derailed. ⮚ If train stops at FSS, reception should be done as per rule. ⮚ Detonators to be removed before admission. ⮚ Till complete arrival at next station Block instrument shall be kept at “TOL” and

signals at ‘on’.

✔ If station staff or gateman shows danger hand signal to the Guard, he will try to

attract the attention of LP and take every action to stop the train.


‘ALL RIGHT EXCHANGE OF SIGNAL’.

( By Sri.Abhishek Kumar, DTI/PLG/ADA)

When the train is running in safe and proper manner, green hand signal is exchanged

between the guard & Loco Pilot or between crew/guard and station staff.

Rules for exchange of signals between Loco Pilot and Guard:-

⮚ Signal shall be exchanged by waving of green hand signal horizontally on straight from left hand side of engine/B-van and on curves from suitable side.

⮚ When a train is ready to start, after stopping at station, yard or outside station limit, the Guard shall ensure that everything is all right to start the train, then give usual starting signal from his brake van/SLR.

⮚ LP will acknowledge by prescribed whistle code and start the train. (____0) ⮚ If signal is not visible due to curve, cutting, bridge or any other reason, Guard to give

verbal permission to start the train, over walkie talkie. While doing this he shall give his identity along with station name/train no. and also confirm the identity of the LP.

⮚ LP shall acknowledge it through whistle code (_____) and start the train. ⮚ After train starts the Guard shall satisfy everything is right and exchange all right signal,

after the last vehicle passed over the points on quitting the yard. ⮚ LP/ALP shall acknowledge it by prescribed code of whistle and with hand signal. ⮚ If Guard signal not received, LP shall sound prescribed whistle code (00) to call for Guard

or contact in walkie-talkie, if no response LP must stop the train. ⮚ At stations where it is not possible to view the signal displayed by Guard after starting, it

is sufficient to exchange signals when they are visible to each other. ⮚ For passing through trains signal shall be exchanged after quitting the yard. ⮚ If LP does not receive signal of Guard, he shall sound 00 whistles, if signal is still not

given train shall be stopped. ⮚ In case of EMU/DMU/MEMU/DEMU exchange of signal shall be done by using bell code. ⮚ Exchange of signal by Guard of Rajdhani exp not required when train starts after

stopping outside station limit. ⮚ Exchange of signal by Guard of Rajdhani/Satabdi/Duronto types trains having AC guard

compartment is not required. However, Guard to have sharp look out and see the signal exhibited by station staff and gateman.

⮚ Guard of running train is responsible to watch any train passing over adjacent line.

⮚ Guards of trains running in opposite direction shall examine each other’s train. The Guard of these two trains shall exchange green hand signal between themselves.

⮚ Train running in same direction: The Guard of both the trains shall observe each other’s train.

⮚ Guard of the train which overtakes the other train shall exchange green hand signal with the LP of the other train. In case of any unsafe condition is observed and the Guard and LP does not exchange signal with the Guard of the train noticing the condition, shall bring his train to stop to the next station and report the SM.

⮚ SM shall take steps to stop and examine the train at the next station which it is about to pass. LP will examine the train.


The Guard while working a train should take the following actions:

⮚ The Guard shall observe and exchange signal with train/trains passing on the adjacent line/lines in the block section/stationary at a station.

⮚ The Guard shall watch train in curvature, exchange signal with LP/ALP, any abnormality to be reported to LP/ALP.

⮚ The Guard shall remain attentive towards C/O & inform LP/ALP after last vehicle clears restricted zone.

⮚ After clearing cross over while passing over loop line the Guard must appraise LP/ALP. Exchange of signal with station staff

⮚ SM should observe the condition of the running through train and exchange all right signal with LP Guard from his office side.

⮚ If view is obstructed, he shall depute one staff for the same purpose. ⮚ At station with no cabins/LC gate lodge or cabins at the same side, SM shall depute a

staff at the other side to observe the passing through trains. ⮚ On double line or multiple line section, when trains run through simultaneously or train

is standing on the adjacent line, SM shall observe one train and depute a competent staff for the other train.

⮚ SM shall wave a green hand signal until any thing wrong with the train is noticed. ⮚ Any abnormality to endanger the safety of train is noticed, the SM/CM/Staff shall at once

show the red hand signal to stop the train. ⮚ If train cannot be stopped, intimation shall be given to the next station (6-1), SCR and

TPC in required. ⮚ LP and Guard shall be on the look out for the signal displayed by SM/CM/Gateman. ⮚ If they observe stop hand signal, immediate action to be taken to stop their train. ⮚ While passing through a station, LP shall sound long continuous whistle. ⮚ All the duties of LP w.r.t exchange of signal shall be devolved upon ALP at his respective

side. ⮚ If LP/Guard fails to exchange signal with station staff or not sounded the prescribed

whistle the SM shall report to the SCR and the SM of next station, who shall stop the train and hand over a written warning to the defaulter.

⮚ If station staff fails to exchange signal with LP & Guard, they should exercise extra caution to ensure all is right and record the same in Guard rough journal. Exchange of signal at L/C gate:

⮚ The Gateman at all level crossing gates should stand attentively at the gate lodge side,

facing the track with furled red and green flags during day in right and left hands respectively and at night hold the hand signal lamp with white light pointing towards the track.

⮚ Gateman shall watch all passing trains to see any unusual condition like hot axle, hanging parts, vehicle/wagon on fire and load shifted etc. and take prompt action to warn the LP and Guard by showing danger signal.

⮚ The LP and the Guard should be on the lookout for such danger signals. ⮚ The Gateman shall also inform the Station Master on telephone. ⮚ If the train is found passing normal, the Gateman must exchange ‘all right signal’ with the

Guard. ⮚ The Guard shall in turn exchange ‘all right signal’ with LP/ALP.


BRAKE CONTINUITY TEST IN VARIOUS CONDITIONS AND ITS PROCEDURE.

( By Sri. Abhishek Kumar, DTI/PLG/ADA )

The following procedure should be adopted while attending the continuity test on A/B

trains.

1. Create prescribed BP pressure in engine & brake van as under Engine B/Van

Up to 56 5.0 kg/cm square 4.8 - kg/cm square

Wagons

Beyond 56 5.0 kg/cm square 4.7 - kg/cm square

Wagons

Coaching Trains 5.0 kg/cm square 4.9 - kg/cm square

Upto 18 coaches

Beyond 18 5.0 kg/cm square 4.8- kg/cm square

Coaches

2. Move A9 handle to drop BP pressure by 1 kg/cm square & remain at 4 kg/cm square.

3. After the needle stabilized, close L/T cock. 4. Press the handle of guard’s emergency valve until all air is exhausted reducing the

pressure to zero (0 kg/cm square). 5. Then it must be observed that the BP pressure in engine has dropped to zero & does

not rise again .If the BP pressure does not fall, this can be due to angle cock being closed anywhere in the train.

6. After correction of this fault step 4 & 5 must be carried out again. 7. Move 9 handle to running position & check that required pressure is registered in

engine & B/Van again.

This test is carried out

1. While attending pressure of originating train. 2. After completion of shunting on a through train in effect of detachment or

attachment. 3. When train is stabled & cleared. 4. When changing of engine. 5. Whenever the guard suspects that the pressure disturbed in M/T when the train

stopped at any place.

This test is to be conducted by TXR staff at the station provided with C&W staff & by

guard & driver at other station/sidings.


USE OF VARIOUS REMINDER BOARD DURING BLOCK

( By Sri. S.K. Sarkar, CDTI/SWR/ADA )

Always keep Reminder Boards at Station/Cabin to use during various Blocks i.e. Engineering

Block, Power Block, S&T Block, Motor Trolly on Line etc., it will remind about the Block and there will be no chances to forget about the Block.

The Boards and use of them as follows:-

SL. No. Name of the Board Use of the Board 1 Engineering Block During Engineering Block, use Slide Collar/Button

Collar/Reminder Collar/Lever Collar, disable concerned

Point& Signalwhere there as applicable, along with the

Boardfor the concerned Line/Section till cancellation of the Engineering Block.

2 Power Block During Power Block, use Slide Collar/Button

Collar/Reminder Collar/Lever Collar, disable concerned Point

& Signal as applicable, along with the Boardfor the concerned

Line/Section till cancellation of the Power Block.

3 DLBI Suspend While DLBI is suspended due to any reason, use the Board till

resumption of the DLBI.

4 BPAC Suspend While BPAC is suspended due to any reason, use the Board till resumption of the BPAC.

5 TLBI Suspend While TLBI is suspended due to any reason, use the Board till

resumption of the TLBI.

6 Motor Trolly on Line While Motor Trolly/Trollies is/are allowed or dispatched in

Block Section, use the Board on the concerned Block

Instrument till intact arrival of Motor Trolly/Trollies or till

receiving TOS Private Number from the SM of the receiving Station.

Engineering Block Power Block

DLBI Suspend TLBI Suspend

BPAC Suspend Moto Trolley on Line




Normal period for which Station Operating Registers and Records are required to be preserved:

( By Sri. S.K. Sutar, CDTI/Safety)

Description of the Book/Form Period of reservation from the date of

completion

Train passing registers/Books/Forms 1 year

Muster Roll Permanent record

Caution order register and Caution Order books 1 year

Wagon Exchange Book/Wagon Exchange Register 3 years

Sick Wagon and Transshipment Register 3 years

Guard’s Signature Book (Where CMS system available notrequired)

3 years

Wagon Demand/Priority Register 3 years

Indent and Loading Register 3 years

Wagon Transfer Register 3 years

Damaged Stock Register/ Sick Wagon Register 3 years

Siding Voucher Book/Record of Time Wagon Handing over 3 years

Control Order Book/Conference Book 3 years

HQ Leaving Permission Register 1 year

Uniform Register Permanent Record

Record of Station Equipment sent for repairs Permanent Record

Register of Inward and Outward Letters 3 years

Register of Important Circulars Permanent Record

Station Order Book Permanent Record

Station Inspection Register Permanent Record

Transportation Bio-data Register

Register of Home Addresses of staff etc Permanent Record

Spectacles Register( Also Maintained in PME Register) 1 year

Station Diary and Charge Book 1 year

Unconnected Wagon Register 3 years

Load Report Register 3 years

Register showing Analysis of Late starts To Goods Trains at important Yards

3 years

Summary of Daily receipt and despatch of wagons and Work Done

Orders issued by DRM

Special Stock Register Orders issued by DRM

Detention to Wagon at Train Marshalling stations Local Orders to be issued by DRM

Marshalling Register for Inward and Outward trains Local Orders to be issued by DRM


Register showing detailed Arrival, Placement, Despatch and Detention particulars of PU, Repack wagons, etc.

Local Orders to be issued by DRM

Register of Long Distance Goods Train run Local Orders to be issued by DRM

Register showing Detention to wagons at Break of Gauge Transshipment point ( Also in FOIS)

3 years

Number Taker Book 3 years Yard Wagon Balance Register 1 year

Guard’s Duty Register 3 years

Guard’s Rough Journal 3 years

Register of Train Advices 6 months Form of Train Examination advice 1 year

Register showing load of Goods Trains and Goods trains run under load

3 years

Statement of running of Passenger Trains 3 years

Diary of Yard Supervisor. Permanent Record Unusual Register, other registers and Records maintained in control offices and at specified stations

Local Orders to be issued by DRM

Note: -

(i) In calculating the one year or the three years’ period, the year to which the books and documents relate, and the year in which they are to be destroyed should be excluded.

(ii) Record pertaining to Court Cases, departmental enquiries should not be destroyed till three years from the date the case is decided.

(iii) Recordpertainingtopublicclaimsetc.,orthoseunderreferencefromHomeorother railways, should not be destroyed without permission from DRM concerned. Most of these registers can be computerized, clubbed & some can be eliminated.

(iv) Records preserved more than stipulated period as prescribed above and devoid of any case as mentioned in item No. (ii) should be destroyed in presence of Sectional or Divisional TI, duly recording the list of registers destroyed.


JOINT TESTING OF SIGNALING GEAR AND COUNSELING OF CONCERNING STAFF

In addition of schedule maintenance of signaling gear as per IRSEM, regular joint testing

by operating and S&T official is required to be done as per following schedule to ensure

proper working of emergency gear or other signaling gear and to sensitize the concern

operating staff for successfully & safe working during S&T failure and also in normal

working-

Sl.No Operation When to be done Schedule of

Joint Testing

and Counselling

S&T and Optg

official

1. Calling On (COGN)

If relevant Track circuits or Axle counter fails

Fortnight SMR & Optg Official

2. Crank Handle

(CHYN)

a) When operation of point

to the desired position fails.

b) When Crank Handle is

required to be released

when route is locked for concerned point.

Fortnight SMR &

ESM/JE(Sig)

3. Emergency Route

Cancellation

When a Signal has been

taken off for a movement

and due to any reason it is

required to cancel.

Fortnight SMR & ESM

4. Emergency Point

Operation (COGN)

In case of failure of points

Zone track Circuit and point operation is required.

Once in every

Month

DTI &

JE/SSE(Sig)

5. Emergency Route

Released (EUUYN)

If route gets locked and

can’t be released after

passing of train or by EUYN

Once in every

Month DTI &

JE/SSE(Sig)

6. Super Emergency

Route Released.

Failure of track circuit over

locked route.

Once in every

Month DTI &

JE/SSE(Sig)

7. Emergency Gate

Released & Sliding

Barrier

If the lifting barrier fails for

any reason

Once in every

Month DTI &

JE/SSE(Sig)

8. Station Siding Key

and Siding point operation

Working of station siding

like Tower Wagon Siding, Hot Axle siding etc.

Fortnight SMR & ESM/JE

9. Check

functioning/position

of SM Key

Not working of entire panel. Fortnight SMR/DTI &

JE/SSE(Sig)

10. Check Button remaining stuck up

Not working of Entire panel or some group of routes or

signals.

Fortnight SMR & JE(Sig)


PUNISHMENT IMPOSED IN CASE OF ACCIDENT

( By Sri. Debasis Saha, Ch.OS/Adra)

Safety department monitors disposal of the accident enquiry and D&AR cases to its logical

conclusion to ensure that the punishment imposed on the responsible employee is adequate as laid

down in the Railway Boards’ letter No.99/Safety(A&R)/6/1 dated 23.04.1999.

i) “D” Staff : Staff directly held responsible for the accident

“S” Staff : Staff who are found to have secondary responsibility. In their

case, the penalty y imposed will depend on the degree of

their contribution to the accident/engine failure and the

Disciplinary authority will use it discretion in the matter. ii) The Disciplinary authority must impose the minimum

penalty if the responsibility of staff is clear. Factor like the

employee’s past record of service may be taken into account

by the Appellate authority if and when an appeal is made to

it., The disciplinary authority should deal with the case solely with regard to the facts and circumstance of the

accident itself.

1. Collisions involving a train

i) Resulting in loss of human life a) “D” Staff – Dismissal

b) “S” Staff – Major penalties (v), (vi) or (vii)

ii) Not resulting in loss of human life.

a) “D” Staff – Removal from service b) “S” Staff – Major penalties (v)) or (vi)

2. Averted collisions involving a

train

a) “D” Staff – Removal from service

b) “S” Staff – Major penalties (v)) or (vi)

3. Train passing signal at danger Removal or compulsory retirement where entirely due to neglect of driver, reduction to a lower grade if there are

contributory factors like loss of brake power on the run

which he could not have detected when he took charge of the

engine.

4. Over-speeding by drivers (in

case other than collisions, averted collisions and passing

signals at danger for which

penalties have been prescribed

in items 1 to 3 above)

i) Resulting in derailment of passenger train involving loss of

human life.

Dismissal if there are no other contributory factor like track or rolling stock defects, removal if there are such

contributory factors.

ii) Resulting in derailment of

passenger train not involving

loss of human life.

Removal, if there are no other contributory factors like track

or rolling stock defects, reduction to “C” grade for 3 years if

working substantively in “C” or “B” grade and reduction to

shunter for 3 years if working substantively in “C” grade wit loss of seniority in both cases. If there are such contributory

factors.

iii) Resulting in derailment of goods

trains on the main line in mid-

section or within station limits.

Reduction to grade of shunter for one to three years with

loss of seniority.

iv) Resulting in derailment of goods

train in station yard on other

than main line.

Reduction to shunter for one to three years depending on the

extent of damage, without loss of seniority on being restored

to “C” grade driver.


5. Failure to detect hot axle or other defective wagon resulting

in derailment for which

Driver/Guard can be held

responsible if it is within range

of visibility.

Reduction to next lower grade in the case of passenger train, WIP for 3 years with loss of seniority in the case of

goods train.

6. Failure to detect hot axle or

other defective wagon resulting

in derailment for which station

staff/cabin staff can be held

responsible or failure to stop

the train on information regarding hot axle being given

by the previous tat ion for

control.

Removal in the case of passenger train reduction to the

next lower grade I the case of goods train, if working in

lowest grade, WIP for 3 years.

7. Station derailments while

shunting:

i) Due to Driver’s fault in not obeying signals including hand

signals or starting the train

without authority to proceed.

ii) Due to Driver’s failure to control the train.

WIT for 2 years.

8. Breach of Block Rules (which

do not result in collision or

averted collision) such as train

entering the section without

proper line clear, receiving trains on wrong line blocked for

engineering work etc. Placing

material trolley on line without

block protection and on.

Reduction to a lower stage in the time scale.

9. Accidents at Manned Level

Crossings.

i) Failure of Gateman to close

the gate.

Dismissal if there is loss of human life, removal if there is

no loss of human life.

ii) Failure of SM/ASM to ensure

closure of level crossing gate before allowing any movement

where rules provide.

Reduction to a lower grade or post with loss of seniority

(WIP 3 years in case in the lowest grade.

iii) Failure of Driver in

observing rules before passing a gate signals in danger.

Reduction to a lower grade with loss of seniority.

iv) Where no breach of rules in

proved but lack of vigilance on

the part of driver/guard of

other staff is proved.

WTT up-to 2 years 11 months.

10. Accident at unmanned level crossings, due to lack of

vigilance on the part of driver

or failure to whistle on

approaching the whistle board.

i) Accident involving loss of human life.

Reduction to a lower grade.

ii) Where no loss of human life

is involved.

WTT for 1 year.

11. Carriage &^ wagon defects or

improper securing of loads or

failure to detect improper securing of loads by TXR.


i) Resulting in derailments on the main line, mie-section or

within station limits.

For the first offence WTT for 2 years 11 months. For the second offence reduction to a lower grade for 3 years with

loss of seniority. (If any staff such as TXR are in the lowest

grade, reduction by three stage in the scale of pay with

loss of seniority, if the staff are in the lower stages of pay

where reduction by three stages is not possible WIP for three years with loss of seniority).

ii) Resulting in derailments in a

station yard other than main

line.

Same as for item (1) above but without permanent effect

and without loss of seniority.

12. Locomotive defects

i) Negligence in repairs or maintenance in shops or shed

resulting in accidents.

Reduction to a lower stage in the time scale with loss of seniority for the first offence, reduction to lower grade with

loss of seniority for the second offence and removal for the

third offence.

ii) Negligence in repairs of

maintenance in shops or sheds

or bad engineman ship by Driver resulting in Engine

Failure.

For the first offence stoppage of passes and PTOs for 1

year, the second offence WTT 1 year and for the third

offence reduction to a lower grade for years.

13. Traffic staff failure, resulting in

accidents other than collisions

or yard collision.

i) Wrong setting / manipulation

of points

Reduction to a lower grade with loss of seniority.

ii) Incorrect signaling. WIP upto three years.

iii) Wrong marshalling. Reduction to a lower stage in time scale of pay.

iv)Excessive/uneven loading or

improper securing of loads.

WTT upto three years.

14. Signal & interlocking failure,

signal & interlocking defect for

which maintenance staff are

held responsible resulting.

a) Accidents of passenger train involving loss of human life.

i) If due to causes where “interlocking” has been shorted circulated/made in operative.

D. Staff – Dismissal

S. Staff – Major penalties (v),(vi) or (vii)

ii) If due to causes where “interlocking” has deteriorated due

to bad maintenance repairs

D. Staff – Removal S. Staff – Penalties under item (v) or (vi)

b) Accidents of passenger or

goods train not involving loss of

human life.

i) D. Staff – Removal

S. Staff – Penalties under item (v) or (vi)

ii) D. Staff – Item (vi) S. Staff –Item (v)

c) Derailment of goods train on

the main line, in mid-section or

within station limits.

i) D. Staff – Item (vi)

S. Staff –Item (iv) or (v)

d) Derailment of goods train

within station yard other than main line.

ii) D. Staff – Item (v)

S. Staff –Item (iv)

MINIMUM PUNISHMENT PRESCRIBED IN ACCIDENT CASES

Civil Engineering Department

NOTE (i) D Staff : Staff directly held responsible for the accident.

S Staff : Staff who are found to have secondary responsible including that of

Supervisors, APWI/PWI and PWM etc. whose failure to do proper

inspections and take timely remedial measure and slack supervision would have contributed to the accident.


The penalty to be imposed in these cases will depend on the degrees of the contribution to the accident. The disciplinary authority will use his discretion this matter. While fixing

responsibility for slack supervision and neglect of periodical inspections the period, the

supervisors have been in charge of the section is lo to be taken into account.

ii) The disciplinary authority must impose the minimum penalty if the responsibility of the

staff I clear. Factors like the employee’s past record of service and other extenuating circumstances as for want of materials and similar problem may be taken into account by

the Appellate Authority when appeal is made to it. The Disciplinary authority should deal

with the case solely with regard to the facts and circumstances of the accident itself.

Nature of accident

Minimum Penalty

1. Major track defects such as

buckling, worn-out switches and

crossing and spread of gauge

i) Resulting in derailment of

passenger train

(a) D Staff -

i) Dismissal, if there is loss of life.

ii) Removal from service if no loss of life.

(b) S Staff -

Reduction to a lower grade for a period of 3 years,

with loss of seniority. If any staff such as PWI/Gr.II are in the lowest grade reduction by 3

stages in the scale of pay with loss of seniority. It

the staff are in the lowest stage of pay where

reduction by 3 stage is not possible, WTT for 3

years with loss of seniority.

ii) Resulting in derailment of goods trains on the main line in mid-

section or within station limit.

(a) D staff – Reduction to a lower grade for a period of 3 years

with loss of seniority.

If any staff such as PWI/Gr.III are in the lowest

grade reduction by 3 stages in the scale of pay with loss of seniority. It the staff are in the lowest

stage of pay where reduction by 3 stage is not

possible, WTT for 3 years with loss of seniority.

(b)

S Staff -

Reduction to a lower stage in time scale of pay for

a period of 3 years with effect of postponing future

increments on expiry of such period.

iii) Resulting in derailment of goods train in station yards on other

than main line.

(a) D staff – Reduction to a lower stage in time scale of pay for

a period of 2 years without the effect of

postponing future increments.

(b) S Staff –

WTT up to 2 years 11 months or with holding of

Pass/PTOs for 2 years where the staff has reached the maximum of the grade.

2. Other track defects like cross-levels or

low joints and defective alignment in

curve etc.

i) Resulting in derailment of passenger trains.

(a) D staff -

i) Removal from service if there is loss of human

life.

ii) Reduction to a lower grade for a period of

3 years with loss of seniority if no loss of life.


If any staff such as PWI/Gr.III are in the lowest grade reduction by 3 stages in the

scale of pay with loss of seniority. If the staff

are in the lowest stage of pay where

reduction by 3 stage is not possible, WTT for

3 years with loss of seniority. (b) S Staff –

Reduction to a lower stage in time scale of

pay for a period of 3 years with effect of

postponing future increments on expiry of

such period.

ii) Resulting in derailment of goods train on the main line in mid-

section or within station limit.

(a) D staff – Reduction to a lower grade for one to three

years with loss of seniority.

(b) S Staff –

Reduction to a lower grade in time scale of

pay for a period of 1 to 3 years without the increments.

iii) Resulting in derailment of goods

train in station yard on other

than main line..

(a) D staff –

Reduction to a lower stage in time scale of

pay for a period of 3 years without the effect

of postponing future increments. (b) S Staff –

WTT for one year or withholding of

Pass/PTOs for one year if at maximum of

grade.

3. Miscellaneous cause like

infringement of track by irregular

unloading of ballast, track materials

etc. due to neglect of P.Way staff or

failure to protect track in case of destruction, opening of track,

breach etc.

WTT up to 3 years or reduction to a lower

grade or removal from service according to

the gravity of accident and damages caused.

4. In respect of accidents during

shunting operations in sidings and

other non-running lines due to track

defects.

WTT for one year or withholding of

Pass/PTOs where the staff has reached the

maximum should be imposed depending on

the extent of neglect of maintenance and other circumstances.

FOR STAFF OF ELECTRICAL DEPARTMENT

a) Accidents to passenger train

involving loss of human life.

Removal from service.

b) Accidents to passenger train not

involving loss of human life.

i) Reduction to lower grade.

ii) If the staff is in the lowest grade reduction to a lower stage.

c) Fire accidents involving loss of

human life.

Removal from service.

d) Fire accidents without loss of human life.

i) Reduction to lower grade.

ii) If the staff is in the lowest grade reduction to

a lower stage.

Guide Book of Railway Operation, Adra Division - S.E. Railway.

233

Date post:	28-Dec-2021
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