MATERIAL

PRO SM STUDY
GRS & BWM NOTES FOR PRO SMs
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INDEX
S.No Page No
PAPER I- GRS
1. Safety rules 01
2. Rules applying to railway servants generally 07
3. Classification of stations 08
4. System of working 10
5. Essentials of Absolute Block System 10
6. Signals 11
7. Hand signals 24
8. Detonating Signal 30
9. Warning signal 32
10. Boards 34
11. Indicators 41
12. Isolation 48
13. Interlocking 50
14. Points, Speed over facing points 53
15. Setting of points against occupied line 57
16. S&T/NM, Disconnection/ Reconnection 58
17. Conditions for granting Line Clear 62
18. Conditions for taking OFF signals 63
19. Putting Back of Signals 64
20. Complete arrival 65
21. Signal failure 66
22. Control and working of Stations 77
Working of Trains Generally
23. Standard Time 81
24. Working Time Table 81
25. Maximum Permissible Speed, Minimum permissible Running Time 82
26. Booked Speed 83
27. Speedometer 83
28. Caution order 84
29. Head Light/ Marker Light, Engine Pushing 91
30. Flasher Light, Side Lights 92
31. Tail Board/ Tail Lamp 93
32. Goods Train without BV /Guard 94
33. Hot axle 96
34. Train held up at FSS 97
35. Whistle codes 97
36. Duties of SM when Fouling Mark is not clear 99
37. Material Train 99
38. Track Maintenance Machine 101
39. Shunting 104
40. Securing of Vehicles 108
41. Marshalling order 111
42. Automatic Block system 115
43. Works of Short Duration 141
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44. Works of Long Duration 143

45. Line Block 144
46. Patrolling of lines 146
47. Causeways 149
48. Level Crossings 150
49. Electrified Section 153
50. Non interlocked working 160
PAPER II- BWM
1. Salient features of Absolute Block system, Means of communication 165
2. Types of Block Instruments, BCC 166
3. Train Signal Register 167
4. Private Number Book 169
5. Precedence of Trains, Description of Bell Codes 170
6. Various Authorities to Proceed in absolute Block System 178
7. T/369(3b), T/511 179
8. Push Button Type Tokenless Block Instrument 182
9. FM Handle Type Tokenless Block Instrument 190
10. SGE Lock and Block Instrument 197
11. Follow up action taken during failure of Block Instrument 206
12. Paper Line Clear Ticket 210
13. Sending relief engine into Obstructed Block section 214
14. TIC on Single Line 217
15. TIC on double line 220
16. Temporary Single line working on Double line 222
17. Authority to proceed without Line Clear 225
18. Train Divided 228
19. Train Parting 230
20. Working of Trolley 232
21. Working of Lorry 238
22. Working of OHE Ladder Trolley 238
23. Working of Rail Dolley 239
24. Motor Trolley 240
25. Panel Interlocking 247
26. Route Relay interlocking 251
27. Electronic Interlocking & VDU working 252
28. Emergency calling on route release 254
29. Block proving axle counter 255
30. Data Logger 257
31. Accidents 258
32. Accident Enquiries 270
33. Duties of SM during Accident 277
34. Miscellaneous 283
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SAFETY RULES
Safety Rules are framed for Safe and proper working of Trains. All Railway Servants shall
obey the Safety Rules
a) By the terms of employment and
b) Under Section 175 of ‘The Railways Act 1989’.
The safety rules are,
1. General Rules
2. Subsidiary Rules
3. Special Instructions
4. Approved Special Instructions
5. Station Working Rules
6. Miscellaneous Instructions
A. GENERAL RULES (GRS)
1. General Rules are framed by the Railway Board on behalf of the Government of India.
2. It was first issued in 1907 and revised in 1929 &1976.
3. It contains basic principles for safe Train operations.
4. It is applicable for all Zonal Railways and it shall not be violated.
5. They are printed in BOLD letters & Rule Numbers to the Left of the dot indicates Chapter
Number, Right of the dot indicates Rule Number.
(Ex: GR 3.38, 3 refers Chapter No, 38 refers Rule No)
6. There are 344 Rules in 18 Chapters.
7. The Chapters are,
1. Preliminary 10. The Following Train System
2. Rules applying to Railway 11. The Pilot Guard System
Servants generally.
3. Signals 12. The Train Staff and Ticket System
4. Working of Trains generally 13. The One Train Only System
5. Control and working of Stations 14. Block working
6. Accidents and Unusual 15. Permanent Way and Works
Occurrences
7. System of Working 16. Level Crossings
8. The Absolute Block System 17. Working of Trains on Electrified
Sections
9. The Automatic Block System 18. Miscellaneous
8. Corrections (Amendments) to this are issued by the Railway Board.
B. SUBSIDIARY RULES (SR)
1. Subsidiary Rules are issued by Authorised Officer. The Principal Chief Operations
Manager (PCOM) is the Authorised Officer for Southern Railway.
2. It explains or amplifies the General Rules and it shall not violate any GR.
3. It is applicable to a particular Zonal Railway.
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4. It is printed in smaller letters below the GR. Rule numbers are same that of GR with a
prefix SR. Ex: SR 14.25
5. Correction to SR shall be given only by the Authorised Officer.
C. SPECIAL INSTRUCTIONS
1. Special Instructions are,
- Issued by the Authorised Officer (PCOM)
- Issued from time to time
- For particular cases or special circumstances.
2. They are equally important as GR & SR.
3. It may be applicable for a Train, Signal, Station, Section, Division or Zone.
4. Example:
Special Instructions Example
for
1. Zone Accident Manual, Block Working Manual
2. Division Working Time Table
3. Section Instructions for Twin Single Line working
4. Station Shunting in the face of an approaching train
5. Train Running of Superfast Trains
6. Signal Provision of Signals on right hand side

D. APPROVED SPECIAL INSTRUCTIONS

1. They are Special Instructions prescribed or approved by the Commissioner of Railway
Safety (CRS).
2. Examples:
- Exemption of fixed signals at Stations.
- Reduction of Adequate Distance etc.

COMMISSIONER OF RAILWAY SAFETY

 Appointed under Section 5 of the Railways Act, 1989.
 Chief Commissioner of Railway Safety(CCRS) is assisted by 9 CRS‟
 The Head Quarters of CCRS is at LUCKNOW.
 CRS Southern Circle (SR& SWR), is headquartered at Bengaluru (SBC).
 CRS functions under the Ministry of Civil Aviation.
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E. STATION WORKING RULES (SWR)

1. SWR contains rules for working of Trains at a Station and between stations.
2. It shall be read in conjunction with GR&SR and shall not violate them.
3. Each Station shall be provided with a SWR applicable to that station. A copy shall be
available in Cabins and Level Crossing Gates concerned.
4. Railway Board has issued a standard format for preparation of SWR.
5. It is prepared and issued by the Office of the DRM.
6. Each page is signed by Sr.DOM/DOM, Sr. DSTE/DSTE.
7. In case of opening / remodelling a Station it is also signed by the DSTE in charge of
execution of the work.
8. In Electrified Sections, Instructions pertaining to working of 25KV Traction shall be
provided as Appendix G of SWR. It is signed by Sr.DOM/ DOM and Sr.DEE/DEE/TRD.
9. SWR of Special class Stations shall have the approval of CRS.
CONTENTS:
10. There are 12 Para‟s and 7 Appendices. They are
1) Station Working Rule Diagram, Permanent Way Layout Diagram
2) Description of the Station
3) System and Means of working.
4) System of signalling and interlocking.
5) Telecommunication.
6) System of Train working
7) Blocking of lines.
8) Shunting.
9) Abnormal working.
10) Visibility Test Object.
11) Essential equipments.
12) Names of Fog signalmen.
LIST OF APPENDICES:
A. Working of Level Crossing Gates
B. System of Signalling, Interlocking And Communication arrangements
C. Anti-Collision Device( Raksha Kavach)
D. Duties of Staff in each shift
E. List of Essential Equipments
F. Rules for working of Halts, IBH, IBSS & Outlying Sidings
G. Rules for working of Trains in Electrified Sections
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Corrections / Review
11. Maximum of 5 corrections are permitted to SWR. If 6th correction is required, a fresh
SWR shall be issued.
12. Index for correction memo shall be maintained.
13. Corrections shall be in the form of Page replacements.
14. SWR shall be reviewed once in five years, in the review brings any changes it shall be
issued afresh.
SM’s Responsibility
Incharge SM shall ensure
15. The SWR conforms the conditions at site.
16. Variations if any shall be reported to Sr.DOM/DOM for necessary corrections.
17. All Operating Staff at a Station shall understand and follows the SWR.
18. Before taking up independent duty they shall declare and sign in Declaration Register
kept for Station Masters & Other than Station Masters and Operating staff other than
Station Masters shall declare and sign with details of competency certificate in respective
declaration registers and SM incharge shall certify the same.
19. Fresh declaration shall be obtained, when
i) Any staff newly joins the Station,
ii) Any staff resumes duty after an absence of 15 consecutive days or more,
iii) Any changes in the SWR.
F. MISCELLENEOUS INSTRUCTIONS
Instructions that may be issued in the form of Gazette, Circulars, JPOs, SOBs, GOBs from
Railway Board, Zones, Division etc. Examples,
S. Circular/ Order Issued by Applicable to
No
1 Headquarters Safety PCSO/ PCOM Zonal Railway
circular
2 Divisional safety Circular Sr.DOM/ Sr.DSO Only for
Division
3 Operating circular Sr.DOM/DOM Only for
Division
4 Joint procedural Order More than one Department Officer at Zone/ Division
(JPO) Divisional/ Zonal level.
5 Standing Order Book (SOB) Zonal/ divisional Officer/ SS at Zone/
Station level/ any supervisory official Division/
at their level. Station/ Depot
6 General Order Book (GOB) Supervisory official Particular
Depot
7 Railway Gazette Railway Board Indian
Railways
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RULES APPLYING TO RAILWAY SERVANTS GENERALLY

1. RULES:
GRS Book is supplied (either as hard copy or electronic copy) to all the Railway Staff
connected with it. Such Staff shall,
1) Keep it updated with all corrections.
2) Keep it while on duty.
3) Produce the same when demanded by Superiors.
4) Be conversant with these Rules after passing prescribed examination.
5) Obey all the Rules and Special Instructions.
6) Report promptly to the Superiors wherever the Rules are breached.
2. DUTY: [GR/SR 2.07 TO GR/SR 2.09]
Every Railway Servant shall
1) Attend to his duty at such time and places as fixed by Railway Administration.
2) Not absent himself from duty.
3) Not exchange duty with other Railway Servants.
4) Not leave from duty unless properly relieved.
5) Not be in intoxicated state by consuming Alcohol, Sedative Drugs etc. while on duty.
6) Not consume Alcohol, Sedative Drugs, etc. within 8 hours before commencement of duty
and while on duty, if he/she is connected with Train Working.
3. CONDUCT: [GR/SR 2.10]
A Railway Servant shall
1) Wear prescribed Uniform and Badge.
2) Be neat and tidy.
3) Obey the lawful orders of superiors.
4) Not expect/accept illegal gratification.
5) Give assistance / correct information to Public.
6) Tell his/her Name and Designation, when asked
4. DUTY FOR SECURING SAFETY: [GR/SR 2.11]
Every Railway Servant shall
1) Report promptly to Superior, if he notices any occurrence affecting Safety.
2) Take all possible steps to prevent an Accident.
3) Not allow Train Movement into a Block Section, if Wind Velocity exceeds 41 Knots
OR 72 Kmph as shown in the Anemometer, wherever provided.
4) Render all possible assistance in case of an Accident.
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CLASSIFICATION OF STATIONS (G&SR 1.03)

Station means, any place on a line of Railway,
 At which traffic is dealt with or
 At which an authority to proceed is given under the system of working.
Stations are broadly classified into Block stations and Non-Block Stations.
BLOCK STATIONS
Block Stations are those,
 At which the LP must obtain an authority to proceed, under the system of working, to enter
the Block Section with his Train.
Block Stations are further classified as,
1. Class A Stations
 For granting Line Clear, line shall be clear for atleast 400 metres beyond the HOME Signal or
upto the Starter.
 Station Section is not available.
2. Class B Stations
 For granting Line Clear, the line shall be clear not only upto the First Stop Signal but also for an
adequate distance of NLT 180m.
 At the time of granting line clear, reception line need not be clear.
 Station Section is available.
3. Class C Stations
 For granting Line Clear, the whole of the preceding Train has passed complete atleast 400
metres beyond the HOME Signal and is continuing its journey.
 There is no Station section.
 It splits a lengthy Block section into two.
 Class C stations are classified into Intermediate Block Hut (IBH) and Intermediate Block Post
(IBP), IBP is remotely controlled by the Station in rear.
NON BLOCK STATIONS
 They are stopping places between two Block Stations and do not form boundary of any Block
Section and classified as Class D Stations.
 They are further divided into,
- Flag/ CNC Station: A Railway servant (Clerk in Charge) is available for issuing Tickets.
- Halt Station: A Private Agent shall be available for issuing Tickets.
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SPECIAL CLASS STATIONS

 Any station which cannot be worked under A, B, C or D conditions are termed as Special
Class Stations.
 SWR of Special Class Stations shall have the approval of CRS.

MINIMUM EQUIPMENT OF FIXED SIGNALS – MACL( GR 3.27)

CLASSIFICATION MINIMUM EQUIPMENT OF SIGNALS

SINGLE LINE DOUBLE LINE
CLASS B DISTANT, HOME & DISTANT, HOME &
STARTER* STARTER
CLASS C DISTANT, HOME DISTANT, HOME
Note:
i) Apart from above Signals, any other additional Signals can also be provided at a Station as
per the requirement.
ii) *Where the speed of the Train doesn‟t exceed 50 KMPH through the Station on Single Line,
Starter may be dispensed with under Approved Special Instructions.
STATION SECTION

1. There is no Station Section available in Class A and C Stations.

2. Station section is available normally in Class B Station where it is demarcated as below,
Section At a Multiple Aspect Station
Single Line Between Advanced Starters
Or
Between Shunting Limit Boards - If there is no Advanced Starter
Or
Between Outer Most Facing Points - If there is no Advanced Starter
or SLB
Double Line Between OMFP and LSS or
Between BSLB and LSS in either direction.

STATION LIMITS
Station Limit is
 The portion of a Railway between Outermost Signals or as prescribed by Special Instructions.
 Under the control of Station Master.
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SYSTEM OF WORKING
1. System of working means the system adopted for the time being for the working of Trains on
any portion of a Railway.
2. The following factors are considered for determining the system of working;
Safety, Speed, Traffic density, Geographical conditions, Technology upgradations.
3. In Indian Railways the following systems of working are in force.
1) The One Train only system
2) The Following Trains system
3) The Train-Staff and Ticket system Works on the Principle of Time Interval
4) The Pilot Guard system
5) The Absolute Block system
6) The Automatic Block system Works on the Principle of Space Interval
4. In Southern Railway the following systems of working are in force
1. The Absolute block system
2. The Automatic block system

For following any other System of working other than the above two, Special Instructions are
required.

ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM

1. Where trains are worked on the Absolute block System,
a) No train shall be allowed to leave a block station unless Line Clear has been received from
the block station in advance, and
b) On double lines such Line Clear shall not be given unless the line is clear, not only upto the
First Stop signal at the block station at which such Line Clear is given but also for an
adequate distance beyond it,
c) On single lines such Line Clear shall not be given unless the line is clear of trains running in
the same direction, not only upto the First Stop signal at the block station at which such
Line Clear is given, but also for an adequate distance beyond it, and is clear of trains
running in the direction towards the block station to which such Line Clear is given.
2. Unless otherwise directed by approved special instructions, the adequate distance referred to in
clauses b) and c) of sub-rule (1) shall not be less than-
a. 400 metres in case of two-aspect lower quadrant signalling or two-aspect colour light
signalling and
b. 180 metres in case of multiple-aspect signalling or modified lower quadrant signalling.
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SIGNALS

 Signals are used to control the movement of Trains.

 Signals are of four kinds,
1. Fixed Signals
2. Hand Signals
3. Detonating Signals and
4. Warning Signals
SIGNAL CLASSIFICATION

SIGNALS

FIXED DETONATING FLARE

HAND SIGNALS SIGNALS
SIGNALS SIGNALS

WARNING
PERMISSIVE SUBSIDIARY OTHER DETONATORS
&
SIGNALS SIGNALS SIGNALS 1. STOP ( AUDIBLE)
FUSEE
STOP 2. PROCEED
SIGNALS 3. PROCCED
1.DISTANT 1.CALLING WITH
2.INNER ON 1.GSS CAUTION
DISTATNT 2. SHUNT 2. IBSS 4. STARTING
5. ALL READY
6. ALL RIGHT
DESPATCH
RECEPTION 7.COMPLETE
ARRIVAL
REPEATING
SIGNAL 8. HOT AXLE
1.HOME 1. STARTER 9. PARTING
2 ROUTING 2. INTER 10. MOVE
STARTER AWAY
3.ADVANCED 11. MOVE
STARTER TOWRDS
12.COUPLING

FIXED SIGNALS
 Definition: Fixed Signal means a Signal of fixed location, indicating a condition affecting the
movement of a train and includes,
 A semaphore arm or
 Disc or
 Fixed light for use by day and fixed light for use by night.
 They shall be placed on the Left Hand Side of the Track or above the line.
 Under SPECIAL INSTRUCTIONS they may be provided on the Right Hand side.
 All Stations shall be provided with Fixed Signals except at Stations,
i) Worked under The One Train Only System.
ii) As exempted by CRS.
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 Before brought into use all fixed Signals shall be passed by CRS.
 Fixed Signals may be Two Aspect or Multiple Aspect.
i) TWO ASPECT SIGNALLING : it is a Signalling arrangement in which Signal displays
any one of the two aspects at a time.
ii) MULTIPLE ASPECT SIGNALLING: It is a Signalling arrangement in which Signal
displays any one of the Three or More aspects at a time. Every Signal shall be Pre-
warned by the aspect of the previous Signal(s).
 Colour Light Signals
a) It may have two or three or four aspects.
b) Marker Plates or Marker Lights may be provided below the Signals.
 Aspects displayed by the Fixed Colour Light Signal shall be same by Day and Night.
 ASPECT & INDICATION OF A SIGNAL
i) ASPECT: Means appearance of the Signal as seen by the LP of an approaching Train.
(i.e. colour of the light). It shall be any one of the following – Stop (Red), Caution (Yellow),
Attention ( double Yellow) and Proceed (Green)
ii) INDICATION: Means the information/ meaning conveyed by the Aspect of the Signal.
 IN REAR/ IN ADVANCE OF A SIGNAL
i) In Rear of a Signal: it is the portion of the line leading upto the Signal. The LP of the
Train approaching the signal is said to be in rear of a signal till he passes the signal.
ii) In Advance of a Signal: it is the portion of the line beyond the Signal. The LP of the
Train is said to be in Advance of a signal after he passes the Signal.
This portion is protected by the Signal if it is a Stop Signal.
 ON & OFF Aspects
i) ON aspect means the most restrictive aspect of a Signal.
ii) OFF aspect means any prescribed aspect other than the most restrictive aspect of that
signal.

NORMAL ASPECT OF SIGNALS

1) Except under Approved Special Instructions, Fixed Signals shall always show their most
restrictive aspect in their normal position.
2) Normal Aspect of an Automatic Stop Signal is Proceed. However, if next Signal is a Manual
Stop Signal, Normal Aspect may be Caution or Attention.

ADEQUATE DISTANCE
1. It is the Distance sufficient to ensure safety.
2. It shall be ensured in the following occasions,
A. Before granting Line Clear
[Block Overlap]
1. Adequate distance ensured before
granting Line Clear.
2. In Class B stations with Multiple
Aspect signalling, it shall be not less
than 180 metres from FSS.
3. It may be reduced by CRS.
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B. Before taking OFF HOME Signal
[Signal Overlap]
1. Adequate distance ensured before taking
OFF Home Signal.
2. In Class B stations with Multiple Aspect
signalling, it shall be NLT 120 metres,
calculated from
 The Trailing points in Single Line
 From Starter in Double Line.
3. It may be reduced by CRS.
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MULTIPLE ASPECT COLOUR LIGHT SIGNALS

DISTANT (GR 3.07)
1. It is a Permissive Signal and identified with P Marker.
2. It is provided at an adequate distance of not less than 1000metres in rear of FSS (HOME) or
Intermediate Block Stop Signal (IBSS) or Gate Stop Signal (GSS).
3. It pre-warns the aspect of FSS or IBSS or GSS.
4. Aspects and Indications of Distant signal pre-warning a Home Signal:-
ASPECT INDICATION

A. Caution (ON) Proceed and be prepared to stop at the next Stop Signal
[Yellow]
B. Attention (OFF) Proceed and be prepared to pass the next stop signal at
[Double Yellow] restricted speed as prescribed by Special Instructions
and
(i) Be prepared to stop at main line starter or
(ii) Be prepared to stop at loop line starter or
(iii) Pass run through on the loop line.
C. Proceed (OFF) Block Section ahead is clear, pass run through via Main
[Green] line.

5. Wherever Distant is provided Passenger Warning Board can be dispensed with.

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6. COMBINATION OF SIGNALS:
Under Approved Special Instructions a colour light Distant may be combined with Gate Stop
Signal or IBSS or LSS. Then the normal aspect of the Signal is Stop.
Examples
LSS CUM DISTANT:
a) Distant signal is combined with LSS of the Station in rear.
b) It is a Stop signal and P marker plate shall be dispensed with.
c) It works as the LSS till line clear is obtained.
d) As long as Line Clear not obtained it shall work as LSS.
e) Once Line Clear obtained works as Distant signal for the stop signal in advance.
GATE CUM DISTANT:
a) Distant signal is combined with Gate Stop Signal.
b) It is a Stop signal and P Marker shall be dispensed with.
c) G Marker may be provided.
d) It works as the Gate Stop Signal till the LC gate is open.
e) Once the LC Gate is closed, it works as Distant signal for the stop signal in advance.
INNER DISTANT
1. Where required more than one Distant may be provided in rear of FSS/IBSS/GSS.
2. In such cases the Distant located as outermost Signal at an adequate distance of 2000m in rear
of FSS/IBSS/GSS.
3. It will exhibit attention and proceed aspects only.
4. The Signal in advance of Distant is called Inner Distant and it will show Caution, Attention and
proceed aspects and it is identified by P Marker.
5. When Inner Distant shows Proceed Train is run through via Main line.
6. Where Inner Distant provided Goods Warning Board may be dispensed with.
7. ASPECTS AND INDICATION - INNER DISTANT AREA
Indication to LP Distant Inner Home Starter Advanced
Distant Starter
Stop at Home Double Yellow Red Red Red
Yellow
Stop at main Green Double Yellow Red Red
line Starter Yellow
Stop at Loop Double Double Yellow Red or Red or
line starter or Yellow Yellow with Yellow Green
Run through on Route
Loop line Indicator
Run through on Green Green Green Green Green
Main line
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RECEPTION STOP SIGNALS ( GR 3.09)

HOME SIGNAL
1. It is the First Stop Signal (FSS) controlling the movement of Trains approaching a Station.
2. It is provided outside all Points and Connections at a distance of
a) Single Line: NLT 300m from Outer Most Facing Points(OMFP) or
NLT 180m from Opposing Advanced Starter or Shunting Limit
Board.
b) Double Line: NLT 180m in rear of OMFP or Block Section Limit Board.
3. It is interlocked with Points. When taken OFF,
a) It ensures correct setting and locking of Facing & Trailing Points over the line of
reception.
b) It indicates the road of reception.
4. It is provided with suitable Route Indicator, Calling ON signal and Signal Post
Telephone (SPT).
5. Adequate Distance for granting Line Clear shall be from the Home signal.
6. Aspects and Indications:
ASPECT INDICATION
A. Stop (ON) [Red] Stop dead.
B. Caution (OFF) [Yellow] Proceed with Caution and be
prepared to stop at next stop Signal.
C. Proceed (OFF) [Green] Proceed.
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ROUTING SIGNAL
1. It is a Reception Stop Signal.
2. It is provided when Home Signal due to its inconvenient position is unable to indicate the road
of reception.
3. It indicates the LP, which of the two or more diverging routes is set for him.
DEPARTURE STOP SIGNALS( GR 3.10)
STARTER
1. It is a Departure Stop Signal, controlling the movement of Train leaving a Station.
2. Where Advanced Starter is provided, Starter protects the first facing points or fouling
mark.
3. When a Train leaving a Station is guided by only one starting Signal, it is the last stop Signal of
the station and it is called Starter.
4. Where Starter is the LSS,
a. It controls the entry of trains into the next block section.
b. With Approved special instructions it may be provided inside the connections also.
5. Aspects and Indications:
a) Loop line - Stop and Caution
b) Main line - Stop, Caution and Proceed

MAIN LINE STARTER LOOP LINE STARTER

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INTERMEDIATE-STARTER
1. It is a Departure Stop Signal.
2. It may be provided in between Starter and Advanced Starter to protect any converging/
diverging points.
ADVANCED STARTER
1. It is a Departure Stop Signal.
2. When a Train leaving a Station is guided by more than one starting Signal, the outer most
starting Signal is the Last stop Signal and is called Advanced Starter.
3. Advanced Starter shall be interlocked with Block instrument/ Track Circuit / Axle Counters.
4. It controls the entry of a Train into the next Block Section.
5. It is normally placed outside all Connections and is provided at a distance of,
i) On Single lines: NLT 120metres from Outer most Points or 180 metres from
Opposing FSS.
ii) On Double lines: NLT 120metres from Starter.
6. It may be interlocked with/ protecting any Points.

SUBSIDIARY SIGNALS
CALLING - ON SIGNAL( GR 3.13)

1. It is a Subsidiary Signal and identified by C Marker.

2. It shall be provided below a Reception Stop Signal. Under Approved Special Instructions it
may be provided below any stop signal except LSS.
3. It shall be taken off during ,
i) Failure of the Stop signal below which it is provided
ii) Reception of a Train on an obstructed line.
4. It shall be taken OFF only when the Train has come to a Stop at the foot of the Signal.
 19

5. Aspects and Indications:

Aspects Indications

ON No light LP shall obey the aspect of the Stop Signal.

Miniature Yellow light. Stop and draw ahead with caution and be
OFF
(proceed slow) prepared to stop short of any obstruction

SHUNT SIGNAL( GR 3.14)

1. It is a Subsidiary Signal.
2. It is used to control Shunt movements.
3. Position light Type shunt signal is provided in colour light territory.
4. It may be placed on a Post by itself or below any Stop Signal except FSS.
5. More than one shunt Signal may be placed on the same post. If placed so, the top most Signal
refers to the left extreme line and so on.
6. A White Arrow Indicates, for which line the Shunt Signal is provided.
7. Aspects and Indications:
Aspect Indication
ON Horizontal Position of Two Stop dead.
White Lights
On a Separate Post OFF Inclined or Oblique Proceed with Caution
position of Two white for Shunting.
Lights
Below a Stop Signal ON No Light Obey the Aspect of
Stop signal
OFF Inclined or Oblique Proceed with Caution
position of Two white for Shunting.
Lights
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ON A SEPARATE POST

BELOW A STOP SIGNAL

REPEATING SIGNAL (GR3.16)

1. It repeats the aspects of a fixed Signal in advance.
2. It is identified by illuminated R marker.
3. Aspects and indications:
Aspects Indications
Signal which it repeats is
ON Yellow light.
at ‘ON’.
Signal which it repeats is
OFF Green light.
at ‘OFF’.
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GATE STOP SIGNAL (GSS) (GR 3.34)

1. It is identified by G Marker.
2. Every Level Crossing Gates shall be provided with Gate Stop signal, except when it is,
i) Exempted under Approved Special Instructions.
ii) Interlocked with Station Signals.
3. It shall be provided at an adequate distance of 180 metres in rear of LC.
4. G marker may be dispensed with in the following cases, under Special Instructions,
i) Gate Stop Signal controls the entry of a Train into Rail Cum Road Bridge,
ii) When there is a bridge between the Gate Stop Signal and the Gate,
iii) Gate Stop Signal protecting Points.
5. GSS will show either Stop or Proceed aspects only.
a. Stop - when the Gate is open for road traffic.
b. Proceed- when the Gate is closed against road traffic.
 22

INTERMEDIATE BLOCK STOP SIGNAL (IBSS)

1. It is the HOME Signal provided at an Intermediate Block Post [IBP].

2. IBP is a Class C Station available in Single, Double and Multiple Lines.
3. It is identified by IB Marker.
4. It splits a lengthy Block Section into Two and controls the entry of a Train into the Block Section
between IBP and Station in advance.
5. It is remotely controlled by the SM of the Station in rear.
6. On a Double line, Axle Counters or Continuous Track Circuits are provided between the LSS of
rear Station and 400 meters beyond IBSS.
7. In Single line, the line between two adjacent Block Stations divided into TWO SUB
SECTIONS,
a. The first section (LSS of Station in rear to IBSS) is termed as Station controlled
Intermediate Block section.
b. The second section (IBSS to FSS of Station in advance) is termed as Block
controlled Intermediate Block Section
8. Before taking OFF IBSS, SM in rear shall,
i) Double line - Obtain Line Clear from Station in advance.
ii) Single line - Establish Direction of Traffic first and then obtain line clear.

9. Signal Post Telephone is provided below IBSS to contact the SM in rear.

 23

Markers and Signs

 For using Markers and signs other than those prescribed in GR 3.17, approval of
Railway Board shall be obtained

Signal Out of Use( 3.18): When a fixed signal is not in use it shall be distinguished by
two crossed bars each being not less than 1 meter long and 10cms wide.

Sighting Committee (SR 3.26)

1. It consists of Transportation Inspector (TI), Loco Inspector (LI), and Signal

Inspector (SI).
2. Every new erected or resited signals shall be inspected and certified fit by sighting
committee before it is brought into use.
3. The visibility of the signals on a section shall be inspected by sighting committee
both during day and night, once in every quarter and joint report shall be
submitted by DSO/ DME/ DSTE.
 24

HAND SIGNALS

Hand Signals are used to control the movement of Trains. Hand signals are exhibited,
 During day: By showing a flag or flags (Red and Green). Hands shall be used in
emergencies only when flags are not available.
 During night: (i) By showing a RED or GREEN or WHITE light
(ii) Red or Green light shall be either static or flashing type.
Every Railway servant connected with the movement of Trains shall have,
a. the correct knowledge of Hand signals
b. necessary hand signals while on duty
c. Walkie-talkie sets shall not be used in place of Hand signals.
Hand signals used are of the following types,
1. Stop hand Signal 7. Complete Arrival hand Signal
2. Proceed hand Signal 8. Hot Axle hand Signal
3. Proceed with Caution 9. Parting hand Signal
hand Signal
4. All ready hand Signal 10. Hand Signals for shunting a.
5. Starting hand Signal Move away
6. All Right hand Signal b. Move towards
c. Coupling

1. STOP HAND SIGNAL (GR 3.53)

a. It indicates Stop Dead.
Day Night
By showing a Red Flag By showing
OR a) A Red light OR
By raising both arms above b) Violently waving a white light
the Head. horizontally across the body of the
person showing the Signal.[ white light
shall be used only when red light is not
available]

OCCASIONS
a. When the Distant or Home signal fails in OFF aspect, a Competent Railway Servant shall be
posted at the foot the signal to show Stop Hand signal.
b. When a Train is not proceeding in a safe and proper manner SM or Pointsman shall show Stop
hand signal to Train crew and Stop the Train.
 25

c. When receiving a Train on an obstructed line, it shall be stopped at 45m short of obstruction by
showing Stop Hand signal and hand signalled further by Competent Railway Servant.
d. When a Train stopped without clearing fouling mark Guard or LP shall show Stop Hand signal
to the SM.
e. At works of short duration and Protection of any obstruction Or Accident spot, 45m away from
the last detonator a Stop Hand Signal shall be arranged.
f. In any other occasion when there is a need to stop a Train.
2. PROCEED HAND SIGNAL( GR 3.54)
a. It indicates Proceed.
Day Night
By holding a Green Flag By holding a Green Light steadily above
OR the Shoulder
By holding one arm steadily.
b. OCCASIONS SHOWN
Defective Signals:
i) At the foot of defective Starter/ Advanced Starter Protecting any points/ shunt Signal/ SPI/
GSS without G Marker plate inside Station limits- Authority + PHS.
ii) At the foot of defective reception Stop Signal when with T/369(1) is issued.
By Fog Signalman:
iii) For a Train leaving the Station after exploding the Detonators in Single line.
By Guard to LP:
iv) When Engine Pushing.
v) Before detaching TE of a Goods Train in Midsection.
3. PROCEED WITH CAUTION SIGNAL(GR 3.55)
a. It indicates – Proceed slowly further reducing the speed.
Day Night
By waving a Green Flag By waving Green light vertically up and
vertically up and down down.
OR
By waving arm vertically up
and down.
b. To reduce speed further it shall be shown at slower rate.
c. Occasions Shown
i) By Competent Rly servant when Distant Signal failed in OFF aspect and Caution order
issued by the SM in rear for the same.
ii) At LCs- during GSS with G marker fails.
iii)Works of Short duration/ Long duration by Engineering officials.
 26

4. ALL READY SIGNAL [SR 3.54 (i)]

a. It indicates that everything is ready for the Train movement in connection with which it is
given.
Day Night
By smartly waving a Green By waving a Green light three times
Flag three times overhead overhead from side to side, after a pause,
from side to side, after a two times vertically up and down.
pause, two times vertically up
and down.
b. Occasions exchanged:
i) Between SM and Points man, after correct setting and locking of Non- Interlocked
Points for a train, before taking OFF Signals.
ii) Between SM and Gateman, after closing and securing the Non- Interlocked Gate located
inside FSS against road traffic.
iii)Between Guard and LP before restarting a Train from Midsection.
5. STARTING SIGNAL[SR 4.35]
a. It indicates that LP shall start the Train.
Day Night
By blowing the Whistle and By blowing the Whistle and waving a
waving a Green Flag Green light overhead from side to side.
overhead from side to side.

b. It is given by the Guard to LP to start the Train,

i) At Stations
ii) Outside Station limits after being stopped and restarted.
c. Loco Pilot shall acknowledge it by giving __ • whistle and Start the Train.
d. It is given normally on the Platform side. If it is not visible to LP due to Curve, overhead
structure etc., it shall be given on the side where it can be seen.
e. Guard shall give starting Signal only after he gets permission from the SM.
NOTE: For starting the Trains, the SM shall give permission to the Guard by informing through
VHF Set duly establishing the Identity of the speaker.
 27

6. ALL RIGHT SIGNAL[ GR/SR 4.42 & 4.43]

a. It indicates that the Train is proceeding in a safe and proper manner.
Day Night
By holding out a Green Flag By waving a Green light horizontally.
horizontally.

b. Occasions
1. Exchanged between
a. Station Staff and Train Crew & Guard on both sides of a Train, while passing through a
station.
b. Guard and LP after the Train passed the platform and before the Train passes the Station
Limit.
c. Guards of Trains on Double line.
2. In the following occasions Guard shall give All right and LP shall acknowledge by one long
whistle and proceed,
a. After restarting a Train from Midsection.
b. After passing safe over the summit of a ghat.
c. After the Train passes a caution spot.
3. The SM on duty after exchanging All-Right Signal with the crew and Guard of the train shall
make an endorsement in the remarks column of the TSR to the effect that Exchanged
All-Right Signal for the train.
4. If for any valid reason the SM is not able to exchange All-Right Signal with the Loco Pilot and
the Guard of a run through train, the reason shall be recorded in the TSR.
NOT EXCHANGED
5. If Guard/ LP not exchanged All Right Signal with SM, he shall verify with the staff on the off
side/cabin that whether All Right signal exchanged.
6. If it is not exchanged with any Station staff, the Train shall be treated as Runaway Train and
stopped at next Block station.
7. If the SM on duty fails to exchange All-Right signal with the Train Crew of a run
through train, the LP& Guard of the train shall exercise extra caution to ensure
that all is right for the train to run through and record the same in their rough
journal.
8. If LP does not receive All Right signal from Guard/ station staff LP shall give two short whistles.
 28

9. EXEMPTION
 Cabins in large yards where frequent shunting is performed need not show ‘All
Right’ Signal to LP & GD.
 It shall be mentioned in SWR. Such cabins shall be notified to LP & GD.
 They shall show danger Signal to LP & GD, if anything wrong with the train.
 All other cabins shall exchange ‘All Right’ Signal to LP & GD of the train.

All Ready, All Right and Starting Signals may be given by the Guard to the LP using Walkie
– Talkie sets where it is not possible to exchange signals physically due to curvature or other
obstructions etc.,
7. COMPLETE ARRIVAL SIGNAL[ SR 14.10]
a. It indicates that the Train has arrived complete and berthed clear of Fouling Mark.
Day Night
By waving the arm four times By waving a White light four times above
above head from side to side. head from side to side.
b. It is given by the Guard and acknowledged by SM in the same manner.
8. HOT AXLE SIGNAL[SR 4.29]
a. It indicates the impending derailment due to Hot Axle.
Day Night
By waving the Red Flag in a By waving the Red light in a wide arc
wide arc manner from left to manner from left to right across the chest.
right across the chest.
b. It shall be shown by the Station staff, Gatemen or other Railway employees to the LP/ Guard to
indicate Hot Axle.
c. It shall be shown to indicate crew and Guard that the defect is only on the Rolling stock,
not on Permanent Way.
9. PARTING SIGNAL[ GR 6.08 & SR 2.11]
a. It is shown to indicate the Train has parted.
BETWEEN GUARD AND LP
Day Night
By waving the Green Flag OR By waving a White light vertically up and
Arm vertically up and down down as high and as low as possible.
as high and as low as
possible.
b. Any other Railway servants noticing Train parting shall attract the attention of Guard/ LP by
shouting and shall not show stop Signal towards LP.
 29

c. Hand signal shall be shown ,

BY ANY OTHER RAILWAY SERVANT
Day Night
By putting both hands By waving a White light vertically up and
together above head and down as high and as low as possible.
separating them quickly.

10. HAND SIGNAL TO ACKNOWLEDGE INCOMPLETE ARRIVAL [SR6.09]

1. When LP proceed with the front portion of divided/ parted portion, he shall,
a. He shall stop at the outer most facing points and sound ____ 0 ____0 whistle
b. It indicates that the Train has arrived incomplete
2. The SM shall acknowledge by waving a red flag by day and red lamp by night, four times
over head from side to side.
11. HAND SIGNALS FOR SHUNTING[ GR 3.56]
In addition to the stop hand signal the following hand signals shall be used for
controlling shunt movements.
A. MOVE AWAY FROM THE PERSON SIGNALLING
Day Night
By moving a Green Flag By moving a Green light slowly up and
OR down.
One arm steadily up and
down.

B. MOVE TOWARDS THE PERSON SIGNALLING

Day Night
By moving a Green Flag
OR By moving a Green light
One arm from side to side from side to side across the body.
across the body.
 30

C. MOVE SLOWLY FOR COUPLING

Day Night
Given by holding a Green &
Red Flags above head
OR By holding a Green light above head and
Raising both hands over head moving it by twisting the wrist.
and moving towards and
away from each other

DETONATING SIGNAL (3.59)

DETONATORS
1. Detonator is an AUDIBLE SIGNAL and otherwise known as FOG SIGNAL.
2. It is used for,
a. Fog signalling- When fog prevails
b. Protection- During accident, obstruction and failures
3. Detonator shall be fixed on the Rails with its label facing upwards.
4. When an Engine or a Vehicle passes over them, they explode with a loud sound so as to attract
the LP‟s attention.
5. A Case containing 10 Detonators shall be supplied, to the following staff on duty,
i) Guard, LP, Gatemen, Gang mate, Keyman, Patrolman, Bridge watchman, Official-in-charge of
Trolley/ Lorry/ Motor Trolley etc. - for protecting an obstruction.
ii) Cabin SMs / Station Masters- for Fog Signalling.
6. Life of Detonators: The normal life of Detonator is 5 years from the year of manufacture and
maximum life is 8 years.
7. After the Normal life, Two Detonators from each Batch/ Lot shall be tested.
8. Test shall be done by placing Detonator below an Empty wagon running at a speed of
8 to 10 KMPH and no person allowed within 45m from Detonator.
9. If the test results are satisfactory, Life shall be extended for one more year.
10. Such tests shall be repeated every year and Life can be extended for a maximum Three
Years.
11. If the results are not satisfactory, the Whole Batch /Lot shall be withdrawn.
12. All such Time expired/ Unserviceable Detonators shall be destroyed in the presence of Gazetted
Officer/ Senior Supervisor as follows,
i) By detonating under the wagons during shunting.
ii) By burning them in Incinerator.
iii)By soaking them in Mineral Oil for 48 hours and throwing them, one by one into Fire.
iv) By throwing them into deep Sea.
 31

FOG SIGNALLING

1. In Thick / Foggy/ Tempestuous Weather when visibility is not clear, SM shall arrange for Fog
Signalling to warn the LP about the location of FSS.
2. To decide whether the visibility is impaired or not, a Visibility Test Object (VTO) shall be
provided at every Station.
3. VTO of a station shall be mentioned in SWR.
4. The VTO shall be located at not less than 180m from the centre of SM‟s office and it may be,
i) A Visibility Test Post (VTP) - Vertical Post painted Black & White alternatively &
illuminated during Night.
ii) The Arm by day or the light/backlight by night of a Semaphore Arm
iii) The light of a fixed Colour light Signal both by Day & Night.
5. VTO distance of 180m may be reduced by Railway Board.
6. When VTO is not visible, SM shall
i) Ensure Signals are lit,
ii) Send Fog Signal Man to either side with Hand Signals & Detonators for Fog Signalling.
7. FOG SIGNAL POST: It is erected at all Stations at 270m in rear of FSS; they are painted
alternatively Black & White.
8. Fog Signalmen shall,
i) Place Two Detonators on the Rails, 10m apart, at the Fog Signal Post.
ii) After placing, stand at 45m (Safety Radius) away from the last Detonator.
9. When an approaching Train explodes the Detonator, LP shall,
a) Control the speed of the Train
b) Look out for the Aspect of FSS.
10. On single lines, Fog Signalman shall show Proceed Hand Signal to LP of Trains leaving the
Station.
11. FOG SIGNALLING NOT NECESSARY IN THE FOLLOWING CASES:
a) In Sections where a reliable Fog Safe Device provided on Locos.
b) In Sections where Double Distant Signals are provided.
c) Where the speed of the Section is less than 50KMPH and but more than 15KMPH&
first Signal of the Station is not a Stop Signal.
d) Where the Maximum speed in the Station Section is upto 15KMPH even if Pre-
warning Signal is not available, but Warning Boards exists.
e) In Automatic Signalling Territory.
f) At Gate Signal
g) At Departure Signal
h) At the Site(s) of Temporary Speed Restrictions.
 32

DETONATOR REGISTER:
1. Detonator Register has 4 parts as follows:
a. Part I- Particulars of Fog Signal Men at the Station and their assurance.
b. Part II- Particulars of receipt and stock of Detonators
(Opening Balance + Receipt - Usage = Closing Balance)
c. Part III- Periods of Fog, Fog signalman on Duty, Detonators used, etc.
d. Part IV- Issue & Testing of Detonators at Station/Depot.
2. Railway servants concerned with the use of Detonators shall be tested once in 3 Months
on their knowledge of using Detonators.
3. An assurance shall also be obtained from them in Part I of the Register.

WARNING SIGNALS (GR 3.65)

Warning signals are used to warn the LP of an approaching Train about an obstruction. It is given,
a. During Day- With a Red Flag.
b. During Night- With a Red Flashing Hand Signal Lamp.
c. If Red Flashing Hand Signal Lamp is Not Available a FUSEE may be used.
FUSEE
1. It is an ILLUMINATING SIGNAL, also known as FLARE SIGNAL.
2. When lighted, it emits RED FLAME for 7 minutes even in heavy Rain.
3. After lighting, it shall be placed at a suitable spot so that it shall be visible to LP.
Note: even after placing the Fusee, atleast one Detonator shall be placed as far away as possible
from the obstruction.
LIFE OF FUSEE
1. Normal life of Fusee is 7 years from the year of manufacture.
2. After the Normal life, one Fusee from each Batch of a particular year shall be tested.
 33

3. If result is not satisfactory, 2 more Fusees shall be tested from same Batch.
4. If result is satisfactory, life can be extended for one more year.
5. There is NO PRESCRIBED MAXIMUM LIFE for Fusee.
6. In case the tests are not successful, whole stock from the particular year shall be replaced.
Destruction of Fusee: Unserviceable Fusees can be destroyed by burning them in Coal Fire,
putting not more than 3 Fusees at a time.
SUPPLY OF FUSEE

i) On Multiple/ Automatic/ Sub-Urban/ Double/ Ghat Sections

a. One Fusee supplied to LP, Guard and Patrolman.
b. Three Fusees supplied to Gateman.
ii) On Single Line Sections
a. One Fusee supplied to Gateman.
Testing the Knowledge:
Staff concerned shall be tested once in 3 months for their knowledge of use of Fusee.
 34

BOARDS
1. STATION WARNING BOARD [ GR 3.31]

a. It is a square board, painted white with black circle at the middle.

b. It is provided at 1200m in rear of Class D (Flag/ Halt) stations.
c. It warns the LP during thick or foggy weather that he is approaching a Flag/Halt Station.
d. LP shall stop the Trains at class D stations where they are booked to stop, at the
platform or at the usual berthing place.

2. PASSENGER WARNING BOARD [SR 3.78(iii) (a)]

a. It is a Rectangular board alternately painted Yellow and Black diagonally.

b. It is provided at NLT 1000m in rear of FSS/IBSS/GSS.
c. It warns the LP of a Passenger Train that he is approaching a stop Signal.
 35

d. If LP could not get the indication of the Stop Signal ahead from this board, he shall control
his Train as if the Signal is at ON.
e. If Distant is provided at NLT 1000m this board is dispensed with.
3. GOODS WARNING BOARD [SR 3.78(iii) (b)]

a. It is a Rectangular board painted Black, with a yellow ring at centre, two horizontal yellow
bars above and below it.
b. It is provided at NLT 1400m in rear of FSS/IBSS/GSS in all BG sections.
c. It warns the LP of a Goods Train that he is approaching a Stop Signal.
d. If LP could not get the indication of the Stop Signal ahead from this board, he shall control
his Train as if the Signal is at ON.
e. If Inner Distant is provided this board is dispensed with.
4. SHUNTING WARNING BOARD [SR 8.09 (ii) ]

a. It is Diagonal board alternately painted Yellow and Black.

b. It is provided in rear of FSS at certain Class B Single Line Stations where shunting in the face
of an approaching Train may be permitted.
c. Its provision and working shall be indicated in SWR.
 36

d. It warns the LP of an approaching Train that, shunting in face of his Train is permitted in that
station.
5. SHUNTING LIMIT BOARD [GR 3.32 (1)]

a. It is a Rectangular Yellow board with a Black Cross, with words SHUNTING LIMIT painted
below.
b. It may be provided at Class B stations on Single Lines, in lieu of Advanced Starters.
c. It is provided at NLT 180 m in advance of FSS, facing the Station.
d. It demarcates the Station Section and Block Section.

6. BLOCK SECTION LIMIT BOARD ( GR 3.32)

 37

a. It is a Rectangular board painted Yellow with a Black Cross, with words BLOCK SECTION
LIMIT painted below.
b. It is provided at Class B stations on Double Lines with Multiple Aspect signals,
i) Where there are No Points OR
ii) Outer Most Points at the approaching end are Trailing.
c. It is provided at NLT 180 m in advance of FSS facing the station.
d. It demarcates the Block Section Limit.
7. STOP BOARD [SR 3.38(iii)]

S
T
O
P

a. It is a Rectangular board painted Yellow with letters STOP in black .

b. It is provided,
 For each reception line at certain goods yards which are declared as
terminal yards under special instructions.
 At regular coaching Terminals,
 For wrong direction on Double line.
c. The adequate distance for taking off goods home signal is reckoned from the Stop Board to
the Fouling Mark with the approval from CRS.
d. If the Stop Board is fixed at the Fouling Mark, the adequate distance for taking off goods
home signal becomes zero.
e. The speed of incoming Train is restricted to 10 KMPH inside the station section, necessary
Speed indicator shall be provided below the Home Signal.
f. At coaching terminals, if standard buffers are provided, stop boards may be dispensed with.
 38

8. W BOARD [SR 4.50 (ii) (3)(b) (ii)

a. It is a Square board painted Yellow with letter W in Black.

b. It is provided at 600m in rear of curve, cutting, tunnel where the view of the Track
ahead is obstructed.
c. LP shall whistle continuously from the approach of this board till he gets clear view of
the Track.
9. W/L BOARD[ SR 4.50(ii)(3)(i)]

W/L

a. It is a Square board painted Yellow with letter W/L in black.

b. It is provided at 600m in rear of
 All unmanned LC Gates.
 Manned LCs where view of the line is not clear from the LC.
c. LP shall give intermittent long whistle from the approach of this board till the approach of
Repeater Whistle Board.
 39

10. REPEATER WHISTLE BOARD

R W/L

a. It is provided, at a distance of 250m from,

 All Unmanned LCs & also at Manned LCs where clear view of the Track
is not available.
b. From the approach of this board the LP shall give continuous whistle till he passes the
LC(s).
11. CAUTION INDICATION &TERMINATION INDICATION BOARD

C T

a. Caution Indication board is a Square board painted Yellow with letter C in Black.
b. It is provided at 600m in rear of vulnerable spots.
c. LP shall keep his Train under control and take his Train with caution over these places.
d. Termination Indication board is a Square board painted Yellow with letter T in
Black.
e. It is provided at 600m in advance of the vulnerable spot.
f. It indicates the LP that the Train has passed the vulnerable spot.
g. Both these boards are provided during Monsoon Seasons.
h. They are reflective type and need not be lit during Night.
 40

CATCH SIDING

1. Where the station section is located on a falling gradient, Catch siding may be provided.
2. Also known as Kopcke Siding, they are intended to catch vehicles, escaping from other
Stations or parted portion coming out of control from the adjacent Block Section.
3. Catch siding protects the Station Section.
4. The length of Catch Siding is equal to the longest Goods Train of the Section.
5. Catch Siding Points may be interlocked with FSS and LSS.
6. The normal setting of points is for catch siding. Points shall be set to reverse position for
permitting Train movements.
SLIP SIDING

1. Where the Block Section is located on a falling gradient, Slip Siding may be provided.
2. It is intended to catch the vehicles escaping from the Station into the Block Section.
3. It protects the Block Section or Main line.
4. The length of the Slip siding shall be capable of holding only few vehicles.
5. The normal setting of Points is for Slip Siding. Points shall be set to reverse position for
permitting Train movements.
6. It may be interlocked with LSS. If so, only after setting the Point to reverse position, LSS can be
taken OFF.
 41

INDICATORS
1. POINT INDICATOR [SR 3.49(iii)(b)]
a. It is not a Signal. But an appliance that works in conjunction with Points.
b. It is provided at Stations with Non-Interlocked, Rudimentary Interlocked, Partially Interlocked
and Fully Interlocked Stations with Single arm HOME.
c. It indicates the position in which the Points are set.
Day Night Points are set
for
1 White Disc White light Straight line
2 Knife edge Green light Turnout line

2. TRAP INDICATOR
a. It is not a Signal but only an appliance fitted to and working with trap points.
b. It indicates the position in which the Trap is set.
Day Night Position of
Trap
1 Red Disc Red light Open
2 Knife edge Green light Closed

c. SM, LP and shunting Staff shall ensure the closure of Trap before any movement over that
Points.
 42

RESPONSIBILITIES OF SM & LP

 It shall be observed while giving movements over the Points, over which Trains to pass are
correctly set for reception & despatch.
 During failure of Signals, wherever Point Indicators are provided they shall be observed.
3. SHUNTING PERMITTED INDICATOR [SR 3.49 (iv)]
a. It is not a Signal but it works in conjunction with a Stop Signal.
b. It Indicates whether shunting is permitted or not.
Day /Night Indicates
Yellow cross Light Shunting permitted
No Light Shunting not permitted
c. Before the shunt movement the LP shall observe the SPI.

d. Where shunting permitted indicator provided below a stop signal, taking OFF of SPI permits the
LP to pass such stop signal at ON. But a proceed hand signal shall be given at the foot of the stop
signal.
e. When taken off, SPI will show the indication on either side of the stop signal and any number of
movements may be permitted across it.
4. ROUTE INDICATORS [SR 3.19 (i) to (v)]
1. It is not a Stop Signal but it works in conjunction with Stop Signal.
2. It indicates the line of reception or route of despatch.
3. It shows the route only when the Signal is taken OFF.
4. They are four types,
A. Directional Type.
B. Non- Directional Type.
C. LED Matrix with Directional Type.
D. Multi lamp with Directional Type.
 43

DIRECTIONAL TYPE:
a. Route is indicated by a Row of White Lights- either to the left or right depending upon the
direction of the route.
b. It does not show any route when the Signal taken OFF for the Main / Straight line.
c. Route indication without OFF Aspect- Treated as defective.

NON-DIRECTIONAL TYPE:
a. The route is indicated by a Number or Letter for all lines.
b. If Signal showing OFF without Non-directional route indicator or Non-directional route
indicator lit without OFF Aspect- Signal treated as failed.
c. There may be of,
i) Stencil Type
ii) Multi lamp Type
iii) Projector Type
 44

LED MATRIX WITH DIRECTIONAL TYPE:

a. It is a combination of both Directional and Non-directional Types.
b. It is provided at Stations in Multiple Aspect Colour Light Area, with more than three lines on
one side or both sides of the Main line.
c. When signal is taken OFF for the Main line, there will be no route indication.
d. When signal is taken OFF for turn out, road/ route is displayed in LED Matrix along with
glowing of Directional type indicator.
e. Treated as failed if,
i. Directional type indicator or LED Matrix glows without OFF Aspect.
ii. Directional type indicator glows without LED Matrix or vice versa.
iii. LED Matrix shows incorrect road number when signal shows OFF aspect.

MULTI LAMP WITH DIRECTIONAL TYPE:

1. It is a combination of both Directional and Non-directional Types.
2. It is provided at Stations in Multiple Aspect Colour Light Area, with more than three lines on
one side or both sides of the Main line.
3. When signal is taken OFF for the Main line, there will be no route indication.
4. When signal is taken OFF for turn out, road/ route is displayed in Multi lamp along with
glowing of Directional type indicator.
5. Treated as failed if,
i. Multi lamp or Directional type route indicator glows without OFF Aspect.
ii. Directional type indicator glows without multi lamp glowing or vice versa.
iii. Multi lamp shows incorrect road number due to fusing of intended lamps.
iii- Note: However in this case after observing caution aspect with directional type route
indicator is lit LP shall proceed cautiously and stop the Train at the Starter/ berthing place
and inform SM for corrective measure.
 45

ENGINEERING INDICATORS
A. Engineering indicators are provided for Permanent Speed Restrictions (PSR) and Temporary
Speed Restrictions.
B. These are provided to protect the Works of Long duration.
1. Caution Indicator:
1. It is a Rectangular in shape, Fish Tailed at One end, Conical at other end.
2. It is Painted Yellow with a Black Patch at the Centre.
3. It is provided at Not Less Than 1200m in rear of,
 Long Duration Work spot &
 PSR Locations
4. On approaching this, LP shall reduce the Speed as necessary and look out for Speed/ Stop
Indicators in advance.

2. Speed Indicator:
1. It is Triangular in shape; painted yellow with speed to be observed is mentioned in black.
2. It is provided at Not Less Than 30m in rear of
 Long Duration Work Spot &
 PSR Locations.
 46

3. It informs the LP, the Speed at which he can pass the Caution Spot.

3. Stop Indicator:
1. It is Rectangular in shape, Painted Red with White Bars near both ends.
2. It is provided at not less than 30m in rear of Work Spot.
3. LP shall,
 Stop at this Indicator.
 Fill the date, Time, Train No in ER-7 Book given by the Engineering Watchman and sign.
 After getting Proceed with Caution Hand Signal from Engineering Watchman, Pass the
Work Spot at 10KMPH.

4. Termination Indicator:
1. It is Circular in shape, Painted Yellow with Letter „T‟ in Black.
2. It is provided in advance of Work Spot at a distance equal to the length of Longest Goods Train
in the Section.
3. After Engine passes this Indicator, LP can resume Normal speed.
4. Separate Termination Indicators may be provided for Passenger & Goods Trains. If so it shall
have the letters T/P &T/G respectively.
 47

During Night, all the above Engineering indicators of

 Reflective type - need not be lit.
 Non-Reflective type - shall be lit.
 48

ISOLATION
1. Definition: Isolation means an arrangement, secured by the setting of points or other
approved means, to protect the line so isolated from the danger of obstruction from other
connected line or lines.
2. Approved isolation devices may be provided for isolating,
- Running lines from Non-Running lines
- Main line from Loop line(s)
- Coaching lines from Goods Lines
3. Advantages:
a. To Ensure Safety (the line so isolated will not be obstructed by vehicles escaping from other
connected lines)
b. To increase the Speed on Main line. (Speed over facing Point on Main line can exceed 50KMPH
only if the Main line is isolated from other connected lines)
c. To provide simultaneous movements.
4. Approved Means of Isolation ( SR 3.50)
a. Scotch Block
b. Haye’s Derail
c. Trap Point with single switch
d. Sand Hump
e. Snag Dead End
f. Over Run Line
g. Derailing Switch.
A. SCOTCH BLOCK
1. It‟s a wooden piece OR Lump of log with iron sheets painted RED colour.
2. It shall be placed across the Rail and locked with a Chain.
3. If any vehicle moves over Scotch Block, it will derail.
4. It is normally used on Non-Running Lines for isolation purpose.

B. HAYE’S DERAIL
1. It is piece of Metal, painted RED colour.
2. It is operated by a lever, placed ON and OFF the Rail.
3. If a vehicle moves when Haye‟s Derail is on the rail, it derails.
4. It is normally used on Non-Running Lines for isolation purpose.

C. TRAP SWITCH
1. It is a Point with Single Switch.
2. Normally it is kept open for isolation purpose.
 49

3. If any vehicle moves over the trap when it is open, it will derail.
4. The position of the Trap may be indicated by a Trap Indicator.
5. It is used to isolate
 Running line form Non-Running line.
 Main line from Loop line.
D. SAND HUMP
1. It is extended portion of Rail embedded in Sand.
2. It is of 60m in length with increasing gradient of 1 in 60( first 30m is normal Track embedded in
Sand and remaining 30m is an Earthen Lump of uniform 4m wide).
3. Normal setting is for the Sand hump.
4. It is normally used to isolate Main line from Loop line(s).
5. It is an efficient substitute for signal overlap.

E. SNAG DEAD END

1. This is an extended portion of the track with erected obstruction (may be with buffers) at the
end.
2. The length is NLT 180 m and used to isolate Main line from Loop line.
3. Normal setting of the point is for the Snag Dead End.
4. This is an efficient substitute for signal overlap.

F. DERAILING SWITCH
1. It is a pair of points leading to a short dead end (15 feet from Points).
2. Normal setting of points is for the Derailing Switch.
3. It is used to isolate Main line from Loop line.
4. This is an efficient substitute for SOL under Approved Special Instructions.

G. OVER RUN LINE

1. It is an extended portion of the Track.
2. Length of Overrun line shall be equal to 120m.
3. Normal setting is for the Overrun line. Normally used to isolate Main line from Loop line(s).
4. This is an efficient substitute for SOL under approved special instructions.
Note: The isolation devices which are effective substitute for signal overlap shall not be obstructed,
if so obstructed they cease to be substitute for signal overlap.
 50

INTERLOCKING
Definition: Interlocking means an arrangement of
 Signals, points and other appliances, operated from a panel or lever frame,
 So interconnected by mechanical locking or electrical locking or both
 That their operation must take place in proper sequence to ensure safety.
Essentials of Interlocking:
1) It shall not be possible to take OFF Signal for a running line unless,
a) All points on the running line including isolation are correctly set and facing points locked
b) Level crossing gates if any, are closed and locked against the road traffic on the line on which
the Train will travel including overlap.
2) Once Signal is taken OFF, it shall not be possible to
a) Alter the points,
b) Open the LC gate, until the signal is replaced to ON position.
3) It shall not be possible to take OFF conflicting Signals at one and the same time.
4) Where feasible, the points shall be so interlocked to avoid any conflicting movements.
 Interlocking is necessary to,
A. Ensure safety
B. Increase speed
C. Reduce the human element in Train operations.
 It may be between,
1) Points
2) Levers
3) Signals
4) Points &Signals
5) LC Gate &Signal
6) Signal& Block Instrument or Track Circuit or Axle Counters,
7) Signal& Crank Handle
TERMS CONNECTED WITH INTERLOCKING
a. Non-Interlocked:
1. There is no interlocking between the points and signals.
2. Speed over facing points on main line and loop line shall not exceed 15KMPH
b. Direct Interlocking: Points and Signal Levers are operated at same place.
c. Indirect Interlocking: Points are operated at one place and Signals are operated at
another place.
d. Partial Interlocking: Taking off Home Signal detects the facing end Points only, not
trailing end Points.
 51

e. Rudimentary Interlocking:
1. Signals and facing points only are interlocked using keys.
2. Single arm Home signal shall be provided.
3. Speed over facing points on main line and loop line shall not exceed 15 KMPH.
f. Fully Interlocked: Taking off Home Signal detects both facing & trailing end Points
TYPES OF INTERLOCKING
Points, signals and other appliances are operated by means of levers, panel or Visual Display
Unit and interlocking between them is accomplished by the following methods.
A. Mechanical Interlocking:
1. Interlocking started with mechanical frames. In this method, the points and signals are
operated by levers.
2. These levers are interlocked by means of keys in such a way that the signal lever can be
reversed only after the point lever is in the correct position.
3. These keys are used to lock or release the levers, either in the normal or in the reverse
position, as required.
4. The interlocking sequence is like operating the point, then locking the point and then taking
off the signal, etc.
5. As the size of yards & Train movements increased, size of lever frames also increased
occupying more space and also required intensive maintenance.
B. Relay Interlocking:
Panel Interlocking:
1. On the arrival of Electro-mechanical relays, relay based interlocking replaced lever frames.
2. Points to be set separately before taking „off‟ signals. Both Points and signals are operated
from a Panel by Knobs.
3. Panel interlocking provides relatively faster operation, fail-safe operation and reduction in
the space required.
4. It is suitable for wayside stations.
Route Relay Interlocking:
1. Route Relay interlocking is same as Panel Interlocking but with Electro Mechanical Relays
doing the Interlocking.
2. The interlocking is done between one route and another route.
3. SM has to operate only the Signal Knob (entry) & Route Button (exit), and the points on the
route will be set to the required positions, there is no need to operate the points individually.
4. RRI is provided at stations with more number of lines.
 52

C. Solid State Interlocking (SSI)/Electronic Interlocking (EI):

1. Signals and points operated from CCIP(Control Cum Indication Panel) or VDU(Visual
Display Unit)
2. Unlike relay based interlocking, Microprocessors (ICs) are doing the Interlocking based on
pre-determined logic circuits.
3. The SSI system occupies considerably less space, consumes less power, is more reliable and is
easy to install and maintain.
4. Advantages of SSI:
 Faster, Easier & simple operation.
 Increase in section capacity.
 User friendly operation.
 Fail safe technique
 Centralised & multiple mode operation.
RRI SSI/ EI
1. Electrical Interlocking Electronic Interlocking
2. It works based on relays It works based on microprocessors
(Integrated Circuits)
3. Signals and points are operated from Signals and points are operated from
RRI panel CCIP or VDU
4. Normally only one panel will be One CCIP and one VDU or dual VDUs
provided provided
5. Protected by SM‟s key Protected by password
6. Requires more space (Relay room and It occupies less space
Panel)
7. During yard remodelling, requires During yard remodelling, requires
more time and manpower. negligible time and skeletal manpower
8. Requires intensive maintenance Easy to install and maintain.

Standards of interlocking
Description I II III Revised Standards
IR II R III R IV
1 Isolation Optional Compulsory Compulsory Optional Compulsory Compulsory Compulsory

2 Interlocking Key/ Mech/ Key/ Mech/ Key/ Mech/ Mech/ Mech/ Mech/ Electronic
Elect Elect Elect Elect Elect Elect
3 Speed Upto 50 Upto 75 MSP Upto 50 Upto 110 Upto 140 Upto 160

4 Double Distant Optional Optional Optional Optional Optional Compulsory Compulsory

 53

POINTS
1. Points & Crossings are Mechanical Devices with which Rolling Stock can be diverted from one
line to another.
2. A Point may be a Facing Point or Trailing Point according to the Direction in which a Train /
Vehicles move over them.

Kinds of Points

Turn Out- Single end point

Crossover – Double end point

Point and Trap

Trap Point

POINTS - ITS COMPONENTS

 54

ANGLE OF CROSSINGS
1. Angle of crossing of points may be, 1 in 8 ½, 1 in 12, 1 in 16 Turnout etc.
2. Running lines over which Passenger Trains are dealt should be provided with Turnouts not
sharper than 1 in 12.
3. 1 in 8 ½ Turn out with Curved Switch may be provided on Passenger Lines due to space
constraint, in such cases run through on loop lines is not permitted.

SPEED OVER FACING POINTS (4.10)

1. Speed over facing points means the speed at which the Train has to pass over the facing points at
a station.
2. Speed over facing points on main line depends on the standard of interlocking at a station and
mentioned in the WTT for passenger trains.
3. Speed over Non-interlocked points shall not exceed 30 KMPH (GR 4.10). In Southern Railway it
shall not exceed 15KMPH.
4. If main line is not isolated speed shall not exceed 50 KMPH or lesser speed as prescribed
by the approved special instructions.
5. Speed over Turnouts/Cross overs
a. Normally the speed over Turn outs or cross over shall not exceed 15KMPH.
b. If Thick Webbed Switches are provided, speed may be increased upto 30 KMPH.
c. The Speed over Turn outs or Cross over shall not exceed 30 KMPH unless authorised by
approved special instructions.
d. In 1 in 8 ½ Turnouts speed shall not exceed 10KMPH.

OPERATION OF POINTS
S.N Station Setting of Points Locking of Correct setting & locking is
by Points by ensured through
1 Non-Interlocked Operating the Lever Cotter & Bolts ---
locally
2 Partially Operating the Lever Key / Plunger Signal at Facing end & Point
Interlocked locally Indicator at Trailing end.
 55

S.N Station Setting of Points by Locking of Correct setting & locking

Points by is ensured through
3 Interlocking
A Mechanical Operating the Lever Frame Lock Bar Signal
B Panel Turning the Point Knobs Electrically Signal & Point Indication
Operated
Motors
C RRI / SSI Turning the Entrance Knobs & Electrically Signal & Point Indication
Pressing the Exit Buttons Operated
Motors

CRANK HANDLE
1. Crank Handle is the device used to set the Motor Operated Points manually during Failures.
2. It is provided either at Station house or in location box near the Points in an EKT.
3. For extracting Crank Handle the concerned signal knobs shall be in normal position and
relevant Free Indication shall be available in the Panel.
4. Crank Handle shall be used to set the Points in following occasions,
a. Panel Failure (Due to Power Failure, etc.)
b. Point Failure
c. Point Zone Track Circuit Failure
d. Route Held up
e. Non-Interlocked Working
5. One Crank Handle is provided for each group of Points at a Station.
6. Crank handle provided for a particular group can be used to operate, only the point/ points
available in that group.
7. When it is extracted from its EKT, Signal interlocked with such group of Points cannot be taken
OFF.
8. Similarly, after taking OFF Signal for a line, Crank Handle for the particular group of points
cannot be extracted.
9. Whenever Crank Handle is extracted for Testing or Training of Station Staff or to attend
Failures, an entry shall be made in the Crank Handle Register.
10. Hands on practice on cranking of the points shall be given to traffic staff on every month at the
stations.
11. It shall cover all the points in the station on a rotational basis.
12. Details of the hands on practice given to the staff shall be recorded in a separate register
maintained for this purpose.
 56

FAILURE OF POINT INDICATION OR POINTS

A. Point indication is not available:
1. In case of the Motor operated Points, if the Point Indication is not obtained in the Panel/RRI, it
may be due to bulb fuse, so SM shall attempt to take off the signal.
2. If the signal assumes OFF aspect, Point is deemed to be set for the required position, S&T
official shall be advised to replace the bulb.
B. Points does not obey/ flashing:
1. If the signal does not obey or the required Point indication is flashing, Point Knob shall be
operated three or four times.
2. Even the indication could not be obtained, the Points shall be inspected, to check whether any
physical obstruction between Stock & Switch Rails, if available the same shall be removed.
3. If the indication could not be obtained even after inspection/ removal of obstruction, Competent
Railway Servant shall be sent to manually set the Points using the Crank Handle.
4. If the required indication is obtained after hand cranking, Crank Handle shall restored in its
EKT and signal shall be taken off.
5. If required indication is not obtained even after hand cranking, Point shall be treated as failed. It
shall be locked in the required position by clamping and padlocking.
6. When anyone of the indication could not be obtained (N or R), the other available indication can
be made use of, till such time the failure message is issued to S&T Official by the SM.
7. For attending failure of Signal/Point/ Track Circuit/Lever etc., S&T Official shall issue S&T
(T/351) and get permission from SM.

RESPONSIBILITIES OF SM WITH REGARD TO POINTS

1. Normally Points shall be set for the straight line unless authorised by Special Instructions.
2. No movement shall be done over damaged points.
3. Points shall not be altered till all the vehicles passes it completely.
4. Movement of Train over wrongly set trailing points is known as trail through. When a Train
trails through a point, LP shall stop the Train immediately, consult the SM and Guard.
5. If Safe proceed onwards, backing is prohibited over trailed through points.
6. SM not to leave the place from where points and signals are operated. If required for following
safety rules, depute a responsible railway servant or to close and lock the cabin.
7. Points are treated as Non-Interlocked,
a. Whenever the signal governing or detecting such points is passed at ON due to failure/
suspension.
b. During all Non- signalled movements
8. Before permitting any movements over the Non-interlocked points, the correct setting and
locking of points shall be personally ensured. Non-Interlocked points shall be locked with
Cotters and bolts or Clamps and Padlocks.
 57

9. When S&T Officials test any points/ Signalling gear, they shall make entry in the Station Diary
and SM shall counter sign.

SETTING OF POINTS AGAINST OCCUPIED LINE ( GR/SR 3.38, 5.19)

1. When a running line is blocked by a stabled load, wagon or vehicle or by a Train on account of
crossing or precedence to another Train or immediately after the arrival of the Train at a
Station,
a. On double line- Points in rear
b. On single line- Points at either end,
shall be immediately set against the blocked line except when shunting or any other movement
is required to be done immediately in that direction on that line.
2. When all the lines at a station is blocked by vehicles/ Trains and line clear is granted for a Train,
the points shall be set for the line occupied by a stabled load or a Goods Train.
3. In case all the lines are occupied by Passenger Trains, the points shall be set for a loop line
occupied by a Passenger Train whose engine is facing the Train approaching direction.
MAINTENANCE OF POINTS
1. TRAFFIC STAFF
a. Non-Interlocked Points shall be kept clear of Stones & Obstacles.
b. Operating staff shall clean non –interlocked points with Graphite powder and axle oil once
in three days.
2. S&T STAFF
a. Maintenance Schedule

S.No S&T Official Once in

1. ESM Fortnightly
2. JE/Signals Monthly
3. SSE/ Signals Quarterly
b. Inspection Schedule
It shall be jointly inspected both by SSE/ Signal and SSE/ P Way once in,
 3 Months –For Passenger Lines
 6 Months- For other Lines
No points, signals, any signal gear shall be interfered for any purposes without the permission of
SM. For carrying out works involving disconnection, removal of interlocking and to attend failures,
Form S&T(T/351) shall be issued by S&T staff and for maintenance of signalling gears, Form S&T/
NM shall be issued by S&T Staff.
 58

S&T / NM - NOTICE FOR NORMAL MAINTENANCE

1. S&T/ NM is a form available with S&T department.
2. It is prepared in Duplicate and contains three portions,
a. Notice Portion
b. Consent of SM Portion
c. Completion Report Portion
3. It is issued by S&T Official during normal maintenance of Points, Signals, signalling Gears and
Block Instruments etc., which doesn‟t interfere with the interlocking
4. S&T Official shall request in NOTICE Portion in duplicate to SM.
5. SM shall give permission by filling & signing CONSENT OF SM Portion.
6. On completion of the work, S&T Official shall advise SM through COMPLETION REPORT
Portion & get his acknowledgement.
7. Whenever S&T/NM is issued, an entry shall be made by SM in TSR & Station Diary.
8. The original copy shall be pasted by the SM, in the register maintained for the purpose.

S & T (T/351)-DISCONNECTION / RECONNECTION NOTICE

1. S&T( T/351) shall be issued for works involving disconnection of interlocking during,
a. Maintenance,
b. Restoring failures or
c. During Accidents
2. It has three portions,
a. Disconnection Notice
b. Reconnection Notice
c. Block Copy - (Acknowledgement of Disconnection/Reconnection Notice)
3. Before disconnection a gear, S&T official shall advice the SM in Disconnection Notice and get his
acknowledgement.
4. The signature of the Station Master on the first part of the block copy is the authority for the
S&T official to commence the work.
5. After reconnection, S&T official shall advice the SM in Reconnection Notice and get his
acknowledgement.
6. The signature of the person in-charge of the work on the reconnection notice is the authority for
the Station Master to resume normal working.
7. In between Disconnection and Reconnection no Trains/ Shunt movements shall be done unless
it is permitted by the S& T Official in charge of the work in writing.
 59

8. This Disconnection, Reconnection portions issued to SM shall be pasted in Disconnection/

Reconnection Register with particulars of
a. Signalling gears disconnected.
b. Date and Time.
c. Trains dealt.
d. Detention if any.
9. The Block copy will be retained by the S& T official.

Procedure to be followed during Disconnection

1. When a signalling gear is disconnected the concerned signal(s) shall be kept at ON and shall not
be used for dealing trains.
2. After the issue of Disconnection notice, no movement shall be done over the disconnected gear
except in the case Block Instrument.
3. In the interval between disconnection and reconnection, if it is necessary to deal Train or
perform shunting the SM shall advice the S&T official in charge of the work, by a memo stating
in which position the points are to be set.
4. The SM shall after obtaining the permission of the S&T official in writing, shall arrange to set,
clamp and padlock the points in desired position and deal train by issuing written authorities.
5. When it is not safe to allow trains during disconnection, the S&T official shall obtain traffic
block and take up the work.
6. In such cases, the line affected by the disconnected points may be isolated from other lines by
setting of points against the line and clamped and padlocked which shall be done by the S&T
official.
7. The S&T official engaged in disconnection work in the yard shall possess hand signals with them
to stop any Train/shunt movements if found unsafe.
8. If such works involve the safety of trains it shall be taken up only with the knowledge and
consent of SSE/JE signals and the SSE/JE shall be present to superintend the work.
60
61
 62

CONDITIONS FOR GRANTING LINE CLEARAT A CLASS B STATION (GR 8.03)

1. At a class B station on Double line with Multiple Aspect signalling, the line shall
not be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete inside the outermost facing
points or the Block Section Limit Board, if any.
b. All necessary signals have been put back to ON behind the Train; and
c. The line is clear upto the outermost facing points or the Block section Limit Board if any.
2. At a class B station on Single line with Multiple Aspect signalling, the line shall not
be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete;
b. All necessary signals have been put back to ON behind the Train; and
c. The line is clear upto the Shunting Limit Board or Advanced Starter (if any) at the end of
the station nearest to the expected Train or upto the outermost facing points if there is
no Shunting Limit Board or Advanced Starter.
CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS C STATION (GR 8.04)
At a class C station on a Single or Double line with Multiple Aspect signalling, the line
shall not be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete atleast 400metres beyond the
Home signal and continuing its journey; and
b. All the signals taken OFF for the preceding Train is put back to ON behind the said Train;
Provided that on single line, the line is also clear of Trains running in the opposite direction
towards the block hut from the Block Station at the other end.
 63

CONDITIONS FOR TAKING OFF SIGNALS

HOME SIGNAL (GR 3.40)
1. When a Train is approaching a Home signal, HOME Signal can be taken OFF only after ensuring
the following,
a. The line of reception is free from obstruction,
 On Single lines: For an Adequate Distance beyond the Trailing Points
 On Double lines: For an Adequate Distance beyond the Starter.
b. Points for the reception line shall be correctly set and locked including signal overlap.
c. LC Gates, if any, shall be closed against Road Traffic.
d. Conflicting Signals shall be kept at ON.
e. Conflicting movements shall be stopped.
2. If the Train has been stopped at HOME Signal& then received, line of reception
shall be clear,
a. On single lines: Upto the Trailing Points OR upto the place at which the Train is required to
stop.
b. On Double lines: Upto the Starter.
CALLING ON SIGNAL (GR 3.45)
1. Calling on Signal can be taken OFF for a Train, only after the Train has come to a stop at the foot
of the Stop Signal below which Calling on Signal is provided.
2. Points shall be correctly set and locked.
3. LC Gates, if any, shall be closed against Road Traffic.
4. If the Points in the route are disconnected by issuing S&T (T/351), Clamping and Padlocking is
necessary.
LAST STOP SIGNAL AND INTERMEDIATE BLOCK STOP SIGNAL (GR 3.42)
ON DOUBLE LINE
 Line clear should have been obtained from Block Station in advance for taking OFF the LSS
and IBSS.
ON SINGLE LINE
 LSS: The LSS shall not be taken OFF unless line clear has been obtained from the Block
Station in advance.
 IBSS:
 First the Direction of Traffic shall be established
 Then line clear shall be obtained for the Train from the Block Station in advance as per the
DOT. Then only IBSS shall be taken OFF.
 64

GATE STOP SIGNAL ( GR 3.44)

Gate Stop Signal can be taken OFF only when,
a. LC is free from obstruction and
b. Gates of such LC are closed & locked against Road Traffic.
CLEARING OF SIGNALS FOR THE DESPATCH OF TRAINS (SR 3.10)
For the despatch of Trains,
1. At stations provided with Starter and Advanced Starter, the Advanced starter shall be taken off
first and then the Starter
2. At stations with an Advanced starter and more than one Starter, the Advanced starter shall be
taken off first and then the Starter immediately in rear of the Advanced starter and so on.

STARTING A TRAIN FROM BEYOND THE STARTER OR ADVANCED STARTER

[SR 3.10(ii)]
1. If for any reason a Train has to be started from beyond the Starter/ Advanced Starter, SM shall
a) Ensure that the despatch line is clear upto the next Stop Signal.
b) Take OFF the Advanced Starter and then Starter and
c) Issue a Written Memo to LP authorizing him to start.
2. If Starter could not be taken off either due to the track circuit section being occupied by the front
portion of the Train or due to any other reason, SM shall personally verify that all the Points in
the route are correctly set and locked, before issuing Written Memo.

PUTTING BACK OF SIGNALS (3.36)

1. A Signal which has been taken OFF for the passage of a Train shall not be put back to ON until
the whole Train has passed it, except
a. In case of emergency to avert an accident.
b. Where Starter and Advanced Starter taken OFF, for departing trains (that is trains are
started after coming to a stop) are required to be put back for the purpose of movement of
another train for precedence or crossing.
2. In such cases the following precautions are taken.
a. Starter, Advanced Starter may be replaced to ON.
b. Duty SM shall advice the LP through,
 Secured means of communication OR
 Written Memo
c. Till the acknowledgment is received from the LP, the Route (Points) set shall not be altered
by the SM except to avert an accident.
 65

PROCEDURE TO ENSURE COMPLETE ARRIVAAL OF THE TRAINS

 SM is responsible for ensuring the complete arrival of run through Trains and stopping Trains
by physical observation of Tail lamp/ Tail board.
 At stations where Tail lamp/ tail board cannot be observed from the SM office due to its
inconvenient location, complete arrival shall be ensured by anyone of the following procedure,
1. By exchanging complete arrival Hand signal with the Guard of the Train or
2. By exchanging Hand signal or PN with cabin SM or
3. By exchanging PN through Walkie-Talkie with Guard of the Train ( entry shall be made
in TSR by SM and Guard in his RJB) or
4. By getting signature of Guard in Train Intact Arrival Register-T.1410.
At stations where Block Proving Axle Counters (BPAC)/ Continuous Track Circuiting is provided
and is functioning, the above procedures may be dispensed with, when BPAC indication is clear.
 66

SIGNAL FAILURE
A Signal shall be considered as failed when
1. It does not respond to its control (Knob/ Button/ Lever)
2. When any device interlocked with the signal fails like,
a) Block Instrument
b) Point(s)
c) LC Gate
d) Track Circuit
e) Axle Counter, etc.

Before declaring the failure of signal, the SM shall ensure the following,
1. The power supply to the panel is available.
2. The panel is unlocked using SM‟s key.
3. The correct knob is operated and the correct button is pressed in case of RRI/EI.
4. The required point indications are available (in case of Home Signal, including the Points in
the signal overlap).
5. The point knob is in centre position, in case of RRI/EI.
6. The Gate Closed indication for interlocked LC, if any, available.
7. Crank Handle FREE indication is available for the Crank Handle concerned.
8. The route buttons are released properly, by observing the indication wherever provided, in
case of RRI panel.
9. All the track circuit indicators are showing clear indication over the route.
10. The particular movement is not a conflicting movement according to SWR.
11. Line Clear is obtained, in case of taking OFF LSS.
12. The relevant keys (Home Signal key/Shunt key/siding key) are available in their correct
position.
Responsibilities of SM when a signal has failed (S.R 3.68)
1. When Signals fail with no aspect due to power failure,
 SM shall inform SMs at either end, Section Controller ( Section Controller in turn shall
inform Sr.DOM, Sr.DEE, Sr.DSTE and Chief Controller)
 The SM despatching Trains to such station shall stop the Train and issue Caution Order
to LP advising him about the absence of any light and to keep a sharp look out and stop
at the signal
 Reception of Trains shall be done by issuing form T/369(3b).
 When a signal is declared as failed it shall not be taken OFF till it is rectified and certified
by official concerned.
2. During failure of Signals and Points, SM shall ensure the following before reception/ despatch of
Trains,
 67

 The route governed by the signal is clear and free from obstructions.
 All the points over which the Train is to travel is correctly set, clamped and
padlocked and keys in his personal custody.
 LC gates if any, shall be closed and locked against the road traffic.
 All conflicting signals kept at ON.
 All conflicting movements stopped.
3. Before authorising reception signals through SPT or before issuing from T/369(3b) or before
granting line clear to a Train with T/369(1), the SM shall complete personal inspection of points
and make entries in the Station Diary. This responsibility shall not be delegated to any other
Railway servants.
4. During failure of Home signal, the condition for taking OFF Home signal shall be complied with
when the Train is stopped at the Home signal.
5. When Track circuit/ Axle counter is provided and working, the clearance of line shall be ensured
by observing Track Circuit Indicators.
6. When Track circuit/ Axle counter fails, SM shall physically verify that the line is clear and free
from obstruction.
7. When there is a gap of more than 24hours between two movements on track circuited line
(Rusty rails), SM shall personally ensure that the line is clear before authorising the movement.
8. SM shall place Line Blocked collars on relevant signal knob when the line is occupied by Trolley,
Motor Trolley etc., since they may not actuate the track circuit.
9. When a signal is declared as failed it shall not be taken OFF till it is rectified and certified by
concerned official.
REPORTING AND RECORDING THE FAILURES
10. SM shall immediately report the signalling gear failure in writing (Failure message) to the S&T
Official with a copy to TI, DSTE, DOM, Controller and other officials specified in SWR.
11. Record particulars in Signal, Block Failure and Inspection Register.
12. SM shall ensure the S&T Official is issuing disconnection notice in form S&T/ (T/ 351) before
attending failures.
13. After the defect is rectified by S&T Staff, satisfy proper working, if necessary by a demonstration.
14. After rectifying the defects the S&T Official shall issue reconnection notice and restoration
message.
15. Issue Joint Restoration Message (by SM and S&T Staff).
16. Ensure the particulars of restoration are recorded in Signal, Block Failure and Inspection
Register.
 68

FAILURE OF RECEPTION SIGNALS

A. FAILURE OF DISTANT SIGNAL
Without Light or With Imperfect Aspect
LP shall
1. Stop his Train.
2. Ensure that P Marker is available.
3. Proceed cautiously and be prepared to stop at next Stop Signal.
B. FAILURE OF RECEPTION STOP SIGNALS ( G/ SR 3.69)
1. During failure of Reception Stop Signals the Trains shall be received in anyone of the following
methods,
a. By taking OFF Calling-on Signal.
b. By issuing Message through Signal Post Telephone (SPT) except for the first Train
after the failure.
c. By issuing Form T/369(3b) at the foot of the Signal.
d. By issuing Form T/369(1) at a Nominated Station in rear.
2. In all the above methods, SM shall ensure the following conditions,
a. Line of reception is clear upto the Trailing points in case of single lines or Starter in case of
double lines.
b. All the facing and trailing points lying on the route of reception shall be correctly set and
locked.
c. LC gates if any, over the route shall be closed against road traffic.
d. All Conflicting movements shall be stopped.
e. All Conflicting signals shall be kept at ON.
3. During failure of Home signal, the Home signal Knob/ Calling ON knob shall be kept in
reverse position while receiving the Train, to avoid failure of Block Instrument.
Note: When Trains are received on any method other than by taking off calling ON
signal, SM shall personally inspect the correct setting, clamping and padlocking
of Points and make entries in the STATION DIARY.

TAKING OFF CALLING-ON SIGNAL:

1. Train shall be stopped at the Home signal and SM shall ensure the conditions for taking OFF
Home signal.
2. SM shall ensure the stoppage of Train at the Home signal by observing the calling ON track
circuit.
3. Calling-on Signal shall be taken OFF and entries shall be made Calling ON Signal usage register.
4. OFF aspect of the Calling On signal indicates the LP, to Stop and draw ahead cautiously and be
prepared to stop short of any obstruction.
 69

5. Points in the route need not be clamped & padlocked unless the Points are disconnected by S&T
official.
6. When more than one reception stop Signal( Home & Routing Signal) are available, Calling ON
signal provided below the respective stop signal authorises the LP to pass only that particular
signal at ON.
Note: if there is failure of Point or LC gate and its indication, calling ON cannot be used.

ISSUING MESSAGE THROUGH SPT:

1. This method is not applicable for the first Train after the Signal failure, but second and
subsequent Trains may be received using this method.
2. The Train shall be stopped at the Home signal and SM shall ensure the conditions for taking OFF
Home signal.
3. SM shall then issue a Message+PN through SPT to LP.
4. It contains Message No, Train No & Description, Signal No &Description, Road on which Train
received, Speed, PN.
5. SM shall record the message in TSR below the Train entry.
6. LP shall record the Message in his Rough Journal Book and this SPT message authorises the LP
to pass the signal at ON at a speed not exceeding 15KMPH.
7. When more than one reception stop Signal (Home & Routing Signal) are available and both have
failed, the SPT message shall contain the number and description of each signal to be passed at
ON.

ISSUING FORM T/369(3b):

1. Train shall be stopped at the Home signal and SM shall ensure the conditions for taking OFF
Home signal.
2. SM shall then prepare Form T/369(3b) in Duplicate.
3. The reason for Failure/Suspension shall be written on the face of T/369(3b).
4. It shall be delivered to LP through a Competent Railway Servant at the foot of the defective
Signal.
5. LP shall acknowledge in Duplicate &proceed cautiously at a Speed not exceeding 15 KMPH.
6. If more than one Reception stop signals are available and all have failed, SM shall clearly
mention the numbers & descriptions of each signal to be passed at ON in Form T/369(3b).
 70

ADVANCE AUTHORITY T/369(1):

1. For issuing T/369(1) SM shall advise the Nominated Station in rear.

2. It shall be
a. Last Stopping Station as in WTT - for Mail/Express Trains.
b. Station in rear - for other Trains.
3. SM at Nominated Station in rear shall prepare Advance Authority T/369(1) and hand over to LP,
with particulars about the defective Signal.
4. SM of the station where the signal is failed shall fulfil the conditions for taking OFF
Reception Signal at the time of granting line clear itself.
5. He shall depute a Competent Railway Servant to show Proceed Hand Signal (PHS) at the foot of
the defective Signal.
6. The Train issued with T/369(1) can pass the Signal at ON without stopping, provided a PHS
shown at the foot of the defective Signal at a speed not exceeding 15KMPH.
7. If PHS is not shown, LP shall stop his Train.
8. Form T/369(1) shall not be issued in following cases:
 If calling-on Signal is provided.
 If SPT is provided.
 If colour light Signals become blank due to Power failure.
 If FSS fails in OFF Aspect.
 If Home Signal not failed for all roads for the particular direction.
 In Automatic area on double line
 When LSS of the Station in rear is the FSS of the Station in advance.

C. FAILURE OF FSS IN OFF ASPECT

1. SM shall advise Station in Rear to issue Caution Order to LP.
2. Before granting Line Clear conditions for taking OFF reception Signal shall be fulfilled.
3. A Competent Railway Servant shall be deputed at the foot of the defective Signal with Hand
danger Signal & Detonators.
4. After the Train stopped at FSS, it shall be received by issuing T/369(3b).
5. Advance Authority T/369(1) shall not be used.
D. NO LIGHT IN RECEPTION SIGNAL DUE TO POWER FAILURE [SR 3.68 (i)]
1. SM shall advise Station in Rear to issue Caution Order to LP.
2. A Competent Railway Servant shall be deputed at the foot of the defective stop signal with Hand
Signals, Detonators.
3. Train shall then be received by issuing T/369(3b) at the foot of the defective signal.
 71

E. FAILURE OF HOME SIGNAL IN OFF POSITION

1. SM shall advise Station in Rear to issue Caution Order to LP.
2. Before granting line clear, conditions for taking OFF reception signal shall be fulfilled.
3. A Competent Railway Servant shall be deputed at the foot of the defective signal with Hand
signals and Detonators.
4. After the Train stopped at the FSS, it shall be received by issuing T/369(3b).

FAILURE OF DESPATCH SIGNALS (G/SR 3.70)

A. FAILURE OF STARTER
1. Train shall be stopped at the Station.
2. SM shall ensure the following conditions
a. The line of despatch is clear upto next stop signal.
b. All the facing and trailing points lying on the despatch route are correctly set and locked.
c. LC gates if any, on the route shall be closed against road traffic.
d. All conflicting signals are kept at ON.
e. All conflicting movements are stopped.
3. Train may be despatched by,
a. Taking OFF Calling-on Signal, or
b. Issuing Form T/369(3b) and PHS at the foot of the Signal.
Note: If Starter is the LSS, T/369(3b) +Endorsement+PN+ PHS shall be issued to pass
the signal at ON.

TAKING OFF CALLING-ON SIGNAL:

1. Train shall be stopped at the foot of the Starter.
2. After ensuring all the conditions, SM shall take OFF calling ON signal and make entries in the
Calling ON signal usage register.
3. When Calling ON signal is taken off, the LP shall draw ahead cautiously and be prepared to stop
short of any obstruction.
4. Points on the route of despatch need not be clamped and padlocked unless the Points are
disconnected by S&T Official.
 Note: During track circuit failure, SM shall certify the clearance of despatch route before
taking off Calling ON signal.
 If the clearance of the despatch route cannot be ensured, a caution order shall be issued
to LP to follow the speed of not exceeding 10KMPH upto the next stop signal.
ISSUING FORM T/369(3b)
1. Train shall be stopped at the foot of the Starter.
 72

2. SM shall ensure all the conditions and personally inspect the correct setting, clamping and
padlocking of Points and make entries in STATION DIARY
3. Then he shall prepare T/369(3b) in duplicate.
4. It shall be delivered to LP through a Competent Railway Servant who shall deliver the form and
show PHS at the foot of the Starter.
5. Speed shall not exceed 15 KMPH till the last vehicle of the Train passes over all Points and
connections.
B. FAILURE OF ADVANCED STARTER
1. Train shall be stopped at the Station.
2. If line clear is obtained through Block Instrument or Track Circuits or Axle Counters and the
Advanced Starter alone failed,
 Form T/369(3b) + Endorsement + PN shall be issued.
 When Advanced Starter is interlocked with or protecting any points, PHS shall be shown at
the foot of the signal.
3. Speed shall not exceed 15 KMPH till the last vehicle of the Train passes over all Points and
connections.
4. If Advanced Starter cannot be taken off due to failure of Block Instrument, PLCT
authorises the LP to pass the Advanced Starter at ON.
 When the following authorities to proceed are issued, separate authority for passing LSS at ON
shall be issued;
T.1408, CLCT (T/G.602 and T/H.602) and T/C 912.
 When the following authorities to proceed are issued, separate authority for passing the LSS at
ON is not required;
PLCT, T/A 602, T/B 602, T/C 602, T/D 602, Stub Portion of T/609, T/B 912 and
T/D 912.

FAILURE OF INTERMEDIATE BLOCK STOP SIGNAL AT ON [3.75]

1. If IBSS is at ON, LP shall stop his Train in rear of the Signal.
2. IF SPT IS PROVIDED AND WORKING:
a. LP shall contact the SM of the Station in Rear over SPT.
b. If the IBSS is at ON due to occupation of preceding Train in the Block Section:
 SM shall inform the same and clear the IBSS after obtaining line clear.
c. If IBSS is at ON due to failure:
 SM shall obtain Line Clear from Station in advance.
 Then authorize the LP to pass the IBSS at ON by giving a Message + PN through SPT and
record it in the TSR.
 LP shall record the message in RJB pass the signal at normal speed.
 73

3. IF SPT IS NOT PROVIDED or FAILURE OF SPT

a. LP shall wait for FIVE minutes.
b. He shall then proceed at a Cautious Speed & be prepared to stop short of any obstruction.
c. The Speed shall not exceed
 15 Kmph, if the view ahead is clear.
 8 Kmph, if the view ahead is not clear.
4. The Speed Restriction shall be exercised till the Train reaches the FSS of the Station in advance,
even if the FSS and Intermediate GSS are in OFF.
5. If LP sees a preceding Train / obstruction in the Block Section in advance, he shall maintain a
safe Distance of 75m or one OHE span between his Train and preceding Train/obstruction.
6. LP shall report the same to SM of the Station in advance.
CLOSURE OF INTERMEDIATE BLOCK POST:
7. On becoming aware that the IBSS is defective (due to failure of Block Instrument or Track
Circuit or Axle Counter or failure of Signal itself), SM shall
a) Treat the entire Section (X-Y and Y-Z) as one Block Section.
b) Obtain Line Clear through Block Telephone or other approved Means of communication.
c) Issue Paper Line Clear Ticket as ATP for entire Section (X-Z) and T/369(3b) for passing the
IBSS at ON duly scoring out at a speed not exceeding 15KMPH.
d) LP shall pass the IBSS at ON at Normal.
8. When IBP is closed due to failure of track circuit indication ( i.e Track Indicator showing red
indication without a Train), SM shall issue a caution order for the first Train restricting the
speed to,
 15KMPH – day clear weather
 8 KMPH – night or day, no clear weather
 This speed shall be followed till the Train passes 400m beyond the IBSS.
9. FAILURE OF LSS AT SECTIONS WHERE IBSS IS PROVIDED:
 At sections where IBSS is provided and the Block Instrument, Axle Counters, Track
Circuits and the IBSS are in working condition but the LSS alone fails ( with AC/TC
indicators showing clear indication) IBP need not be closed.
 SM shall issue Form T/369(3b) + Endorsement*+ PN** to pass the LSS at ON.
(* Endorsement- As per SWR; **- PN of the Train starting Station)
 74

FAILURE OF SHUNT SIGNAL AND SPI

1. SM shall ensure the conditions for taking OFF Shunt signal or SPI, before authorising the Shunt
movement.
2. Form T.370+PHS shall be issued to the LP. PHS shall be shown at the foot of the defective Shunt
Signal or SPI.
3. If all the Shunt signals in the same direction have been failed, they shall be included in a single
T.370 but separate PHS shall be shown at the foot of the each Shunt signal.
FAILURE OF GSS WITHOUT G MARKER [Inside Station Limits] [SR 3.73(ii)]
1. LP shall
a. Stop the Train in rear of the Signal.
b. Give one long continuous whistle and
c. Send Gateman or ALP to inform SM.
2. SM shall
a. Ensure that the LC Gate is closed against Road Traffic by exchanging PN with GK.
b. If any point is protected by the GSS, it shall be correctly set, clamped & padlocked.
c. T.370 +PHS at the foot of the GSS given as an authority for the LP.

PROCEDURE TO PASS GSS WITHOUT G MARKER AT ON

[Outside Station Limits](SR 3.73(iii))
1. LP shall
a. Stop the Train in rear of the Signal.
b. Give one long continuous whistle.
2. IF SPT IS PROVIDED BELOW THE GSS:
a. LP shall contact the Gateman through SPT.
b. Get PN and record it in Rough Journal Book.
c. Then pass the GSS at ON and the LC at a cautious Speed.
3. IF SPT IS NOT PROVIDED OR NOT WORKING:
a. LP shall wait for a reasonable time for the Gateman to come and pilot the Train.
b. If Gateman not turns up within a reasonable time, LP shall call the Guard to Engine by
giving ▬▬ ▬▬ ●● whistle.
c. Guard( in his absence ALP) shall
 Consult LP.
 Proceed to the LC Gate.
 Ensure that the Gate is closed against road traffic & show Hand Signal to LP.
4. LP shall
a. Restart the Train.
b. Pass the Signal at cautious Speed; and
c. Stop at two vehicle length in advance of the LC.
 75

5. Guard shall open the Gate, Train shall be restarted.

6. LP & Guard shall report this at the next Block Station.
PROCEDURE TO PASS GSS WITH G MARKER AT ON
[Inside /Outside Station Limits] (SR 3.73(i))
1. LP shall
a. Stop the Train in rear of the Signal.
b. Give one long continuous whistle.
c. Wait, One minute during Day & Two minutes during Night.
2. If the Signal is not taken OFF, LP shall pass the Signal cautiously.
3. If the Gateman is showing Hand Signals, LP shall pass the Gate without stopping at cautious
Speed.
4. If the Gateman is not available:
a. LP shall stop the Train 30 metres in rear of the gate.
b. ALP or Guard shall close the Gate and show Hand Signal.
c. LP shall restart the Train and pass the Gate at cautious Speed.
d. Train shall be stopped at two vehicles length clear of the LC.
e. ALP or Guard shall open the Gate, board the Train.
f. Train shall be restarted and LP & Guard shall report this at the next Block Station.

PROCEDURE TO PASS THE GATE-CUM-DISTANT AT ON

1. LP shall follow the procedure for passing a Gate Stop signal outside station limits (with or
without G marker as the case may be) at ON and be prepared to stop at the next stop signal.

ABSENCE OF FIXED SIGNAL (OR) ASPECT IS MISLEADING (OR) IMPERFECT [3.74]

LP shall act as if the Signal is showing its most restrictive aspect, in the following
occasions,
1. There is no Fixed Signal at a place where it shall normally be available;
2. The light of the Signal is not burning.
3. White light is shown in the place of a Colour light.
4. The Aspect of Signal is
 Misleading or
 Imperfectly shown or
 More than one aspect displayed.
 76

5. FLICKERING: means vibrating or unsteady illumination of any one particular Aspect.

6. BOBBING: means appearance & disappearance of more than one Aspects of a
Signal.
7. When a signal is flickering or bobbing, the LP shall stop the Train.
a. Obey the Aspect which remains steady for 60 seconds.
b. Treat the Signal as defective if no Aspect remains steady for 60 seconds.
 77

CONTROL AND WORKING OF TRAINS

RESPONSIBILITY OF SM FOR WORKING
1. The SM shall be responsible for the efficient discharge of the duties devolving upon the staff
employed under his orders at the station or within station limits.
2. SM shall see that the working of the station is carried out in strict accordance with the rules and
regulations for the time being in force.
3. No person other than the SM shall ask for or give line clear or give authority to proceed.
4. The SM on duty shall examine the signals immediately after a storm/ dust storm/ tempestuous
weather and make certain that
a. The roundels are in good condition
b. Signals are in proper working order
c. Same shall be recorded in the station diary.
5. When changing duties, both the outgoing and incoming SMs shall examine and satisfy
themselves that,
a. All the points are correctly set and locked as per SWR.
b. Signals are in proper working order
c. Vehicles / Wagons are stabled clear of the fouling marks and crossings, on running
line or non- running lines
d. Secured as per the rules
e. Recording all these in the station diary and signed by both.
6. When changing duties, the outgoing SM in addition shall specifically record in the station diary,
whether,
a. The running lines, passenger and goods are clear or obstructed.
b. If obstructed, cause of the obstruction and expected time of clearance.
7. The incoming SM shall sign in the station diary in token of his being aware of the condition as
above.
8. This will in no way absolve the SM on duty if his personal responsibility to ensure that the line is
clear before receiving/ despatching Train.
9. Immediately after giving line clear for a Train, the Station bell shall be loudly rung followed by
descriptive beats as below, to indicate from which the Train is approaching,
a. Down Trains- Two distinct beats
b. UP Trains- Three distinct beats
c. Branch Trains- Four distinct beats
 78

Berthing Of Passenger Trains At Stations:

1. No Train shall run through on the platform line when a passenger carrying Train standing on
the non- platform line.
2. In case of crossing on a single line, the first arriving Train shall be received on the loop line duly
setting the points at the trailing end to the sand hump/ over-run line, wherever provided.
3. If it involves reception of a stopping passenger carrying Train on a platform line, the same Train
may be regulated at the reception signal and the other Train may be received first on the loop
line.
4. Except the cases as in 1, 2 and 3 above, a Train carrying passengers which is booked to stop shall
be dealt on a platform line at the station.

RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE [5.09]

1. Where possible, LP may be informed through SM in rear.
2. Train shall be stopped at FSS.
3. SM shall ensure the following conditions,
 Line of Reception is Clear upto the point of obstruction.
 All the facing and trailing points on the route are correctly set and locked.
 LC Gates, if any, are closed against the Road Traffic.
 All conflicting signals are kept at ON.
 All conflicting movements are stopped.
4. Train may be received by anyone of the following three methods:
a. By taking OFF, Calling ON Signal provided below the Home signal.
b. By issuing obstruction message to LP over SPT.
c. By piloting on form T/509.
In all these three methods,
 Train shall be stopped at the Facing Points leading to the obstructed line until
hand Signalled forward.
 A Stop Hand Signal shall be exhibited at 45 m short of the obstruction.
 Speed shall not exceed 15 KMPH

TAKING OFF CALLING-ON SIGNAL

1. SM shall ensure all the conditions, take off Calling ON signal and make entries in Calling ON
signal usage register.
2. When Calling ON is taken off, LP shall draw ahead cautiously and be prepared to stop short of
any obstruction.
3. Points on the route need not be clamped & padlocked unless the Points are disconnected by
issuing S&T(T/351)
 79

ISSUING MESSAGE OVER SPT

1. SM shall ensure all the conditions and ensure that the points are correctly set, clamped and
padlocked and entries made in Station Diary.
2. SM shall then issue obstruction Message with PN to the LP over SPT.
3. SM shall record this message below the Train entry in TSR and LP shall record in his RJB.
4. This message authorizes the LP to pass the Reception Stop Signal(s) at ON and the speed shall
not exceed 15KMPH.
PILOTING WITH FORM T/509
1. SM shall ensure all the conditions and ensure that the points are correctly set, clamped and
padlocked and entries made in Station Diary.
2. SM shall then prepare T/509 in duplicate.
3. Original is handed over to LP through a competent railway servant.
4. He shall pilot the Train from Home signal; speed shall not exceed 15KMPH.

RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE [5.10]

1. Train shall be stopped at the Home signal [when Train arrives in wrong direction on double line
section-Home signal of the adjacent line or LSS of the same line whichever comes first]
2. SM shall ensure,
a. Line of reception is clear.
b. All the facing and trailing points on the route are correctly set, clamped and padlocked and
entries made in Station Diary.
c. LC Gates, if any, are closed against the Road Traffic.
d. All conflicting signals are kept at ON.
e. All conflicting movements are stopped.
3. The Competent railway servant shall deliver
a. Written authority as in SR 5.10(i) and a Caution Order restricting the speed to 15KMPH (or
lesser speed as per SWR) and
b. Pilot the Train by travelling on the Engine
4. The LP shall then pass the Reception Stop Signal(s) at ON and enter the yard cautiously.
 80

DESPATCH OF A TRAIN FROM A NON-SIGNALLED LINE [5.11]

1. SM shall obtain Line Clear from the Station in advance.
2. He shall ensure,
a. The line of despatch is clear
b. All the facing and trailing points on the route are correctly set, clamped and padlocked and
entries made in Station Diary.
c. LC Gates, if any, are closed against the Road Traffic.
d. All conflicting signals are kept at ON.
e. All conflicting movements are stopped.
3. SM shall prepare T/511 in Duplicate and send it through Competent Railway Servant.
4. Train shall be piloted upto the last set of Points on Non- signalled or Non- running line by the
Competent Railway Servant at a speed not exceeding 15 Kmph.
5. When Line Clear is obtained through Block Instrument or Track Circuit or Axle Counter and
LSS alone fails, T/511+Endorsement is the authority to proceed.

DESPATCH OF A TRAIN FROM A LINE WITH COMMON STARTER [5.12]

1. SM shall ensure that all the conditions are fulfilled for despatch of the Train.
2. SM shall then prepare T/512 in duplicate, send it through a Competent Railway servant to LP,
issue ATP and take OFF the Common Starter.
3. T/512 is the authority to start a Train from a group of lines provided with Common Starter.
 81

STANDARD TIME (4.01)

1. It is prescribed by Government of India and transmitted to all stations daily at 1600 hours by
Controller.
2. SM shall check / correct the station clock and make red ink entries in TSR.
3. For stations not connected to control, specified stations shall pass on this information.
4. No passenger train or mixed train shall be started from a station before the advertised time
(4.02)
TIME TABLE

TYPES:
 For Public:
a. Public Time Table (PTT)- Region wise
b. Trains at a Glance (TAG)- Railway Board
c. Sub- Urban Time Table- Sub- Urban Trains
 For Railway staff:
 Working Time Table(WTT) - Division wise
 Military Time Table
 Military Trains(Confidential)

PUBLIC TIME TABLE

1. It is issued every year.

2. It is issued for giving information to public and for guidance of Railway staff.
3. It is prepared keeping in view of passenger convenience and service requirements of Railways.
4. It is of three types,
a. Trains at a Glance- Ministry of Railways
b. Railway Time Table- Region wise (Southern Zone- SR, SWR, SCR and KR)
c. Sub-Urban Time Table
5. Details: How to read, route map, trains between important stations, Station code index, Train
number index, commercial information, vigilance organization and public grievance machinery
etc.

WORKING TIME TABLE (4.07)

1. WTT is a Special Instruction.

2. It Is Issued by PCOM for each Division separately, every year on July 1stand Supplied To,
1) Each Station.
2) Railway Staff Connected With Train Running Such As LPs, Guards, Controllers And P.Way
Inspectors.
3) A Copy to Commissioner of Railway Safety.
 82

3. It contains details such as,

1) Train Timings (Stopping/ Run Through)
2) Inter Station Running Time for each train in all the Sections
3) Operational Requirements etc.
4) Departure Time for each Train in WTT may be same as Advertised Time OR a later Time
4. Train can be started even before the time mentioned in WTT.
5. It contains other particulars such as,
a) Classification of Stations
b) Standard of Interlocking
c) Facilities at all Stations
d) Notice Stations
e) Level Crossings & Their Locations
f) List of Fixed Structures in the Section
g) Maximum permissible speed(MPS) for each section for different type of locos
h) Permanent speed restrictions
i) Traffic & engineering allowances for each train
j) Maximum permissible loads for sections
MAXIMUM PERMISSIBLE SPEED
1. MPS is fixed by CRS and Mentioned in WTT.
2. It is fixed for every section & all type of locos.
3. The Speed of a train shall not exceed MPS at any time.
4. LPs of Mail/ Express shall run at MPS, even if the train is running to time.
5. If MPS of a loco is not same as the MPS of a section, train shall run at a MPS of, the section or
loco whichever is less.
6. Minimum Permissible Running Time (MPRT) is calculated based on the MPS.
MINIMUM PERMISSIBLE RUNNING TIME

1. It is the time taken by a train between two stations when it runs at MPS.
2. When calculating MPRT, the following factors also considered,
a) Type of loco
b) Load of train
c) Time required to negotiate at,
 Gradients
 Permanent speed restrictions
 Acceleration/ deceleration etc.
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BOOKED SPEED

1. It is fixed by PCOM.
2. It is fixed separately for every train.
3. It is normally 10% less than the MPS.
4. Normal running time between two stations is calculated based on booked speed.
5. LPs of passenger trains are required to run at booked speed.
6. If the train is running late, LP can exceed booked speed & run at MPS.
7. It gives marginal allowance for LP to make up time when the train is running late.

SPEEDOMETER (4.08)
1. No locomotive is permitted from shed, with defective speedometer.
2. If speedometer fails enroute, LP shall work the train at a speed 10% less than the permissible
speed.
3. LP shall estimate the speed with the help of
a) His watch
b) Kilometre Posts and
c) Inter-Station running time given in WTT.

CAUTION ORDER (GR/SR 4.09)

I. Caution Order
Caution Order is a written document given by the SM to LP &GUARD,
a. To observe any Speed restriction OR
b. Any other Special Precautions on run, for safe passage of Trains over the affected
area.
II. Kinds of Caution Order
There are FOUR types of Caution Order,
1. T/409- Caution Order.
2. T/A 409- NIL Caution Order.
3. T/B 409- Reminder Caution Order.
4. T/C 409- Trolley Caution Order.
T/409: Caution Order
1. It is issued at Train starting or Notice Stations.
2. It is a Printed Form with Green Fonts and serially numbered.
3. It shall be printed in Bilingual- English & Hindi/Regional Language.
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4. It contains the following details,

(1) Station name, Date.
(2) Train No& Description.
(3) No of Cautions.
(4) Between Stations & KM.
(5) Speed.
(6) Cause & Remarks.
(7) Date of Imposition.
(8) Time.
(9) Signature of SM with seal.
(10) Acknowledgement of LP, ALP & Guard in Record Foils.
5. Preparation:
(1) Prepared in Three Foils: One each to LP, Guard and Station Record.
(2) It shall be prepared without any mistakes.
(3) Station name should be STAMPED in full without using Station Codes.
(4) If more than one foils to be prepared, it shall be serially numbered.
(5) Cautions in force shall be written in Geographical Order upto next Notice Station.
(6) It shall always be signed in full with date & Time.
(7) Progressive numbers of Caution Order shall be recorded in Remarks column of the TSR
against the entry for each Train.
(8) It shall be prepared separately for each Train.
(9) It may be typed or printed at Specific Stations / for Specific Trains.
 Details of such Stations/ Trains shall be mentioned in WTT.
 Provision for the same shall be permitted through the SWR of such Stations.
T/A 409: Nil Caution Order
1. Issued when there is NO Caution in force upto next Notice Station.
2. It is a Printed Form with GREEN FONTS & serially numbered.
T/B 409: Reminder Caution Order
1. It is issued to all scheduled stopping Trains and Trains stopping out of course
2. It is a Printed Form in Green fonts and serially numbered.
3. The contents are similar to that of T/409.
4. It is issued by the SM of the Block Station immediately in rear of the Affected Block Section.
5. Reminder Caution not issued on Suburban Section under Special Instructions.
6. Issue of T/B 409 may be dispensed with, if SM is able to ensure through VHF Set that the LP is
advised by Notice Station about the Caution in Force in the Block Section ahead.
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T/C 409: Trolley on Line Caution Order

1. It is Printed Form Coloured GREEN.
2. The words Trolley on Line is printed in RED.
3. It is prepared in Foil/ Counterfoil method; Foil- To LP, Counterfoil-Record
4. It is issued for all Trains when Trolley is working on T/1518 with Caution Order protection.
III. Imposition of Caution Order/Speed restriction
1. When it is necessary to impose a Speed Restriction/ Any Special Caution for any Repair Work/
any Reason, Engineering official shall advise the SM of the nearest Station with particulars of
Caution to be imposed.
2. SM who receives the message to advise the following under exchange of PN,
a. SM at other end.
b. SMs of Notice Station(s) as given in WTT.
c. Controller.
d. PRC/LF/TPC/TLC/ All Concerned.
3. Engineering official not to commence the work till he gets SMs acknowledgement.
4. SM to acknowledge only after advising all concerned.
5. These messages with PN obtained shall be recorded in Caution Order Message Register &
relevant entries shall also be made in Caution Order Register.
6. CAUTION ORDER MESSAGE REGITSER:
 Details about the Caution to be imposed, Caution cancelled given by the JE/ P
Way to SM in writing will be recorded in this register.
 The same shall be relayed to all concerned with exchange of PN and particulars
recorded.
 After the Caution is permitted, all these details recorded in Caution Order Register
also.
 After cancelling the Caution necessary entries made both in Caution Order Message
and Caution Order Register.
7. CAUTION ORDER REGISTER:
 Maintained at all Stations, control office, Loco sheds.
 As soon as Caution is imposed, it is entered in Caution Order Register.
 Speed restrictions to be written in Geographical order.
 Will be brought forward on every Monday.
 Except Station code, no other code to be used.
 Whenever any cancellation of caution in force, relevant entry made against it.
 Before issuing Caution order to a Train, this register shall be referred.
 Kept as record for one year.
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IV. Issue of Caution Order

1. No Train shall be allowed to enter the affected Block Section unless it is issued with Caution
order at either end Stations or at Notice Station.
2. Run through Trains shall be stopped out of course for issue of Caution Order till it is being
issued at Notice Station.
3. Caution Order need not be given for Permanent Speed Restrictions.
4. Notice Station
a. For the purpose of issuing caution Order, a list of Stations given in WTT designated as
Notice Stations.
b. Normally a Train starting Station or a Junction Station where all Trains stop shall be the
Notice Station.
c. SM of the Notice Station shall,
1) Ensure that No Train shall be started without T/409 or T/A 409.
2) Advise the SM in rear of affected Block section, 1stTrain from which Caution order is
being issued.
3) On the face of the Caution Order the Notice Station upto which the Caution is issued to
be mentioned.
5. The LP &Guard shall not start the Train unless they received T/409 or T/A 409.
6. If a Train started from a Station other than Notice Station,
a. SM of such Station shall collect particulars of Caution upto next Notice Station and issue
caution accordingly.
b. If it is not possible to collect information, he shall start the Train with Caution Order issued
upto next Station. From next Station the LP to collect Caution upto next Notice Station.
7. In case of Crew Change enroute, the GLP shall take over all the Caution Orders from outgoing
Crew under acknowledgement.
8. It is the responsibility of LP/ALP of Assisting/ Banking Engine attached enroute to collect
information about Caution from GLP.
9. In case of Multiple Engines, SM shall issue Caution Order to the LP/ALP of additional Engines
also.
10. In Local/ Suburban Sections:
a. Caution Order shall be given to GLPS only at Stations mentioned in WTT.
b. It is issued for several Up & Down Trips unless there is a sudden imposition of Caution.
c. It may be Typed/ Cyclostyled/ Printed covering entire Section.
 87

SAFETY CIRCULAR NO: 15

OBJECTIVE
 To stream line caution order system by incorporating multilevel check.
RESPONSIBILITIES OF SM
1. Ensure Caution Order details as given by the Engineering Official informed to other end SM
and Notice Stations with exchange of PN.
2. Ensure LPs of all trains entering the affected section are issued with Caution Order.
3. Get the details of Trains not issued with Caution Order at Notice Stations from SCOR under
exchange of PN.
4. Ensure that all the Trains listed by SCOR are issued with Caution Order. And then exchange
a PN with SCOR that further run through Trains will not be stopped for the issue of new
Caution.
5. If SCOR made arrangement to issue Caution at a Station where Train stops, the SM in rear of
the affected Block section, shall mark the Station name against the Train no in Caution
Order Message Book.
6. To ensure no failure in issuing newly imposed Caution Order, a rubber stamp with a list of
Notice stations/ Train starting stations, with columns for exchange of PNs and SM‟s initial
shall be affixed in each page of the Caution Order Message Book.
7. If Caution order issued and the Train has not despatched within one hour or before the
completion of shift duty, whichever is earlier, SM on duty before despatching the Train shall
ensure through VHF that Crew is holding updated Caution Order.
V. Service of Caution order
1. Caution Order shall be issued to GLP either personally or through a Competent Railway Servant,
obtaining signature in full in Record Copy.
2. If more than one foil is issued, signature shall be obtained in each Record Foil.
3. If LP unable to understand, SM has to explain about the Caution Given to him.
VI. Cancellation Of caution
1. When SM receives advice regarding Removal of Speed Restriction/Caution order, he shall
immediately advise the SM at other end, all concerned who have been advised earlier under
exchange of PNs.
2. All cancellation messages shall be entered in Caution Order Message Register& in Caution Order
Register.
3. Issuing of Caution Order shall be discontinued after the cancellation has been advised to all
concerned.
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VII. Miscellaneous
1. The Cautions in force shall be brought forwarded at 00‟ hours of every Monday in
Geographical Order.
2. During HOC/TOC, Cautions in force shall be recorded in Station Diary.
3. Caution in force caps shall be kept on the Knobs/ plunger as a visual indicator.
4. The Record foil of Caution Order shall be preserved for 12 months from the date of issue.

CAUTION ORDER CIRCUMSTANCES

I CAUTION ORDER CIRCUMSTANCES REQUIRING SPEED RESTRICTIONS
[SR 4.09 (i)]
OCCASIONS
A ENGINEERING:
1 Engineering works or Repairs on the Track
2 Whenever LP reports Slack/Rough running or
Heavy Lurch or any abnormal condition in the
Track over which the Train has passed.
3 Rail Fracture/ Weld Failure, reported & attended
temporarily.
4 When a Patrolman does not report within 15mts
of his scheduled arrival.
B S&T:
1 During the period of overhauling of interlocking
lever frames
2 Whenever the Train is piloted into the Station on
a written authority to enter Non-Signalled/ Non-
Running line.
3 On Twin Single Line Sections when Line Clear
obtained through Indirect Means of
Communication duly crosschecking PNs given for
last three preceding Trains.
SPEED
As advised by the Engineering official
Not to exceed 10KMPH
i) if certified fit by Keyman/ Trackman/
Engineering gateman-20 KMPH
ii) if certified fit by JE/P.Way -
30KMPH
i) 40KMPH- Day/ Visibility Clear.
ii) 15KMPH-Night/ Day, Visibility is
Poor.
15KMPH at the Station
Not to exceed 15KMPH or lesser Speed
given in SWR
For First Train only: Not to exceed 25
KMPH over the entire Section.
 89

C UNUSUAL OCCURENCES/ EVENTS:

1 When there is OHE break down on Double/ 20KMPH by Day
Multiple Line Sections ( for 1st Train on adjacent 10KMPH by Night
line)
2 During Temporary Single Line Working on 25KMPH for all Trains running on
Double Line Section worked under the Automatic Wrong direction and for First Train in
Block System. the Right direction.
3 Whenever Engine Pushing the Train. Not to exceed,
15KMPH- if Guard travelling in leading
vehicle.
10KMPH-if Guard travels other than
leading vehicle.
4 When Goods stock is attached to Passenger Not to exceed 75KMPH on BG&
Trains.
5 When sabotage is suspected- For LE/ Tower 15KMPH- Day/Clear Weather.
Wagon / TMM proceeding to inspect the Track 10KMPH- Night/ View not clear.

D NATURAL CALAMITIES:
1 When unsafe condition of the Bunds of Tanks 15KMPH during Day, clear weather.
or Rivers is reported. 10KMPH during Night/ View ahead is not
clear.

2 When Water reaches the Danger Level Mark at 15KMPH during Day, clear weather.
Bridges. 10KMPH during Night/ View ahead is not
clear.

II. CAUTION ORDER CIRCUMSTANCES REQUIRING SPECIAL PRECAUTIONS

A ENGINEERING:
1 When there is No response from the Gateman of a Non-Interlocked Level Crossing (Outside
the FSS of the Station)
2 When Emergency Patrolling Comes to force.
3 For the last Train mentioned in the LB order to enter the Block Section.
4 For Traffic Train to enter the Block Section after the expiry of Line Block but Removal/
Extension Advise not received from Engineering official.
5 When Trolley on Line under Caution Order protection on form T/1518.
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B S&T:
1 When Spring Loaded Points available against the path of a Motor Trolley in the Trailing
Direction.
2 When Warner or Distant or FSS becomes defective in the OFF Position.
3 Before despatching a Train to a Station where Colour Light Signals are not burning due to
Power failure.
4 When there is a change in the Complement of Signals or where signals are newly erected/
resited.
5 When Engineering Gate Stop Signal becomes defective.
C ELECTRIFIED SECTIONS:
1 When Trains hauled by Diesel Locos enters the Section during Power Block.
2 When Temporary Neutral section is provided.
3 When Emergency Feeding arrangements introduced due to failure of OHE supply.
D UNUSUAL OCCURENECES:
1 When there is doubt or suspicion from the condition of a run through Train that the Block
Section in rear might have been obstructed or affected during passage of a Train.
2 When Trains delay unusually, running on Double/ Multiple line Sections.
3 When a Train has to be started after Train Parting or Clearance of Obstruction.
4 When SM sending 6-2 bell code signal on a Double/ Multiple lines.
E MISCELLENEOUS:
1 Whenever Alarm Chain Apparatus is blanked off on a Coach/Compartment of a Train.
2 Any other circumstances/ condition which may require the issue of Caution Order, Caution
Order issued under local/ Special Instructions.

PERMANENT SPEED RESTRICTIONS:

1. These Speed Restrictions are imposed at the Locations with Weak Permanent Way, Weak Soil,
Curves and Certain Bridges.
2. These Locations are mentioned in WTT.
3. Hence, Caution Order need not be issued for PSR.
4. Engineering indicators are provided to protect the Locations, but they need not be lit during
Night.
5. Time lost on this account is included in the Running Time
 91

ENGINE PUSHING (4.12)

1. Engine pushing permitted in following cases
1) Regular working with ascending trains on MTP-UAM section
2) Regular working of material trains
3) Unexpected circumstances such as,
a. Engine unable to haul
b. Train meeting with obstruction
c. In Emergencies such as,
 Working with relief trains
 Passenger special trains & Clearing stranded passengers from accident spot
2. On such occasions,
a) Guard shall travel in leading vehicle, if the vehicle fitted with AB/ hand brake
b) Otherwise Guard shall travel by, nearest vehicle fitted with such brakes
c) Speed, when the Guard travels,
 By leading vehicle: 15kmph.
 Other than leading vehicle: 10kmph.
 In thick/ foggy/ tempestuous weather, the Guard to pilot the train by walking at 600m in
front.
3. Guard shall keep good lookout and to show PHS continuously. Otherwise LP shall stop.
4. LP too, shall keep good lookout towards Train Pushing direction and be prepared to stop
short of any obstruction.
5. Reception of train
Single lines
 LP shall stop at FSS
 Guard shall Contact SM by SPT or in person
 Signal can be taken off
Double lines
 LP shall stop at LSS of same line or opposite FSS on the adjacent line
 Guard shall inform SM& return to train
 Received by piloting with written memo as per SR 5.10+ 15kmph Caution Order.
HEAD LIGHT & MARKER LIGHTS (4.14)
1. Every engine shall have an Electric Head Light of Approved Design and Two White
Marker Lights.
2. Every Shunting Engine shall have the electric head light of approved design and Two Red
Marker Lights in front and rear.
 92

3. It shall be provided with a switch to dim the light when ,

a) The train remains stationary at station.
b) Approaching another train on opposite direction on double / multiple tracks.
c) Approaching Home Signal/ outermost points till the train passes them.
d) To avoid dazzling cattle.
e) Occasions as prescribed by special instructions.
4. During Head Light failure,
 Engine shall display two white marker lights
 Speed of train restricted 40 KMPH or severest temporary speed restriction in force in the
Block Section, whichever is less.

FLASHER LIGHT

1. It is provided on every Loco, adjacent to Head Light.

 When switched on, it shows a yellow flashing light.
 Used to attract the LP running on the adjacent lines on Double / Multiple lines.
2. When a LP sees a Flasher Light on adjacent line,
a) Stop immediately
b) Ascertain the cause
c) Ensure that the line on which his train to proceed i free from obstruction
d) Then only he can resume his journey
3. LP shall switch on Flasher Lights when,
a) He experiences sudden jerk, heavy lurch etc.
b) Train stops due to accident, failure, obstruction or any other reason.
c) When Engine going to open communication with T/B 602 during TIC.
d) Proceeding on wrong line during S/L working on D/L (if not, train shall be stopped by
Gatemen/Gangmen/ enroute staff etc.).
e) If provided in BV/SLR, Guard can also make use of Flasher light.
f) If necessary Inside Station limits also flasher light shall be switched ON.
SIDE LIGHTS (4.15)
1. During night or thick or foggy weather all trains except Goods Train and EMUs shall have one
Red Tail Light and Two Side Lights showing Red towards rear and White towards Engine.
WHILE ON RUN (SR 4.41)
2. LP shall frequently look back and see that atleast one of the side lights are burning.
3. If not, LP shall give two short whistles.
4. If only side lamps are missing, Guard shall show PHS&LP to acknowledge by one long whistle &
proceed normally.
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5. After PHS, Guard shall frequently show a white light instead of side lights to LP till such time
any one of the side light is restored.
6. If LP not receives PHS from Guard, he shall suspect that the train may have parted& act
accordingly.
IF VEHICLES ATTACHED IN REAR OF SLR
7. Side lights of rear most vehicle shall be switched on.
8. If the rear most vehicle has no side lights, side lights of the next rear vehicle shall be switched
on.
9. If no vehicle in rear of SLR had side lights,
 Side lights of SLR switched on
 Guard to ensure frequently that train is complete
REVERSING SIDE LIGHTS
10. Side lights shall be reversed in the following cases (Red towards front &White towards rear)
 While proceeding for protection
 For attracting LP
 During precedence,
a) One side of light only reversed which is visible to the train to be received on adjacent
line.
b) Other side need not be reversed.
c) After the train passes, reversed one to be normalised.
TAIL BOARD/ TAIL LAMP (4.16)
1. To indicate the Train is complete, Tail Board/ Tail Lamp of approved design affixed in rear of
the last vehicle of all trains.
2. During Day
a. A Disc, painted red with letters LV on white Or
b. An Unit Tail lamp painted red Or
c. In emergency where LV board is not available during day, a red flag, with the permission of
DRM, can be used.
3. During Night -A Flashing Red Light.
4. For EMU Stock- Turnover Tail Board, Painted White With A Red Cross Fixed During Day.
5. If any vehicle attached in rear of BV/ SLR, GD to ensure Tail Board/Lamp switched off in
BV/SLR & fixed in rear of the rear most vehicle.
6. The same is applicable in case an Engine/Damaged vehicle attached in rear of a train.
7. If Tail Board/Lamp is missing,
a. SM shall inform other end SM and shall not close the Block Section.
b. Ascertaining the cause.
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c. If BPAC is provided and working, withholding the closing of Block Section is not necessary.
However he shall inform the other end SM.
GOODS TRAIN WITHOUT GUARD/BV (4.23)
1. Every running train shall have one or more Guards
2. He shall travel in his BV, except
 In emergencies
 Under special instructions
3. In an emergency, Goods Trains can be worked without brake van under the specific sanction of
the Divisional Railway Manager in each case.
A. WHEN THERE IS NO BV
1. The following precautions shall be taken;
1) The Train shall be fully air-braked and JE/SSE/C&W shall certify for the brake power.
2) If it is wayside station, GLP check shall be done.
3) Tail board/ Tail lamp shall be provided on the last vehicle and the Train can run at
prescribed speed subject to other speed restrictions in force.
4) The Guard shall travel on the Engine and the Guard and LP shall keep a good look out on
run.
5) The painted number of last vehicle shall be intimated to controller by SM before asking
permission to start the Train.
6) Each SM on duty in the entire section shall intimate the painted last vehicle number to SM in
advance and make entry in TSR.
7) When there is stoppage on account of crossing/ precedence, the SM shall verify the complete
arrival by checking the painted number of last vehicle and intimate the same to controller.
8) In case of accident a Train without Brake-van can be worked to nearest block station and
berthed without hindering crossing/ precedence.
B. WHEN THERE IS NO GUARD
1. Running of Goods trains without Guard should be avoided as far as possible.
2. However in exceptional circumstances, only Goods Trains may be run without Guard with the
specific orders of Sr.DOM and a record of such orders shall be maintained in the respective
Control office in a separate register.
3. Running of trains without Guard not permitted in the following cases
a) In case of Passenger Trains
b) If the last vehicle is not BV.
c) During tempestuous weather.
d) During TIC & Single line working on Double line
4. In case it is permitted the duties of the Guard as can be performed by the LP, devolves on
LP/ALP.
 95

5. The following precautions shall be taken:

1) The Train shall be provided with continuous Air-pressure from Engine to BV.
2) LP shall examine the brake power of the Train and the working of last four Pistons and also
ensure required brake pressure in BV.
3) LV board/ Tail lamp shall be made available to LP and he shall affix it in the last vehicle.
4) Extra detonators shall be carried by LP for protection of the Train.
5) SCOR shall also be advised by the SM under exchange of private numbers who shall inform
the stations en-route.
6) The SM on getting the train number will inform the end cabins where provided and
gatemen of all the LC gates enroute under exchange of private numbers.
7) In this effect a Caution order shall be given to LP.
8) When the train stops at a station for crossing or other purpose
 LP shall ensure stopping of his Train clear of fouling mark.
 SM shall ensure the complete arrival with painted number of the last vehicle.
9) SMs of IB section and Automatic territory shall not despatch the second Train, till the Train
without Guard reaches the station ahead.
10) If Train stops in midsection due to accident, failure or obstruction LP shall protect the Train
as per the extant rules.
11) If Train encounters any problem

Within Station limits: The help of C&W staff/ Pointsman can be sought.
Enroute: The ALP shall check the complete Train for

 Any leakage, Hose pipe disconnection and attend it.

 All cut off angle cocks of AB wagons, in open condition except the rear most and front
angle cock of engine.
 Ensure air pressure continuity by operating the brake van valve/ cut off angle cock of the
last vehicle
 Have a sharp look out behind and any hand danger signal shown by station staff.
 96

HOT AXLE (SR 4.29)

1. Hot axle on a Train formation is indicative of an impending derailment and is therefore

treated as an Accident Situation.
2. Symptoms of Hot Axle are,
 Emission of smoke/ Flame form the axle box
 Splashing of grease around the axle box
 Smell of burning grease
 Peeling of paint around axle box
 Unusual metallic sound
 Skidding of wheels, etc.
3. Immediately on receipt of information about hot axle on any running Train, the SM shall try
to put back the LSS to danger and stop the Train.
4. Irrespective of whether LSS can be put back to danger or not, within the time available, the
duty SM, the OFF side Pointsman, Traffic Gatekeeper if any shall show Hot Axle hand signal
to Guard and LP of the Train by waving the red hand signal lamp/ flag in a wide arc manner
left to right across their chest.
5. Such waving of hand danger signal indicates the Crew and Guard that the danger exists not
on the permanent way but on the Train itself.
6. Whenever engineering gate exists, the SM of the station in rear shall make every attempt to
convey information to the Gatekeeper to stop the Train by similarly waving hand signal in
danger aspect in a wide arc manner across the chest.
7. On electrified sections, TPC shall be informed to switch off the power supply.
8. The SM on duty shall maintain continuous interaction with Section Controller till such time
it is confirmed that nothing untoward has taken place and that the Train has reached the
next Block Station safely.
9. Reception of a Train with Hot Axle:
 Direct reception of any Train on which Hot Axle is reported is strictly prohibited.
 SM shall inform the LP by issuing a Memo.
 Wherever Signal Post Telephone is provided at the foot of the home signal, the memo
issued by the SM, should contain an advice to the LP to speak on the SPT and be fully
briefed about the abnormal condition regarding which the Train has been stopped out of
course.
 He should be advised to inspect the wagon himself and if the condition of the wagon so
permits, bring the Train into the Station yard at walking speed (5KMPH).
 The Train shall be received on the main line. If main line is occupied, reception should
be arranged on the first unavoidable turn out.
 97

TRAIN HELD UP AT FSS (4.44)

1. After stopping the train at FSS, LP shall give one long continuous whistle to warn the SM.
2. If SPT is provided below the Signal, contact the SM for instructions.
3. If not after the lapse of 5mts, he shall give ____ ____ • • whistle to warn Guard
4. Guard in consultation with LP, send ALP to station.
5. After Informing, if SM is ready to take off Signals ALP may remain there itself.
6. If the delay considerably to exceed, SM shall send a written memo through ALP to LP with
reason.
7. LP shall initial it and pass on to Guard.
8. Guard shall retain the memo (in case of LE- LP shall retain it)
9. Whenever such memo is given, the GLP shall send a special report along with CTR.
10. If the detention exceeds 15mts at FSS, Guard (in case of LE-LP) shall arrange for protection.
WHISTLE CODES (4.50)
SL WHISTLE CODE OCCASION
NO
1 • (a)Before starting,
i) Indication to LP of assisting/ banking Engine that LP
of leading Engine is ready to start
ii) Acknowledgement by LP of assisting / banking Engine
to leading Engine
(b) On run,
i) Assistance of other engine not required
ii) Acknowledgement of other Engine that assistance is
stopped
2 •• 1. Call for Guard Signal
2. Signals not exchanged by Guard
3. Signals not exchanged by station staff
3 ••• 1. Guard to apply brakes
2. Train is out of control, Guard to assist
4 •••• 1. Train cannot proceed on account of Accident, failure,
obstruction or other exceptional cause
2. Protect Train in rear
5 _____ • 1. Guard to release brakes
2. Before starting Engine/ Train from station/
midsection
3. Main line clear after backing into siding
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6 •_____• 1. Train with wrong authority to proceed

2. Passing stop Signal at ON with proper authority
7 ••_____ 1. Alarm chain pulled
2. Insufficient air pressure/ vacuum in Engine
3. Guard applies Air / Vacuum Brake
8 _____•• 1. Defective Signal

9 ________ 1. Passing IBSS / Automatic Signal at ON

(long) 2. Before starting: brake pressure recreated on Ghat
section, remove skids
3. On run: acknowledgement of Guard‟s Signal

10 ____________ 1. Approaching tunnel/ area of restricted visibility/

(continuous) curves /cuttings/site of accident
2. Recall Railway servant protecting in rear
3. Material Train ready to leave
4. Running through a station
5. Approaching a stop Signal at ON
6. View of the Signal, obstructed due to Fog/ Storm etc
7. Detained at Stop Signal, 8. From RW/L to till passing
LC
11 ___ ___ •• Calling Guard to come to Engine
12 ___ ___ ___ Fouling mark not cleared
13 ____ •____• Train parting or arriving incomplete
14 ____ ____ Raise pantograph, to be acknowledged by the other Engine
15 ____ • ____ Lower pantograph, to be acknowledged by the other
Engine
16 •••••••••••• 1. Apprehension of danger
( whistle 2. Danger Signal to the LP of an approaching Train, whose
frequently) path is fouled or obstructed for any reason
3. TIC on single line
4. Single line working double line
5. Movement against DOT in Automatic area
17 __ __ __ __ __ Approaching a Level Crossing
(intermittent
long)
 99

STOPPING OF TRAINS CLEAR OF FOULING MARK (4.58)

1. Whenever LP finds that his Train not cleared Fouling Mark, he shall
a. Attract the SM by giving three long whistles.
b. Wave stop hand Signal
c. Send ALP to advise the duty SM
2. SM observing this shall take efforts to draw ahead the Train clear of fouling mark by giving
necessary instructions to Train crew.
3. When a Goods Train is stopped at a Station, LP shall draw his Train upto
a. Starter or
b. Fouling Mark or
c. STOP Board, so as to enable the Last Vehicle stands clear of rear Fouling Mark.
MATERIAL TRAIN (4.62)
Definition: Material Train means a departmental Train,
 Intended solely or mainly
 For Carriage of Railway material
 When picked up or put down or for execution of works
 Either between Stations or within Station limits.
ORDERING:
1. Ordered by DRM.
2. In emergencies, on the request of Engineering Official SM can also order.
3. Particulars given during ordering,
a. Nature of work
b. Duration
c. Stabling Station
4. In case of change in stabling station Guard shall advise Stations concerned.
WORKING
1. Permitted to work between Sunrise and sunset only.
2. In emergencies, permitted to work in Night with following conditions,
a. DRM permission required
b. Workspot shall be lit.
c. 2nd class accommodation provided on the Train for labourers
d. Travelling in Material Train prohibited.
3. Marshalled with Engine at one end and BV at other end for efficient braking.
4. Guard & LP to protect the Train between Stations. If necessary Gangmate/ Gangmen help can
be sought.
5. Speed shall not exceed 75 KMPH.
6. Women labourers shall be employed only for loading & not for unloading.
 100

7. METHODS OF WORKING
a. Work on line - OFF aspect of LSS+ Written Memo
b. Block Back - T/806+PN- D/L & T/806+ SHK+ PN- S/L
c. Block Forward - T/806+ LSS key
d. Line Block - T/A 602
8. LC GATES: Shall be closed against road traffic for Material Train working. If not LP to ensure
closure of LC, before passing.
9. GRADIENTS:
a. 1 in 50 or steeper- Engine shall be on the falling side.
b. 1 in 100 or steeper- MT shall not be divided.
c. Steeper than 1 in 100- pushing not permitted.
10. DIVIDING:
a. Outside Station limits- permitted only in emergency
b. Not below the rank of JE/P.Way shall personally supervise.
c. The following precautions shall be taken.
i. LP shall not detach without the permission of Guard.
ii. Guard shall permit only after,
a. Securing the Train using Hand Brakes, Wedges.
b. All labourers are detrained.
11. PUSHING:
a. Speed shall not exceed 15KMPH –over straight& 10 KMPH over turn out.
b. Guard shall travel in leading vehicle and show continuous PHS.
c. LP shall keep a sharp look out& be prepared to stop short of any obstruction.
d. If no PHS, LP shall stop the Train.
e. Reception when Train pushing:
i. Signalled line- Taking Off Signals
ii. Non- Signalled line (Double line) -
 Train shall stop at LSS of same line or FSS of opposing line
 Received with Written Memo as per SR 5.10+ Caution order 15KMPH
12. STABLING:
a. Within Station Limits- securing shall be done by Guard and SM
b. Outside Station limits- it shall be done by Guard.
c. It shall not be stabled at
 On running line- except in emergency.
 Station with only one loop line or No siding, except with DRM permission.
 101

13. TRAIN EXAMINATION:

d. It shall be sent for Train examination once in 30 days to Base Depot.
e. After intensive examination, BPC issued with a validity of 30 days.
TRACK MAINTENANCE MACHINES
A Track Maintenance Machine is,
 A self-propelled vehicle which can move both in forward and reverse direction.
 Worked both by day or night and move within the maximum speed sanctioned
 Each machine will be under the control of an operator and he is responsible for the safe working
of the machine and for observation of all rules.

GENERAL INSTRUCTIONS

1. When working, Operator is responsible for protection in between stations/ Failure. He may seek
the assistance of Engineering staff.
2. When leaving a work spot, he shall ensure that no material beyond the scheduled dimensions
left above the rail level.
3. Shunting shall not be permitted on Track Machines stabled lines.
4. When the machine is stabled, the Operator shall ensure that it is berthed clear of fouling marks
and traps and without obstructing the adjacent lines.
5. He shall secure the TM with hand brakes/skids. Points shall be set against the stabled line,
clamped padlocked.
6. The keys of such padlocks shall be kept in the personal custody of the Operator until the
machine is ready to leave from the siding or running line.
7. The Operator shall not relinquish charge until he has satisfied himself that the machine has
been protected as prescribed.
8. The track machine shall not be stabled on a running line at a station except under unavoidable
circumstances.
9. It is not permitted to work during TIC. It is not permitted to work during Fog/ storm, except
with the permission of DRM.
 102

WORKING OF TRACK MACHINES

For the purpose of working, Track Machines shall be considered as a Train.

S.NO TYPE OF WORKING VEHICLES AUTHORITY

PERMITTED
1 Through movement from one Single TMM or Normal Authority to
Block Station to other Block Coupled TMM or Proceed
Station Loco hauled TMM
2 Clearing at any end on Single Single TMM or Normal ATP+ T/465E
line or in advance on Double Coupled TMM or
line- Work on Line Loco hauled TMM
3 To return to same station on Single TMM or Shunting Authority+
Double line - Block Back/ Block Coupled TMM or T/465E
Forward- Movement Loco hauled TMM
4 Line Block -Convoy working Any Number of TMM T/465E
+ Only one Loco
hauled TMM
5 Line Block- More than one loco Individual ATPs
Other than Convoy working hauled TMM and TMM- T/465E
TMMs Loco hauled TMM-
T/A602
6 Working within Station section Single TMM or Shunting authority
Coupled TMM or [For sand hump/
Loco hauled TMM over-run lines –only
Written Memo)

CONVOY WORKING
1. Any number of Track Machines may be permitted in a Block Section as Convoy. But only one
loco hauled Track Machine is permitted in Convoy.
2. SSE/JE (P.Way) in-charge shall request for block in duplicate to the SM, with details of,
 Line on which to work (Up/Down)
 Location/ KM
 Duration
 Section to clear
 Individual number of Track Machines with sequence
3. Track machine block permit (Form T/465-E) will serve as an
1) Authority to proceed,
2) Work on line memo,
 103

3) Authority to pass the Starter / LSS at ON,

4) Caution order,
5) Authority to start from a non-signalled line.
4. SM after getting permission from Controller, inform other end SM about number of Track
Machines, all other particulars. He shall exchange messages supported by PN and suspend the
Block working and prepare T/465E.
5. It is signed by all the TM Operators/LPs and SSE/JE (P.Way) in-charge of Convoy
accompanying the machines.
DESPATCH:

1. All the machines shall be started from the same line. Points shall not be altered till all the
machines are despatched into the Block section.
 Signalled line- for passing signals at ON- T/465E
 Non-signalled line- T/465E and Piloted by Competent Railway Servant travelling in 1st
Machine.
2. Between Track Machines an adequate distance of 200 metres shall be maintained.
3. Operator shall obey the GSS and whistle continuously while approaching LCs. In case of non-
interlocked LCs and Interlocked LCs on wrong direction on Double line, he shall stop short of
30m and pass only after ensuring the closure of LC.

RECEPTION:

1. All the Machines shall be received on the same road.

 Signalled line - Taking OFF the reception signals; A competent railway servant shall
display Proceed hand signal at the foot of first stop signal till the last machine enters the
station.
 Non- signalled line- A Competent Railway Servant shall pilot with written memo and
caution order for 15KMPH. For convoy it is handed over to SSE/JE (P-Way) in-charge and
the competent railway servant shall travel on the first machine in the direction of
movement.
2. On arrival of all track machines, SSE/JE (P.Way) in-charge shall certify the complete arrival
in writing in prescribed format. Till such certification, Points shall not be altered.
To, Date_____Time______
The Station Master of _____ station
This is to certify that all the Track Machines bearing the numbers (Machine Type and No.)
1_______2_______3_______4_______5_______ which have worked in the ______Block Section, have
arrived complete at _______Station at _____ Hours and the track is clear of any obstruction and the section is fit
for Train Movement.
Signature of SSE/JE (P way) in Charge
Acknowledgement of SM. Time ____ Date____
 104

3. Before resuming normal working, SM shall exchange message with PN with other end SM,
quoting the machine type with number of having cleared the block section at his station.

SHUNTING
DEFINITION:
Shunting means, the movement of vehicle or vehicles, with or without an Engine or of any Engine or
any other self-propelled vehicle, for the purpose of,
 Attaching
 Detaching or
 Transfer or
 For any other purpose.
TYPES OF SHUNTING:

1. Engine Shunting
2. Loose Shunting
3. Fly / Hump Shunting
4. Hand Shunting
1. ENGINE SHUNTING:
Engine Shunting shall be controlled by
A. Fixed Signals
Signals used for Shunting:

Starter (Where interlocking permits), Shunt Signals/ SPI, GSS inside station limits

Signals not to be used for Shunting:

HOME &LSS
B. Hand Signals
a. Move away
b. Move towards
c. Move slowly for Coupling
C. Verbal Instructions.

DUTIES OF SM DURING SHUNTING:

1. SM shall satisfy himself that necessary shunting authority is issued for shunting and all
precautions are taken to prevent any accidents.
2. SM shall ensure that shunting is carried out in such a manner that it will not involve any danger.
3. Vehicles containing passengers shall not be removed for shunting purpose without the personal
instructions of the SM.
4. If two or more hand signals are in use, the Loco Pilot shall stop at once if the signals are
contradictory.
 105

5. The speed of shunting shall not exceed 15 KMPH unless otherwise authorised by special
instructions.
6. Where locally operated points are available, it shall be manned for all movements on facing
direction.
7. When Loco is moved from Loco Shed to Traffic Yard, that is treated as shunt move and speed
shall not exceed 10 Kmph.
8. On a line occupied by a passenger Train except the Train Engine/Shunting Engine/ Banking
Engine, no other Engine is permitted.
9. When attaching or detaching to Coaches /Wagons, the engine must come to a stop at 20 metres
away from the Train and proceed cautiously.
10. The person in-charge of the points or series of points shall be held responsible for seeing that
they are correctly set and, when required, the facing points are also locked, before any
movement is allowed to be made over them.
11. A sand hump or snag dead end shall not be obstructed for any purpose and when it has become
obstructed, it shall cease to be a substitute for the adequate distance for the purpose of taking
OFF signals.
12. Shunting during reception / despatch of trains:
a. When signals have been taken OFF for an incoming / outgoing train on to / from a line
which is not isolated, no shunting movement shall be carried out towards the points over
which the incoming / outgoing train is to pass.
b. But at stations where frequent shunting movements take place, and where such points are
protected by a Stop signal or by a Shunt signal or by a Stop board, it may be permitted
subject to compliance of the following precautions
 The shunting shall be carried out under the supervision of authorized competent railway
servant.
 The rake shall be fully air braked.
 The maximum speed during shunting operations shall not exceed 15 Kmph.
 The provision to perform such shunting shall be incorporated in the SWR of the
concerned stations.

SUPERVISION OF SHUNTING: Shunting shall be supervised by,

1. Guard:
a. Where separate Shunting Staff are not available.
b. All Stations if the Shunting involves Full Train Shunting (Guard shall travel by BV)
c. Stabling of Material Trains (Departmental trains)

2. SHUNTING STAFF:
If separate Shunting Staff available at a Station
 106

3. SM:
If no separate Shunting Staff or Guard available.
Note: Vehicles containing Passengers shall not be moved without instructions from SM.

PRECAUTIONS FOR SHUNTING ON GRADIENTS:

1. For the purpose of Shunting, the Steep Gradient is,
 1 in 260 or steeper - for Conventional bearing vehicles
 1 in 400 0r steeper – for Roller bearing vehicles
2. While doing Engine Shunting on gradients, the following precautions shall be taken,
a. Sufficient number of Hand Brakes applied.
b. Sprags/ Wedges shall be used.
c. Points shall be set for Slip Siding, if available.
d. Other precautions if any, so as to prevent vehicles escaping.
3. If shunting on a line is neither isolated nor provided with Slip Siding, Engine shall be on falling
side of the Gradient.
SHUNTING AUTHORITIES:

S.No Area of Shunting Authority

SINGLE LINE – TOKENLESS
1. From Starter to T/806+ Shunt Key
a) Advanced Starter/ SLB or
b) Opposing FSS
2. Beyond opposing FSS T/806+ Shunt Key+PN
(BLOCK BACK)
3. In the face of an approaching Train T/806+ HOME Key
4. In all the cases above, if Shunt key T/806+Endorsement+PN
could not be extracted or failure of
Block Instrument
DOUBLE LINE- TOKENLESS
5. Within Station section T/806
6. Beyond LSS (BLOCK FORWARD) T/806+ LSS Key
7. In rear of T/806+ PN
a) Outermost Facing points or
b) BSLB
8. if Shunt key could not be extracted or T/806+Endorsement+PN
failure of Block Instrument
Note: The issue of Form T/806 is not necessary for performing shunting up to Advanced
Starter/Shunting Limit board when such shunting is done by taking 'OFF' Shunt Signals.
 107

BLOCK BACK & BLOCK FORWARD

Block back means to despatch a message from a block station intimating to the block station
immediately in rear on a double line, or to the next block station on either side on a single line, that
the block section is obstructed or is to be obstructed;
Block forward means to despatch a message from a block station on a double line intimating to
the block station immediately in advance the fact that the block section in advance is obstructed or
is to be obstructed.
In simple words, Block Back is a shunt move in which Train enters the Block Section,
On single lines - On either direction, beyond opposing Home signal
On Double lines- In rear of BSLB or Outer most facing points
Whereas Block Forward is a Shunt move in which Train enters the Block Section, in advance of LSS.
It is applicable only to Double lines.

2. LOOSE SHUNTING:
1. Loose Shunting means Vehicles being pushed by an Engine and allowed to run forward
unattached on to a particular line.
2. If Loose Shunting is performed on a Gradient of Steeper than 1 in 600:
a. Only one Bogie or Two Units shall be loose shunted at a time.
b. Hand Brakes shall be examined before performing Loose Shunting.
c. Loose shunted wagon shall be manned by a Railway Servant for applying Hand Brakes if
required.
d. To prevent loose shunted wagons escaping, an Engine in Steam or Six wagons with a BV
shall be kept on the line.
3. Vehicles NOT to be Loose Shunted:
a. Vehicles containing Passengers, Workers.
b. Other Coaching Vehicles (like VPU, VPH, etc.)
c. Wagons loaded with
1) Live Stock
2) Fragile Goods
3) Heavy Machinery
4) ISMD Consignments
5) Dangerous Goods
6) Explosives
7) POL
8) Special type Wagons
9) Defective Wagons
10) Dead Engine
 108

11) Tower Wagons

12) Track maintenance Machines
3. FLY/HUMP SHUNTING:
a. Fly Shunting means Vehicles being pushed by an Engine and sent to different lines by smartly
operating the Points.
b. It is permitted only in Hump Yards.
4. HAND SHUNTING:
Hand Shunting is strictly prohibited in following cases:
a. Vehicles containing Passengers.
b. If Gradient is 1 in 400 or Steeper.
c. Speed shall not exceed 5KMPH.

SECURING OF VEHICLES
1. AT STATION (5.23 / RB circular)
DUTIES OF STATION/ TRAFFIC STAFF
1. Atleast Two Chains fastened either side on last pair of wheels.
2. Atleast Four Sprags/skids placed- Two each on outermost wheels.
3. Hand Brakes of atleast 6 wagons on either end applied.
4. If coaching vehicle, SLR Brakes also shall be applied.
5. Hand Brakes shall be applied under the supervision of Guard/ SM.
6. Any Split shall be coupled together and secured as above. Otherwise each split shall be secured
in the same manner.
7. Points set against occupied line, clamped/padlocked/Scotch Blocks where available shall be
used.
8. Stop collars on relevant Signals placed.
9. TSR entry shall be in Red ink and PN shall be exchanged with SCOR for securing in prescribed
register.
STEEPER THAN 1 IN 400
10. Additional precautions as per Approved Special Instructions shall be taken.
11. It will be mentioned in SWR.
12. Before uncoupling,
a. Hand Brakes shall be applied.
b. Wedges/Skids placed.
c. Line must be isolated.
 109

2. BEFORE DETACHING TRAIN ENGINE (4.48)

a. If the Train brought to a stand outside Station limits, due to Accident or Obstruction or any
other reason and unable to proceed,
b. Loco Pilot shall not detach Train Engine without Guard‟s permission.
c. Guard shall ensure,
1. Hand Brakes are applied in BV/ SLR
2. Other precautions taken as per Special Instructions.
PASSENGER TRAINS
1. The Engine of a Train carrying passengers shall not be detached except in emergency in the
following cases,
i) To test a Bridge
ii) To isolate a burning Coach
iii) To convey an Accident message
2. Precautions:
i) Hand Brakes in SLR/ any other Coaching vehicle applied.
ii) Hand Brakes of Goods wagon, if any applied.
iii) Wedges of BV secured under farthermost vehicles on the falling gradient side.
3. In all cases, the interval from the time the Train engine is detached to again it is attached shall
not exceed 45 minutes.
GOODS TRAINS
1. LP shall call for Guard‟s Hand Brakes by giving •••, Guard to apply brakes,
DETACHING TRAIN 1 in 400 or flatter Steeper than 1 in
ENGINE 400
Inside station limits BV BV+ 6 Vehicles
If BV also to be detached 6 Vehicles 12 Vehicles
Outside Station Limits BV+ 12 vehicles BV+ all vehicles
2. Guard shall give PHS to detach TE, then only LP to detach.
IF LOCO ALSO STABLED, DUTIES OF LP/ALP
1. LP shall not leave the Loco unmanned, unless he gets a written advice from SM.
2. In case the Loco stabled with load, LP shall,
a. Apply A9, SA9, Hand Brakes and Parking Brake.
b. Secure the Loco with Wooden wedges.
c. LP/ Guard shall jointly record in prescribed register that load and Loco secured as
prescribed.
 110

3. STALLED IN MIDSECTION - DUTIES OF LP/ALP/ GUARD

1. Appraise the Guard by ••••
2. Guard shall ensure the Tail Board/ Lamp available.
3. Both LP/ Guard shall protect the Train as per 6.03.
4. Train shall be secured by,
a. Loco Brakes ( A9/ SA9/ Hand Brakes)
b. Hand Brakes of atleast 6 wagons on either side ( next to TE- LP/ALP; BV- Guard)
c. If no Guard, the duties of Guard devolve with LP.
d. In case of coaching Train, SLR Brakes also applied in addition to other Brakes.

EMU STABLING ON RUNNING LINE AT A STATION

When an EMU Train stabled at a Station, Traffic Staff shall ensure,
1. Station staff shall be available near the driving cab.
2. Take two metal skids from Motor Coach/ DPC and place them below the outermost wheel on
the non- PF side.
3. Collect Two Metal skids from rear Motor Coach (Guard’s Cab) and place them below
outermost wheel of rear Motor Coach/ DPC.
4. If Guard is not available, Station skids shall be used.
5. Further secure the Train using a Chain- on first trailer coach axle next to Motor Coach- on the
falling gradient side or at terminal Stations, at despatch end.
6. If there is either side Platform and no place for skids & safety chain, a safety chain fastened
connecting the Cattle Guard and Rail on the falling gradient side.
 111

MARSHALLING ORDER
It is an arrangement of vehicles or group of vehicles as a Train in a particular order to,
 Ensure safety
 Operational convenience
 Passenger convenience
MAIL/ EXPRESS TRAINS
1. It shall be fully Air Braked & provided with Bogie stock only (8 wheeler).
2. Brake or Luggage portion of SLR (preferably ATC/SB) shall be next to Engine and trailing
outermost in rear.
3. Two ATC (Anti TelesCopic) /SB (Steel Bodied) coaches shall be marshalled inside the SLR at
both ends.
4. In addition, Two Bogies + one IC (with efficient Hand Brakes) can be attached in rear of SLR.
5. Non-Passenger coaches attached as operationally convenient.
6. Reserved Bogies/ Saloons with VIP are treated as Passenger Carriages.
PASSENGER TRAINS
7. Main line passenger Trains are marshalled as Mail/Express Trains.
8. In case of shortage of SLRs, instead other coaching vehicle/VPU may be provided with its doors
in locked condition.
SHORT SERVICE TRAINS
1. Atleast Two Coaches at either end shall be ATC/SB.
2. Three coaches in front and rear of the SLR is permitted.
3. An IC in rear (with efficient Hand Brakes) as fourth vehicle can be attached.
4. Sectional / Through Trains can marshalled as operationally convenient, if it is ATC/SB.
POH/ SICK COACHES RETURNING TO SHOPS
1. They can be attached either next to Engine or rearmost.
2. All the coaches shall be properly locked and windows secured to prevent entry of passengers into
coaches.
3. If not possible to lock the doors they shall be treated as other passenger coaches.
MIXED TRAINS
1. Classified as Mixed Train under Special Instructions.
2. Coaches and Wagons shall be kept as one block and Goods wagons marshalled next to Train
Engine and Coaching vehicles in rear.
3. Wagons loaded with Explosives, Inflammable Goods shall be marshalled in rear of passenger
coaches.
4. Only Two Bogies or its equivalent permitted to attach in rear of SLR/BV.
5. Speed restricted to 75KMPH.
 112

GOODS TRAINS
GENEARAL PRINCIPLES
1. Through Trains are to be given with through loads.
2. Shorter lead attached next to Engine and then longer lead.
3. Units (4Wheeler) between Bogies shall not be permitted & this is not applicable for attaching
Banker Engine.
4. Empty 4 Wheeler between two loaded wagons not permitted.
5. Short Pilot goods Trains arranged in Geographical Order.
6. In rear of BV Two Bogies may be attached.
7. Not more than 2 Wagons with Inopeartive Brake Cylinders shall be attached at a stretch in a
Train.
8. Atleast 2 Wagons next to TE & 4 Wagons in front of rear BV shall be with effective Brake Power.
DAMAGED VEHICLE
1. Only one is permitted in rear of rear BV.
2. It shall be certified FIT & accompanied by C&W.
3. Permitted to run during Day only.
4. At 1800hrs such vehicle shall be detached and the Fit certificate handed over to the SM.
DEAD ENGINES
1. For Dead Loco working FIT TO RUN shall be certified by SSE/Mech/LI/PRC.
2. Brakes should be synchronized with working locos.
3. It can be worked on sections where Double Heading is permitted.
4. Where Double/ Triple heads are not permitted, 6 support wagons shall be provided.
5. By attaching Dead loco, the overall Train length shall not exceed loop length.
6. In case of failures Dead Locos worked to clear the Block Section & sent to destination.
EXPRESS /PASSENGER TRAINS
7. Only ONE Dead Loco is permitted in Express/ Superfast/ passenger Trains.
8. Dead loco not permitted in Rajdhani/ Shatabdi Trains.
9. Brakes of Dead loco shall be operational and Brake Power is 100%.
10. MPS of the Train shall not be higher than the MPS of Dead loco. In such cases lesser speed shall
be adhered.
 113

GOODS TRAINS
11. Maximum of 2 Dead Loco permitted.
(1W+1D or 1W+2D or 2 W+ 1D or 2W+2D)
12. Dead Loco can be attached next to Engine/ middle/ rear of BV.
13. Brakes of Dead loco shall be operational. If not, only one Dead Loco is permitted.
14. If cannot be worked as piped vehicle, it shall be attached in rear of BV & manned by ALP.
TYPE OF LOADS AND MARSHALLING REQUIREMENTS
Type of Load Support Wagons Attaching in a
TE BV Pass From others Train
Coac Type wagons
h
Inflammable solids, 1 1 1 NIL Any number can be
Acids, attached
Oxidising/Poisonous
substances
Inflammable Liquids 1 1 3 3 - from Any number can be
Class A- Petrol inflammable attached
Class B- crude oil/ 1 1 1 solids/
Kerosene Dangerous
goods
Liquefied Gas 2 2 2 3 - from Any number can be
Explosives attached

Explosives 1 3 3 3 - from LPG Maximum

10 in Goods Train
3 in Mixed Train

Live Stock 4 - - NIL Far away from TE

& near to rear BV
CRANES
1. In Mixed Trains where Goods stock attached next to Train Engine- Crane attached in between
Goods stock and Passenger stock
2. (i) In Mixed Trains where Passenger Coaches attached next to Train Engine,
(ii) In Goods Trains - Attached in advance of BV
3. In normal working run as JIB trailing and when proceeding to Accident spot run as JIB Leading
and attached next to Train Engine.
4. The speed of Crane shall not exceed 50KMPH.
 114

ISMD/ODC
1. If the consignments loaded upon a wagon would infringe the maximum standard moving
dimension at any point on its entire route, it is called ODC/ISMD load.
2. It shall be registered for booking with prior sanction only.
3. There are 3 classes- A, B, & C based on its Gross& Net clearance.
4. Gross clearance means the clearance on Rest from the fixed structures.
5. Net clearance means the clearance on Run from the fixed structures.
6. General
i) ODC attached next to TE & shall run through at a Station on nominated line as per SWR.
ii) If the nominated line is a Platform line, speed shall not exceed 5KMPH.
iii) It shall be run on Authorised route. Over carrying/ diversion is not permitted.

Classes of ODC & Precautions

S.No Description A B C

1 GROSS 9 inches or more Less than 9 inches upto Less than 6 inches
CLEARANCE 6 inches upto 4 inches

2 NET 6 inches or more Less than 6 inches upto Less than 3 inches
CLEARANCE 3 inches upto 1 inch

3 SANCTIONING Within Division-DRM Within Division-DRM CRS

AUTHORITY Inter Division- PCOM Inter Division-PCOM

4 SPEED 75KMPH 40KMPH 25KMPH

5 DAY/NIGHT Day/ Night Day/ Night Day only

6 ESCORT Not required TXR/PWI/TI/ SSE(C&W),

Special Guard SSE/P.Way & TI
On Electric Sections

Clearance from contact wire Speed

≥390 mm No speed restriction
Between 390mm to 340mm 15KMPH
≤340mm upto 100mm 15KMPH,OHE switched off
<100mm Not permitted
7. Dummy Truck
If the loads are projecting beyond the buffer castings, Dummy Trucks shall be used.
 115

THE AUTOMATIC BLOCK SYSTEM

ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE (9.01)

1. Where trains on a double line are worked on the Automatic Block System,
(a) the line shall be provided with continuous track circuiting or axle counters,
(b) the line between two adjacent block stations may, when required, be divided in
to a series of automatic block signalling sections each of which is the portion of
the running line between two consecutive Stop signals, and the entry into each
of which is governed by a Stop signal, and
(c) the track circuits or axle counters shall so control the Stop signal governing the
entry into an automatic block signalling section that-the track circuits or axle
counters shall so control the Stop signal governing the entry into an automatic
block signalling section that-
(i) the signal shall not assume an OFF aspect unless the line is clear not only
upto the next Stop signal in advance but also for an adequate distance
beyond it, and
(ii) the signal is automatically placed to ON as soon as it is passed by the train.
2. Unless otherwise directed by approved special instructions, the adequate distance
referred to in sub-clause (i) of clause (c) of sub-rule (1) shall not be less than 120
Metres.

ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON SINGLE LINE (9.03)

1. Where trains on a single line are worked on the Automatic Block System,
(a) the line shall be provided with continuous track circuiting or axle counters,
(b) the directions of traffic shall be established only after Line Clear has been
obtained from the block station in advance,
(c) a train shall be started from one block station to another only after the
direction of traffic has been established,
(d) it shall not be possible to obtain Line Clear unless the line is clear, at the block
station from which Line Clear is obtained, not only up to the first Stop signal
but also for an adequate distance beyond it,
(e) the line between two adjacent block stations may, where required, be divided
into two or more automatic block signalling sections by provision of Stop
signals,
(f) after the direction of traffic has been established, movement of trains into,
through and out of each automatic block signalling section shall be controlled
by the concerned Automatic Stop signal and the said Automatic Stop signal
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shall not assume OFF position unless the line is clear up to the next Automatic
Stop signal; Provided further that where the next Stop signal is a Manual Stop
signal, the line is clear for an adequate distance beyond it, and
(g) all Stop signals against the direction of traffic shall be at ON.
2. Unless otherwise directed by approved special instructions, the adequate distance
referred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres.
In Automatic both in Single and Double lines,
(a) Under special instructions, one of the automatic stop signal between two stations in the
automatic block signalling territory in each direction may be made as Modified Semi-
automatic stop signal;
(b) the Midsection Modified Semi-automatic stop signal so provided shall be interlocked with
the signals of the station ahead through Track circuits or Axle counters or both and shall be
controlled by the Station Master of the station ahead, the relevant indications whether the
signal is in normal Automatic mode or Modified Semi-automatic mode shall be available to
the Station Masters at both the ends;
(c) Advanced starter signal of the station in rear shall be interlocked with the Midsection
Modified Semi-automatic stop signal in such a way that when working with A sign
extinguished the Advanced starter shall assume OFF aspect or be taken OFF only when
the line is clear up to an adequate distance beyond the Midsection Modified Semi-
automatic stop signal; similarly the Midsection Modified Semi-automatic stop signal shall
assume OFF' aspect automatically or be taken OFF only when the line is clear up to an
adequate distance beyond the Home signal of the station ahead;
(d) during abnormal conditions like fog, bad whether impairing visibility, the midsection
Modified Semi-automatic stop signal may be worked by extinguishing A marker in the
manner prescribed under special instructions and this action shall also ensure that the A
marker of the Advanced starter signal of the station in rear and Home signal of the station
in advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed
under sub rule (2).
(f) during normal conditions, Midsection Modified Semi-automatic stop signal shall work as
normal Automatic stop signal
3. (a) When the Loco Pilot finds midsection Modified Semi-automatic stop signal with A marker
extinguished in 'ON' position, he shall stop his train in the rear of the signal and inform this fact
to the Station Master of the station ahead on approved means of communication as prescribed
under special instructions;
(b) The Station Master of the station ahead may authorize the Loco Pilot to pass the midsection
modified Semi-automatic stop signal working with A marker extinguished in ON position
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through approved means of communication after ensuring conditions and procedure

prescribed under special instructions;
(c) In case the Loco Pilot is unable to contact the Station Master of station ahead, he shall pass
the signal at ON after waiting for five minutes at the signal and proceed cautiously and be
prepared to stop short of any obstruction, at a speed not exceeding ten kilometres an hour
up to the next signal and act as per aspect of this signal; and
(d) The Loco Pilot shall report the failure of Midsection Modified Semi-automatic stop signal to
the Station Master of the station ahead.

SALIENT FEATURES OF AUTOMATIC BLOCK SYSTEM

1. Line between Two adjacent Block Stations shall be provided with Continuous Track Circuiting or
Axle Counters.
2. If required, it may be divided into a series of Automatic Block Signalling Sections.
3. Automatic Block Signalling Section is the portion of the running line between two consecutive
Stop Signals.
4. Entry into such Signalling Section is governed by a Stop Signal.
5. Track Circuits or Axle Counters shall control the Stop Signal in such a way that the Signal shall
automatically assume ,
i) ON aspect, as soon as it is passed by the Train or occupation of track
ii) OFF aspect, if the line is clear upto,
a. Next Stop Signal in advance+ adequate distance- Double line
b. Next Automatic Stop Signal or Manual Stop Signal in advance+ adequate distance -
Single line
6. The Adequate distance shall be not less than,
 120m- Double line and 180m- Single line
 May be reduced by CRS.
On Single line Automatic Block system:
7. Train shall be started from one Block Station to another only after establishing the Direction Of
Traffic (DOT).
8. DOT shall be established only after obtaining Line Clear from the Block Station in advance.
9. Line Clear shall be given by a Station only if the line is clear upto its FSS + an Adequate distance
beyond it..
10. After establishing DOT:
a. All Stop Signals against the DOT shall be at ON.
b. Movement of Trains into each Automatic Block Signalling Section shall be controlled by the
concerned Automatic Stop Signal.
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FIXED SIGNALS

1. In Automatic Territory, only Multiple Aspect Colour Light Signals are available.
2. It shall have the aspects as follows:
 Stop, Caution and Proceed in 3 Aspect Signals.
 Stop, Caution, Attention and Proceed in 4 Aspect Signals.
3. It may be anyone of the following types:
a. Automatic Stop Signal
b. Semi-Automatic Stop Signal
c. Midsection Modified Semi-automatic Stop Signal
d. Manual Stop Signal.

1. AUTOMATIC STOP SIGNAL

1. It works automatically and it is controlled by Track Circuits.
2. It is identified by A Marker (Letter A in Black on a White Disc).
3. Normal aspect of the Signal is
a. Proceed - if next Signal is also an Automatic Stop Signal.
b. Caution - if next Signal is Manual Stop Signal.
4. It automatically assumes
a. ON- as soon as the Train passes it.
b. OFF- when the Track Circuit is clear upto next stop signal + Adequate Distance.
5. It shall be provided normally, in between Stations.
6. LP may pass this Signal at ON without any authority duly following the prescribed procedure.
2. SEMI-AUTOMATIC STOP SIGNAL
1. It is identified by illuminated A Marker & available only on Double line.
2. It is capable of being operated as
a. Automatic Stop Signal
b. Manual Stop Signal.
3. It is controlled by KING KNOB, to change the mode into Automatic or Manual.
4. If the King Knob is in Reverse position,
a. It works as an Automatic stop Signal.
b. A Marker light is lit.
c. Points are set for Main line. It cannot be altered.
d. Rules applicable for Automatic Stop Signal shall be followed.
5. If the King Knob is in Normal position:
a. It works as a Manual Stop Signal.
b. A Marker light is extinguished.
c. Points can be set for Main line or Loop line.
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d. Rules applicable for Manual Stop Signal shall be followed.

3. SEMI-AUTOMATIC GATE STOP SIGNAL
1. It protects LC Gate.
2. It is controlled by
a. LC Gate
b. Condition of Signalling Section ahead.
3. It is identified by G Marker and Illuminated A Marker.
4. It may have 3 positions as follows:
i) A Marker is not lit &Signal is at ON:
a. Gate is in open condition.
b. LP shall follow the Rules applicable for passing Gate Stop Signal with G Marker at ON.
c. After passing LC Gate, LP shall follow the Rules applicable for passing Automatic Stop
Signal at ON.
ii) A Marker is lit &Signal is at ON:
a. Gate is closed.
b. Relevant Signalling Section + Adequate Distance is occupied / failed.
c. LP shall follow the Rules applicable for passing Automatic Stop Signal at ON.
iii) A Marker is lit & Signal shows OFF aspect
Gate is closed and signalling section ahead is clear upto next Signal + Adequate Distance.
4. MODIFIED SEMI-AUTOMATIC STOP SIGNAL

1. One of the Automatic stop Signals between two stations in each direction may be converted as
Modified Semi-Automatic Stop Signal under Special Instructions.
2. It shall be interlocked with
a. Home signal of the Station in advance and
b. Advanced starter of the Station in rear.
3. It shall be controlled by the SM of the Station in advance.
4. It has Two Modes:
a. Normal Mode.
b. Modified Semi-Automatic Mode.
5. Mode Indications shall be available at both the end Stations.
6. In normal conditions,
a. Midsection Modified Semi-Automatic signal shall work as a normal Automatic Stop Signal.
b. A Marker light shall be lit.
7. In abnormal conditions like Thick / Foggy Weather impairing visibility,
a. SM in advance shall extinguish the A marker light, as per Special Instructions.
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b. Immediately, A marker light of the Signal shall get extinguished and also in,
i. Advanced Starter of the Station in rear
ii. Home signal of the Station in advance.
c. In such cases Advanced Starter at Station in rear shall assume OFF aspect/be taken OFF
only if the line is clear up to the Midsection Modified Semi-Automatic Signal + Adequate
Distance.
d. Midsection Modified Semi-Automatic signal shall assume OFF aspect/be taken OFF only if
the line is clear up to HOME Signal + Adequate Distance.
e. Adequate Distance mentioned above shall be NLT
i. 120 m in Automatic Double line Sections.
ii. 180 m in Automatic Single line Sections.

5. MANUAL STOP SIGNAL

1. It is operated manually.
2. No distinguishing Marker plate or Marker light shall be provided.
3. Normal Aspect shall be Stop.
4. It shall assume OFF aspect only when
a. SM operates it, and
b. Relevant Signalling Section + Adequate Distance is clear.
5. It shall assume ON aspect as soon as the Train passes it.
6. LP shall not pass this Signal at ON without prescribed authority.

PASSING SIGNALS AT ON- IN AUTOMATIC AREA

A. DUTIES OF LP WHEN AN AUTOMATIC STOP SIGNAL IS AT ON

1. ON position of an Automatic Stop Signal may be due to following reasons in the Automatic
Signalling Section ahead:
a. Presence of a Train [or]
b. Any other Obstruction
2. If at ON, the LP/ Motorman shall,
a. Stop the Train in rear of the Signal.
b. Ensure A Marker plate or light is available.
c. Wait for ONE minute by DAY / TWO minutes by NIGHT.
d. Exchange Hand Signal with Guard.
e. Before starting,
 Give TWO pause TWO bell in case of EMU or
 Give a long whistle in case of AC/ Diesel Trains.
3. When the Train is stopped, Guard shall
a. Show Stop Hand Signal to rear.
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b. Ensure that the Tail Board/Tail lamp is intact.

c. Before starting,
 Acknowledge TWO pause TWO bell in case of EMU.
 Exchange Hand Signal with LP in case of AC/ Diesel Loco hauled Trains.
4. If the Signal is Flickering / Bobbing, LP shall obey the Aspect which remains steady for 60
seconds.
5. LP / Motorman shall
a) Pass the Signal at a Cautious Speed of
 15 Kmph- if view ahead is clear.
 Walking Speed - if view ahead is not clear due to Curve/Fog/Rain/Dust Storm, etc.
b) Maintain such Speed till he reaches the foot of the next Stop Signal.
c) If found any Train preceding / obstruction, maintain a distance as follows:
i) 75m / 1 OHE Span - if it is EMU Train.
ii) 150m / 2 OHE Span -if it is A/c / Diesel Loco hauled Train.
iii) Reasonable distance -in Thick / Foggy weather so as to observe flashing tail lamp of
Train ahead.
6. If LP / Motorman exceeds the prescribed Speed, Guard shall
 Give THREE pause THREE bell- in case of EMU.
 Try to attract the attention of LP as in GR/SR 4.45 - for all Trains.
7. LP / Motorman shall report at next stopping Station.
B. DUTIES OF LP WHEN A SEMI- AUTOMATIC GATE STOP SIGNAL IS AT ON
1. LP / Motorman shall stop in rear of the Signal.
2. If A Marker light is lit: LP / Motorman shall follow the Rules for passing Automatic Stop Signals
at ON.
3. If A Marker light is not lit:
i) LP / Motorman shall comply with the Rules for passing GSS with G Marker at ON.
ii) After passing the Signal& LC Gate, LP / Motorman shall follow the Rules for passing Automatic
Stop Signals at ON.

C. DUTIES OF LP WHEN A SEMI- AUTOMATIC STOP SIGNAL IS AT ON

1) RECEPTION SIGNAL
1. LP / Motorman shall stop in rear of the Signal.
2. If A Marker light is lit: LP / Motorman shall follow the Rules for passing Automatic Stop
Signals at ON.
3. If A Marker light is not lit,
a. It is treated as manual stop signal and LP / Motorman shall pass the Signal only on getting
anyone of the following:
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a) OFF Aspect of Calling-on Signal.

b) Message + PN through SPT.
c) T/369(3b) at the foot of the Signal.
b. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.
c. Issuing of T/369(1) is prohibited.
2) DESPATCH SIGNAL
1. LP / Motorman shall stop in rear of the Signal.
2. If A Marker light is lit: LP / Motorman shall follow the Rules for passing Automatic Stop Signals
at ON.
3. If A Marker light is not lit:
a. It is treated as manual stop signal and LP / Motorman shall pass the Signal only on getting
anyone of the following:
i. OFF Aspect of Calling-on Signal.
ii. T/369(3b) + PHS at the foot of the Signal.
b. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.
4. DUTIES OF LP WHEN A MODIFIED SEMI- AUTOMATIC STOP SIGNAL IS AT ON:
1. LP / Motorman shall stop in rear of the Signal.
2. If LP / Motorman can contact SM in advance:
a. LP / Motorman shall contact SM in advance through Approved Means of Communication.
b. SM shall
i. Fulfil the conditions.
ii. Authorize the LP to pass the Signal at ON.
iii. Special Instructions shall be issued for the Procedure, Means of Communication, etc.
3. If LP / Motorman is unable contact SM in advance: LP / Motorman shall
a. Wait for 5 minutes.
b. Proceed cautiously & be prepared to stop short of any obstruction.
c. Not exceed 10 Kmph Speed upto the foot of next Stop Signal& report at Next Station.
5. DUTIES OF LP WHEN A MANUAL STOP SIGNAL AT ON
1. LP / Motorman shall stop in rear of the Signal.
RECEPTION STOP SIGNAL

2. LP / Motorman shall pass the Signal only on getting anyone of the authority as following:
a. OFF Aspect of Calling-ON Signal.
b. Message + PN over SPT.
c. T/369(3b) at the foot of the Signal.
3. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.
4. Issuing of T/369(1) is prohibited.
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DESPATCH STOP SIGNAL

5. LP / Motorman shall pass the Signal only on getting anyone of the authority as following:
a. OFF Aspect of Calling-on Signal.
b. T/369(3b) + PHS at the foot of the Signal.
6. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.
AUTHORITY TO PROCEED ON SINGLE LINE
SL NO CIRCUMSTANCES AUTHORITY
1 Normal working OFF aspect of LSS
2 LSS alone failed (DOT established) Prescribed Memo+ PN
3 Panel Failure(DOT could not be established) Prescribed Memo+ PLCT
4 Relief Engine/ train into an obstructed section T/A 602
OR Departmental Train during Line Block.
5 Relief Engine to clear the rear portion of Stub portion of T/609
Goods Train, when the Front Portion comes
with T/609

6 Total Interruption of Communication

i) To open communication T/B 602
ii) For Trains CLCT
(T/G 602 or T/H 602)

MINIMUM EQUIPMENTS OF SIGNALS – SINGLE LINE

1. Manual stop signals- Home , Starter
2. An Automatic stop signal in rear of the Home signal.
3. Under Approved Special Instructions, Automatic Stop Signal may be dispensed with.
4. In addition to above, such other Fixed Signals as may be necessary may be provided.
ADEQUATE DISTANCE - IN SINGLE LINE
1. For establishing DOT (Granting line Clear)
Only if the line is clear up to Home Signal (FSS) of Station in advance + Adequate Distance of NLT
180 metres.
2. For taking OFF, LSS
Only if DOT is established and Line is clear up to Next Automatic Stop Signal/Manual Stop Signal +
Adequate Distance of NLT 180 m
3. For taking OFF Home Signal
Only if the line is clear up to Starter + Adequate Distance of NLT 120 m.
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PARTS OF CONTROL PANEL IN AUTOMATIC SINGLE LINE STATIONS

1. BLOCK KNOB
a. It is provided at the Panel of Controlling Station.
b. It is operated for establishing Direction of Traffic [DOT].
c. It is coloured Green.
d. It has two positions Up and Down.
e. It should be turned by SM to
i. Up position for establishing the DOT towards the Controlling Station and
ii. DN position for establishing the DOT away from the Controlling Station.
2. BLOCK BUTTON
a. It is provided at the Panel of Controlled Station.
b. It is pressed to co-operate Controlling Station for establishing DOT.
c. It is coloured White (Green).
3. BLOCK INDICATOR ARROW
a. It is provided at the Panel of both Controlling Station & Controlled Station.
b. It indicates the DOT established over a Block Section.
c. It is illuminated White when the Block Section is clear of Trains.
d. It is illuminated Red when
 Block Section is occupied [or]
 During failure of Track Circuit.
 It shall be observed for permitting Train movements.

4. LAST STOP SIGNAL INDICATOR

a. It is provided at the Panel of both Controlling Station & Controlled Station.
b. When the DOT is established away from the Station, it displays
i. White light, if the 1st Signalling Section is clear of obstruction.
ii. Red light, if the 1st Signalling Section is occupied or during Track Circuit failure.
c. When the DOT is established towards the Station, it displays no light.
d. It shall be observed for permitting Train movements.
5. BELL BUTTONS
a. It is provided to call attention of the SM of the adjacent Station.
b. Call Attention & Emergency Bell Codes of S/L Block Instruments are applicable.
6. BLOCK TELEPHONE
a. It is provided to communicate with the SM of the adjacent Block Station.
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b. In the case of failure of the Block Telephone, following alternate means of communication are
provided:
i. Station-to-Station fixed Telephone provided near the Panel
ii. BSNL phone / Railway Auto phone
iii. Control phone
iv. VHF sets.
7. APPROACH BUZZER & ACKNOWLEDGEMENT BUTTON
a. It sounds at the receiving Station as soon as the Train passes LSS of Station in rear.
b. SM shall press the Approach Acknowledgement Button to stop the Buzzer.
c. If a following Train has entered the Block Section before the previous Train has cleared it, the
Approach Buzzer will sound only after the previous Train has cleared the Block Section.
8. SHUNT KEYS
a. It is provided for Up and Down directions separately in an EKT.
b. The name of the Section to which the Shunt key pertains is marked on the key.
c. LP shall ensure that the Key issued to him pertains to the correct Block Section on which he is to
perform Shunting.
9. Apart from the above, following Knobs/Buttons/Keys are also available in the Automatic S/L
Panel. Their operation & use shall be similar to that of Normal Panel/RRI,
 Route Setting Buttons
 Signal, Point operation & LC Knobs
 Station Master’s Panel Key
 Power Acknowledgement Buttons
 Main filament fuse indication
 Acknowledgement Button for Main filament fuse.

CONTROL PANEL FAILURE OCCASIONS

Control Panel working shall be considered to have failed in the following circumstances,
1. When the illumination on the Block Indicator Arrow fails to appear when the Block Knob is
turned at the Controlling Station and Block Button is pressed at the Controlled Station even if,
i) Block Section is clear.
ii) LSS Knob is in its normal position at both Stations.
iii) Shunt key pertaining to the Block Section is secured properly at both the Stations.
2. When Block Indicator Arrow fails to turn Red when a Train enters the Block Section at either of
the Stations.
3. When Block Indicator Arrow lights up contrarily to the position of the Block Knob.
4. When Block Indicator Arrows at either end Stations light up contrarily to each other.
 126

5. When Block Indicator Arrow and/or the Last Stop Signal Indicator display Red without a Train
in the Block Section.
6. When LSS Indicator of the Sending Station fails to turn Red when the Train enters the Block
Section.
7. When LSS Indicator of the Sending Station remains Red even after the Train has cleared the
first Signalling Section and the overlap.
8. When LSS Indicator displays Red or White when the Block Indicator Arrow is towards the
Station.
9. When LSS fails to return to ON when the concerned Knob is restored to normal.
10. When LSS fails to return to ON after a Train passes it.
11. When LSS can be cleared before establishing the appropriate DOT.
12. When DOT cannot be changed even though the Block Knob is turned at the Controlling Station
and Block Button is pressed at Controlled Station.
NOTE: In cases 9 and 10 above,
a. At Stations where the Starter is LSS, SM shall
i) Treat the LSS out of use.
ii) Advise the Block Station in rear, the Last Stopping Station and the Notice Station to issue
Caution Order to Loco Pilots of all Trains to notify about the defective LSS and
iii) Arrange to receive the Trains from the Home Signal on Form T/369-3(b).
b. At Stations where the Advanced Starter is LSS, Caution Order need not be issued nor Trains be
dealt on form T/369-(3b).

CONTROL PANEL SUSPENSION OCCASIONS

1. When SM‟s key is lost or defective.
2. When a Train has entered Block Section without establishing DOT or without ATP.
3. When a Relief Engine/Train has to enter into obstructed Block Section.
4. When a Material Train has to enter Block Section during Line Block.

PROCEDURE FOR WORKING OF TRAINS DURING CONTROL PANEL FAILURE OR

SUSPENSION- ON SINGLE LINE
1. Whenever Panel working is suspended or failed, Messages shall be exchanged between
concerned Stations.
2. PLCT [T/C 1425 (or) T/D 1425] shall be issued to the LP as ATP.
3. A Prescribed Memo shall also be given along with ATP for passing intervening Signals at ON.
4. It shall be ensured that only one Train is allowed into the Block Section.
5. If the Block Indictor Arrow/LSS Indicator is Red even when the Block Section is clear of Trains.
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6. A Caution Order shall also be issued for the 1st Train entering the Block Section to observe the
following Speed Restrictions,
a. 15 Kmph during day, visibility is clear.
b. 10 Kmph during night or when visibility is not clear.
c. In thick or foggy or tempestuous weather,
1) Walking speed
2) Whistling repeatedly
3) Piloted by two men on foot with HS & Detonators.
d. During Head light failure: Train shall be piloted by Railway servant with Detonators and
exhibiting a Red Hand Signal ahead; and
e. Loco Pilot shall keep a sharp look out at all times and be prepared to stop short of any
obstruction.
7. Whenever Written Authority to proceed is issued to LP, he shall ensure Hand Signals at,
a. Manual / Semi- Automatic Stop Signals protecting Points.
b. LC Gates, by the Gateman after its closure.

AUTHORITY TO PROCEED ON DOUBLE LINE

SL NO CIRCUMSTANCES
1 Normal working
2 Failure of Semi-Automatic/ Manual
Stop Signal
3 Prolonged Failure of Signals when
Communication is available
4 Failure of Signals & communication
5 Sending Relief Engine/ Train into an Obstructed section or Dept Trains during
Line Block,
When Communication available
When Communication is not available
6 Single line working on Double line
i) For each 1st Train on Right Direction
ii) For subsequent Trains on Right
Direction
iii) For all Trains in Wrong Direction
AUTHORITY
OFF aspect of Manual or Semi-
Automatic stop signal.
OFF aspect of Calling ON or A
marker light or T/369(3b)+ PHS
T/D 912
T/B 912
T/C 912 [+T/A 912 where required]
T/B 912
PLCT [+T/369(3b) +PHS]
Automatic Signals [+T/369(3b)+PHS]
PLCT [+T/A 912+T/511]
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PARTS OF CONTROL PANEL IN AUTOMATIC DOUBLE LINE STATIONS

1. Bell Push Button
It is used to call the attention of other end SM.
2. Panel Telephone:
a. It is provided to communicate with the SM of the adjacent Block Station.
b. In the case of failure of the Panel Telephone, following alternate means of communication are
provided:
1) Inter Station/Cabin Group Telephone
2) BSNL phone / Railway Auto phone
3) Control phone
4) VHF sets.
3. Approach Buzzer & Approach Acknowledgement Button:
a. It sounds at the receiving Station as soon as the Train passes Semi- Automatic/ Manual Stop
Signal of Station in rear [or] as specified in SWR.
b. SM shall press the Approach Acknowledgement Button to stop the Buzzer.
c. If a following Train has entered the Block Section before the previous Train has cleared it, the
Approach Buzzer will sound only after the previous Train has cleared the Block Section.
4. King Knob:
a. It is provided at Stations where the Semi-Automatic Stop Signals are available.
b. It has two positions i.e. Normal and Reverse.
c. When the King Knob is in Normal position,
1) Semi-Automatic Stop Signal works as a Manual Stop Signal.
2) A marker light is extinguished.
3) Point may be kept in Normal or Reverse.
d. When the King Knob is in Reverse position:
1) Semi-Automatic Stop Signal works as an Automatic Stop signal.
2) A marker light is lit.
3) Point is set to the Normal position and cannot be set to Reverse.
e. Separate King Knobs shall be provided for each direction.
5. Following Knobs/Buttons/Keys are also available in the Automatic D/L Panel. Their
6. operation & use shall be similar to that of Normal Panel/RRI.
1) Route Setting Buttons
2) Route Cancellation Buttons
3) Signal, Point operation & LC Knobs
4) Station Master’s Panel Key
5) Power Acknowledgement Buttons
6) Main filament fuse indication
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7) Acknowledgement Button for Main filament fuse

FAILURE OF ALL SIGNALS WHEN COMMUNICATION IS AVAILABLE

(T/D 912)
1. S&T Officials shall inform the SM & all concerned.
2. Trains shall be worked between the Nominated Stations provided with either Manual or Semi-
Automatic Stop Signals.
3. These Stations shall be specified in SWR.
4. T/D 912 is issued as an Authority to Proceed during prolonged failure of signals
when communication is available.
5. It is printed on a white paper with blue fonts and prepared in Triplicate*.
6. T/D 912 serves as,
a. Authority to Proceed,
b. Authority to pass Departure Stop signal, intervening Automatic/ Semi –
Automatic Stop Signals,
c. Caution Order for 25KMPH
7. SM shall also furnish the following particulars in the Form T/D 912, such as,
a. Distinguishing Number of Signals to be passed at ON,
b. The Signal at which LP to stop at the station in Advance,
c. Private Number from SM in advance.
8. It authorizes the LP to pass departure signals, Gate Stop signals and other
intervening signals at ON.
9. SM shall fill up the distinguishing numbers of signals to be passed at ON.
10. Original copy issued to LP and LP & Guard shall sign on the duplicate copy.
11. The speed of train shall not exceed 25 Kmph.
12. With this Form only one train shall be available in between two block stations.
13. SM shall obtain Line Clear from SM in advance through the Approved means of
communications.
14. SM in advance shall not give Line Clear unless the Line is clear for atleast 180m beyond Starter.
15. SM shall issue T/D 912 to the Loco Pilot / Motor Man of each Train with a copy to the Guard of
the Train.
16. LP / Motorman shall observe the Hand Signal before passing Departure Signal as well as Level
Crossing Gates.
17. LP shall stop the Train at the FSS of next Station mentioned in the form.
18. Train shall be piloted into the Station on T/369(3b).
19. Clearance of Section by each Train shall be intimated to the Station in rear under a Private
Number.
20. Controller shall be advised of all Train movements.
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21. As soon as Signals are restored, normal working of Trains may be resumed after exchanging of
Messages with Private Number as an assurance that the Block Section is clear.
22. Traffic Inspector shall submit a Report to DRM/T within 7 days of the resumption of normal
working.
FAILURE OF ALL SIGNALS WHEN COMMUNICATION IS NOT AVAILABLE
(T/B 912)
1. During failure of all Signals and communication, Trains shall be worked between the Nominated
Stations equipped with Manual or Semi-Automatic Signals.
2. These Stations shall be specified in SWR.
3. LP, Guard of the Train shall be advised about the circumstance by the SM.
4. T/B 912 is issued as an authority to proceed in Automatic area Double line during
a. Failure of Signals and Communications.
b. Blocking of line/obstruction on line and failure of communications.
5. It is printed on a white paper with red fonts.
6. It is prepared in duplicate.
7. It also authorises the LP to pass the
a. Semi-automatic /Manual stop signals at ON, on being hand signalled.
b. Intervening Automatic Stop signals at ON
c. Gate stop signals at ON cautiously on being hand signalled.
8. It contains a Caution Order and the speed shall not exceed
a. 25 Kmph over straight when view ahead is clear.
b. 10 Kmph when the view ahead is not clear due to curve, rain fog etc.,
c. 15 Kmph over facing points.
9. Original copy issued to the LP and LP & Guard shall sign on the duplicate copy.
10. LP shall keep a sharp look out and use engine whistle freely.
11. LP shall be prepared to stop short of any obstruction.

12. Train shall be piloted through a tunnel. Where view ahead is not clear, if required, the ALP /
Guard shall pilot the Train on foot and the LP shall use the Engine Whistle freely.
13. LP shall stop his train at the FSS of the next station.
14. SM shall receive the train by piloting on Form T/369-(3b).
15. LP shall hand over this form to SM at the end of the journey.
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16. Subsequent Trains shall be started on T/B 912 with a clear interval of 15 minutes between TWO
Trains.
17. LPs of all Trains shall handover T/B 912 to the SM of the Nominated Station at the end of the
Section.
18. Trains shall be worked under this procedure till either Signals or Communications are restored.
19. If the Signals are restored, normal working of Trains shall be resumed.
20. If the Signals are not restored but Communication is restored, Trains shall be worked by
obtaining Line Clear.
21. TI shall submit a Report along with T/B 912 to DRM/T within 7 days of the resumption of
normal working.
SENDING RELIEF ENGINE/TRAIN INTO AN OBSTRUCTED SECTION ON D/L
(T/C 912)
1. Any number of Relief Engines/Trains can be allowed to enter the obstructed Block
Section from either end with Form T/C 912 in case of any Accident.
2. During Line Block, any number of Departmental Trains can be allowed to enter the
obstructed Block Section on T/C 912.
3. SM shall prepare T/C 912 in duplicate and hand over to LP.
4. Guard’s signature also shall be obtained on the duplicate copy.
5. T/C 912 contains
a. Authority to proceed for Relief Engine/ Train into an Automatic Section.
b. Caution Order restricting the Speed to
1) 25 Kmph over straight when view ahead is clear.
2) 10 Kmph when the view ahead is not clear due to curve, rain fog etc.
3) 15 Kmph over facing points
6. Along with T/C 912, T/A 912 is also issued to pass Non-governing Signals.
7. LP shall proceed up to the location and guided by the instructions of competent authority at site.
8. LP shall i) keep a sharp look out and use engine whistle freely. ii) be prepared to stop short of
any obstruction.
9. Train shall be piloted through a Tunnel.
10. LP shall stop his Train at the FSS or LSS pertaining to the wrong line of the next Station.
11. Right direction Trains shall be received into the station by taking ÓFF Signals.
12. Wrong direction Trains shall be received on the Non-Signalled line by piloting on Written
Memo as per SR 5.10 + CO.
13. On arrival at a station, Guard shall sign in remarks column of TSR. In case of Light Engine, LP
shall sign.
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14. LP shall hand over T/C 912 to SM.

15. TI shall submit his report to DRM/T within 7 days after the resumption of normal working

SINGLE LINE WORKING ON DOUBLE LINE AUTOMATIC BLOCK SYSTEM

1. Single line working on Double line shall be introduced by a SM after

a. Receiving reliable information that the other line is free and
b. Consulting Controller and SM at the other end.
2. Line Clear shall be obtained / given through Approved Electrical Communication Instruments.

Dealing RIGHT DIRECTION WRONG DIRECTION

of Trains
Authority 1. For each 1st Train- PLCT 1. For all Trains - PLCT
[+T/369(3b)+PHS] 2. T/511- for Non- Signalled line& piloted
2. For subsequent Trains- by Competent Rly Servant.
[T/369(3b)+ PHS]Automatic Signals 3. T/A 912- for passing Non-governing
Signals (Manual/ Semi-Automatic/
Automatic )
Next Train  2nd Train can be started only For each Train line clear shall be asked
after the 1st Train clears the
section,
 Subsequent Trains after the 1st
signalling section clears
Caution To all Trains: Contains,
Order 1. Line on which Train runs, 2. Location of obstruction
3. Instruction - Automatic Signals out of use
4. Endorsement written to inform all Gate men / Gangmen that single line
working introduced- Only for the 1st Train on wrong direction
5. Speed 25KMPH for all Trains on Wrong direction & each 1st Train in Right
direction
6. Other Speed Restrictions if any.
Enroute 1.LP to switch on Flasher light
Precautions 2. If not Gangmen/ Gateman to Stop
NIL 3. Ensure closure of LC gates/ Hand
Signals shown by GK
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Reception By Taking OFF Signals 1. LP to stop at LSS of the same line or FSS
of adjacent line.
2. Train shall be received by written memo
as per SR 5.10+ 15KMPH caution
order
3. After the removal of the obstruction and Track becomes free, Normal working shall be resumed
after,
a. Under exchange of Private Numbers with other end SM and
b. In consultation with Controller.
4. Traffic Inspector shall check the records and submit a Report to DRM/T within 7 days of the
resumption of normal working.

AUTHORITY TO PASS AUTOMATIC/SEMI-AUTOMATIC/MANUALLY OPERATED/

GATE STOP SIGNALS
& NON-GOVERNING SIGNALS
(T/A 912)
1. T/A 912 is issued during failure of automatic signalling on Double line sections.
2. It is printed on a white paper with blue fonts and prepared in duplicate.
3. Original copy is issued to LP and LP & Guard shall sign on the duplicate copy.
4. LP is authorised to pass all governing/non-governing
a. Automatic stop signals.
b. Semi-automatic/Manually operated signals on being hand signalled.
c. Gate stop signals on being hand signalled at the level crossing gates.
5. It is issued along with,
 T/C 912.
 PLCT (When issued for wrong direction trains during single line working on double line
automatic area)
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SHUNTING IN DOUBLE LINE AUTOMATIC AREA

1. SM shall ensure the concerned section is clear of Trains.
2. Written Memo is the Authority for Shunting. In which the place upto which shunting has to be
performed, shall be mentioned.
Shunting area SM SHALL Signals used
Upto 1st Signalling Get consent of other end SM with PN
section
Beyond the 1st a. Get permission from SCOR under Shunt signal or
Signalling Section exchange of PN. Semi-Automatic or
b. Get consent of the other end SM Semi- Automatic
supported by his PN. Gate stop
Against DOT a. Get permission from SCOR under signals.
exchange of PN.
b. Get consent of the other end SM
supported by his PN.

3. For return movement,

a. Shunt Signals shall be taken OFF.
b. If not available, Hand Signals shall be shown.
4. Red Ink entries shall be made in in TSR.

SHUNTING IN SINGLE LINE AUTOMATIC AREA

1. SM shall
a. Advice other end SM
b. Obtain a Private Number
c. Establish Direction of Traffic towards the direction, shunting to be performed.
2. Shunt Key shall be removed after establishing DOT.
3. After removing the Shunt key,
a. DOT cannot be altered and
b. LSS cannot be taken OFF.
4. Shunt key + Written Memo is the authority for Shunting beyond the LSS, upto
a. The Automatic Stop Signal or
b. Semi- Automatic Gate Stop Signal in advance or
c. Home signal of the Block Station in advance.
5. In the Written Memo, the place upto which shunting has to be performed shall be mentioned.
6. Shunt Signals shall be taken OFF for the movements. If Shunt Signal is not provided, ensure
correct setting of Points and PHS at the starter.
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7. For the return movement,

a. Shunt Signals shall be taken OFF.
b. If not available, Hand Signals shall be shown.
8. On completion of shunting, LP shall handover the Written Memo & Shunt key to SM.
9. Red Ink entries shall be made in in TSR.
10. Shunting in the face of approaching Train is prohibited.
MOVEMENT AGAINST DIRECTION OF TRAFFIC
1. Generally, it is not permitted in Automatic area.
2. In unavoidable circumstances, Train shall be moved against DOT by following the procedures
below,
a. LP shall contact the Controller through TPC on the field telephone.
b. Controller shall advise the Station in rear under exchange of PN.
c. SM in rear shall
 Not permit any further Train and
 Advise the SM in advance.
d. Controller shall issue a Numbered Message with PN to the LP.
e. LP shall
 Record it in Rough Journal Book and
 Get the signature of Guard.
f. Guard shall Show a continuous PHS to LP.
g. Speed shall not exceed 10 Kmph.
3. If following Train(s) have already entered behind the Train, all the Trains shall be backed by
following the above procedure.
4. If Controller cannot be contacted:
a. Nearest SM shall be advised by sending ALP/GD.
b. Train shall be backed only after getting a message from the SM with Signature & Seal.
5. Reception during Backing,
a. On Single line, Train shall be received by taking OFF the HOME Signal.
b. On Double lines, Train shall be piloted into the Station after,
1) Stopped at Manual/Semi-Automatic Despatch Stop Signal of the same line OR
2) Opposite to the Automatic/Semi-Automatic Reception Stop Signal of the other line
whichever comes first.
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COMPETENCY CERTIFICATE [ORIENTATION CERTIFICATE]

1. Principal/MDZTI/TPJ shall issue the Competency Certificate to the LPs, Motormen and Guards.
2. LPs, Motormen and Guards shall not be allowed to work in Automatic Territory unless they are
in possession of Competency Certificate.
3. It shall be renewed in every 6 months by LI for LPs/ Motormen and TI for Guards.
4. If the Original Competency Certificate is lost, Principal/MDZTI/TPJ shall issue a Duplicate
Competency Certificate.
5. Meanwhile, Sr.DOM/DOM shall issue a Provisional Competency Certificate which is valid for 10
days.
6. If it is not renewed within 6 months, it shall be renewed,
a. By Sr.DEE/AEE/OP or DME/AME – For LP/ ALPs
b. By AOM/G or DOM/G or any other Traffic Officer - For Guards
 141

WORKS OF SHORT DURATION [SR 15.09(i)]

1. Works of Short Duration means,
a. Any Engineering work
b. Commenced and completed between Sunrise and Sunset.
c. And no imposition of Speed Restrictions thereafter.
2. INSIDE STATION LIMITS:
a. JE/P Way shall give a request to SM in writing.
b. SM shall consult the Controller (SCOR) and permit in writing.
c. The concerned line shall be isolated by setting, locking and padlocking the Points against
the line and the keys shall be handed over to JE/P Way.
d. If the line cannot be isolated, the work spot shall be protected by Detonators, Banner flags
and Hand signals.
e. On completion of the work, the JE/P Way shall advise the SM & return the padlock key.
3. OUTSIDE STATION LIMITS:
a. JE/P Way shall advise the SM in writing.
b. SM shall inform the SCOR, if permitted advice other end SM and SM at the Notice Station
to issue Caution Order to all Trains.
c. Advise the JE/ P way in writing.
d. Work Spot shall be protected,
 On Single Line on both Directions
 On Double Line as per DOT
e. Protection
1) One Flag man with Hand Danger Signal at 30m from Work Spot.
2) Banner Flag and a Flag man with Hand Danger Signal at 600m form Work
Spot.
3) 3 Detonators at 1200m from Work Spot, 10m apart.
4) A Flag man with Hand Danger Signal at 45m from last Detonator.
On Single lines:
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On Double lines:

Note: A Caution shall be issued at notice/Train starting/rear Station indicating the locations of
provision of detonators, banner flag and hand signals with speed restriction at the spot.
TRAIN PASSING THE WORK SPOT
1. LP shall stop at the Hand Danger Signal.
2. Flagman shall remove 3 Detonators and allow the Train with Proceed with Caution.
3. After the passage of the Train Detonators shall be replaced.
4. Then LP shall stop at Banner Flag.
5. Flagman shall remove Banner Flag on getting Proceed with Caution from the Flagman
near to the Work spot and show Proceed with Caution.
6. After the passage of the Train Banner Flag shall be fixed again.
7. If Stop Dead is not required at the Work Spot, Proceed with Caution Hand Signal
shall be given at 30m and also at 800m.
8. LP shall pass the Work Spot at the Speed mentioned in Caution order.
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WORKS OF LONG DURATION [SR 15.09 (iv)]

1. Works of Long Duration means,
 Any Engineering work
 Extends for few days and
 Speed Restrictions continue to be in force.
2. Works of Long Duration with Imposition of Speed Restrictions
Temporary Engineering Indicators shall be provided to protect the work spot as follows,
a. Caution indicator at 1200m in rear of Work spot.
b. Speed Indicator at 30m in rear of Work Spot, indicating the Speed at which the
Train to pass.
c. Termination Indicator in advance of Work Spot at a distance equal to the
length of longest Goods Train in the section.

3. Works of Long Duration requiring STOP DEAD at Work Spot

Temporary Engineering indicators shall be provided to protect the Work Spot as follows,
a. Caution Indicator at 1200m in rear of Work spot.
b. Stop Indicator at 30m in rear of Work Spot.
c. Termination Indicator in advance of Work spot at a distance equal to the
length of longest Goods Train in the Section.
Train Passing
1. LP shall stop the Train at Work Spot and then Engineering Watchman shall give him ER-7
Book to LP.
2. LP shall fill up Date, Train No & affix his signature and return the book to Watchman.
3. Then the Watchman shall show a Proceed with Caution Hand signal.
4. LP shall restart the Train and proceed cautiously at a Speed not exceeding 10KMPH.
5. During Night, Engineering Indicators are of,
 Non Reflective Type- shall be lit.
 Reflective Type- shall not be lit.
6. SM on either end shall issue Caution Order to all Trains.
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LINE BLOCK (GR 15.06)

Line Block means
 Totally obstructing a portion of the running line
 For considerable duration
 To carry out Engineering works
During Line Block Traffic trains shall not be permitted into the block section.
APPLICATION
1. Engineering Official not below the rank of JE/P.Way to apply in prescribed format to
DRM through SM, at least 24 hours in advance with following details,
i) Between Stations
ii) Location with KM
iii) Nature of work
iv) Duration
v) Whether portable telephone provided
vi) Whether location is in Level or Gradient
vii) Last Train after LB required
2. SM shall relay the message to DRM.
3. DRM will consider
 The Traffic in the Section
 Ensure the detention to Trains are minimum & then
 Permit the work.
PERMISSION
1. Once permitted, SM shall,
a. Write the LB order message on the top of the TSR in red ink in bold writing till the
work is commenced (or last Train mentioned enters the Block section).
b. Remove the shunt key at both ends.
c. Place Line Block Collars on the LSS knob, Line Block Cap on Block Instruments.
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d. Advise the LB order other end SM& to Engineering Official with

acknowledgement.
COMMENCING:
1. The Train mentioned in LB order shall be stopped out of course.
2. To Guard: LTC issued in duplicate, addressed to NONE. One copy to Engineering official at the
work spot and acknowledgement copy to other end SM.
3. To LP: A Caution order issued to stop at the Work spot & Other Station.
4. LP to stop the Train on getting Stop Hand signal at work spot. Hand over one copy of LTC to
Engineering official, hand over the acknowledgement to other end SM.
5. If Guard lost the LTC, he shall declare that and Engineering official shall issue a
written memo to DRM, stating that LB commenced as per the LB order.
6. If Engineering official not available at work spot, both copies handed over to other end SM.
7. If the work spot located on a gradient, not connected with portable telephone, work shall
be commenced only after,
a. Running time + 10 minutes for Passenger Train.
b. Running time + 15 minutes for Goods Train.
8. It is the responsibility of the Engineering Official not to commence the work till he gets
LB permitted message.
9. After LB commenced, entries in TSR made in Red ink below last Train entry duly
advising other end SM.
TRAINS PERMITTED
1. Traffic Trains – Not permitted
2. Departmental Trains:
a. Any number of Trains, authorised in writing by Engineering Official can be started from
either end.
b. Before starting, SM to suspend Block Instrument working.
c. Exchange numbered message with other end SM.
d. Authority: T/A 602 for Departmental Trains; T/ 465E f0r Track Machines
e. PN from other end shall be mentioned in T/A 602.
EXTENSION
1. If Engineering official wants LB extension, that shall be relayed to DRM.
2. If permitted, entries in TSR made in Red ink.
3. Till the extended time Trains are not permitted.
4. If even after the permitted time, NO Extension or Removal advise received,
a. A Traffic Train waiting can be started with Normal Authority + Caution Order.
b. LP shall proceed cautiously throughout the entire Section.
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LB- REMOVAL
1. After LB completed it shall be immediately advised to SM in writing.
2. After removal advise received from Engineering Official, SM to ensure,
a. All departmental Trains entered the Section should have cleared Section at any
end.
b. Exchange numbered message to that effect& LB removal message also in TSR.
c. Reinsert Shunt key & Resume normal working.
DOUBLE LINES
1. Same procedures followed in Double line also.
2. If one line only to be obstructed for considerable period, temporary single line working on
double line may be introduced.
3. If both lines to be obstructed, before giving LB permission, SM to ensure that both lines are
clear of Trains. Then permit the work.
4. Only if it is specifically asked by the Engineering official, SM shall issue caution
order to Trains running on adjacent line, regarding the LB in force.

PATROLLING OF LINES (S.R.15.05)

Whenever any portion of a Railway is likely to be in danger by abnormal conditions such as,
 Heavy rain,
 Breaches,
 Floods,
 Storms and
 Civil disturbances, the lines shall be patrolled.
GENERAL CONCEPTS
1. The line to be patrolled is divided into Beat Sections.
2. Block Stations at either end of Beat Sections called Beat Stations.
3. Patrolmen shall patrol their beats according to the Patrol charts issued by DEN( Patrol Diagram
issued by DRM).
4. Each Beat Section length shall not exceed 5 KMs.
5. If Inter Distance between two Block Stations is above 10Kms, an Intermediate Beat Station may
be considered.
6. Total length to be walked by a Patrolman should not exceed 20KMs.
7. Half an hour Rest is desired between two consecutive Beats.
8. When a Patrolman walked the length of his Beat once and returned, he completes a
Patrol.
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9. Each Beat Section is to be patrolled twice when Night Patrol is in force. DRM may reduce it to
one.
10. Interval between two Patrols shall be normally 3 Hours & not to exceed 4 Hours.
11. At a time one Patrolman shall normally Patrol the line. If any risk involved two Patrolmen
shall be considered under the approval of PCE.
12. The Speed of Patrolman shall not exceed 3KMPH.
TYPES OF PATROLLING
1. Monsoon patrolling (Night Patrol)
2. Emergency patrolling.
3. Security patrolling.
4. Hot weather patrolling.
Monsoon/ Night Patrolling:
1. Based on the forecast of Meteorological Department DEN will introduce this Patrolling.
2. SMs throughout the section shall be advised.
3. Patrolling shall be discontinued only after AEN satisfies himself that the abnormal condition no
longer exists.
4. Where no Trains are running during night, Keyman shall pass over his length before the
1stTrain of the day in the direction.
5. If necessary, DOM shall advise AEN, JE/P.Way and Gangmate to depute staff to patrol the
line.
Emergency Patrolling:
1. If there is Abnormal Rainfall or Storm, Emergency Patrolling shall be introduced for Day& Night
by DEN/AEN/ JE/P.Way/ Gangmate.
2. If there is sudden Cloud Burst, Emergency Patrolling shall be introduced in,
 Deep cuttings where boulders likely to roll down.
 Bridges prone for Floods.
3. When this Patrolling is introduced, SMs shall issue Caution Order for all Trains.
Security Patrolling:
1. If any Civil Disturbance is expected or due to any reason, DEN shall introduce Security
Patrolling.
2. The Beat length in Security Patrolling may be shorter than that of Monsoon Patrolling.
3. The intensity of patrolling will be directed as per Security Instructions issued from time to time.

Hot Weather Patrolling:

1. Hot Weather Patrolling shall be introduced when Rail Temperature goes beyond Threshold
Value (Varies from Section to section) + Certain Level.
2. It shall be introduced in the Sections with Continuous / Long Welded Rails.
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3. It shall be carried out by one Patrolman for,

 Two KMs on Single Line.
 One Km on double Line.
Duties of Station Masters regarding Patrolling:
1. SM to ensure that Patrolmen come to duty in time, sober and fully equipped. If not
inform DSO about this.
2. SM shall then handover the Beat Book to Patrolman for filling his particulars.
3. Patrolman shall obtain the signature of the SM and commence Patrolling.
4. In Stations with Cabins/ Block Duty SM, SM‟s signature shall be obtained.
5. The Name of Patrolman, Time of Departure/ Arrival shall be recorded in TSR.
6. SM shall ensure that the Patrolmen walks along the Track & not Travel by the Train.
7. SM shall check whether the Beat Books are exchanged at the length of one Beat.
8. If Patrolman does not turn up within 15 minutes of his scheduled arrival, the SM shall
arrange to issue Caution Order to all Trains restricting the speed to
 40 KMPH/Day when the visibility is clear and
 15 KMPH/Night or when visibility is not clear.
9. In such cases he shall advise SM at other end under acknowledgement& also JE/P Way with
copy to AEN, DEN.
10. On getting Patrolman message about any danger in the Beat Section, SM shall stop the traffic
and shall not resume unless certified fit for traffic.
11. While not in use, Beat Books shall be kept under the custody of SMs of the Beat Stations.
EQUIPMENT OF PATROLMAN:
The equipment of Patrolman, Stationery or Mobile is as under,
1. Staff
2. Number Plate
3. Two red Flags & One Green Flag
4. One 3 cell torch able to give Red or White Aspect
5. Tri-colour Hand Signal lamp (2 No‟s in case 3 cell Torch not supplied)
6. One match box in water proof case
7. One water proof cap with hood
8. One water proof case containing 10 Detonators
9. One Fusee on Double Line, Multiple Lines, Suburban, Ghat sections and Automatic Block
Territories
10. One water proof Haversack
11. One Patrol book Polythene sheet
12. A Pocket book with Pencil
13. One Whistle.
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CAUSEWAYS

1. It is a vulnerable place where the water is likely to flow above the Track during Monsoon Season.
2. At this place,
 Indication Posts of 1.2m height Painted alternately Black & White,
 Guidance Flat Bars shall be placed.
 Two Engineering Watchmen shall be posted round the clock during Monsoon Season.
3. Height of the Flat Bars above Rail level shall be,
 4cm for Diesel and Electric Locos.
 0 cm for Electric Multiple Unit Trains
4. When Water does not overflow the Ballast level:
a. LP of a Train shall pass the Causeway cautiously.
b. LP shall stop the Train at the next Block Station to give message to SM.
5. When Water rises above Ballast level but below Rail level:
a. LP shall stop the Train.
b. If it is safe, Two Engineering Watchmen shall pilot the Train, walking in front.
6. When the Water rises above Rail level but below the Flat Bar level:
a. LP shall stop his Train.
b. JE/ P Way shall inspect the Track.
c. If it is safe he shall issue a certificate to the LP and pilot the Train by walking in front of the
Train
d. LP shall restart & follow at walking speed, if the Flood level limitation of his Loco permits.
7. When Water rises above Flat Bar level:
a. Train should not be allowed over the Causeway.
b. GLP shall protect the Train as per GR 6.03.
c. No attempt shall be made to start the Train until Water level subsides.
 150

LEVEL CROSSINGS
1. Level Crossing is the place where Railway Track & Road intersect at same level.
2. Level Crossing Gate includes,
a. A movable barrier used to close across the Road at LC
b. A Chain and
c. Not includes a Wicket or Turnstile used for Pedestrians

LEVEL CROSSINGS

Manned Unmanned

Non-Interlocked Interlocked

Traffic LC Engineering LC

 The Classification, Manning of level crossing gates are done on the basis of Train Vehicle Units
(TVUs).
 This TVU census conducted by a team represented by CE, S&T and Traffic Departments.
CALCULATION OF TVUs

TVU = Total No of road vehicle units x Total No of Trains (both Up and Down).
1. All Four wheelers and Bullock carts, Tongas 1 unit.
2. Two wheelers ¼ unit.
3. All Three wheelers ½ unit.
4. Periodic census taken for 7 days, once in three years and average TVU per day to be worked out.
UNMANNED LC:
1. Gate keeper not available but Gate Mithras may be available.
2. Before passing LC, Road users have to ensure that no train is approaching.
3. Warning boards about the approach of Unmanned LCs are provided for Road users.
4. W/L Board is provided at NLT600m in rear of Unmanned LCs to warn LPs.
5. LPs have to whistle intermittently till they pass the LC.
MANNING OF LC:
An unmanned LC shall be manned in the following cases:
1. If TVU > 6000 & visibility for Road users is < 800m or
2. If TVU > between 6000-3000 & visibility for Road users is < 800m or
3. If 3 accidents happened in last 3 years or
4. LC lies in Rajdhani/ Shatabdi route or
5. If State Government agrees to close another nearby Unmanned LC or
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6. Under special approval of GM.

NON-INTERLOCKED LC:
1. Not protected by Signals.
2. Normally kept closed against Road traffic.
3. Opened for Road traffic after,
a. Getting SMs permission by exchange of PN.
b. Placing the Banner Flag across the track,
 Either side on S/L
 Towards DOT on D/L.
4. If TVU > 20,000 or Number of trains in 24 hours < 14, DRM may allow the LC to be kept open
for Road traffic with the approval of PCOM & PCE.
5. In all cases before allowing the train into Block Section ,
a. SM shall inform Train no, description, probable time, direction and also give a PN to the
GK.
b. After ensuring the closure of LC, GK shall also issue a PN to SM.
6. If there is no response from the GK, CO to be issued to the LP for observing special caution at
LC.

INTERLOCKING OF LC:
Based on TVU, LC shall be interlocked as Special, A, B1, B2, C& D classes as follows.
CLASS TVUs
Special > 50,000
A 50,000 to, 30,000
B 30,000 to 20,000
B1 30,000 to 25,000
B2 25,000 to 20,000
C All other Classes not
covered above
D Cattle Crossing
1. Special, A, B1 classes shall be Interlocked LCs.
2. B2 class shall be a Non- Interlocked LC.
3. C class may be a Non- Interlocked / Unmanned LC.
4. D class is a cattle crossing.
5. Any LC located between Outermost stop Signals of a station shall be interlocked with Signals,
irrespective of the class / TVU.
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TRAFFIC LC:
1. Located inside the outermost stop Signals at a station
2. Interlocked with station Signals.
3. Information about train movements shall be given by SM to GK.
ENGINEERING INTERLOCKED LC:
1. Located outside the outermost stop Signals of a station.
2. Interlocked with Gate stop Signals.
3. Information about Train Movements shall be given to GK by SM.
4. If no response from GK,
a. Run through trains need not be stopped for issuing of Caution Order.
b. LP shall follow the procedures for passing Gate stop Signal at ON.
5. If a LP notices the GSS defective, he shall report at next Station, stopping the train out of course.
6. If it is aware that GSS is defective, Trains shall be issued with Caution Order.
 153

ELECTRIFIED SECTION
1. Feeding post means a supply control post, where the incoming feeder lines from grid sub-
station are terminated;
2. Neutral section means a short section of insulated and dead overhead equipment which
separates the areas fed by adjacent sub-stations or feeding posts;
3. Power Block means blocking of a section of line to electric traffic only; Traffic Block means
line block.
4. Supply control post means an assembly of interrupters, isolator switches, remote control
equipment and other apparatus provided for controlling power supply to overhead equipment.
It includes feeding posts, sectioning and paralleling posts, sub -sectioning and paralleling posts
and sub -sectioning posts;
5. Tower wagon means a self-propelled vehicle which is used for the maintenance and repairs of
overhead equipment;
6. Traction Power Controller means a competent railway servant who may for the time being
be responsible for the control of power supply on the traction distribution system.
7. Traction distribution official means an authorised official of the overhead equipment
and/or power supply installation.
8. Traction Loco Controller means a competent railway official who is responsible for booking
of electric locomotives and running staff to meet the requirements of traffic and maintenance. It
is abbreviated as TLC.
INTRODUCTION
1. Traction Sub-Station (TSS): Power supply from Electricity Board is received in 110/
132/220 KV as Three Phase and steeped down to 25KV.
2. TSS situated at the interval of 50 to 80 KMs depending on the density of Traffic.
3. Feeding Post: 25KV in Single Phase Power, supplied to OHE lines through FP.
4. Sectioning Post and Paralleling Post: These are provided between Feeding Posts marking
the point of two zones fed from different Phases.
5. The portion of the line between Feeding Post and Sectioning Post is known as Sector and it is
further divided into Sub-Sectors, Elementary Sections.
6. For isolating Sub-sectors, Interrupters are provided near the Sub-Sectioning Posts and to
isolate Elementary Sections, Isolator switches provided at Stations.
7. These are operated to isolate a faulty section to smaller length thereby maintaining traffic with
minimum detention.
8. In emergency SM or Points man may be asked to operate the Isolator Switch under Specific
Instructions from TPC with exchange of PN.
 154

NEUTRAL SECTION

1. It is Short Section of an Insulated and Dead Overhead Equipment.

2. It separates the areas fed by adjacent sub stations.
3. The length of neutral section may be,
OVERLAP TYPE- 41 m SECTION INSULATOR TYPE- 5m
POLY TETRA FLURO ETHYLENE TYPE-2.96m ARTHUR FLURY TYPE- 6.6m

4. While entering into Neutral section, LPs shall switch OFF and switch ON the Power supply
observing the Neutral Section Warning Boards.

5. Warning Boards are provided in rear, at a distance of 500 m and 250 m and also where to switch
OFF and switch ON.
6. ALPs shall call out these Boards and LPs shall repeat the same.
7. To avoid stalling, LPs of trains are to approach the Neutral Section at a speed of not less than
30KMPH.

8. LPs need not lower / raise pantograph while passing through neutral section.
TEMPORARY NEUTRAL SECTION

1. Temporary Neutral Section may be provided due to

a. Speed Restrictions of less than 30 Kmph being imposed within ONE KM on either side of
the Neutral Section.
b. Emergency Feeding arranged due to Sub-Station Failures, etc.

2. If Temporary Neutral Section is continued for more than 24 hours,

a. Warning boards shall be fixed at a distance of 500 metres and 250 metres respectively
in rear of the Temporary Neutral Section.
b. Boards shall be provided to indicate the location at which the Power supply shall be
switched OFF and ON.
c. Caution Orders issued to LPs, indicating the Location at which Pantographs are to be
lowered and raised.
3. LPs shall negotiate the Temporary Neutral Section by
a. Lowering and Raising the Pantographs.
b. Maintaining a Speed of Not Less Than 30 Kmph to avoid stalling.
 155

POWER BLOCK
1. Power Block means Blocking of lines for Electric Traffic Only.
2. During this Power Supply to the section concerned shall be switched OFF.
3. They are of four types,
a. Programmed Power Block.
b.Emergency Power Block.
c. Emergency Power Block for AC Loco LPs
d. Local Power Block.
4. Forms used for Power Blocks
Form Name Used between
ETR 1 Power Block Message TPC to SCOR

ETR 2 Shut Down Notice TPC to OHE officials

ETR 3 Permit to Work OHE officials to any Dept official to work near OHE

ETR 4 Local Block OHE officials to SM

A. PROGRAMMED POWER BLOCK

1. For maintenance of OHE, a weekly programme of Power Blocks shall be issued by DEE/TRD in
consultation with DOM.
2. TPC shall request for Power Block based on this programme in Form ETR 1.
3. Controller shall ensure that there is no Train in the section and advice SMs concerned under
exchange of PN.
4. TPC shall then,
 Switch OFF power supply
 Grant Power Block to OHE official in Form ETR2.
5. During this period,
 Electric Locos NOT PERMITTED.
 Diesel Locos permitted with Caution Order.
6. After completion of the work,
 OHE official shall advise TPC in Form ETR2
 TPC shall
a. Energize the Section
b. Inform Controller in Form ETR1
 Controller shall inform SMs concerned.
 156

B. EMERGENCY POWER BLOCK

1. If TPC receives Information about any Unusual Occurrence on OHE or Accident, he shall
switch OFF Power to the affected Section, if required.

2. TPC shall advise Controller and Controller shall advise SMs concerned.
3. SMs shall take preventive measures as mentioned in SWR.
4. OHE official (not below the rank of Skilled Artisan) shall
 First inspect the site and
 Then request TPC for an Emergency Power Block.

5. If the TPC has already switched OFF Power, Emergency Power Block shall be granted
immediately.

6. If not, it shall be granted by following the procedure for Programmed Power Block. But TPC
shall not wait for clearance of all Trains from the affected Section.

7. During Emergency Power Block, Non-Electric Trains shall not be allowed without the
permission of the TPC.

8. Procedure for cancelling of Emergency PB is same as that for cancelling of Programmed PB.
C. EMERGENCY POWER BLOCK FOR ELECTRIC LOCO LPs
1. LP shall obtain Emergency power Block from TPC for inspecting and securing Roof
Equipment including pantograph.
2. TPC shall
a. Switch off Power supply and
b. Inform Controller in Form ETR 1 duly exchanging PN.
3. Controller shall inform the SMs concerned to take protective measures as per SWR.
4. TPC shall grant Emergency Power Block to LP under exchange of PN.
5. On completion of work, LP shall issue a Message to TPC supported by a PN.
6. TPC shall then
a. Energize the Section;
b. Inform the LP and
c. Inform the Controller in Form ETR 1.
7. Controller shall inform the SMs concerned with exchange of PN.
 157

D. LOCAL POWER BLOCK

1. Local Power Block means manually isolating Power Supply for Sidings by OHE
Official, when required.
2. OHE Official shall,
a. Inform TPC &
b. Advise SM in Form ETR 4.
3. SM shall take necessary precautions as given in SWR.
4. On completion of work, OHE official shall
a. Re-energize the line;
b. Advise SM in Form ETR 4; also
c. Inform TPC.

PERMIT TO WORK

1. No work shall be done by any Railway Staff within two metres from the live parts of OHE.
2. If any work is to be done within two metres from the live parts of OHE, concerned
Department Official shall request OHE official to issue ETR 3.

3. ETR 3 is called PERMIT TO WORK.

4. OHE official shall
a. Obtain Power Block from TPC (on ETR 2) and
b. Issue Form ETR 3 to the Person in-charge of the work.

5. OHE official shall be present at the work-spot throughout.

6. On completion of work, person in-charge of work shall
a. Cancel ETR 3 and
b. Return it to the OHE official.
OHE official shall advise TPC for cancellation of Power Block after ensuring that ETR 3 has been
returned.
POWER BLOCK REGISTER
1. Each station in Electrified section shall be provided with a separate Power Block Register.
2. All messages relating to Imposition/ cancellation of any type of Power Block shall be entered in
red ink by the SM with particulars of Time, section, PN etc.
3. Issue of isolator switches also recorder in this register.
 158

MULTIPLE PARTY WORKING ON THE SAME LINE BLOCK

1. Whenever the engineering department has already obtained line block, the TRD official who also
requires line block at the same time and in the same section, shall instead of requesting
Controller, request the Permanent Way official concerned for permission to place the OHE
ladder trolley in section by a written memo.
2. The Permanent Way official shall give a written authority to the TRD official authorizing him to
place his ladder trolley on line and also indicate the time by which the ladder trolley should be
removed from the track.
3. After receiving a written authority from the permanent Way official, the TRD official shall inform
the TPC requesting for Power Block.
4. The Permanent Way official shall not cancel the line block until the TRD official has given him a
written memo to the effect that his work has been completed and the OHE ladder trolley has
been removed from the track.

TOWER WAGON
1. It is used for Regular Maintenance and Attending failures.
2. For all purposes, it shall be treated as Light Engine.
3. If proceeding to attend Break Down / Failures, priority shall be given for Tower Wagon. If so
Official-in-Charge shall give it in writing.
4. The speed of Tower Wagon shall not exceed,
 4 Wheeler- 40 KMPH.
 8 Wheeler-100 KMPH.
(Subject to other Speed Restrictions)

OHE FAILURE
1. In case of OHE failure in one line on a Double or Multiple lines, TPC shall isolate the faulty
section of OHE and inform SCOR.
2. SCOR shall immediately inform the SMs of the affected block section.
3. SM shall stop the first train entering into adjacent line and issue a caution order for a Speed
restriction of,
 20kmph – By day
 10kmph – By Night
4. The condition of the Track/OHE noticed by LP shall be reported to SCOR or TPC or Next
Station.
5. TPC shall take suitable action and inform SCOR that whether issue of caution is to be continued
or not.
 159

ISOLATOR SWITCH
1. It is a switch used for switching off power supply in elementary sections.
2. It shall be kept locked and key shall be under safe custody of the SM.
3. The list of authorised OHE official to operate the Isolator switches shall be displayed at each
Station.
4. The keys shall be issued on demand only to those OHE officials with the permission of TPC.
5. In emergencies, SM or Pointsman may also be requested to operate the Isolator switches
6. In such case TPC shall give specific instructions to SM under exchange of PN.
7. Signature of staff to whom key is issued shall be obtained and necessary entries shall be made in
Power Block Register.
ROTARY SWITCH
1. In Electrified Sections, Power supply to the signalling equipment is extended from OHE through
Auxiliary Transformer (AT).
2. In case of OHE failure, power supply shall be extended from EB; if that also fails, Generator
shall be started.
3. Power supply from OHE or EB or Generator will be automatically selected.
4. If there is any failure in automatic selection, Rotary Switch shall be operated to select the source
of Power Supply.
5. It is the responsibility of the SM to keep the Rotary switch in the required position.
WHEN TRAIN STOPS DUE TO NO TENSION
1. Whenever a Train gets held up for more than 3 minutes in the block section on account of no
tension,
a. The Loco Pilot shall advise the Guard.
b. Together with the Guard, ALP shall check the entire train for any abnormality.
c. If in the meantime, power supply is restored, the LP shall call back his ALP and resume
journey.
d. If power supply not resumed and no abnormality found, LP/Guard shall inform the Section
Controller/TPC through available means of communication.
2. In addition LP and Guard shall arrange for protection as per GR 6.03 or GR.9.10.

SCADA
1. SCADA is Supervisory Control and Data Acquisition system.
2. It is a fully integrated hardware and software system with a central control to monitor.
3. The SCADA System is designed to monitor the status and control of the 25kV electrified traction
system.
4. It controls the field devices located at remote sites. Automatic Fault Localization Facility
reduces the time taken for isolating the faulty section.
 160

NON - INTERLOCKED WORKING AT A STATION

1. N.I. Working means Temporary Disconnection of Points, Signals, Track Circuits,
Axle Counters, etc., for any Specific work.
2. NI working may be
a. Minor works – like Cable Meggering Work at Road/Way side Stations.
b. Major works – like Yard Remodelling Work, Introduction of Panel/RRI working, etc.
3. During N.I work, Safety depends entirely on Human element. Hence, it is desirable to
keep the Period of N.I work at minimum.
MINOR WORKS
1. To be completed within a Day ( between 8 to 18 hours)
2. No Train / Vehicle shall be allowed to run through and stabled on any running line
3. Speed over facing points shall not exceed 30KMPH or any lesser speed prescribed by
Special instructions.
4. Points shall be set for Platform line in each direction, clamped and padlocked Crossing
Precedence shall be avoided at such NI working stations.
5. Section TI and JE/ SSE/ Signals shall be the overall incharge of the NI working.
MAJOR WORKS
Planning
1. It shall be approved by,
Upto 3 days DRM
>3 upto 7 days CPTM & CTPM
> 7 days GM
2. Period of NI working shall be minimum and shall not last for more than 14 days
3. Not to be introduced in a harsh / bad weather condition
4. All pre NI works such as Installation of new Point Machines shall be completed before the
commencement of the work
Supervision/ responsibility
5. For both safety and operations, over all incharge will be Sr. DOM/ DOM
6. Construction/ RE Organisation is responsible for making proper arrangements
Detention at NI station
7. Duration of stoppage of Mail/ Express trains shall be reduced to the extent feasible.
8. As far as possible Freight Trains shall be diverted via other routes.
9. Shunting shall be restricted to the barest minimum.
 161

10. Crew Change, Loco Change shall be shifted to other Stations; if it is unavoidable TI & LI shall
be posted to ensure safe and quick Crew/ Power Change.
11. Additional Mechanical staff shall be posted for watering / fuelling promptly.
Staff and Goomty Arrangements
1. One Goomty (Hut) shall be provided for a group of maximum of three Points.
2. Location of each Goomty and the Number of Points controlled from it should be marked out
in Yard Diagram and TWI.
3. Each Goomty should have one ASM and Two Pointsman in each shift. They shall work
under the coordinating SM on duty in the Station/Cabin.
4. A group of four Goomties shall be put under the charge of a TI/SS in each shift.
5. One Assistant Scale officer of Operating Department will be nominated for over all
supervision of NI working.
6. As far as possible duty hours of staff should be restricted to 8 hours per shift in
Continuous roster.
7. Duty rosters drawn up should be openly displayed and given wide publicity.
8. Exchange duty roster among staff is not permitted without prior permission of
Departmental Officer at site.
9. Staff should declare & sign in the Assurance Register before taking duty.
Green Notice
1. A Circular Notice- sent by Construction officials to the Sr. DOM/Sr. DSO at least two months in
advance.
2. A copy of the notice shall also to be sent to SS of the station concerned.
3. On receiving such notice Sr. DOM/Sr. DSO arranges special instructions prepared for that
station. These are then issued to all concerned.
4. Green notice is to be issued by Sr. DOM with the following particulars,
a. Details of existing yard layout and its various provisions.
b. List of all works to be completed by Civil Engg/S&T/Elec. before start of NI.
c. List of all works to be undertaken by Civil Engg/S&T/Elec. during NI period.
d. Additional facilities to be made available after commissioning of new works.
e. Existing facilities that are to be dismantled.
f. Details of yard layout to be made available after completion of NI.
5. Signalling Plan must invariably indicate whether any of existing facilities for train movement are
to be either curtailed, modified or restricted.
 162

Temporary Working Instructions (TWI)

1. It is issued by Sr.DOM f0r working of Trains during NI work.
2. It need not be as detailed as the original SWR.
3. But it shall be read in conjunction with GR,SR & BWM and also with existing SWR of the
Station.
4. All Train movements expected (Reception and Despatch, Shunting, etc.) shall be documented
with following details,
1. Route to be set
2. Exact Sequence of operation of Points for such Route
3. Points to be operated by each Goomty, etc.
5. It should be ready at least 15 days in advance of NI working.
6. Copies shall be made available at all Goomties, Platform, Cabins, etc.
Requirements
1. DRM/ADRM & the Branch Officers shall ensure that the arrangements are made properly as
below,
Safety Equipment Personal Equipment Other facilities
1. Yard Diagrams & TWI 1. Umbrellas, Caps & Raincoats 1. Painting of Normal /
2. PN books, Registers, etc., 2. Cotton Gloves for staff reverse position on

3. Flags & Hand Signal handling Points Tongue Rails

Lamps 3. Table & Chairs 2. Marking of clamp

4. Torch & Emergency light 4. Containers for Drinking position on Points

5. Detonators & Fusee Water & Thermos for 3. Telephone

Tea/Coffee communication
6. Crank Handles, Clamps &
Padlocks 5. Mosquito/Insect repellent 4. Public address system
creams. 5. Loud speakers
6. Walkie-Talkie sets
7. Lighting arrangement
2. On the notified day, JE/SSE/Signal concerned shall give a General Disconnection Memo and
commence the NI work.
Train Operation during NI period
1. Movement of Trains (Reception, Despatch & Shunting) shall be announced through Loud
Speakers and Telephones to each Goomty concerned.
2. After setting & locking the Points for the desired Route, PNs shall be exchanged between
Goomty SMs & Cabin SM.
 163

3. For Reception of Train, one NI Home Signal (with Stop & Caution Aspects only) without
Route Indicator shall be provided.
4. Outermost Facing Point shall be manned & PHS shall be given.
5. Speed of Trains over the entire Yard shall not exceed 15 Kmph.
6. Run through of Trains is prohibited.
7. Movement of Trains into Block Sections shall be controlled by taking OFF LSS. (Block
Instrument working need not be suspended).
8. If Advanced Starter is available, it shall be treated as a Common Starter and hence T/512
shall be issued.
9. HOC/TOC entries shall be properly made among Goomty SMs.
Completion of NI Working
1. The installation shall be jointly tested by Traffic, S&T and Engineering Officials.
2. Safety Certificate shall be issued after work is completed as programmed without any
deviation.
3. A new SWR, duly approved by CRS, shall be brought into effect.
4. Fresh Declaration shall be obtained from all the Staff concerned.

CABLE MEGGERING
1. It is the work carried out by S&T Department in which testing of cable insulation is done.
2. It is conducted once in a year preferably in the same month of the previous year.
3. Normally conducted on a dry weather. If any doubts over the relays, it may be tested in bad
weather condition also.
4. Before commencing the work, Disconnection shall be issued by S& T Department.
5. For Major Yards, Temporary Working Instructions shall also be issued.
6. Trains are dealt during the cable Meggering as in the case of signal failure.
 164

PAPER II–BWM
 165

SALIENT FEATURES OF ABSOLUTE BLOCK SYSTEM

1. A Train can be started only after obtaining Line Clear from the Block Station in advance.
2. For granting Line Clear,
3. On Double Line:
 Line must be Clear upto FSS+ Adequate Distance.
4. On Single Line:
 No Trains running towards the Station to which Line Clear is given.
 Line must be Clear upto FSS+ Adequate Distance.
5. The Adequate Distance is 180 metres in Multiple Aspect Signalling.
6. At a time, only one Train is permitted in the Block Section.

MEANS OF COMMUNICATION
1) The following means of communication are given in the order of priority for obtaining line clear.
Direct Means
1. Block Instrument or Track circuits or Axle counters.
2. Block Telephone.
Indirect Means
3. Station to Station fixed telephones wherever available.
4. Fixed telephones such as Railway Auto phones & BSNL phones.
5. Control telephone.
6. VHF Set under Special Instructions, but not as the sole means of communication on sections
where passenger Trains are run.
2) In case the Line Clear obtained through Indirect means of communication, Station
Masters at either end shall establish their identity by cross checking the Private
Numbers for the last three preceding Trains in the direction, the Train has to be started.
3) Whenever Line Clear is obtained through Control phone, the crosschecking shall be done in the
presence of Section Controller, who shall record the PNs in the register maintained for that
purpose.
Speed Restriction:
a. For all Trains in Single Line & Double Line - Normal speed.
b. For the First Train- only on Twin Single Line- 25 KMPH.
If all the above communications are failed then it shall be considered as Total Interruption of
Communication.
OBJECTIVE OF PROVISION OF ELECTRICAL BLOCK INSTRUMENT

1. To provide a visual indication of the condition of the Block Section to which they refer and
2. To prevent more than one Train being admitted into a Block Section.
 166

TYPES OF BLOCK INSTRUMENTS

The following types of Block instruments are in use in Southern Railway.

SL NO SINGLE LINE DOUBLE LINE

TOKEN 1. Neale‟s Ball Token Instrument

2. Neale‟s Tablet Token Instrument NIL

TOKENLESS 1. Push Button Type Tokenless

Instrument Siemens General Electric
2. Frequency Modulation Type- Lock and Block
Handle Type Tokenless Instrument Instrument(SGE)
(FM type)

BLOCK COMPETENCY CERTIFICATE (BCC)

1. BCC is issued Principal, Multi-Disciplinary Zonal Training Institute, TPJ after
conducting necessary tests.
2. Issued to: staff connected with Block Instrument working when they attending their
 Initial course
 Promotional Course
 Refresher course
 Any other special course
3. Validity: Three years from the date of their issue upto the last day of the month in
which the BCC is due for renewal.
4. REVALIDATION:
a) BCC can be revalidated only once by Sr.DOM/DOM for two months only.
b) If so holder of the BCC to advise the Sr.DOM/DOM in writing through SM incharge not
less than 15 days in advance of the date of expiry.
c) Sr.DOM/DOM shall conduct necessary tests and record the results at the back of the original
BCC.
5. It shall be in the personal custody of staff on duty to whom it is issued and shall be promptly
produced for inspection by the officers of Operating Safety and Signal and
Telecommunication Departments.

6. Duplicate/ Provisional BCC:

a. Principal/ ZRTI/TPJ is the Authorised officer to issue Duplicate BCC if original is lost,
the Station Manager/ Station Master in charge shall,
i. Obtain a statement in writing from the employee.
 167

ii. Advise Sr.DOM/DOM& Transportation Inspector.

iii. Send a copy to the Principal/ZRTI/ TPJ.
b. The Sr.DOM/DOM is authorised to issue Provisional BCC that is valid for 10 days
only.
c. In the meanwhile Sr.DOM/DOM shall send a message to Principal/ ZRTI/TPJ for issuing
Duplicate BCC.
d. In case Duplicate BCC not received till the expiry of Provisional BCC, a fresh Provisional
BCC shall be issued duly withdrawing the earlier one.
e. This will be closely monitored by the Sr.DOM/DOM till the Duplicate BCC issued to the
employee by Principal/ZRTI/TPJ.

TRAIN SIGNAL REGISTER

1. All Train movements are recorded with Train No, Date and time by SM in Train Signal Register.
2. It shall be maintained for each Block Station, whether Block Instrument is provided or not.
Entries
3. The SM on duty shall, himself, record the actual time at which the bell signals are given or
received on the Block Instrument, correct to the nearest minute.
4. All entries shall be made in ink. No erasures or overwriting shall be made in TSR.
a. If any entry is incorrect a line shall be drawn slightly over that so that it may be read at any
time.
b. Correct entry to be made above it and signed.
5. All signatures shall be recorded in full and not by initials.
6. A line shall be drawn in RED INK, below the entry of the last Train of the date at ‘00’ hours.
Handing Over/Taking Over Charge (HOC/TOC)
7. A line shall be drawn across the TSR by outgoing SM whenever SMs change duty.
8. The time of handing over / taking over the Block Instruments with requisite keys for each Block
Instrument shall be recorded by the outgoing/ incoming SM, above & below the line
respectively and signed by both SMs.
9. The SM taking over shall test the Block Instrument and record the result in the TSR.
10. The SM makes an entry for a Train in the TSR shall be on duty till all entries are completed for
that Train except in cases specially exempted under Subsidiary Rules.
EXAMINING OF TSR
11. The TSR in use shall be examined by
a. The Incharge SM and signed daily
b. Officers and Inspectors of the Operating, Safety and S&T Departments; and any
irregularities shall be reported to DRM/T.
 168

12. If the irregularity affects the Block Instrument, BI suspended and concerned S&T officials also
intimated.
13. For any reason the TSR in use shall not be removed from the Cabin/SM room in which it is
kept, without the orders of the DRM. If any reference is required, the authorized official
shall go to the Cabin/ SM room and take necessary extracts.
14. TSR shall be preserved at Stations for one year after the half year in which it is completed.
REMARK COLUMN ENTRIES IN TSR
a. Road of Reception & Despatch.
b. Progressive number of Caution Order.
c. Progressive number of PLCT or any other paper ATP.
d. Signature of Guard (or LP) in case of Trains working with authorities T.1408, T/A 602
& T/C 912.
e. Actual time of Arrival /Despatch of Patrolman.
f. When Line Clear received by Indirect Means of Communication, cross checking
PNs of Last three Preceding Trains.
g. Whenever Line Clear cancelled the reason for doing so.
15. RED INK ENTRIES TO BE MADE IN TSR ON BOTH SINGLE LINE AND DOUBLE
LINE SECTIONS.
1) Standard time.
2) Suspension or Failure of block working.
3) Block Back & Block Forward.
4) Trollies, Lorries, Motor Trollies, Motor Lorries, Ladder Trollies and Tower Wagons on line.
5) Line Block Order.
6) Power Block Order.
7) Obstruction of Running Lines.
8) Exchanging of Testing Signals.
9) LSS control key handed over to S&T staff for testing Last stop Signal.
10) Working of Trains during abnormal situations.
11) Performing shunting in Push Button Type/ Handle Type Tokenless Instrument when shunt
key couldn‟t be extracted
12) SM breaking off duty after making an entry for a Train in the TSR but before the transaction
is completed.
13) Whenever Line clear obtained for a Train is cancelled.
14) Any other special occurrences.
 169

PRIVATE NUMBER (PN) BOOK

1. Private Number is a two digit number issued to or exchanged between staff for Train related
operations (Categorical Assurance).
2. Different series of PN books are printed with two digit numbers randomly. There are three
columns namely, Private No, Train No and Date.
3. Every Station Master/ Cabin Station Master on duty is provided with Five PN books, One for use
and other Four as spare.
4. They shall be kept under Lock & key in the personal custody of the on duty SM/ CSM.
5. Transportation Inspector (TI) is responsible for the supply of PN books to each Station. While
supplying, he must ensure that the same series is not supplied to adjacent Stations/ cabins.
6. Timely advice to TI by SM incharge shall be made for arranging supply of new PN books.
7. PN is allotted to successive Train movements in the order in which they are printed in the book
in use.
8. When a number is allotted to a Train it must be scored with a line across the number
horizontally and the Train No, Date columns are filled against that number.
9. Once a PN is allotted to a Train and subsequently cancelled, the same shall not be
allotted to any succeeding Train.
10. If the next number is also the same as last issued, it shall be cancelled with a remark Same as
Last Private Number, initial it and issue the next number.
11. The staff receiving the PN is also responsible to see that two consecutive numbers received are
not same.
12. Single digit or Numbers, ending with Zero are to be cancelled with a remark- ‘Single Digit’ or
‘ending with Zero’ and initialled by SM.
13. WHILE HANDING OVER CHARGE:
a. SM shall hand over the PN book in use, along with the spare PN books to the SM taking
over charge.
b. He shall note down the last PN issued in the Station diary and TSR, and record the
transaction.
c. This shall be signed by both the SMs.
14. The TI inspecting the Station shall see that PNs are properly scored, Train No, LC gate
No, Date are entered correctly.
15. When the PN book in use is lost or mislaid, spare PN book shall be brought into use
and the same shall be recorded in Station Diary and TSR.
16. The duty SM shall inform his Incharge SM for prompt replacement.
17. If the lost / mislaid book is found subsequently, the same shall not be used and shall be
handed over in a sealed cover to the TI.
 170

18. Used PN books shall be preserved for Six Months after the Half year and then disposed as
old records.
PRECEDENCE OF TRAINS
A. On Controlled Sections, Trains can be run as per controller’s orders.
B. In the event of interruption to communication or on Non Controlled sections, Trains
shall be given precedence in the following order.
1. Medical Relief Trains / Break Down specials and Light engines proceeding to work such
Trains
2. Superfast Trains.
3. Mail / express Trains.
4. Troop Trains.
5. Passenger Trains
6. Mixed Trains.
7. Inspection Trains.
8. Goods Trains.
9. Light engines not going to accident spot.
10. Material Trains and all other Trains.
C. On Single line, preference shall be given to the Train standing higher in the table of precedence
D. If both Trains have the same order of precedence, preference shall be given to the one having
longer distance to run.
DESCRIPTION OF BELL CODES
1. Prescribed Bell code signals are used between Stations, for Train operation or in emergencies.
2. Each signal shall be given slowly and distinctly.
3. Each signal received shall be acknowledged by sending its authorized acknowledgement.
4. A signal shall not be acknowledged until it is clearly understood.
5. A Bell code shall not be deemed to be complete until it is acknowledged.
6. If no reply to bell code signal from other Station, it should be repeated at a clear interval of 20
seconds until it‟s replied.
 171

7. The Bell codes shall be exhibited near the Block Instrument. The codes are as follows,

SL.NO INDICATION HOW SIGNALLED HOW

ACKNOWLEDGED
STROKE OR BEAT
1 Call attention or One One
attend telephone
2 Is Line Clear or Line Two Two
Clear enquiry
3 Train entering Block Three Three
Section
4 a) Train out of Block Four Four
Section
b) Obstruction removed
5 a) Cancel last signal Five Five
b) Signal given in error
6 a) Obstruction danger signal Six Six
b) Refusal of Is Line Clear
signal
7 Stop and Examine the Six pause One Six pause One
Train
8 Train passed without Six pause Two Six pause Two
Tail Lamp/Tail Board
9 Train divided Six pause Three Six pause Three
10 a) On Double line- Six pause Four Six pause Four
vehicle running away in
wrong direction and
b) On Single line-vehicle
running into the Block
Section
11 Vehicles running away Six pause Five Six pause Five
in right direction on
Double line
12 Testing signal Sixteen Sixteen
 172

BELL CODES
1. CALL ATTENTION SIGNAL
a. It is given to draw the attention of other end SM.
b. It is given by One Beat and acknowledged by One Beat by other end SM.
c. It is given to ascertain that only the correct Block Station in contact and communicate other end
SM with details like Train No, description, PN for Line Clear etc.
2. IS LINE CLEAR SIGNAL
When to be sent
a. It is given by Two Beats and acknowledged by Two Beats.
b. It shall be given only after,
 Verifying the records and communicating other end.
 Ensuring Train Out Of Block Section Bell code is received and the Block Section is clear.
When to be asked

S.No For Trains Time criteria

1 At Train starting Stations 5 minutes before Departure of
the Train
2 At intermediate Station
If stoppage is less than 5 minutes When the Trains is sighted
If stoppage is 5 minutes or more On arrival of the Train
If Trains are to run through at Station
If running time is 7 minutes or less Immediately on receipt of
Train entering Block
Section signal OR as may be specified in
Station working rules
If running time is more than 7 7 minutes before the Train pass
Minutes through the Station

When to be accepted
If the conditions for accepting a Train are fulfilled, then only the SM at other end can
acknowledge the signal by giving Two Beats
3. TRAIN ENTERING BLOCK SECTION SIGNAL
a. It is given by Three Beats and acknowledged by Three Beats.
b. It is given when the Train enters the Block Section.
c. This should be given in addition to the audible warning and Train on Line indications in the
Tokenless Block Instruments.
 173

4. TRAIN OUT OF BLOCK SECTION or OBSTRUCTION REMOVED SIGNAL

a. It is given by Four Beats and acknowledged by Four Beats.
b. This signal shall be given only when,
 The Train entered the Block Section completely arrives at the Station in advance.
 The cause of blocking the section has been removed.
 The conditions for granting Line Clear are complied with (At Class A Station this condition
is relaxed).
5. SIGNAL GIVEN IN ERROR or THE CANCELLING SIGNAL
a. It is given by Five Beats and acknowledged by Five Beats.
b. It is given,
 To cancel the last signal given to Station in advance.
 When Is Line Clear signal sent for shunting purpose, and after the shunting is
completed.
c. Whenever Line Clear is cancelled, the reason must be entered in the remarks column of TSR by
the SM.
d. When giving Cancelling Signal the needle deflection of Galvanometer should be correct as
detailed for each block Instrument.
e. If the needle deflection not correct due to wrong operation, it shall not be acknowledged by SM
at other end and it should be pointed out to the SM at other end. Even then, the deflection is
wrong the Block working shall be suspended.
f. If Line Clear asked for one Train and if for any reason some other Train to be started, that Line
Clear shall be cancelled and fresh Line Clear obtained.
g. If the Line Clear obtained with incorrect description and numbers, this should be cancelled and
fresh Line Clear obtained.
h. If the mistake is noticed after the departure of the Train, it shall be immediately notified over
the phone for correct reception & handling of Train.
6. REFUSAL OF ‘IS LINE CLEAR SIGNAL’ or ‘OBSTRUCTION DANGER SIGNAL’
BEFORE GRANTING LINE CLEAR
If for any reason the Station in advance unable to accept Is Line Clear signal, such Station shall,
 Give Six Beats
 The word Line Clear Refused shall be written in TSR (With Date, Time and reason)
AFTER GRANTING LINE CLEAR
a. After granting Line Clear, if any obstruction or danger comes to known for the Train, Six Beats
(Obstruction Danger signal) immediately given to prevent the Train entering the Block
Section.
 174

b. On getting Six Beats, the SM receiving the signal

 Prevent the Train entering into the obstructed section.
 Shall not acknowledge the bell code immediately,
 Only if he succeeds in stopping the Train, he shall acknowledge the Six Beats.
c. Then the Line Clear shall be cancelled. Only after the Obstruction/ danger has been removed,
Train shall be started on fresh Line clear.
IF TRAIN ALREADY ENTERED THE BLOCK SECTION
a. If Station X is not able to stop the Train, he will inform the fact to Y on the Block Telephone.
b. Station Y, after giving Obstruction Danger signal to X, shall take suitable action to remove the
Obstruction.
c. If it is not possible he shall arrange for protection vide GR 6.03.
7. TESTING SIGNAL
a. It is given by Sixteen Beats and acknowledged by Sixteen Beats.
b. It shall not be exchanged unless the S&T official at one end of the Block Instrument.
c. It shall be exchanged when,
 Restoring the Block Instrument working after a failure.
 Maintenance work
 During Inspections.
 After installing a new Block Instrument.
d. It shall not be exchanged when,
 The BI is in TGT/TCF position.
 Line Clear is given /obtained for a Train.
e. Necessary entries shall be made in TSR in Red Ink by the S&T official at one end and SM at
other end.
ABNORMAL BELL CODE SIGNALS
1. STOP AND EXAMINE THE TRAIN(6-1) (X ---------- Y ----------Z)
a. When the SM Y notices anything unusual in a Train during its passage, such as goods falling
from Wagons, Hot Axle etc., he shall try to stop the Train by
 Putting back the signal to ON.
 Showing Hand Danger Signal to GLP
 Communicating through Walkie- Talkie.
b. If not able to stop, if it runs with Electric Locomotive, advise Traction Power Controller to
switch off the power supply to stop the Train.
c. He shall advise Gateman, if any, to stop the Train & give 6-1 signal to SM Z in advance, about
the abnormality with a telephone message.
d. SM Z shall acknowledge it by 6-1 & stop the Trains proceeding in the opposite direction on
Double/ Multiple Lines until it is safe to do so.
 175

e. SM Z received 6-1 shall,

 Stop the Train, even if it is booked to run through
 Ascertain the defect and
 Take remedial action as necessary.
f. After ensuring that the Train is complete and nothing affected on its run, he shall send Train
out of Block Section Signal to SM Z or can establish Line Closed condition in the Block
Instrument.
g. This shall be followed by telephone message that „All Is Right’.
h. If SM Y suspects that any damage or obstruction in the Block Section in rear, shall inform SM
X &Engineering official concerned.
i. Then SMs at both X & Y Stations will give caution order to all Trains entering the
Block Section, until certified fit by Engineering official.
j. A message about the clearance of Block Section shall be exchanged between Stations.
2. TRAIN PASSED WITHOUT TAIL LAMP/TAIL BOARD (6-2) (X------ Y ------Z)
Train starting Station
a. When the SM Y notices a Train passes without Tail Lamp/ Tail Board, he shall send 6-2 signal
to Station in advance Z.
b. He shall not give Train out of Block Section to Station in rear X and shall not establish Line
Closed condition.
c. When Station Z gives Train out of Block Section signal or establishes Line Closed condition, only
then Station Y can give Train out of Block Section signal to Station X and close the Block
Section.
d. If Train parting is suspected, he shall follow prescribed instructions.
Train receiving Station
a. The SM Z receiving 6-2 signal, shall
1) Acknowledge it with 6-2.
2) Stop the Train, even it is booked to run through.
3) Inform the GLP to examine the Train.
4) If Tail Lamp or Tail Board is only missing, the same shall be rectified.
5) Send Train out of Block Section to rear or establish Line Closed condition.
b. If he finds that the Train is not complete then it shall be treated as accident, and necessary
action taken.
c. However SMs shall ensure complete arrival through BPAC/Continuous Track
Circuit where provided and need not hold the closing of Block Section.
 176

3. TRAIN DIVIDED SIGNAL (6-3) ( X ---------- Y ----------Z )

a. If SM at Station Y notices a Train passes without Tail Lamp/ Tail Board,
1) He shall not close the Block Section in rear, and send Train divided- 6-3 signal to
Station X.
2) Not show a Stop hand signal to the Loco Pilot but shall act in accordance with GR/SR 6.08
(Train parting).
3) Also send 6-2 to Block Station in advance Z.
4) Stop and issue Caution order for all Trains proceeding on the adjacent line on Double/
Multiple Lines.
b. On receipt of the Train Divided signal, the SM in Station rear X,
1) Shall acknowledge it with 6-3.
2) Take immediate steps to secure the safety of any Train or vehicles which may be on the line,
especially if the gradient is a falling one.
3) Shall not give Line Clear for a following Train from the Station in rear.
4) If already a Train in Block Section, Stop it at the FSS and warn the LP about the impending
danger.
5) Receive the Train into the Station if the yard layout permits.
c. When the parted vehicles rolling towards a Station due to falling gradient,
i) If a Train is approaching Station Y from the Station in rear
1) SM shall take all efforts to stop the Parted vehicles. This shall be done by covering the Rails
heavily with Sand, earth or broken stones for as great a distance as possible.
2) The points shall be set for a through loop line or dead-end siding.
3) It is preferable to receive a runaway vehicle on a loop line with the trailing points set against
and locked to force the vehicle to trail through them.
ii) If no Train is approaching from Station in rear
1) The parted vehicles may be allowed to run through the Station.
2) In such case, he shall advise promptly the SM in advance& also the Gatemen of LCs, if any.
3) In all cases, the SM shall take into consideration the circumstances existing at that time, the
state of his yard etc., and act accordingly.
4) If the vehicles contain passengers or Railway servants or livestock, it shall not
ordinarily be turned into a dead-end siding unless to avoid a more serious accident.
d. If it is known that a parting is occurred in a Block Section and the vehicles have not arrived at
either end of the Block Section, it may be assumed that parted vehicles come to stand, so
further action shall be initiated.
e. Relief engine shall be sent only after 30 minutes plus the slowest running time of
Goods Train.
 177

f. When it is known that the line is clear again, the Train out of Block Section signal shall be
sent to Station in rear and Line Closed condition established.
4. VEHICLES RUNNING AWAY IN WRONG DIRECTION ON DOUBLE LINES or INTO
THE BLOCK SECTION ON SINGLE LINES (6-4).
a. If an Engine or vehicles escape and runaway into the Block Section on Single Line and in
wrong line on Double Line, SM shall send 6-4 to,
 SM at other end of the Block Section on single Line
 SM in rear on Double line
b. The SM receiving 6-4 shall acknowledge with 6-4 and take actions as in the case of 6-3 above.
c. Unless the information is received that the escaped vehicles come to a stand or cleared the Block
Section, No Train or Engine shall be allowed into,
 The Block Section on single Line or
 Right direction on Double Line.
d. A relief engine can be sent only after the lapse of 30 minutes + the running time of
slowest Goods Train to clear the Train.
e. If it is confirmed that the Train in Section come to a stop, in such cases relief engine can be
started earlier.
5. VEHICLES RUNNING AWAY IN RIGHT DIRECTION ON DOUBLE LINE (6-5).
1. If an Engine or Vehicles escapes in right direction on Double Line, the SM shall give
6-5 to Station in advance.
2. The SM receiving the signal shall acknowledge with 6-5.
3. Both SMs shall take action as in the case of 6-3 above.
 178

VARIOUS AUTHORITIES TO PROCEED- ABSOLUTE BLOCK SYSTEM

SL NO OCCASION SINGLE LINE DOUBLE LINE
TOKENLESS
AREA
1 Normal authority to proceed OFF Aspect of LSS OFF Aspect of LSS
2 Line clear obtained through Block Instrument, but LSS alone failed:
a) To start a Train from T/369(3b)+ T/369(3b)+
Running Line Endorsement+ Endorsement+
PN PN
b) To start from Non Running T/511+Endorsement T/511+Endorsement
Line
3 Block Instrument failure PLCT PLCT
T/C 1425(UP) T/C 1425(UP)
T/D 1425(DOWN) T/D 1425(DOWN)
4 To send relief Engine to clear Stub portion of Stub portion of
parted/ divided T/609 T/609
rear portion of a Goods
Train, if front
portion arrives with T/609
5 Relief Engine/ Train to enter T/A 602 T/A 602
the Obstructed Block Section

6 Total Interruption of communication

a) For opening communication T/B 602 ---
b) For starting Trains CLCT T/C 602
T/G 602(UP)
T/H 602(DOWN)
7 Single Line working on Double --- T/D 602
Line

8 Circumstances mentioned T.1408 T.1408

under SR 14.08 (i)
 179

When the LSS alone fails and the Block Instrument is in working order, the
Endorsement shall be made in
1. T/369(3b)- From running line
“Last Stop Signal No____ could not be taken OFF. However, line Clear has been obtained through
Block Instrument / Track Circuit /Axle Counter from _______ Station. You are hereby authorised
to pass the Last Stop Signal No_____ at ON and treat this as an authority to proceed and enter the
Block Section. Private Number received___________(In Figure) ___(In words).”

2. T/511- From Non- running line

“Line Clear has been obtained through the Block Instrument from_________ Station.”

T/369(3b)
1. It is an authority to pass defective signals at ON.
2. It is prepared in duplicate with reason for issue written on the face of the authority.
3. Original copy handed over to LP and his acknowledgment received in duplicate.
4. For Reception Signals, this authority shall be delivered by a Competent Railway Servant at
the foot of the Signal.
5. For Despatch Signals, it may be delivered at Station / Cabin/ Platform.
6. In addition to this authority, a Competent Railway Servant shall show PHS (Proceed Hand
Signal) at the foot of the,
a. Starter always
b. Advanced Starter, if interlocked with any point.
7. If LSS alone fails, an Endorsement with a PN shall be made on the face of the form.
8. When this authority is issued, speed of Trains shall not exceed 15kmph (Except IBSS; for
which 15kmph speed shall be scored out in the form)

T/511
1. It is an authority to start a Train from Non- signalled / Non-running line.
2. It is prepared in duplicate and original is issued to LP along with Authority to Proceed.
3. Occasions and authorities for starting from Non-Signalled /Non-Running lines:
a. Normal working - T/511 + OFF aspect of LSS
b. Line clear taken but LSS alone failed- T/511+ Endorsement
c. Block Instrument Failure- T/511+ PLCT
d. Abnormal situations- T/511 + Abnormal authorities
4. Whenever T/511 is issued, a competent railway servant shall pilot the Train upto the
last set of points.
180
181
 182

PUSH BUTTON TYPE TOKENLESS BLOCK INSTRUMENT

SNR SHK SCK CANCEL

FREE
LAST STOP
SIGNAL

TRAIN TRAIN LINE TRAIN

COMING FROM ON LINE CLOSED GOING TO

SXR BELL LINE CLOSED SXR

CODE
SM’s KEY SHUNT
N R
KEY
TRAIN
GOING TO
VILLUPURAM
BLOCK TELEPHONE
 183

DESCRIPTION OF PUSH BUTTON TYPE TOKENLESS BLOCK

INSTRUMENT
I. BUTTONS
1. BELL PUSH BUTTON
a. It is coloured Black.
b. It is pressed to transmit Bell Code signals.
c. It is pressed with TGT or Line Closed or Cancellation Buttons for necessary operations.
2. TRAIN GOING TO BUTTON
a. It is coloured Green.
b. When it is pressed along with Bell Push Button by SM at Despatch end,
 TCF set at the receiving end first
 TGT set at the despatch end.
3. LINE CLOSED BUTTON
a. It is coloured White.
b. After the complete arrival of the Train, when this Button pressed along with Bell Push Button,
Line Closed condition established in both end Block Instruments.
4. CANCELLATION BUTTON
a. It is coloured Red.
b. It is pressed along with Bell Push Button,
 To cancel TGT condition before the Train has entered the Block Section, after getting FREE
indication.
 To cancel TGT condition with Train online condition when the Train is pushing back to the
started Station.
5. SHK BUTTON
a. It is SHUNT KEY Button, coloured Blue.
b. It is pressed to extract Shunt key.
6. SCK BUTTON
a. It is Siding key Button, coloured Blue.
b. It is pressed to extract Slip / Catch siding key(s), if provided.
II. INDICATORS
7. SNR INDICATOR
a. It is lit White.
b. It is lit only when,
1) Power supply is available.
2) FSS& LSS are at ON & their control switches are normal.
3) Shunt key intact in EKT.
 184

8. LINE CLOSED INDICATOR

a. It is lit white.
b. It remains lit when the Block Instrument is in Line Closed condition.
9. TRAIN GOING TO INDICATOR
a. It is lit Green.
b. It remains lit when the Block Instrument set to TGT condition.
10. TRAIN COMING FROM INDICATOR
a. It is lit Green.
b. It remains lit when the Block Instrument set for TCF condition.
11. TRAIN ONLINE INDICATOR
a. It is lit Red.
b. It is lit when a Train enters the Block Section in TGT/TCF condition.
c. It remains lit, till Line Closed condition established.
12. LAST STOP SIGNAL INDICATOR
a. It indicates the Aspect of the LSS.
b. It shows Red, when LSS is at ON & shows Green when LSS taken OFF.
13. FREE INDICATOR
a. It is lit Green.
b. It is lit 90 seconds after cancellation button pressed when a Train has not entered into the Block
Section.
c. It remains lit, till the Line Closed position is set.
III. KEYS
14. SMs KEY
a. It can be taken out by reversing the SM‟s key knob.
b. When taken out, it prevents the unauthorised operation of the Instrument.
c. However, when taken out, the following can be received,
d. Bell Codes
e. TCF indication
f. TOL indication
g. Train on Line Buzzer.
15. SHUNT KEY
a. It is provided in the Electric Key Transmitter (EKT) connected with the Block Instrument.
b. To extract the Shunt Key,
1) The SHK Button should be pressed.
2) A deflection obtained in the EKT.
3) Then Shunt Key shall be turned in Anti-clock wise and taken out.
 185

c. For insertion, it is inserted in EKT and turned Clockwise to the maximum possible extent.
d. It can be extracted in any condition except TCF.
e. When extracted, it prevents any operation in the Block Instrument except transmission of Bell
Codes.
f. When it is extracted, it shall be kept in personal custody of the SM and the SM shall advise the
other end SM also.
g. It is extracted in the following occasions,
 To prevent other end SM setting TGT in his Instrument.
 When suspending the Block Instrument.
 When it is necessary to perform shunting beyond LSS and upto opposing FSS, it must be
secured in a pouch provided for that purpose and handed over to the LP.
 When Train divided signal is received and acknowledged.
 During Line Block.
 When Motor Trolley(s) follow a Train / Motor Trolley.
16. SLIP SIDING KEY
a. Wherever Slip siding is available, this key shall be provided with Block Instrument in EKT.
b. This key can be extracted only when the Block Instrument is set to TGT/ TCF conditions.
c. With this Slip siding key, the SM should set the route before receiving / despatching Trains.
d. The Line Closed condition can be set in the Block Instrument only when this key is inserted in
its EKT.
17. CATCH SIDING KEY
a. Wherever Catch Siding is available, this key shall be provided in the Block Instrument in EKT.
b. This key can be extracted only when the Block Instrument is in TCF condition.
c. With this Catch Siding key, the SM should set the route before receiving the Train.
d. The Line Closed condition can be set only when this key is inserted in EKT meant for it.
IV. MISCELLENEOUS
18. CANCELLATION COUNTER
a. It registers the next higher number whenever Cancellation Button is pressed along with Bell
Push Button for cancelling Line Clear.
b. During HOC/TOC, SMs shall record the Last counter Number registered in the TSR & Sign.
19. TELEPHONE
This is provided for communication with SM at other end.
V. BUZZERS
20. TRAIN ON LINE
a. It is an intermittent audible warning at the receiving Station when a Train enters the Block
Section.
b. It can be arrested the by pressing Bell Push Button.
 186

21. LAST VEHICLE TRACK CIRCUIT

a. It gives continuous audible warning at the receiving Station when Last vehicle of the Train
actuates the LVT.
b. It can be arrested by normalising the Home Signal Knob/ Lever/ slide.
c. This does not indicate the complete arrival of Train.
VI. OUTDOOR APPARATUS
22. FIRST VEHICLE TRACK CIRCUIT
a. FVT placed slightly in advance of the Last Stop Signal.
b. It is actuated when the Engine/ First vehicle passes over it.
c. When it is actuated,
WHILE DESPATCHING A TRAIN
a. The LSS replaced to ON.
b. Train on Line indication appears on both Instruments.
c. Train on Line Buzzer sounds at the receiving Station intermittently.
WHILE RECEIVING A TRAIN
a. First Stop Signal replaced to ON.
b. However the Home/ Calling-on Signal knob shall not be put back to On until LVT Buzzer
sounds. If it is put back before LVT buzzer, it will result in Block Instrument failure.
23. LAST VEHICLE TRACK CIRCUIT
a. LVT is placed in advance of the Home signal, between outermost facing points and LSS.
b. When the Last vehicle of a Train passes over it, the LVT buzzer sounds continuously till the
Home Signal is put back to normal.
c. LVT buzzer doesn‟t indicate the complete arrival of Train.

TESTING BY SM BEFORE TAKING OVER CHARGE

SM shall take OFF the LSS without setting the Instrument to Train Going To position.
1. If it is possible to take OFF the LSS, the Block Instrument is treated as failed.
2. If not able to take OFF the LSS it is treated as in proper working order.
3. Relevant entries made in TSR for tested the BI.
 187

PRECAUTIONS BEFORE ESTABLISHING TGT IN THE BLOCK INSTRUMENT

1. SM‟s key shall be in reverse position.
2. SNR indication is available and Last Stop Signal indicator shows Red.
3. Slip siding /Catch siding keys if provided and Shunt key are intact in the Instrument.
4. Entries for the previous Train are completed in TSR and Block Section is clear & free from
obstruction.
5. The Instrument shall be in Line Closed Position.
6. Line Clear not given or taken by any other means.
7. A private number obtained for the Train.
PRECAUTIONS BEFORE GIVING LINE CLEAR
1. SM‟s key shall be in reverse position.
2. SNR indication is available.
3. Slip siding /Catch siding keys if provided and Shunt key are intact in the Instrument.
4. Entries for the previous Train are completed in TSR and Block Section is clear & free from
obstruction.
5. The Instrument shall be in Line Closed Position.
6. Line Clear not given or taken by any other means.
7. A private number given for the Train (For categorical assurance).
PRECAUTIONS BEFORE CLOSING THE BLOCK SECTION
1. Train should have arrived complete and the entry for the Train is completed in TSR.
2. Reception signals cleared for the Train put back ON & SM‟s control restored to normal.
3. SNR indication available in the Block Instrument.
FAILURE OF THE PUSH BUTTON TYPE BLOCK INSTRUMENT

This Block Instrument shall be considered as failed and suspended in the following occasions.
COMMUNICATION PARTS
1. When Attention signal couldn‟t be received / sent from one end to other end.
2. When Bell signals received indistinctly or failed altogether.
3. When there is Contact between the Block Wire and any other circuit.
4. If the Instrument or its battery counter is found unlocked or seal missing.
BLOCK INTRUMENT PARTS
5. If LSS can be taken OFF without setting the Instrument to TGT condition. The SM takes over
charge shall make an entry in TSR in this regard.
6. If the TGT condition could not be cancelled even after the complete arrival of the Train.
7. If the TGT could be cancelled before the complete arrival of the Train.
8. If Line Closed condition can be set before the complete arrival of the Train.
9. If Line Closed condition could not be set even after the complete arrival of the Train.
 188

FVT/LVT

10. Train on Line indication fails to appear either at the receiving Station or at sending Station.
11. If Train on Line buzzer fails at the receiving Station.
12. Train on Line indication disappears before the arrival of the Train.
13. When the LSS automatically goes to ON or if the Train on Line indication appears prematurely
before Train actuates FVT.
14. If the LSS fails to return to ON, after a Train passes it.
15. If the Train arrival buzzer fails to sound even after the complete arrival of the Train.

KEYS
16. If Station Master‟s key is lost or becomes defective.
17. If the Shunt key is lost or becomes defective.
18. When Slip siding/ Catch siding key controlled by the Block Instrument could not be extracted.
T/A 602 CASES
19. When a Material Train to enter the Block Section after Line Block is permitted.
20. When a Relief Train is required to enter the Block Section which is obstructed by an accident or
any other reason.
T.1408 CASES
21. When a Train is required to enter the Block Section which is already occupied by a Trolley on
T/1518 with Caution Order protection and removal advice not received even after Sunset.
22. When Accident relief Train is ready to enter the Block Section which is already occupied by a
Trolley on T/1518 with Line Clear Refusal Endorsement.
23. Private Number Books are lost / misplaced at the time of granting Line Clear.
OTHER CASES
24. When the Train arrives without proper Line Clear.
25. Motor Trolley, OHE Ladder Trolley, or Lorry is required to enter a Block Section and when a
trolley is required to enter the Block Section on Line Clear.
26. Any other circumstance not mentioned above necessitates suspension of Block Instrument.

OCCASIONS WHEN BLOCK INSTRUMENT WORKING TO BE RESUMED ONLY BY

DSTE/ADSTE OR ANY OTHER S&T OFFICIAL AUTHORIZED BY NAME

1. If LSS can be taken OFF without setting the Instrument to TGT.

2. Line Closed condition can be established before the arrival of the Train.
3. Train on Line indication disappears before the arrival of the Train.
 189

OCCASIONS WHEN STATION MASTERS THEMSELVES CAN RESUME BLOCK

INSTRUMENT WORKING

1. When the SM‟s key is lost but subsequently in good condition.

2. When the Shunt Key is lost but subsequently in good condition.
3. When the PN book lost / mislaid by the SM is subsequently found before granting Line Clear to
another Train or Train is ready to enter the Block Section from other end.
4. When a Motor Trolley/ OHE Ladder Trolley/ Lorry/ Trolley clears the Block Section.
5. When a Traffic Train is ready to enter the Block section after the Line Block removal and section
is clear of Material Trains, Motor Trolley etc.
6. When the Block Section is obstructed due to Accident or any other reason and the cause of
obstruction is removed and Block section is clear.
7. When an Accident Relief Train clears the section already occupied by a Trolley on Form no
T/1518 with “Line Clear Refused Endorsement‟‟.
8. When a Train is required to enter the Block section, occupied by a Trolley on Form T/1518 with
Caution Order protection & Removal Report received after Sunset.
 190

FM HANDLE TYPE TOKENLESS BLOCK INSTRUMENT

BELL

TIME RELEASE

GALVANOMETER
TRAIN ONLINE
S1 COUNTER S2 COUNTER
TELEPHONE

S1 S2
N N
R R
BLOCK

VKM
SM’s KEY SHUNT KEY
LINE
OFF N
R CLOSED PB 2 PB 1
ON

L R
TRAIN GOING TRAIN COMING
TO FROM
VM VM

OPERATING HANDLE
 191

DESCRIPTION OF FM HANDLE TYPE TOKENLESS BLOCK INSTRUMENT

I. BUTTONS
1. PUSH BUTTON PB 1
It is used to transmit Bell Code signals.
2. PUSH BUTTON PB 2
It is pressed along with PB1 to turn the Operating Handle of other end Block Instrument.
II. COMMUNICATION
1. BELL
It sounds when PB1 pressed from other end.
2. TELEPHONE
It is used to communicate with SM at other end of the Block Section.
III. KEYS
1. STATION MASTER’S KEY
a. When taken out, it prevents unauthorised operation of Block instrument.
b. It shall be kept under the personal custody of the SM.
2. SHUNT KEY
a. It is provided in the Block instrument.
b. It can be extracted in any condition except in TCF condition.
c. It is given to LP as an authority for shunting.
IV. TO SET THE INSTRUMENT TO REQUIRED POSITION
1. OPERATING HANDLE
a. It has 3 positions as shown by the arrow on the Handle.
b. It can be turned to required position only with the co-operation of SM at other end by pressing
PB1& PB2.
c. If the operating Handle is not in any of the 3 positions exactly, bell signals cannot be
transmitted.
d. The Three positions are as follows,
S.No POSITION POSITION OF THE POSITION OF INDICATION
OPERATING THE ARROW
HANDLE
1 Line closed Vertical Upward Block Section is clear
(Normal position)
2 TCF Horizontal Right hand side Line clear is given for a
Train or Testing
3 TGT Horizontal Left Hand side Line clear is obtained for
a Train or Testing
 192

2. GALVANOMETER
a. It indicates flow of current.
b. When operating handle turned, the needle gets a jerk.
V. BUZZERS
1. BUZZER 1
a. It sounds when FVT is actuated.
b. It provides audible indication at both Stations when Train enters the Block Section.
2. BUZZER 2 (LVT BUZZER)
a. It provides audible indication when the Train arrives at the receiving Station.
b. It sounds when the last vehicle passes the LVT circuit.
c. It does not indicate complete arrival of the Train.
VI. SWITCHES & COUNTERS
1. CANCELLATION SWITCH S1
a. It is operated to cancel the Line Clear for a Train before the Train enters the Block Section.
b. Each operation registers a higher number in the S1 counter.
2. CANCELLATION SWITCH S2
a. It is operated to receive the Train on signals if it returns back to starting Station.
b. Each operation registers a higher number in S2 counter.
c. During HOC/TOC S1,S2 counter numbers shall be recorded in the TSR by both the SMs.
VII. INDICATORS
1. TRAIN ON LINE INDICATOR
a. When Block section is clear, it shows a White Indication at both the ends.
b. When the Train enters the Block section, FVT actuated and the White Indication automatically
changes to Red and Train on Line indication appears at both ends.
2. TIME RELEASE INDICATOR
a. Normally it shows LOCKED.
b. When S1 is reversed for cancelling Line Clear, FREE indication appears after 120 seconds.
c. After FREE indication, Line Clear can be cancelled.
VIII. OUTDOOR APPARATUS
1. FIRST VEHICLE TRACK CIRCUIT
a. FVT placed slightly in advance of the Last Stop Signal.
b. It is actuated when the Engine/ First vehicle passes over it.
c. When it is actuated,
WHILE DESPATCHING A TRAIN
a. The LSS replaced to ON.
b. Train on Line indication appears on both Instruments.
 193

c. A continuous Buzzer sounds at both Stations, and it is stopped by pressing the PB1 button at
the receiving Station.
WHILE RECEIVING A TRAIN
a. First Stop Signal replaced to ON.
b. However the Home/ Calling-on Signal knob shall not be put back to ON until LVT Buzzer
sounds. If it is put back before LVT buzzer, it will result in Block Instrument failure.
2. LAST VEHICLE TRACK CIRCUIT
a. LVT is placed in advance of the Home signal, between outermost facing points and LSS.
b. When the Last vehicle of a Train passes over it, the LVT buzzer sounds continuously till the
Home Signal is put back to normal.
c. LVT buzzer doesn‟t indicate the complete arrival of Train.

TESTING BY SM BEFORE TAKING OVER CHARGE

When taking over charge the SM shall, try to take OFF the LSS without setting the Block Instrument
to TGT position.
a. If it is possible Block working shall be suspended. Otherwise it‟s in proper working order.
b. A record of this test shall be made by the SM in the TSR.
PRECAUTIONS BEFORE ASKING IS LINE CLEAR

1. The Operating Handle is in Line Closed position.

2. Reception/ Despatch Signals and their control in normal position.
3. Shunt key available in the Block Instrument.
4. S1, S2 switches in normal position.
5. In TSR, Train out of Block Section / Obstruction Removed signal received and entered for the
previous Train and Block Section is clear, free from obstruction.
6. Line Clear not given / Obtained by any other means.
7. A Private Number obtained for the Train.
PRECAUTIONS BEFORE GIVING LINE CLEAR
1. The Operating Handle is in Line Closed position.
2. Reception/ Despatch Signals and their control in normal position.
3. Shunt key available in the Block Instrument.
4. S1, S2 switches in normal position.
 194

5. In TSR, Train out of Block Section / Obstruction Removed signal received and entered for the
previous Train and Block Section is clear, free from obstruction.
6. Line Clear not given / Obtained by any other means.
7. A Private Number given for the Train.
CONDITIONS FOR CLOSING THE BLOCK SECTION

1. The Train should have arrived Complete.

2. Reception signals should have been put back to ON and Signal control Knobs restored to
Normal Position.
FAILURE OF BLOCK INSTRUMENT

The Block Instrument working is treated as failed / suspended in the following occasions.
COMMUNICATION PARTS
1. When the Attention of the other end SM cannot be drawn, including the Block Telephone.
2. When Bell signals are received indistinctly or fail altogether.
3. When there is a Contact between the Block wire and other circuit.
BLOCK INSTRUMENT PARTS
4. If the battery counter of the Block Instrument is found unlocked.
5. If the Galvanometer needle deflection fails while transmitting the Bell code signals.
6. If the Operating Handle can be turned to any position without the co-operation of other end SM.
7. If Operating Handle could not be turned to required position even after the correct sequence of
operations.
8. If Line Clear cannot be cancelled even after correct sequence of operation.
9. If Line Closed condition can be established before the Train arrives at a Station.
10. If Operating Handle can be turned to Line Closed position before the last vehicle passes over the
LVT.
11. If LSS can be taken OFF without setting TGT in the Block instrument.
FVT/LVT
12. When the LSS fails to return to ON after the Train passes it.
13. If the LSS goes to ON automatically OR premature Train on Line appears on the Block
Instrument before the Train actuates FVT.
14. If the Train on Line indication disappears prematurely or fails to appear at one or both
Instruments.
15. If the Train on Line buzzer fails to give sound at one or both Stations.
16. If the Train Arrival buzzer doesn‟t sound even after the last vehicle of the Train passes the LVT.
 195

KEYS
17. When the SM‟s key is lost or defective.
18. When the Shunt Key is lost or defective.
T.1408 OCCASIONS
19. When a SM has lost / Mislaid PN book at the time of granting Line Clear.
20. When Accident Relief Train (ART) is required to enter the Block Section occupied by a Trolley
on form T/1518 with Line Clear Refused Endorsement.
21. When a Train is required to enter the Block section, occupied by a Trolley on Form T/1518 with
Caution Order protection & removal advise not received even after Sunset.
T/A 602 OCCASIONS
22. When a Relief Train/Engine is required to enter a Block section obstructed due to Accident or
any other Reason.
23. When Material Train, Motor Trolley, Trolley, Wiring Train, Track Maintenance Machine (TMM)
to enter the Block section during Line Block period.
OTHER CASES
24. When a Motor Trolley/ OHE Ladder Trolley/ Lorry/ Trolley to enter the Block Section.
25. When a Train arrives without proper Line Clear.
26. Any other defectives which is not specified above.
OCCASIONS WHEN BLOCK INSTRUMENT CAN BE RESTORED ONLY BY
DSTE/ASTE/ ANY OTHER S&T OFFICIALS

1. Operating Handle can be turned to any position without the co-operation of other end SM.
2. Operating Handle can be turned to Line Closed Position before the complete arrival of the Train.
3. LSS can be taken OFF without setting the Block Instrument to TGT position.
4. Train on Line indication disappears before arrival of the Train.

OCCASIONS WHEN SM THEMSELVES CAN RESUME BLOCK INSTRUMENT

WORKING

1. When the SM‟s key is lost but subsequently in good condition.

2. When the Shunt Key is lost but subsequently in good condition.
3. When the PN book lost / mislaid by the SM is subsequently found before granting Line Clear to
another Train or Train is ready to enter the Block Section from other end.
4. When a Motor Trolley/ OHE Ladder Trolley/ Lorry/ Trolley clears the Block Section.
5. When a Traffic Train is ready to enter the Block section after the Line Block removal and section
is clear of Material Trains, Motor Trolley etc.
6. When the Block Section is obstructed due to Accident or any other reason and the cause of
obstruction is removed and Block section is clear.
 196

7. When an Accident Relief Train clears the section already occupied by a Trolley on Form no
T/1518 with “Line Clear Refused Endorsement‟‟.
8. When a Train is required to enter the Block section, occupied by a Trolley on Form T/1518 with
Caution Order protection & Removal Report received after Sunset.
 197

SGE LOCK AND BLOCK INSTRUMENT

DOWN LINE TO ALU

LINE
CLOSED

IN
SHUNT
UP LINE FROM ALU KEY
TELEPHONE
BLOCK

LINE
CLOSED
 198

DESCRIPTION OF SGE LOCK AND BLOCK INSTRUMENT

1. TRAIN GOING TO (TGT) DIAL
a. This is provided on the Upper Portion of the Instrument.
b. It visually indicates the condition of the Block Section in advance.
c. Indications of TGT Dial correspond with those of the TCF Dial at Station in advance and refer to
Trains leaving the Station.
d. These are electrically controlled by the SM in advance and can be altered only by him.
e. There are three indications as follows,
S.No Indication Colour Needle Indicates
of Position
Segment
A Line Closed White Vertical No Train in the Block Section &
Line Clear not obtained for any
Train.
B Line Clear Green Right Hand Line Clear obtained for a Train.
side
C Train On Red Left Hand Side Block Section occupied by a
Line Train/ Obstructed

2. TRAIN COMING FROM (TCF) DIAL

a. This is provided below the TGT Dial.
b. It visually indicates the Block section in rear.
c. Indications of the TCF Dial correspond with those of the TGT Dial at the Station in Rear and
refer to Trains approaching the Station.
d. These are entirely controlled by SM who grants Line Clear for a Train.
e. There are three indications in TCF Dial same as TGT Dial.
3. OPERATING HANDLE
It has three positions,
a. Line Closed position
1) Arrow is vertical.
2) This is the normal position of the BI.
b. Line Clear position
1) Arrow is towards Right Hand Side
2) Operating Handle is turned to Right side to assume this position.
 199

c. Train on Line position

1) Arrow is towards Left Hand side
2) Operating Handle is turned to Left side to assume this position.
A. For turning Operating Handle from one position to another the Plunger is pressed.
B. Operating handle is free to rotate from,
a. Line Closed to Line Clear.
b. Line Clear to Line Closed.
c. Line Closed to TOL.
d. TOL to Line Closed.
C. Operating handle
a. Gets locked when it is turned from Line Closed to Line Clear and then turned to TOL.
b. Gets released when Train actuates the LVT circuit & Home signal Lever/ knob/slide is
normalised.
4. BELL PLUNGER
a. It is used to give bell Codes to other end Station.
b. In normal position it locks the Operating Handle in any of its three positions.
c. When pressed, it releases the lock and the Operating Handle can be turned to required position.
5. BELL
It sounds when the Bell Plunger is pressed at other end Station.
6. TELEPHONE
It is provided for communicating with Station at other end of Block Section.
7. SM‟S KEY
a. It is taken out & kept under the personal custody of the SM to prevent unauthorised operation of
BI.
b. If taken out it locks the Bell Plunger.
c. During HOC/TOC it shall be properly handed over to the incoming SM and the same shall be
recorded in the TSR with Time and Date& signed by both the SMs.
8. ALARM BELL
a. Alarm Bell rings at both Stations, when the Train passes the LSS at the starting Station actuating
the FVT.
b. It is arrested by
1) Replacing the LSS lever/Knob to Normal at the Starting Station.
2) Turning the Operating Handle to TOL position at Receiving Station.
 200

INDOOR APPARATUS
9. LSS LEVER KEY
a. It is a Mechanical or Electrical key provided for LSS lever/ Knob.
b. When extracted, it locks the LSS control in the normal position.
c. It is given as an Authority for Shunting beyond LSS.
d. Station Code & the Line (Up or DOWN) will be inscribed on the respective keys.
10. HOME SIGNAL LEVER CONTACT
a. The Home signal Lever/ Control Knob reversed for receiving a Train and shall be put back to ON
only after the Train passes over the LVT circuit.
b. The reversal of Home signal knob to normal together with actuation of LVT releases the lock on
the Operating Handle.
OUTDOOR APPARATUS
11. FIRST VEHICLE TRACK CIRCUIT
a. It is located slightly in advance of the LSS.
b. When the Engine / First vehicle passes and actuates the FVT from the starting Station,
1) LSS replaced to ON automatically.
2) The Needle automatically turns to Train on Line indication in,
3) TGT Dial of the Train starting Station.
4) TCF Dial of the Receiving Station.
5) A continuous Alarm Bell rings at both Stations. At starting Station it can be stopped by
putting back the Signals to ON and Receiving Station it can be stopped by turning the
Operating Handle to TOL position at receiving end.
LSSR INDICATOR:
1. It is provided near the LSS on the CCIP (Control cum Indication Panel) or VDU (Visual Display
Unit).
2. It indicates whether the LSSR relay is normal or dropped.
3. It normally shows No light and will display RED light when FVT drops.
4. The dropping of LSSR relay will cause Block failure.
When the TGT Dial shows Line Clear
When the Train actuates the FVT, LSSR indicator will show RED and after the Train clears the FVT
and LSS knob normalised this LSSR RED indication will disappear.
When the FVT drops during the TGT Dial shows Line closed position
a. It shows that FVT disturbed. To avoid Block Instrument failure,
b. Ensure Block section is clear.
c. Inform SM in advance to turn the Operating Handle from Line closed to TOL and TOL to Line
Closed, under exchange of PN and make entries in TSR.
 201

When the FVT drops during the TGT Dial shows Line Clear before the Train passes
FVT drops before Train passes, Block Instrument shows TOL and Block Instrument suspended and
Train started with PLCT.
12. LAST VEHICLE TRACK CIRCUIT
It is fixed in Multiple Aspect Signalling Territories, either at
a. The Foot of the Block Section Limit Board OR
b. In rear of Outer Most Facing Points.
When the Last vehicle passes over LVT circuit, after normalising the Home signal Lever/ Knob/
slide, it releases the Operating Handle to turn from TOL to Line Closed position.

TESTING BEFORE TAKING OVER CHARGE

1. The SM taking over charge shall try to take OFF the Last Stop Signal without obtaining Line
Clear.
2. If it cannot be taken OFF, Instrument is considered to be in order. A record of this shall be made
in TSR by the SM.
3. If the Signal can be taken OFF, Block working shall be suspended immediately and advise all
concerned.
PRECAUTIONS BEFORE ASKING IS LINE CLEAR

1. The Train Going To Dial shows Line Closed position.

2. The Last Stop Signal referring to the Train is at ON.
3. LSSR indicator in CCIP/ VDU shows No light.
4. All the entries for the previous Train despatched are complete on the TGT side of the TSR.
5. No Line Clear obtained for any other Train by any other means.
6. A PN obtained for the Train.
 202

PRECAUTIONS BEFORE GIVING LINE CLEAR

1. All the entries for the previous Train received are complete on the TCF side of the TSR.
2. The Train Coming From Dial shows Line Closed position.
3. The reception signals referring to the Train is at ON.
4. No Line Clear given for any other Train by any other means.
5. The Operating handle is in Line Closed position.
6. A PN given for the Train.
PRECAUTIONS BEFORE CLOSING THE BLOCK SECTION

1. Ensure that the Train has arrived complete and,

2. All the Reception Signals taken OFF for the Train have been put back to ON.

FAILURE/ SUSPENSION OF SGE LOCK AND BLOCK INSTRUMENT

1. When the attention of other end SM could not be drawn including the failure of Block
Telephone.
2. Bell code signals are received indistinctly or failed altogether.
3. When there is a contact between the Block wire and any other circuit.
4. When the Block Instrument or Battery Counter is found opened.
BLOCK INSTRUMENT PARTS
5. When the Dial indicator glass is broken.
6. When the Indications on the TGT Dial at starting Station do not correspond with receiving
Station‟s Indications in the TCF Dial & position of the Operating Handle.
7. When the Indications on the TCF Dial do not correspond to the position of the Operating
Handle.
8. If the Operating Handle cannot be turned to Line Clear/ Train on Line/Line Closed position in
the process of granting/ cancelling Line Clear.
9. If the Operating Handle can be turned from Train on Line position to Line Closed position
before the Train arrives complete.
10. If the LSS can be taken OFF without setting the Instrument to Line Clear in TGT Dial.
11. After complete arrival of the Train and Home Signal/ Calling on signal Knob/ lever/ slide put
back to normal, the Operating Handle could not be turned from TOL to Line closed position.
FVT/LVT
12. When the LSS not goes to ON even after the Train enters the Block Section and Operating
Handle is turned to Train on Line position at other end.
 203

13. When a Train is backed in rear of the LSS for any reason, after
a. Obtaining Line Clear
b. Actuating FVT circuit
c. Dials changed to TOL position
TRAIN/ MOTOR TROLLEY
14. Whenever single line working on double line is introduced.
15. When Motor Trolley/ OHE Ladder trolley/ Lorry to enter the Block Section on Line Clear.
16. Whenever a Train is piloted into a Non-Signalled / Non- Running line and Operating Handle
gets locked in the TOL position.
17. Whenever Operating Handle gets locked in the TOL position after Block Back / Block Forward
immediately following cancellation of Line Clear.
18. When a Train arrives without proper Line Clear.
T.1408 OCCASIONS
19. When the PN book is lost/ mislaid by the SM at the time of granting Line Clear.
20. When an Accident Relief Train to enter the Block Section which is already occupied by a Trolley
on Form T/1518 with Line Clear Refused Endorsement.
21. When a Train is required to enter the Block Section which is already occupied by a Trolley on
Form T/1518 with Caution Order protection & Removal advise not received even after the
Sunset.
T/A 602 OCCASIONS
22. Whenever a Material Train, Motor Trolley, Trolley, Wiring Train, Track Maintenance Machine
(TMM) is required to enter the Block section during Line Block period.
23. When a Relief Engine/ Train to enter the Block Section obstructed due to Accident or any other
reason.
MISCELLANEOUS
24. When SM‟s key is lost/ defective.
25. If the Instrument is defective in any way not specified above.
OCCASION FOR SUSPENDING ONE DIAL OF THE BLOCK INSTRUMENT

1. When the Indications on the TGT Dial at starting Station do not correspond with receiving
Station‟s Indications in the TCF Dial & position of the Operating Handle.
2. When the Indications on the TCF Dial do not correspond to the position of the Operating
Handle.
3. If the Operating Handle can be turned from Train on Line position to Line Closed position
before the Train arrives complete.
4. If the LSS can be taken OFF without setting the Instrument to Line Clear in TGT Dial.
 204

FVT/LVT
5. When the LSS not goes to ON even after the Train enters the Block Section and Operating
Handle is turned to Train on Line position at other end.
6. When a Train is backed in rear of the LSS for any reason, after
a. Obtaining Line Clear
b. Actuating FVT circuit
c. Dials changed to TOL position
TRAIN/ MOTOR TROLLEY
7. When Motor Trolley/ OHE Ladder trolley/ Lorry to enter the Block Section on Line Clear.
8. Whenever a Train is piloted into a Non-Signalled / Non- Running line and Operating Handle
gets locked in the TOL position.
9. Whenever Operating Handle gets locked in the TOL position after Block Back / Block Forward
immediately following cancellation of Line Clear.
10. When a Train arrives without proper Line Clear.
T/A 602 OCCASIONS
11. Whenever a Material Train, Motor Trolley, Trolley, Wiring Train, Track Maintenance Machine
(TMM) is required to enter the Block section during Line Block period.
12. When a Relief Engine/ Train to enter the Block Section obstructed due to Accident or any other
reason.
T.1408 OCCASIONS
13. When the PN book is lost/ mislaid by the SM at the time of granting Line Clear.
14. When an Accident Relief Train to enter the Block Section which is already occupied by a Trolley
on Form T/1518 with Line Clear Refused Endorsement.
15. When a Train is required to enter the Block Section which is already occupied by a Trolley on
Form T/1518 with Caution Order protection & Removal advice not received even after the
Sunset.
RESTORATION OF BLOCK INSTRUMENT BY STATION MASTERS THEMSELVES

1. When SM‟s key is lost and subsequently found in good condition.

2. When Motor Trolley/ OHE Ladder Trolley/ lorry clears the Block Section.
3. Whenever Operating Handle gets locked in the TOL position after Block Back / Block Forward
immediately following cancellation of Line Clear.
4. Whenever a Train is piloted into a Non-Signalled / Non- Running line and Operating Handle
gets locked in the TOL position.
5. When restoring Double Line working from Single Line working.
6. When a Traffic Train is ready to enter the Block Section after the expiry of Line Block, provided
the Block Section is clear of Material Trains/ Departmental Trains.
 205

7. When a Train entered the Block Section which is already occupied by a Trolley on Form T/1518
with Caution Order protection & Removal advice received after the Sunset.
8. When a Block section is obstructed due to Accident and the cause of obstruction is removed.
9. When an Accident Relief Train clears the Block Section which is already occupied by a Trolley on
Form T/1518 with Line Clear Refused Endorsement.

OCCASION WHEN DSTE/ASTE/ ANY OTHER AUTHORISED S&T OFFFICAL ONLY

CAN RESTORE THE BLOCK INSTRUMENT
1. When LSS can be taken off without Line Clear Indication in TGT Dial.
2. When Operating handle could be turned from TOL position to Line Closed position before the
Train arrives.
 206

FOLLOW UP ACTION TO BE TAKEN DURING FAILURE OF BLOCK INSTRUMENT

A. ADVICE AND RECORDING OF FAILURE

1. Advice the Section Controller, S&T official & Sr. DOM immediately.
2. SM shall make entry in Signal, Block Telecommunication Failure and Inspection Register.
3. Exchange Numbered message with other end SM, record the same in TSR in RED ink.
B. DEALING OF TRAINS
1. During the failure of Block Instrument and Block telephone at Cabins, where Control Phone or
other Indirect Means are not available,
a. The above messages shall be exchanged by Cabin SMs through Platform SMs.
b. Asking / Granting Line Clear shall be done by Cabin SMs through Platform SMs under exchange
of PNs.
2. During the failure of Block Instrument, Line Clear shall be obtained through the following
authorized means of communication in the order of priority.
Direct Means
a) Block Telephone.
Indirect Means
a) Station to Station fixed Telephones.
b) Fixed Telephone such as Railway Auto phone and BSNL Phone.
c) Control Telephone.
d) VHF Set.
3. During Block Failure, Trains are started with PLCT on both Single and Double lines.
a. T/C 1425- For UP direction
b. T/D 1425- For Down direction
4. Train Message Books are brought into use and PLCT prepared in conjunction with T/A 1425.
a. T/A 1425-Line Clear Enquiry Message Book- used by Train starting Station.
b. T/B 1425-Line Clear Reply Message Book- used by Train receiving Station.
c. Separate Train Message Books are maintained for each Block Instrument.
5. Before asking / granting Line Clear, the following precautions shall be ensured.
1) Block section is clear & free from obstruction.
2) Entries for the previous Train are completed in the TSR.
3) Entries are complete in T/A 1425 & T/B 1425 for previous Train, if any.
6. Whenever Line Clear obtained through Indirect Means of Communication,
a. Both SMs to establish Identity by Crosschecking PNs for last three preceding Trains in the
same direction.
b. An Endorsement to this effect shall be made in PLCT.
 207

c. Speed is restricted to 25 KMPH, only for the 1st Train on Twin single line. For Single and
Double lines - Normal speed.
7. Entries for the Trains shall be made in TSR in RED ink below the failure messages.
C. ATTENDING FAILURE AND RESTORATION
8. Before attending the failure S&T official shall give Disconnection Notice in form S&T (T/351)
and get permission from SM.
9. For failures that can be attended only by DSTE/ASTE/ S&T Official authorised by name, it shall
be authorised through a Special Permit signed by DSTE/ASTE.
10. Before resuming normal working, S&T official to exchange Testing signal & entry shall be made
in RED ink in TSR.
11. SM shall get Reconnection Notice, Restoration, Joint Restoration Message and also safe to deal
Trains certificate from S&T Official.
12. Restoration message shall be exchanged with other end SM and the same recorded in TSR in
RED ink as below,
13. Restoration of Block Instrument working shall be advised to Section Controller & all concerned.
14. The entries in Signal, Block Telecommunication Failure Inspection Book shall be completed.
If the failure is not rectified,

 Within 12 hours- DRM shall be advised

 Within 24 hours- GM shall be advised

Following Official shall proceed to the Station where Block Instrument is failed,

 Within 1 hour of the failure- S&T Officials for Restoration

 Failure not rectified within 3 hours- TI of the Section or SS of nearby Station

 Failure not rectified within 24 hours – Any S&T Official for early restoration.

PTO
 208

TSR ENTRIES FOR BLOCK FAILURE

FAILURE MESSAGE- FAILURE STATION

TCF side TGT side

From, SM/Y To, SM/X
No: Y/BF/05/01
Understood. Block Instrument working Failed/
suspended between X-Y at ___ Hours__
minutes due to (reason for failure). Train
signalling shall be done through ___
(Mode of communication).
Message given by ___(Name)
From, SM/X To, SM/Y
No: X/BF/05/01
Block Instrument working failed/suspended
between X-Y at ___Hours__ minutes due to
(reason for failure). Train signalling shall be done
through ___( M ode of communication).
Message given by ____(Name)

FAILURE MESSAGE RECEIVING STATION

TCF side TGT side

From, SM/X To, SM/Y From, SM/Y To, SM/X
No: X/BF/05/01 No: Y/BF/05/01
Block Instrument working failed/suspended Understood. Block Instrument working Failed/
between X-Y at ___Hours__ minutes due to suspended between X-Y at ___ Hours__ minutes
(reason for failure). Train signalling shall be due to (reason for failure). Train signalling shall
done through ___( M ode of communication). be done through ___
Message given by ____(Name) (Mode of communication).
Message given by ___(Name)
 209

TSR ENTRIES FOR BLOCK RESTORATION

FAILURE RESTORATION MESSAGE FAILURE STATION

TCF side TGT side

From, SM/Y To, SM/X
No: Y/BF/05/02 Your No: X/BF/05/02
Understood, Last Train No__ left __ Station at
__ Hours__ minutes &arrived __Station at __
Hours__ minutes Block Instrument working
restored between X-Y Stations at ___ Hours__
minutes Message given by ___(Name)
From, SM/X To, SM/Y
No: X/BF/05/02
Last Train No__ left/arrived __ Station at __
Hours__ minutes & arrived __Station at __
Hours__ minutes Block Instrument working
restored between X-Y Stations at ___ Hours__
minutes Message given by ___(Name)

FAILURE RESTORATION MESSAGE RECEIVING STATION

TCF side TGT side

From, SM/X To, SM/Y
No: X/BF/05/02
Last Train No__ left/arrived __ Station at __
Hours__ minutes & arrived __Station at __
Hours__ minutes Block Instrument working
restored between X-Y Stations at ___ Hours__
minutes Message given by ___(Name)
From, SM/Y To, SM/X
No: Y/BF/05/02 Your No: X/BF/05/02
Understood, Last Train No__ left __ Station
at __ Hours__ minutes &arrived __Station
at __ Hours__ minutes Block Instrument
working restored between X-Y Stations at
___ Hours__ minutes Message given by
___(Name)
 210

PAPER LINE CLEAR TICKET

1. Paper Line Clear Ticket (PLCT) is the Authority to Proceed issued in the following occasions,
a. Absolute - Failure or Suspension or Non-provision of Block Instrument.
b. Automatic - In Single line- Panel Failure;
In Double line- During Single line working on Double line.
2. Description of PLCT:
a. PLCT book is serially numbered, printed on a White paper with blue Fonts.
b. There is a Watermark Arrow provided for each direction as follows,
Up PLCT: T/C 1425 - Down PLCT: T/D 1425-
c. It has two portions; Paper Line Clear Ticket and Authority to Pass Signal at ON.
d. PLCT authorises the LP to pass the LSS at ON.
3. Preparation of PLCT:
a. PLCT shall be prepared in conjunction with T/A 1425.
b. T/A 1425 shall be prepared by SM who asks line clear and T/B 1425 shall be prepared by SM
who grants line clear.
c. The name of the Station at which PLCT is issued shall be affixed with Station Stamp.
d. The name of the station to which the Train is proceeding shall be written as per WTT.
e. It shall be prepared without any alterations in ink & signed by SM.
f. If any alteration it shall be cancelled at once and fresh PLCT prepared.
g. When Line Clear obtained through Indirect Means of Communication,
(1) SM to Crosscheck PNs for 3 preceding Trains & see it tallies.
(2) An endorsement made to this effect on Top of PLCT.
(3) Train can run at Normal Speed. But in case of Twin Single Line, the Speed of 1st Train is
only restricted to 25 KMPH.
4. Delivery of PLCT:
a. PLCT along with T/A 1425 shall be handed over to LP by SM or Competent Railway Servant.
b. LP shall crosscheck the PLCT with T/A 1425 ‘A’ Portion and Hand over the T/A 1425 to SM.
c. He shall sign in PLCT and take the original. Both SM and LP are responsible to see the
correctness of PLCT.
5. Entries in TSR:
a. Entries for the Train shall be made in TSR in Red Ink.
b. The Progressive number of PLCT shall be written in Remarks column of TSR.
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SENDING RELIEF ENGINE / TRAIN INTO AN OBSTRUCTED BLOCK SECTION

[SR.6.02 (i)]

When the Block section is obstructed due to any reason, any number of Relief Trains/ Engines may
be sent into that Block section with Authority T/A 602.
A. Circumstances under which T/A 602 issued
1. To send Relief Engine/ Train into the Block section which is obstructed due to,
a) Accident.
b) The previous Train unable to haul or its Engine fails.
c) To clear the parted rear portion when it arrives without T/609or relief Engine started from
Station in rear.
d) Rail Fracture/ Weld Failure, to start a Train with Engineering official (not below the rank of
Keyman)
2. To send departmental Trains during Line Block.
B. Description of T/A 602
1. It is printed on a White paper with Red fonts, prepared in triplicate (LP/GD/Station).
2. Applicable for both Up & Down directions, Single/ Double Lines.
3. It contains three portions,
1) Block Ticket to Proceed without Line Clear.
2) Authority to Pass Despatch Signal(s) at ON at a speed not exceeding 15 KMPH.
3) Caution Order: the Speed, on both single/ double Lines shall not exceed
 15 KMPH-during day when view ahead is clear and
 10 KMPH-during night or when view ahead is not clear and
 Any other caution available in the Section.
C. Preparation
1. Before preparing, SM shall refer TSR, Train Message Books, WTT, Train Notice Register and
Caution Order Registers.
2. Also he shall consult the Section Controller and SM at other end and suspend the Block
Instrument working
3. T/A 602 prepared in Triplicate (LP/Guard/Station).
4. All columns are filled without alterations and signed in full by the SM. if any alterations,
a. It shall be cancelled and fresh one prepared.
b. If cancelled copy is already detached, it shall be pasted at the back of the Triplicate copy.
5. The following information shall be mentioned in T/A 602,
a. Location of Obstruction/ Engine/ BV/ First vehicle/ Last vehicle.
b. Station at which the Train to clear the Section.
c. PN obtained from other end SM.
6. After checking the correctness the LP & Guard shall sign.
 215

D. Despatch
1. When starting from signalled line, to pass despatching signal(s) at ON, T/A 602 is the Authority.
2. When starting from Non-Signalled line, T/A 602 + T/511 shall be issued and Train shall be
piloted out upto last set of points by a Competent Railway Servant.
E. Reception of Trains
1. LP shall stop at FSS and give one long continuous whistle.
2. If the Train proceeds on the Wrong Line on Double Line Section, LP shall stop at the FSS of the
adjacent line OR LSS of the same line, whichever comes first.
3. If signal not cleared even after 10 minutes, ALP shall be sent to the Station.
4. Train can be received by taking OFF signals on Signalled Lines. In case of Non-signalled lines,
Trains received by piloting with a Written Memo as per SR.5.10+ Caution Order for 15 KMPH.
5. On arrival at the Station, the signature of the Guard and LP shall be obtained in the remarks
column of TSR.
6. If the Train returns to starting Station, signatures shall be obtained in same manner.
F. TSR ENTRIES
1. The entry for the Trains shall be made in RED ink in TSR.
2. When a Train arrives with this authority, SM shall obtain the signature of Guard (LP in case of
LE).
3. For Each Train clearing the Section at either end, the SM shall exchange the following message,
Station Where Train Arrives With Other End Station
T/A 602
No …………………My /Your Private No …………………My /Your Private
Number ... Train (No and description) …….. Number ... Understood Train (No and
cleared section here at … Hours...minutes. description) ……cleared section yours at …
Hours...minutes.
G. Normal working
1. When the cause for issuing T/A 602 no longer exists, normal working can be resumed.
2. SM shall submit a special report to DRM/T with regard to the circumstance under which T/A
602 is issued.
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SOUTHERN RAILWAY
 217

TOTAL INTERRUPTION OF COMMUNICATION ON SINGLE LINE [SR 6.02(ii)]

1. When Line clear cannot be obtained through anyone of the following means of
communications, in the order of priority as below, it is said to be Total Interruption of
Communication.
a. Block Instrument/ Track Circuit/ Axle Counters
b. Block Telephone
c. Station to Station fixed telephone, where provided
d. Fixed Telephone such as Railway Auto phone OR BSNL phone
e. Control phone
f. VHF sets.
2. The Train shall be stopped; LP & Guard shall be explained about TIC.
3. The SM who has a Train to despatch shall open communication by sending anyone of the
vehicles in the following order,
a. Light Engine
b. Train Engine
c. Motor Trolley/Tower wagon accompanied by Guard/ off duty SM
d. Trolley/Cycle Trolley/Moped Trolley accompanied by Guard / off duty SM
e. Diesel Car/ Rail Motor Car/ EMU Empty Rake
4. SM shall prepare T/B 602(if more than one Train waiting T/B602 + T/E 602) in
Duplicate and handover it to LP / Driver/ Guard/ Motorman/ off duty SM with
acknowledgement.
5. T/B 602 contains,
a. Authority to proceed without Line Clear.
b. Authority to pass despatch signals at ON.
c. A Caution Order, restricting the Speed
 15 KMPH – Day/View ahead is clear.
 10 KMPH- Night/ View ahead is not clear.
 Walking Speed during Thick/ foggy /Tempestuous weather, piloted by two men with
Hand danger signal & Detonators.
 To observe LC gates while approaching.
 Any other Caution available in the Section.
d. Line clear enquiry message (for the waiting Train).
e. Conditional Line Clear message with PN (for the LE/TE/Vehicle to return).
6. After sending the vehicle to open the Communication, SM shall not obstruct the line beyond the
Outermost Facing Points until the vehicle returns from other Station.
7. LP shall stop at the FSS and Sound one long continuous whistle.
8. SM shall receive the Engine(s)/ vehicle by taking OFF the signals or by other means.
218
 219

9. LP shall handover the T/B 602 to SM at the receiving end.

10. Based on the Conditional Line Clear Message for the vehicle to return (with / without Train
attached), SM shall prepare CLCT [T/G 602 (UP) or T/H 602 (Down)] as the case may be.
11. SM shall also prepare Conditional Line Clear Reply Message in T/F 602 (for the enquiry) and
hand over to the LP/ Driver.
12. When coming back to the original Station LP shall run at Normal Speed and stop at the FSS
and Train can be received by taking OFF signals or by other means.
13. On getting Conditional Line Clear Reply Message (T/F 602) from the LP the SM shall prepare
T/G 602 OR T/H 602 and start the Train.
14. In case of sending a Light Engine or Engine with Brake van, which has to continue further,
there is no need to open communication, SM shall hand over T/B 602 duly scoring out last two
portion of T/B 602.
15. If two vehicles meeting in midsection,
a. LP/ Drivers shall decide to which Train to proceed based on the following factors,
1) Importance of the Train waiting.
2) Distance to Travel
3) Gradients involved
4) Presence of Catch Siding
b. If possible, the Engines shall be coupled.
c. Otherwise they shall follow each other at a safe and adequate distance
16. In case of an Engine returning without reaching the other Station, the T/B 602 shall be
collected and cancelled by the SM.
17. When a Train is detained in Midsection or at signals for more than 10 minutes, it shall be
protected by placing One detonator at 250 meters and Two Detonators 10m apart at 500
meters.
18. In case of Even Flow of Trains, T/E 602 and T/F 602 can be given through the Guard of
the preceding Train.
19. In case of Uneven Flow of Trains,
a. Line Clear shall be asked for all the waiting Trains in T/E 602.
b. CLCT is issued as Authority to Proceed for each Train.
c. Subsequent Trains started with a clear interval of 30 minutes.
d. In CLCT, SM shall mention the last preceding Train and the following Train also.
e. First Train shall run at normal speed.
f. Following Trains, 25 KMPH- Day/View Clear; 10 KMPH- Night/ View not clear.
g. No Train shall be backed.
h. In unavoidable circumstances Guard to decide the place upto which it is to be backed and
arrange protection in rear of that place.
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20. Trains shall continue to work in this manner till S& T official restores anyone of the means of
Communication.
21. If so restored, SM shall exchange a message with PN on T/I 602 and then only resume
normal working.
22. Transportation Inspector of the section shall examine the records and submit his report to
DRM/T within 7 days of resumption of communication.

TOTAL INTERRUPTION OF COMMUNICATION ON DOUBLE LINE [SR 6.02 (iii)]

1. The following procedure shall be adopted for running Trains between two Station on a Double
Line section, when Line Clear cannot be obtained by any one of the following means of
communication,
a. Block Instruments/ Track Circuit/ Axle Counters
b. Block Telephone
c. Station to Station fixed telephone, where provided
d. Fixed telephones such as Railway Auto phone &BSNL phone
e. Control telephone
f. VHF sets
2. The Train shall be stopped and LP &Guard shall be advised of the situation.
3. T/C 602 issued as Authority to Proceed and it contains,
a. An Authority to Proceed without Line Clear.
b. Authority to Pass LSS at ON.
c. A caution Order restricting the Speed to,
 25 KMPH- View ahead is clear
 10 KMPH- View ahead is not Clear due to curve/obstruction/rain/ any other reason
 Walking Speed- Thick/ Foggy weather
4. All despatch signals except LSS can be taken off for the Trains.
5. The LP shall
a. Be guided by a Railway servant with Hand signals wherever the view ahead is not clear.
b. Enter a Tunnel with Head lights/Side lights/ Tail lights lit and only if the Tunnel is clear. If
any doubt Train shall be piloted by a Railway servant with Hand signals and Detonators.
c. In all cases keep a sharp look out and whistle frequently.
6. The Guard shall keep a sharp look out in the rear and be prepared to show a Hand danger signal
in case of any approaching Train and protect if necessary.
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SOUTHERN RAILWAY
 222

7. In case of stoppage in Block Section for any reason the Guard shall immediately show a Hand
danger signal towards rear & ensure that the Tail Board/ Tail lamp is available.
8. Protection: If stoppage is on account of Accident/ Failure/ Obstruction/ any other exceptional
cause OR Train detained outside signals for more than 10 minutes
 The LP shall advise Guard & Guard shall protect the Train by placing one Detonator at
250meters and two Detonators at 10 meters apart at 500 meters
 In the absence of Guard the ALP shall protect the Train.
9. Backing: shall not be done. In unavoidable circumstances the Train may be backed only after
protecting the place upto which the Train is to be backed by placing Detonators.
10. After reaching the Station in advance with this authority,
 The LP shall stop at FSS
 Give a long continuous whistle
 If the delay exceeds 10 minutes, protect the Train and send ALP to Station.
11. SM can receive the Train by Taking OFF the reception signals after the Train come to a stop at
FSS. On arrival, the LP shall hand over T/C 602 to the SM.
12. Subsequent Trains can be started with T/C 602 at a clear interval of 30 minutes.
13. Entry for all the Trains shall be made in Red Ink in TSR.
14. Restoration:
a. Trains shall be worked in this manner until any one of the means of communication is
restored by S&T officials.
b. If anyone communication is restored, SM shall ensure the clearance of Block Section and
exchange a message with PN with other end SM in Form T/I 602 and then only can resume
normal working.
c. The same shall be advised to the Section Controller as well as and when the communication
with him is restored.
15. Reporting: Transportation Inspector of the Section to examine the records and send a
report to DRM/T within 7 days of resumption of communication.

TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE [SR 6.02 (iv) (a)]

1. Whenever one line is obstructed due to an accident / obstruction on a double line

section, SM at one end of the affected section may introduce temporary single line working in
consultation with the Section Controller and the other end SM.
2. Before that, the SM shall get reliable information in writing that one line is clear from the
Engineering Official not below the rank of JE/P.Way.
3. Single line working introduced between the nearest Stations provided with cross over
points between the „up‟ and „down‟ lines.
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4. If any class ‘C’ Station is available between the above two Stations, treated as closed.
5. SM shall advise the other end SM under exchange of PN with the following particulars
 Cause of introduction
 Proposed line of working
 Source of information, that the said line is clear from obstructions
 Place of the obstruction
 Speed restriction, if any, on the line
 Closure of class C Stations, if any.
 Assurance of trap points Spiked/ Clamped/Padlocked, if any.
 Assurance for keeping the relevant signals at ‘ON’
 The number and timings of last Train arrived/despatched
6. All the cross over points over which the Train has to pass shall be clamped and padlocked.
7. Block working suspended keeping the Instrument in TOL position by both end SMs.
8. Line Clear shall be obtained through
 Block Telephone
 Station to Station fixed telephones
 Fixed telephone such as Railway Auto Phones and BSNL phones
 Control telephones
 V.H.F set
9. T/D 602 is issued as Authority to proceed. It contains:
a. Line clear ticket.
b. Authority to pass despatch signal(s) at ‘ON’.
c. Authorities to pass signals of the Station/s which is / are closed.
d. Caution Order regarding:
1) The Line on which Single Line working is introduced.
2) Location of the obstruction.
3) Speed of first Train shall not exceed 25 KMPH.
4) LP to inform gatemen/ gang men enroute about S / L working.
5) Any other speed restriction available in the Block section.
10. While proceeding on the wrong line, LP to switch on flasher light.
11. If LP has not switched on flasher light, Train shall be stopped by Gang men / gate men / Station
staff.
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SOUTHERN RAILWAY
 225

12. Right direction

a. For despatch-all signals except LSS can be taken off with T/D 602.
b. For reception- at the next Station, can be received by taking ‘OFF’ the signal(s).
13. Wrong direction
For despatch,
a. Ensure the line of despatch, correct setting of points, clamping, padlocking.
b. T/511+T/D 602 and the Train shall be piloted out of the Station.
For reception,
a. LP shall stop the Train at the foot of the LSS of the same line or opposite of the FSS of the
adjacent line.
b. Ensure the line of reception, correct setting of points, clamping, padlocking.
c. Receive the Train by piloting on a written memo [as per SR.5.10 (i)] + caution
order 15 KMPH.
14.On receipt of written certificate from the Engineering Official that the obstructed track is free
and safe for the passage of Trains
a. SM shall issue message to other Station(s) under exchange of PN.
b. In consultation with Controller, decide the Train after which normal working shall
be introduced. Then normal working shall be resumed.
15. The LP of the first Train shall inform all gatemen and gang men about the resumption of normal
working.
16.All the records shall be checked by the TI and a report shall be sent to DRM/T within 7
days of the resumption of normal working.

AUTHORITY TO PROCEED WITHOUT LINE CLEAR [SR 14.08 (i)]

1. It is issued as an Authority to Proceed under the following Abnormal Circumstances on both
Single and Double lines.
a. When PLCT/CLCT books lost / exhausted.
b. When Accident Relief Train is ready to enter the section which is occupied by a Trolley on
Form T/1518 with ‘Line Clear Refused’ Endorsement.
c. When SM incapacitated, the Guard of waiting Train shall issue this Form.
d. When a Train to enter the Block section which is already occupied by a Trolley on T/1518
Caution order protection and removal advice not received even after Sunset.
e. When the SM in advance is unable to give a PN at the time of giving Line Clear.
2. T.1408 Up direction is coloured PINK with Black Fonts and Down direction is coloured WHITE
with Black Fonts.
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PREPARATION
3. SM/ Guard shall refer TSR, Train Message Books, WTT, Train Notice Register and
Caution Order Register before preparing this Authority.
4. Also he shall consult the Section Controller & SM at other end whenever communication
available.
5. T.1408 is prepared in Duplicate; all columns are filled without alterations and signed in full by
SM/Guard.
6. If any alterations it shall be cancelled and fresh one prepared. If the cancelled T.1408 is already
detached that should be pasted with the Duplicate copy.
7. If PN could not be obtained from other end SM for any reason, the word NOT OBTAINED
shall be written against the column for PN.
8. Original copy handed over to the LP, and LP & Guard after checking the correctness of T.1408
shall sign in full in Duplicate copy.
9. The Reason for issue of T.1408 shall be mentioned in the face of the Authority.
10. When SM incapacitated, the Guard shall,
a. Ensure that the Block section is clear of Trains.
b. Consult Controller.
c. Communicate other end SM & obtain a PN.
d. Prepare T.1408 & handover to LP duly getting his Signature in Duplicate.
e. Issue caution order after checking the Caution Order Register.
f. Issue an Authority to pass signal(s) at ON.
g. Make entries for the Train in TSR in RED ink.
h. If Guard not able to communicate other end SM & get a PN, he shall not start the
Train and try to keep in touch with Sr.DOM/ DSO of the division for further orders.
SPEED
a. Single Line- 15 KMPH /Day, Clear weather; 10 KMPH/Night No clear weather.
b. Double Line- 25 KMPH /Day, Clear weather; 10 KMPH/Night No clear weather.
In all cases the LP shall keep a sharp look out and to stop short of any obstruction.
Reception of Train at Next Station
a. LP shall stop at FSS& give one long continuous whistle.
b. If no one turns up from Station for 10 minutes, ALP shall be sent to Station.
c. Train can be received by taking OFF signals.
TSR Entries
a. Entry for the Train started with T.1408 shall be made in Red ink in TSR.
b. When a Train arrives with T.1408, the Signature of Guard (LP-In case of LE) shall be obtained
in remarks columns of TSR.
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 228

c. For Each Train clearing the Section at either end, the SM shall exchange the following message,
Station where Train arrives with Other End Station
T.1408
No…My /Your Private Number… No …Your /My Private Number …
Train (No& description)…..cleared Understood, Train (No& Description)…
section here at…Hours….minutes. Cleared section at yours at… Hours….minutes.

d. When cause for issuing T.1408 no longer exists, normal working can be resumed.
The SM who issues this authority shall send a Special Report to DRM about the circumstance under
which T.1408 issued.
TRAIN DIVIDED [GR/ SR 6.09]
1. When a Train stopped in Block section has to be divided due to,
a. Accident or
b. Inability to Haul the Train forward, the LP shall,
1) Apprise the Guard by giving _______ o _______o whistle
2) Try to bring his Train to a stop at a level.
2. Guard& LP shall proceed to meet each other on the left hand side of the Train from BV and
Engine respectively.
3. If they decide to detach the Engine with or without a portion of a Train, Brakes shall be applied
for,
1. BV+ 12 vehicles- 1/400 or flatter
2. BV+ All vehicles-steeper than 1/400
3. Wooden wedges placed below the last pair of wheels on both ends.
4. Guard shall,
a. Prepare a Written permission on Form T/609 in Duplicate.
b. Mention the Last Vehicle Number of the Front portion.
c. Recover any Tangible ATP and sign for it in LP‟s Rough Journal Book and Keep the same
till all the vehicles clear the section.
d. Hand over the original to LP getting signature in duplicate.
e. Send a written report to the SM in advance with details of occurrence& assistance required.
f. Tail Lamp/ tail Board shall not be fixed on the Last vehicle of Front portion.
5. At Night/ Thick / Foggy/ Tempestuous weather, when the Front portion is left, Guard shall,
a. Protect the Rear portion.
b. Fix a RED light in leading vehicle of the left portion.
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6. The LP proceeding to the next Station shall

a. Stop at Outermost Facing points and
b. Warn the SM with ________ 0 ________ 0 whistle, to indicate its incomplete arrival.
7. On receipt of the information, SM shall,
a. Acknowledge by waving Red Flag/ red Light, four times above head from side to side.
b. Advise the other end SM& Controller about the incidence.
c. Receive the Train but shall not clear the Block section.
8. On arrival, LP shall hand over T/609 to the SM and SM shall ensure the complete arrival of the
Front Portion by cross checking with T/609.
9. SM shall despatch the same Engine / Any other Relief Engine to clear the Rear Portion with
Stub Portion of T/609.
10. While returning to pick up the Rear Portion LP shall
a. Stop his Engine on sighting the Rear portion
b. Proceed further on Guard‟s Hand signals for attaching.
11. After the Rear Portion brought out of section and the Section is clear, Guard shall hand over
a. Tangible/ Paper ATP, if any.
b. Prepare a certificate for section clear to SM
c. Get acknowledgement for both from SM.
12. If more than one split, the same procedure shall be followed for clearing each portion.
13. If Engine of a Passenger Train is unable to haul the load,
a. Engine shall not be detached.
b. Train shall be protected till relief Engine arrives.
c. Inform Controller/ nearest Station for arranging relief.
TRAIN PARTING [GR/SR 6.08]
1. If any portion of a Train is parted while in motion,
a. LP shall not stop the Front portion and
b. Keep running until he is aware that the Rear portion brought to stop
c. Whistle _____ o _____o to inform the Guard.
2. The Guard in rear portion shall
a. Take all efforts to prevent collision.
b. Try to stop the rear portion.
c. After stopping, promptly protect the parted portion.
3. As soon the rear portion come to a stand the Guard of the Train shall protect it.
4. Show Parting Signal to LP by Waving Green Flag by Day or a White Light by Night up and down
vertically as high and as low as possible.
5. When both the portion are brought to a stand within sight of each other, if it is possible to couple
them, all efforts shall be taken by Guard& LP to couple and then start the Train.
 231

6. If the parted Front portion reaches the Station in advance the LP shall,
a. Give _____ o _____o to warn the SM
b. Not give any Authority with him to SM.
7. The SM shall
a. Receive the Train on vacant line
b. Inform rear end SM that Train is parted and may roll back to his Station.
8. If the Rear portion following the Front portion SM shall
a. Place Detonators to attract the Guard
b. Take all efforts to stop the Rear portion by heaping up earth on rails/ other suitable means
c. Or divert it to other vacant/ siding line.
9. If the SM notices a Train running in two or more portions he shall attract the LP &Guard by
waving Green Flag by Day or White Light by Night Up and Down vertically as high and as low as
possible and take action as per Train parting procedures.
10. Whenever the LP reaches the other Station with parted Front portion, he shall not, hand over
any Tangible authority to SM until Guard certifies that the Section is clear.
11. The same shall be given in writing to the LP and then only the LP shall hand over such authority
to SM.
12. If Parted portion not reached either Stations, a relief engine may be started only after a lapse of
30 minutes +Running time of the slowest goods train.
13.To clear the Rear portion, SM shall start relief Engine with
a. Stub portion of T/609, if Front portion arrives with T/609 OR
b. T/A 602
14.SM shall issue Caution Order to following Trains into the affected Block Section. The LP to report
about any misalignment/ distortion of the Track to other end SM to take suitable action.
 232

WORKING OF TROLLEY, LORRY, OHE LADDER TROLLEY & MOTOR TROLLEY

1. Trolley :
A vehicle which can be lifted bodily off the line by 4 men shall be deemed to be a Trolley.
Minimum- 4 men; maximum 10 men; Speed, Clear weather- 15KMPH and No clear weather 5
KMPH.
2. Cycle Trolley:
A trolley which is propelled by pedalling is called Cycle Trolley.
3. Moped Trolley:
A Trolley which is propelled by motor units or by pedalling is known as Moped Trolley.
For both Cycle/ moped Trolley:
Minimum- 2 men; maximum- 5 men or structurally safe whichever is less;
Speed, Clear weather- 15KMPH and No clear weather 5 KMPH.
4. Motor Trolley:
A Trolley which is self-propelled by Motor is known as Motor Trolley.
Minimum- 4 men; maximum 10 men; Speed over Points & Crossings- Not exceeding 15KMPH.
5. Lorry :
A vehicle similar to Trolley but heavier or a Trolley loaded with heavy materials is called Lorry.
Minimum- 6 men; maximum 10 men; Speed, Clear weather- 10KMPH and No clear weather 5
KMPH.
6. OHE Ladder Trolley:
A Trolley with collapsible ladder on a wheel Truck is called OHE Ladder Trolley and it is not self-
propelled.
GENERAL INSTRUCTIONS
1. Each Trolley/Cycle Trolley/Moped Trolley/Motor Trolley shall be marked with a Number, Code
Initials of the Headquarters Station& designation of the Official Incharge.
2. A Trolley/ Lorry/ Motor Trolley shall always be pushed and not pulled and shall not be attached
to a Train.
3. Official Incharge for ,
a. Trolley- Person Manning the Brakes.
b. Motor Trolley- Person working the Motor Trolley
4. In Track Circuited areas Trolleys shall be insulated.
5. Motor Trolleys and un-insulated Trolleys working is prohibited in Automatic area.
6. Every Trolley/ Lorry on line shall show in the Direction from which Train is expected,
a. Red Flag by day- clear weather
b. Red light by night- weather not clear.
 233

7. Non-Railway Servant:
a. Non-Railway servant shall not be carried by Trolley/ Motor Trolley
b. If OIC is an Officer, he may convey the following persons provided it shall not interfere with
his duties& responsibilities;
1) Magistrate & Police Official (not below the rank of Sub-Inspector) proceeding to
Accident spot on duty.
2) Other Government Officials, when their Journey is in connection with Railway working.
3) Contractors / agents in connection with Railway working.
4) A person requiring Medical Aid.
c. For this prior permission of DRM shall be obtained by the OIC through control.
d. In emergencies such permission may be obtained from Assistant Officer who shall later
advise the DRM.
e. The Person(s) travelling by Trolley has to execute an Indemnity Bond in Prescribed Form.
Note:
1) Minimum number of persons NOT includes Flagmen for protection.
2) In Motor Trolley minimum number includes the Driver.
3) In Lorry, all 6 should not be seated at a time and out of 6, 2 shall control Brakes and 2
shall walk along the Lorry.
 234

TROLLEY (15.18)
CERTIFICATE OF COMPETENCY
1. Trolley / Lorry shall be placed on line only by a qualified person and he can be,
a. Officer/ supervisory Officials of Engineering/ S&T/ Electrical Departments
b. Section mate of Engineering Department.
2. The Staff concerned shall undergo a course at ZRTI.
3. A written exam will be conducted by Principal & Results shall be advised to above Branch
Officers concerned.
4. A Certificate of Competency shall be issued to the Staff concerned by their respective Branch
officer.
5. For Officers the Certificate of Competency shall be issued as follows,
a. Divisional Officers- DRM
b. Head Quarters Officers- HOD of the Branch.
6. RENEWAL:
Official After
Officers 5 years
Others 3 years
JAG Officers and Above Renewal not required

METHODS OF WORKING
1. Depending upon the Section, Trolleys shall be worked as follows,
Sections Notified in SR Other Sections
15.24 (i) (a)
Day & Clear 1. Block Protection in 1. Block Protection in Conjunction
Weather Conjunction with T/1518 with T/1518
2. Caution Order protection 2. Caution Order protection in
in Conjunction with T/1518 Conjunction with T/1518
with Line Clear Refused
Endorsement
3. On sole responsibility of the
-- Official Incharge (OIC)

Night or Day with Block protection in Block protection in conjunction

Weather not clear conjunction with T/1518 with T/1518
 235

1. BLOCK PROTECTION
Placing
1. OIC shall inform the SM on ‘A’ portion of Form T/1518, with details such as,
1) The Block section Trolley wants to work.
2) Time at which place the Trolley on line.
2. SM shall
1) Get permission from SCOR,
2) Exchange Numbered message with other end SM
3) Suspend the Block Instrument &Remove Shunt key at both end
4) Obtain Line Clear
5) Prepare T/A 1425 & then PLCT as ATP and handover along with T/1518 „B‟ Portion to OIC.
6) Entries shall be made in Red ink in TSR.
7) OIC is responsible for clearing the section within specified time.
Removal
1. On arrival at Station, OIC shall fill up „C‟ portion of T/1518 and handover it to SM along with
ATP.
2. SM shall cancel the PLCT & fill up relevant details in „C‟ portion of T/1518 and return it to OIC.
3. SM shall
a. Advise other end SM,
b. Exchange Numbered message& complete the entries in TSR,
c. Reinsert Shunt key & resume normal working.
Placing and removing from Midsection
1. OIC shall advise SM by sending the Form T/1518 A portion through a Messenger.
2. SM shall
a. Get permission from SCOR
b. Exchange Numbered message with other end SM
c. Suspend the Block Instrument &Remove shunt key at both ends
d. Obtain Line Clear and Prepare T/A 1425 & then PLCT
e. Send it along with T/1518 B portion through Messenger duly getting Signature/
Thumb Impression of the Messenger in Remarks column of TSR.
3. OIC shall place the Trolley in Midsection only after getting the ATP.
4. After getting removal advice from Midsection, SM shall,
 Advise other end SM
 Exchange Numbered message & complete the entries in TSR.
 Reinsert Shunt key & resume normal working.
Placing Trolley outside Station Limit on Double Line
1. Authority is T/A 1525
 236

2. It has four portions, they are

1) Notice- before Placing
2) Certificate-authorising by SM
3) Advise of arrival-clearing Section
4) Section cleared-SM‟s acknowledgement
3. OIC shall prepare in Triplicate, sent through Messenger to SM.
4. SM shall,
a. Get permission from SCOR
b. Exchange Numbered message with other end SM
c. Suspend the Block Instrument
d. Receiving end SM shall Keep the Block instrument in TOL position
e. Remove Shunt key at Starting Station.
f. Prepare Form T/A 1525 as authority & send through messenger.
g. Only then OIC shall place the Trolley.
5. After removing the Trolley OIC shall inform the SM through Advise of arrival portion.
6. SM shall
a. Acknowledge in section cleared portion
b. Exchange Numbered message with other end SM
c. Complete the entries & reinsert shunt key and set Line Closed condition in the Block
Instrument.
2. CAUTION ORDER PROTECTION
Placing
1) If detention is expected by giving Line Clear for a Trolley, SM shall inform OIC.
2) OIC shall then decide according to the urgency of the work,
a. Whether to work Trolley on Caution Order protection OR
b. To wait for Block Protection.
3) If OIC decides to go on Caution Order protection, he shall fill ‘A’ portion of Form T/1518 and
handover to SM.
4) SM shall
a. Advise other end SM to issue Caution Order for all Trains and get his PN.
b. Handover filled „B‟ portion of Form T/1518along with PN to OIC.
c. On the reverse of T/1518mention the Train particulars to Occupy the Block section when
Trolley on line.
d. Both SMs shall issue Trolley On Line Caution Order (T/C 409) to all Train entering the
section & make entries in TSR in Red Ink.
 237

Section Notified in SR 15.24 (i) (a)

 A Line Clear Refused endorsement shall be made on ‘B’ portion of Form T/1518.
 Line Clear Refused Endorsement is applicable only for Notified Sections.
 Only Trains mentioned in T/1518 shall be started except ART with T.1408.
 Mentioned Trains cannot be started earlier than the time mentioned in T/1518.

Removal
1. On arrival at Station, OIC shall fill up ‘C’ portion of Form T/1518 and handover to SM.
2. SM shall advise the other end SM and complete the entries in TSR.
3. SM shall then fill up relevant details in „C‟ portion of Form T/1518 & return it to OIC.
4. If removal advice not received even after Sunset, SM can permit Trains only on
authority T.1408.
Placing and removing from Midsection
1. OIC shall advise SM by sending the Form T/1518 through a Messenger.
2. SM shall prepare „B‟ portion of Form T/1518 (in Notified sections-LCR Endorsement) with
particulars of Trains, send it through Messenger duly getting Signature/ Thumb Impression of
the Messenger in Remarks column of TSR.
3. After getting removal advice from Midsection, SM shall advise other end SM to stop issuing
Caution Order.

3. OIC’s OWN RESPONSIBILITY

1. Official In Charge may get the information of Trains expected towards the Block Section where
he wants to place his Trolley and start.
2. He is responsible for safe working and shall remove the trolley when required.
TROLLEY IN AUTOMATIC SECTION
Single line: A. As a Train – PLCT+ T/1518
B. Caution Order Protection- T/1518 only
Double line: Written Memo as per BWM Part II
 238

WORKING OF LORRY

1. Both on Single & Double lines, Lorry shall be worked under Block Protection only.
2. The procedure for working of Lorry under Block protection is same as that of Trolley.
3. The ATP for Lorries under various circumstances are as follows,
S No Occasion ATP
1 Normal Authority PLCT
2 During Line Block T/A 602

4. OIC should ensure that Section is cleared by removing Lorry off the Track atleast one hour
before the passage of High Speed Train in that Section on that day.
5. Speed of Lorry shall be,
 10 KMPH- day/night, visibility is clear.
 5 KMPH- day/night, visibility is poor.

WORKING OF OHE LADDER TROLLEY

ABSOLUTE BLOCK SYSTEM

1. Both on Single& Double Lines, OHE Ladder Trolley shall be worked under Block Protection
only.
2. The procedure for working of OHE Ladder Trolley under Block protection is same as that of
Trolley.
3. PLCT is given to OHE Ladder Trolley as ATP.

AUTOMATIC BLOCK SYSTEM

In Sub-Urban Section
1. OHE Ladder Trolleys shall be worked with LINE BLOCK
2. TRD Official shall inform Controller
3. Controller shall give a Message + PN to Nominated Station.
4. Automatic working shall be suspended.
In Non-Sub Urban section
1. Automatic working shall be suspended.
2. OHE Ladder Trolley shall be worked as a TRAIN.
3. Authority
a. Single Line- PLCT
b. Double Line- Written Memo (as per BWM Part II) + PN
 239

WORKING OF RAIL DOLLEY

1. Rail Dolley is a device with Two or more wheels, which

a. Can be moved manually on one rail of the Track.
b. Can carry one rail/ sleeper in suspended condition.
2. The Official in Charge shall be a Railway Servant not below the Rank of Keyman.
3. He shall be
a. Medically Fit for A3
b. In possession of Competency certificate issued by SE/SSE/P.Way.
4. It shall be manned by atleast 2 Able Bodied Persons.
5. For working of Rail Dolley the following shall be ensured,
a. Not to be worked in a Gradient of Steeper than 1 in 200.
b. Not to carry longer than 3 Welded Rails.
c. Not more than 6 Rail Dolleys shall be worked in a Group in a Block section.
b. Not to work in Night (Sunset to Sunrise)/Tempestuous Weather/Visibility is not clear for
1200m due to Deep Cuttings, sharp curves, steep grades and Heavily Built up areas.
c. To Work Block Protection or caution Order Protection NOT REQUIRED.
6. However Block Protection Required When,
a. To carry Rails longer than 3 Rail Panels.
b. To move over Crossovers or from one line to other line in Yards
c. To work when the Visibility is not clear for 1200m.
7. The procedure for working Rail Dolley under Block protection is same as that for working
Trolleys under Block Protection in conjunction with T/1518.
Protection
1. Each Rail Dolley shall have a Red Flag.
2. It is protected by a Flag man at 1200m,
a. In either direction in Single Line.
b. In the Direction from which Train is expected on Double line.
3. When a Train is sighted , Flag man shall
a. Place 3 Detonators at 10m apart.
b. Wave Red Flag vigorously to warn the OIC
c. Remove the Detonators on getting Hand signal from OIC& wave Green signal to
approaching Train.
4. The OIC shall be responsible for the safe working of Rail Dolley& to keep the materials clear of
Track when the Train is sighted.
 240

MOTOR TROLLEY [SR 15.25]

1. GENERAL
1. Motor Trolley can run only in accordance with Special Instructions.
2. The working procedure for Motor Trolley is given in BWM.
3. It can be placed on line only by Officers/Inspectors/ Drivers qualified for the purpose and in
possession of Certificate of Competency.
4. If more than one Railway Servant qualified to be In Charge, the Railway Servant who is
working the Motor Trolley shall be the Official Incharge.
2. Certificate of Competency
c. Issued by
S.No Issued To Issued by
1 Inspectors & Drivers Principal/ZRTI (after giving Training in Rules &
conducting a Written Exam)
2 Divisional Officers DRM
3 Zonal Head Quarters Officers HOD of the Department concerned

d. Renewal & Validity

S.No Official Renewed By Validity
1 Non- Gazetted Staff
A Divisional Staff Sr.DOM/DOM 3 years
B Zonal Head Quarters Staff Dy.COM/STM/Operating
Safety/ MAS
2 Officers
A Divisional Officers DRM 5 years
B Zonal Head Quarters Officers CTPM
3 JAG Officers & Above Renewal not required

3. Flag /Light:
DAY NIGHT
Single Line 1 Red Flag in Both directions. 2 Red Lights on Both directions
Double 1 Red Flag towards the direction 2 Red Lights towards the direction from
Line from which Train is expected. which Train is expected.
2 White Lights on the other side.
Inside 1 Red Flag in both directions 2 Red Lights on both directions
Station
Limit
 241

7. Motor Trolley shall not be placed on line unless it is fitted with efficient brakes. OIC must
ensure the same.
8. Motor Trolley shall not be attached with a Train.
9. For placing Motor Trolley within Station limits, the OIC shall inform the SM.
10. When not in use,
a. Wheels shall be secured with chains & padlocked.
b. If kept at Platform, it shall kept parallel to Track.
11. Motor Trolley working is prohibited in automatic Block system.
12. When a motor Trolley is running, atleast two persons shall be seated in front.
WORKING OF MOTOR TROLLEY
There are four methods of working Motor Trolleys as follows,
1. As a Train
2. Following a Train
3. Following a Motor Trolley
4. Placed in Midsection.
1) AS A TRAIN
1. OIC shall approach SM for placing a Motor Trolley on running line and to enter the Block
Section.
2. SM shall
1) Get permission from Controller.
2) Suspend the Block Instrument & Exchange Numbered message.
3) Single Line: Remove shunt key at both ends.
4) Double Line: SM who grants Line Clear shall keep the Block Instrument in TOL position.
5) Obtain Line Clear from other end SM.
6) Both single & double lines - First prepare T/A 1425 then PLCT.
7) Place Motor Trolley caps on Block Instruments.
8) Make red Ink entries in TSR.
 242

3. Message shall be exchanged in TSR as follows,

STARTING STATION
TCF TGT
From, SM/Y TO, SM/X From, SM/Y TO, SM/X
NO: BS/Y/Motor Trolley/02/01 NO: BS/Y/Motor Trolley/02/01
Understood. Block Instrument working Understood. Block Instrument working
suspended at __Hours__minutes, for E1 suspended at __Hours__minutes, for
Motor Trolley working between Stations E1 Motor Trolley working between
X-Y. Train signalling shall be done Stations X-Y. Train signalling shall be
through_______. done through_______.
Signature of SM Signature of SM

RECEIVING STATION
TCF TGT
From, SM/X TO, SM/Y From, SM/Y TO, SM/X
NO: BS/X/Motor Trolley/15/01 NO: BS/Y/Motor Trolley/02/01
Block Instrument working suspended Understood. Block Instrument working
at__Hours__minutes for E1 Motor suspended at __Hours__minutes, for
Trolley working between Stations X-Y. E1 Motor Trolley working between
Train signalling shall be done Stations X-Y. Train signalling shall be
through_______. done through_______.
Signature of SM Signature of SM

4. It is the responsibility of the OIC to clear the Section in specified time.

5. On arrival OIC shall handover the PLCT to SM and SM shall
a. Cancel the PLCT and return to OIC.
b. Exchange numbered message & reinsert shunt Key.
c. Operating Handle turned from TOL to Line Closed Position on Double Lines.
d. Resume normal working.
 243

6. Messages shall be exchanged for resuming Block Working in Red Ink in TSR as follows,
RECEIVING STATION
TCF TGT
From, SM/X TO, SM/Y From, SM/Y TO, SM/X
NO: BS/X/Motor Trolley/15/02 NO: BS/Y/Motor Trolley/15/02
Understood. E1 Motor Trolley started E1 Motor Trolley started from X arrived
from X arrived at Y at __ Hours__ at Y at __ Hours__minutes. Block
minutes. Block Instrument working Instrument working resumed at__
resumed at__ Hours__minutes, between Hours__minutes, between Y-X.
Y-X. Signature of SM
Signature of SM

STARTED STATION
TCF TGT
From, SM/Y TO, SM/X From, SM/X TO, SM/Y
NO: BS/Y/Motor Trolley/15/02 NO: BS/X/Motor Trolley/15/02
E1 Motor Trolley started from X arrived Understood. E1 Motor Trolley started
at Y at __ Hours__minutes. Block from X arrived at Y at __ Hours__
Instrument working resumed at__ minutes. Block Instrument working
Hours__minutes, between Y-X. resumed at__ Hours__minutes,
Signature of SM between Y-X.
Signature of SM

7. If Motor Trolley removed from Midsection,

a. The OIC shall prepare Removal Advice in Duplicate and send it with PLCT through a
Messenger.
b. On getting Removal Advice, SM shall advise other end SM and clear the Section.

2) MOTOR TROLLEY FOLLOWING A TRAIN

1. Any number of Motor Trolleys can follow a Train provided that,
a. The Motor Trolley should follow the Train only during DAY/Clear Weather.
b. The Train is provided with fully Air Braked.
2. OIC shall inform SM, SM shall,
a. Get permission from Controller.
b. Get Line Clear from other end SM about - for the Train & Motor Trolley(s) following.
3. Other end SM shall give individual PN for the Train and for each Motor Trolley(s)
following.
 244

4. After despatching Train, SM shall extract the Shunt Key on Single line and prepare T/1525 in
Duplicate as ATP to Motor Trolley(S).
5. Red Ink entry below the Train shall be made in both ends as,
Block Section occupied by Train No___ followed by
1) Motor Trolley No_________________________ PN _____
2) Motor Trolley No_________________________ PN _____
6. On Single Lines,
a. Shunt Key shall be removed after the Train enters the Block Section at Starting
Station.
b. Place Motor Trolley Caps on Block Instruments.
7. OIC shall maintain safe distance from Train& also between each Motor Trolley.
8. Signal(s) taken OFF for the Train shall not be put back to ON till all Motor Trolley(s)
passes them.
9. Where Signals automatically put back to ON, the route shall not be altered till all Motor
Trolley(s) arrive.
10. Following Motor Trolley(s) can pass Despatch /Reception signals at ON but OIC shall ensure
correct setting & locking of points.
11. On arrival OIC shall hand over T/1525 to SM, SM shall exchange the following message
below the Train entry and clear the Section,
RECEIVING STATION
TCF TGT
Understood, Motor Trolley No___ Motor Trolley No___ started under
started under PN___ arrived here at __ PN___ arrived here at __
Hours__minutes/ Removal advice Hours__minutes/ Removal advice
received at __ Hours__minutes received at __ Hours__minutes
STARTED STATION
TCF TGT
Motor Trolley No___ started under Understood, Motor Trolley No___
PN___ arrived here at __ started under PN___ arrived here at __
Hours__minutes/ Removal advice Hours__minutes/ Removal advice
received at __ Hours__minutes received at __ Hours__minutes

12. If Motor Trolley removed from Midsection, Removal Advise& T/1525 shall be sent
through a Messenger to SM.
13. On getting Removal Advice, SM shall advise other end SM, insert the Shunt key and resume
normal Block Instrument working.
 245

3) MOTOR TROLLEY FOLLOWING A MOTOR TROLLEY

1. Any number of Motor Trolleys can follow a Motor Trolley during Day/Night-Clear
Weather.
2. SM shall obtain line clear from other end and obtain individual PNs for each Motor Trolley.
3. The procedure is same as that for following a Train and the ATP shall be,
 First Motor Trolley- PLCT
 Following Motor Trolleys- T/1525
3. TSR entries shall be made in red ink as,
Block Section occupied by Motor Trolley No___ followed by
1) Motor Trolley No_________________________ PN _____
2) Motor Trolley No_________________________ PN _____
4. On arrival of all the Motor Trolleys, normal Block Working can be resumed.

4) MOTOR TROLLEY PLACED IN MIDSECTION

Single Line
1. OIC shall send a written Memo for Line Clear in Duplicate through a Messenger to the
nearest SM.
2. SM shall
1) Get permission from Controller
2) Suspend the Block Instrument & Exchange Numbered message.
3) Remove shunt key at both ends.
4) Obtain Line Clear from other end SM.
5) Prepare T/A 1425 & then PLCT.
6) Send PLCT + duplicate copy of written memo through messenger after obtaining his
signature / Thumb impression in remarks column of TSR.
7) Place Motor Trolley Caps on Block Instruments.
3. Only after getting ATP, OIC shall place his Motor Trolley on line.
4. On arrival OIC shall handover PLCT to SM.
5. SM shall,
1) Cancel the PLCT and return to OIC.
2) Exchange Numbered message with other end SM & Reinsert Shunt key.
3) Complete the entries in TSR &Resume normal working.
6. If Motor Trolley removed from Midsection, Removal Advise shall be sent through a Messenger
from OIC to SM.
7. On getting Removal Advice, SM shall advise other end SM and clear the Section.
 246

Double Line
1. T/A1525 is the Authority to Proceed. It has FOUR portions, they are
1) Notice Portion–seeking permission by OIC.
2) Certificate Portion-authorising by SM.
3) Advise of Arrival Portion -clearing Section report by OIC.
4) Section Cleared Portion-SM‟s acknowledgement to OIC.
2. OIC shall prepare the Notice Portion of T/A 1525 in Triplicate and send it through a
Messenger to nearest SM.
3. SM shall
1) Get permission from Controller
2) Suspend the Block Instrument duly keeping TOL position in Block Instrument.
3) Exchange Numbered message.

4) Prepare the Certification portion of T/A 1525, take Original and send 2nd and 3rd copies
through Messenger after getting his Signature/Thumb Impression in TSR.
5) Place Motor Trolley caps on Block Instruments.
4. OIC shall place the Motor Trolley after getting the Certification Portion on the Right Line as
mentioned in T/A 1525.
5. Motor Trolley shall be received on signals.
6. On arrival, OIC shall fill up Advice of Arrival portion and handover to SM.
7. SM shall
a. Advise other end SM by Exchange of Numbered message.
b. Set Line Closed position from TOL in Block Instrument.
c. Complete entries in TSR& resume normal working.
8. Then SM shall fill Section Clear portion, retain Duplicate copy and handover 3rdcopy to OIC.
9. If Motor Trolley to be placed on,
a. Wrong Line- the procedure for Block Back shall be followed.
b. Right Line- if not going to other end and returns to the starting Station,
procedure for Block Forward shall be followed.
 247

PANEL INTERLOCKING
1. Panel Interlocking is a System consisting of Signals, Points, Point Machines, Location Boxes,
Batteries, Cables, Track Circuits, Crank Handles, etc. interconnected electrically.
2. A Control Panel is provided at SM‟s Office / Cabin.
3. Such Panel consists
a. Track Diagram – i.e. Complete Station Lay out with indication( Indication Panel)
b. Operating Console – i.e. Knobs & Buttons for operation of Signals, Points, etc. (Control
Panel)
c. These two may be combined or separate. Nowadays we are having both Control and
Indication panel together known as Control Cum Indication Panel (CCIP).
4. Different Knobs in the Panel Board are as follows:

S.No Knob Colour No. of Name of the Positions

1 Stop Signal Knob
2 Calling-on Signal
Knob
3 Shunt Signal Knob
4 Point Knobs
5 LC Gate Knobs
Positions
Red 2 or 3 (Normal) N -- Signal at ON
(Reverse) R -- Signal at OFF
(Centre) C -- Knob in centre position
Red with 2 (Normal) N -- Signal at ON
Yellow (Reverse) R -- Signal at OFF
Band
Yellow 2 (Normal) N -- Signal at ON
(Reverse) R -- Signal at OFF
Black 2 (Normal) N -- Point set for Straight
(Reverse) R-- Point set for Turn out
Green 2 (Normal) N-- LC Gate is free to open
(Reverse) R-- LC Gate is to be closed

Different Indications, Buttons, Counters in the Panel Board are as follows,

A. Signal Indications
1. Aspects of all the Signals are repeated in the Panel as they are in the Location.
2. If no indication in the Signal due to Blank / filament fuse at the location, a flashing indication
will appear near the Signal Blank/ Single filament acknowledgement button with buzzer.
 248

B. Point Indications: It has 3 Indications,

No. Indication Code Colour of Indication

Light
a) Normal N Green Point is set for Straight
b) Reverse R White/ Yellow Point is set for Turn out
c) Free F White Point is not locked by a
Signal or Route & Free to
operate
C. Gate Closed Indication
1. A White light appears when the Gate Knob is in R position & the Gate is Closed
2. The light vanishes when the Gate Knob is normalized.
D. Crank Handle Button
1. It is coloured White.
2. When Free Indication is available, it is pressed to extract Crank Handle which is used to operate
the Point manually.
E. Crank Handle Indication
1. It is provided for each Point or a Group of Points.
2. It has 2 Indications called Free and Locked.
3. When Crank Handle is extracted, Signal cannot be taken OFF over such Point(s).

Indication Colour of light Indication

FREE White It is lit when Crank Handle is Free to extract.
LOCKED Red It is lit when a Signal is taken OFF over the particular Point
or Group of Points.
No attempt shall be made to extract Crank Handle as it may
lead to replacing the Signal to ON.

F. Power Failure Indication & Acknowledgement Button

1. When Power Failure occurs, a Buzzer sounds and a ‘Red’ light is lit.
2. Buzzer is arrested by pressing Power Failure Acknowledgement Button coloured Red.
3. Red light continues to glow till Power Supply resumes.
4. Generator shall be started for Power Supply to Signals & Batteries.
5. An Entry shall be made in Power Failure Register with timings.
G. Signal No Aspect / Single Filament Indication & Acknowledgement Button
1. When any Signal turns Blank or Single Filament, a Buzzer sounds and a ‘Red’ light is lit.
2. Buzzer is arrested by pressing Signal No Aspect / Single Filament Acknowledgement Button
coloured Red.
 249

3. Red light continues to glow till the Signal is restored to Normal.

H. Calling ON Signal Counters & Indications
1. When a Calling-on Signal Knob is reversed, a White light appears above the relevant Calling-ON
Signal Counter.
2. After 60 seconds,
a. White light vanishes
b. Calling-on Counter registers next higher number
c. Calling-on Signal assumes off Aspect.
3. Separate Calling-on Counters are available for each Calling-on Signal.
4. An Entry shall be made in a Calling-on Signal Register whenever Calling-on Signal is taken off.
I. Route Indication
1. When a Signal is taken off, the Route for the Signal is illuminated with White lights.
2. The Route continues to glow till the Signal Knob is normalized after the movement of
Train/Vehicles is completed.
J. Route Release Counters & Indications
1. If a Signal is put back to ON before the movement of Train/Vehicles takes place , the Route
with illuminated White lights does not vanish immediately.
2. It continues to be lit as follows:
a. 120 Seconds – For Reception Signals & Main line Starters
b. 60 Seconds - For Loop line Starters & Shunt Signals
3. A White light appears below the relevant 120/60 Seconds Counter.
4. After 120/60 Seconds,
a. White light disappears
b. Cancellation Counter registers next higher number
c. The Route with illuminated White lights vanishes.
5. An entry shall be made in relevant Route Cancellation Register with reasons.
K. Track Down/Up Indication
1. Entire Station yard from Home to Home is divided into Track Circuits like Calling-on Track,
FVT, LVT, Point Track, Berthing Track, Controlling Track, etc.
2. These are shown with different Colours in the Panel Board.
3. When a portion of Track is occupied by Train/Vehicles, relevant Track Circuit is illuminated
with Red lights (Track Down).
4. After passage of Train/Vehicles over a portion of Track, Red lights on the relevant Track Circuit
shall vanish (Track Up).
5. If a Track Circuit shows Red light (Track Down) when the relevant portion of Track is not
occupied, the Track Circuit shall be deemed to have failed.
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Name of the track circuits

No. For Down Train For Up Train
T1 Down Calling-on Track Circuit --
T2 FVT Circuit --
T3 LVT Circuit Overlap Track Circuit
T4 Point Track Circuit (Facing end) Point Track Circuit (Trailing end)
T5 Berthing Track Circuit – PF 1 Berthing Track Circuit – PF 1
T6 Berthing Track Circuit – PF 2 Berthing Track Circuit – PF 2
T7 Point Track Circuit (Trailing end) Point Track Circuit (Facing end)
T8 Overlap Track Circuit LVT Circuit
T9 -- FVT Circuit
T10 -- Up Calling-on Track Circuit

Setting of Route
1. Points lying on the Route shall be set by turning the Point Knobs to required position.
2. Gate Knobs shall be kept in the Reverse position, if any.
3. Signal shall be taken OFF after ensuring the required Points and LC indications by turning the
Signal Knob to Reverse.
4. Then Track Circuits on the Route are illuminated with White lights.
5. When the Train/Vehicle passes, the occupied Track Circuit is illuminated with Red lights.
6. After passage of Train/Vehicle, again the Track Circuit is illuminated with White lights.
7. When the Signal Knob is turned to Normal after the completion of movement, White lights shall
vanish.
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ROUTE RELAY INTERLOCKING (RRI)

1. RRI is a System in which Signals, Points, LCs, etc. are Electrically Interlocked.
2. It is useful at Major Stations where the number of Lines and Points are more as all the Points in
the Route can be set by clearing Signal itself.
3. Nowadays, as per the guidelines of RB, whenever a new Station/Line is opened or remodeling
work is carried out at any Station, it shall be provided with RRI Panel, irrespective of the
number of Lines/Points.
4. Positions and Colours of different Knobs in RRI Panel is similar to that of Non-Route setting
Panel except the Point Knob.
5. Point Knob is Coloured Black and it has 3 Positions and 2 Indications.
Positions Indications
a. Normal - Point is set for a. Normal - Green light is
Straight lit.
b. Reverse - Point is set b. Reverse - White light is
for Turn out lit.
c. Center - Point can be
set automatically by
pressing relevant Exit
Button.

6. Signal Indications, Gate Closed Indication, Crank Handle Button, Crank Handle Indication,
Power Failure Indication & Acknowledgement Button, Signal No Aspect / Single Filament
Indication & Acknowledgement Button, Calling Signal Counters & Indications, Route Indication,
Route Release Counters & Indications, Track Down/Up Indication, etc. are similar to that of
Non-Route setting Panel except the following,
a. The Signal Knobs are called Entrance Knobs (Individually provided for each signal)
b. For setting of Route, Exit Buttons are provided (For all possible Routes, separate Exit
Buttons are available)
9. Setting of Route
1) Though individual Point Knobs are available, there is no need to operate the Point Knobs
individually for setting of Route.
2) Point Knob shall be kept in Centre Position normally.
3) Gate Knobs shall be kept in the Reverse position, if any.
4) Entrance Knob (Signal Knob) is turned to Reverse & relevant Exit Button on the required
Route is pressed.
5) Track Circuits on the Route are illuminated with White lights.
6) When the Train/Vehicle passes, the occupying Track Circuit is illuminated with Red lights.
 252

7) After passage of Train/Vehicle, again the Track Circuit is illuminated with White lights.
8) When the Signal Knob is turned to Normal after the completion of movement, White lights
shall vanish.
9) A Point can be locked in Normal or Reverse position by keeping the Knob in preferred
position (N or R).
10) If the locked position is not favorable for a Route, the Route will not appear in the Panel.
10. If the Route gets locked due to Track down condition of any Track Circuit, the Emergency
Calling On Route Release procedure (ECORR) shall be used.

ELECTRONIC INTERLOCKING (E.I)

1. It is also known as Solid State Interlocking (S.S.I).

2. The System occupies less space as it employs Microprocessors and Software for
Interlocking purpose instead of plenty of Relays & other Hard Wired Circuits.
3. It is easier during remodeling of Stations as it requires reprogramming instead of rewiring.
4. Also, it is less maintenance cost, reliable and consumes less Power.
5. As it has an inbuilt data logging facility, it is useful in failure and accident analysis.
6. The E.I/S.S.I Panel & its operations are similar to a R.R.I Panel.

VISUAL DISPLAY UNIT WITH CONVENTIONAL CONTROL CUM INDICATION PANEL-

VDU WITH CCIP
In this type, SM has the option to operate the Points and Signals through the conventional Control
PANEL or through VDU.
1. VDU is the exact replica of the conventional panel.
2. VDU consists of a display unit, key board and pointing device (mouse).
3. When the VDU is ON, the complete yard with all its knobs, buttons, indications, etc. are
displayed on the screen.
4. It can be used to carry out all the operations as can be done through CCIP in a very simple
manner by clicking the mouse.
5. But only one mode - either VDU or Conventional PANEL - should be operated at a time.
6. SM can choose the mode of operation at any given time as per his requirement.
7. Normally, the operations are to be done through the VDU mode.
8. In case of any problem or requirement, this can be transferred to conventional Control PANEL
mode manually and this transfer is done automatically during failure of VDU.
9. Along with PC software, On Screen Key Board utility is provided to enter the Username and
Password. This keyboard is similar to physical keyboard.
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POINT CONTROL OPERATION IN VDU

1. As the Electronic Interlocking System provided at stations is route setting type, the Points are
set to the required position automatically when a command for clearing a Signal is issued.
2. In order to set the Points through route setting, the Point knob shall be in the centre position.
3. It is also possible to operate the Point individually, if required.
4. To operate the Point to the required position (Normal/Reverse), click the concerned Point Knob.
5. A dialog box appears.
6. Click the required position either Normal or Reverse in the dialog box.
7. The knob position will turn to the selected position (Normal/Reverse).
8. The Point will be set to the selected position and the indication will appear in the position
concerned.

SIGNAL CONTROL OPERATION IN VDU

To clear the Signal and set the route (Main/Shunt/Calling On)

1. Ensure that all the Point Knobs in the centre position.
2. Click the concerned Signal knob.
3. A dialog box appears.
4. Click the required position (Reverse) in the dialog box.
5. The knob position will turn to the selected position (Reverse).
6. Click the concerned Route Button.
7. A dialog box appears.
8. Click the required option (Press) in the dialog box.
9. Signal gets cleared. Route indicator if provided will get lit, when the route is initiated for the loop
line.
10. Route set indication will be lit in the entire route.
To cancel the cleared Signal (Main/Shunt/Calling On)
1. Click the concerned Signal knob.
2. A dialog box appears.
3. Click the required position (Normal) in the dialog box.
4. The knob position will turn to the selected position (Normal).
5. The concerned Signal will assume ON aspect.
6. The concerned route indication for the initiated route disappears in Absolute Block system after
a time lapse of 120 seconds for Home Signal.
7. In case of Starter Signal and Subsidiary Signal where Approach Track Circuits are provided and
if there is no train in the approach route, the initiated route disappears immediately.
8. In case of a train in the approach route, the initiated route disappears after a time lapse of 60/
120 seconds.
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9. If there are no Approach Track Circuits for Starter Signal and Subsidiary Signal the initiated
route disappears after a time lapse of 60 seconds.
10. The relevant cancellation counter will register the next higher number.
DUAL VDU
1. In this system, an additional VDU is provided as Standby arrangement.
2. Both the VDUs will be in the connected mode and will display the station yard arrangement.
3. Normally one VDU will be in the active mode.
4. Controlling and operation of signalling functions will be possible through active mode VDU.
5. During failure of active VDU, control of all the signalling functions, will automatically change
over from active VDU to other (standby) VDU.
6. Operation from other VDU is possible only after following the prescribed procure for enabling
the VDU.
7. For enabling the functions from VDU, duty SM shall click on the icon provided in the VDU.
8. SM shall enter Username and Password and Click OK button.
9. Indications are provided on VDU to indicate the VDU is activated.
10. SM can carry out all further operations from the selected VDU.
11. Detailed procedures shall be given in the SWR.

EMERGENCY CALLING-ON ROUTE RELEASE

FOR ROUTE HELD UP / LOCKED - IN PANEL/ RRI/ VDU
1. Even after passage of Train/Vehicle and normalizing the Signal Knob, if the Route with
illuminated White lights continues to be lit, it is called Route Locked or Route held up.
2. The Route may get locked/held up due to Track Down of one or more Track Circuits in the
Route.
3. If the Route has to be altered for passage of next Train, the Points have to be set manually using
Crank Handle.
4. After the arrival of the Train, if the Route is held up, only the Reception Route may be
released as following, without using Crank Handle.
a. Normalize Home Signal Knob.
b. Reverse the Calling-on Knob for the same Route & Normalize.
c. Press the Emergency Calling-on Route Release Button.
d. A White light appears above ECORR Counter.
e. After 120 Seconds,
 White light disappears

 ECORR Counter registers next higher number

 Route with illuminated White lights gets released

 Track Down Indication continues to lit

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f. Next Train shall be received by taking off Calling-on Signal.

BLOCK PROVING AXLE COUNTERS (BPAC)

1. This is an Electrical device used to check the movement of Train IN and OUT of the Block
Sections by means of axle counters and check the complete arrival of Train at the receiving
station automatically.
2. A pair of axle counters is installed at either end of the track in between HOME and LSS signals.
As the Train enters the block section from one end, the no of axles entering the section are
electrically counted and again it is counted at the other end.
Description
3. Indications
a. Indications are provided in the Axle Counter indication cum Reset Box to show the status of the
concerned Block Section.
b. When the Block section is clear of Trains/ vehicles BPAC displays CLEAR (Large GREEN
LIGHT).
c. When the Block section is occupied/ BPAC failed BPAC shows OCCUPIED (Large RED
LIGHT).
d. The SM granting/ asking Line Clear shall observe the CLEAR indication of BPAC always.
4. Complete Arrival of Trains:

S.No Part Indication Meaning

1 Green Light (Large) Clear Indicates that the Block
Section is clear.
2 Red Light (Large) Occupied/ Indicates that the Block
Failed Section is occupied / the
BPAC is failed.
3 Green Light (Small) Preparatory Indicates that the Axle
Reset Counter resetting operation
at both ends completed.
4 Yellow Light (Small) Power ON Indicates that the power
supply to BPAC is available.
5 SMs key -- For authorising Reset
Operations.
6 Reset Push Button -- For resetting Axle Counter.
7 Cancellation Counter -- To record the Reset
operations.
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Normal working
1. On arrival of the Train BPAC shall show clear - Large Green Light.
2. SM need not go for checking the complete arrival, after ensuring the Clear indication, Section
shall be closed.
Failure of BPAC
1. When the BPAC shows Occupied- Large Red Light with audible warning.
2. SM to acknowledge the warning, do not try to normalise the Home signal knob.
3. Ensure the complete arrival of Train as per SR 14.10 (i) (ii) (iii) & (iv).
4. When the train arrives complete but BPAC shows red,
a. Acknowledge the BPAC failure push button in the panel.
b. Do Not Normalize Home Signal Knob.
c. Inform other end SM about the complete arrival with exchange of PN and advice resetting.
d. Both end SMs to open reset box and press reset button.
e. Preparatory Reset green light will appear on BPAC panel with reset counter registering
higher number (In Single line- TAR bell will also come) then only normalize Home Signal
knob.
5. Despatch end SM to give a PN for Reset Operation Complete& block instrument set to Line
closed. Complete entries in BPAC register.
6. Next train on normal authority. But first train entry after resetting shall be in Red ink in TSR.
On complete arrival of this train the BPAC shall show clear.
7. But if again the BPAC does not show Clear Indication, no effort shall be made for closing the
Block Section on Preparatory Reset. The Block Instrument working shall be suspended and S&T
officials of the Section shall be advised to attend the failure.
WHEN THE BLOCK SECTION IN LINE CLOSED CONDITION:
8. If BPAC fails, both end SMs shall exchange a PN to the effect that the Block Section is clear and
reset operation initiated as above.
WORKING OF TROLLEY/ MOTOR TROLLEY/ LORRY:
9. Trolley/ Motor trolley/ Lorry shall be worked as per the rules. On clearing the Section if the
BPAC shows Occupied- Large Red Light, the Reset operation to be done as mentioned above.
SHUNTING
After the Block Back/ Block Forward operations is completed, before bringing the Block
Instrument to Line Closed position, SM to ensure the Clear - Large Green Light shown in the
BPAC.
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DATA LOGGER

1. It is Micro Processor based Acquisition system.

2. It is provided at Stations with Panel Interlocking/ RRI/SSI and in Automatic Sections.
3. Data Loggers at various Stations are connected to a Centralised System through OFC/
Microwaves.
4. It records the changes in Relay Status and Voltage.
5. It generates reports on,
i) Aspects of a Signal iii) Position of Points
ii) Status of Track Circuit iv) Closure of LC, etc.
6. Reports shall in a Technical Code. To understand that it should be decoded.
7. These reports can be obtained as Data either in On-line or Off-line & can be generated for
any Station at any point of time.
8. Advantages
a. Condition of Signals, Points, Track Circuit, LCs etc.
b. Speed of Trains.
c. Malfunction of any gears.
d. Wrong operations of Points/ signals by Panel operator.
e. It helps as Technical aid to Accident Enquiry Committee in ascertaining the status of
Signals Points etc. and based on this preventive measure can be taken immediately.
These reports can be obtained as Data either in On-line or Off-line & can be generated
for any Station at any point of time.
 258

ACCIDENTS
CHAPTERS

No. Topic

I Definitions

II General Instructions

III Disaster Management

IV Additional Measures for dealing with cases of sabotage or train wrecking

V Classification of Accidents

VI Notices and reporting of Accidents

VII Unusual occurrences

VIII Accident Enquiry

IX Liability of Railway in the Event of Death and Injury to passengers

X Accident returns and statistics

APPENDICES

No. Topic

A Check List of Information to be conveyed to Railway Board

B Accident Relief Trains and Equipments

C Duties - Check List

D Hints on First to the Injured

E Notices to Government Officials under other Acts Enacted by Legislatures

F Accident Enquiries – Relevant Sections of The Railways Act

G Specimen Forms
 259

DEFINITION
Accident is an occurrence in the course of Railway working, affecting the safety of,
a. Railway assets, Passengers, Railway servants or others; or causing,
b. Delay to train, Loss to the Railway.
SERIOUS ACCIDENT
An accident is said to be Serious Accident, if such accident happens to a passenger carrying
train involving,
a. Loss of life to passenger(s) of the train
b. Grievous hurt to passenger(s) of the train
c. Serious damage to Railway property of value exceeding Rs.2 Crores or
d. Such accident enquired by CRS.
SERIOUS INTERRUPTION TO TRAFFIC: If the traffic on an important line/ route is
likely to be interrupted for 24 hours or more, it is called serious Interruption to Traffic.
THRESHOLD VALUE
Means the minimum value beyond which the accident will be treated as having serious
repercussion.
1. Based on loss to railway property- One lakh rupee
2. Based on interruption to traffic, the Time taken for regular Traffic,
INTERRUPTION IN HOURS
BG ROUTES Total Total+ Partial
A, B, C and D Special routes 3 6
D and E Special routes 4 8
E route 6 12
Note:
1. Total Interruption means both Up and Down lines are interrupted on a Double/Multiple
line; where Partial Interruption is only one line is interrupted on a Double/Multiple line
and the other line is free for Traffic.
2. Duration is calculated from the Time of Accident to Time of starting a commercial Train
into the affected Section.
3. The BG lines have been classified into six groups A to E on the basis of the future
maximum permissible speeds as under
a. Route A- Speed Upto 160 Kmph
b. Route B- Speed Upto 130 Kmph
c. Route C- Sub-Urban Sections
d. Route D-Speed upto 110 Kmph and annual traffic density is less than 20 GMT.
e. Route E- All other Sections and branch lines with speed upto 100 kmph.
 260

SIMPLE INJURY
1. A person is considered to have incurred simple injury if he is unable to do his normal
activities for 48 hours.
2. A Railway servant is considered to have incurred simple injury if he is unable to return to
duty for 48 hours.
GRIEVOUS HURT
A. Defined in section 320 of IPC
B. Kinds of grievous hurt
1. Emasculation
2. Permanently losing the sight of either eye
3. Permanently losing the hearing of either ear
4. Privation of any member or joint
5. Destruction or permanent impairing of any member or joint
6. Fracture or dislocation of a bone or tooth
7. Any hurt , which
• Endangers life or causes
• Severe body pain for 20 days or
• Unable to do regular duties for 20 days

ACCIDENT CLASSIFICATION
According to Kunzru Committee, accidents are of two types:
1) CONSEQUENTIAL ACCIDENTS:
These are the accidents resulting in loss of life, limb and property.
Ex: collision, derailment, LC accidents, fire on trains.
2) INDICATIVE ACCIDENTS:
These are the accidents,
 Not resulting in casualties
 indicating Unsafe Acts/ Conditions, occurring due to
- Careless working of Railway staff or
- Defective Railway equipment
Ex: Averted collision, Breach of block rules, SPAD.
 261

In Railways, Accidents are classified into five major heads.

1. TRAIN ACCIDENTS: It can be further classified into TWO types:

a) Consequential Train Accidents
It includes Train Accidents having Serious Repercussion in terms of,
 Loss of human life
 Human injury or Loss to Railway Property.
b) Other Train Accidents
Train Accidents not covered under Consequential Train Accidents are treated as Other Train
Accidents.
2. YARD ACCIDENTS: All accidents that take place in yards, not involving a train.
3. INDICATIVE ACCIDENTS: In real term they are not accidents but are serious
potential hazards, include Averted Collision, SPAD, and Breach of Block Rules.
4. EQUIPMENT FAILURE: This includes all failures of Railway Equipments such as
Rolling stock, P.Way, OHE, S&T equipments.
5. UNUSUSAL INCIDENTS: This includes cases related to Law& Order, not resulting in
train accidents.
Based on the Railways Act an SIKRI Committee report, accidents are classified into 16
Classes for statistical purposes (from A to R, except I & O). They are,
Class Accident Type
A Collision.
B Fire on Trains.
C LC Accidents- Train running into Road traffic/Road Traffic
running into train.
D Derailment.
E Other Train Accidents: Trains running against any
obstruction/ Fixed structure other than LC.
F Averted Collision.
G Breach of Block rules- Train entering Block section
without/ improper authority,-Train received on blocked line/
wrong line/ sand hump.
H SPAD- Signal Passed at Danger.
J Failure of Rolling Stock.
K Failure of P.Way- Weld Failure/ Rail Fracture, Slack/ Rough
running experienced by LP.
L Failure of Electrical Equipments- OHE, Pantograph etc.
M Failure of S&T-Signal/ Point/ BI/ Track circuit/ Panel/RRI
 262

N Train wrecking or Sabotage - Causing Damage To Track/

Train Etc.
P Casualties – person(s) falling out of train, run over & killed
etc.
Q Other Incidents: Death/ Murder /suicide in trains/ Railway
premises, agitation/ blockade, fire in Railway premises etc.
R Miscellaneous: Vehicles Running Away, Cattle Run Over,
Flood, Breaches, Land Slide

The 84 sub classifications under five major heads are as follows,

Class Accidents Train Accidents Yard
Consequential Others Accidents
A Collision A1-A4 -- A5
B Fire/ Explosion B1-B4 B5, B6 B7
C LC Accidents C1-C4 C5-C8 C9
D Derailments D1-D4 D5 D6
E Other Train E1 E2 --
Accidents

Class Accidents Indicative

Accidents
F Averted Collision F1-F4
G Breach of Block rules G1-G4
H Signal Passing At Danger H1, H2

Class Accidents Equipment

Failure
J Engine and Rolling Stock J1-J10
K Permanent Way K1-K7
L Electrical Equipment L1-L4
M S&T M1-M7

Class Accidents Unusual Incidents

N Train Wrecking/ Sabotage N1-N3
P Casualties P1-P3
Q Other Incidents Q1-Q6
R Miscellaneous R1-R5
 263

LONG RANGE ELCTRIC SIREN

1. It is installed at stations where MRV/ BD specials are stabled.
2. It is Provided with two switches
 check switch
 Delayed action switch
3. It is maintained by electrical department.
Check switch
1. It is for testing purpose and tested by electrical department.
a. Once in a month
b. At a specified time/date.
2. It shall be sounded for not less than 30 seconds.
Delayed action switch
1. When pressed it shall sound for 20 minutes with 3/4th minutes of siren each and ½
minute interval between 2 sirens
2. Both switches provided with locking arrangements.
3. Original key with electrical staff & duplicate key kept in glass fronted box at SM‟s office.
During failure of delayed action switch
1. Check switch shall be used as prescribed
OR
2. Engine whistle sounded 5 times with 1 minute duration each with ½ minute interval. It
shall be repeated in same manner after 3 minutes.
OR
3. If engines not available, station bell rung violently
4. Staff of various departments to turn up for the position / duties allotted for them.
ACCIDENT RELIEF MEDICAL EQUIPMENTS (ARME)

SCALE I- STORED IN SPECIAL MEDICAL RELIEF VANS (MRV)

1. Medical Equipments are stabled in MRV.

2. Keys of MRV shall be with SM & ADMO
3. Water drums shall be replaced every week by SSE/JE/C&W
4. Trial run of MRV shall be arranged by SSE/(C&W) atleast once in a quarter.
Inspected by

• SS/ ADMO (Depot Official) – once in a month

• Sr.DMO/DMO – once in three months.
Turning out time of MRV (calculated from the time of sounding siren)

• From single exit : 25 minutes

• From double exit/ terminal stations: 20 minutes
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• It shall not be started without Para-medical staff.

SCALE II-STORED IN BOXED IN SPL ROOMS ON THE STATION PLATFORM

• It is mentioned in WTT and accident manual.
Inspected by
• SS/SM/ ADMO (Depot official)- once in a month
• Sr.DMO/DMO-once in a year
SPART
1. It means Self-Propelled Accident Relief Train
2. It has
a. 3 coaches including AC operation theatre.
b. Tool van with Hydraulic Rerailing Equipment.
c. Turning out time- Single Exit-25 Mts; Double Exit/ Terminal Stations- 20 Mts.

BREAK DOWN SPECIAL (ART)

1. It consists
a. Mechanical Tool Vans, Hydraulic Jack& Crane.
b. Engineering Tool Vans.
2. It is stabled at convenient station in separate siding
3. Keys of Engineering Tool vans are with SSE (P.Way.)
4. Keys of Mechanical Tool vans with SSE(C&W.)
5. Duplicate keys of both are kept in a separate sealed glass fronted box in SM‟s office.
a. Class A- equipped with 140 Tonnes Hydraulic Crane & HRE.
b. Class B – equipped with Hydraulic Rerailing Equipment
6. Inspection by depot supervisors – once in a month.
7. Inspection by divisional officers – once in three months.
Turning out time
 06.00 to 18.00 hours- 30 minutes
 18.00 to 06.00 hours - 45 minutes
MOCK DRILL
1. It is conducted once in 3 months.
2. It may be conducted both by day or night.
3. It shall not disturb normal train working.
4. It shall not cause inconvenience to passengers.
5. Within 3 days of mock drill, a report shall be sent to HQs about,
 Response time of ART/ARME
 Alertness & skill of staff
 Deficiencies noticed
 265

TRAINS UNUSUALLY DELAYED [6.04]

1. SM shall advise the other end SM and Controller when a Train does not arrive within
a. 10 minutes + Running time, if it is Passenger carrying Train [or]
b. 20 minutes + Running time, if it is Goods Train.
2. Both SMs shall send Station Staff into the Block Section to know the whereabouts of the
Delayed Train.
3. SM shall issue a C.O to LP of a Train running on the adjacent line on Double/Multiple
line section.
4. Controller shall alert the stations where BD Special, MRV Special and Medical Chests are
available.
5. The Guards of Train carrying passengers, when his Train delayed for more than 10
minutes, shall inform SCOR through Portable Telephone about the cause & probable
duration of delay.
WHEN FIRE NOTICED ON A TRAIN [6.10]
1. LP shall stop the Train immediately on noticing Fire on his Train.
2. If it is Passenger carrying Train:
a. Save life of Passengers.
b. Render First Aid to injured Passengers.
c. Save Mail Bags.
d. Switch off Electrical Fans/ Lights by removing Battery Fuse/Dynamo Fuse.
e. Disconnect the vestibule, if necessary.
3. If it is Goods Train:
a. Open the Doors of the Wagon.
b. Save Materials as far as possible.
c. Throw Sand / Earth to put out Fire.
4. If any Water Sources available nearby and if it is Safe, Train shall be drawn ahead
cautiously to such spot.
5. If it is not safe to move, Burning Coach/Wagon shall be isolated as below:
a. Uncouple the burning vehicle in rear.
b. Draw forward.
c. Uncouple the burning vehicle in front.
d. Draw forward.
e. Secure the divided portions by placing wooden wedges & applying hand brakes.
6. Protect the Train as per GR/SR 6.03/9.10.
7. Extinguish the Fire with suitable Fire Extinguisher.
8. If it is not possible to put out Fire, allow it to burn out itself.
9. Fire on Train is reported under Class B.
 266

AVERTED COLLISION
1. If a Collision between Two Trains or between a Train and an Obstruction is
prevented because of the Vigilance shown by any Person(s), such occurrence is called
Averted Collision.
2. It will not be treated as an Averted Collision in the following cases:
a. Outside Station limits: If the distance between Two Trains or between a Train
and an Obstruction is 400 metres or more.
b. Inside Station limits: If there is an Intervening Stop Signal at Danger governing
the Movement of Train.
3. Averted Collision is classified under Class F.

BREACH OF BLOCK RULES [6.06]

[TRAIN ENTERING BLOCK SECTION WITHOUT ATP OR
WITH IMPROPER ATP]
1. If LP realizes that he has entered a Block Section without ATP or with improper ATP, he
shall immediately stop the Train.
2. Train shall be
a. Treated as an obstruction and
b. Protected on both sides.
3. Guard, or in his absence, LP shall
 Report the matter to the nearest SM by sending the ALP [or]
 Advise the controller through the Portable Telephone who shall advise the nearest
SM.
4. SM shall
 Advise the other end SM.
 Suspend the Block Instrument working.
 Prepare a Restarting memo with a PN and
 Send it to LP through ALP/Station Staff.
5. Guard shall
 Initial the Restarting Memo and
 Pass it to LP.
6. LP shall
 Restart the Train.
 Proceed towards the Station mentioned in the memo.
 Stop the Train at the FSS.
7. Train shall be received into Station by
 Issuing a Message + PN to LP through SPT [or]
 Issuing T/369-(3b) to LP at the foot of the FSS.
 267

8. Accident shall be reported under Class G.

SIGNAL PASSING AT DANGER (SPAD)

Train passing Stop Signal(s) at ON without proper Authority,

I.INSIDE STATION LIMITS:
1. If LP has passed a Station Stop Signal at Danger - partly or completely - without proper
Authority and come to a stop,
a. Guard shall inform SM.
b. SM shall proceed to the spot.
c. In the presence of LP & Guard, SM shall
1) Examine Brake Blocks of first few vehicles (Whether Hot/Warm/Cold).
2) Measure the Distance overshot (In terms of Rail length or Vehicle length).
3) Record the results in Station Diary.
4) Get the Signatures of LP and Guard.
2. RECEPTION SIGNALS (3.80)
a. If everything is safe, SM shall issue Restarting Memo (countersigned by the
Guard) to LP.
b. Reception Stop Signal in advance, if any, can be taken OFF.
c. If not, Train shall be piloted by a Railway Servant by traveling on the Engine.
d. Accident shall be reported under Class H.
3. DESPATCH SIGNALS (3.81)
A. Starter passed at ON
a. SM shall issue Restarting Memo (countersigned by the Guard) to LP.
b. Despatch Stop Signal(s) in advance, if any, can be taken OFF.
c. Accident shall be reported under Class H.
B. Advanced Starter passed at ON
a. SM shall issue Restarting Memo (countersigned by the Guard) to Train shall be
backed only if it is necessary.
b. LP shall back the Train clear off the Block Section.
c. SM shall
a) Suspend the Block Instrument working and
b) Issue PLCT as ATP to LP.
d. Accident shall be reported under Class G
4. The above procedures shall be followed if the LP passed a Stop Signal at ON without
proper authority due to the Signal assuming Danger Aspect in the face of an Approaching
Train.
 268

II.OUTSIDE STATION LIMITS:

1. If LP has passes the GSS, IBSS, Automatic Stop signal, Stop Indicator and Banner Flag
without proper Authority [or] without following the prescribed procedure, Guard shall
take action as above:
2. Guard shall
a. Examine Brake Blocks
b. Measure the distance overshot
c. Record the results in CTR and
d. Report the Accident under Class H to all concerned.

ENGINE FAILURE
1. An Engine shall be treated as failed
a. If it is unable to work its booked Train with the prescribed load from Start to
Destination [or]
b. If it causes a delay of
 30 minutes or more in case of Passenger carrying Train
 60 minutes or more in case of Other Trains due to following reasons,
 Defective Design
 Bad workmanship in shed/workshop
 Defective Material
 Mismanagement by Crew& Bad Fuel
2. In case of Engine Failure, LP shall advise nearest SM through Guard of the Train.
3. SM shall issue All concerned Message.
4. Engine Failure is classified under Class J.
5. J1 – Engine of Passenger carrying Train fails;
6. J2 – Other Train Engine / Light Engine fails.
HOT AXLE

1. Hot axle on a Train formation is indicative of an Impending Derailment. i.e Hot Axle may
lead to Derailment at any time and hence treated as an Accident Situation.
2. Symptoms of Hot Axle are
1) Emission of Smoke / Flame from the Axle Box.
2) Splashing of Grease around Axle Box.
3) Smell of Burning Grease.
4) Peeling of Paint around axle box.
5) Unusual metallic Sound.
6) Skidding of Wheels, etc.
 264

3. If Hot Axle is noticed by any Railway staff, he shall wave a RED Flag/Light in a Wide
Arc manner from Left to Right across the Chest.
4. If LP not notices the Hot Axle Hand Signal given by Station Staff, SM shall put back the LSS
to Danger.
5. If the Train has already passed the LSS, SM shall inform Gate Man of LC, if any, to show Hot
axle Hand Signal to stop Train.
6. In electrified area,
 SM shall inform the TPC to switch off power supply and inform Controller.
 If there is no Tension in OHE for 3 minutes, LP & Guard shall check the Formation.
7. If the Train could not be stopped, SM shall inform the SM in advance.
8. At Station in advance:
a) Train shall be stopped at FSS.
b) SM shall inform LP the by issuing of a Memo.
c) LP & Guard shall check the particular vehicle.
d) If it is safe, Train shall be received on the Main line.
e) Speed shall not exceed 5 KMPH.
f) If Main line is occupied, Train shall be received on the first unavoidable turnout.
9. If Hot Axle is noticed on the run by LP & Guard:
a) Train shall be stopped immediately.
b) Vehicle shall be examined by the LP & Guard.
c) If it is safe, Block Section shall be cleared.
d) Speed shall not exceed 5 Kmph.
10. Hot Axle shall be classified under Class J.

ROUGH/ SLACK RUNNING/HEAVY LURCH EXPERIENCED BY LP/GUARD (6.07)

1. If LP experiences Slack/Rough running, Heavy Lurch, etc. (Sudden, Unsteady Movement

either forward or sideways) he shall
a. Note down the Location in terms of Hectometre;
b. Stop the Train at next Block Station without clearing the Block Section
c. Inform the SM through available means not to allow next Train into that Block Section.
d. Stop at a convenient place and give a Written Advice to SM with acknowledgement.
2. In case of Automatic area & IBSS, LP shall inform the SM & the LP of the Train already
entered into Block Section from Station in rear.
3. SM shall advise other end SM, Section Controller, JE/P.Way & DOM.
 265

4. IF ENGINEERING STAFF AVAILABLE

1) Engineering Official shall be sent by TMM/Tower Wagon/LE to inspect the Track.
2) If TMM/Tower Wagon/LE is not available, the Train accompanied by Engineering Official
shall be sent with a Caution Order.
3) Train shall stop short of the suspected Spot.
4) Engineering Official shall inspect the Track & certify if it is safe.
5) Train shall pass the spot at a Speed as specified by Engineering Official.
6) He shall advise the SM about the condition of the Track & Speed Restriction, if any,
personally [or] through a Written Memo sent through LP.
5. IF ENGINEERING STAFF NOT AVAILABLE
1) 1st Train after getting Message shall be despatched with a Caution Order. LP shall
1) Stop short of the suspected Spot.
2) Inspect the Track.
3) Pass the Spot at a Speed not exceeding 10 Kmph, if it is Safe.
4) Return to the starting Station, if it is not safe.
2) If the LP of 1st Train not finds anything Unsafe:
1) Subsequent Trains shall be issued with a Caution Order.
2) LPs shall observe a Speed of not exceeding 10 Kmph over the suspected portion.
3) Speed Restriction of 10 Kmph shall be in force till Engineering Officials certify the Track
fit for higher Speed.
6. IF THE GUARD EXPERIENCES ROUGH / SLACK RUNNING/ HEAVY LURCH
1. Guard shall inform the LP.
2. If Guard is unable to contact LP, he shall try to stop Train & inform LP.
3. LP shall take action as above.
4. It is classified under Accident Class K-4.

SABOTAGE / SUSPECTED SABOTAGE

1. If any information is received by SM about Sabotage/likely Sabotage, Bomb Blast, Explosion,

etc. to Track, Bridges, Fixed Installations, etc.,
2. SM shall Stop the Train movements into
a. Affected Block Section on both S/L & D/L and
b. Adjacent lines in Double/Multiple lines.
c. Consult Controller & other end SM.
d. Send TMM/Tower Wagon/LE accompanied by an Engineering Official with a Caution
Order.
3. If the Track is Safe for passage of Trains, Engineering Official advise SM personally or
through a Written Memo sent through LP/Operator of TMM/Tower Wagon/LE.
 266

UNSAFE CONDITION ON OR NEAR THE ADJACENT TRACK

1. If LP/Guard notices anything unsafe on or near the Adjacent Track, LP shall

a. Switch on Flasher Light immediately.
b. Inform nearest SM & Controller.
c. Stop the Train.
d. Then protect the adjacent line.
e. Proceed cautiously to next Station switching ON the Flasher Light.
f. Be prepared to stop a Train running on adjacent line.
g. Stop at next Station.
h. Report the occurrence to SM through a Written Advice.
2. SM shall take steps as in the case of receiving Message about Rough /Slack running.

RAIL FRACTURE / WELD FAILURE

1. If information about Rail Fracture / Weld Failure has been received, SM to advise
JE/SSE/P.Way.
2. Rail Fracture / Weld Failure shall be treated as an Obstruction and no Train shall be allowed
to enter the Block Section.
3. If there is a Train to despatch and an Engineering Official not below the rank of Track man is
available to attend failure,
a. Train shall be started on T/A.602, accompanied with Engineering Official, travelling by
Engine.
b. LP shall stop in rear of failure spot.
c. After attending the failure, Engineering Official shall issue a Fit Certificate.
d. LP shall further be guided by the Engineering Official.
4. If Rail Fracture / Weld Failure has been attended temporarily, Train dealt with Normal ATP
with a Speed Restriction If attended by
a. Trackman/Keyman/Engineering Gateman- Not exceeding 20 Kmph.
b. JE/P.Way - Not exceeding 30 Kmph.

PERSON KNOCKED OUT BY TRAIN AND ALIVE

If a person knocked out by the same train or subsequent train,
1. Guard himself or a qualified doctor if available shall render first aid.
2. Inform police thro nearest sm.
3. Transport the injured person with least possible delay to the nearest station where medical
aid can be given.
4. If such station is nearer in opposite direction and a train is available, he can be moved to that
station.
5. If the condition is dangerous, a dying declaration should be obtained by the Guard.
 267

6. The dying declaration should contain:

a. Name
b. Father‟s name
c. Caste
d. Residence
e. How he happened to be on the line and the wounds are inflicted?
7. A witness has to sign this.
8. This shall be handed over to nearest SM for onward transmission to police.

PERSON KNOCKED DOWN BY A TRAIN AND DEAD

1. When a dead body is found on or near the track by any railway staff or by the staff of same or
subsequent train, the main requirement is to keep the evidence intact.
2. Handling of the body by many persons should be avoided.
3. To clear the line for further movement, the body can be moved to the minimum possible.
4. The body may be left incharge of VAO or any responsible person in the vicinity.
5. If no such person, it shall be moved to the nearest gate lodge/station.
6. In all cases, a written memo shall be prepared by the Guard or by the person who found the
body.
7. The memo shall contain:
a. The time and place the body was detected
b. Position of the body
c. Blood stains on ballast or engine
d. Position of any clothing found on or near the rails
8. This memo should also contain the name of the informant, his parentage and address.
9. This memo should be made over to the man, whose charge the body is kept, for further
investigation.
PERSON FALLING OUT OF TRAIN

1. IF THE PERSON IS ALIVE, GUARD SHALL

1) Render first aid.
2) Transport the person to the nearest station where medical facility is available.
3) Obtain dying declaration, if the person is in dangerous condition.
4) Handover to the SM of nearest station in the direction of run.
2. IF THE PERSON IS NOT ALIVE, GUARD SHALL
1) Keep evidence intact.
2) Prevent handling of dead body by too many people.
3) Keep the body clear of track for further movement of trains.
4) Hand over the body to village officer or a responsible person in the vicinity.
 268

5) If no responsible person found nearby, handover the body at nearest gate lodge or at next
station in the direction of run along with a written memo with all relevant details.
3. Guard & LP shall make a full report in ACC 4 to the DRM within 24 hours of the
Accident
1) Km at which the passenger fell or person was knocked down.
2) Was the train stopped after
i. Accident noticed by the Guard/loco pilot or
ii. The alarm chain is pulled.
3) Was the train backed to the accident spot?
4) How the injured person was disposed.
4. Further Information In The Case Of A Passenger Falling Out:
1) Name, Age, Sex and Address of the Passenger.
2) Particulars of the Ticket Held.
3) If It Is Child, The Name, Relationship And Address of The Guardian At The Time.
4) Where Was The Person/Child Seated or Standing At The Time Last Seen By Fellow
Passengers?
5) Coach Details and Position from the Engine.
6) Condition of Doors, Door Handles, Shutters, Safety Catch and Window Fastening In the
Carriage.
7) Was There A Government Railway Police Official on The Train?
8) Brief Statement of the Injured Person.
 269

EX-GRATIA PAYMENTS AS PER EXTANT INSTRUCTIONS

Manned Level Crossings
In case of Train Accidents Untoward (Due to prima facie
S Incidents liability is Railways)
No
1 Simple Injury Rs. 5000/- Rs.5oo/- Rs. 5,000/-
2 Grievous Injury
A For 30 days of Rs.25,000/- Rs.5,000/- Rs.25,000/-
Hospitalization **
B For further 6months Rs.1000/- per
of Hospitalization -- week or part --
thereof
C For further 5months Rs.500/- per
of Hospitalization -- week or part --
thereof
D For every10 days
period or Upto Rs.300/- per day
discharge whichever is -- --
earlier **
** The maximum period for Ex-gratia payment is payable to the Grievously Injured will be 12 months
3 Death Rs.50,000/- Rs.15,000/- Rs.50,000/-

Compensation
1 Death Rs. 8, 00,000/- Rs. 8, 00,000/- --
 270

ACCIDENT ENQUIRIES
OBJECTIVES
1. To find out real cause of accident.
2. To formulate proposals for preventing future accident
3. To ascertain the contributing factors or extenuating circumstances, if any.
4. To examine the delay, if any, in relief and restoration work and to take remedial measures.

KINDS OF ACCIDENT ENQUIRIES

RAILWAYS
1. CRS Enquiry
2. Joint Enquiry
3. Inter- Departmental Enquiry
4. Departmental Enquiry
NON-RAILWAYS
1. Commission Of Enquiry
2. Judicial Enquiry
3. Magistrate Enquiry
4. Police Enquiry
RAILWAY ENQUIRIES
CRS ENQUIRY
1. All serious train accidents shall be inquired by CRS.
2. If CRS shall intimate the date, time and venue of Enquiry to CCRS and Railway
Administration.
3. A press note through media to invite witness from public may be done with regard to the
accident.
4. If CRS is not in a position to conduct an Enquiry, he shall advise CCRS in this effect.
5. CCRS, in such cases may himself will conduct or direct any other CRS to hold the Enquiry or
advise the Railway Administration to conduct a Joint Enquiry.
6. President of Joint Enquiry may call for a public witness through media.
7. In such cases, if the CRS is wants re-examination of specific issue, may direct the Railway
Administration for the same.
8. The findings of the Joint Enquiry committee shall be submitted to CCRS with his view.
9. If a commission of Enquiry is ordered by the Central government due to the nature of
accident, the CRS who already holding the Enquiry shall stop the proceedings and submit all
relevant documents, evidences and his observations to the Commission.
10. CRS has to submit his report to CCRS, Railway Board, Zonal Railway Administration, other
CRSs, etc.
 271

11. In case of sabotage or train wrecking, a copy of the report shall be sent to
Director/Intelligence Bureau, Ministry of Home affairs, etc.
JOINT ENQUIRY
1. This is ordered by PCSO.
2. The Officers who shall constitute the Enquiry committee are specified by PCSO.
3. When ordered,
4. The date and time shall be advised by the Railway Administration, to the following officials,
1. District Magistrate ( District where Accident occurred)
2. Superintendent of Railway Police
3. District Superintendent of Police
4. CRS of the Railway (where Accident occurred)
5. Head of the Railway Police ( belongs to the jurisdiction)
5. The Railway Administration shall issue a Press Notice inviting evidence or information
relating to the Accident.
6. Joint Enquiry may be dispensed with, in the following occasions,
a. When CRS Enquiry is ordered.
b. When a Commission of Enquiry is ordered.
c. If there is no reasonable doubt as to the cause of the Accident.
d. If any department accepts responsibility.
Note: When Joint Enquiry is dispensed with any of the clause c or d above, Departmental
Enquiry shall be ordered.
INTER- DEPARTMENTAL ENQUIRY
1. If no Department accepts responsibility for the Accident, DRM orders Inter- Departmental
Enquiry ( Case put up by Sr.DSO to DRM)
2. Enquiry Committee shall consist of, Officers or Senior Sub-ordinates of atleast three
departments including the department which is likely the prima facie responsible for the
Accident.
3. For specific cases it may be ordered by PCSO. In such cases he shall specify the committee
members.
DEPARTMENTAL ENQUIRY
1. When any Department accepts responsibility for the Accident, Sr.DSO shall immediately put
up the case to DRM.
2. DRM orders for Departmental enquiry.

TYPE OF ACCIDENT
1.All Serious Accidents
2. In case CRS or CCRS is not in a position to enquire into serious accident
cases,
a. All cases of collisions
falling under A1 to A4
b. For all other serious
Accidents
3.All other consequential
train accidents
4.All other Train Accidents
5.All SPAD cases
6.All other cases of
indicative accidents
7.All yard accidents
8.All cases of equipment
failure
9.Accidents involving staff of
foreign Railway
All enquires will be ordered by DRM except A1 to A4.
272
ENQUIRY CONDUCTED BY ACCEPTING
AUTHORITY
CRS or Committee of SAG officers GM
Committee of SAG Officers
GM
Committee of SAG Officers (CSO of the
Rly shall be the Convenor /Chairman)
Dy. CSOs from Safety Department (to be GM
nominated by GM)
Committee of Senior Scale / Junior Scale DRM
officers.
Committee of JA Grade officers with DRM
Sr.DSO/ DSO as one of the members.
Committee of Senior Scale / Junior Scale DRM
officers.
Committee of Senior Supervisors. Sr.DSO
Senior Supervisors/Supervisors of Sr.DSO
respective departments.
Put up to AGM and follow up by PHOD AGM
A1 to A4 will be ordered by GM.
 273

NON-RAILWAY ENQUIRIES
COMMISSION OF ENQUIRY

1. It is appointed by Central Government under the Commission of Enquiry Act, 1952.

2. When this is appointed, any Enquiry, investigation or other proceedings pending in relation
to that accident shall be stopped.
3. All records or other documents to such Enquiry shall be forwarded to such authority as may
be specified by the Central Government.
4. CRS shall, as far as possible, assist the Commission of Enquiry.

MAGISTERIAL ENQUIRY

1. Whenever an accident, as defined in Section 113 of Railway Act, has occurred, District
Magistrate or any other Magistrate who may be appointed by State Government in
this behalf may:
a. Himself make an enquiry into the causes which led to the accident, or
b. Depute a subordinate Magistrate, if possible a Magistrate of First Class, to make such
enquiry, or
c. Direct investigation to be done by police.
2. The date and time of Enquiry shall be informed to the head of the Railway Administration
and DRM.
3. After sending such information, the Magistrate shall proceed to the scene of accident and
conduct Enquiry.
4. The result of Enquiry shall be communicated to the Railway Administration and CRS.

JUDICIAL ENQUIRY

1. If a Magistrate, making an Enquiry into the cause of an accident, considers that there are
sufficient grounds for holding a Judicial Enquiry, he shall take requisite steps for bringing to
trial any person whom may consider to be criminally liable for accident.
2. Whenever technical points are involved, opinion of CRS or other professional persons shall
be called for.
3. Where assistance required from CRS or Railway Administration, the Magistrate shall request
the same to CCRS or Railway Board as the case may be.
4. In case of Serious Accident, the Magistrate may obtain reports from CRS and head of
Railway Administration before finally concluding the Judicial Enquiry.
5. On conclusion of Judicial Enquiry, the Magistrate shall send a copy of his decision to the
head of the Railway Administration and CRS.
 274

POLICE ENQUIRY

1. Railway Police may enquire,

a. Into a serious accident or accident which has prima facie been due to any criminal act or
omission, or
b. When District Magistrate had directs an investigation by police.
2. Enquiry shall be conducted by Head of Railway Police of the area.
3. Normally an officer not below the rank of an Inspector shall be deputed to conduct an
Enquiry.
4. The officer shall advise his investigation to the Railway Administration and DRM.
5. District Police also shall be informed.
6. The result of the Enquiry shall be reported to the District Magistrate, Head of the Railway
Administration and CRS.

REPORTING OF ACCIDENTS
TO ZONAL RAILWAY

1. All train accidents.

2. Any yard accident having serious repercussion on movement of traffic on through line
resulting in dislocation more than the threshold value.
3. Landslides, breaches, OHE breakdown, etc.

TO RAILWAY BOARD

1. All consequential train accidents.

2. Any yard accident.
3. Landslides, breaches, OHE breakdown, etc.
4. Averted collision.
5. Train passing signal at ON.

TO SAFETY DIRECTORATE

1. Collision falling under A5.

2. Indicative accidents.
3. Fire in train.
4. Derailments falling under D5.
5. Trains running into obstruction including fixed structures falling under E2.
6. Parting and other failure of rolling stock.
7. Cases of averted mishaps due to failures of P.Way.
 275

TO CRS
1. Accidents to light engines, lorries/trollies, fire in diesel/electric locos resulting in deaths,
grievous hurt and loss of Railway property exceeding Rs. 2 Crores.
2. Explosions/bomb blast.
3. Passenger rake pumping in a buffer stock.
4. Passenger fallen down due to footboard/near door way travelling and grievously injured.
5. Passenger injured by jumping out of train during fire.
6. Passenger injured when sitting near the window by resting his elbow outside and got injured
by road vehicle at a level crossing.

SCHEDULE OF PROCEDURE FOR COMPLETION OF ACCIDENT ENQUIRY

D: Date of accident, SM to give all concerned message.
D+1: GM/DRM shall order the Enquiry.
D+3: Committee shall convene the Enquiry.
D+7: Committee shall submit the report to GM/DRM
D+10: Acceptance of Enquiry report by the GM/DRM/Sr.DSO (for Yard Accidents).
D+11: Issue of Charge-sheet.
D+40: Completion of Enquiry.
D+90: DAR action against the responsible official(s) to be completed.
 276

ACCIDENT FORMS
ACC 1 Accident Message (SM to All concerned)
ACC 2 Statement Submitted by DRM to PCSO in case of Parting
ACC 3 Guard and LP to report any Accident to nearest SM
ACC 4 Guard and LP to report in case of persons falling out of Train
ACC 5 Accident message to Commissioner of Workman‟s Compensation involving
WCA
ACC 6 Used by Reporter of Accidents
ACC 7 Recording the results of Examination of Site and Materials
ACC 8 List of Railway Personnel qualified to render First Aid
ACC 9 List of Private Medical Practitioners
ACC 10 List of Railway Hospitals/ Dispensaries
ACC 11 List of Non- Railway Hospitals/ Dispensaries
ACC 12 Particulars of conveyance available at other near Stations where there are
Hospitals
ACC 18 Accident Enquiry Report ( Appendix A to K) *

* Appendix 18 A- 18K
A Summary
B List of Members
C Descriptive account of Accident
D List of Witnesses
E Disposition of witness
F
G Reasons for Finding
H Joint Finding
I Matters brought to light
J Suggestions
K Relief Measures etc.
 277

DUTIES OF SM IN CASE OF SERIOUS ACCIDENT

1. On receiving the information about the accident, the SMs of the adjacent stations shall,
a. Immediately give All Concerned Message through Control Phone.
b. Protect the line by stopping Trains proceeding on Adjacent line in D/L, Multiple line
Sections.
c. Put Train On Line Caps on Block Instrument.
2. On receipt of such Messages, Controller shall inform the SMs of Stations where MRV &
BD Specials are stabled, to start the same.
3. On getting such message from Controller, SM shall immediately arrange to sound,
a. Long Range Electric Siren
b. If it fails take alternate measures (Test Switch, Engine whistle, Ringing of Station Bell)
4. After sounding the Siren, arrange to start BD/ MRV Specials within the following target
time,
BD SPECIAL MRV
0600-1800 30 Minutes Single Exit 25 minutes
Hours
1800-0600 45 Minutes Double Exit 20 minutes
Hours
Terminal Station 20 minutes

5. If Scale II ARME available at his Station, arrange to transport the same by quickest possible
time to the Accident Spot.
6. SMs of either end of affected Block section shall keep the lines free for Reception and Re-
marshalling of Accident Relief Trains.
7. The SM should inform the doctors and hospital authorities about the accident and make use
of ACC Forms 8- 12.
8. He shall make use of Disaster Management Plan and communicate Civil Authorities like
District Magistrate, Tahsildar, Police Officials, Fire Brigades, 101, 108, etc. for necessary
assistance.
9. After giving necessary instructions to Duty SM, SMR/ SS in charge of the Station shall
proceed to the Accident spot and assist in rescue operations.
10. He shall maintain close liaison with officer in charge at the Accident site as well as the
Controller.
11. Advise Commercial Department for arranging,
a. Drinking Water, Beverages & Food at free of cost.
b. Refund of Fares for stranded Passengers.
 278

12. Advise Security Department for,

a. Preserving the clues at the site of Accident.
b. Protecting the Properties of Railways & Passengers.
13. Advise Electrical Department for
a. Standby Power supply.
b. Lighting arrangements at Accident Spot.
14. With co-ordination of S&T Department,
a. Information Counters shall be opened at convenient Stations for attending enquiries
from relatives of Injured & Dead Passengers.
b. Public Announcement System shall be arranged at Accident Site for giving
information to Stranded Passengers.
c. Free Telephone and other communication facilities shall be arranged for the
affected Passengers to contact their relatives.
15. With co- ordination of Personnel Department, arrange Ex-gratia payments,
Complementary Passes to Passengers of Injured, stranded and Kith and kin of Dead.
16. Arrange Road Vehicles in co-ordination with State / Private Transports to clear Injured &
Stranded Passengers.
17. Ensure that frequent announcement shall be made through PA system, about Regulation/
Diversion/ Cancellation of Trains due to Accident.
18. SM shall keep a record of events with timings & convey the same to Controller then and
there.
19. He shall give all relevant details to the Officer taking charge of the Site.
20. He shall extend all possible assistance to Passengers as well as the Railway Staff involved
in Relief operations.
 279

SIGNAL FAILURE

S NO FAILURE OF SIGNAL AUTHORITY REMARKS

1. First stop signal (Home) 1. Calling ON or
and Routing/ Inner 2. SPT message or
Home 3. T/369(3b) or
4. T/369(1)
Note: During the failure of Home signal, the 1st Train shall not be received on
SPT
2 FSS failed in OFF aspect T/369(3b) only
3 Starter 1. Calling ON where provided
or
2. T/369(3b)
4 LSS T/369(3b) + Endorsement+ PN
If Starter is the LSS T/369(3b) + Endorsement+
PN+ PHS
5 Reception Signal blank T/369(3b) only
due to Power Failure
6 IBSS
If the Train is at IBSS SPT message+ PN from SM in
rear
If SPT is not working LP shall wait for 5 minutes.
Then pass the IB with a speed,
15KMPH- Clear weather
8KMPH- No clear weather
SM shall fulfil all the
conditions for reception
before giving authority.
Speed- not exceeding
15KMPH
SM shall fulfil all the
conditions for despatch
before giving authority
Speed- not exceeding
15KMPH
SM shall fulfil all the
conditions for despatch
before giving authority
Speed- not exceeding
15KMPH
Speed- not exceeding
15KMPH
Normal Speed
Same speed shall be
followed till the foot
of the next FSS even
if it is proceed

If already Known that IBSS Suspend IB working, entire

failed section treated as one
PLCT - ATP Normal Speed
T/369(3b)- for passing IBSS
 280

7 Shunt signal/ Shunting T.370+PHS Speed- not exceeding

Permitted Indicator 15KMPH
8 Flickering / Bobbing of Shall wait for 60 seconds. If No aspect is steady for
Signal aspects Follow the aspect which is 60 seconds, treat the
steady for 60 seconds signal as failed. Pass
with prescribed
authority

DEALING OF TRAINS AT STATIONS

1 Reception on
obstructed line
1.Calling ON 1. Train shall be stopped at the facing
2. SPT message + PN point leading to obstructed line
3.T/509 and moved only on hand signal.
2. Again it shall be stopped at 45m in
rear of obstruction and hand
signalled.

2 Reception on Non- Written Memo as per Piloted by a Competent Railway

signalled line/ Non- SR 5.10 with Caution Servant
running line order 15KMPH
3 Despatch from Non- Piloted by a Competent Railway
signalled/Non- T/511 Servant
running line
4 Despatch from lines --
with common Starter T/512
5 Starting from beyond Reference SR 3.10
the Starter Written memo
 281

TROLLEY WORKING AUTHORITIES

S Train /Trolley Notified Section Other Section
No
AUTHORITY AUTHORITY
I Inside Station Limits
Written memo in Duplicate by OIC
II Between Stations- Block Protection
Trolley PLCT+T/1518 B portion1. PLCT+T/1518 B portion
For Trains NOT PERMITTED 2. NOT PERMITTED
III Caution Order Protection
1 Trolley T/1518 B portion+ Line T/1518 B portion+ Train
Clear Refused particulars in Reverse side
Endorsement+ Train of T/1518
particulars in Reverse side
of T/1518
2 Trains mentioned in Normal ATP+ Trolley Normal ATP+ Trolley
T/1518 Caution Order (T/C 409) Caution Order (T/C 409)
3 Trains Not NOT PERMITTED Normal ATP+ Trolley
Mentioned in Caution Order (T/C 409)
T/1518
4 Accident Relief T.1408+Trolley Normal ATP+ Trolley
Train (ART) Caution Order (T/C Caution Order (T/C
409) 409)
5 For Trains when T.1408+Trolley T.1408+Trolley
Removal Advise Caution Order (T/C Caution Order (T/C
not received 409) 409)
from OIC even
after Sunset.
IV On Sole Responsibility of OIC
1 Trolley NOT PERMITTED Information About
Probable Trains
2 Trains Normal ATP Normal ATP
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MOTOR TROLLEY AUTHORITIES

S.No Occasion S/L Tokenless D/L Tokenless

1 As a Train- Normal Authority PLCT PLCT
T/C1425(UP) T/C1425(UP)
T/D1425(DOWN) T/D1425(DOWN)
2 To place in Midsection PLCT T/A 1525
T/C1425(UP)
T/D1425(DOWN)
3 Following Train
(i) For the Train OFF aspect of LSS OFF aspect of LSS
(ii) Motor Trolley following Train T/1525 T/1525
4 Following Motor Trolley
(i) For 1st Motor Trolley PLCT PLCT
T/C1425(UP) T/C1425(UP)
T/D1425(DOWN) T/D1425(DOWN)
(ii) For following Motor Trolleys T/1525 T/1525
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LONG HAUL TRAIN

1. In Southern Railway, Long Haul Train with a composition more than the Standard
Formation is called Python Train.
2. The word Python shall be added as the suffix with Train Number such as, JTJ Python Goods.
3. It may be a combination of BOXN or BCN or Container or Steel Rakes as,
a. Two loaded rakes,
b. Two empty rakes,
c. One Load & One Empty rakes.
4. Normally run through at all stations. In emergency, with due precautions it may be split for
Crossing/ Precedence.
5. Speed: It may be run with normal speed. But if the tonnage exceeds 9000 Tonnes, speed is
restricted to 60KMPH.
6. Loco:
a. Single or Multiple loco in good shall be in front.
b. Another Single or Multiple loco shall be in the middle.
c. Both locos shall be manned.
d. When required, Middle loco LP shall assist the Leading loco for better hauling.
7. Brake Van:
a. Two 8 wheeler BVs, one in the Middle & One in rear.
b. Each BV shall be manned.
c. If it is 4 wheeler BV, both BVs shall be attached in rear.
d. Guard shall communicate the clearance of cross overs, caution spot etc.
8. BPC:
a. Individual BPCs issued for each formation.
b. Apart from that, a Cover BPC shall be given to leading LP. It shall have, Brake power of
individual rakes.
c. Minimum BP required shall be,
 leading loco- 5 Kg/Cm2 and
 last BV- 4.7 Kg/Cm2
9. Miscellaneous:
a. Pre-tested Walkie-Talkie shall be used.
b. Signals shall be kept cleared in advance to avoid unnecessary Stoppage, Train Parting, etc.
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TYPES OF GOODS TRAINS

1. Shunting Trains:
It contains loads for different destinations involving Shunting enroute.
2. Through Goods Train:
It is a Goods Train that moves from one Marshalling yard to other yard without
Shunting enroute.
3. Block Loads:
It is a Goods Train by-passing one or more intermediate Marshalling Yards.
4. Pilot Trains:
It is a Train running without BV / Guard / BV & Guard in a Short Section.
5. Point Loads:
All the Wagons are loaded to One particular destination.
6. Two Point Loads:
It contains loads to two destinations
7. Multi Point Loads:
It contains loads to multiple destinations
8. Unit Train:
One Commodity is carried from Single Originating Station to Single Destination on a
Regular Schedule using dedicated Rolling Stock.
9. Speed Link Train:
It runs between specific pair of Stations on Time Table basis.
10. Crack Trains:
It is the Train running in a Short Section where both Outward and Inward Trips can be
completed within the duty hours of Crew. Through Loads also are guaranteed for both
Trips.
11. Sherpa Rakes:
These are the Rakes formed with Special type Wagons like BFR, BRH etc. and run
between Steel Plants and Distributing Centres.
12. Freight Liners:
It is Containerised Traffic running between Container Terminals.
13. Sumo Rakes:
It contains BOXN, BCN, BCNA, BCNAHS and BOST Wagons with CC+6+2, CC+8+2
Loads.
14. Parivarthan Rakes:
It contains 43 BCN/BCNA Wagons running with Premium BPC.
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15. Merry Go Round:

In this, Rakes of Bottom Discharge Hopper Wagons run between Collieries and
Thermal Power Plants. Mechanised Loading and Unloading are done when the Wagons are
on run.
CONTROL OFFICE APPLICATION (COA)
1. Control Office Application (COA) is Software for Control Charting at Control Office.
2. It is developed by CRIS (Centre for Railway Information System).
3. It replaces the tedious Manual Plotting of Trains on a Chart.
4. It has 2 Monitors,
a. One to view the Control Chart – a Time Distance Graph.
b. One to enter & view the Timings of all the Trains running in the Section in a Shift.
5. Core Functions:
a. Train Planning: Train Ordering, Modification, Cancelling of Train Order, etc.
b. Train Movement: Entry of Train Timings, Reason for detentions, etc.
c. Asset Maintenance: Caution in Force, Line Block, Power Block, etc.
6. Benefits:
a. Viewing of Current Chart, Previous Charts, Master Chart, Charts of other Control
Boards, etc.
b. Generating of various Reports on Punctuality, Freight Train running, Blocks, etc.

FOIS (FREIGHT OPERATIONS INFORMATION SYSTEM)

• Freight trains do not run to a fixed schedule. But Freight Operations requires a highly
Information Intensive activity.
• Real time information helps in good decision making and ensures fluidity of the yard and
efficiency in Goods Train operations
• This realisation has led to the development of Freight Operations Information System
(FOIS).
Objectives:
1. Optimum Utilisation of Rolling Stock.
(Wagons, locomotives, crew and paths on the network)
2. Transparency in freight Train Operation.
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MODULES:
1. RMS - Rake Management System
 Captures Operating activities from Goods Yards.
 Interchange Forecast at Control office
RMS Queries: Gives the information regarding Operating portion of Freight Train
Operation. Example: Loads on Run, Terminal Performance, Interchange etc.
2. TMS - Terminal Management System
 Captures Commercial activities from all goods terminals
 Demand Registration, RR Generation, Accountal of Freight charges
TMS Queries: Gives the information regarding Commercial portion of Freight Train
Operation. Example: Demand Details, Consignment Tracking, and E-payment Details
etc.
Sub-systems:
They are used for decision making in freight operations.
1. TPMS - Terminal Pipeline Management System
2. E-Act - Electronic Allotment to Congested Terminals
Features:
1. Convenience and Transparency to Customers
2. Optimum Utilization of Resources
3. Handling of Commercial and Operational aspects of Rail and Freight Movement
4. Better Decision making tools
5. Help for better logistics management.
Reports Generated
1. Periodic Loading/Unloading, Detentions, Rolling Stock availability, NTKM/GTKM,
WTR, Outage etc.
2. Comparative/Trend analysis on different parameters.
3. Interchanges, Forecasting
4. Holding, EKM, HOR, Insight etc.

INTEGRATED COACHING MANAGEMENT SYSTEM (ICMS)

OBJECTIVES

1. Optimum utilization of each coach.

2. Monitoring condition of the coaching rakes, their locations, arrival, departure.
3. Planning and rescheduling of rakes& idle coaches.
4. Timely maintenance (POH) and repairs& enhancing the service.
5. Providing MIS for Coaching Operations.
6. Thus improving the image of the Railways.
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MODULES IN ICMS

1. Punctuality Module (PAM)

2. Coaching Maintenance Module
3. Time-tabling Module
4. Coaching Operations Information System
5. COIS Data Entry Module
PAM – PUNCTUALITY ANALYSIS AND MONITORING
Analysis of
a. Punctuality loss & its causes.
b. Train running – From originating/ Terminating and interchange points.
c. Causes for detention. And Data Input at HQRs level.
CMS – COACHING MAINTENANCE MODULE
Analysis of,
a. Depot activities related to coaching maintenance operations.
b. Mechanical and electrical maintenance.
c. Includes module for Material Management & Manpower data.
d. Data input given at CDO level
TIME-TABLING MODULE
a. Simulation of ,
 suitable timings & best available path
 For planning & running of all kinds of trains
b. Optimum utilization of rake link
c. Generation of all time-tabling documents.
d. Data input given at Zonal HQ level
COIS- COACHING OPERATIONS INFORMATION SYSTEM
It generates reports for management of Coaching Stock. Data input given from Stations or
Coaching Yard level
COIS Data Entry Module
It maintains database pertaining to,
 Rake Links, Yard Infrastructure, Train Schedules etc.
 Data input given at Zonal HQ level