WTT 94 Jpo Other Inform

PUNCTUALITY - A GUIDE
The main index of efficiency of passenger service is punctuality, as speed is the index of goods trains
performance. Loss of punctuality reflects poorly regarding the image of Railways in the eyes of travelling public.
Here is certain valuable guidance to the various categories of Railway men on actions to perform when a
train is running late.
PILOTS
 Be always alert to pick up the guard’s signal and start the train without delay.
 Make up time during scheduled stoppages.
 Endeavor to make up time on run whenever the train running late.
 Secure personal requirements like water, picking up food items etc. in time.
GUARD
 Try to complete loading/unloading of parcels quickly and save time when the train is running late.
 Start the train with minimum delay at station.
 Exchange signals with driver from appropriate side/place for better visibility
 Make effective use of the Walkie-Talkies while working trains
SECTION CONTROLLER
 Endeavour to give life to a late running train.
 Watch out for Pilot’s performance and take calculative steps to improve run of a late running train.
 Advise station to make up time by curtailing stoppage time, defer parcel-loading etc., by advance informa-
tion.
 Give preference in movement for late running trains over other trains.
 Normally, Goods trains shall not be moved ahead of Mail/Express trains affecting punctual running of Mail/
Express.
STATION STAFF
 Try to maintain the nominated Platforms for all trains to the extent possible to avoid confusion
 Coordinate with the Mechanical/Electrical/Commercial staff to make up time during stoppage
 Ensure issuance of caution order and failure memo in time
 Be personally available on the PF to attend any eventualities
 Plan shunt moves precisely to ensure minimum delay
C & W STAFF
 Ensure timely availability of staff responsible for cleaning coaches, carriage watering etc.,
 Be prepared to attend any possible complaints and plan follow up.
 Depute staff to meet the guard on arrival for follow up action on complaints received by him.
 Take minimum time for releasing air pressure in case of loco change.
COMMERCIAL
 Parcels are bound to be carried, but not always by a late train.
 Ensure timely availability of staff to undertake loading/unloading.
 Practice structured loading for ease in H/O and T/O of parcels.
 Plan for increased off take of food items in case of a late running train and ensure quick service
 WHAT A PASSENGER EXPECTS IS NOT ONLY
A LATE TRAIN TO MAKE UP TIME BUT ALSO A RIGHT TIME TRAIN NOT TO LOSE TIME
 OBSERVANCE OF RULES & REGULATIONS
“Irrespective of any inadequate provision that may have been made through any mistake in the Working Time
Table, Staff must strictly observe the working rules and instructions without fail. Consequently, detentions, if any
will be treated as unavoidable.”
d
S.N. Contents Page No.
WHITE PAGES
1. Mail / Express Trains and Maximum & Minimum load (i) - (o)
2. Special Trains and Maximum & Minimum load (o)
3. Passenger Trains and Maximum & Minimum load (p) - (q)
4. DEMU Passenger trains and Maximum & Minimum load (q) - (r)
5. Narrow Gauge Trains and Maximum & Minimum load, Slogan (s)- (t)
GREEN PAGES
1. Notification Regarding Corridor/Integrated Maintenance Block. (Up & Dn Line) A-G
2. Extra time Provided for Temporary Speed Restriction. H
3. Safety Tips-Instructions for ASMs/Cabin Man, Gaurds, Pilots, SSE (Works) (i) - (iii)
Train Examineers, SSE/Ways, SE/Ways, LIs.
4. GDR Check List and Door Working (iv) - (v)
5. Operating and Commercial Staff on duty at Sidings / Terminals (vi) - (vii)
6. Instruction for Movement CC+6+2 and CC+8+2 (viii)
7. AIR Brake Continuity Test (ix) - (x)
8. JPO for Brake Continuity Test. (xi)
9. Haulage capacity for Electric & Diesel Locomotives (Passenger and Goods) (xii) - (lxix)
10. Mechanical Crew lobbies and RCDS over N.F.Railway. (lxx)
11. Joint Circular on indcidence and detection of flat tyres (Flat Wheels) (lxxi)-(lxxiv)
12. PASSENGER SERVICE - Time loss for negotiating restictions over a stretch (lxxv)-(lxxvi)
of 1km length with different load and licomotive
13. Operating Forms on Indian Railway. (lxxvii)
14. JPO for clearance of track when obstructed by a dead body (lxxviii) - (lxxix)
PINK PAGES
1. JPO for Attaching & Working of Banking Engine, Assisting Engine, Dead Engine & Relief Engine over N. F. Railway I - II
2. Speed restriction in LHB coaches due to enroute breakage of Primary outer spring III - IV
3. JPO for Locking of Guard’s Portion of Front SLR of Passenger carrying trains V - VI
4. JPO for for Coupling of Transition type Center Buffer Coupler with Rake VII
5. JPO for provision of standard Brakevan Equipments for coaching trains in lockable cupboard in both rear & front SLRs of
Primary based trains VIII
6. JPO on Shunting Procedure, Right Powering & Assurance of Rolling Stock Health IX - XIII
7. Running of Train without B/Van XIII-XIV
8. Location of Disaster Management Facilities on N.F.R XV
9. Jurisdiction of ARTs XVI
10. Mobilisation of ARMV / ART XVII
11. Jurisdiction of ARMVs XVIII
12. Instruction for Pilot & List of ARME Scale-II XIX
13. Salient features of Various Types of coaches XX-XXI
14. Statement showing Sectionwise Axle load (BG & MG) XXII - XLV
15. Railway Consumers Depot and Fuelling Points over N. F. Railway XLVI
16. Vital and general causes for Loco failures and remedial measures XLVII
17. Instruction for Pilots to manage brake system of Locomotives XLVIII
18. Important Rules for Pilots XLIXI - L
19. Trouble shooting for Pilots & Running Crews LI - LIV
20. Speed Restriction on Bridges for CC6+2t loaded Wagon Bridge List for Tractive Effort Restriction for Running of CC+P+28... LV
21. Guide for WDG4 & WDP4 Locomotives LVI - LVII
22. Isolation of Defective DVs of BCN, BTPN, BOX-N.BOX-N Wagon LVIII
23. Instruction to Drivers for Restriction of Speed During Rolling In/Out Examination LIX - LXVII
24. Bridge list for Tractive effort restriction on bridge for running of electric locomotive LXXVIII - LXXI
e
Sl. No. Contents Page No.
WHITE PAGES
1. Index to stations 1-2

2. Divisional Jurisdiction, Explanation & Engineering and traffic Recovery Symbol 3
3. List of Existing ROBs/RUBS (Lumding & Tinsukia Divisions 4-11
4. Table showing Ruling Gradient and Permissble loads 12-16
5. List of Notice stations from where Caution Orders, are to be issued to all trains 17
including Special trains.
6. Despatch of Station earning ( Lumding & Tinsukia Division) 18
7. Modular Matching Beats of Supervisors (Lumding & Tinsukia Division) 19
8. Type of Block Working Particulars. 20
9. Chart Showing Details ( Tunnel Position). 21
10. Details of Neutral Sections over electrified sections of NFR 22-23
11. Signals placed at Right Hand Side of the track in the LMG & TSK Division 24-25
12. Rolling Stock Parametres (BG) and (MG) Goods Stock & Coaching Stock 26-28
Slogan
PART ‘A’
Division Name System Map of Lumding Division
1. RNY - GHY (BG) SECTION ( UP and DN) 29-41
Sectional Information
Stations Code along with CSL, Platform Capacity,Type of signaling ,
Type of Block and Standerd of Interlocking of Stations.
permissible and Permanent speed restrictions
Detailed Timings.
2. GHY - LMG (BG) SECTION ( UP and DN) 42-57
Detailed Timings.
3. LMG - MXN (BG) SECTION ( UP and DN) 58-67
Detailed Timings.
4. TTLA - KMLJ (BG) SECTION ( UP and DN) 68-69
permissible and Permanent speed restrictions, Slogan
5. CPK - HBN –MBO (BG) SECTION ( UP and DN) 70-72

Detailed Timings.
f
6. SCE - SHTT (BG) SECTION (UP and DN) 73-74
permissible and Permanent speed restrictions, Detailed Timings.
7. SLOGAN 75
8. LMG - NHLG (BG) SECTION ( UP and DN) 76-81
9. NHLG - BPB (BG) SECTION ( UP and DN) 82-87
10. KXJ - BPB - SCL (BG) SECTION ( UP and DN) 88-94
11. MSSN - KXJ (BG) SECTION ( UP and DN) 95
12. KXJ - BRGM- DLCR (BG) SECTION ( UP and DN) 96-101
13. DMR - AGTL-UDPU-JRJE-SBRM (BG) SECTION (UP and DN) 102-107
14. KTX - BHRB (BG) SECTION ( UP and DN) 108-109
15. SCL - JRBM -KGBP(BG) SECTION ( UP and DN) 110-111
Detailed Timings.
16. DSR - SKHV (BG) SECTION ( UP and DN) 112-113
Detailed Timings.
g
Division Name System Map of Tinsukia Division
1. LMG - MXN (BG) SECTION ( UP and DN) 114-123
Detailed Timings.
2. MXN - NTSK - TSK (BG) SECTION ( UP and DN) 124-133
Detailed Timings.
3. DBRT - NTSK - TSK - LEDO (BG) SECTION ( UP and DN) 134-143
Detailed Timings.
4. SLGR - MRHT - DBRG - DBRT (BG) SECTION ( UP and DN) 144 - 148
Detailed Timings.
5. MXN - JTTN - FKG (BG) SECTION (UP and DN) 149 - 151
Detailed Timings.
6. TSK - DNGI (BG) SECTION (UP and DN) 152 - 153
Detailed Timings.
7. DBRG-DMGN-TNGN-NSBG-BBNB (BG) SECTION (UP and DN) 154-155
Detailed Timings.
8. SLOGAN 156
PART 'B'
PINK PAGES
1. Level Crossing Gates of LMG & TSK Divisions 157-167
SYSTEM MAP OF N. F. RAILWAY
h
Working Time Table No. 94 In force from 1st October 2022
SAFETY TIPS
1. STATION SUPERINTENDENT/STATION MASTERS
A. DO's
1. SWR : Ensure that you are well conversant with the station working rules of your station
2. KEYS: Keep locked the Block Instruments, Points Key Box Relay Room and all Keys keep in personal custody.
3. LINE CLEAR : Ascertain whether the proper man/correct Station Master is on the other end before asking/ giving Line
Clear.
4. SETTING OF POINTS AGAINST BLOCK LINE : Ensure that when a running line is blocked the points in Rear on
double line and at either end on single line should be immediately set against blocked line and use lever collers,
stop collers.
5. RUN THROUGH TRAINS : Watch run through trains to detect any unsafe condition and exchange 'All Right' signal with
Guard if all is right. Depute a competent staff for the same duty on the opposite side of the Station building.
6. L. C. GATE : Ensure closing & locking of L.C. gate and exchange of private number with the gateman where
necessary before reception/despatch of trains.
7. TAIL LAMP : Check Flashing Tail Lamp at night and unlit tail lamp in day light in rear of the train for complete arrival
of train.
8. RULE BOOKS : Keep your Rule Books, Manuals upto date with Ammendment slips duly pasted.
9. DURING FAILURE : Satisfy personally, specially at the time of the failure of interlocking before ordering any movement
of train.
10. ASSURANCE : Fresh assurance shall be obtained in the Assurance Register from the staff when there is any change
in the SWR and after absence of duty Fifteen Day's & more
11. N. I. WORKING : During N.I. period, assurance from each train passing staff must be taken in the Assurance Register
prior to put them to work independently.
12. AUTHORITY TO PASS : Before handing over the Authority to pass a Stop signal at "ON" position, must ensure that all
the relevant motor operated points are correctly set and locked.
13. ROLLING STOCK : Ensure that no defective or damaged vehicle shall run between stations until certified fit to do so
by C & W staff.
14. GATEMAN COMPETENCY : Ensure Gateman is trained and having Competency Certificate. He must have all
equipments as per SR 16.02
15. HOME SIGNAL : Verify and satisfy personally that the reception line is clear before taking off Home signals.
16. NON INTERLOCKED POINT : Ensure padlocking of Non Interlocked points before any movement is permitted.
17. Before issuing the form T/369(3b) for a defective signal at his station or before granting Line Clear for a train for
which T/369(1) has been issued by the nominated station/rear station, the Station Master shall ensure by his
personal inspection that the relevant points over which the train will pass, are correctly set, clamped and padlocked
and the key of the padlock is in his possesion and also that the lock bars(s) where provided is in its proper position.
However, at non-interlocked stations where the points are not dected by signal, the Station Master, if he has personally
ensured that relevant points have been properly set and locked by the relevant key(shall keep such key(s) in his
custody before issuing T/369(3b).
Detailed instructions in all such cases as applicable to individual station interlocked or not, shall be incorporated in
the Station Working Rules in amplification of the principles enunciated in this rule.
19. CAUTION ORDERS :
(a) While preparing the Caution Order, all the Temporary Speed Restrictions shall be serially arranged in the
direction of run. For each non-stop run, these shall be incorporated in a Caution Order Sheet written continously and
not on a single piece of paper separately.
(b) Cyclostyled copies and computer print outs of Caution Order must be verified before issue for its correctness
B. DON’Ts
1. Never adopt short cut methods.
1. PME REFRESHER COURSE TRAINING DUE : Do not allow staff connected with the train passing duties to perform
operating duties when over due for Periodical Medical Examination and Refresher Course Training.
2. FOG SIGNALS : Do not forget to depute staff for placing of fog signal when V. T. O. is not visible from the station
building.
II. PILOTS/ASSTT. PILOTS
A. DO's
1. Ensure proper securing of vehicle/stable loads at stations as per &SR 5.23
2. Breathalyzer test must be done for running staff at the time of signing "ON" and "OFF".
3. Go through the shed notices while reporting for duty.
4. Check loco and brake power of your train.
5. Ensure that personal and engine equipments are complete.
6. Ensure that head lights, and flasher lights are in working order.
7. Keep your Competency Certificate with you while working train.
8. Acquaint yourself with the System Of Working and location of signals on the section over which you are to work trains.
9. Start and stop your train carefully and without a jerk.
10. Confirm the signal aspect by repeating the aspect with Asstt. Pilot.
11. Check the brake power at the first opportunity and be sure of its adequacy.
I
12. Look back frequently to ensure that your train running safely.
13. Whistle intermittantly while approaching to level crossings, curves and tunnels.
14. Exchange 'All Right' signals with SS/SMs and Guards while passing through a station.
15. Report defects in signals at the next stoping station and also at the Crew lobby.
16. Observe meticulously all permanent and temporary speed restrictions.
17. Switch "ON" the flasher light while running on the wrong line on a double line section.
18. At the end of the run, do record the defects/irregularities noticed by you in signals and track while on run in the signals
& track defect registers maintained in the crew lobby.
19. Wait for signals from Guard or a Shunting staff before moving your engine after having come to a stop.
20. Optimum use of APU during operation while train detention is more then 10 minutes for fuel saving.
B. DON’Ts
1. Do not start from station without proper authority.
2. Do not violate Speed Restrictions imposed.
3. Do not exceed the Maximum Permissible Speed of the section under any circumstances.
4. Never be under the influence of alcohol while on duty.
5. Never compromise with inadequate Brake Power.
6. Do not pass approach signal without light.
As par GR No. 374- Absence of fixed signal or a signal without a light :-
(1) (a) If there is no fixed signals at a place where a fixed signal is ordinarily shown, or
(b) If the light of a signal is not burning when it should, or
(c) If a white light is shown in place of a colour light, or
(d) If the aspect of a signal is misleading or imperfectily shown, or
(e) If more than one aspect is displayed,
the Driver shall act as if the signal was showing its most restrictives aspect :
provided that during night, if in the case of a semaphore Stop signal for approaching trains only, the Driver
finds the signals light extinguished he shall bring his train to stop at such signal. If he finds that the day
aspect of such signal is clearly visible and is satisfied that the signal is in the 'Off' position, he shall
proceeds past it upto the station cautiously at a restricted speed obeying all intermediate Stop signals, if
any, relating to him, and report the matter to the Station Master for necessary action.
(2) At staions equiped with a colour light signal provided with a 'P' marker, the Driver shall bring his train to a stand
if it does not shown any light or shows an imperfect aspects and having satisfied himself that the signal is
provided with a 'P' marker, shall proceeds preparing to stop at the next Stop signal and shall be guided for the
by its aspect.
7. Do not pass conflicting signals.
Conflicting signals should be treated as "defective signsls" and GRs 3.68, 3.69, 3.70 and 3.71 and S.Rs there
under should be observed in such cases.
8. Signal flickering/bobbing and/or displaying more than one aspect in Colour Light signalling:- When a Driver
comes across a signal which is found flickering/bobbling, he shall act as if the signal was showing its most
restrictive aspect and shall bring his train to a stop short of such signal. If the signal assumes a steady aspect and
remains steady for at least 60 seconds(i.e., one minute), the Driver shall take further action according to the steady
aspect so shown. If, however, the signal continues to flicker/bob and does not assume a steady aspect for at least
60 second (i.e., one minute) the Driver shall treat the signal as defective and take further action as required by
rules, In case of a Manual Stop signal showing more than one aspect simultaneously, the Driver shall also treat
such signal as defective and shall act accordingly (GRs 9.02 and SR 9.06 and SRs thereto). However, in the case
of an Automatic Stop signal displaying more than one aspect simultaneously, the most restrictive aspect (i.e., Red
aspect) shall be obeyed.(GR 9.02 and SR 9.02/1 or SR 9.07/5 as the case may be).
III. TRAIN MANAGER
A. DO's
1. Ensure Personal and Brake Van equipments are complete as per rule No. 4.19/1 (A) (B) (C) & (D)
2. Ensure your train is correctly marshalled, properly coupled and provided with prescribed brake power/Air Pressure.
3. Keep a good look out during the journey to ensure that your train is in prescribed speed limits and observes Speed
Restrictions.
4. Protect your train in the block section, as per rules when your train stops and cannot proceed on account of accident/
failure/obstructions.
5. When stopping at any station, see that the last vehicle of your train has cleared the Fouling Mark.
6. Personally supervise shunting operations of your train at way side station.
7. Report defects in signals, if found to the Station Master of the next stoping station.
8. Exchange signals with station staff and engine crew when runs through a station when everything is all right.
9. Ensure that the built in red light of SLR/RA is switched off when another vehicle is attached in rear of such SLR/RA.
10. Exchange 'All Right' signals with gate man when runs through a manned LC gate when everything is all right.
11. Check Flashing Tail Lamp at night and unlit tail lamp in day light in rear of the train for complete arrival of train.
B. DON’T's
1. Never give signal to start a train from a station without the Station Master’s prior permission.
2. Do not leave your train until charge of your train is handed over to reliever.
IV. TRAIN EXAMINERS

1. Ensure proper ‘Rolling in Examination’ of the train to detect loose fittings/broken parts of under gear, flat tyre and
abnormal behaviors of spring and running gears.
2. Ensure correct and immediate feeling of Axle Box on arrival of a train to detect warm and hot boxes in time.
II
3. Ensure thorough examination of the train prior to depart from station/yard.
4. Ensure the couplers of CBC fitted are completely locked.
5. Ensure leaky tank wagon is not permitted to move by the train unless the leakage is stopped.
6. Do not allow any Wagon/Vehicle with broken springs, shifted buckles and defective bearing spring gear.
7. Ensure that difference of Spring Camber is within the prescribed limit.
8. Ensure that difference in buffer height is within permissible limits.
9. Watch the condition of scroll irons/shackle plates/shackle pins, cotter etc.
10. Ensure that side bearers are not cracked/broken and secured properly and clearance between top and bottom side
bearers is within permissible limit.
11. Ensure couplings are tightened.
12. Ensure that gear brake is properly adjusted, vacuum cylinders are tested and prescribed brake power on train is
provided.
13. Do not allow the train without setting the empty/load box handles in proper position.
14. Guard against uneven loading, improper securing of loads and infringement of Standard Moving Dimensions.
V. LOCO MAINTENANCE SUPERVISORS OF DIESEL SHED
Check the following on Diesel Locomotives before it leaves the shed:
1. Ensure proper amount of pressure is in Brake Pipe and Feed Pipe Pressure and Vacuum (where applicable).
2. Check functioning of Airflow Indicator, Dynamic Brake System & VCD Speedometer.
3. Check side headlights, classification lights & flasher lights.
4. Check adequate level of suspension bearing oil and its filling caps.
5. Check adequate level of cardium compound in gear case with its cover properly fitted.
6. Check adequate level of oil in engine crankcase, Expresser crank case & Governor.
7. Check the availability of spare VRR fuse, Fire Extinguishers etc.
8. Visually examine condition of journals, wheels and flanges etc.
9. Ensure that incoming repair bookings have been attended adequately.
VI. ALL SECTIONAL INSPECTORS AND SAFETY COUNSELLORS
* INTENSIFY FOOT PLATES/SURPRISE NIGHT inspections and put right defects/deficiencies/slackness detected
and educate and inspire staff to the highest standard of efficiency and devotion.
* Bring to the notice of your controlling officer any lapses/deficiencies found to be repeatative or incorrigible for
necessary action.
VII. PWIs/SSE/Works
1. AT L. C. GATES
(a) No person shall be posted as a gateman until he has been given suitable training in the duties of a gateman and
unless he holds a Certificate of Competency.
(b) Please ensure that all gatemen are provided with the equipments as required by G & SR 16.02/1(a).
2. PLEASE ADVISE ALL THE GATEMEN
(a) To ensure that the lifting barriers of gates or chains when closed against road traffic are locked properly.
(b) To ensure that the channel for the flange of the wheels is kept clear.
(c) While a train passes a level crossing, he must stand attentively at the gate lodge side, facing the track with furled
Red and Green flags during the day in right and left hands respectively and at night hold the hand signal lamp with
the white light pointing towards the track. He shall watch all passing trains to see any unusual condition and take
prompt action to warn the Pilot and Guard of the train by showing danger signal. If all is right he must exchange
‘Signal’ with Guard.
(d) On noticing any obstruction on the line he must at once remove it or, if unable to do so :-
(i) Take action to ensure that the fixed Signals, if any, protecting the gate are kept “ON”.
(ii) Show his Stop Hand Signal and do is best to stop approaching train, and
(iii) Protect obstruction as per Rule 3.62.
(e) No gateman shall leave his gate without being properly relieved.
(f) If a train has parted, do not show a Stop Hand Signal to the Pilot, but endeavour to attract the attention of the Pilot
and the Guard by shouting, gesticulating or other means.
3. All supervisory staff and inspecting officials, in course of their inspections, must educate the gateman and ensure
that the above instructions are followed rigidly in actual practice.
4. If any unmanned L. C. gate has more than three (3) accidents in three (3) Consecutive years it must be manned.
5. Provide the Caution Indicators, Speed Indicators at all Speed Restriction locations.
6. KM Posts/Hectometre Posts must be clearly visible.
7. Ensure that correct Guage, Cross Level, Superelevation and Versine on curves and Alignments are correctly
maintained.
8. Ensure proper drainage of the track and clean Ballast.
9. Educate Gangmen in quality work.
10. Ensure proper protection of line when track repair work is in progress.
11. Replace worn out track components and ensure tight track fittings.
VIII.Loco Inspectors
(i) Carry out Breathalyser Test of Running Should be ensured while Signing "ON" and "OFF".
(ii) ALL RAILWAY PERSONNEL, SPECIALLY GUARDS, PILOTS, SS/SMs, CABINMEN, CONDUCTORS, TTEs, GRP
III
& RPF PERSONNEL:
Do not allow Burning stoves, LPG Cylinders/Explosives/POL Products on Train.
Do Not allow any person to travel on roof of train.
Whenever any passenger is found TRAVELLING ON ROOF, all efforts to be made to bring him/her down by Police/
RPF help if required before starting the train.
1.0 BG FREIGHT TRAIN EXAMINATION NODAL POINTS :
JOINT MECHANICAL AND OPERATING CIRCULAR NO. 1/2021 ( Revised)
In super session to the Joint Mechanical & Operating Circular No. 1/2020 circulated vide letter No. Mech/C & W/
Examination/Pt-XI dated 19.03.2020 the revised Joint Procedure Order is introduced with immediate effect.
1. BG FREIGHT TRAIN EXAMINATION NODAL POINTS
The following train examination stations are nominated for examination of BG Goods trains on N. F. Railway system.
Sl. No. Division Station Block Type of Examination Route of Close
Circuit rake (CC)
of NFR
1. KIR NJP BCN Premium
BTPN CC and Premium ER, SE, NC, NE, ECR,
NR & NF
BOXN Premium -
OTHERS Intensive (end to end) -
2. RNY NBQ BCN Premium -
BTPN Premium -
BOXN Premium -
CONTAINER Intensive (end to end) -
3. LMG NGC BCN Premium -
BOXN Premium -
CONTAINER Intensive (end to end) -
4. TSK NTSK BCN Premium -
BTPN Premium -
BOXN Premium -
CONTAINER Premium (end to end) -
IX. GDR CHECK LIST :

Sl. No. ITEM TO BE CHECKED BY GUARD AND DRIVER
1. Rake integrity is not disturbed by more than 04 wagons. Only intensively examined wagons given fitness by
train examining staff are attached.
2. All CBCs and Air Hoses are properly coupled and locked.
3. All the Angle Cocks are in open condition.
4. The last Angle cock is in closed condition.
5. Empty/Load device handle is in proper position.
6. There is no loose fittings/hanging parts like push-pull rod, Brake Beam, Safety Brakets, Brake Blocks etc.
which may endanger safe running of the train.
7. Hand brakes are released.
8. All Doors/Hoppers/ Covers of wagons are closed and locked/secured.
9. Any other abnormality notice and action taken.
10. Guard & Driver shall prepare a memo jointly on the prescribe GDR proforma or in plan sheet in triplicate
indicating the brake power and deficiency, if any, and shall append their signatures and both of them shall
retain a copy of the same. Guard should obtain SM/YM's endorsement on two copies of joint memo and hand
over the third copy for SM/YM's record. SM/YM will inform the Section Controller after making the endorsement
on the joint memo and obtain clearance for the train to move. The old BPC copy should be given to prepare
the joint note.
11. Continuity of brake pipe presure is to be confirmed through VHF/whistle code before starting the train.
GDR check is an important check ensuring safety in train operations instructions issued from time on the subjectare
IV
being reiterated below -
• GDR check should be done post loading / Back loading of rake.
• If a rake is stabled at non TXR point for more than 24 hrs. GDR check should be done before clearance of
stabled load.
• After tippling, the rake will be subjected to post tippling examination. In case less than 3 rakes are being
tippled per day, the check may be carried out by Guard and Driver.
• If BPC has become invalid then GDR check should be done before taking the rake to the nearest train
examination point in the direction of train movement.
• In case of attachment / detachment of the wagon, or reversal of power at non- TXR point, continuity of brake
pressure must be ensured by Guard and driver.
It will require about 30 to 45 minutes from start to finish for completing GDR check for which records have to be
maintained.
INSTRUCTION FOR GUARD, LOCO PILOT & STATION STAFF
(i) It is the primary responsibility of the Guard (being in charge of the train) as well as of Driver and station staff for not
allowing train running on invalid BPC in violation of the existing instructions.
(ii) In case, Guard and Driver notice that BPC is invalid, it should be brought to the notice of station staff and the train
has to be offered for examination at the same point or at the first examination point in the direction of movement
after carrying out GDR check.
(iii) At each loading/unloading point before starting the train, Driver, Guard and station staff shall ensure that the BPC
is valid. The train should be subjected to GDR check as per the above check list.
(iv) If a rake stabled at non TXR point for more than 24 hrs..GDR check should be done before Clearance of stabled
load.
(v) After tippling, the rake will be subjected to post tippling examination. In case less than 3 rakes are being tippled
per day, the check may be carried out by Guard & Driver.
(vi) In case of attachment / detachment of wagon, or reversal of power at non TXR point, continuity of brake pressure
must be ensurred by Guard & Driver.
1.3 INSTRUCTIONS REGARDING GDR CHECK AND DOOR WORKING
1.3.1 GUARD AND DRIVER (CREW)
1. Henceforth GDR check will be required to be done in all cases of Unloading / loading of rakes, 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.
2. 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.
Proforma for Joint check by the Driver and Guard
1 DATA & 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 Guard
Driver's Name ...................................... Guard's Name ..............................................
(This memo should be prepared in 3 copies, one copy to be kept with Driver, one with the Guard and one will be
given by the Guard to the Station Master / Yard Master)
( As per RB's letter No. 2018/M(N)/951/34 Pt. dated 23.06.2020)
3. Closure of doors should also be checked and encured during GDR check and same recorded in the GDR
memo.
1.3.2 OPERATING AND COMMERCIAL STAFF ON DUTY AT SIDINGS/TERMINALS
V
1. Release memo of rakes should be accepted by operating/commercial staff only after proper closure of doors has
been ensured by the siding/handling agencies. This may be explicity mentioned in the release memo.
2. In case it is not feasible to close the doors in the terminal due to door defects, it should be certified by the railway
officials posted in the terminal and C&W attention provided for closing such doors at an operationally convenient
location.
3. Operating staff concerned shall assure themselves that GDR check has been done before drawing out of the rake
and GDR memo has been signed as prescribed.
1.3.3 MECHANICAL DEPTT STAFF :
1. TRAIN EXAMINATION YARD STAFF : At the time of rake examination by C&W staff for issue of a fresh BPC, proper
closure of doors should be ensured and the should be explicity mentioned in the BPC issued for all wagon types
having doors 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".
2. POH SHOPS, ROH DEPOTS & SICK LINES : During repair / overhaul it shall be ensure that all defects and
deficiencies are attended to properly and instructions issued vide Mechanical (Fr) dte. letter a reference (vi) are
strictly adhered to.
2. END-TO END RUNNING OF AIR BRAKE STOCK :
I. The rake should normally be intensively examined in empty condition at the examination points mentioned above
except when back loading of rake has to be done at stations / sidings. After such intensive examination, the empty
rake should be moved to the loading station as per the requirement of Traffic. The back loaded rakes are to be
offered for examination at the first point of examination in the direction of movement with GDR check on the basis
of previous BPC.
II. The BPC of empty rake may have no destination mentioned. But after loading the empty rake, the operating staff
(Commercial staff, if no Operating staff is posted at that station) will ensure that the destination of the loaded
train is clearly mentioned on the BPC and the same BPC will then become valid upto destination.
III. Normally, Driver should not move the loaded train from the loading point unless the destination is clearly
mentioned on the BPC. BPC of the loaded train without destination will be considered as invalid.
IV. After unloading, the rake must be examined once again in the empty condition and the above cycle repeats. In
the absence of freight examination facilities at the unloading point, the empty rake / back loaded rake must be
examined at the first freight train examination point in the direction of movement. The movement of the empty rake
/ back loaded rake from the unloading point to the first freight train examination point will be permitted on Driver &
Guard and SM’s (if available) certificate for which the GDR check list should be followed and old BPC should
be handed over to the drivers.
V. After unloading at any TXR point, where BPC becomes invalid, the rake should be offered for fresh TXR
examination at that examination point.
VI. After unloading at any TXR point, where BPC remains valid, the empty rake shall be moved to next loading point with
GDR check as per GDR check list referred at para (1.1).
3. BACK LOADING OF TRAINS :
When back loading is done at a station where freight examination facilities exist, the loaded rake should be
examined at that station only and BPC issued. In case where back loading is done at a non-examination station,
such trains can be :
(a) Either checked by a flying squad, if operationally feasible.
(b) Or, if that is not possible, it shall be permitted to run on a Driver & Guard’s memo for which the instructions given
under para 2 (iv) should be followed :
3.1. Running of trains on Driver and Guard’s memo will be permitted only upto the first freight train examination point in
the direction of train movement.
4. VALIDITY OF BRAKE POWER CERTIFICATE FOR CLOSE CIRCUIT AIR BRAKE RAKES :
4.1. BPC of premium CC rakes to be maintained by ‘A’ category CC bases shall remain valid for 7500 Kms/30 days
(whichever is earlier). All conventional CC rakes shall have a BPC validity of 4500 Kms/20 days (whichever is
earlier).
4.2 Kilometer earning should be monitored by FOIS, in addition to the entries in the BPC by driver and it should be
ensured that, the rake is returned to the base depot for next examination in empty condition before expiry of
BPC on Km/time basis.
4.3 Air brake close circuit rakes shall be offered for periodical maintenance examination (PME) in empty condition
at the CC base depot, which originally formed the CC rake.
4.4 Rake integirty, as listed in the BPC should be maintained. However, upto 4 wagons may be replaced by examined
wagons in the entire run between two PMEs.
4.5 POH wagons from CC rake will be marked at base depots only.
5. VALIDITY OF BRAKE POWER CERTIFICATE FOR PREMIUM END TO END FOR AIR BRAKE RAKES (BCN, BCNA,
VI
BCNAHS, BOXN) :
Premium end to end rakes will be intensively examined in empty condition.
Brake power certificate issued for such premium end to end rakes will be valid for 12 days from the date of
issue. During these 12 days period, the rake will be allowed multiple loading / unloading.
5.1 After each loading / unloading the rake will be examined by Guard and Driver before commencement of journey
and observation will be recorded under the relevant columns of the Brake Power Certificate. In case of
mechanized loading / unloading, examination of rakes by TXR shall be ensured.
5.2 The rakes will be turned out with minimum 95% brake power.
5.3 After the lapse of 12 days, the rakes should be offered for next intensive examination at the first examination
pointin the direction of movement. To avoid examination in loaded condition, a grace period of 3 days be
permitted. However, after expiry of grace period i.e., after a lapse of 15 days from the date of issue of BPC,
even a loaded premium rake shall be offered for examination at the first train examination point in the
direction of movement for fitness upto destination.
5.4 KIR division is nodal agency to keep record of train received at MLDT and KIR Interchange points so that
matter can be referred to connecting Railway for corrective action. All such incoming loads will be offered for
examination at NJP where BPC found invalid.
6. Nodal points for clearance of rakes from road side stations after release / loading are as under :
SN All Stations between Nodal point Procedure shall be Remarks

(excluding nodal points) adopted for clearance
1 NJP - MLDT - KIR Section Down trains to be As per para 3 above After release
made over to ER at empty rakes
MLDT and to ECR across will move as
KIR will move unexamined per
upto the nearest train exa- requirement.
mination point on ER /
ECR respectively
2. NBQ - NJP Section NJP - do - - do -
3. NGC - NBQ Section NBQ - do - - do -
4. DMV - NGC Section NGC - do - - do -
5. Beyond DMV Section NTSK - do - - do -
6. NBQ via Bogibeel NBQ, NTSK - do - - do -
7. LMG BG AREA : Transhipment point at LMG has been dismantled and by-passed to hill section. Therefore, invalid
rakes from LMG hill section to be examined at NGC yard.
8. TSK AREA : Empty BTPN wagons for loading at TSK will be offered for examination at NTSK and BPC will be issued
as per Premium / End to End pattern without mentioning any destination. After loading of empty rakes the
destionation is to be mentioned on the BPC by the operating staff or commercial staff, if operating staff is not
available.
8.1 For making NTSK as CC base depot, facilities shall be developed to ‘A’ category yard. However, in the meantime,
in case rakes are formed from OFF POH/ROH they may be given fit for CC rakes.
9. CONTAINER RAKES FOR ICD/AMINGAON :
9.1 All the Up trains either loaded or empty bound for ICD/Amingaon will be given intensive examination at NBQ.
BPC issued to the trains by NBQ will be valid upto destination in the down direction of the trains. In the event of
bunching at NBQ, the empty rakes may be examined intensively at NGC.
9.2 BPC of the trains terminating at Amingaon will be collected by SM/AGT, who in turn will hand it over to Amingaon
for revalidation by TXR staff of NGC at outgoing stage and then handing over to the outgoing driver / guard.
Destination on the BPC should invariably be mentioned in case of loaded train.
9.3 Brake power certificate of BLCA/BLCB rakes should be revalidate at Amingaon after loading / unloading and to
ensure central loading and proper locking of containers as well as to detect and attend spring displacement
which might be caused due to poor handling while unloading of containers. Advance information should be
given to ADME / NGC to depute staff
10. BTPN MAINTENANCE AT NJP CENTRALISED :
Maintenance (examination) facilities for BTPN rakes for loading at Numaligarh, BRPL refinery and Rangapaní
has been developed in a centralised manner at NJP yard on nominated lines. The following procedure will be followed
so that rakes on arrival, at Numaligarh, BRPL refinery and Rangapani gantries can be directly loaded without any further (C
& W) attention for under gear.
10.1 One Sr.Technician (MCM) & one Technician round the clock to be kept at gantries for attending repairable Works at
RNI & BRPL. However, at NMGS & DIGBOI staff shall be deputed as per demand by IOCL/NRL.
VII
10.2 The rakes will be intensively examined and BPC issued for running upto 7500 Kms/35 days for rakes running
exclusively in close circuit. For other BTPN rakes, BPC will be issued for running on End-to-End pattern.
10.3 Individual wagon Nos. will be mentioned on the back of the BPC.
10.4 The master valves will be checked and tightened.
10.5 The bottom valve flanges will be closed with high pressure jointing sheets and tightened with nuts & bolts.
10.6 BPC will remain valid till integrity of the rake is not disturbed or composition is changed by 4 or more nos of
wagons enroute.
10.7 The rake will not be stabled for more than 24 hrs. in train examination yard.
10.8 The Driver working the train should hand over the BPC to the relieving Driver. In case, the train has to be left
without relief Driver, the BPC should be deposited to the SM/YM nominated for the same who in turn will hand
over the BPC to the outgoing Driver.
10.9 Before restarting the train, the Driver and the Guard will satisfy themselves from recorded wagon numbers on the
back of BPC to ensure that the certificate pertain to their train.
11. INSTRUCTION FOR MOVEMENT CC+6+2 AND CC+8+2 :
Overloading beyond CC+6+2 & CC+8+2 the action to get the load adjust / unloading as given below
SN Weighed at Load adjustment / unloading at
i) DLF DLF
ii) HCR HCR
iii) ADF ADF
iv) RNI RNI
v) BNV BNV
vi) KAMG KAMG
vii) JPZ JPZ
viii) DDNI DDNI
ix) RNY RNY
x) BIZ BIZ
xi) NGC NGC
xii) BPB BPB
xiii) NCH NCH
xiv) LLO LLO
Necessary arrangements for off loading are to be made by the Consignee/Consignor at his own cost or by the
commercial department of the division by debiting the cost to the consignee/consignor.
a) Run the rake with restricted speed of 50 kmph, till load adjustment / unloading is done.
b) Over loading beyond CC+6+4 :
Run the train at a restricted speed of 30 kmph upto the nearest point as indicated in table or other earlier
convenient station to get the overloaded wagon detached.
c) CC+8+2 rakes shall run only up-to NJP on NJP-KIR, KIR-NJP & MLDT-NJP section as per extent instructions.
11.1 Imposing speed restrictions :
a) Weight bridge clerk will advice SM regarding extent of overloading.
b) On the basis of this information Station Master of originating/weighment station will give message to control
office of the concerned division.
c) Station Master of originating/weigment station will
i) Give caution order to driver/guard for running train restricted speed.
ii) Advice Divisional control about these fact and they will pass this information adjoining to divisional control
as may be necessary.
11.2 Fortnightly review of overloading rakes and action taken should be done by DRM and report sent to HQ for review by
PHODs.
11.3 It will be ensure that all trains have functional speedometer and speed recorder.
11.4 In the event of weighbridge being defective, extant rules must be followed.
11.5 Wagon loaded with standard bagged commodity like cement, food grains, Fertilizer, Sugar etc. are exempted from
weighment, only random checks will be conducted as per Board’s letter No TC-/2006/108/4/Pt. (Rates circular No
61/2007) dated 05.06.07.
X. TROUBLE SHOOTING GUIDE OF BRAKE BINDING COACHING :
a) Procedure to release and isolate Brake Binding at en-route stations (for Loco Pilots & Guards)
i) Pull quick release lever of DV
ii) Isolate PF and BP branch pipe and drain Auxilliary Reservoir (AR). Isolate DV by lifting isolating handle and again
pull the release liver of DV. Check that brakes are released by shaking the brake blocks. If brakes are released,
VIII
close the isolation cocks of both brake cylinders and work the train.
iii) In case of crimped / bent flexible pipe, straighten the flexible pipe to allow Brake Cylinder (BC) pressure to release.
If brakes are released, close the isolation cocks of both brake cylinders and work the train.
iv) If brake blocks are gripping a particular pair of wheels, then close the isolation cock of the brake cylinder, pull the
latch of the brake cylinder and rotate the resetting plate in clockwise direction to release the brakes. Ensure that
brakes are released by shaking them. If brakes are released, close the isolation cocks of both brake cylinders
and work the train.
v) In case of problem in pulling tha latch, remove the brake cylinder piston rod pin and work.
b) Procedure to release and isolate Brake Binding of LHB coach with FIAT trolley at en-route stations. (for Loco
Pilots & Guards) :
i) In case of brake binding, the brake indicator of the affected bogie will show red colour.
ii) Pull the release lever of DV.
iii) Rotate the isolation cock of the affected bogie provided on the brake panel in anti-clockwise direction by 90 degree
to release asd isolate the brake cylinders of the affected bogie.
iv) If brakes are released, brake indicator of the affected bogie will change colour from red to green as shown. Check
that the brakes are released by shaking the brake calipers. If brakes are released, work the train.
v) If not released, loosen the hexagonal nut of the brake cylinder by 27 no. or 46 no. spanner. Check that the brakes
are released by shaking the calipers and work the train.
AIR BRAKE CONTINUITY TEST
1. Objective:- Brake continuity test is one of the most important tests of Air Brake System. This test is done
to check the continuity of the Brake Pipe throughout the train. It ensures that the Brake pipe
pressure gets destroyed/created, during the brake application/release, simultaneously in Brake
pipe of all wagons throughout the length of the train.
2. Principle:- The principle of the test that first the brake pipe pressure is created from the locomotive, the
pressure so created in the train brake pipe and then destroyed from the brake van/last vehicle
and in doing so, the brake pipe pressure in locomotive should also become zero.
The brake pipe pressure is once again created from the locomotive and the build up of train
brake pipe pressure rise is checked from the brakevan/last vehicle.
In case of any discontinuity and/or blockade in the train brake pipe the rise/fall of brake pipe
pressure in brake van and vice versa.
3.When required :-The brake continuity test must be carried out on train in the following circumstances without
excception as prescribed by RDSO.
(a) Fresh locomotive or additional locomotive is attached to the front of the train.
(b) Fresh locomotive of additional locomotive is attached to the rear of a fully fitted train.
(c) Vehicle is attached at any position in the fitted portion of the train.
(d) Vehicles in the fitted portion of the train are detached from other than extreme rear end.
(e) After any brake defect or irregularity which has affected the continuity of the brake system
has been rectified.
4. Who shall carry out :- The Pilot and Guard together must carry out this test as soon as possible and follow the
Detailed Procedure laid down by RDSO as given here in:
5. Procedure :-
Step - 1 The Pilot must move the Automatic Brake valve to RUNNING in the leading driving compartment
and check that approx. 5.0 kg/cm. sq. is registered on brake pipe pressure guage.
Step - 2 The Pilot must then move Automatic Brake valve handle to HANDLE OFF/NUETRAL without
a pause and retain initially at least 4.0 kg/cm. sq. on the brake pipe pressure gauge.
In the case of A9 Automatic Brake which does not have HANDLE OFF/NEUTRAL position
the following procedure shall be followed :-
a) After the brake pipe pressure has been stabilised close the brake pipe isolating cock provided
between additional C2 Relay valve and brake pipe of locomotive.
Step - 3 The Guard then without delay carry out the following.
IX
a) if a brake van is rear vehicle, open the Guard's Emergency Brake valve until all air is exhausted
reducing the pressure to zero. The valve must then be closed.
b) If a brake van is not the rear vehicle, open the Brake pipe cut off angle lock on the rear end of the
last vehicle until all air is exhausted. The cock must then be closed.
c) in the case of partly fitted train, the cock must be opened on the rear end of the rear vehicle in the
fitted portion until all the air is exhausted. Before carrying out this part of the test, the Guard must
have a clear understanding with the Pilot as to what is to be done to ensure that the train is not
moved during the test.
d) If locomotive in the rear of the last wagon in addition to the driving locomotive in the front of the train,
is used and this locomotive is the last vehicle on the train, then the Guard must instruct the Pilot
of the rear most locomotive to perform the duties of the Guard in carrying out the brake continuity
test.
e) The Pilot of the rear loco must move the Automatic Brake valve to emergency until the Brake pipe
pressure falls to zero. He must then move the Automatic Brake valve Handle to OFF/NEUTRAL
and observe that the brake pipe pressure does not rise immediately. In case of A9 Automatic
Brake valve which does not have HANDLE OFF/NEUTRAL position, the isolating cock provided
between additional C2 Relay valve and brake pipe of locomotive must be closed and must observe
that the Brake Pipe Pressure does not immediately rise. The Guard must obtain an assurance
from the Pilot of the rear most locomotive that this has been done.
Step - 4 The Pilot of the driving locomotive must observe that the brake pipe pressure has dropped to
zero in the leading driving compartment and does not commence to rise again. If the brake pipe
pressure does not fail, this can be due to brake pipe cut off Angle cock being closed. If the brake
pipe pressure does not fall to zero, check if a locomotive Automatic Brake valve or brake controller
in another cub/control stand is not in the HANDLE OFF/NEUTRAL position.
Step - 5 After correction of any fault a further brake continuity test commencing at STEP - 3 must be
carried out.
Step - 6 The Pilot must move the Automatic Brake valve to RUNNING position and check that 5.0 kg/
cm. sq. is registered in the locomotive cab and maximum level in the last vehicle as stipulated in
the operating rules. In case of A9 brake valve which does not have HANDLE OFF/NEUTRAL
position, after the cut-out cock between C2 relay valve and brake pipe is opened the brake valve
pressure should again build upto 5 kg/cm. sq in the locomotive and to a maximum pressure in the
last vehicle as stipulated in the oprating rules.
SR. 2.11/5 PRECAUTIONS TO BE TAKEN FOR WORKING OF TRAINS DURING STORM AND
STRONG WIND
i) When the warning message forecasting cyclone storm or strong wind has been
received from the Metrology Department and/or there is a reasonable doubt that severe
storm is going to break out endangering the safety of pasengers trains, etc. the Station
Manager shall, in consultation with the Guard and the Pilot of the train, detain the train
and also refuse to grant line clear to a train coming to his station until storm abates
and he considers movement of trains safe.
ii) Should a train be caught on the run in a cyclone, storm or strong wind of an intensity
which in the opinion of the Pilot is likely to endanger the safety of the train, he shall
immediately control the speed of his train and bring it to a stop at the first convenient
place taking care as far as possible to avoid stoppage of the train at places like sharp
curves, high embankment and bridges (including approaches thereof) in controlling
the speed and bringing the train to a halt, the Pilot shall stop the train carefully and
without a jerk. he shall restart the train in consultation with the Guard only after the
cyclone, storm or strong wind abates and it is considered safe to proceed.
iii) The Guard and Pilot of the train in co-operation with the railway staff travelling in the
train shall try to see that doors and windows of the coaches are kept open by the
passengers to allow free passage of the wind through the coaches.
X
JPO for Brake Continuity Test for EMD Locomotives
1. Objective:- Brake continuity test is one of the most important tests of Air Brake System. This test is done
to check the continuity of the Brake Pipe throughout the train. It ensures undesturbed/
uninterrupted Brake pipe pressure from Engine to the last vehicle of the train.
2. Principle:- The principle of the test is that, first the brake pipe pressure is created from the locomotive in
the train and then destroyed from the brake van/last vehicle and in doing so, the brake pipe
pressure in locomotive should also become zero. The brake pipe pressure is once again
created from the locomotive and the build up of train brake pipe pressure is checked from the
brake van/last vehicle.
In case of any discontinuity, the reason for the same should be ascertained and necessary
action taken for rectification. Therefore, the test procedure shall be repeated.
3.When required :-The brake continuity test must be carried out on train in the following circumstances
(a) Fresh locomotive or additional locomotive is attached to the front of the train.
(b) Fresh locomotive or additional locomotive is attached to the rear of a fully fitted train.
(c) Vehicle is attached at any position in the fitted portion of the train.
(d) Vehicles in detached from any position other than extreme rear end.
(e) After rectification of any brake defect or irregularity which had affected the continuity of the
brake system.
4. Who shall carry out :- The Loco Pilot and Guard together must carry out this test as soon as possible and follow
the detailed procedure as given here in:
5. Procedure :-
Step - 1 The Loco Pilot must move the Automatic Brake valve handle to Release posiition in the leading
driving compartment and check that approx. 5.0 kg/cm. sq. is registered on brake pipe pressure
guage.
Step - 2 The Loco Pilot must then move Automatic Brake valve handle to minimum reduction without a
pause and retain initially at least 4.0 kg/cm. sq. on the brake pipe pressure gauge.
After the brake pipe pressure has been stabilised the Lead/Trail switch should be put in
"Test" mode for isolating the chargeing of the brake pipe from the compressor.
Step - 3 The Guard then, without any delay, shall carry out the following:-
a) if a brake van is the rear vehicle, the Guard's Emergency Brake valve should be opened
until all air is exhausted reducing the pressure to "zero" and the reading of the BP
guage in Loco should also indicate "zero". This should normally require about 2 to 3
minutes. The Guard's Emergency Brake Valve must then be closed.
b) If a brake van is not the rear vehicle, the Brake pipe cut off angle cock on rear end of the
last vehicle should be opened until all air is exhausted. The cock must then be closed.
c) In the case of partly fitted train, the cock must be opened on the rear end of the rear
vehicle in the fitted portion until all the air is exhausted. Before carrying out this part of
the test, the Guard must have a clear understanding with the Loco Pilot as to what is to
be done to ensure that the train is not moved during the test.
d) If there is a locomotive in the rear of the last coach/wagon in addition to the driving
locomotive in the front of the train, and this locomotive is the last vehicle on the train,
then the Guard must instruct the Loco Pilot of the rear most locomotive to perform the
duties of the Guard in carrying out the brake continuity test.
e) The Loco Pilot of the rear loco must move the Automatic Brake valve to emergency until
the Brake pipe pressure falls to zero. He must then move the Automatic Brake valve
Handle to Release position and observe that the brake pipe pressure does not rise
immediately.
Step - 4 The Loco Pilot of the driving locomotive must observe that the brake pipe pressure has dropped
to "zero" in the leading driving compartment and does not commence to rise again.
Step - 5 The Loco Pilot of the driving locomotive must move the Automatic Brake valve to Release
position and check that 5.0 kg/cm.sq. is registered in the locomotive cab and maximum level
in the last vehicle as stipulated in the operating rules. Then Lead/Trail switch to be put in
"Lead" mode and the brake pipe pressure should again build up to 5.0 kg/cm.sq. in the
locomotive cab and maximum level in the last vehicle as stipulated in the operating rules.
s/d s/d
Dy. CME/DSL/HQ Dy. CME/O&T/HQ
XI
JOINT CIRCULAR NO : 1 OF 2000

JOINT CIRCULAR ON INCIDENCE AND DETECTION OF FLAT TYRES (FLAT WHEELS)
No. 537/RF/W-6/Pt.XV Dated : 4.12.2000
SUB : DETECTION. OF LOCOMOTIVES AND ROLLING STOCKS WITH FLAT TYRES

AND FOLLOW UP ACTION
There have been several instances where flat tyres are reported to have caused damage to track
causing rail fractures and weld failures . To avoid rail fractures/weld failures caused by flat tyres, the staff
should be counselled to take necessary precautions as mentioned below:-
1. MECHANICAL C &W STAFF:
At all TXR points rolling in & rolling out examination of- all carriage and wagon train must be carried
out to detect flat wheels .
As per Railway Board’s guidelines, the permissible flat on wheel tread is limited to 60 mm for goods
stock and 50 mm for the coaching stock/locomotives. All C&W train examination staff should be
counselled to adhere to the provisions of para 4.22 “Tyre Defects” of part-IV IRCA Conference Rules for
coaching stock and para4.81.1 of Part Ill of IRCA Conference Rules for Freight stock. The train
examination staff should not allow any wagon/coach having length of flatness more than permitted as
above under any circumstances. Such Wagon/Coaches should be detached immediately after being
marked stick. The C&W train examination staff in C&W depots/sick lines must check the Flatness of
wheel tread with the help of Tyre Defect Gauge. The flatness of wheel tread should invariably be
checked during intensive examination. Functioning of DVs and slack Adjusters should be checked at
examination stage.
2. Pilot and Guards of the train & Shunting Staff
The Pilots should follow “instructions for Pilot to manage System of locomotive/Train in Different
situations Encountered during train operation” contained in RDSO’s report No. MP Misc-88/89 (Revision
0.01) of January 2000.
The train crew and shunting staff should be trained to release Brakes whenever DV isolating cock is
operated by them. All empty/loaded position depending upon the condition of the stock to avoid skidding of
wheels. The pilot and guard should also be vigilant in detection of hammering blow sound while on run
and on detection of the same, train should observe speed restriction of 30 kmph to clear the section
upto next station where they should stop the train and have the defective rolling stock detached.
In case of unscheduled halts, pilot must not start the train before ensuring minimum time to release the
brake cylinders.
In case of change of locomotive of a train, before coupling the brake pipes of relief and engine, all the
cylinders are to be released land then engine should be coupled up and create vacuum/ BP, pp pressure.
This will eliminate chances of brake binding.
Guard must be provided in all goods train to ensure more safety. Guards must be vigilant while the train
is in motion. In case there is any leakage observed which can’ be detected from vacuum gauge/air
pressure gauge) due to alarm chain pulling or otherwise, he should control the train immediately and
ensure proper examination of the full train and attend/rectify the leakage along with crew.
In case of disconnection of air hose/vacuum hose pipe, after coupling the vacuum hose/air hose, brake
cylinders of the entire train are to be released before starting. Pilot should frequently observe air flow
meter, BP, Vac. Gauge and load meter, to detect any abnormal fluctuation.
LXXI
3. OPERATING STAFF
The station staff should be trained to detect the hammering sound of flat tyre on a passing
train.They should lnitimate the approximate position of the wagon/coach to the next station
and also to section controller to stop the train and get it examined for detecting the
locomotive/rolling stock with possible flatness of the wheel. The train should be inspected
by Pilot and Guard and defective rolling stock should be detached in consultation with TXR
control and power control stocks. All Tis and safety counsellors should counsel station staff.
4. SECTION CONTROLLER:
The section controller should record the intimation of flat tyre reported by stations and should
immediately contact carrage controller and Power Controller for technical advice,
and act in accordance with the advice.
5. ENGINEERING STAFF AND GATEMAN

The engineering staff, gateman and supervisors at work sites or while doing trolley or foot
inspection should also be counselled to be vigilant towards detection of flat tyre on the passing
train. In case of any such defect noticed on any passing train, the approximate position of the
culprit wagon/coach should immediately be advised to the next station through emergency control
phone or nearest gate phone or by sending man to the next station by fastest available means.
Similarly, the gateman should also be counselled to be alert and vigilant in detection of hammering
sound on any of the passing train and in case of such detection, the gateman should advise
the station master on gate phone to stop the train. He should try to divert the attention of the
crew of the train so that the train may be stopped before causing extensive damage.
Engineering staff should organise a special check, of rails in the rear from the point of detection
of flat tyre to ensure the safety of the track subsequent to passage of train having the flat
tyre. Traffic in affected portion should be suspended if required and special checks by trolley
should be carried out immediately by PWls . After special checks traffic may be relaxed
after USFD testing of rails & welds is completed in affected portion & remedial action
in accordance to stipulations of USFD Manual is taken.
6. ON BOARD ELECTRICAL AND TICKET CHECKING STAFF
On board staff should also be trained and counselled to detect the hammering sound of flat
tyre beyond permissible limit on a running train. They must without fail intimate the
position of the coach when found with flat tyre to the next stopping station. On getting
information, the train should be inspected by Loco Pilot and Guard and defective rolling stock
should detached.
As soon as “ON BOARD” electrical and Ticket Checking staff observe hammering sound due
to flat tyre, they should control the train to the next station clearing block section.
. ,·
7. Maintenance of rolling stock and incoming examination at terminals including rolling in
examination should be tightened. Quality of train management by crew particularly in case
of brake binding enroute to be improved.
6. Measure like display of illustrative posters at various vantage points (e.g. running rooms,
crew booking points. ASMs room, cabins, level crossing gate etc.) and multidisciplinary
workshops on the adverse affects of wheel flat on safe running shall be taken to improve
staff awareness.
Authority: Joint Circular of CME, COM, CE, CCM, CEE/MLG’s letter No. 537/9/RFIW-6/ Pt.xv. dated 4.12.2000
LXXII
( Railway Board’s Policy Circular No. 83/M(N) 960/1 Vol.I Pt. Dated. August 24,2005)
Sub : - Wheel Flats
Vide Railway Board’s order No. ERB-1-2001/23/2 dt. 29.1.01, a Multi-Disciplinary committee
on Wheel Flats was nominated. It consisted of Sr.EDS(W)/RDSO,EDS(MP)/RDSO,EDS(Track)/
ROSO & ED(Safety)/RB. The Committee was directed to examine the following aspects.
• Extent of rejectable flat tyres .
• Use of technology for detection of flat tyres. -’·
• Detachment of wagons/coaches/locomotives.
2. Based on the report of the above mentioned Committee, Board (MM,ME & MT ) have
approved the following:
i. The wheel flat limits 50mm for locos and coaches and 60mm for wagons may be continued
as the permissible limits on Indian Railways.
ii. Rolling stock (wagon, coaches and locomotives) detected with wheel flats below
permissible limits {as in (i) above} during service should be allowed to move at its normal
speed. If the flat size exceeds the permissible limit, the defective vehicle(s) should be
detached and moved to the nearest depot/shed/sick line at a speed of 20 kmph.
iii. Based on the wheel flat detection system trials, ROSO should: Advised the utility of the
system for large-scale application. Lay down the acceptance Parameters on the pattern
similar to what is in vogue on British Rail Network.
Suggest a system for monitoring , detaching and reparing the defective vehicles with
least disturbance to the operation and infrastructure to be created for the same.
iv. Commercial staff and guards should be made responsible for ensuring correct condition
of hand brake and positioning of empty/load device at the time of loading/unloading of
wagons.
v. Rolling in examination should be conducted by train examination staff both for passenger
and freight trains at nominated stations/ yards.
vi. The skills of following categories of staff should be enhanced for detection of wheel flats by
counseling them during their periodical training :
Carriage & wagon staff doing rolling in examination.
• Guard and driver of the train.
. • Station staff.
• Staff at level crossing gates.
Please acknowledge and confirm compliance.
Director, Mech. Engg.(Frt.)
PILOTS
 Have learnt the road thoroughly and know the section well.
 Machinery may fail but Railway person should not fail.
 Danger lurks behind the red light and beyond the horizontal arm.
 A breach of rule is a breach of trust.
 It is better to be careful than to be sorry.
 Test your brake power at the first opportunity after leaving the starting Station.
LXXIII
Sub:- Flat Tyres in Rolling Stock

Ref:- Discussion during the Safety Review Meeting on 10.08.2021.
During the Safety Review Meeting held on 10.08.2021, the issue related to flat tyres in rolling
stock during train operation was discussed and it was directed by GM/NFR that the instructions regarding
this subject may be looked into and may be reiterated.
It is noted that a joint circular in this respect has been issued by NFR in the year 2000, which is
available at page XXI & XXII in the Working Time Table (WTT) of NFR. As per this circular, in case of
detection of hammering sound due to wheel flat, the train should clear the section with a restricted
speed of 30 kmph up to the next station, where it was to be stopped and the defective rolling stock to be
detached (Copy enclosed).
However, subsequently in the year 2005, a policy circular was issued by Board regarding
permissible values of wheel flat which is available at page XXIII of Working Time Table i.e. 60 mm for
freight stock and 50 mm for Coaches and Locomotives (Copy enclosed).
Accordingly, it is clarified that after stopping of train at the next Station, following guidelines may
be followed:
(i) TXR staff to be called to check and certify whether the wheel flat (s) are within the permissible
limit of the stock. If it is within the permissible limit, the whole train to be allowed at normal speed.
In case the Flatness is more that the permissible limit, the defective stock (Coach/wagon) may
be detached before allowing the balance train at normal speed.
(ii) If TXR staff is not available at the Station and is likely to take long time to arrive for checking the
flatness, the Driver and Guard of the train should jointly measure and record the wheel flat and
take following action:
a) In case the wheel flat (s) are within the permissible limit, the whole train to be moved at normal
speed. In such a case, the affected Stock (Coach/Wagon) to be checked by TXR staff at next
TXR station for final certification.
b) In case the Flatness is more that the permissible limit, the defective stock (Coach/wagon)
may be detached before moving the balance train at normal speed.
This has got the approval of PCME.
Encl: As stated above
-S/d-
(Sukhlal Birua)
Chief Rolling Stock Engineer (Freight)
LXXIV
AUTHORITY OPERATING FORMS ON INDIAN RAILWAY
Sl. Form Colour Description of the forms
No. Number
1. S&T/351 Black Signal & Telecommunication Disconnection/Reconnection Notice
2. T/369(1) Blue Advance Authority to pass Defective Signals
3. T/369-3b Blue Authority to pass Signals in 'ON' or Defective Position
4. T/409 Green Caution Order
5. T/A 409 Green 'NIL' Caution Order
6. T/B 409 Green Reminder Caution Order
7. T/431 Black Train Examination Advise/Report
8. T/509 Blue Authority to Receive a Train on an Obstructed Line/Non Signaled Line
9. T/511 Blue Authority to Start from a Non Signaled Line
10. T/512 Blue Authority to Start from a Line with Common Starter Signal
11. T/A 602 Red (i) Authority to Proceed for Relief Engiine/Train into a Obstruction Block
Section
(ii) Authority to Proceed without Line Clear
12. T/B 602 Red Authority for Opening Communication during Total Interruption of
Communication on single Line Section
13. T/C 602 Red Authority for Working of Trains during Total Interruption of Commucation
on double Line Section
14. T/D 602 Red Authority for Temporary Single Line Working on double Line Section
15. T/E 602 Red Line Clear Enquiry Message asking Line Clear for Despatch of Trains during
Total Failure of Commucation on Single Line Section
16. T/F 602 Red Conditional Line Clear Message
17. T/G 602 Red Conditional Line Clear Ticket (Up)
18. T/H 602 Red Conditional Line Clear Ticket (Down)
19. T/I 602 Black Message on Restoration
20. T/609 Blue Written Permission by guard to Driver to Proceed to next Station form
Mid-Section
21. T/806 Blue Shunting Order
22. T/A 912 Blue Authority to Pass Automatic/Semi Automatic/Manually Operated/Gate
Signals
23. T/B 912 Red Authority to Proceed without Line Clear on Automatic Block Signalling
Territories
24. T/C 912 Red Authority to Proceed for Relief Engine/Train into an Automatic block
Signalling Section
25. T/D 912 Blue Authority to Proceed on Automatic Block system during prolong failure of
Signals
26. T1410 Black Train Intact Arrival Register
27. T/C 1425 Blue Paper Line Clear Ticket (Up)
28. T/D 1425 Blue Paper Line Clear Ticket (Down)
29. T/1518 Black Trolly/Lorry/OHE ladder Trolly Notice
30. T/1525 Blue Motor Trolley Permit
LXXVII
Joint Procedure Order for Clearance of track when obstructed by a dead body
1.0. Basic guiding principles :

1.1 It is observed that inordinate delay takes place in clearing the track in case of run over or if any
dead body is found on or near the track, resulting into long defention to Mail/Exp/Passenger
and Goods trains.
1.2 While following the procedure, at the time of removal of dead body from the track, it must be
ensured that utmost dignity and respect is accorded while handling a dead body.
1.3 It is also the responsibility of every railway employee/officer to maintain smooth flow of railway
traffic. In case if there is any obstruction to track, it is foremost duty of the Railway staff to
restore normaly in train operation at the earliest after removed of obstruction.
1.4 To clear the track for movement of subsequent trains, the dead body has to be removed from
the line and kept at a minimum distance from the location with the minimum handling to avoid
the destruction/removal or disturbance of the evidences.
1.5 In no case, train movement should be allowed over the dead body as it leads to destruction of
evidence and is in violation of human rights too.
1.6 When life is not extint :
If life is not extinct, the person shall be carried to the next station as promptly as practicable
where medical aid shall be arranged by the Station Master.
1.7 When life is extinct :
If life is clearly extinct the body shall not be moved more than necessary to clear the track
Further action as per subsequent Para 3.2 shall be taken.
1.8 The existence of dead body on or near the track should be immediately informed to GRP/
RPF/SM/Gateman over telephone / Cell Phone/ Walkie - talkie or in person by any Railway
staff.
1.9. GRP/RPF staff should immediately attend the site by fastest possible means of transportation.
2.0 Action to be taken to clear the track when obstruction is within station limits.
2.1 It shall be the duty of on duty SM/Dy.SS to get the obstruction removed by deputing any porter,
point man, gateman or any outsourced person. If possible position of the dead body may be
recorded by way of photo or video recording and so the sketch of the location may also be
drawn. An amount of upto Rs. 700/- only to be given by SM/Dy.SS/SS from station imprest to
the person who successfully discharges the duty.
2.2. The Station Master shall prepare a full report with complete details in such cases.
3.0. Action to be taken to clear the track when obstruction is in the block section or big
goods yard (such as KIR, NJP, NGC).
3.1 When an engineering gang is present nearby, it shall be the duty of engineering gang in-
charge to get the obstruction removed as soon as possible by deputing a gangman or any
outsourced labor. If possible position of the dead body may be recorded by way of photo or
video recording and so the sketch of the location may also be drawn. The deputed person,
after discharge of the duty could be paid an amount up to Rs. 700/- by the SSE/P. Way from
his imprest.
3.2 When no engineering gang is engaged or present nearby, it shall be the duty of Assistant Loco
Pliot and Guard of the first approaching train to clear the track to the extent required. They
may take the assistance of any person(s) available nearby on suitable payment (upto Rs.
700 each) which whould be reimbursed by their headquarters through imprest. If possible
LXXVIII
position of the dead body may be recorded by way of photo or video recording and so the sketch of
the location may also be drawn. ALP and Guard concerned shall be changed at the next crew
changing point.
4.0 Action to be taken after clearing the block section
4.1 Train should be moved from the site and GRP and RPF staff should reach the site by fastest
available means.
4.2 In all cases, a written memo giving the following particulars shall be made out by the Guard, or
if there be no Guard, by the Loco Pilot of the train and handed over to the ASM/Dy.SS of the
next station with the following details :
(a) Time and place the body was detected.
(b) Position of the body on the line.
(c) Blood stains on ballast, engine or track or any item etc. the extent of injuries and
whether seemingly inflicted by a train or otherwise.
(d) Position of any clothing etc. found on or near the rails.
4.3 A report shall be made by Section Engineering to the nearest Station Master and to the Assistant
Engineering in every such case.
5.0 Flow of information
5.1 (i) It shall be the duty of the guard to inform the control and nearby station (if possible)
immediately.
(ii) The Station Master shall immediately information the control and RPF staff after receiving
information from LP/Guard.
(iii) Dy. Punctually shall immediately inform security control.
(iv) RPF Control, immediately on receiving the information shall inform the GRP as well as
RPF for necessary action. A written memo shall be issued to GRP by SM/SS in all such
cases.
(v) Station Master shall also inform SSE/P. Way to deputs staff for keeping a watch on the
dead body till the arrivalof the police.
5.2 The payment for covering and removal of dead bodies from the Railway premises shall be
made at the rate of Rs. 5000/- or actual expenditure whichever is less (Railway Board's letter
No. 2012/Sec(CA)/50/4 dated 15-06-2018).
5.3 Noting contained in the aforesaid paras shall contravence or be contrary to the para 111(b)I. II,
III, IV & para 112 of the N.F. Railway Accident Manual updated version 2013.
5.4 In case of any doubt or clarification the relevant provisions of Accident Manual shall prevail.
5.5 The activities/formalities involved after the removal of the body from track shall be completed
as per relevant provisions of Accident Manual or Railway Act 1989.
LXXIX
Joint Procedure Order

Date: 23.03.2015
No. T/104/O/R/Pt-II(G&SR)
Sub : Attaching & working of Banking Engine, Assisting Engine, dead Engine and Relief engine
over N. F. Railway.
1. Attaching & working of Banking engine (or a multiple unit):
A Banking engine is an assisting engine which works in the rear of train to help the train in negotiating a high
bank or steep grade.
following guidelines shall be followed for attaching and working of banking engine.
i) Banking engine is to be attached rear of the last vehicle of the train .
ii) Train running with banker should have air pressure continuity with banking engine. Cut out cock of the
banking loco to be kept in off position to dual charging during banking operation and after detaching of
banking loco the cut out of banking loco must be kept ON position.
iii) co-ordition between the train loco pilot & banker pilot should be maintained by using whistle code as
specified in SR. 4.50/1 & walkie-Talkie.
iv) section and type of trains for which banking is required may be notified by the divisions.
v) A tail-lamp( lit or unlit as the case may be) should be exhibited in rear of the banking engine.
vi) when a ACD fitted loco has to be attached for banking a train the toggle switch should be operated in
trailing/banking/position.
vii) use of banking engine on emergency basis may be decided by section controller on case to case basis.
2. Attaching & working of assisting Engine (or a Multiple unit) :
An assisting engine, when more than one engine is used to work a train, all engines other than leading
engine or a multiple unit shall be termed as assisting engine.
Following guidelines shall be followed for attaching and working of assisting engine :-
i) Continuity of air pressure is to be ensured from the foremost engine to the rear most vehicle of train.
ii) Co-ordination between the train loco pilot & banker pilot should be maintained by using whistle code as
specified in SR 4.50/1 & wakie-talkie.
iii) when a ACD fitted loco has to be attached for assisting a train the toggle switch should be operated in
trailing/banking/position.
3. Attaching of dead engine to a train (or a multiple unit) :
A Locomotive which is not worked on its own power is defined as a dead locomotive. Following guidelines
shall be followed for attaching and working of dead engine :-
i) A certificate of fit to run is issued by LI/SSE( Loco/PRC for attaching with passenger/goods train except in
case of train engine failure in the block section, speed of the train shall be maintained as specified in the “Fit
to Run” certificate besides other restriction of the section.
ii) Such engine shall be attached next to the working engine, i.e. between the working engine and train load.
iii) Check whether running of double headed is permissible on the section over which the dead locomotive is to
be hauled.
iv) on dead locomotive all the circuit breakers and battery knife switch shall be put off, the reverser handle is
removed and such other steps need to be taken to ensure that the dead locomotive cannot be started
inadvertently. Dead locomotive if fitted with ACD, then the ACD should be switched off.
v) for conventional locos the locomotive breaks shall be fully discharged. MU 2B VALVE shall be placed in the
dead position. Refer section 2 para 3 of RDSO instruction bulletin No. MP.IB.BK.01.05.05 (Rev.0.02) May,
2006, if necessary.
vi) For EMD locos LEAD TRAIL SWITCH shall be placed in the position. If brakes of the dead engine are
functional then BP, FP, MR & BC equqlizing pipes of the couple engines shall be connected so that brake
power of the dead engine can be utilized. Refer section 2 para3.3 & 3.3.1 of RDSO bulletin No.
MP.IB.BK.0.05.05 (Rev.0.02) may, 2006, if required.
I
vii) Isolation of battery knife switch, TCC 1 & 2, circuit breakers and others breakers to be ensured fuse should
be removed and hand brakes should be released refer section 2 para 3.3 of RDSO instruction bulletin no.
MP.IB.BK.01.05.05( Rev.0.02) May, 2006, if necessary.
viii) Such dead engine need not be manned.
ix) Continuity of air pressure is to be ensured from the working engine to the last vehicle of train.
x) Maximum two locomotives can be coupled together and moved in a goods train.
xi) In case it is not possible to attach the dead engine as a piped vehicle due to reasons like breakage of brake
pipe, damage of angle cocks etc. then the dead engine may be attached in rear of the brake van/SLR. In
such a case following guidelines shall be followed :-
a) Only one dead locomotive is permitted to be hauted.
b) The dead locomotive shall be manned by an ALP/LP/LI/Loco maintenance supervisor.
c) the staff manning the dead locomotive should have wakie-talkie for communication in case of uncoupling/
train parting and subsequent run away/roll down if engine. He should be ready to apply hand brakes in
such situation.
d) On gradients steeper than 1 in 100 such dead engine should be attached with light engine only.
e) When a dead engine as rear most the tail lamp ( lit or unlit as the case may be) should be exhibited in
the rear of dead engine.
f) Such dead locomotive should not be attached in rear of the train load where the train is without Guard.
xii) In case a dead locomotive is to be attached to mail Express/passenger/Mixed train following restrictions
shall be imposed in conjunction with the above guidelines :-
a) Only one locomotive can be attached to the mail/Exp./passenger train. The dead locomotive shall be
manned by an ALP/LP/LI/Loco maintains supervisor. Dead loco can be attached next to train engine or
in the rear.
b) In case brake of dead loco is functional the brake percentage shall be train brake + loco brake, percentage
of Loco in train piped then existing train break percentage shall remain valid.
c) Dead locomotive shall not be attached to Rajadhani/Shatabadi Exp./Premium train.
4. Attaching & working of Relief engine ( or a multiple unit):
A relief engine is an engine sent out to relieve another engine which has broken down has been derailed, or
has been detained by an accident, or to bring in vehicle which on account of any accident, are outside
station limits.
Following guidelines shall be followed for attaching and working of Relief engine :-
i) The Relief engine shall be attached in front of the failed engine.
ii) Guidelines for attaching of dead locomotive to a train described in para (3) above shall be followed the
failed train engine will be dead engine in this case.
iii) In case it is not possible to attach in front, the Relief engine may be attached in rear of the brake van/
SLR. the train will then be driven from the rear engine (i. e. Relief engine) and with the train and the failed
(Dead) engine in front. In such case following guidelines may be followed :-
a) This type of movement shall be permitted only to clear the block section with a speed not exceeding 25
Kmph. (as per GR 4.12/1)
b) The failed engine and relief should be manned.
c) Brake pipe of the relief engine shall be connected to the train pipe.
d) Continuity of air pressure is to be ensured from the rear most engine (i.e relief engine) to the foremost
engine (i.e. failed engine).
e) LP/ALP of the failed engine should be ready to apply emergency brakes when required.
f) Co-ordination between loco pilot of the failed engine & the relief engine will be maintained through
walkie-talkie.
g) Tail lamp should be fixed in rear of the rear relief engine instead of rear bake van/SLR.
h) In case dead locomotive fitted with ACD, it should be switched off.
i) Precaution as prescribed in GR 4.12 ( engine pushing) along with its SR shall be followed.
II
Speed restriction in LHB coaches due to enroute breakage of primary outer spring.
Ref: RDSO letter no SV. FIAT Spring dated 08.11.2018
In case of enroute breakage of outer spring of primary stage suspension. the LHB coach can be permitted to run
up to the destination with escorting TXR staff at a restricted speed of 80 kmph, provided each of the following
conditions are met-
Only one primary outer spring is broken and all other coil springs / air springs in primary as well as secondary
suspension are in good condition. All springs must be checked critically before permitting the coach with restricted
speed.
1. The primary outer spring is broken at only location, which falls within one and a half (1.5) coil lengths
from top/bottom end. This corresponding rubber pad primary bump stop must be intact and there
should be no oil leakage or any physical damage to the primary vertical damper. Further, the control
arm lug should not have any remarks of hitting with the Head Brackett.
2. The broken spring is not displaced from its position.
3. The coach is to be escorted upto destination accompanied with TXR staff.
2. Speed restriction due to secondary outer flexi-coil spring breakage en-route

Ref: RDSO letter no SV. FIAT Spring dated 05.02.2015
In case of enroute breakage of outer flexi-coil spring of secondary stage suspension the LHB coach can be
permitted to run at a speed of 90 kmph up to the destination with TXR staff to escort the train and critically monitor
the broken spring. The following should be ensured while permitting such movement.
1. Only one spring is in broken condition.

2. The spring is broken at one location which falls within top or bottom two coils.
3. The spring is not displaced from its position.
4. Bump stop gap should not bezero.
3. Speed restriction for en-route deflated air condition in LHB coaches

Ref: RDSO letter no SV.AS.ML dated 30.10.2019
“In case of en-route deflation of air spring in any LHB coach and it is not possible to inflate air springs of the coach,
the coach should be isolated by air spring isolating cock & the train can be permitted to run up to terminal point at
restricted speed up to 60 kmph, or the coach should be detached”.
4. Actuated FIBA device (Failure Indication cum Brake Application device

Ref: RDSO letter no SV.AS.FIBA dated 01.06.2018
Following action to be taken in case of actuated FIBA device-

a. Identity the coach in which FIBA is actuated.
b. Note down the coach particulars and location of actuated FIBA device and report to C&W control for
next course of action.
c. Close the isolating cock provided in BP line of actuated FIBA device. Brakes will release in brake
release position of the train. Hissing sound will stop.
d. Close the both isolating cock with vent feature provided between FIBA device and air springs and drain
the air. FIBA device will be isolated from air spring. However, indicators of FIBA device may or may not
turn to green.
e. Pull the resetting keys provided on FIBA device. Indicators of FIBA device will turn to green.
f. Isolate the air springs of affected coach.
g. Start th train and proceed up to next C&W point or destination with maximum speed of 60
kmph.
h. At the next C&W point, C&W staff will examine the affected coach and check for the failure of air
spring. In case failure of air spring is confirmed, detach the coach or rectify the air spring or coach may
be allowed up to next suitable point available for repair or up to destination at restricted speed. In case
air spring is found intact and FIBA device malfunctioning, the FIBA device may be isolated & air
springs in working condition. Train may be allowed with normal speed.
III
5. Instructions for operation of LHB trains with single pipe working:
Ref: RDSO letter no MC/LHB/Brake dated 19.05.2011 & 22.05.2020
RDSO has issued the following instructions for operation of LHB trains with single pipe working:
“LHB trains may be permitted to clear block section, and/or to go to next loco changing station at restricted speed
of 100 kmph (with single pipe working). In case, any of the coach of LHB rake is fitted with air suspension system,
the entire train may be permitted to clear block section or to go to next loco changing station at restricted speed
as permitted in air spring deflated condition”
Further the instruction contained in para 2.4 of RDSO’s report no. MP Misc- 88/99 regarding procedure for converting
a twin pipe into single pipe & precaution to be taken during such train operation shall be strictly adhered to.
However, if the train is permitted in single pipe working at a restricted speed of 100 kmph till destination following
condition shall be applicable:
a. In case the train formation consist of any coach with automatic doors for whose functionally FP supply
is required. Railways must ensure proper and safe manual operation of automatic doors in the entire
train during single pipe operation.
b. In case the train formation consists of any coach with air spring, instructions contained in RDSO letter
no. SV.AS.ML dated 30.10.2019 shall be applicable.
c. After single pipe working en-route, the train should be checked & certified at the first opportunity by
TXR that the train can be permitted to run with single pipe working.
d. In case of deflated air spring in LHB coaches, RDSO has already issued instruction to allow the train
at a restricted speed of 60 kmph up to the terminal point. The same is being followed.
IV
JOINT PROCEDURE ORDER
Sub : Locking of Guard’s Portion of Front SLR of Passenger carrying trains.

Ref : Railway Board’s letter no. 2004 / M (C) / 7 / 10 dated 20/23. 12.04
On the basis of the recommendation of CRS / Southern Circle, Railway Board has issued instructions vide
their letter quoted above regarding locking of Guard’s portion of the F/SLR of all passenger carrying trains. Earlier
Guard’s portion of the F/SLR of passenger trains was occupied by the Assistant Guard’s working the train. As the
post of Asstt. Guard has now been abolished and therefore, there is a need to lock the same.
As per Board’s instructions, Guard’s portion of F.SLR should be kept locked by ‘Special Keys’ be C&W
staff. However, since ‘Universal Locks’ of most of the SLRs are defunct & not in use padlocking of the Guard’s
portion of the F/SLR has to be done.
The following procedure shall be followed for padlocking of Guard’s portion of F/SLR :-
(1) Under normal conditions no consignment / materials shall be loaded in Guard’s portion of front SLR in
passenger carrying train.
(2) The locking of Guard’s portion of the F/SLR of all passenger carrying trains will be done by Driver /
Assistant Driver of the train.
(3) All N.F. Railway Drivers working passenger carrying trains will be supplied with a personal lock & key
which they will carry along with other equipments. This personal lock & key will form a part of their
safety equipment. The Guard’s compartment in the Front SLR should be kept locked by Drivers at the
originating station and should be opened, whenever reversals take place en-route.
(4) Padlocks & keys will be supplied to the Drivers by the concerned Sr.DME (P) / DME (P) or Sr.
DEE(OP) of each division.
(5) Availability, Shortage & Supply of padlocks & keys will be monitored by the respective department.
While assessing the requirement of such locks, arrangement must be made for spare locks & keys at
all crew changing points in sufficient number, based on experience as buffer stock, to meet the
requirement of diverted trains etc.
(6) At all crew changing points on this Railway, the incoming Driver / Assistant Driver will remove his lock
from the Guard’s portion of F/SLR & outgoing Driver / Assistant Driver will put his lock in place. This
arrangement will continue till the destination of the train is reached or till the train is handed over to
adjoining Railway.
(7) For trains entering into N.F. Zone, where the Guard’s portion of the F/SLR may be in open condition &
occupied by passengers / outsiders, the outgoing Driver / Assistant Driver, at crew changing point, will
make a strong effort to get the Guard’s portion of the F/SLR vacated & lock the Platform side door after
closing the off side door from inside using the door latch. In his effort to get Guard’s portion of the F/
SLR Guard’s portion of the F/SLR vacated the Driver / Assistant Driver may seek the help of the train
escort or RPF / GRP posted at the station. However, there should not be any undue detention to the
train on his account. Train escort as well as RPF / GRP staff posted at these stations should also
ensure at their own that the F/SLR is vacated in time without any undue detention to train.
(8) A similar practice shall be followed for trains originating from NFR system. However, in all cases of
originating trains, RPF / GRP staff posted at the station should on their own come to the F/SLR of the
originating train and get the Guard’s portion vacated, to enable the Driver to padlock the same without
any loss of time
(9) If it does not become possible to lock the Guard’s portion of the F/SLR of the train within the scheduled
stoppage of the train due to the inability of the Driver / Assistant Driver to get it vacated, the Driver /
Assistant Driver will report this to the Guard. On receipt of this information, the Guard will allow the
train to start after reporting to the Control through SM / ASM of that station so that arrangements can
be made to get the Guard’s portion of the F/SLR vacated by RPF / GRP at the next stoppage.
(10) Some SLRs attached to trains are escorted by RPF / GRP staff for preventing theft of luggage of the
F/SLR. Such RPF / GRP staff are required to seat in Guard’s compartment of the F/SLR for the
purpose of escorting. In such cases Driver / Assistant Driver will hand over the key of the lock provided
in the Guard’s portion of the F/SLR to RPF / GRP escort party at the station where RPF / GRP start
V
escorting duty. Key will be given back to driver / Assistant Driver by RPF / GRP escort after locking the
Guard’s compartment on completion of SLR escorting duty. RPF / GRP staff will give a receipt on the
following proforma to Driver / Assistant Driver at the station from where the escorting duty of SLR is
started. Driver / Assistant Driver will also put his signature command paper of the escort party as a
token of keys of the Guard’s portion of the F/SLR having been received back by him.
Acknowledgement
I, HC / CT ........................................................ have been directed to escort F/SLR of train
no .................................................................. Ex. station .................................... to
........................................................... station. I have received key of lock of Guard’s lobby of
the Front SLR at station.
........................
(Full Signature of RPF staff)
with designation
(11) Crew (Driver / Assistant Driver) of other Railways working trains on the jurisdiction of N.F. Railway shall
also follow the above system of padlocking the Guard’s portion of F/SLR. For this purpose, the adjoining
Railways should issue suitable instructions to their Drivers / Assistant Drivers coming to this Railway,
on the basis of this JPO.
Compliance of the above instruction must be rigidly observed by all concerned.
The above issues with the approval of competent authority and will come into force with immediate
effect.
-S/d- -S/d- -S/d- -S/d-

CPTM CME (O&S) CRSE CSC
VI
Joint Procedure Order for Coupling of Transition type Center Buffer Coupler with Rake
Instruction Bulletin No. MP.IB.LD.01.17.10, Rev.02 dated: 21.08.2012
1. Following procedure shall be followed for coupling of E-type transition coupler and H-type transition tight
lock coupler fitted on Diesel and Electric Locomotives;
Coupling with CBC fitted Rake:

1.1 After berthing the CBC rake on the platform and before releasing the rake by C & W, the first five coaches
should be in braked condition.
1.2 Two skids shall be provided under the wheels of the SLR.
1.3 Loco shall be brought in line and stopped 20 metres before the SLR coach.
1.4 When coupling with a locomotive, the knuckle of locomotive shall preferably be opened. However when
situation demands more gathering range, knuckles of both the couplers may be opened.
1.5 To open the knuckle of couplers the securing bolt shall be unlocked and handle shall be operated be lifting it.
1.6 Loco shall be moved cautiously at a speed of 2-3 Kmph following the existing procedure of shunting.
1.7 After coupling is made, it shall be ensured that the tell-tale slot of coupler of SLR/First Coach an locomotive
is clear, as shown in Fig-2A of annexure.
1.8 The effectiveness of the coupling shall be checked by the loco pilot by inching the train slightly while
observing the existing rules of shunting.
1.9 It shall be ensured that the hand brake of coaches is released and skids are removed after proper coupling
is done.
1.10 Modified restrictor shall be provided in following conditions:
a. Loco fitted with ‘E’ type transition coupler coupled with coach fitted with ‘H’ type coupler.
b. Locomotive fitted with ‘E’ type/ ‘H’ type transition coupler coupled with coach fitted with ‘E’
type transition coupler.
Coupling with Screw Coupling Rake:

1.11 The screw coupling shall be lifted in horizontal position by hand at the time of knuckle locking with clevis
and also at the time of insertion of 50 mm dia clevis pin.
1.12 After locking of the knuckle of the locomotive. it shall be ensured that the tell rale slot is clear as shown in
Fig-2A of annexure.
1.13 Once coupling is completed. 50 mm dia clevis pin of locomotive CBC, tied with GI wire, shall be inserted
in the matching hole of coupler and clevis.
1.14 Spring cotter shall be fitted in the slot provided in the bottom of clevis pin and proper coupling shall be
ensured.
1.15 Screw coupling hook, when not in use. shall be held in a hook provided in the cattle guard o locomotive to
avoid hitting during train operation.
1.16 In case locomotive is fitted with E-type transition coupler existing procedure shall be followed.
2. No oil/grease shall be applied on the coupler internal parts such as Knuckle. Lock, Rotary Lock lifter etc.
Oil and grease on the coupler internal parts can cause the Lock to slide and lead to uncoupling automatically.
3. Relavant photographs showing the various positions of the H-type coupler during coupling/uncoupling are
attached herewith as Annexure (2 pages) for reference.
-S/d- -S/d-
(A.K. Dikshit) Director/Motive Power
for Director General/Carriage for Director General/Motive Power
VII
NORTHEAST FRONTIER RAILWAY
Joint procedure order for provision of standard Brakevan Equipments for coaching trains in lockable
cupboard in both rear and front SLRs of Primary based trains
Ref: Railway Board’s letter No.98/Safety(A&R)19/21 dated 28/02/2000.

1. Standard Brake van equipments for Coaching trains as indicated below should be kept inside a lockable
cupboard provided with wire mesh (Jali) of both front and rear SLRs of primary based trains:
Maintained and Quantity
SN Items supplied by in Nos.
Department
1 Portable Control Telephone S&T 1
2 Portable Emergency Lighting Electrical 1
Equipments
3 Fire Extinguisher Mechanical 2
4 Wooden Wedges/Skids Mechanical 2
5 Stretcher Operating 1
In the power vans of LHB rakes, these equipments except the stretcher should be kept in the cupboard
provided for the purpose. As the stretcher cannot be accommodated inside the cupboard, it should be kept
separately by the side.
2. These equipments should be loaded in both rear and front SLRs / Power Vans at the originating station
platform by the respective departments. After completion of loading, the C & W Supervisor should lock the
cupboards with padlocks and seal the same. The keys should be handed over to the Guard. Equipments
duly checked and certified should only be kept in Cupboards.
3. List of equipments in the cupboards mentioning their quantities should be pasted both outside and inside
of lockable cupboard duly signed by C & W Supervisor. The list should be water proof coating/laminated
and will be provided by C & W staff.
4. In order to ensure safe accountability of brake van equipments, they shall be handed over to Guard in
locked condition of front & rear SLRs / Power Vans at originating station and acknowledgement should be
taken from him by C & W Supervisor before issuing Brake Power certificate. All Guards while taking the
charge at origination station should check and confirm that the cupboard is in locked & sealed condition.
Guards while taking over the charges en-route, would observe the intactness of lock and endorse the
observations in relieved Guard’s rough journal. After the termination of the trains of the other end, the keys
should be handed over by the Guard to the Station Master.
5. In case of consumption or any irregularities noticed during journey, it will be advised in writing to the
relieving Guard by the relieved Guard in the Guard’s journal as the seal have to be broken in this case. At
the terminal station any irregularities / consumption of an item shall be advised in writing to Station Master
by the Guard. The key of the padlock, if used, shall also be handed over to Station Master, who shall
advise in writing to the representative of the concerned department to recoup the shortage. The equipments
in the cupboard of both the SLRs / Power Vans should be unloaded by the respective departments after
the train terminates at the Primary Maintenance Station after completion of the return trip.
6. Brake van equipments shall be subjected to quarterly checks by concerned departments for ensuring their
working condition. Supervisors of each department ensure that only tested equipments in good condition
shall be loaded.
7. For those SLRs in which Guard portion is given on lease, the handling over & taking over the safety
equipments in sealed and locked condition would be the responsibility of Commercial Supervisor to/from
the leasing party.
No.T/369/O/R(JPO) Date: 24-04-2020
-S/d- -S/d- -S/d- -S/d- -S/d-

PCME PCEE PCSTE PCCM PCOM
VIII
Joint Procedure Order (JPO) on Shunting Procedure, Right Powering & Assurance
of Rolling Stock Health.
This JPO is issued in supersession to earlier JPO issued on this subject.
SHUNTING OPERATION
To ensure safety and for avoiding Rolling Down of train during attaching & detaching of loco in a Coaching/ Freight
Train during shunting operations at stations for engine reversal or power change or detaching / attaching rolling stock(s)
from / to the coaching/ freight rake, the following procedure shall be followed :
A. Overall supervision of shunting operation:
(i) The entire shunting activity shall be under the supervision of the on duty Station Master / Outdoor Station Master
/ Yard Master / Guard (as the case may be in order of sequence) who shall be the Shunting Supervisor.
(ii) Shunting Supervisor shall brief the other concerned regarding which loco / rolling stock is to be detached and /
or attached.
(iii) The Shunting Supervisor shall see that he has got adequate number of safety chains, pad locks, iron skids /
sprags / wedges, standard gloves, etc. available in his stock.
B. Before detaching the loco / rolling stock(s):
The following steps shall be followed:
(i) On arrival of the train at the station, written Shunting Order (T/806) shall be served to the LP / Shunter by the
Shunting Supervisor. At way side stations, the Guard shall be personally responsible to supervise the shunting.
(ii) On arrival & stopping of the train at scheduled loco changing / reversal station, the Loco Pilot shall re-apply the
A-9 brake to full service application. This will result in brake application in entire rake. He shall confirm the same
to the shunting supervisor.
(iii) Then shunting staff (or pointsman in case shunting staff is not available at road side stations) shall close first FP
& BP cut-out angle cocks of the loco (or rolling stock to be detached along with the loco) and thereafter FP & BP
cut-out angle cocks of the formation.
(iv) In the meantime, Shunting Staff (or pointsman in case shunting staff is not available at road side stations) shall
ensure placing two iron skids (or wooden wedges in case iron skid not available) under the wheels of the front
and rear vehicle at falling gradient side and he/ they shall confirm the same to the shunting supervisor.
(v) In the meantime, the incoming Guard (i.e. the Guard who has come working the train) of the train shall apply hand
brakes in the rear BV/ SLR/ LWLRRM. He confirms the same to the shunting supervisor.
C. Detachment of the Loco / rolling stock(s) from the rake:
(i) Shunting staff (or pointsman in case shunting staff is not available at road side stations) shall uncouple the FP
& BP air-hoses between the loco (or vehicle to be detached) and the train formation. He shall secure both the BP
& FP air hoses in their hangers.
(ii) Then, Shunting Staff (or pointsman in case shunting staff is not available at road side stations) shall open the
screw coupling / CBC and allow the loco (or loco along with the vehicle to be detached, if any) to proceed forward
to complete further part of shunting operation.
(iii) In the meantime, except first five coaches/wagons at the end where loco is to be re-attached, C&W Staff shall start
releasing brakes of the remaining coaches/wagons manually (i.e. by Quick Release Valve). C&W staff shall not
release the brakes of the five coaches/wagons unless loco is re-attached and the prescribed pressure in the FP
& BP in the formation has been created. At the station where there is no C&W staff, releasing of brakes to be done
by Asst. Loco Pilot and Guard/Asst Guard.
D. Attaching the loco or loco plus rolling stock (if any) to the rake:
(i) Shunting staff (or pointsman in case shunting staff is not available at road side stations) shall ensure showing
signal to the LP/ Shunter so that the loco (or loco along with the vehicle to be attached, if any) is stopped 20m
before the rake formation and thereafter proceed very cautiously to couple with the formation. The Loco Pilot /
Shunter shall exercise great caution to avoid any bump with attaching engine to trains / rakes.
(ii) While coupling CBC stock, it must be ensured that the CBC on both sides are in open condition before attachment
of wagon/coach.
(iii) Shunting Staff (or pointsman in case shunting staff is not available at road side stations) shall tighten the screw
coupling / ensure locking of CBC.
(iv) The effectiveness of the coupling shall be checked by the Loco Pilot / Shunter by inching the train slightly forward.
Before the train is finally started from a station, Loco Pilot shall be personally responsible to see that his engine
has been properly coupled with his train.
(v) Then, LP/Shunter shall apply the loco brake (i.e. SA-9 brake).
E. After attaching the loco (or loco along with vehicle to be attached, if any) to the formation:
Following shall be ensured:
(I) Only after re-attachment of loco to the formation and application of loco brake (i.e. SA-9) by the LP/ Shunter and
receiving of confirmation to this effect through shunting supervisor, releasing of brakes of remaining five coaches/
IX
wagons of the rake formation shall be done by C&W staff (or by shunting staff at non-TXR points). He / they
confirm the same to the shunting supervisor.
(ii) Shunting staff (or pointsman in case shunting staff is not available at road side stations) shall connect FP & BP
air hoses and open angle cocks on both loco and rake formation side.
(iii) On creation of BP pressure of 5 kg/cm2 in loco & 4.8 kg/cm2 in rear BV/ SLR/ LWLRRM, iron skids / wooden
wedges which were initially placed for securing the formation shall be removed by the Shunting staff. He/they
shall confirm the same to the shunting supervisor.
(iv) In case of loco reversal, releasing of Hand Brake of front SLR / LWLRRM (which was initially in rear position &
applied hand brake to secure the formation) shall be ensured by the shunting staff_ In case of loco re-attachment
in the same direction, releasing of Hand Brake of rear SLR/LWLRRM shall be ensured by the Guard. They shall
confirm the same to the shunting supervisor.
F. General
(i) No loose shunting is permitted.
(ii) The speed during shunting operation shall not exceed 15 KMPH.
(iii) When shunting is performed with trains/coaches carrying passengers, (i) the coupling shall be tightened and air
brake hoses.( FP & BP for coaching and BP for Goods stock) to be connected for safe movement of shunting
operation, (i) full air pressure shall be created before shunting is commenced to avoid any coach/ wagon running
away.
The provisions contained in para 5.13 (Control of Shunting), 5.14 (Responsibility for Shunting), 5.15 (Shunting
at stations under Centralized Traffic Control), 5.16 (Shunting during Reception of Trains), 5.17 (Shunting near Level
Crossing), 5.20 (Shunting on Gradients), 5.21(Loose Shunting), SR 13.03/1 (d) (i) & (ii) of G&SR and special prescribed
provisions of SWR / special instructions (if any) for any particular station shall be followed by the concerned. The entire
activity reiterated above needs to be executed within the stoppage time permitted.
ASSURANCE OF ROLLING STOCK HEALTH
A. LOCOMOTIVES: Safety Checking of Locomotive
1. The Load Haulage Chart indicating ruling gradient of critical sections of NFR has been circulated to all divisions for
guidance and right powering in June, 2020. The revised chart as per latest RDSO's guidelines issued in December,
2020 has been prepared and attached at Annexure-A.
2. The following locomotive safety checking should be done before starting a train from yard or platform:
a. Pressures - MR, FP, BP
b. Working of headlight & flasher light
c. Working of Air Flow indicator
d. Working of horn
e. Working of Loco Brake system by SA-9 brake valve through Brake cylinder pressure
f. Working of Train Brake system by A-9 brake valve through continuity test with guard
g. Checking of any hanging parts
h. Purging of moisture from MR tank
i. Any hanging parts
j. Any leakages - Air, Lube oil, fuel oil, water, etc.
k. Lube oil, Fuel oil & water level
I. Defect booking, if it is a through train.
m. Coupling securing through U-Clamp in screw coupling trains.
Any defect in the above system is to be reported to Power Control of the division from the starting station for further
instructions.
3. The above technical aspects of locomotive checking before starting a train are being taught to LPs & ALPs during
training and regular counseling by CLIs in the field.
4. Other safety aspects like Brake Power tests, Brake Feel Tests, calling out signal aspects, observance of SRs, etc are
to be counseled to LPs & ALPs in the field. Any deficiency to be reported to Power Control from the very next station.
These are to be checked during Foot Plate & surprise inspections.
B. FREIGHT TRAINS
1. Trains have to run with valid BPC only.
2. GDR check to be done as per laid down guidelines.
3. In case shunting is performed at nominated TXR point, then the C&W staff to be informed to check and certify
continuity & brake power after completion of shunting/before movement of train.
4. No train shall be worked without a brake van attached to it except in emergency as referred in GR 4.23.
In an emergency or under special instructions as referred in GR 4.23, Goods train may run without Brake van in
accordance with provisions mentioned in para 4.20 of NFR Operating Manual, 2020. In such a situation, as per para
4.20 (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."
X
C. COACHING TRAINS
1. Trains have to run with valid BPC only.
2. GDR check to be done if the train starts from Non-TXR point with Round trip BPC.
3. Continuity and Brake power check by TXR if starting from TXR point.
RIGHT POWERING
Right powering to be ensured for freight trains so as to achieve optimum/ maximum permissible speed for the stock
with a view to enhance average speed of freight trains as well as to avoid any stalling of trains.
Divisions shall work out section wise loco requirement and implement the same with approval of HQ
-S/d- -S/d- -S/d-

CME (O&S) NFR CFTM/NFR CRSE/Freight/NFR
Right powering of load as per RDSO hauling chart for stalling prone section should be done. Permissible load for
critical sections is given below: This supersedes all previous load chart issued from this office.
XI
-S/d- -S/d- -S/d-

CME (O&S) NFR CFTM/NFR CRSE/Freight/NFR
4.23/3 : Running of train without Brakevan/SLR :
a) The Sr. DOM/DOM may authorise for running of following trains without Brakevan/SLR to cater the operational
exigencies :-
i) Goods train
ii) Departmental trains (ballast train, material train, Track Maintenance Machines, Tower Wagon)
iii) Empty Coaching rakes, Parcel Specials.
Note : Running without brake van/SLR in LMG-CNE Ghat section is strictly prohibited except when a banking engine is
attached in the rear of the train. During toal interruption of communications and single line working on double line section,
working of trains without Brake van/SLR is strictly prohibited.
b) Procedure to be observed for running of train without Brakevan/SLR in the rear :-\
i) The Sr. DOM/DOM may authorize working of train(s) without Brakevan/SLR and a record of such orders shall be
maintained in respective control office in a separatte register as well as in lobbies/stations also.\
ii) The train shall be provided with continuous air pressure from Engine to rearmost vehicle. If the formation of such a
train is at a TXR point, the Train Examiner must mention the number and description of the last vehicle while issuing the
brake power certificate of such trains. In other case at the originating station the Guard of the train shall relay the number
and description of the last vehicle in writing to the Station Master / Yard Master of the train originating station who shall then
inform the Sectional Controller over exchange of private no. The station and Control must keep a record of such trains run
with last Vehicle and the Private Number exchanged thereto.
iii) 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.
iv) While asking for line clear, the line clear Enquiry must clearly include the number and type of the Last vehicle under
exchange of private Number and should be recorded in the Train Signal Register.
v) The train running without Brakevan/SLR must not be allowed to run through any station enroute and must stop at
each block station for confirming the complete arrival of train. However where in a section, a block proving axle counter
between block stations of the receiving station is installed and is functioning, train need not be stopped at each block
station and can be permitted to run at the maximum permissible speed.
XIII
SR 4.25/3 : Working of train without Guard (with or without Brake van/SLR) :
a) The Sr. DOM/DOM may authorise for running of following trains without Guard to cater for operational exigencies :
i) Goods train
ii) Departmental trains (ballast train, material train, Track Maintenance Machines, Tower Wagon)
iii) Empty Coaching rakes, Parcel Specials.
Note : However, running of train without Guard during total interruption of communications and single line working on
double line section, is strictly prohibited.
b) Procedure to be observed for running of train without Guard (witth or without Brake van/SLR) :-
i) The Sr. DOM/DOM may authorize working of train(s) without Guard through control and a record of such orders
shall be maintained in respective control office in a separate register as well as in lobbies/stations also.
ii) The train shall be provided with continuous and effective air pressure from Engine to rearmost vehicle which may
be breakevan. Further, it is also to be ensured that there should be at least three fully air braked vehicles with operative
cylinder out of the last four vehicle at the rear end of the train.
iii) When train is worked without Guard, such duties of Guard as can be performed by the Loco Pilot, and Assistant
Loco Pilot. In case of departmental trains, concerned supervisors will perform the duties of Guard.
iv) If a Guard is not provided at the originating station or intermediate station, the Loco Pilot on being informed by the
Station Master of same, shall conduct continuity test with the help of Train Examiner if available or the staff nominated by
Station Master.
v) Trains without Guard can be permitted to run in Absolute block system (including IBS) with normal speed.
vi) Tail Lamp (lit or unlit as the case may be) must be made available to the Loco Pilot and it shal invariably be fixed
to the tail end of the rearmost vehicle by the Assistant Loco Pilot with the help of station staff nominated by SM. The tail
lamp is essential in running such a train.
vii) Before starting a train without Guard the Station Master of the originating station must intimate to the Section
controller on duty the last vehicle number under exchange of Private numbers.
viii) While asking for 'Line Clear', the SM/Cabin Master shall specifically mention that the train for which line clear is
being asked in running without Guard. Station Master/Pointsman will be responsible to ensure that the train without
Guard is intact and complete by looking at the last vehicle indicator. Before asking for a granting line clear, the SM shall
specifically inform the cabin man/gateman about the train running without Guard/Brake van/SLR to ensure alertness and
viggilance of the staff while passing such train through the cabin/gate as the case may be.
ix) The train running without Guard must not be alloed to run through any station ensure and stop at each block
station for confirming the complete arrival of the train. However where in a section, a block proving axle counter between
block stations of the receiving station is installed and a functioning, train need not be stopped at each block station and
can be permitted to run at the maximum permissible speed.
x) The Loco Piolot and the Assistant Loco Pilot shall look back frequently during journey to ensure that the train is
running in safe manner in terms of GR 4.41 and shall acknowledge and danger signal shown by the Gateman/Cabin
staff/Station staff. The duties develving on the Guard for protection of the train as laid down in GR 4.44 and 6.03 shall
devolve on the Loco Pilot.
xi) Vehicle Guidance and Guard's copy of BPC shall be handed over to Loco Pilot which shall be collected by Guard
when booked for train enroute or by Station staff at destination.
xii) Wherever GDR check is necessary while working a train without the Guard, the SM will depute the Pointsman for
conducting of GDR check in lieu of the Guard. The Pointsman will also sign the GDR memo and the SM will counter sign
it.
xiii) When such a train stops at a station, the SM shall ensure that the train has arrived complete and is standing clear
of the fouling marks.
XIV
Location of Disaster Management Facilities on NFR
Sl No. Location A-Class B-Class Scale-A -ARMV HRE HRD
ART ART ART SPART &SPARMV
1 KIR — Yes Yes (ARMV) 1 Set 2 Sets
2 NJP Yes — Yes (SP-ARME) 2 Sets 2 Sets
3 APDJ Yes — Yes (SP-ARME) 3 Sets 3 Sets
4 NBQ Yes — Yes (ARMV) 2 Sets 2 Sets
5 RPAN Yes — Yes (SP-ARME) 4 Sets 2 Sets
6 GHY — — Yes (SP-ARME) — 1 Set
7 NGC Yes — — 2 Sets 1 Set
8 LMG Yes — Yes (ARMV) 2 Sets 2 Sets
9 BPB Yes — Yes (SP-ARME) 4 Sets 2 Sets
10 MXN — — Yes (ARMV) — 2 Sets
11 TSK Yes — Yes (SP-ARME) 1 Set 3 Sets
Total 8 nos. 1 no. 10 nos. 21 Sets 22 nos.
PARAMETERS OF DIFFERENT TYPES OF LOCOs
BROAD GAUGE DIESEL LOCOMOTIVE
Class of Locos Type Design Speed in Max. Axie load Max. Gross Length buffer to
kmph in tones weight in tones buffer (in mm)
WDM2 CO-CO 120 18.8 112.8 17120
WDM3A CO-CO 120 18.8 112.8 17120
WDM3D CO-CO 105 19.5 117.0 18632
WDP4 A-A-I 160 19.5 117.0 21244
WDP4B CO-CO 130 20.2 121.2 21220
WDP4D CO-CO 135 20.5 123.0 22980
WDG3A CO-CO 105 20.5 123.0 19132
WDG4 CO-CO 105 21.0 126.0 21244
WDG4D CO-CO 105 21.7 130.2 22312
WDG4G CO-CO 100 22.0 132.0 22573
WDG6G CO-CO 100 23.0 141.14 22319
WDG5 CO-CO 90 22.3 133.8 22260
WDS6 CO-CO 62.5 21.0 126.0 16572
BROAD GAUGE ELECTRIC LOCOMOTIVE
WAP1 CO-CO 130 19.0 108.3 18794
WAP4 CO-CO 140 19.0 112.8 18794
WAP5 BO-BO 160 19.5 78.0 18162
WAP7 CO-CO 140 20.5 123.0 20562
WAP7HS CO-CO 160 18.08 108.48 20562
WAG5 CO-CO 105 21.0 118.8 19974
WAG5H CO-CO 105 21.0 123.0 19974
WAG7 CO-CO 105 20.5 123.0 20394
WAG9 CO-CO 100 20.5 123.0 20562
WAG9H CO-CO 90 22.0 132.0 20562
WAG11 Twin CO-CO 95 21.0 252.0 42503
WAG12B Twin BO-BO 120 22.5 180.0 38342
WAG9HH CO-CO 100 22.0 132.0 20562
WAG9HC CO-CO 100 22.0 132.1 20562
NARROW GAUGE STEAM/DIESEL LOCOMOTIVE
32 NJP-SN
B Class (Steam) 0-4-0 7.75 15.50 5878
20 SN-DJ
NDM6 OBO 16 kmph 8.61 1723 5848
* Maximum permissible trailing load on main line = 1350 tonnes in plain section & in yards (continuous
rating) = Full load of BG goods trains.
** Where electrical equipment is not prepared for high speed operation, the speed is restricted to 50 kmph.
XV
1. (A) Location of "A" Class ART– NJP, APDJ, NBQ, RPAN, NGC, LMG, BPB & TSK
(B) Location of "B" Class ART–KIR
(C) Location where hydraulic re-railing equipment available KIR, NJP, APDJ, NBQ, RPAN, NGC, LMG, BPB, AGTL, TSK
(D) Location where hydraulic rescue device available – KIR, APDJ, NBQ, RPAN, NGC, GHY, LMG, BPB, AGTL, TSK & MXN.
(E) Location of Scale "A" ARMV – KIR, NBQ, LMG & MXN
(F) Location of SPARMV – NJP, APDJ, RPAN, GHY, BPB & TSK
REVISED JURISDICTION OF ARTs

The terrirorial jurisdiction of ARMV's on N.F.Railway as indicated in the beat chart below:-
DIVISION STATION GAUGE Class of TYPE/CAPACITY JURISDICTION DISTANCE
ART
NJP-SGUJ-NMZ 55 km
NJP - BOE 145 km
NJP BG A 140 T Crane NJP - RQJ-HDB 57 km
NJP - SGUJ-AUB 83 km
NJP-JPE (Exclusive) 34km
Jurisdiction of KIR "B" class ART
KIR KIR-JBN 108 km
KIR-RDP 107 km
KIR-TNPR 35 km
BD Van with KIR-OMLF-SQB 121 km
KIR BG B HRE KIR-EKl-BLGT 156 km
KIR-MLDT 91 km
KIR-KDPR-BOE 57 km
KIR-MFA 35 km
APDJ-NMZ 113 km
APDJ- NCB- JPE (Inclusive) 135 km
APDJ-FKM 71 km
APDJ APDJ BG A 140 T Crane APDJ-NCB-BXT 72 km
APDJ-GKJ-DBB 77 km
APDJ-SMTA 13 km
APDJ-NCB-CBD 93 km
APDJ-NMZ-CBD 171 km
NBQ-FKM-DBB 104 km
NBQ BG A 140 T Crane NBQ-SNCA (Exclusive) via GLPT 111 km
NBQ-RNY (Inclusive) 109 km
RNY NBQ-DDNl-MNDP 91 km
RPAN-RNY (Exclusive) 123 km
140 T Crane RPAN-DKGN 20 km
RPAN BG A RPAN-HMY-NHLN 143 km
RPAN-BVU-BHNG 34 km
RPAN-NLP (Inclusive) 173 km
NGC-RNY (Exclusive) 51km
NGC-SNCA (Inclusive) via GLPT 75 km
NGC BG A 140 T Crane NGC-CPK (Exclusive) 87 km
NGC-CPK-MBO 136 km
NGC-CPK-SHTT 168 km
LMG-CPK (Inclusive) 90 km
LMG BG A 140 T Crane LMG-DMV - MXN 177 km
LMG LMG-FKG-NMGS 162 km
LMG-NHLG 98 km
BPB- NHLG 71 km
BPB-SCL 29 km
BPB BG A 140 T Crane BPB-AGTL-UDPU-GARGI-SABROOM 357 km
BPB-JRBM 68 km
BPB-MSSN 32 km
BPB-BHRB 94 km
TSK-MXN-NMGS(Excl usive) via JTTN 221 km
TSK-DBRT 47 km
TSK TSK BG A 140 T Crane TSK-DBRG-SLGR 88 km
TSK-DNGI 39 km
TSK-TPWF-LKPE 64 km
TSK-DBRG-SBGN-MZS 156 km
TSK-DBRG-SRPN-NLP (Exclusive) 176 km
XVI
MOBILISATION OF ARMV/ART
Type Target Time(Min)

Double Exit Single Exit
ARMV/AV 15 25
During Day During Night
ART 30 45
A) Target Time : The target time is calculated from the time.
a) The ARMV/ART is ordered to.
b) It is kept ready for despatch.
B) Casualties : In case of casualties (death and/or injuries), the ARMV must be -
a) Despatch ahead of the ART without fail.
b) Given precedenceover all other trains.
C) Motive Power : For despatching the ARMV, the first available locomotive and crew
should be utilised including those of any scheduled train.
D) Base Station : ARMV and Auxiliary Van shall be ordered from the nearest base station
or station where available.
E) ART Shunting : ART Shunting, if any, in this regard to the crane shall be completed
before the staff assembles. He first available locomotive and crew are to be booked for
the ART.
F) Crane Speed Limit :
SN Crane Type In ART formation Independent crane movement
1. BG 140T(Gotwald) Diesel 100 KMPH* 5 KMPH #
* - On main line with jib resting on match truck.
# - Without load, self propelled, jib paralled to track in rest (opposite to direction of
motion)
G) Priority on run :
i) ARMV : Must be given precedence over all other trains.
a) when proceeding to the site of the accident and
b) when conveying injured persons for hospitalisation.
ii) ART : The ART shall be given precedence over all trains when proceeding to
the site of an accident except medical relief vans. On the return trip it shall be
given precedence over goods trains only.
H) Accident on another Railway : The contiguous i.e. adjoining Railway must assist the
Raiway concerned.
I) Safety Rules : All extant safety rules, orders and speed restrictions as applicable
must be observed while the relief trains are on run or in operation.
XVII
REVISED JURISDICTION OF ARMVs
The terrirorial jurisdiction of ARMV's on N.F.Railway as indicated in the beat chart below:-
ANNEXURE - II
DIVISION STATION GAUGE Class of JURISDICTION DISTANCE
ARMV
KIR BG A KIR-SQB 121 km
KIR-MLDT 91 km
KIR-EKI-BLGT 156 km
KIR-RDP 107 km
KIR-MFA 35 km
KIR-KDPR-KNE (Exclusive) 114 km
KIR KIR-JBN 108 km
KIR-TNPR 35 km
NJP BG (HS- NJP-KNE (Inclusive) 87 km
SPARMV) NJP-RQJ-HDB 57 km
NJP-NCB (Inclusive) 126 km
NJP-SGUJ-AUB 83 km
APDJ BG (HS SPART) APDJ-SMTA 13 km
APDJ-SGUJ 159 km
APDJ-NCB-BXT 72 km
APDJ APDJ-NCB-GKJ-DBB 77 km
APDJ-NCB-CBD 93 km
APDJ-NMZ-CBD 171 km
NBQ BG A NBQ-NCB (Exclusive) 126 km
NBQ-RNY (Exclusive) 109 km
NBQ-RJGI (Exclusive) via GLPT 92 km
NBQ-FKM-DBB 104 km
NBQ- DDNI-MNDP 91 km
RNY RPAN BG (HS SPART) RPAN - RNY (Exclusive) 123 km
RPAN - DKGN -HMY-NHLN 163 km
RPAN-NLP (Inclusive) 173 km
RPAN-BVU-BHNG 34 km
GHY BG (SF ARMV) GHY-RNY (Inclusive) 51 km
GHY-RJGI (Inclusive) 90 km
GHY-CPK-HBN-SHTT-MBO 168 km
LMG BG A LMG-DMV (InClusive) 69 km
LMG-CPK (Exclusive) 90 km
LMG LMG-NLHG (Inclusive) 103 km
BPB BG (HS SPART) BPB- NHLG (Exclusive) 99 km
BPB-SCL 29 km
BPB-AGTL-UDPU-GARGI-SABROOM 357 km
BPB-JRBM 68 km
BPB-MSSN 32 km
BPB-BHRB 94 km
MXN BG A MXN-DMV (Exclusive) 108 km
MXN-FKG via JUN 84 km
MXN-SLGR (inclusive) 54 km
MXN-NMGS ' 66 km
TSK TSK BG (HS-SPART) TSK-SLGR (Exclusive) 101 km
TSK-DBRT 47 km
TSK-DNGI 39 km
TSK-TPWF-LKPE 64 km
TSK-DBRG-SLGR (Exclusive) 88 km
TSK-DBRG-SBGN- MZS 156 km
TSK-DBRG-SRPN-NLP (Exclusive) 176 km
The following rolling stock are permitted only upto 40 kmph.
1) Well wagons of MBW type, Hopper wagons etc. This should be circulated for guidance of all staff.
(Authority :- COP's No. T/1077/TRG/Pt. IX dated 22/11/93
XVIII
XX
XXI
VITAL AND GENERAL CAUSES FOR LOCO FAILURES AND REMEDIAL MEASURES BY PILOT
S.N. Trouble Experienced Probable cause Remedial actions

DIESEL LOCOMOTIVE
Electrical
1. Load meter not responding (a) Discontinuity in EFR - GFR panel (a) Check and manually connect the
to throttle loose or disconnected wires.
(b) GF contact not picking up. (b) Pack the GF manually to pick up.
2. Load meter not responding (a) Temporary discontinuity of power (a) Manually tap the power contactors.
to throttle contactors being dirty and dusty.
(b) Mal functioning of WSRs (b) Manually tap the WSRs.
3. Engine shut down automatically Mal function of EOS micro-switch Trip the over speed trip lever. Tap
for dust the micro-switch and reset lever and
be sure the micro-switch tip pressed
properly.
4. RPM not responding to throttle Mal functioning of VCD Short PCs and close the 3 cut-out
cocks of VCD.
5. Hot engine indication Radiator fan not working Manually pack the R1/ R2 to operate
Red. fan.
6. Engine automatically going to MBI/ AGFB tripped and batteries Open and close the circuit breakers
shut down (low booster, low load getting discharged after every hour.
meter reading, low haulage,
dim lights, etc.)
Mechanical
7. Booster pressure dropped (a) Lifting eye bolt worked out and (a) Replace the hole by the eye bolt/plug.
dropped on Eng. room floor/
top of dock
(b) Dirty primary fuel filter (b) Clogging of fuel primary filter due to
dirty oil. Take out the filter and con-
tinue operation.
8. Vacuum dropped suddenly Malfunctioning of VCD causing Reset penalty application and close
penalty application cut - out cocks of VCDs short PCs.
9. Black smoke through exhaust (a) Cracked nozzles (a) Locate defective nozzle by putting the
fuel racks and lock the rack.
(b) Suspected seizure Turbo (b) Check Turbo run-down check for
cracked nozzles & continue if no de-
fect.
10. Flame through the express Suspected burning of carbon Extinguish the falme and allow
or exhaust deposits inside the pipings the coal down continue operation.
XLVII
INSTRUCTIONS FOR PILOTS TO MANAGE
BRAKE SYSTEM OF LOCOMOTIVE/TRAIN
1. GENERAL INSTRUCTIONS brake valve except in case of emergency stop. The appli-
cation of vacuum/air brakes may be increased as the
1.1 Before starting of the train at originating sta-
speed comes down.
tion/yard.
1.3.3 On up Grade: Apply brakes by the automatic brake
1.1.1. Ensure prescribed air pressure/vacuum settings
valve, till the train actually stops. This will prevent the
of brake system are maintained.
rear portion from rolling back.
1.1.2 Check proper coupling of brake pipe and feed pipe
After stopping of train keep brakes on locomotive and
of locomotive with trailing stock.
train applied by A-9 brake valve. It will prevent rolling
1.1.3. Ensure all the angle cocks of brake pipe and back of train on gradient.
feed pipe of the locomotive and trailing stock are open.
While hauling single pipe air braked stock, the feed pipe
angle cock should be in close condition. 1.4 WORKING OF SINGLE PIPE BRAKE SYSTEM
1.1.4. Remove handle of A-9 and SA-9 independent Do not move train unless prescribed pressured setting
brake valve from inoperative control stand and their is achieved on locomotive and brake van.
respective cut out cocks closed.
1.1.5 Ensure H-5 relay air valve open and HB-5 relay air
1.5 CHANGE OF POWER AT LOCO INTERCHANGE
valve in closed position while hauling air brake stock.
POINT.
1.1.6. Ensure air flow measuring device, warning light
1.5.1 Do not detach hose connection without closing
indication and buzzer are in working order.
the angle cocks.
1.1.7 Ensure the changeover cock of distributor valve
1.5.2. Do not start the train without ensuring full release
should be in appropriate position.
of train.
1.1.8. Ensure that the brakes are applying and releas-
1.5.3. Do not attach outgoing locomotive until brakes of
ing on the entire train.
whole train have been released manually.
1.1.9. Check the operating cylinder percentage. It
2. In case of Alarm Chain Pulling
should be 100% on passenger trains and 85% on
frieght stock. 2.1 After resetting of ACP apparatus, wait for 3 minutes
to release the brakes in case of single pipe air brake
1.1.10. Check that brake pipe and feed pipe angle cock
working and 1-1/2 minutes in case of twin pipe air brake
of the last vehicle are closed.
working before moving/
1.1.11. For double headed train, the maximum cur-
2.2 Wait for 4 minutes in case of vacuum braked pas-
rent limit shall be 650 amps for WDM2 locomotives
senger train and 6-7 minutes in case of vacuum braked
and 750 amps for WAPI/WAP3 locomotives.
freight train to release the brakes.
1.1.12. Ensure that proportionate brake of locomotive is
2.3. Do not start the train if air flow indicator is showing
in working order.
abnormal reading, indicator light is glowing or buzzer is
1.2 STARTING OF TRAIN AFTER STOPPING giving sound.
1.2.1. Wait for 3 minutes to release the brakes in case
of single pipe brake system and 1-1/2 minute in case of
3. In Case of Train Parting/Hosepipe Disconnection.
twin pipe brake system fitted on trailing stock.
3.1 Close the angle cocks of adjacent ends of two
1.2.2 Wait for 4 minutes in case of vacuum braked pas-
coaches where hosepipe disconnection has taken place.
senger train and 6-7 minutes in case of vacuum braked
freight train to release the brakes. 3.2 Replace damaged hosepipe. Reconnect the exist-
ing ones, if not damaged.
1.3. STOPPING OF THE TRAIN
3.3 If train parting takes place, reconnect the parted
1.3.1 On level Track: First apply brakes with a small
portion of the train as per prescribed procedure.
reduction of vacuum/brake pipe pressure in the train pipe
by auto brake valve (A-9). This will allow the rear portion 3.4 Open the closed angle cocks after reconnection.
to run smoothly. A heavier reduction of vacuum/brake
3.5 Ensure that screw coupling of effected coaches are
pipe pressure may then be made. Apply loco indepen-
not loose.
dent brake gradually when the speed has come down to
about 5 kmph. 3.6 Do not move train unless prescribed pressure or
vacuum are achieved.
1.3.2 On down Grade: Destroy vacuum/brake pipe pres-
sure partially on trains (passenger/freight) by automatic ***********************
XLVIII
IMPORTANT RULES FOR PILOTS
(SR-6.02/3) IN CASE WORKING OF TRAIN DURING TOTAL INTERRUPTION IN A DOUBLE LINE SECTION. PILOT
WILL RECEIVE.
(a) An authority to proceed without line clear.
(b) Caution order restricting the speed 25 KMPH in case of clear vision 10 KMPH when view ahead
is not clear, due to curve, obstruction, rain, fog or any other cause.
(c) An authority to pass last stop Signal in the 'ON' position.
(SR 6.02/4) IN CASE OF TOTAL INTERRUPTION OF COMMUNICATION ON SINGLE LINE.
Before despatching the Light Engine/Train Engine/Motor Trolly/Tower Rake, the Station Master on duty shall hand
over 'Authority for opening of communication during total intoruption of communication on single line section' to the
Driver/Motorman/Guard/Station Master who is being sent to open communications, which includes :-
(i) An "Authority the Proceeds Without Line Clear"
(ii) A Causion Order, specifying the speed upto which the engine or self propelled vehicle or other vehicle
referred to in para 2 may run to the affected blocked section.
(iii) An "Authority to pass the stop signal in the "ON" position in case there is a last Stop Signal at the station.
(iv) A Line Clear Enquiry message addressed to the Station Master of the Block Section at the other end of the
effected Block Section asking for Line Clear for the train waiting to be dispatched to his station.
(v) A conditional Line Clear Message to the Station Master of the Block Station at the other end of the affected
Block Section permitting him:-
(a) To return the Light Engine/Train Engine, either Light or attacted to a train waiting to be despached from his
Station or attached with another engine, or
(b) To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake running by itself, or
(c) To return Motor Trolly/Cycle Trolly/Moped Trolly either running by itself or loaded in a train waiting to be
despatched from his station.
(SR 6.02/2) IN CASE OF SINGLE LINE WORKING ON DOUBLE LINE DURING TOTAL INTERRUPTION OF COMMUNI-
CATION.
I. Driver of train or light engine will be given caution order mentioning.
(a) Line on which train is to run.
(b) KM at which obstruction exists.
(c) Any restriction in speed imposed by P.way or Work Staff.
(d) An assurance to the effect that any all trap points on the line, in question have been spiked or clamped.
(e) All the facing points over which trains shall proceed have been clamped and pad locked.
II. An authority to pass last stop signal at ‘ON’ position. In addition a hand Signal may be
shown from the foot of Signal in case the last stop signal is the starter.
(SR. 6.02/1) SINGLE LINE WORKING ON A DOUBLE LINE SECTION WHERE ONE LINE IS OBSTRUCTED.
I. Pilot should be given written caution order.
II. The Pilot shall also be given a written authority to pass last stop Signal at ‘ON’ position. In no case driver will
pass stop signal without proper authority to proceed.
III. Driver of each train shall be handed over to an Authority for temporary Single Line Working on Double Line
Section indicating :-
(i) The Line on which train a light engine is to run.
(ii) The Kilometrages between which the obstruction exists.
(iii) Any restriction of speed which may have been imposed by way and works staff.
(iv) An assurarance to the effect that any tack points on the line in question have been spiked or clamped
and
(v) Authority to pass the last Stop Signal in the "ON" position. Incase the last Stop Signal is the Starter, in
addition to the return authority, he shall also be soon hand signal at the foot of this signal.
IMPORTANT RULES FOR PILOTS
III. An endorsement will also be made on the caution order given to the driver of the 1st train to inform all gatemen/
gangmen on the way about the introduction of temporary singal line.
IV. The speed of the 1st train passing to be restricted to 25 KMPH.
(SR.3. 73/1 WHILE PASSING OF GATE STOP SIGNAL AT ‘ON’.
(a) In the event of a gate Stop signal with 'G' marker becoming out of order the trains shall pass in accordance with
the provisions of G/R. 3.73 (1) and (2)
(b) In case of gate Stop signals controlling the entry of a train becoming defective, the Gatemanor Cabinman or
Pointsman, as the case may be, shall close and lock the level crossing gate against road traffic and pilot the train
on hand signal up to the other end of the bridge. Station Working Rules and Gate Working Instructions will contain
details instructions in this regard.
In passing the rail-cum-road bridge the Pilot must reduce the speed of to 8 KMPH and be prepared to stop short
of any obstruction on the way.
(c) In the event of a gate Stop signal being out of order in the off position the Gateman on duty shall take all the steps
to place the signal in the 'ON' position. Until he does this he must keep the gate closed and locked against road
traffic and pass train. He shall then send a message to the Station master of the nearest station advising that the
gate Stop signal is out of order through any agency including the Pilot of the first available train.
(d) On receipt of the information, the Station Master shall advise all concerned immedialtely. The Station Master at the
rear of defective gate signal shall issue caution order to the Driver of the all trains stating that the gate signal is
out of order until such caution order is issued by the Notice Station is rear. As soon as the defective gate signal
is put right, all concerned shall again be informed.
(GR. 3.80) DUTIES OF PILOT WHEN AN APPROACH STOP SIGNAL IS ‘ON’ OR DEFFECTIVE.
1. The Pilot of a train shall not pass an Outer, a Home or a Routing signal that refers to him, when it is 'ON' or
defective, unless -
` (a) he has, at a previous station, received notice in writing specifying that the signal is out of order and unless
he also receives a proceed hand signal from a railway servant in uniform at the foot of such signal or
(b) after coming to a stand, he is either givena written authority by the Station Master to proceed past such
signal or is authorised by a Calling-on signal in the 'OFF' position or is authorised by the Station Master over
the signal post telephone in accordance with special instructions.
2. The Driver of a train while passing an Outer, a Home or a Routing signal, when it is 'On' or defective, shall ensure
that the speed of his train does not exceed 15 kilometres an hour.
XLIX
(SR. 3.80/1) The written authority for passing a defective signel shall be in Form T/369(3b) when issued from the station at
which such signal becomes defective. But when such authority is to be issued from the station in rear or
"Nominated Station" the written authority shall be informed T/369(1) which is meant for approaching signals only.
Incase of temporary closure of stations due to any on avoidable reason, causion order (T/409) shall be issued
from the station in rear to pass the signal at "ON".
(GR. 3.81) DUTIES OF PILOT WHEN A DEPARTURE SIGNAL IS ‘ON’ OR DEFFECTIVE.
1. The Pilot of a train shall not pass a depature Stop signal that refers to him, when it is 'ON' or defective, unless his
train has been brought to a stop at the station where defective signal is situated and he is authorised to do so-
` (a) by a written permission from the Station Master, in addition, in the case of a Starter or Advance Starter
protecting points, he shall not pass such signals, when 'ON' or defective, unless he also receives a
'Proceed' hand signal from a duly authorised member of the station staff posted at the signal, or,
(b) by taking 'OFF' the Calling-on signal, if provided under approved special instructions, vide sub-rule (2) of
Rule 3.13.
2. In the case of a last stop signal, he shall not pass such signal, when 'ON' or defective, unless he is also in
possession of a proper authority to proceed under the system of working.
(SR. 3.81/1) If the Driver is required to pass a last Stop signal which is defective, Form T/369(3b) must be issued by the Station
Master of the station where the signal is defective in accordance with S.R. 3.70/1, after the train has been
brought to a stand at the station, A hand signal will be exhibited for a Starter signal (even if it be the last Stop
signal) by a Pointsman or other authorised railway servant, but no hand signal for Advanced Starter signal need
be exhibited when such signal protects no connections. Hand signal from the foot of an Advanced Starter signal
shall be exhibited when such signal protects any points.
(SR. 3.81/2) If it is required to pass a Starter signal or an Advanced Starter signal which is at danger in the course of shunting
operation, Form T/806 shall be issued.
(SR. 3.81/3) When Starter and Advanced Starters are both defective, hand signal need be displayed at the Starter signal only,
provided that the Advanced Starter dose not protect any points. If Advanced Starter protect any points, showing
of hand signal from the foot of Advanced Starter shall not be dispensed with.
(G. R. 371) Warner or Distant signals defective in the 'Off" position :-

(1) (a) If Warner signal on a post by itself or Distant signal is out of order and cannot be kept in the "ON' position,
a Stop hand signal shall be shown at the foot of the signal. At night, the light or lights of the signal shall be
extinguished and the train, after being first brought to a stand, may then be hand-signalled past the signal.
Advice of the defective signal shall be given to the Drivers of trains at the station in rear warning them to stop
at such signal.
(b) If a Warner Signal placed below at stop signal becomes defective and cannot be kept in the "ON" position, the
Stop Signal above it shall be treated as defective and by night the light of the Warner Signal shall be
extinguished.
(2) If the Warner or Distant Signal of an Intermediate Block Post is defective and cannot be kept in the "ON"
position, the Intermediate Block Stop Signal shall also be kept "ON" and treated as defective and action taken
as per Rule 3.75.
S. R. 3.71/1 (a) If Warner/Distant signal defective:- When the defective Warner/Distant has been kept in "ON' position,
it is not necessary to issue Form T/369-(3b) or to show hand signals at the Warner Distant.
(b) If Warner is on a oist by itself and cannot be kept in the 'ON' position, advice of the defect shall be sent to the
block station in rear and the nominated station in order that the Driver of an approaching train may be duly
warned as peovided in SR under G. R. 3.68 and 3.69.
(c) When Warner signal below a Stopn signal is defective and cannot be kept in the "ON" position the Stop signal
above it shall be treated as defective and procedures laid down in S. Rs. under G. R. 3.69 shall be observed.
(G.R. 3.74) Absence of a fixed signal or a signal without a light :-

(1) (a) If there is no fixed signals at a place where a fixed signals is ordinarily shown, or
(b) if the light of a signal is not burning when it should, or
(c) if a white light is shown in place of a colour light, or
(d) if the aspect of a signal is misleading or imperfectly shown, or
(e) if more than one aspect is displayed,
the Driver shall act as if the signal was showing its most restrictive aspect:
Provided that during night, if in the case of a semaphore Stop signal for a approaching trains only, the Driver finds the
signal light extinguished, he shall bring his train to a stop at such signal. If he finds that the day aspect of such signal
is clearly visible and is satisfied that the signal is in the 'off' position, he shall proceed past it upto the station cautiously
at a restricted speed obeying all intermediate Stop signals if any, relating to him, and report the matter to the Station
Master for necessary action.
(2) At stations equiped with a colour light signal provided with a 'P' maker, the Driver shall bring his train to a stand
if it does not show any light or shows an imperfect aspect and having satisfied himself that the signal is provided with
a 'P' marker, shall proceed preparing to stop at the next Stop signal and shall be guided further by its aspect.
(S. R. 3.74/1) Conflicting signals :- Conflicting signals should be treated as "defective signals" and G.Rs 3.68, 3.69, 3.70 and
3.71 and S. Rs thereunder should be observed in such cases.
(S. R. 3.74/2) Signal Flickering/Bubbing and/or displaying more than one aspect in Colour in Light Signalling:- When
a Driver comes across a signal which is found flickering/Bubbing, he shall act as if the signal was showing its most
restrictive aspect and shall bring his train to a stop short of such signal. If the signal assumes a steady aspect and
remains study for at least 60 second (i.e. one minute), the Driver shall further action according to the steady aspect
so shown. If, however, the signal contineous to flicker/ bob and does not assume a steady aspect for at least 60
second (i.e. one minute) the drivers shall treat the signal as defective and take further action as required by rules.
In case of Mannual Stop signal showing more than one aspect simultaneously, the driver shall also treat such signal
as defective and shall act accordingly G. Rs 3.80, 3.81 and 9.06 and S. Rs thereto.
However, in the case of an Automatic Stop signal displaying more than one aspect simultaneously, the most restrctive
aspect (i.e. Red aspect) shall be obeyed. G. R 9.02 & SR 9.02/1 or SR 9.07/5 as the case may be.
L
TROUBLE SHOOTING GUIDE FOR PILOTS
S.N. Problem faced Probable Causes Remedial action to be taken.
1. Engine Auto shut down (i) OST is tripped (i) Reset the OST assembly & start
(ii) Fuel oil pressure dropped Down. the engine.
(iii) In case of wood ward governor (ii) Find the cause of fuel pressure
lube oil push button is tripped. dropping and do accordingly.
(iv) Governor oil short. (iii) Reset the governor push button
& restart the engine.
(iv) Add governor oil if available
(clean HSD oil or K.Oil may be
used.)
2. Engine Cranking but not taking (i) MU stop button is not in 'RUN' (i) Keep the MU stop button in 'RUN'
start or firing. position. position.
(ii) Governor can not push the fuel (ii) Push the linkage mannually for
oil Control Shaft linkage properly. starting.
(iii) Lube oil pressure is not raising (iii) Please check the water level &
upto desire level for starting due add water if required. In case of
to hot engine or rising of temperature rising let the engine
temperature. cool down naturally & then restart
the engine.
(iv) Ensure love- Joy coupling &
(iv) GE governor pump not working. allen screw tightness if found
slack then tight & restart.
(v) Separate the CK-2 bridge inter-
(v) CK-2 inter lock brazed. lock contact with wooden stock.
3. Load Meter is not responding (i) MCOS (Motor cut out Switch) is (i) In this position loco will move but
with throttle. in cut position No. 1. load met\er will not show. Work
onward and see wheather S-1
powercontractor is picked up or
not. If the S-1 not pick up try to
pick up it manually or work on-
wards using manual transition
in paralled.
(ii) Load meter not responding in (ii) Work onward and also inform
one Control Stand. PRC.
(iii) Power contactor is not picking (iii) (a) Control air pressure may be
up. less than 5 kg/cm2, adjust con-
trol air pressure by adjusting the
N-1 reducing valve in nose com-
partment.
(b) Power Contractor may be
dirty gently tap, and clean the
power contractor.
(iv) G.F. contactor is not picking. (iv) (a) Check GF Switches on both
Control stands wheather they
are in “ON” or not and also check
whether ECS is in “RUN”
position.
(b) If CK1,CK2,BKT1& BKT2 &
WSRs are working Properly but
still GF not picking up than pack
the GF contractor and work the
loco.
(v) Loco is holding but load meter (v) Work train informing PRC.
not showing
4. R.P.M. not responding with throt- (i) Vac. is less than 46 Cm. (i) Check the cause of less Vac. &
tle. Conduct Vac. efficiency test.
(ii) Defect in MCB 1 & 2. (ii) Check & operate if not working
then use emergency Control
(iii) DMR is defective. Circuit breaker.
(iii) (a) Check for DMR loose or bro-
ken connection & rectify.
(b) Clean interlock contractors of
DMR (16A, 16F & inter lock-16)
(c) If not rectify by the above then
pack the DMR with wooden plug
& work onward.
(iv) ESR 1,2,3 & 4 are not picking up (iv) In this case check, ECS, (it
properly should be in run position).GR,
Amphenol plug for securing
properly & clean the throttle drum
LI
TROUBLE SHOOTING GUIDE FOR PILOTS
S.N. Problem faced Probable Causes Remedial action to be taken.
interlocks for dirt.
(v) PCS Malfunctioning (v) Short the PCS & close the 3 way
cut out cock of VCD.
5. Hot Engine (i) Radiator fan not working. (i) Manually pack R-1 & R-2 or put
emergency switch “ON”.
(ii) Less Water in expansion tank. (ii) Fill up water.
(iii) Water pump is not working. (iii) Check the circulation of water in
the expansion tank, if no circula-
tion then stop the engine & in-
form shed.
(iv) Inefficient cooloing (iv) Try to cool the engine by
fastering and work the train after
informing control.
6. Fuel Oil pressure is not built up (i) No fuel in the fuel tank (i) Check the fuel level in the fuel
tank. Fuel level should not be
less than 600 lts. If the level
reaches 600 lts. then shut the
engine till further fueling.
(ii) F. O. P. Gauge may be defective (ii) If hauling power is satis factory
then work the train.
(iii) Fuel oil booster pump not (iii) Ensure love-Joy coupling &
working Allen screw. If found slack then
attend & tight it.
(iv) Leakage in gauge line (iv) Blank the gauge line near Regu-
lating valve & work the train.
(v) Primary filter may choked. (v) Remove the primary filter & work
the train.
(vi) Air is locked in the system. (vi) Ensure the tightness of the un-
ions of the fuel oil section line.
Then open the delivery side
hose of the F.O. secondary filter
(block end) & start the fuel pump
motor for a few second to drive
out the air when solid fuel will
come out then stop the F.pump
motor & re-connect the hose &
start the engine.
(vii) Relief & Regulating valve may (vii) Tap them gently with wooden
be defective. block.
7. Expressor Brass Spindle out (i) Lube oil level in the expressor (i) Check L.O. and if required add
projecting out. may be less.pump oil taken from air maze oil bath
(ii) Spindle may be jam or bent or filter.
Spindle coming out on higher (ii) In such case, slacken the set
notches. screw on the brass spindle assy
and watch for oil leaking out. If
L.O. leaking out then work on-
ward.
8. Oil throw with white smoke (i) Oil level in the Expressor pump (i) Check if oil level is higher then
through expressor Exhaust. may be excess. work onwards, oil throw will nor-
mally stop when oil level will
come to normal level.
(ii) Breather value & its cap may not (ii) Check & refit it, If unable to fit then
be fitted properly. inform shed.
(iii) Oil filling cap may be loose. (iii) Check & refit the oil filling cap
properly.
(iv) Dip stick is not properly fitted. (iv) Check the deep stick and refit
properly.
(v) Vacuum level may be load. (v) Identify and attend cause of less
Vacuum.
9. Vacuum drops suddenly. (i) Mal functioning of VCD causing (i) Reset panelty application and,
penalty application. close the cut out cock of the VCD
and short Pcs.
10. BAP is dropped or poor hauling. (i) Lifting eye bolt worked out. (i) Blank the eye bolt hole by plug.
(ii) F.O. primary filter choked. (ii) remove fuel oil primary filter.
LII
TROUBLE SHOOTING GUIDELINES FOR RUNNING CREW
TCC Fault/Low Hauling :
Whenever dirver notices that loco is having low hauling power.
Step 1
First go in EM 2000 main menu, then select traction cutout. Ensure whether both the trucks are
enabled or not. If any truck is disabled, check the repair book for the reason. If no reason is mentioned
then enable the truck.
Step 2
Then ckeck the crew mesage in display panel for following messages.
1. TCC communication failure
2. TCC for 2 failed to acknowledge - Dynamic Brake request
3. TCC 1 or 2 failed to acknowledge - direction request
Then check power data available at main menu of EM 2000 computer. In power data both TCC should
show equal torque. If not show then recycle relevent TCC breaker with computer control breaker.
Procedure for recycling the TCC as follows.
1. Stop the locomotive.
2. Apply the independent brake.
3. Keep throttle handle in idle.
4. Keep reverser handle in neutral.
5. Keep isolation switch at in isolation position.
6. Switch off the relevant TCC breaker.
7. Switch off computer breaker.
8. Wait for 20 seconds.
9. Switch on computer breaker.
10. Switch on relevant TCC breaker.
Recovery of PCS :
1. To recover the PCS, ensure that throttle handle on both control stand is in Idle position.
2. Idle position must be verified from EM-2000 display (In power date in main menu at EM 2000 display).
3. If the display does not show idle position then the throttle handle must be moved again to bring it in
idle position.
4. Then act according to crew message of EM-2000 as described at SN-2 below
Recovery of Air Brake Penalty :
1. Throttle handle of both control stands must be in idle.
2. Keep auto brake of working control stand in emergency (NOT in FS position) or Full Service for 10 or
60 sec as displayed in crew message.
3. If air brake recovery does not happen after sitpulated time then.
4. Move L/T switch of working control stand to trail and L/T switch of non working contrlo stand to lead.
Then after 10 second bring back the L/T switch of non working control stand to trail and L/T switch of
working control stand to lead position.
5. If then also air brake recovery does not happen then perform AIR BRAKE SELF TEST.
Air Brake self test procedure :
Before running Air Brake self test verify the following :
1. Stop the locomotive (Loco speed is zero).
2. Apply hand brakes and take all precautions as per laid down procedures to ensure locomotive and
formation against rolling.
3. Ensure MR pressure minnimum 110 PSI(7.8 kg/sq. cm.).
4. Close BP, FP angle cocks, MR and BC equalizing cocks at both end of the locomotive.
5. On "Working control stand" keep
* Throttle handle in idle position.
* Reverser in neutral position.
* Lead/Trail switch in lead position.
* Auto Brake handle and Independent Brake handle in Release position.
6. On "Non-working" control stand
* Throttle handle in idle position.
* Lead/Trail switch in "Trail" position.
* Auto Brake handle in FS position.
* Independent brake handle in full application position.
Running Air Brake Self-Test from EM-2000 :
1. Press main menu key.
2. Select self test.
3. Press F2 key to select next.
LIII
4. Select AIR BRAKE SELF TEST.
5. Press F1 key to select continue.
6. Wait until "SUCCESSFUL TEST COMPLETED, NO DEFECTS FOUND" message appears on the
screen.
Method of isolation of truck :
To isolate the truck follow the procedure
1. Stop the train.
2. Secure the loco, keep reverser handle in neutral, Throttle handle in idle, ER/GF swithch off in working
control stand.
3. Keep isolation switch in isolate position in control panel.
4. In the computer, in main menu select Traction cut out.
5. Keep curser in Truck-1 or Truck-2, which ever truck is to be isolated.
6. isolate the truck by pressing F3.
No companion alternator output/Auxilary Generator Output :
1. Check Aux. Gen. circuit breaker in ECC-2 near rader. If tripped then recycle.
2. Check AG Field/AGFB feed back breaker (located in circuit breaker panel). If tripped then recycle.
3. Check DVR (Located in ECC-1) connector. If slack then tighten.
4. Check FCF, FCD module connection plug (locate din ECC-1) terminals for any loose fitment. If loose
then tighten.
5. Check any circuit breaker tripped. Recycle the circuit breaker.
6. Check Aux. Gen. coupling intact near starter motor. If broken then shoutdown the loco and inform of
PRC/Shed.
7. Check any buring indication in Traction Alternator near turbo. If burning indication found then shutdown
the loco and in form to PRC/Shed.
8. If none of the above symptoms found, recycle the computer control circuit breaker.
Procedure for recycling computer control circuit breaker :
1. Stop the locomotive.
2. Apply the independent brake.
3. Keep throttle handle in idle.
4. Keep reverser handle in neutral.
5. Keep isolation switch at in isolation position.
6. Switch off computer breaker.
7. Wait for 20 seconds.
8. Switch on computer breaker.
Engine auto shutdown without any indication :
1. Check OSTA tripped - Reset.
2. Check EPD tripped - reset.
3. If none of above mentioned device tripped. Check fuel supply by checking fuel in bypass valve of
secondary fuel filter, by keeping Engine start switch in "Prim" position.
4. If no abnormality found restart the loco. During starting keep Isolation switch in start position.
5. If loco again shut downs automatically then consult the shed.
POWER GROUND :
If there power ground occurs then the following situations comes :
a. Starts bell ringing,
b. Trative effort meter become zero,
c. Computer displaying,
Power ground, no load due to dynamic or,

Power ground, no load due to power
The loco pilot reset the situation by pressing F-3 key, if the situation is OK then works on wards.
If power ground occurs further then loco pilot will do the following,
1. If computer displays power ground due to dynamic, stop the dynamic braking and switch off the
dynamic brk, cut out on control stand and work on wards.
2. If power ground occurs during iA-9 application then cut out the blended brake switch loacted in ECP
panel.
3. If computer displays power ground due to power, then isolate the truck and work on wards.
4. In both cases make entry in repair book and inform PRC/LOBBY.
LIV
GUIDE FOR WDG4 / WDP4 LOCOS
1. WORKING OF WDG 4 / WDP 4
1.1 DOS 
 Always apply hand brekes for stabling the looco.
 Always cheek the oil level with Dip sticks properly fixed and serewed.
 Always ensure oil levels are checked in engine IDLE with normal temperature.
 Always observe for any abnormal increase in engine lube oil level and inform shed if any.
 Ensure both throttle handles are in IDLE before recovering PCS.In doubt gently tap throttle handles
towards DB side.
 Always ensure only one throttle notch is raised or eased at a time
 Alwaysensure at least 10 sec. time gap between notch to notch while raising or easing the throttle
notch.
 Always reset the ground relay trip through F-3 Key.
 Whenever GR operates in power mode, Isolate the truck one by one.
 Whenever GR operates in DB or Blended brake, Isolate DB or blended brake through the slide
switch.
 Always ensure the Lead/Trail switch in test mode while attaching on formation.Always ensure electrical
control cabinates are closed and secured.
 For changing the position of Lead/Trail switch first press the knob downwards and then turn the switch.
 Ensure that water level should not decrease or fluctuate during running the locos.
1.2 DON' TS 
 Do not move the following locomotive, unless the engine temperature raise to 55 deg. Centigrade.
 Do not try to move the locomotive without conforming hand brakes are released and skids or ballast
stone are removed from wheels.
 Do not switch off turbo lube oil pump breaker.
 Do not switch off air dryer breaker.
 Do not keep engine start switch on PRIME for more than 15 sec. and on START position for more than
20 sec.
 Never press too much of indication panel switchs.
2. ENGINE SHUT DOWN PROCEDURE OF WDP 4 / WDG 4
1. Put Reverser handle to centre position and remove REVERSER
2. Put engine run switch and GF switch to OFF Position.
3. Put Isolation switch to isolation position.
4. Apply Hand Brake and Skids.
5. Press Emergency cut off switch till the engine gets shut down.
6. Put off all White and black labels breakers Except Yellow labeled Turbo and computer control
breakers.
7. Put off battery knife switch.
8. Enter time & date of Loco shut down in engine log book.
3. PROCEDURE FOR DEAD WDP 4/WDG 4 MOVEMENT
1. Apply hand brake.
2. Shut down the loco
3. Switch off the all breakeers
4. Drain MR - I and MR - II reservoirs.
5. Open dead engine cock.
Location: Remove CCB panel cover next to short hood control stand. Move the COC from parallel
position to 900 to the pipe line.
6. Keep brake cylinder equalizing 1/2'" COC located above R 1, R 6, wheel in open position.
7. Keep MU switch (TLRP) in dead position.
8. Couple BP hose and open angle cock to charge BP for 15 minutes.
9. Apply to Auto Brake (A-9) in lead loco,brake should apply in dead loco.
10. Release Auto Brake (A-9), brake should release in dead loco.
11. Release the hand brake.
LVI
4. CHECK LIST AFTER STARTING OF ENGINE
 Immediately check the low water pressure detector for tripping,if tripped press it for 5 sec. for resetting
(other wise engine will shut down).
 Check and ensure engine lube oil, Governor oil, compressor oil and.
 Water levels are not decreasing.
 Check all the engine room doors for proper closing.
 Check and connfirm engine temperature is 50 deg. Centigrade before raising engine speed.
5. CHECK LIST BEFORE MOVING THE LOCOMOTIVE
 Check and confirm the loco wheels are free from any wooden/Iron skids or ballast stones.
 Check and confirm hand brake is released.
 Check and confirm main reservoir is with full pressure and Lead / Trail switch is set in Lead mode.
 Confirm Lead / Trail is kept in test mode while attaching the loco on formation.
 Check application and releasing of loco brakes.
 Proper position of GF switch to be ensured before moving the loco.
6. PROCEDURE FOR ATTACHING THE LOCO AND CHARGING THE TRAIN FORMATION
Step- 1 : Couple the BP & FP angle cock house pipes to that the formation.
Step - 2 : Open the corresponding FP angle cock to get FP pressure charged to 5.0 to 6.0 kg/cm2.
Step - 3 : Keep lead /trail switch in test position in the working control stand a nd open corresponding BP
angle cock & wait for 3 to 5 seconds.
Step - 4 : Switch over the lead / trail switch to the lead position,
Step - 5 : Allow BP to charge to 5.2 kg/cm2.
Note :  In case BP & FP angle cocks have been opened simultanneously, keep Auto brake handle (A9) of
working control stanc in emergency position for 60 seconds and then release. Again repeat the step
1 to 5.
 In case air dryer is malfunctioning, switch off the micro switch of air dryer control panel located in
driver cab ( next to LH right right side door).
7. ENGINE STARTING PROCEDURE OF WDP 4 / WDG 4
1. Ensure that in breaker panel all the breakers ( white, black, and yellow) are in OFF position and
Isolation switch is in ISOLATE position. If not then, do so.
2. Put ON Battery Knife switch.
3. Put LEAD /TRAIL switch in one control stand is in LEAD Position and other in Trail Position.
4. Put ON all BLACK labeled breakers and white labeled governor booster pump breaker.
5. Put FUEL PUMP control switch and MU STOP switch to ON position.
6. Put on Turbo Breaker.
7. Check if all the other circuit breaker have been put in ON position . If so, now put Computer
circuit breaker in ON Position.
8. Keep the engine start switch to the PRIME POSITION (left) and check fuel oil return sight glass
(Appros 20 sec).
9. Then Immediately turn the Engine START switch to start position (right) and hold in the same position
till engine start.
10. DONOT shift the ISOLATION switch to RUN position immediately after cranking to avoid Automatic
Shut Down due to low water and Low lube oil Pressure.
11. In EM2000 screen display, Press Crew for any active crew message.
12. Recover Air Brake Penalty by putting Auto Brake(A-9) in full service (FS) for 10 sec.
13. Now loco is ready for service.
LVII
ISOLATION OF DEFECTIVE DVs of BCN,BTPN,BOX-N.BOX-N WAGON
In case of defective DVs causing brake binding problem on a particular wagon the same
should be isolated by the Driver by putting the DV isolating cock handle to off position. While isolating
the defective DVs the following procedure should be observed.
1. For a 35 BOX-N rake the contribution of brake power of each wagon can be taken about 3%.
The driver can, therefore, isolate the defective DVs to an extent that the brake power of the
train does not fall below 85% (that means a maximum of 5 DVs in case starting brake power
is 100% and proportionately lesser number of DVs in case of starting brake power is between
85%-100%).
2. For a 58 Box-N rake the contribution of brake power of each wagon can be taken about 2%.
The driver can, therefore, isolate the defective DVs to an extent that the brake power of the
train does not fall below 85% (that means a maximum of 7 DVs in case starting brake power
is 100% and proportionately lesser number of DVs in case of starting brake power in between
5% to 100%). WDM2 Diesel to be used for hauling BOX ‘N’ wagon rake shall be modified for
the twin pipe graduated release air brake system and shall have the following fitments.
In the 28 LAV-1 twin pipe graduated release air brake system in Diesel locomotives the pres-
sure limiting valve should be set at 5 kg/Cm2 in the proportionate brake circuit.
THE SALIENT FEATURES OF THE SYSTEM ARE AS UNDER :-
BOX’N’ wagons are fitted with twin pipe air brake system with graduated application and
release. In this system a thorough brake pipe of 32mm, bore controls the application and release of
brakes, while another feed pipe of 32mm bore continuously refills the Auxiliary Reservoir, which makes
it possible to obtain shorter release timings on a longer train formation.
The brake pipe is charged to 5kg/cm2 pressure by A9 valve in case of Diesel locos. The air
from brake pipe enters the Distributor Valve and charges the Auxiliary Reservoir. The Auxiliary Reser-
voir is also charged from the feed pipe set at 6 kg/cm2 in twin pipe operation. The brake cylinder
exhaust is connected to the atmosphere through a valve when the crakes are in the released condi-
tion. To apply brake the driver moves the A9 valve handle which causes reduction in brake pipe
pressure. Since the movement of the brake valve handle is in steps for graduated applications or in
one stroke for emergency applications the intensity of the breaking is in proportion to the degree of
movement of the valve handle. The maximum pressure in brake cylinder of wagon is 3.7 to 3.8 kg/
cm2 when the brake pipe pressure is reduced by 1.5 kg/cm2 or more. For releasing the brakes the
driver increases the brake pipe pressure. The air in the brake cylinder is vented progressively corre-
sponding to the increase of the brake pipe pressures and when the brake cylinder is completely
exhausted the brakes are fully released.
THE AUTOMATIC AIR BRAKE VALVE A9 (DRIVERS BRAKE VALVE) IS A SELF LAPPING VALVE
WITH THE FOLLOWING 5 POSITIONS.
I) Release: In this position the brake pipe is full charged to 5 kg/cm2 and the train brakes are
released.
II) Minimum application: this position provides reduction of brake pipe pressure from 0.22 to
0.50kg/cm2
III) Full service application: In this position the brake pipe pressure is reduced by 1.6 kg/cm2 to
1.8 kg/cm2
IV) Over reduction: In this position the brake pipe pressure is reduced by 2.5 to 2.6 kg/cm2
V) Emergency application: In this position the brake pipe pressure is discharge/reduced sud-
denly to zero.
Twin pipe colour coding: Feed pipe (F.P) painted white brake pipe (B.P) painted green. It
should be ensured that BP and PP hoses of locomotives are coupled to BP and FP hoses of
the train load respectively. Any misconnection of BP & FP anywhere on the BOX ‘N’ rake can
lead to brake failure.
LVIII
INSTRUCTIONS TO DRIVER FOR APPLICATION OF AIR BRAKE:-
Reduction of air pressure in the brake pipe below 3.4 kg/cm2 does not give any additional benefits in regard to
increased braking force.
Brake rigging starts to slacken only when air pressure in the brake pipe reaches a level of 4.5 kg/cm2. Thus
unlike in the vacuum brake system where slacking of brake rigging starts slowly and simultaneously with cre-
ation of vacuum, in the case of air brake, the brake release is negligible until 4.5 is reached and is fully when 5 kg.
Is attained (or the original B.P)
Hence it is important that the Drivers-
Do not resort to reduction of more than 1.6 kg. for service application.
Wait for pressure to rise to 4.9 kg. Or the original brake power before even making an effort to start the train.
Whenever a loco is changed or front Loco detached, the Driver after creation of brake power to 4.9 kg. To 5.1 kg
should move an engine length to get a “Feel of the train”. If any brake binding is suspected, the same should
be released by pulling the quick release valve handle of the distributor valve. It may also be noted that there is a
maximum lag of 3 mints. In the creation of pressure between loco and brake van on a full rake of 58 BOX ‘N’
wagons. Hence sufficient time must lapse after creation of air pressure for brakes to release to avoid cases of
knuckle breakage and train parting etc.
“INSTRUCTIONS TO DRIVERS FOR RESTRICTION OF SPEED DURING
ROLLING IN/OUT EXAMINATION”
Sr. DME/DMEIC shall nominate the site following should be kept in views:-
a) Site shall provide unobstructed views of under gear from both sides.
b) Speed of the train shall not be more than 30 KMPS.
c) It should cover the entire length of train (as per Coaching Maintenance Manual Para 107b)
CHECK TO BE MADE BY GUARD/YARD STAFF.
1) It should be ensured that the brake pipe (BP) hose coupling between the loco and adjacent BOXN Wagon is
coupled leak proof and is secured tightly
2) The guard should ensure that the cut off angel cocks of brake pipe (BP) are fully open (handle in line with the
hose) on both sides in all the Wagons.
3) The guard should ensure that the brake pipe (BP) air hose of trailing end of his brake van is placed properly on
the suspension bracket and its angel cock is in close positions (handle should be perpendicular to the hose.)
4) Check for audible leakages from the pipe joints and the hose joints and take action to arrest the leaks, if any.
5) Check the brake pipe pressures.
6) Guard should sign the brake power certificate on form Mech. V5 after conducting joint check with driver and
T.X.R. by applying emergency application of brake to check drop of pressure in the gauge. Only then he should
exchange all right signal for starting.
7) If the brake-van pressure gauge is defective/deficient, the guard shall bring this to the notice of T.X.R. for
rectification. If this is not immediately possible precautionary measure shall be taken as follows. The guard
shall destroy the brake pipe pressure with application of guard van handle. He should then examine the nearest
3 to 4 BOXN wagons, brake to see that brakes have applied. He should also see that the brakes are releasing
during recharging of brake pipe pressure. This will indicate that there is continuity of brake pipe pressure up to
last wagon. This is very important to ensure the safety of train and should be followed rigidly to avoid train to be
started with partial brake power. In case of a train running with defective or deficient pressure gauge, this test
shall also be conducted before starting the air brake train after every half for crossing or precedence en-route.
8) After ensuring the prescribed air pressure in his brake van pressure gauge, the guard must check the working
of the brakes. For this he must apply brake from his valve by reducing the pressure by 1 kg/cm for at least half a
minute. After this, when the handle is brought to the normal position the air pressure should get instantaneously
built up to the earlier level. Only after this should the guard sign the brake power certificate and start the train.
9) Guard and yard staff should specially note that whenever any BOXN wagon is to be shunted the angle cocks
must be closed before detaching the air hose of brake pipe. If this is not done, the coupling porters may get
injured
10) Before uncoupling the locomotive from the rake close the angle cocks of brake pipe (BP) on the locomotive and
adjacent wagon simultaneously. Wait for a minute for the entrapped air to escape. After uncoupling the air hoses
and before the locomotive is uncoupled destroy the brake pipe (BP) pressure by opening the brake pipe (BP)
angle cock of the wagon to avoid rolling of the rake. It is also recommended to put the hand brake ‘on’ of
minimum of 15 percent of the wagons depending on the gradient to avoid to rolling, if the rake is to stabled for
longer period of time.
11) While coupling a loco with BOXN formation after the coupling is effected, the brake pipe (BP) hose coupling of
loco and adjacent BOXN wagon should be coupled leak proof and secured tightly and then cut off angle cocks
of brake pipe (BP) are to be fully opened
12) Adequate precautions should be taken to avoid rolling back of wagon, if the shunting is being performed without
air brakes.
13) In case of any defect in the air brake system in a wagon which cannot be rectified in short duration, isolate the
brake system of that wagon by putting the recharger handle provided in the distributor value in ‘off ‘position
[i.e.in horizontal position]. A little pull to the release level which releases the brakes automatically. Isolation of
maximum 15 percent of the wagons in a rake is generally acceptable.
LIX
14) In case of overcharging of the brake pipe either due to change of locomotive with different brake pipe setting or
due to defective driver‘s brake valve, a short pull to the release lever will release the brakes automatically.
SHUNTING
1) In case of shunting at any station, the guard must ensure that BP angle cock of the wagon to be detached is
closed along with that of the adjacent wagon. For example in a train consisting of 30 wagons, if the 17th wagon
from the engine is to be detached, the BP cut off angle cocks of the 17th and 18th wagons should be closed, i.e.
to be brought to position perpendicular to the air hose. Wait for a minute for the entrapped air in the air hoses
between the cut off angle cocks and the palm ends to escape. Then detach the air hose connection and place
them in the respective suspension brackets. Then open the cut off angle cock on the 18thwagon (i.e. bring the
handle in line with the air hose so that the brake is applied on the remaining portion of the formation i.e. from 18th
to 30th wagon. Only after this should the couplings by uncoupled i.e. after ensuring that the rear portion does not
roll down.
2) Afterwards the engine with 17 wagons can be taken to the stabling line for cutting off the 17th wagon. This 17th
wagon should be uncoupled in the same manner, as was done between 17th and 18th wagon as explained
above. After ensuring that the 17th wagons brake is on the engine with 16 wagons can be brought back to the left
over rear portion and coupled. After this air hoses of the 16th and 18th (since 17th wagon is already detached on
the stabling line) wagon should be connected. Then the cut off angle cocks of the adjacent wagon should be
opened. After completion of the operation and recharging the guard should ensure that the required pressure is
registered in his gauge.
SAFETY INSTRUCTION
Duties of Drivers and guards to prevent rolling of air brake trains (Passenger & goods) stabled in mid section on
account of loco failure or any other reason.
FOR DRIVERS
1. Apply brakes on locomotives and train by moving driver’s brake-valve handle to Emergency Application position.
2. Apply hand-brakes on the locomotives.
3. Physically check if brake application has actually taken place.
4. Also, apply locomotive independent brakes on the banking locomotives, if the train is banked.
FOR GUARDS: Apply guard’s hand brake.
FOR DRIVERS AND GUARDS: Apply wooden wedges, when the detention is likely to be more than 30 minutes.
PROCEDURE FOR CHECKING OF DIESEL/ELECTRIC LOCOMOTIVE
HAULED AIR BRAKE TRAINS.
1. Introduction
1.1With the introduction of air braked freight stock on Indian Railways it has become necessary to lay down detailed
operating procedure for checking leakage rates in trains and for testing charging capacity of Locomotive to
ensure that locomotive is capable of supply adequate amount of air for charging brake pipe for single pipe
working. The detailed procedure for checking the Locomotive and trains have been indicated in this guide which
is applicable to locomotives and wagons fitted with Air Brake system.
2. Procedure for checking capability of Locomotives for charging/releasing of train brakes
N.B:- This test should be carried out on single Locomotive if only one Locomotive is used for hauling the train or
on foremost Locomotive of consist of locomotives unless otherwise stated.
2.1 Place the driver’s automatic brake valve handle at emergency position.
2.2In case of WDM2 diesel locomotive, start the engine for building up of main reservoir pressure.
2.3Allow the main reservoir pressure to build up to the maximum stipulated limits for the particular type of locomotive.
The relevant maximum stipulated pressure is given in Table-1.
Table-1
Valves Pressure setting in kg/cm
WDM2
Main reservoir pressure Governor setting Cut out 10-0.1
Cut in 8-0.1
Main reservoir pressure safety valve setting 10.5-0.1
2.4 Close the angle cock for the brake pipe. Couple 7.5 mm diameter leak hole special test coupling fabricated to
R.D.S.O. Drawing No. SK. DP-2691 (Annexure-1) with the brake pipe coupling of the locomotive. In case of MU
consist , test coupling should be fitted of the rear most loco of the consist.
2.5 Move the driver’s automatic brake valve handle from emergency position to release position to charge the brake
pipe to 5 kg/cm2.
2.6 Open the angle cock for the brake pipe. The brake pipe pressure should fall from 5 kg/cm2.
2.7 Check the brake pipe pressure with the help of gauge fitted in the Locomotive which should not fall below 4 kg/
cm2 within 80 seconds.
2.8 The test shall be carried out with all the compressors in working condition for operating the train.
3. Procedure for checking leakage in the train
3.1 Attach the locomotive to the train fitted with single pipe air brake system and couple brake pipe ensure correct
coupling with brake pipe in a manner that there is no leakage of air from coupled joints
3.2 The coupling should be done with angle cock in close position.
LX
3.3 Open angle cocks of loco after coupling brake pipe.
3.4 Open the angle cocks of the brake pipe on all the wagons. Check for continuity of brake by reducing and
rebuilding brake pipe pressure. The verification should invariably be carried out through the pressure gauge
provided in Guard’s brake van.
3.5 After the brake pipe pressure has stabilised in the locomotive and rear most vehicle to the level indicated in
table-III move the driver’s automatic brake valve handle towards application position to reduce brake pipe
pressure from 5 kg/cm2 to 4 kg/cm2
Table-II
Length of Train Brake pipe pressure in train (kg/cm2)
Locomotive Last Wagon
Up to 56 BOXN wagon 5.0 4.8
Beyond 56 BOXN wagon 5.0 4.7
3.6 After the brake pipe pressure has been stabilised close the brake pipe isolating cocks provided between
additional C2W relay valve and brake pipe of the locomotive
3.7 Wait for 60 seconds for temperature and gauge settlement than note the drop in pressure in the brake pipe
gauge in the locomotive for five minutes.
3.8 The drop in brake pipe pressure gauge shall not be more than 0.25 kg/cm/min.
3.9 If the leakage rate is more than the value indicate in para 3.8, check for excessive leakage on individual wagons
as indicate below
3.9.1 A hissing sound would be audible at points where leakage is heavy.
3.9.2 Once this hissing sound is heard from a particular area, pin point the location of leakage by applying soap and
water solution
3.9.3 Use permitted material viz. Teflon tape for arresting the leakage.
3.10 In case leakage is heavy and cannot be arrested the wagon may have to be isolated/ detached.
3.11 In case where leakage can be arrested temporarily by tape and by the nature of leakage is heavy such that it
requires attention at primary depot clear marking on the wagon should be done to draw the attention on primary
depot for adequate attention.
3.12 In case the leakage is form the distributor valve and cannot be arrested, isolation of the wagon can be carried out
by closing the distributor valve isolation cock. In such condition clear marking should be provided on the wagon
to indicate this defect to primary depot. Do not close brake pipe angel cocks under any circumstances, either for
isolation of wagon or for any purpose what so ever, except for carrying out shunting operation after which the
angel cock should again be opened to ensure continuity of brake pipe.
4. Brake cylinder operative percentage
4.1 The train originating from primary depot should have a brake cylinder operation percentage of 100%
4.2 Under no circumstances the brake cylinder operative percentage should fall below 85% on route (see note no.
2)
4.3 Train examination staff should check operative percentage by observing griping of brake blocks on wheels.
5. Procedure to be followed at wayside
5.1 If the leakage rate is found more than the value indicate in para 3.8, locate the source and arrest the leakage as
the procedure given in para 3.9.
5.2 In case where leakage can be arrested temporarily by type and the nature o leakage is such that it requires
attention at primary depot, clear marking on the wagon should be done to draw the attention of primary depot for
adequate attention.
5.3 In case the leakage is from distributor valve, follow the procedure given in para 3. 12.
5.4 In case leakage is heavy and cannot be arrested and wagon has to be detached, contact the control and obtain
further advice.
5.5 In case the brake cylinder operative percentage is found less than the prescribed limit of 85% contact the control
and obtain further advice (see note no. 5)
6. Charge the system fully. Make 0.6 kg/cm reduction in brake pipe pressure by applying automatic brake. Close
cut out cock and the move ‘’MU-2B” control valve to ‘trail’ position observe pressure on the brake pipe gauge.
Pressure drop should not exceed 0.7 kg./cm in 5 minutes. Move ‘’MU-28" control valve to ‘lead’ position. A-9 valve
handle to release position and then open the brake pipe cut out cock to charge the system fully.
7. The Loco capability Test on modified Locomotive should be continued as per following procedure
1 Charge the Loco Brake system fully and not the following
1.1 Brake pipe pressure - 5 kg/cm2
1.2 Feed pipe Pressure - 6 kg/cm2
1.3 Main reservoir Pressure between - 8+0 1 to 10 kg/cm2
1.4 Keep magnet valve in release - Brake pipe pressure should not fall
Position (energized stage) and - below 4.4 kg/cm2 in 60 seconds
Conduct test with 7.5 mm. Dia leak
Hole (RDSO drg No.SKDP 2691)
1.5 Keep Magnet valve in ‘Run’ position - Brake pipe pressure should fall below
LXI
3.5 kg/cm2 but should be more than 2.5
Kg/cm2 in 60 seconds.
Both the above test should be conducted with Diesel Loco on idle.
Note:
1. The contents of railway Board’s letter No. 94/M(N)/951/57 dt. 20.09.1995 regarding originating brake power of
the air braked goods train is reproduced below.
“It is clarified that the minimum originating brake power for air braked goods train running on end to end pattern
of examination shall be 85% except wherever local restrictions have specified higher levels of brake power to
meet specific requirements. Exception shall only be made after prior personal approval of Chief Rolling Stock
Engineer has been obtained for each individual case”.
3.3 Air flow Indicator:-
Air flow indicator is an air pressure gauge and its main pointer(white) registers a pressure on the scale on the
dial marked in terms of No. of wagons It has a working range of 270. Half portion 135 is marked from 0 to 100
zero marked at stop indicate 5 psi and 100 wagons indicate 70 psi. Full range of 270 indicates 140 psi. Its
calibration as per table given below can be checked with master gauge or on dead wt. Tester. The accuracy of
the calibration should be within 1.4 psi.
No. Of wagons 0 20 40 60 80 100
Pressure in (psi) 5 14 28 42 56 70
3.4 Testing of device on locos: - Keep A-9 automatic brake valve handle in release position and close isolating cock
provided in port No.5 of A-9 brake valve and also the isolating cock between additional C-2 relay valve and
brake pipe. When MR pressure approaches cut out pressure setting, the indicator should show Zero. Open
self-calibrating choke plug on air flow measuring valve until side vents are uncovered. Check that air flow
measuring valve gauge in the cab shows a reading of 100. Check with soap water solution the pipe joints
between air flow measuring valve and indicator gauges for leakages. In case the reading of air flow measuring
valve is less than 100, the air flow measuring valve should be set to show 100 as indicated below:
1. Remove circle and filter disc covering the needle valve adjusting Screw provided in the top body.
2. Adjust calibrating needle valve to obtain a reading of about 100 on air flow measuring gauge (ensure that the
self-calibrating choke side vents are uncovered) before adjusting the needle valve. If the reading is more than
100 unscrew the needle valve and if it is less than 100 tighten the needle valve and if it is less than 100 tighten
the needle valve.
3. Close and tighten self-calibrating choke plug and check for leakages.
4. Replace the filter disc and place the circlip.
BRAKE PIPE CONTINUITY TEST
When BP pressure is established on Loco at 5 kg/cm2 and in Guard’s Brake Van 4.7/4.8 kg/cm2, the Guard must
apply Emergency Valve handle for 30 seconds and watch the pressure to drop by 1 kg/cm2 and thereafter by putting
back the handle to normal (charging/release) position when the original pressure should build up instantaneously.
In case of defective/deficient pressure gauge TXR where available shall carryout rectification. If rectification is
not possible, it must be ensured that the brakes are applied in brake van and six adjacent wagons when air-pressure
is dropped by emergency valve handle and released when the handle is put on release position.
If the brake van is not the rear most vehicle and where there is no brake van the brake pipe cut out angle cock of
the rear most vehicle of the fitted portion of the train to be opened and the application and release of brakes on the rear
most 6 wagons to be ensured.
If any locomotive is in the rear of the last vehicle then the Guard must instruct the Driver of the rearmost
locomotive to carry out the brake continuity test. The guard must obtain an assurance from the driver that this has been
done.
The Driver and the Guard must observe the drop and regain of BP pressure or application of release of brake properly.
If it is not there, they must think that there is a break of continuity. This can be due to brake pipe cut off angle cock being
closed or the feed pipe and brake pipe hoses being crossed between vehicles. In case of double headed or multiple
operations of locos check the correct position of the isolating cocks of the rear locomotive should be checked after
correction of any fault a further brake continuity test must be carried out.
FEED PIPE CONTINUITY TEST
When the feed pressure is established as under:-
Loco : 6 kg/cm2
Brake Van : 5.7/5.8 kg/cm2
Driver should close the angle cock of the feed pipe of the first wagon from locomotive towards the coupling end
of locomotive. The Guard should then open the feed pipe angle cock of the last vehicle till the air stops.
LXII
Venting from the open angle cock. When the feed pipe pressure in the last vehicle dropped to zero the driver
should then open the angle cocks. The feed pipe pressure in the locomotive as well as in the last vehicle should be
developed to the original level.
The Guard must not give the Signal to start the train until he has carried out his duties in the above test. The
Driver must not start the train unless he has observed the fall and regain of the pressure on the Locomotive gauge.
In the originating yard the continuity test should be done jointly by TXR, Guard and the Driver. After ensuring the
continuity of air-pressure the Guard should sign the brake certificate.
DUTIES OF ASTT. DRIVERS TO COUPLE:-
(a) The coupling/uncoupling of Engine Hose pipes with the Train hose pipe is the duty of the Asst. Driver, who
couples the engine. When coupled light engine work, the Assistant Driver of the leading engine will normally do
this job.
(b) Precaution before coupling:- It is essential that hose pipes of the Train as well as the Engine Hose pipe is fitted
with wire cage. TXR and Asst. Driver must see this before coupling up the Hose pipe.
ASSISTANT DRIVER TO CHECK THE LOAD:- i) After the loco is attached with the load the Asst. Driver has to check the
load instead of counting loaded and empties. He should check brake binding along with TXR staff to avoid the overloading
of the Traction motors.
ii) The Asst. Driver should check that consignment on KC/BOBR type wagon should not form heap to avoid OHE
tripping.
ASSISTANT DRIVER TO REPEAT THE SIGNAL ASPECT:- (GR&SR 3.83):- To ensure that the Driver of Diesel locomotives
also receive the assistance of the Assistant Driver for sighting the correct aspect of the approach signals at station. The
Asstt. Drivers must remain in the cab while approaching stations and repeat the aspect of the approaching signals to
the Drivers.
DIESEL/ELECTRIC TRACTION
Drivers personal equipment:
(Vide Board’s letter No.93/M(L)467/12 dated 20.01.2003)
Diesel/Electric Drivers will carry following personal equipments while on duty.
Drivers Rule Book Containing relevant portion of GR & SR and Accident Manual
Divers Personal Book (Bio Data)
Working Time Table(s)
Trouble shooting guide
Drivers Memo Book
Walkie talkie
Flag Signal – Red (2 nos.) & Green(2 Nos.)
Detonator (10 nos.)
Flare Signal (1 No)
Spare Glasses (Spectacles)
Tri colour Torch
Driver’s tools
Item to be checked by/Asst. Driver at originating points (Yard/Station)
The checking at originating stations should normally not exceed 15 minutes for passenger train and 30 minutes for
freight train.
1. Check the shed order/notice book for latest caution en-route.
2. Check the engine whether it is in good fettle, i.e it is in proper working order. Engine Repair book to be carefully
scrutinized.
3. Take carefully the train running report from the incoming Driver.
4. Ensure that water and oils are sufficient to work the train
5. Check Head Light, Marker Light and Flasher Lights are in working order
6. Check the spare headlight bulb, hose pipe, BP, FP, Safety clamp: wooden wedges are supplied in the locomotive
7. Check the availability of Fire extinguishers in the locomotive.
8. Check that the coupling between the engine and the train is properly secured, vacuum hose pipe/BP & FP hoses
are properly connected.
9. Check the sanding gear in working order and sand is filled in the apparatus.
10. Check the under gearing of the locomotive and feel the temperature of axle box. Check for any abnormality like
hanging part, loose/missing securing arrangement.
11. Note the BP, FP and MR pressure and check the brake application through A9 & SA9 valves
LXIII
12. Check the functioning of Walkie – Talkie with Guard and ASM
13. Check the brake continuity test and proper brake power certificate
14. Check the correct authority to proceed for the train
15. Check concerned departure signal(s) has/have been taken ‘off’
16. Check the effectiveness of brake power at first opportunity.
17. Check the functioning of different auxiliaries, relays and equipments, make a round in the radiator room (in
dead condition only)
18. If train is started from a station not provided with a Train Examiner, check the coupling and vacuum hose pipe/
BP & FP hoses are connected properly throughout the length of the train and that there is no leakage in vacuum/
Air pressure system.
19. While coupling single/multiple units or coaches of any such units together, check all electrical couplings are
properly made. Also ensure that the control and power apparatus and brakes of the complete train are in proper
condition and in prescribed working order.
20. Brakes of the DMU train shall be jointly tested by Driver and the Guard to ensure that the Electro-pneumatic and
Automatic brakes/vacuum brakes are functioning normally and brake pipe is continuous.
21. Check the adequacy and effectiveness of brake power, count operating brake cylinder along with Guard and
ensure that brake power is adequate.
22. Check first eight wagons from loco and ensure minimum six wagons are active.
23. Preparation of guard & Driver report (GDR) at freight train unloading point for permitting the train to run up to first
freight train examination point.
24. Shall couple/uncouple of engine hoses with train hose pipe. In case, engine is manned by shunter/Driver and
no Assistant Driver is provided, the hose pipe will be coupled/uncoupled by TXR staff when TXR staff is provided.
ITEMS TO BE CHECKED DIVER/ASST. DRIVER AT ENROUTE CHANGING STATION
While taking over charge on Way side stations should normally not exceed 05 mints. for passenger trains and
10 minutes for freight train.
1. Check the shed order/notice book for latest caution en-route
2. Check the engine whether it is in good fettle, i.e. it is in proper working order. Repair book to be carefully
scrutinized.
3. Take carefully the train running report from the incoming driver.
4. Ensure that water and oils are sufficient to work the train.
5. Check the Head light, Marker Light and Flasher Lights are in working order.
6. Check the spare headlights bulb, hose pipe, BP, FP, safety clamp; wooden wedges are supplied in the locomotive.
7. Check the availability of Fire extinguish in the locomotive.
8. Check the coupling between the engine and the train is properly secured, vacuum hoses pipe/BP & FP hoses
are properly connected.
9. Check the sanding gear in working order and sand is filled in the apparatus.
10. Check the under gearing of the locomotive and feel the temperature of axle box.
Check for any abnormality like hanging part, loose/missing securing arrangement.
11. Note the BP, FP and MR pressure and check the brake application through A9 & SA9 valves.
12. Check the functioning of Walkie-Talkie with Guard and ASM
13. Check the brake continuity test and proper brake power certificate.
14. Check the correct Authority to proceed for the train.
15. Check concerned departure signal (s) has/have been taken off.
16. Check the effectiveness of brake power at first opportunity.
PROCEDURE FOR TESTING OF BRAKEPOWEROF TRAIN
Originating stations & wayside stations where change in composition of train takes place
1. During the continuity test with the Guard before starting form yard/station, the driver shall apply the brake through
A-9 and check the physical application of brakes on first 08 vehicles. At least 06 out of the 08 vehicles should be
active. Guard should check the application on last 08 vehicles plus brake Van/Match Truck (BV/MT). At least 06
out of the 08 vehicles and BV/MT should be active.
LXIV
2. Immediately after starting, the diver shall carry out brake feel test preferably at a speed of 20-25 kmph, but not
later than achieving a speed of 30 kmph. This shall be done in the very first block section after starting.
Wayside stations/Yards where only changes of crew takes place and no change in composition of train takes place;
1. Immediately after starting, the diver shall carry out brake feel test preferably at a speed of 20-25 kmph, but not
later than achieving a speed of 30 kmph. This shall be done in the very first block section after starting.
PROCEDURE FOR BRAKE CONTINUITY TEST ON AIR BRAKE PASSENGER TRAINS

Before starting the train either from originating station or after any attachment/detachment of coaches/loco
change of locomotives (from diesel to electric or vice-versa en-route, the Driver and Guard must carry out this test as
soon as possible after the locomotive or coaches is coupled or re-coupled to ensure continuity of the brake pipes
throughout fitted portion of the train when all shunting work has been completed.
1.1 The brake continuity test must be carried out on the train in the following circumstances without exception;
1.1.1 Locomotive or additional locomotive is attached to the front of the train
1.1.2 One or more coaches are attached in any position of the train
1.1.3 One or more coaches detached from any position other than the extreme rear.
1.1.4 After any brake defect or irregularity attended by closing Angle cock or detaching BP or FP hoses of any coach or
locomotives on the train which has attached the continuity.
1.2. The brake continuity test need not be carried out on the train in the following circumstances.
1.2.1 When locomotive other than train locomotive is detached from the extreme front of the train.
1.2.2 When train locomotive is used for ‘Complete’ brake test of the whole train and is not thereafter detached before
starting.
1.2.3 When the train locomotive or coach is detached from the extreme rear of the train.
3. The following procedure shall be ensured that all angle cocks of BP & FP are in open position. However, rear
end angle cocks of rear most coach and free end angle cocks of locomotive should be kept in closed position.
1.3.2 The Driver and Guard must confirm for the test by means of communication.
1.3.3 The Driver must charge the BP & FP pressure of the train and check that 5.0+0.1 kg/cm2 and 6.0+0.1 kg/cm2
pressure is registered respectively in BP &FP Gauge in the leading driving compartment and confirm from the
Guard that minimum 4.8 kg/cm2 & 5.8 kg/cm2 pressure is registered respectively in BP & FP Gauge in the rear
SLR.
1.3.4 The Driver must then without delay carryout the following:
The Driver must reduce BP pressure to 4.0 kg/cm2 by moving the A-9 automatic brake valve handle towards
application position and confirm from the Guard that the pressure registered in BP Gauge in the rear SLR is
within the range of 3.6 to 4.0 kg/cm2, otherwise, it inbdicates discontinuity in brake pipe, which should be
attended by the TXR staff. After correction of any fault a further brake continuity test commencing at step 1.3.3
must be carried out.
Permissible brake power of coaching train in en-route: As per coaching maintenance manual para 107 (a) ii
Trains which have been attended on pit line should have 100% brake power. Trains which are attended on
Platform or where Secondary examination has been dispensed with or en-route should have minimum 90%
brake power.
DUTIES OF ASSISTANT LOCO PILOT
Vide Boards letter no. 99/M (safety)/7/2/c/5-PT., dated 10.03.2000
 Assistant Loco Pilot shall check balance of water level through GUAGE GLASS and don’t climb on the roof
enroute for any reason and ensure that loco is on non electrified section oil, expressor oil, air maze oil bath filter
oil, fuel oil, lube oil etc.
 The Assistant Loco Pilot shall couple and uncouple the locomotives at the train originating station, at any
intermediate point or engine change point and at station/yard where loco is required to be finally detached from
train for change of traction marshalling convenience or any other operational purpose. A) The coupling/uncoupling
of Engine Hose pipes with the train hose pipe is the duty of the Asst. loco pilot, who couples the engine. When
coupled light engine work, the Assistant loco pilot of the leading engine will normally do this job. B) Precaution
LXV
before coupling – It is essential that hose pipe of the train as well as the engine Hose pipe is fitted with wire
cage. TXR and Asst. loco pilot must see this before coupling up the Hose pipe.
 He shall assist the loco pilot in sighting the signal aspects. He shall call out the aspects displayed by the
signals/caution boards/speed indicators from the sighting distance loudly. He shall not engage himself in any
other activity while approaching signals/caution driving area.
 He shall be extremely caution and vigilant during all types of abnormal working like single line working total
failure of communication signals defect, load parting, load driving, breakdowns, accident etc.
 If a loco pilot became incapacitated while the engine is in motion the assistant loco pilot if duly qualified may
work the train to the next station cautiously. If the assistant loco pilot is not duly qualified, he shall bring the train
to a stop and arrange to protect the train as per extent instruction. He shall then send a message to the station
master of the nearest station to make arrangements for a driver to take the train and for so doing he may take the
assistance of the train Manager.
 If for any reason during the run there is a likelihood of the train running past signal at danger or running on to an
obstruction, he shall use his discretion to apply emergency brakes without waiting to be warned by the driver to
take emergent action to stop the train.
 On signal line section where ball-token has to be collected on run, will ensure that previous ball-token handed
over to the authorised station staff and proper fresh ball-token is collected.
 In case the loco shut down or fails on graded section in consultation with driver, he will apply hand brakes and
wooden wedges and pin down wagons to avoid running away of the train.
MISCELLANEOUS INSTRUCTIONS
Securing of vehicles in siding: - Station Yard Masters shall see that vehicles standing in sidings or on running
lines are secured. For security in stormy weather, the hand brakes must be pinned down or screwed and the wheels
chained with rails wherever possible or sprigged. The safety chain must be passed twice round the wheel and the rail
and then tied and locked. At least one safety chain should be used for 15 vehicles.
Box and other wagons fitted with roller bearings should be secured even on plain with a gradient of 1 in 400. At
least two safety chains must be used and locked or properly sprigged. The hand brakes must be fully tightened. If a
rake is stabled at least 6 wagons at either end must have their brakes put on tightly.
Weigh Bridges: - Weigh Bridges including the Table, the pit and the Hanger must be cleaned daily. No accumulation of
rubbish or water should be allowed to take place in the pit as this will give inaccurate weighments. Where pumps are
fitted, weigh bridge staff should remove the water from the pit or else, the P.W.I. should do it. When not in use, weigh
Bridges must always be kept out of gear.
Automatic Weigh Bridges: - As the table of Automatic Weigh Bridges is always in gear no locomotive is stand or
pass over the weigh Bridge. When the weigh bridge is not being used for weighing and shunting of wagon is being
carried on over the table, the hand lever fitted at the bottom of the dial easing in front is to be put out of gear.
Steel Yard type Weigh Bridge: - When a vehicle is on the table, the lever must not be put out of gear, as this may
cause injury to the man operating the lever and may also damage the Weigh Bridge. When weighment is completed
and wagons taken off the machine must be put out of gear. Locomotives may be permitted to pass over the Weigh
Bridge provided they are out of gear.
Electronic in Motion Weigh Bridge: - This will be operated and manned as per JPO No. MP/123/Instruction
dated 02.03.2005 incorporating latest correction slip.
Operating of Locomotive Headlights: - a) Mail, Express or passenger trains (i) Proceeding from single to
double line, double line lights will be carried from the last stopping station.(ii) Proceeding from double to single line,
single line lights will only be carried from the last stopping station on the line.(b) Goods Trains:- will stop at the stations
at either end of the single or double line change their lights to single or double as the case may be, accordingly.
When stopping at a station: - When a train has stopped at a station, the headlight should be dimmed.
When running through station:- If the station yard is sufficiently lit up to show whether the line is clear or obstructed, the
Headlight should be dimmed when near the Home Signal and should be kept dimmed until the train has passed
through the station.
LXVI
In the vicinity of a station on Double Line: - When the train is approaching and another is leaving in the opposite
direction, the headlight of the train proceeding from the station should be dimmed.
Between the station on Double Line: - When the train is approaching and another is leaving in the opposite direction,
the headlight of the train proceeding from the station should be dimmed.
Between the station on Double Line: - Headlights should be dimmed when space between train is seen to be free of
obstruction. The light should be switched on when the engines are abreast. The engine crew must use the engine
whistle freely during the period the head light is dimmed.
Within station Yards or Sheds: - During engine movements within the station Yard or sheds, electric headlights are not
to be used.
Light engines when running engine foremost on double line section two white buffer lights should be provided
in front and red buffer light in the year. In case of running engine foremost on the single line section two red buffer lights
should be provided both in front and rear.
PUSHING AND BACKING OF TRAINS:-
Pushing:- No engine shall push a train outside station limit except (a) Petrol or Search Light Special not ex-ceding a
speed of 40 Kmph. (b) material or ballast train at a speed not exceeding 25 kmph and (c) when assisting a train from
the rear.
Banking: - When an engine is attached in rear to assist another engine in front at least Five Vehicles must separate the
front and the rear engine.
LXVII
TABLE SHOWING RULING GRADIENT & PERMISSIBLE LOADS
Section Steepest Rulling Gradient and Maximum permissible loads of Passenger and Goods
Gradient Direction Trains
Loads in Tonnesfor
Class of locomotives Passenger Goods train at the
Coaches speed of 20 KMPH
GAUGE - BG Dry Wet
AGT-GHY 1 in 150 UP GRADE WDM2 18 2695 2155
KYQ-GHY WDM3A 20 2725 2155
DN GRADE WDM3D 24 3510 2785
NIL WDP4 24 -
WDP4B 24
WDP4D 24
WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
WAP4 24 - -
WAP-5 24 - -
WAP-7 24 - -
WAG-5 - 2593 2376
WAG-5H - 2646 2646
WAG-7 - 3942 3153
WAG-9 - 4249 3370
WAG-9H - 4242 3665
GHY-LMG 1 in 150 UP GRADE WDM2 18 2695 2155
PHI-TKC WDM3A 20 2725 2155
AJRE-SNBR WDM3D 24 3510 2785
CPK-LPN WDP4 24
JMK-JGJN WDP4B 24
HWX-LKG WDP4D 24
LKG-PKB WDG3A 3690 3105
DN GRADE WDG4 4840 3815
PHI-TKC WDG4D 4990 3965
PNB-DGU WDG4G 4990 3965
AJRE-SNBR WDG6G 5310 4220
CPK-LPN WDG5 5210 4140
JMK-JGJN WAP-4 24 - -
HWX-LKG WAP-5 24 - -
LKG-PKB WAP-7 24 - -
PKB-LMG WAG-5 - 2593 2376
WAG-5H - 2646 2646
WAG-7 - 3942 3153
WAG-9 - 4249 3370
WAG-9H - 4242 3665
LMG-FKG 1 in 150 UP GRADE WDM2 18 2695 2155
BRLF-LCT WDM3A 20 2725 2155
LCT-NLN WDM3D 24 3510 2785
RXR-RXRX WDP4 24
DN GRADE WDP4B 24
NLN-DPU WDP4D 24
DLDE-DSR WDG3A 3690 3105
DSR-RXR WDG4 4840 3815
RXRX-DMV WDG4D 4990 3965
BHGN-JMI WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
CPK-SCE 1 in 150 UP GRADE WDM2 18 2695 2155
NIL WDM3A 20 2725 2155
RAH-PUY WDM3D 24 3510 2785
PUY-BEE WDP4 24
UP GRADE WDP4B 24
SCE-MBO TRBE-JRX WDP4D 24
DGX-BKS WDG3A 3690 3105
BKS-BTDR WDG4 4840 3815
DN GRADE WDG4D 4990 3965
JRX-DGX WDG4G 4990 3965
DGX-BKS WDG6G 5310 4220
WDG5 5210 4140
12
Loads in Tonnesfor
GAUGE - BG
FKG-NTSK 1 in 150 UP GRADE WDM2 18 2695 2155
NZR-SLGR WDM3A 20 2725 2155
NHK-DJG WDM3D 24 3510 2785
DN GRADE WDP4 24
NZR-SLGR WDP4B 24
NHK-DJG WDP4D 24
FKG-NTSK 1 in 150 WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
FKG-JTTN-MXN 1 in 150 UP GRADE WDM2 18 2695 2155
BBGN-MOBD WDM3A 20 2725 2155
BLMR-RWH WDM3D 24 3510 2785
DN GRADE WDP4 24
RNGG-BBGN WDP4B 24
BBGN-MOBD WDP4D 24
BLMR-RWH WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
SLGR-MRHT 1 in 150 UP GRADE WDM2 18 2695 2155
SRTN-DSX WDM3A 20 2725 2155
DN GRDE WDM3D 24 3510 2785
SRTN-DSX WDP4 24
WDP4B 24
WDP4D 24
WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
DBRT-MJN 1 in 193 UP GRADE WDM2 18 3250 2575
CHB-PNT WDM3A 20 3250 2575
Nil WDP4 24
WDP4B 24
WDP4D 24
WDG3A 4400 3700
WDG4 5760 4580
WDG4D 5900 4725
WDG4G 5900 4725
WDG6G 5900 5025
WDG5 5900 4935
MJN-TIRAP 1 in 143 UP GRADE WDM2 18 2695 2155
TII-DBY WDM3A 20 2725 2155
NiL WDP4 24
WDP4B 24
WDP4D 24
WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
13
Class of locomotives Passenger Loads in Tonnesfor
Goods train at the
GAUGE - BG
MJN-DMGI 1 in 200 UP GRADE WDM2 18 3250 2575
MJN-BPJ WDM3A 20 3250 2575
BPJ-HNR WDM3D 24 4185 3325
HNR-DUT WDP4 24
MJN-DMGI 1 in 200 RPY-TLL WDP4B 24
DN GRADE WDP4D 24
BPJ-HNR WDG3A 4400 3700
HNR-DUT WDG4 5760 4580
RPY-TLL WDG4D 5900 4725
WDG4G 5900 4725
WDG6G 5900 5025
WDG5 5900 4935
MRHT-CKW 1 in 250 UP GRADE WDM2 18 3573 2833
MRHT-KOWN WDM3A 20 3573 2833
KOWN-DMGN WDM3D 24 4596 3656
DMGNDBRG WDP4 24
DN GRADE WDP4B 24
KOWN-DMGN WDP4D 24
DMGN-DBRG WDG3A 4775 4068
WDG4 5795 4910
WDG4D 5900 5018
WDG4G 5900 5018
WDG6G 5900 5243
WDG5 5900 5176
SEC-SHTT 1 in 205 UP GRADE WDM2 18 3250 2575
SCE-NGAN WDM3A 20 3250 2575
NIL WDP4 24
WDP4B 24
WDP4D 24
WDG3A 4400 3700
WDG4 5760 4580
WDG4D 5900 4725
WDG4G 5900 4725
WDG6G 5900 5025
WDG5 5900 4935
PKB-MYD 1 in 76 UP GRADE WDM2 18 900 755
KM - 190.000 - WDM3A 20 1040 895
190.200 WDM3D 24 1345 1050
DN GRADE WDP4 24
NIL WDP4B 24
WDP4D 24
WDG3A 1320 1175
WDG4 1790 1410
WDG4D 2145 1960
WDG4G 2090 1960
WDG6G 2285 1800
WDG5 2240 1765
LMG-NHLG 1 in 60 UP GRADE WDM2 18 900 755
DJA - PDJ WDM3A 20 1040 895
PDJ - MXR WDM3D 24 1345 1050
DN GRADE WDP4 24
PDG - MXR WDP4B 24
MXR - MGE WDP4D 24
MGE - NHLG WDG3A 1320 1175
WDG4 1790 1410
WDG4D 2145 1960
WDG4G 2090 1960
WDG6G 2285 1800
WDG5 2240 1765
14
Section Steepest Rulling Gradient and Direc- Maximum permissible loads of Passenger and Goods
Gradient tion Trains
Loads in Tonnesfor
GAUGE - BG
NHLG-DTC 1 in 60 UP GRADE WDM2 18 900 755
NIL WDM3A 20 1040 895
NHLG - JGLP WDP4 24
JGLP - NHGJ WDP4B 24
NHGJ - DTC WDP4D 24
WDG3A 1320 1175
WDG4 1790 1410
WDG4D 2145 1960
WDG4G 2090 1960
WDG6G 2285 1800
WDG5 2240 1765
DTC-BPB 1 in 64.4 UP GRADE WDM2 18 900 755
NIL WDM3A 20 1040 895
DCA - CNE WDP4 24
WDP4B 24
WDP4D 24
WDG3A 1320 1175
WDG4 1790 1410
WDG4D 2145 1960
WDG4G 2090 1960
WDG6G 2285 1800
WDG5 2240 1765
BPB-SCL 1 in 150 UP GRADE WDM2 18 2695 2155
BPB - PMGM WDM3A 20 2725 2155
SXO - ARCL WDM3D 24 3510 2785
DN GRADE WDP4 24
KTX - SCA WDP4B 24
WDP4D 24
WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
ARCL-JRBM 1 in 139.577 UP GRADE WDM2 18 2695 2155
NIL WDM3A 20 2725 2155
MNBD - SIPC WDP4 24
WDP4B 24
WDP4D 24
WDG3A 3690 3105
WDG4 4840 3815
WDG4D 4990 3965
WDG4G 4990 3965
WDG6G 5310 4220
WDG5 5210 4140
BPB-KUGT 1 in 100 UP GRADE WDM2 18 1835 1555
PEC - KUGT WDM3A 20 2050 1615
PEC - KUGT WDP4 24
WDP4B 24
WDP4D 24
WDG3A 2645 2335
WDG4 3545 2820
WDG4D 3775 2990
WDG4G 3775 2990
WDG6G 4010 3180
WDG5 3940 3125
15
DETAILS OF NEUTRAL SECTION (RNY Division)

CONTROL LINE 500 m 250 m DJ OFF NEUTRAL DJ ON
POST SECTION
BJF SP UP 267/03 266/15 266/10 266/11 266/12
DN 266/03 266/07 266/12 266/11 266/10
SBE TSS UP 288/15 288/24 289/01 289/02 289/03
DN 289/15 289/09 289/03 289/02 289/01
PBL SP UP 315/16 315/22 315/26 316/1 316/2
DN 316/15 316/09 316/2 316/1 315/26
NLV TSS UP 344/13 344/17 345/3 345/4 345/5
DN 345/13 345/9 345/5 345/4 345/3
BIZ SP UP 374/5 374/10 374/13 374/14 374/15
DN 375/5 375/1 374/15 374/14 374/13
JPZ SP UP 30/14 31/1 31/4 31/5 31/6
DN 31/13 31/9 31/6 31/5 31/4
DETAILS OF NEUTRAL SECTION (LMG Division)
CONTROL LINE 500 m 250 m DJ OFF NEUTRAL DJ ON

POST SECTION
KYQ TSS AGT-KYQ 0/14 0/19 0/23 1/1 1/2
KYQ-AGT 1/12 1/5 1/2 1/1 0/23
500m board not 250m board 10/9A
NORTH LINE installed due to not installed 10/23 GHY/1007 (Single loco)
(GHY TO KYQ) presence of due to 10/7
station presence of (multi loco)
platform. station
185m, 182m platform.
board erected 98m board
at 10/20 at 10/20
NORTH LINE 9/27 9/39 10/9 GHY/1005 10/13
(KYQ to GHY) (Single loco)
10/15
(multi loco)
500m board
GHY not installed 10/9B
PANBAZAR due to (single loco )
BRIDGE SOUTH LINE presence of Not installed 10/14 GHY/1007 A 10/7A
(GHY TO KYQ) station (multi loco)
platform.
188m, 186m
board
erected at
10/20
SOUTH LINE
(KYQ TO 9/28 9/38 10/10 GHY/1005A 10/14
GHY) (Single loco)
10/16
(multi loco)
DGU SP UP 41/11 41/23 41/37 41/39 41/41

DN 42/14 42/04 41/42 41/40 41/38
23
Signals placed at Right Hand Side of the track in the LMG Division
S.No. Station Signal
1 KAMAKHYA UP Home Signal No. S-11
2 UP Calling-on Signal No. C-11
3 UP Shunt Signal No. SH-61
4 UP Advance Starter Signal No. S-13
5 DN Home Signal No. S-8 (UP/DN BG North Line)
6 DN Calling-on Signal No. S-C8 (UP/DN BG North Line)
7 DN Distant Signal No. SAS (UP/DN BG North Line)
8 DN Shunt Signal No. SH-34
9 UP Home Signal No. S-9
10 UP Calling-on Signal No. S-C9
11 DN Shunt Signal No. SH-59
12 Shunt Signal No. SH-56 (towards Pandu)
13 GHY (W-Cabin) DN Advance Starter Signal No. S-2 (North Line)
14 UP Home Signal No. S-5 (South Line)
15 UP Calling-on Signal No. C-5 (South Line)
16 UP Home Signal No. S-9 (South Line)
17 UP Calling-on Signal No. S-C9 (South Line)
18 DN Starter Signal No. S-14C (Line No.3)
19 DN Starter Signal No. S-14D (Line No.4)
20 DN Shunt Signal No. S-54C (Line No.3)
21 ON Shunt Signal No. S-54D (Line No.4)
22 UP Shunt Signal No. S-53 (South Line)
23 Gate Signal No. S-111 for LC Gate No. ST/8 & ST/7
24 Gate Signal No. S-IV for LC Gate No. ST/4, 5 & 6
25 Gate Signal No. S-V for LC Gate No. 4, 5 & 6
26 Distant Signal No. S-AV (South Line)
27 Gate Signal No. S-VI (South Line)
28 GHY (E/C) DN Home Signal No. S-30 (North Line)
29 DN Calling-on Signal No. S-C30 (North Line)
30 DN Shunt Signal No. S-64 (North Line)
31 DN Home Signal No. S-34 (North Line)
32 DN Calling-on Signal No. S-C34 (North Line)
33 UP Starter Signal No. S-17A, S-17B, S-17C, S-17D, S-17E & S-17F
34 UP Shunt Signal No. SH-57A, SH-57B, SH-57C, SH-57D, SH-57E & SH-57F
35 Gate Signal No. A-30/1 for LC Gate No. ST/13A & ST/14
36 Gate Signal No. S-VI for LC Gate No: ST/13A & ST/14
37 NGC & NMY DN Home Signal No. S-38
38 DN Calling-on Signal No. S-C38
39 UP Advance Starter Signal No. S-43
40 NNGE DN Advance Starter Signal No. 52
43 AUJURI DN Home Signal No. S-46
45 LANGCHOLIET DN Distant Signal DD
46 DN Home Signal No. S-46
48 BARLANGFER UP Advance Starter Signal No. S-47
49 DALDALI UP Distant Signal No. A3
52 LMG Shunt Signal No. S-44 (L6 & L7)
53 DIMAPUR UP Gate Distant Signal No. Al for LC Gate No. ST-56
54 UP Gate Home Signal No. I for LC Gate No. ST-56
24
Signals placed at Right Hand Side of the track in the Tinsukia Division
S.No. Station Signal
1 DIBRUGARH UP Home Signal from DBRT side S-36
2 (North Cabin) UP Advance Starter cum UP Distant Signal of Chaulkhowa S-40
3 Gate Home Signal No. Ill of LC Gate No. 7DD at DBRT end
4 DHAMALGAON UP Home Signal S-3 and Calling ON Signal C-3
5 SIMALUGURI UP Starter with Dependent Shunt Signal No. SD &llD.on L/4
6 AMGURI UP Home Signal S-3 & Calling ON Signal C-3
7 NAKACHARI UP Home Signal S-3 & Calling ON Signal C-3
8 JORHAT TOWN DN Inner Home Signal S-44 with Calling ON C-44 and Dependent Shunt Signal No. SH-44
9 MARIANI (West Cabin) DN Starter for L/3 Signal No. S-4B with Dependent Shunt SH-SB
10 MAKUM JN. UP Starter and Advanced Starter Signal towards Dangari (DNGI)
11 TINSUKIA (East Cabin) UP Starter No. S-3A with Dependent Shunt Signal SH-lSA for Line No. l
12 CHARIALI UP Home Signal No. S-3 with Calling ON Signal C-3
13 PANITOLA UP Distant Signal S-A3
14 UP Starter with Shunt SC & SH-3SC for L/1
15 UP Starter with Shunt SA & SH-3SA for L/2
16 UP Advance Starter S-7
17 UP Home Signal S-3 with Calling ON Signal C-3
18 CHABUA UP Distant Signal S-A3
23 DIKOM UP Distant Signal S-A3
28 LAHOAL UP Distant Signal S-A3
33 CHAULKHOWA UP Home Signal S-48 with Calling ON Signal C-48 from DBRG end
34 UP Home Signal S-46 with Calling ON Signal C-46 from DBRT end
33 UP Starter with Dependent Shunt Signal No. S-16 & SH-16 for L/1
36 S-12 & SH-12 for L/2
37 S-14 & SH-14 for L/3
25
ROLLING STOCK PARAMETERS
BG GOODS STOCK
Sl Type of Wagon length over Tare weight Payload Gross
No coupler in TON inTON load in
1 BOXN 9748 22.47 58.81 81.28

2 BOXN (CC+6+2) T 9748 23.10 66.18 89.28
3 BOXNM1 (CC+6+2) T 9748 23.10 66.18 89.28
4 BOXNM1 (CC+8+2) T 9748 23.10 68.18 91.28
5 BOXNHS 10713 23.20 58.08 81.28
6 BOXNHSM1 (CC+6+2) T 10713 23.10 66.18 89.28
7 BOXNHSM1 (CC+8+2) T 10713 23.10 68.18 91.28
8 BOXNHA (CC+8+2) T 10713 23.17 65.23 88.40
9 BOXNHAM (CC+8+2) 10713 23.17 65.23 88.40
10 BOXNM2 10713 22.53 68.75 91.28
11 BOXNHSM2 10713 22.53 68.75 91.28
12 BOXNEL 10713 22.47 75.73 98.20
13 BOXNLW 10713 20.41 60.87 81.28
14 BOXNLWM1 (CC+8+2) T 10713 22.53 68.75 91.28
15 BOXNLWM2 10713 22.53 68.75 91.28
16 BOXNHL 10963 20.60 71.00 91.60
17 BOXNR 10713 21.20 70.40 91.60
18 BCN (CC+6+2) T 15429 27.20 62.08 89.28
19 BCNM1 15429 27.20 62.08 89.28
20 BCNM1 (CC+8+2) T 15429 27.20 64.08 91.28
21 BCNA (CC+6+2) T 14450 24.55 64.73 89.28
22 BCNAM1 (CC+6+2) T 14450 24.55 64.73 89.28
23 BCNAHS 14450 24.55 56.73 81.28
24 BCNAHSM1 (CC+6+2) T 14450 24.60 64.68 89.28
25 BCNAHSM1 (CC+8+2) T 14450 24.60 66.68 91.28
26 BCNHL 10963 20.80 70.80 91.60
27 BOST (CC+6+2) T 13729 25.50 63.78 89.28
28 BOSTM1 (CC+6+2) T 13729 25.50 63.78 89.28
29 BOSTHS 13729 25.50 55.78 81.28
30 BOSTHSM1 13729 25.50 63.78 89.28
31 BOSTHSM2 (CC+6+2) T 13729 25.50 63.78 89.28
32 BOSTHSM3 13729 25.50 63.78 89.28
33 BOBSNM1 11597 30.00 70.00 100.00
34 BOBR 11600 26.00 55.28 81.28
35 BOBR 11600 26.00 63.28 89.28
36 BOBRM1 11600 26.00 63.67 89.67
37 BOBRN 10600 25.61 55.67 81.28
38 BOBRNM1 (CC+6+2) T 10600 25.61 63.67 89.28
39 BOBRNHSM1 (CC+6+2) T 10600 25.61 63.67 89.28
40 BRN 14645 24.39 56.88 81.27
41 BRNA 14645 23.54 57.73 81.27
42 BRNAHS 14645 23.54 57.73 81.27
43 BOBYN 12000 26.78 54.50 81.28
44 BOBYNHS 12000 26.78 56.00 82.78
45 BFNS 12420 23.63 57.65 81.28
46 BFNS (CC+8+2) T 12420 26.71 64.89 91.60
47 BTPN 12420 27.00 54.28 81.28
48 BTPGLN 19282 41.60 37.60 79.20
49 BTFLN 12420 23.53 57.75 81.28
50 BLCS (A- Car & B-Car) 14554 19.20 80.80 100.00
Single Stack
51 BLCA/BLCB (Double Stack) A= 14566 19.10 61.00 80.10
B= 13165
52 BLLA/BLLB 16161 19.80 61.00 80.80
53 BFKN 11930 30.00 60.00 90.00
26
Working Time Table No. 94 LUMDING DIVISION
SECTIONAL INFORMATION
SECTION-GHY-LMG (Route - D)
Total Km Utilisation of Line capacity Gradients & Directions
GHY-LMG=180.59 Section Utilisation % Steepest Up
W/o MB With MB Gradient PHI-TKC
GHY-NNGE= Twine single line GHY-NGC 113.50 135.50 AJRE-SNBR
NNGE-LMG = Double Line
NGC-JID 102.20 118.7 CPK-LPN
JID-CPK 123.70 145.20 JMK-JGJN
Total Stations=28 CPK-LMG 93.80 107.10 1 in 150 HWX-LKG
Block Station=28 Maximum Permissible Speed
LKG-PKB
D/DK/Halt Station=Nil GHY-NNGE(North & South line)= 90kmph except PKB-LMG
System of working=(i)Absolute NGC-NNGE (South line) = 80 kmph, NNGE-DGU(UP) = 110Kmph Dn
Block System LMG-NNGE (Dn) = 110 kmph, NNGE-DGU (UP)=110 kmph PHI-TKC
DGU-HJI (Up) = 100 Kmph, HJI-LMG (Up) = 110 Kmph PNB-DGU
(i) LMG-EI, GHY-PI, GHY-PNB-PI EI- DGU-JID & KWM - PKB
interlocked except LMG/RRI LMG-RRI (EI), OTHER MACL ARE PI
AJRE-SNBR
(ii)BPAC in section NNGE - CPK-LPN
LMG addition of Block Elephant Corridor : PHI-TKC, JGJN-JMK, JMK-JGJN
instrument, HJI, DHRY, PNB-DGU, HWX-LKG, HJI-JGJN, HWX-LKG
LKA & HWX, others are EI HWX-LKG, DHRY-HJI, LKG-PKB, LKG-PKB
PKB-LMG
Sl. Station Type Type of Stand-
CSL in metres Capacity of Platform in coaches. of block ard
No. Code
Signal- Instru- of Inter
(LHB) ment
ing
locking
1 2 3 4 5 6 1 2 3 4 5 6 7
1. GHY 651 627 616 702 731 641 25 27 27 24 24 24 24 MACL UFSBI I(R)
7 8 9 10
545 556 531 711
2. NGC — — — — — — — — — — — — — MACL UFSBI II(R)
3. NMY — — — — — — — — — — — — — MACL UFSBI II(R)
4. NNGE 725 736 774 686 — - 16 16 - - - - - MACL DLBI II(R)
5. PHI 858 850 737 686 — - 16 15 - - - - - MACL DLBI II(R)
6. TKC 692 726 838 783 — - 12 16 - - - - - MACL DLBI II(R)
7. PNB 720 789 721 716 — - 16 16 - - - - - MACL DLBI/UFSBI II(R)
8. DGU 734 739 862 719 707 - 25 25 - - - - - MACL UFSBI II(R)
9. TTLA 728 731 1098 844 774 - 25 20 - - - - - MACL UFSBI II(R)
10. TTLA — — — BY PASS — — — — — — — — EI UFSBI II(R)
11. KKET 747 747 742 739 — - 24 25 - - - - - MACL UFSBI II(R)
12. BRHU 726 726 1030 828 828 - 25 25 25 - - - - MACL UFSBI II(R)
13. JID 739 739 863 742 739 - 21 25 - - - - - MACL UFSBI II(R)
14. AJRE 739 742 739 739 — - 25 25 - - - - - MACL TLBI II(R)
15. SNBR — — — — — - - - - - - - - MACL TLBI II(R)
16. DML 746 746 742 739 — - 25 25 - - - - - MACL TLBI II(R)
17. TGE 737 737 965 962 — - 25 25 - - - - - MACL TLBI II(R)
18. CPK 723 726 934 763 648 - 25 23 23 - - - - MACL TBI/TBI II(R)
19. LPN — — — — — - - - - - - - - MACL TLBI II(R)
20. KWM 559 559 750 774 — - 25 25 - - - - - MACL UFSBI II(R)
21. JMK 726 729 729 729 — - 25 25 - - - - - MACL UFSBI II(R)
22. JGJN 742 816 773 773 — - 25 25 - - - - - MACL UFSBI II(R)
23. HJI 761 761 778 693 757 - 25 25 25 - - - - MACL UFSBI II(R)
24. DHRY 721 724 717 717 — - 25 25 - - - - - MACL UFSBI II(R)
25. LKA 731 734 908 827 707 - 25 25 25 - - - - MACL UFSBI II(R)
26. HWX 731 731 717 714 — - 25 25 - - - - - MACL UFSBI II(R)
27. LKG 714 717 967 881 710 - 25 25 25 - - - - MACL UFSBI II(R)
28. PKB 714 717 938 869 707 - 25 25 25 - - - - MACL UFSBI II(R)
29. LMG 719 735 625 699 696 878 22 25 25 20 20 - - MACLT LBI/UFSBI II(R)
7 8 9 10
765 679 617 621
42
Permissible and Permanent speed Restriction on Section with estimated loss of time (For Passenger & Goods)
Permanent speed Restriction Loss
Nature Permissible groups/ Restric-
Section class of Engines and of
of KILOMETERS Between Stations tion Reason for Restriction time REMARKS.
track their maximum speed KMPH in
From To From To
DIESEL LOCO Mts.
Guwahati-- 52 Kg. GHY-NNGE North & South Guwahati - Lumding (Dn line)
Lumding (exp. NGC-NNGE South/L) 1) 18/0 17/8 NNGE NMY NS-15 Cross over on 2 °curve 3.04 Only for X-
(BG) Dn WDM3A over movement
WDP4 on pt. No.105
WDP4B A&B
WDP4D 2) 19/7 19/1 PHI NNGE NS-70 Due to turn out on 2.6 0 curve 1.00
GHY-NNGE WDM3D 3) 22/6 21/0 PHI NNGE NS-90 Due to sharp Curve 3 0 0.1
North & South WDG4D 90kmph 4) 23/4 22/6 PHI NNGE NS-80 Due to sharp Curve 4 0 0.3
line = 90 Kmph WDG4 5) 25/8 24/9 TKC PHI NS-100 Insufficient transition length 0.14 New Inclusion
except NGC- WDG3A
6) 26/4 25/7 TKC PHI NS-50 Due to sharp Curve 4° &
WDG4G
NNGE south WDG6G Elephant Path 1.00
line=80 Kmph NGC-NNGE South Line 7) 30/2 29/5 TKC L/2 NS-90 Due to sharp Curve 3 0 0.10
WDM3A 8) 31/7 31/3 PNB TKC NS-90 Due to sharp Curve 2.80 ( No-37) 0.10
WDP4 9) 33/5 32/4 PNB TKC NS-100 Insufficient transition length
LMG-NNGE WDP4B on curve no. 38,39 & 40 0.15 New Inclusion
(Dn) = 110 WDP4D 10) 35/2 34/0 PNB TKC NS-80 Due to sharp Curve 4 0 0.3
Kmph WDM3D 11) 35/7 35/2 PNB TKC NS-70 Due to sharp Curve 5 0 0.4
WDG4D 80kmph
12) 36/9 36/5 PNB TKC NS-60 Points & xing on transiton
WDG4 portion of curve 1.00
WDG3A 13) 37/9 37/7 DGU PNB NS-60 Points & xing on transiton of curve 1.00
WDG4G 14) 39/3 38/6 DGU PNB NS-70 Due to sharp Curve 5 0 0.5
WDG6G 15) 40/0 39/6 DGU PNB NS-100 Insufficient transition length 0.11 New Inclusion
LMG-DGU DN Line 16) 41/0 38/0 DGU PNB P/C Pass cautiously/sharp look/
WDM3A Frequent whistling due to
WDP4
110kmph elephant movement near the track SL
WDP4B
WDP4D 17) 41/7 40/5 DGU PNB NS-90 Due to sharp curve 3 0 0.1
WDM3D 18) 43/0 42/3 DGU PNB NS-100 Insufficient transition length 0.13 New Inclusion
WDG3A 19) 45/3 44/7 TTLA DGU NS-90 Due to sharp Curve 3 0 0.1
105kmph 20) 50/0 48/0 TTLA DGU NS-90 Due to sharp Curve 3 0 0.2
WDG4
WDG4D 21) 49/3 48/6 TTLA DGU NS-80 Due to points and xing on Curve no 52 0.3
WDG4G 22) 50/6 50/0 KKET TTLA NS-100 Due to turn out on 20 curve 0.12 New Inclusion
WDG6G 90kmph 23) 51/6 51/2 KKET TTLA NS-100 Insufficient transition length 0.11 New Inclusion
ELECTRIC LOCO 24) 52/7 52/3 KKET TTLA NS-100 Insufficient transition length 0.11 New Inclusion
GHY-NNGE North & South 25) 54/3 53/9 KKET TTLA NS-100 Insufficient transition length 0.11 New Inclusion
Line & NGC- NNGE N/Line
26) 55/2 54/7 KKET TTLA NS-100 Insufficient transition length 0.12 New Inclusion
WAP1
WAP4 27) 61/7 61/1 BRHU KKET NS-100 Points & xing in circular
WAP5 portion of 20 curve 0.12 New Inclusion
WAP7 28) 65/7 65/4 JID BRHU NS-100 Insufficient transition length 0.10 New Inclusion
WAP7HS 29) 73/1 72/4 AJRE JID NS-100 Insufficient transition length 0.13 New Inclusion
WAG5 90kmph 30) 78/8 78/4 SNBR AJRE NS-100 Insufficient transition length 0.11 New Inclusion
WAG7 31) 101/3 100/6 CPK TGE NS-100 Insufficient transition length 0.13
WAG9
WAG9H 32) 105/1 104/1 LPN CPK NS-100 Sharp curve 0.14 New Inclusion
WAG12B 33) 109/6 108/8 LPN CPK NS-100 Insufficient transition length 0.13 New Inclusion
WAG5H — 80 Kmph 34) 111/7 110/6 KWM LPN NS-90 Sharp curve 3 0 0.10
NGC-NNGE South Line 35) 118/3 117/9 KWM LPN NS-85 Points & xing on circular
WAP1 portion of 2.25 ° curve 0.19
WAP4 36) 119/4 119/1 JMK KWM NS-85 Points & xing in circular portion
WAP5
WAP7 of 2.25 0 curve 0.10
WAP7HS 37) 137/2 136/7 JGJN JMK NS-100 Insufficient transition length 0.12 New Inclusion
WAG5 80kmph 38) 138/2 137/4 JGJN JMK NS-50 Elephant movement near track 1.10 New Inclusion
WAG5H 39) 142/3 141/6 HJI JGJN NS-50 Elephant movement near track 1.04 New Inclusion
WAG7
WAG9 40) 145/6 145/5 HJI JGJN NS-100 Point followwed by transition
WAG9H portion of curve 0.09 New inclusion
WAG12B 41) 147/1 147/0 DHRY HJI NS-100 Point followwed by transition
NNGE-TKC Dn Line portion of curve 0.09 New inclusion
WAP1 42) 150/5 150/1 DHRY HJI NS-50 Elephant movement curve track 0.86 New Inclusion
WAP4 43) 152/8 152/4 DHRY HJI NS-50 Elephant movement curve track 0.86 New Inclusion
WAP5 44) 170/0 166/6 LKG HWX NS-45 Due to elephant movement
WAP7 near by track (18-00 to 7-00 hrs ) 6.0
WAP7HS 100kmph 45) 172/8 171/5 LKG HWX NS-45 Due to elephant movement
WAG5
WAG7 near by track (18-00 to 7-00 hrs ) 3.0
WAG9 46) 174/4 174/1 LKG HWX NS-45 Due to elephant movement
WAG9H near by track (18-00 to 7-00 hrs ) 1.0
WAG12B 90kmph
47) 179/7 179/4 PKB LKG NS-45 Due to elephant movement
WAG5H — 80kmph
near by track (18-00 to 7-00 hrs ) 1
JID-TKC Dn Line 48) 180/8 180/4 PKB LKG P/C Pass cautiously/sharp look/Frequent
WAP1 whistling from 18.00-6.00 hrs due to
WAP7HS elephant movement near the track SL
WAG5 100kmph
WAG7 49) 188/0 187/5 LMG PKB NS-90 Sharp curve 2.73 0 0.10
WAG9 50) 188/4 188/2 LMG PKB P/C Pass cautiously/sharp look/Frequent
WAP4 — 90kmph whistling from 18.00-6.00 hrs due to
WAG5H — 80kmph elephant movement near the track SL
WAG9H — 75kmph 51) 188/9 188/6 LMG PKB NS-80 Sharp curve 4 0 0.20
WAG12B —50kmph
52) 190/6 190/1 LMG PKB NS-80 Sharp curve 4 0 0.20
43
Nature Permissible groups/ Restric- of
Section class of Engines and KILOMETERS Between Stations
of tion Reason for Restriction time REMARKS.
From To From To
DIESEL LOCO Mts.
Guwahati-- 52 Kg. GHY-NNGE North & South Guwahati - Lumding (Up line)
Lumding (exp. NGC-NNGE South/L) 1) 19/1 19/7 NNGE PHI NS-70 Due to turn out on 2.6 0 curve 1.00
(BG) Up WDM3A 2) 21/0 21/3 NNGE PHI NS-100 Insufficient transition length 0.10 New Inclusion
WDP4 3) 21/5 22/6 NNGE PHI NS-90 Due to sharp curve 3° 0.10
WDP4B
WDP4D 4) 22/6 23/0 NNGE PHI NS-80 Due to sharp curve 4° 0.30
GHY-NNGE WDM3D 5) 23/0 23/4 NNGE PHI NS-70 Due to sharp curve 4.5 0 1.00
90kmph
North & South WDG4D 6) 25/7 26/4 PHI TKC NS-50 Elephant path 1.00
WDG4
line = 90 Kmph WDG3A 7) 26/0 26/3 PHI TKC NS-70 Sharp curve of 4° 1.00
except NGC- WDG4G 8) 29/5 30/3 TKC PNB NS-90 Due to sharp Curve 3 0 0.10
NNGE south WDG6G 9) 32/4 33/5 TKC PNB NS-100 Insufficient transition length
line=80 Kmph NGC-NNGE South Line on curve no. 38,39 & 40 0.15 New Inclusion
WDM3A 10) 34/0 35/2 TKC PNB NS-80 Sharp curve of 4° 0.30
WDP4
NNGE-DGU WDP4B 11) 35/2 35/7 TKC PNB NS-70 Due to sharp Curve 4.38 0 1.00
(Up)=110 Kmph, WDP4D 12) 36/5 36/9 TKC PNB NS-60 Points & xing on transiton
DGU-HJI (Up) WDM3D portion of curve 1.00
=100 Kmph, WDG4D 80kmph
WDG4 13) 37/7 37/9 PNB DGU NS-60 Points & xing on transiton
HJI-LMG (Up) WDG3A portion of curve 1.00
= 110Kmph WDG4G 14) 38/0 41/0 PNB DGU P/C Pass cautiously/sharp look/
WDG6G
Frequent whistling due to
NNGE-DGU UP Line
elephant movement near the track SL
WDM3A
15) 38/5 39/4 PNB DGU NS-70 Due to sharp Curve 5 0 1.00
WDP4 110kmph 16)
WDP4B 39/6 40/0 PNB DGU NS-100 Insufficient transition length 0.11 New Inclusion
WDP4D 17) 40/5 41/8 PNB DGU NS-90 Due to sharp Curve 3 0 0.10
WDM3D 18) 42/3 43/0 PNB DGU NS-100 Insufficient transition length 0.13 New Inclusion
WDG3A
WDG4
105kmph 19) 44/6 45/2 DGU TTLA NS-90 Due to sharp Curve 2.9 0 0.13
WDG4D 20) 100/6 101/3 TGE CPK NS-90 Points & Crossing on 2° Curve 0.14 New Inclusion
WDG4G
WDG6G 90kmph 21) 110/9 111/7 LPN KWM NS- 90 Sharp Cueve 3° 0.15 New Inclusion
22) 117/9 118/3 LPN KWM NS-85 Points & xing on circular
DGU-HJI UP Line portion of 2.25 ° curve 0.19
WDM3A 23) 137/4 138/2 JMK JGJN NS-50 Elephant movement near track 1.10 New Inclusion
WDP4
WDP4B 24) 141/6 142/3 JGJN HJI NS-50 Elephant movement near track 1.04 New Inclusion
WDP4D 100kmph 25) 150/1 150/5 HJI DHRY NS-50 Elephant movement near curve track 0.86 New Inclusion
WDM3D 26) 152/4 152/8 HJI DHRY NS-50 Elephant movement near curve track 0.86 New Inclusion
WDG3A
WDG4 27) 166/6 170/0 HWX LKG NS-45 Due to elephant movement
WDG4D near by track (18-00 to 7-00 hrs ) 6.0
WDG4G 90kmph 28) 171/5 172/8 HWX LKG NS-45 Due to elephant movement
WDG6G
near by track (18-00 to 7-00 hrs ) 3.0
HJI-LMG UP Line
29) 174/1 174/4 HWX LKG NS-45 Due to elephant movement
WDM3A
WDP4 near by track (18-00 to 7-00 hrs ) 1.0
110kmph 30) 179/4 179/7 LKG PKB NS-45 Due to elephant movement
WDP4B
WDP4D near by track (18-00 to 7-00 hrs ) 1
WDM3D
WDG3A 31) 180/4 180/8 LKG PKB P/C Pass cautiously/sharp look/Frequent
WDG4
105kmph whistling from 18.00-6.00 hrs due to
WDG4D elephant movement near the track SL
WDG4G
WDG6G 90kmph 32) 188/2 188/4 PKB LMG P/C Pass cautiously/sharp look/frequent
ELECTRIC LOCO whistling from 18.00-6.00 hrs due to
GHY-NNGE North & South elephant movement near the track SL
Line & NGC- NNGE N/Line
WAP1
WAP4 33) 188/6 188/9 PKB LMG NS-80 Sharp curve 4 0
0.20
WAP5 34) 190/1 190/6 PKB LMG NS-80 Sharp curve 4 0
0.20
WAP7
WAP7HS 90kmph
WAG5
WAG7
WAG9
WAG9H
WAG12B
WAG5H – 80Kmph
NGC-NNGE South Line
WAP1
WAP4
WAP5
WAP7
WAP7HS
WAG5 80kmph
WAG5H
WAG7
WAG9
WAG9H
WAG12B
44
Nature Permissible groups/ Restric- of
Section of class of Engines and KILOMETERS Between Stations tion Reason for Restriction time
From To From To
ELECTRIC LOCO Mts.
Guwahati-- 52 Kg. NNGE-TKC UP Line Guwahati - Lumding (Dn line)
Lumding WAP1
(BG) Up WAP4
WAP5
WAP7
WAP7HS 100kmph
GHY-NNGE WAG5
WAG7
North & South WAG9
line = 90 Kmph WAG9H
except NGC- WAG12B 90kmph
NNGE south WAG5H— 80kmph
line=80 Kmph TKC-DGU UP Line
WAP1
WAP4
WAP7HS 100kmph
NNGE-DGU WAG5
(Up)=110 Kmph, WAG7
DGU-HJI (Up) WAG9
WAG9H 90kmph
=100 Kmph, WAG12B
HJI-LMG (Up) WAG5H – 80kmph
= 110Kmph
DGU-JIG UP Line
WAP1
WAP4
WAP7HS 100kmph
WAG5
WAG7
WAG9
WAG9H 90kmph
WAG12B
WAG5H – 80kmph
45
SECTION INFORMATION
SECTION-LMG-MXN (Route - D)
LMG-MXN =177.21 Section Utilisation %
Steepest
W/o MB With MB
Gradient Up
LMG-MXN = Single line LMG-FKG 116.50 132.00
1 in 150
BRLF-LCT
FKG-MXN 84.20 100.00 LCT-NLN
Total Stations = 25 Maximum Permissible Speed RXR-RXRX
Block Station = 21 LMG - DLDE= 80 KMPH. Dn
D/DK/Halt Station = 04 DLDE - FKG = 100 KMPH. NLN-DPU
LMG-RRI (EI) Elephant Corridor :LCT-NLN, DLDE-DSR
FKG-RRI DPU-DLDE DSR-RXR
DSR-EI & CJA-EI DLDE - DSR RXRX-DMU
OTHER MACL-PI DMV-KHKT, KHKT-BXJ BHGN-JMI
All station are pannel interlocked except D/DK/Halt & LMG (RRI), FKG (RRI) BPAC -LMG-JMI
Sl. Station C. S. L. in meters Capacity of Plateforms Type of Type of Standard
No. Code in coaches. (LHB) Signaling blockof
Instrument Inter
locking
1 2 3 4 5 6 1 2 3 4 5 --
1. LMG 719 735 625 699 696 878 22 25 25 20 20 MACL UFSBI/TLBI II(R)
7 8 9 10
765 679 617 621
2. BRLF 716 689 723 — — — 12 12 — — — MACL TLBI II(R)
3. LCT 737 767 841 — — — 12 12 — — — MACL TLBI II(R)
4. NLN 749 707 715 — — — 12 18 — — — MACL UFSBI/AUTO II(R)
5. DPU 772 717 764 — — — 19 13 — — — MACL UFSBI/AUTO II(R)
6. DLDE 688 686 692 — — — 12 12 — — — MACL TLBI/UFSBI II(R)
7. DSR 788 736 788 — — — 22 22 — — — MACL UFSBI II(R)
8. RXR 692 686 691 — — — 12 12 — — — MACL TLBI/UFSBI II(R)
9. DMV 686 686 686 686 686 — 16 19 19 — — MACL TLBI II(R)
10. KHKT 686 686 686 686 — — 15 — — — — MACL TLBI II(R)
11. BXJ 710 747 716 692 — — 23 20 20 — — MACL UFSBI II(R)
12. CJA 703 703 811 — — — 10 — — — — MACL TLBI II(R)
13. NJN 691 686 692 — — — 16 16 — — — MACL TLBI II(R)
14. SZR 686 686 — — — — 22 22 — — — MACL TLBI II(R)
15. BXP 709 706 712 — — — 20 20 — — — MACL TLBI II(R)
16. BHGN 686 686 — — — — 10 — — — — MACL TLBI II(R)
17. JMI 824 763 811 — — — 20 — — — — MACL TLBI II(R)
18. FKG 686 696 718 718 — — 22 19 — — — MACL TLBI/UFSBI II(R)
19. KXL 686 686 686 — — — 12 12 — — — MACL TLBI II(R)
20. TTB 686 686 686 — — — 16 7 — — — MACL TLBI II(R)
21. MXN 686 696 686 686 — 22 22 22 — — MACL TLBI/UFSBI II(R)
58
Permissible and Permanent speed Restriction on Section with estimated loss of time
(For Passenger & Goods)
Section Nature Permissible groups/ Permanent speed Restriction Restric- Reason for Restriction Loss Remarks
class of Engines
of and their maximum tion of
track speed KILOMETERS Between Stations KMPH time
in
Lumding-Mariani From To From To Mts.
Lumding- (1) 193/3 194/3 LMG BRLF NS-70 Sharp curve 50 0.20
Daldali WDM3A
(SL) 52 Kg WDP4 (2) 196/0 196/2 LMG BRLF NS-55 Reverse curve without
WDP4B Transition length on Br.
80 Kmph WDP4D
WDM3D Approach of Br.No- 184 1.00
WDG3A 80kmph
(3) 197/5 198/2 BRLF LCT NS-75 Point & Xing on transition
WDG4
WDG4D portion of curve 1.15
WDG4G (4) 204/1 204/3 LCT NLN NS-70 Sharp curve 50 0.10
WDG6G
(5) 207/0 210/0 LCT NLN P/C Pass cautiously/Sharp look
& frequent whistling due to
elephant movement near
the track (18.00 to 6.00 hrs) SL
(6) 210/0 210/7 LCT NLN NS-70 Sharp curve 50 0.20
(7) 220/1 220/5 NLN DPU NS-70 Sharp curve 50 0.10
(9) 222/9 223/8 DPU DLDE NS-30 Points & xing on sharp
curve 50 2.00
(10) 223/8 224/3 DPU DLDE NS-70 Sharp curve 50 0.10
(11) 228/3 231/6 DPU DLDE P/C Pass cautiously/Sharp look
Daldali- 52 Kg WDM3A (1) 235/0 236/0 DLDE DSR NS-80 Reverse curve of 3 & 4 0
0.30
Furkating WDP4 (2) 236/5 236/8 DLDE DSR NS-50 Elephant Path (18.00 to 6.00 hrs) 1.00
(SL) WDP4B
100 Kmph WDP4D
WDM3D
100kmph (3) 239/6 240/7 DLDE DSR NS-80 Reverse curve of 3 & 40 0.30
WDG3A (4) 243/2 243/6 DSR RXR NS-80 4.10 Curve 0.20
WDG4 (5) 250/4 251/2 RXR DMV NS-80 Reverse curve of 3 & 3.80 0.30
WDG4D
WDG4G 90kmph (6) 255/7 257/3 RXR DMV NS-80 Reverse curve of 4° 0.20
WDG6G
(7) 260/4 260/5 DMV KHKT NS-30 Point & Crossing on
transition portion of curve 2.00
(8) 263/2 263/6 DMV KHKT NS-80 Sharp curve 4 0
0.20
(9) 263/3 265/2 DMV KHKT NS-45 Elephant movement near
by track (19-00 to 5-00 hrs) 4
(10) 268/0 270/5 KHKT BXJ NS-45 Elephant movement near
(11) 275/6 276/4 BXJ NJN NS- 90 Sharp curve 30 0.10
(12) 295/8 296/0 NJN SZR NS-45 Point & Crossing on
(13) 296/7 297/1 SZR BXP NS-45 Point & Crossing on
(14) 319/6 320/1 BXP JMI NS-80 Point & Crossing on
59
SECTION - TTLA-KMLJ (Route - D)
Total Km Utilisation of Line capacity Steepest Gradients &
Rulling Directions
Gradient
TTLA-KMLJ = 9.74 Section Utilisation Up Grade
Single line section W/o MB With MB ......
TTLA BY PASS = 0.8km TTLA-KMLJ Dn Grade
Total Stations = 1 ............... ...... ........ TTLA-KMLJ ..........
Block Stations = 1 1 in 2000 ..........
Maximum permissible speed = 100 kmph UP
System of working : ......
(i) Absolute Block System between TTLA-KMLJ ......
(ii) TTLI -EI ......
DN
.............,
.............
Sl. Station C. S. L. in metres Platform capacity in coaches Type of Type of Standard
No. Code (LHB) Signaling block Interlocking
instrument
1 2 3 4 5 6 1 2 3 4 5 6
1. TTLA 728 731 1098 844 774 — 25 20 -- — — — MACL UFSBI II(R)
2. KMLJ 740 740 — — — — — — — — — — ....... ..... II(R)
Section Nature Permissible Permanent speed Restriction Restric- Reason for Restriction Loss Remarks
of groups/class of tion of
KILOMETERS Between Stations
track Engines and KMPH time
their maximum From To From To in
speed Mts.
Tetelia- WDM3A (1) 0/0 0/9 TTLA KMLJ NS-15 Due to sharp curve 7.90 & 5.42 New
52 Kg WDP4
Kamalajari WDP4B derailing switch taking off inclusion
(0.0-9.74 Km) WDP4D from curve
100kmph
100 Kmph WDM3D (2) 0/6 1/5 TTLA KMLJ NS-30 Due to 5.68" Sharp Curve
WDG3A No. 2 and 30 sharp Curve No.1 2.44
WDG4
WDG4D (3) 3/2 4/5 TTLA KMLJ NS-80 Due to 40 Sharp Curve
WDG4G 90kmph No. 4 & 5 0.39
WDG6G
TETELIA-KAMALAJARI
UP DOWN
TRAIN NO
DISTANCE
Minimum Runn-
Station Code
Inter Station
From Tetelia
ing Time
initials
STATIONS
Kms.
Kms
ENGINE USED
a TTLA Tetelia d
d a
a KMLJ Z Kamalajari d
d a
ERT
TRT
68
SECTION - CPK - HBN - MBO (Route - D)
Rulling Directions
Gradient
CPK - SCE = 20.26 Section Utilisation Up Grade
SCE - MBO = 48.98 W/o MB With MB Nil
Single line section CPK - HBN 87.50 100.00 Dn Grade
Total Stations = 15 HBN - MBO 36.70 55.00 CPK-SCE RAH - PUY
Block Stations = 04 Maximum permissible speed 1 in 150 PUY - BEE
D/ DK/ Halt Stations = 12 CPK-HBN = 100 kmph, HBN-MBO = 75 kmph UP
System of working : SCE-MBO TRBE-JRX
(i) Absolute Block System between CPK - HBN, SCE-SHTT 1 in 150
(ii) One Train only system between HBN - MBO DGX-BKS
(iii) All MACL stations are panel interlocked except D/DK/ halt stations BKS-BTDR
(v) Neal's Ball Token Block Instrument in SCE-CPK-HBN DN
(vi) BPAC-CPK-SCE, CPK-EI, SCE-HBN = PI JRX-DGX,
DGX-BKS
instrument
1 2 3 4 5 6 1 2 3 4 5 6
1. CPK 723 726 934 763 648 — 25 23 23 — — — MACL UFSBI II(R)
2. SCE 686 686 686 — — — 16 — — — — — MACL UFSBI II(R)
3. HBN 686 686 686 — — — 10 — — — — — MACL UFSBI II(R)
4. MBO 686 686 - - - - 16 - - - - - MACL UFSBI II(R)
Section Nature Permissible Permanent speed Restriction Restric- Reason for Restriction Loss Remarks
of groups/class of tion of
track Engines and KMPH time
their maximum From To From To in
speed Mts.
Chaparmukh- WDM3A
-Senchowa Jn. WDP4
(1) 0/4 0/5 CPK SCE NS-10 Sharp cross over between
- Haiborgaon 52 Kg WDP4B
WDP4D L/ No-2 & 3 4.67
100kmph
WDM3D
(0.0-20.26 & 0.0- WDG3A (2) 0/3 1/2 CPK SCE NS-60 Due to points & xing in
4.92) = 100kmph WDG4 transition of sharp curve 40 2.35
WDG4D Only for
WDG4G 90kmph
(3) 1/8 1/9 CPK SCE NS-40 Due to non standard steel Goods
WDG6G girder of Bridge no -2 1.24 Train
(4) 2/6 3/3 CPK SCE NS-80 Due to sharp curve 40 (C no-3)
1.40
Only for
girder of Bridge no -7 1.24 Train
(6) 5/4 5/8 CPK SCE NS-90 Due to sharp Curve 30 (C no 4) 1.30
Only for
girder of Bridge no -14 1.24 Train
(8) 0/3 0/7 SCE HBN NS-60 Points & xing on transition
portion of sharp curve 1.00
(1) 36/6 36/9 BKS BTDR NS-70 Due to 5O curve 0.25
WDM3A
Haibargaon- WDP4 (2) 43/1 43/4 BTDR DBZ NS-30 Defficiency of ballast 2.7
Moirabari WDP4B
WDP4D
75kmph WDM3D 75 kmph
WDG3A
WDG4
WDG4D
WDG4G
WDG6G
70
SECTION - SCE - SHTT, ROUTE - D
Rulling Directions
Gradient
SCE - SHTT = 61.18 Section Utilisation
Single line Section W/o MB With MB 1 in 205 Up Grade
SCE -SHTT 47.10 55.00 SCE-NGAN
Total Stations = 08 Maximum permissible speed = 75 kmph

Block Stations = 03 Dn Grade
D/ DK/ Halt Stations = 05 NIL
System of working :
(i) Absolute Block System between SCE - AMONI- SHTT, EI-SHTT
(ii) All stations are panel interlocked except D/DK/ halt stations
(iii) BPAC in section Amoni-SCE-SHTT in addition to Neal's Ball Token Block instrument

instrument
1 2 3 4 5 6 1 2 3 4 5 6
1. SCE 686 686 686 — — — 16 — — — — — MACL UFSBI II(R)
2. AMONI 686 686 — — — — 12 — — — — — MACL UFSBI II(R)
3. SHTT 685 617 597 - - - 20 - - - - - MACL UFSBI I(R)
of class of Engines tion of
track and their maximum KMPH time
speed From To From To in
Mts.
Senchowa Jn. 52kgs WDM3A
- Silghat WDP4
WDP4B
75 kmph WDP4D
WDM3D 75 kmph
WDG3A
WDG4
WDG4D
WDG4G
WDG6G
NIL
73
SECTION - DSR - SKHV
Total Km Utilisation of Line capacity
Steepest Gradients &
DSR - SKHV = 16.20 Section Utilisation Rulling Directions
Single Line Section W/o MB With MB Gradient Up Grade
DSR - SKHV -- -- ....
Total Stations = 03 Maximum permissible speed --
Block Stations = 02 DSR - SKHV = 90 KMPH -- Dn Grade
D/ DK/ Halt Stations = 01 --
System of working : Absolute Block System, SKHV & DSR are EI & BPAC --
Sl. Station C. S. L. in metres Platform capacity in Type of Type of Standard

No code coached (LHB) Signalling block Instru. Interlocking
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6
1. DSR 788 736 788 -- -- -- -- -- -- -- -- -- 22 2 2 -- MACL UFSBI II(R)
2. DSPR -- -- -- -- -- - -- -- -- MACL NI/DK NI
3. SKHV 845 714 714 734 734 -- -- -- -- -- -- -- 25 25 MACL UFSBI II(R)
Section Nature Permissible groups/ Permanent speed Restriction Restric- Loss
Reason for Restriction o f Remarks
of class of Engines tion time
track and their maximum KMPH in
speed From To From To mts
Dhansiri - WDM3A 1) 0/9 1/2 DSR DSPR NS-65 Due to sharp curve 4.75° 0.22
Shokhuvi WDP4
WDP4B 2) 1/4 2/0 DSR DSPR NS-85 Due to sharp curve 2.80° 0.04
(90 Kmph.) 52 Kg. WDP4D
WDM3D 3) 2/2 2/5 DSR DSPR NS-60 Due to sharp curve 5.55° 0.27
90 kmph
WDG3A 4) 2/5 2/8 DSR DSPR NS-45 Major Bridge no.-08(as per CRS) 0.50
WDG4
WDG4D 5) 2/8 3/1 DSR DSPR NS-85 Due to sharp curve 2.73° 0.04
WDG4G
6) 14/2 14/3 DSPR SKHV NS-30 Major Bridge no.-51(as per CRS) 1.13
WDG6G
112
DHANSIRI Jn. - SUKHOVI UP
Mini- Dis- Train No. 15818 05605

mum tance
Running NHLN- GHY-
Time from STATIONS SKHV SKHV
Dhansiri STATION
Station & Inter Station Kms. Donyi Pass.
Jn. CODE
Polo Spl.
in Kilo- Exp. Tu, Th
meters
Engine Used
0.00 /kkufljh Dhansiri Jn. a 08 45 22 41 DSR
5.31 d
LUMDING DIVISION
08 47 22 43
13.0 5.31 /kkufljh ikj Dhansiri Par D a .. .. .. .. DSPR
9.77 d 08 57 22 53
E6T20 E15T40
15.08 Ó¨Â÷ f Ok Sukhovi a 09 30 23 55 SKHV
d _____ _____
NAGALAND
ERT 06 15
TRT 20 40
Train stop for crossing /Precedence :
Public Time Table (PTT) :
SUKHOVI - DHANSIRI Jn. DN
Mini- Dis- Train No. 05606 15817

mum tance
Running SKHV- SKHV-
Time from STATIONS GHY NHLN
Dhansiri STATION
Station & Inter Station Kms. Pass. Donyi
Jn. CODE
Spl. Polo
in Kilo- W, F Exp.
meters
Engine Used
0.00 /kkufljh Dhansiri Jn. d 05 49 18 04 DSR
5.31 a
LUMDING DIVISION
05 47 18 02
13.0 5.31 /kkufljh ikj Dhansiri Par D d 05 39 17 54 DSPR
9.77 a .. .. .. ..
15.08 Ó¨Â÷ f Ok Sukhovi d 05 30 17 45 SKHV
a ___ ___
NAGALAND
ERT X X
TRT X X
Train stop forcrossing /Precedence :
Public Time Table (PTT) :
113
Working Time Table No. 94 TINSUKIA DIVISION
SECTION INFORMATION
SECTION-LMG-MXN (Route-D)
LMG-MXN =177.21 Section Utilisation % Steepest
W/o MB With MB Gradient Up
LMG-MXN = Single line LMG-FKG 116.5 132.0 1 in 150
BRLF-LCT
FKG-MXN 84.02 100.00 LCT-NLN
Total Stations = 25 Maximum Permissible Speed RXR-RXRX
Block Station = 21 LMG - DLDE= 80 KMPH. Dn
D/DK/Halt Station = 04 DLDE - MXN = 100 KMPH. NLN-DPU
System of working=Absolute Elephant Corridor :LCT-NLN DLDE-DSR
Block System(Tokenless B/Ins.) DPU-DLDE DSR-RXR
All MACL station are PI except DLDE - DSR RXRX-DMU
D/DK/Halt andLMG&FKG/RRI DMV-KHKT, KHKT-BXJ BHGN-JMI
All station are pannel interlocked except D/DK/Halt & LMG -RRI (EI) & DSR-EI, LMG, CJA, DSR, FKG-RRI, others PI
Sl. Station C. S. L. in meters Capacity of Plateforms Type of Type of Standard
No. Code in coaches (LHB). Signaling block of
Instrument Inter
locking
1 2 3 4 5 6 1 2 3 4 5 --
1. LMG 719 735 625 699 696 878 22 25 25 20 20 MACL TLBI/UFSBI II(R)
7 8 9 10
765 679 617 621
2. BRLF 716 689 723 — — — 12 12 — — — MACL TLBI II(R)
3. LCT 737 767 841 — — — 12 — — — — MACL TLBI II(R)
4. NLN 686 686 686 — — — 12 18 — — — MACL UFSBI/AUTO II(R)
5. DPU 712 717 764 — — — 19 13 — — — MACL UFSBI/AUTO II(R)
6. DLDE 688 686 692 — — — 12 12 — — — MACL TLBI/UFSBI II(R)
7. DSR 781 727 781 — — — 22 22 — — — MACL UFSBI II(R)
8. RXR 692 686 691 — — — 12 12 — — — MACL TLBI/UFSBI II(R)
9. DMV 686 686 686 686 686 — 16 19 19 — — MACL TLBI II(R)
10. KHKT 686 686 686 686 — — 15 — — — — MACL TLBI II(R)
11. BXJ 710 747 716 692 — — 23 20 20 — — MACL TLBI II(R)
12. CJA 686 686 — — — — 17 10 — — — MACL UFSBI II(R)
13. NJN 691 686 692 — — — 16 16 — — — MACL TLBI II(R)
14. SZR 686 686 — — — — 22 22 — — — MACL TLBI II(R)
15. BXP 709 706 712 — — — 20 20 — — — MACL TLBI II(R)
16. BHGN 686 686 — — — — 10 — — — — MACL TLBI II(R)
17. JMI 824 763 811 — — — 20 — — — — MACL TLBI II(R)
18. FKG 686 696 718 718 — — 22 19 — — — MACL TLBI/UFSBI II(R)
19. KXL 686 686 686 — — — 12 12 — — — MACL TLBI II(R)
20. TTB 686 686 686 — — — 16 7 — — — MACL TLBI II(R)
21. MXN 686 696 686 686 — 22 22 22 — — MACL TLBI/UFSBI II(R)
114
Working Time Table No. 94 TINSUKIA DIVISION
class of Engines
of and their maximum tion of
track speed KILOMETERS Between Stations KMPH time
in
Lumding-Mariani From To From To Mts.
Lumding- WDM3A (1) 193/3 194/3 LMG BRLF NS-70 Sharp curve 50 0.20
Daldali 52 Kg WDP4
WDP4B (2) 196/0 196/2 LMG BRLF NS-55 Reverse curve without
(SL)
WDP4D Transition length on Br.
80 Kmph WDM3D
80 KMPH Approach of Br.No- 184 1.00
WDG3A
WDG4 (3) 197/5 198/2 BRLF LCT NS-75 Point & Xing on transition
WDG4D portion of curve 1.15
WDG4G (4) 204/1 204/3 LCT NLN NS-70 Sharp curve 50 0.10
WDG6G
(5) 207/0 210/0 LCT NLN P/C Pass cautiously/sharp look
(6) 210/0 210/7 LCT NLN NS-70 Sharp curve 50 0.20
(9) 222/9 223/8 DPU DLDE NS-30 Points & xing on sharp
curve 50 2.00
(11) 228/3 231/6 DPU DLDE P/C Pass cautiously/sharp look
Daldali- 52 Kg WDM3A (1) 235/0 236/0 DLDE DSR NS-80 Reverse curve of 3 & 40 0.30
Furkating- WDP4 (2) 236/5 236/8 DLDE DSR NS-50 Elephant Path (18.00 to 6.00 hrs) 1.00
WDP4B
Mariani (3) 239/6 240/7 DLDE DSR NS-80 Reverse curve of 3 & 40 0.30
WDP4D
(SL) WDM3D 100 KMPH(4) 243/2 243/6 DSR RXR NS-80 4.1 Curve
0
0.20
110 Kmph WDG3A
WDG4 (5) 250/4 251/2 RXR DMV NS-80 Reverse curve of 3 & 3.80 0.30
WDG4D (6) 255/7 257/3 RXR DMV NS-80 Reverse curve of 4° 0.20
WDG4G 90 KMPH (7)
WDG6G 260/4 260/5 DMV KHKT NS-30 Point & Crossing on
(8) 263/2 263/6 DMV KHKT NS-80 Sharp curve 4 0
0.20
(9) 263/3 265/2 DMV KHKT NS-45 Elephant movement near
(10) 268/0 270/5 KHKT BXJ NS-45 Elephant movement near
(11) 275/6 276/4 BXJ NJN NS- 90 Sharp curve 3 0
0.10
(12) 295/8 296/0 NJN SZR NS-45 Point & Crossing on
(13) 296/7 297/1 SZR BXP NS-45 Point & Crossing on
(14) 319/6 320/1 BXP JMI NS-80 Point & Crossing on
(15) 330/5 330/7 FKG KXL NS-50 oint & xing on 50 curve 1.00
(16) 357/9 364/9 TTB MXN NS-50 Elephant Corridor 4.62
(17.00 to 6 hrs)
115
Working Time Table No. 94 In Force From 1st October 2022
LEVEL CROSSING GATES OF LUMDING DIVISION
GATE (SPL. A, B1, B2, C,
ASSISTANT DIVISIONAL
CANAL CROSSING-CC,
CATTLE CROSSING-D)
ENGINEER ADEN HQ
LOCATION RAILWAY
CLASSIFICATION OF
UN-MANNED9UM)
LEVEL CROSSING
ENGINEERING(E)
BLOCK SECTION
STATION CODE
MANNED(M)
TRAFFIC(T)
GATE NO.
DISTRICT
Sl. No.
STATE
(KM)
1 Assam Kamrup (M) KYQ-GHY ST-1 4/2-3 T SPL M GHY
2 Assam Kamrup (M) KYQ-GHY ST-4 7/8-9 E SPL M GHY
9 Assam Kamrup (M) GHY-NNGE ST-13 11/7-8 T SPL M GHY
10 Assam Kamrup (M) GHY-NNGE ST-13A 12/4-5 E SPL M GHY
11 Assam Kamrup (M) GHY-NNGE ST-14 12/7-8 E SPL M GHY
12 Assam Kamrup (M) GHY-NNGE ST-17 13/8-9 T SPL M GHY
13 Assam Kamrup (M) GHY-NNGE ST-19 17/9-18/0 T SPL M GHY
14 Assam Kamrup (M) NNGE-CMA CMA-1 0/3-4 UM SIDING UM GHY
15 Assam Kamrup (M) NNGE-CMA CMA-2 2/1-2 UM SIDING UM GHY
16 Assam Kamrup (M) NNGE-PHI ST-20 22/5-6 E SPL M JID
17 Assam Kamrup (M) DGU-TTLA ST-21 44/9-45/0 T C M JID
18 Assam Kamrup (M) DGU-TTLA ST-22 48/0-1 T SPL M JID
19 Assam Kamrup (M) TTLA-KKET ST-23 51/4-5 E SPL M JID
20 Assam Kamrup (M) KKET Yard ST-24 55/3-4 T A M JID
21 Assam Kamrup (M) KKET-BRHU ST-25 59/2-3 E C M JID
22 Assam Kamrup (M) KKET-BRHU ST-26 60/0-1 E SPL M JID
23 Assam Morigaon JID Yard ST-27 67/9-68/0 T SPL M JID
24 Assam Morigaon JID-AJRE ST-27 A 69/8-9 E A M JID
25 Assam Morigaon SNBR-DML ST-28 84/6-7 E SPL M JID
26 Assam Kamrup DML-TGE ST-29 87/3-4 E SPL M JID
27 Assam Kamrup DML-TGE ST-30 90/3-4 E SPL M JID
28 Assam Kamrup TGE-CPK ST-32 99/6-7 E SPL M JID
29 Assam Kamrup CPK Yard ST-33 102/0-1 T SPL M JID
30 Assam Kamrup CPK-LPN ST-34 104/7-8 E SPL M JID
31 Assam Nagaon KWM Yard ST-35 119/1-2 T SPL M JID
32 Assam Nagaon KWM-JMK ST-36 120/1-2 E SPL M JID
33 Assam Nagaon KWM-JMK ST-37 121/1-2 E A M JID
34 Assam Nagaon KWM-JMK ST-37 A 123/6-7 E B-1 M LMG
35 Assam Nagaon JMK Yard ST-38 130/3-4 T SPL M LMG
36 Assam Nagaon JGJN-HJI ST-39 141/3-4 E A M LMG
37 Assam Nagaon HJI Yard ST-40 145/8-9 T SPL M LMG
38 Assam Nagaon HJI Yard ST-41 146/7-8 T SPL M LMG
39 Assam Nagaon HJI-DHRY ST-42 150/0-1 E B-1 M LMG
40 Assam Nagaon HJI-DHRY ST-43 152/0-1 E SPL M LMG
41 Assam Nagaon DHRY-LKA ST-44 159/3-4 E SPL M LMG
42 Assam Nagaon LKA Yard ST-45 160/2-3 T SPL M LMG
43 Assam Nagaon LMG Yard ST-50 191/7-8 T SPL M LMG
44 Assam Karbi Anglong DPU Yard ST-52 223/4-5 T SPL M DMV
45 Assam Karbi Anglong DSR Yard ST-53 241/2-3 T B-1 M DMV
46 Assam Karbi Anglong DSR-RXR ST-53 A 244/1-2 E B-2 M DMV
47 Assam Karbi Anglong RXR Yard ST-54 249/3-4 T C M DMV
48 Assam Karbi Anglong RXR-RXRX ST-55 252/4-5 E C M DMV
49 Nagaland Dimapur RXRX-DMV ST-56 255/1-2 E SPL M DMV
50 Assam Karbi Anglong DMV-KHKT ST-58 263/2-3 E A M DMV
51 Assam Karbi Anglong KHKT Yard ST-58 A 265/2-3 T C M DMV
52 Assam Karbi Anglong BXJ Yard ST-59 274/7-8 T SPL M DMV
157
Working Time Table No. 94 In Force From 1st July 2022
CANAL CROSSING-CC,
CATTLE CROSSING-D)
ENGINEER ADEN HQ
LOCATION RAILWAY
CLASSIFICATION OF
UN-MANNED9UM)
LEVEL CROSSING
ENGINEERING(E)
BLOCK SECTION
STATION CODE
MANNED(M)
TRAFFIC(T)
GATE NO.
DISTRICT
Sl. No.
STATE
(KM)
53 Assam Golaghat NJN Yard ST-60 287/9-288/0 T SPL M DMV
54 Assam Golaghat SZR Yard ST-61 295/5-6 T SPL M DMV
55 Assam Golaghat SZR- BXP ST-62 300/7-8 E A M DMV
56 Assam Golaghat BXP Yard ST-63 306/0-1 T SPL M DMV
57 Assam Golaghat BXP-BHGN ST-64 307/7-8 E C M DMV
58 Assam Golaghat JMI Yard ST-65 321/2-3 T A M DMV
59 Assam Golaghat JMI-FKG ST-66 323/6-7 E C M DMV
60 Assam Golaghat JMI-FKG ST-67 326/0-1 E C M DMV
61 Assam Nagaon CPK-SCE CS-2 0/9-1/0 E C M JID
62 Assam Nagaon CPK-SCE CS-5 3/1-2 E C M JID
65 Assam Nagaon CPK-SCE CS-11 10/9-11/0 E B-2 M JID
69 Assam Nagaon SCE Yard CS-19 0/4-5 T B-2 M JID
70 Assam Nagaon SCE-AONI CS-20 2/4-5 E C M JID
72 Assam Nagaon SCE-AONI CS-24 4/9-5/0 E C M JID
73 Assam Nagaon SCE-AONI CS-25 5/4-5 E SPL M JID
93 Assam Nagaon AONI-SHTT CS-50 34/3-4 E C M JID
99 Assam Nagaon AONI-SHTT CS-59 46/9-47/0 E C M JID
103 Assam Nagaon AONI-SHTT CS-63 53/4-5 E A M JID
158
CANAL CROSSING-CC,
CATTLE CROSSING-D)
ENGINEER ADEN HQ
LOCATION RAILWAY
CLASSIFICATION OF
UN-MANNED9UM)
LEVEL CROSSING
ENGINEERING(E)
BLOCK SECTION
STATION CODE
MANNED(M)
TRAFFIC(T)
GATE NO.
DISTRICT
Sl. No.
STATE
(KM)
107 Assam Nagaon AONI-SHTT CS-68 60/4-5 T C M JID
108 Assam Nagaon SCE-HBN SM-1 0/9-1/0 E SPL M JID
109 Assam Nagaon SCE-HBN SM-2 1/6-7 E C M JID
110 Assam Nagaon SCE-HBN SM-3 3/1-2 E C M JID
111 Assam Nagaon SCE-HBN SM-4 3/5-6 E A M JID
112 Assam Nagaon SCE-HBN SM-5 4/0-1 E A M JID
113 Assam Nagaon HBN Yard SM-7 5/3-4 T C M JID
114 Assam Nagaon HBN-MBO SM-8 5/6-7 E B-1 M JID
115 Assam Nagaon HBN-MBO SM-9 6/2-3 E C M JID
144 Assam Nagaon HBN-MBO SM-55 39/9-40/0 E C M JID
148 Assam Nagaon HBN-MBO SM-61 42/9-43/0 E B-1 M JID
149 Assam Nagaon HBN-MBO SM-62 43/3-4 E B-2 M JID
150 Assam Nagaon HBN-MBO SM-63 43/9-44/0 E C M JID
159
Working Time Table No. 94 In Force From 1st July 2022
CANAL CROSSING-CC,
CATTLE CROSSING-D)
ENGINEER ADEN HQ
LOCATION RAILWAY
CLASSIFICATION OF
UN-MANNED9UM)
LEVEL CROSSING
ENGINEERING(E)
BLOCK SECTION
STATION CODE
MANNED(M)
TRAFFIC(T)
GATE NO.
DISTRICT
Sl. No.
STATE
(KM)
157 Assam Nagaon MBO Yard SM-72 48/7-8 E C M JID
158 Assam Cachar DCA-CNE 1-LK 148/4-5 T C M BP B
159 Assam Cachar CNE-BHZ 2-LK 152/0-1 E A M BP B
160 Assam Cachar BHZ-HLX 3-LK 156/1-2 E SPL M BP B
161 Assam Karimganj HLX-SQF 4-LK 160/1-2 E SPL M BP B
162 Assam Karimganj SQF-BPB 5-LK 167/7-8 T C M BP B
163 Assam Hailakandi BPB-PNGM 1-BS 2/9-3/0 E SPL M BP B
164 Assam Hailakandi PNGM-KTX 2-BS 5/9-6/0 T B-1 M BP B
165 Assam Cachar KTX-SCA 3-BS 10/8-9 T SPL M BP B
166 Assam Cachar KTX-SCA 3-BS-A 13/2-3 E SPL M BP B
167 Assam Cachar KTX-SCA 4-BS 14/1-2 T B-2 M BP B
168 Assam Cachar SCA-ARCL 5-BS 20/4-5 E SPL M BP B
169 Assam Cachar ARCL-SCL 7-BS 24/3-4 T SPL M BP B
170 Assam Cachar ARCL-SCL 8-BS 28/2-3 E SPL M BP B
171 Assam Cachar MNBD-SIPC 1-AJ 15/1-2 E C M BP B
172 Assam Cachar MNBD-SIPC 2-AJ 17/3-4 E C M BP B
173 Assam Cachar MNBD-SIPC 3-AJ 19/9-20/0 E C M BP B
174 Assam Cachar SIPC-MNBD 4-AJ 22/5-6 E C M BP B
175 Assam Cachar SIPC-MNBD 5AJ 23/3-4 E C M BP B
176 Assam Cachar SIPC-MNBD 6-AJ 28/6-7 E C M BP B
177 Assam Cachar SIPC-JRBM 7-AJ 31/6-7 E C M BP B
178 Assam Cachar SIPC-JRBM 8-AJ 32/4-5 E C M BP B
179 Assam Cachar SIPC-JRBM 9-AJ 36/9-37/0 E C M BP B
180 Assam Cachar JRBM-SIPC 10-AJ 45/1-2 E C M BP B
181 Assam Cachar JRBM-SIPC 11-AJ 49/4-5 T C M BP B
182 Assam Karimganj BPB-BXG 6-LK 174/9-175/0 E B-2 M KXJ
183 Assam Karimganj BPB-BXG 7-LK 175/8-9 E B-1 M KXJ
184 Assam Karimganj BXG-KXJ 8-LK 177/6-7 T C M KXJ
185 Assam Karimganj KXJ-MSSN 1-KM 189/7-8 T B-2 M KXJ
186 Assam Karimganj KXJ-MSSN 1-KM A 190/8-9 E C M KXJ
187 Assam Karimganj KXJ-NLBR 1-KD 3/1-2 E C M KXJ
188 Assam Karimganj NLBR-BRGM 2-KD 14/8-9 T B-2 M KXJ
189 Assam Karimganj NLBR-BRGM 3-KD 17/7-8 E SPL M KXJ
190 Assam Karimganj BRGM-KKGT 1-BK 0/5-6 T C M KXJ
191 Assam Karimganj BRGM-KKGT 2-BK 4/9-5/0 E C M KXJ
192 Assam Karimganj BRGM-KKGT 3-BK 7/8-9 E C M KXJ
193 Assam Karimganj BRGM-KKGT 4-BK 9/3-4 E C M KXJ
194 Assam Karimganj KKGT-CBZ 5-BK 25/3-4 E C M KXJ
195 Assam Karimganj KKGT-CBZ 6-BK 28/3-4 E C M KXJ
196 Tripura North Tripura KKGT-CBZ 7-BK 31/3-4 T C M KXJ
197 Tripura North Tripura CBZ-DMR 8-BK 34/4-5 E C M KXJ
198 Tripura North Tripura CBZ-DMR 9-BK 40/7-8 E C M KXJ
199 Tripura North Tripura CBZ-DMR 10-BK 42/4-5 T B-1 M KXJ
200 Tripura North Tripura DMR-PASG 11-BK 44/6-7 T C M KXJ
201 Tripura North Tripura DMR-PASG 12-BK 47/6-7 E C M KXJ
202 Tripura North Tripura DMR-PASG 13-BK 52/1-2 E C M KXJ
203 Tripura North Tripura DMR-PASG 14-BK 53/2-3 T C M KXJ
204 Tripura North Tripura PASG-PEC 15-BK 54/7-8 T C M KXJ
205 Tripura North Tripura ABSA-MGKM 30-BA 115/4-5 T B-1 M AGTL
206 Tripura North Tripura MGKM-TLMR 31-BA 142/4-5 E B-1 M AGTL
207 Tripura North Tripura MGKM-TLMR 32-BA 143/6-7 T SPL M AGTL
208 Tripura West Tripura TLMR-JRNA 33-BA 162/1-2 E C M AGTL
160
CANAL CROSSING-CC,
CATTLE CROSSING-D)
ENGINEER ADEN HQ
LOCATION RAILWAY
CLASSIFICATION OF
UN-MANNED9UM)
LEVEL CROSSING
ENGINEERING(E)
BLOCK SECTION
STATION CODE
MANNED(M)
TRAFFIC(T)
GATE NO.
DISTRICT
Sl. No.
STATE
(KM)
209 Tripura West Tripura JRNA-AGTL 34-BA 167/1-2 E C M AGTL
210 Tripura West Tripura JRNA-AGTL 35-BA 180/7-8 T C M AGTL
211 Assam Hailakandi KTX-HKD KB-1 1/9-2/0 T C M BP B
212 Assam Hailakandi KTX-HKD KB-2 15/5-6 E C M BP B
213 Assam Hailakandi HKD Yard KB-3 18/5-6 T C M BP B
214 Assam Hailakandi HKD Yard KB-4 19/6-7 T C M BP B
215 Assam Hailakandi HKD-LLBR KB-5 27/2-3 E C M BP B
218 Assam Hailakandi LLBR Yard KB-10 35/8-9 T C M BP B
219 Assam Hailakandi LLBR-BRHB KB-12 39/9-40/0 E C M BP B
220 Assam Hailakandi LLBR-BRHB KB-13 41/9-42/0 E C M BP B
221 Assam Hailakandi LLBR-BRHB KB-14 43/0-1 E C M BP B
228 Mizoram Kolasib LLBR-BRHB KB-33 82/9-83/0 T C M BP B
229 Assam Karimganj BRGM Yard KD-4 22/1-2 T C M KXJ
230 Assam Karimganj BRGM - DLCR KD-5 37/2-3 E C M KXJ
232 Assam Karimganj BRGM - DLCR KD-7 43/9-44/0 E C M KXJ
VP LIGHTING RESTRICTION
GUARDS : switch off electric supply to
luggage portion while train is on run.
PF STAFF : VP Coaches are to be charged
in stationary condition only during
loading and unloading. PF staff shall not
provide EFT connection to VP enroute.
161

WTT 94 Jpo Other Inform

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

WTT 94 Jpo Other Inform

Uploaded by

Copyright:

Available Formats

PUNCTUALITY - A GUIDE

1. Index to stations 1-2

5. CPK - HBN –MBO (BG) SECTION ( UP and DN) 70-72

IV. TRAIN EXAMINERS

IX. GDR CHECK LIST :

SN All Stations between Nodal point Procedure shall be Remarks

AIR BRAKE CONTINUITY TEST

JOINT CIRCULAR NO : 1 OF 2000

No. 537/RF/W-6/Pt.XV Dated : 4.12.2000

SUB : DETECTION. OF LOCOMOTIVES AND ROLLING STOCKS WITH FLAT TYRES

5. ENGINEERING STAFF AND GATEMAN

Sub:- Flat Tyres in Rolling Stock

Encl: As stated above

1.0. Basic guiding principles :

Joint Procedure Order

2. Speed restriction due to secondary outer flexi-coil spring breakage en-route

1. Only one spring is in broken condition.

3. Speed restriction for en-route deflated air condition in LHB coaches

4. Actuated FIBA device (Failure Indication cum Brake Application device

Following action to be taken in case of actuated FIBA device-

Sub : Locking of Guard’s Portion of Front SLR of Passenger carrying trains.

Compliance of the above instruction must be rigidly observed by all concerned.

-S/d- -S/d- -S/d- -S/d-

Coupling with CBC fitted Rake:

Coupling with Screw Coupling Rake:

Ref: Railway Board’s letter No.98/Safety(A&R)19/21 dated 28/02/2000.

No.T/369/O/R(JPO) Date: 24-04-2020

-S/d- -S/d- -S/d- -S/d- -S/d-

-S/d- -S/d- -S/d-

-S/d- -S/d- -S/d-

REVISED JURISDICTION OF ARTs

Type Target Time(Min)

S.N. Trouble Experienced Probable cause Remedial actions

(G. R. 371) Warner or Distant signals defective in the 'Off" position :-

(G.R. 3.74) Absence of a fixed signal or a signal without a light :-

Power ground, no load due to dynamic or,

PROCEDURE FOR BRAKE CONTINUITY TEST ON AIR BRAKE PASSENGER TRAINS

DETAILS OF NEUTRAL SECTION (RNY Division)

DETAILS OF NEUTRAL SECTION (LMG Division)

CONTROL LINE 500 m 250 m DJ OFF NEUTRAL DJ ON

DGU SP UP 41/11 41/23 41/37 41/39 41/41

1 BOXN 9748 22.47 58.81 81.28

Total Stations = 08 Maximum permissible speed = 75 kmph

Sl. Station C. S. L. in metres Platform capacity in coaches Type of Type of Standard

Sl. Station C. S. L. in metres Platform capacity in Type of Type of Standard

DHANSIRI Jn. - SUKHOVI UP

Mini- Dis- Train No. 15818 05605

SUKHOVI - DHANSIRI Jn. DN

Mini- Dis- Train No. 05606 15817

LEVEL CROSSING GATES OF LUMDING DIVISION

GATE (SPL. A, B1, B2, C,

LEVEL CROSSING GATES OF LUMDING DIVISION

GATE (SPL. A, B1, B2, C,

LEVEL CROSSING GATES OF LUMDING DIVISION

GATE (SPL. A, B1, B2, C,

LEVEL CROSSING GATES OF LUMDING DIVISION

GATE (SPL. A, B1, B2, C,

LEVEL CROSSING GATES OF LUMDING DIVISION

GATE (SPL. A, B1, B2, C,

You might also like