ACCIDENTS AND UNUSUAL OCCURRENCES

CHAPTER VI
ACCIDENTS AND UNUSUAL OCCURRENCES
6.01 Accident or obstruction:-

(1) When a report of any accident or obstruction is received by the Station

Master, he shall see that all necessary precautions are taken by the most
expeditious means possible, for the protection of traffic.

(2) If an accident happens to a train, the Station Master shall arrange for all
necessary assistance to be sent to the train.

(3) The Station Master shall, as soon as practicable, report each accident in
accordance with special instructions.

S.R.6.01 (i) When Station Master receives information regarding an accident or

obstruction or any condition which is likely to endanger safe working of trains on
a section, he shall immediately apprise the Station Master of the adjacent
station, Controller on duty and all concerned, by telephone and take further
action for prompt relief and assistance.

S.R.6.01 (ii) (a) If trains can be passed over such a section without endangering safety,
the Station Masters shall issue Caution Orders, with the necessary information
to Loco Pilots of trains entering the section from either end, in accordance with
Rule 4.09.

(b) If the passing of trains over such a section is considered dangerous to

safety and should be prevented, the Station Masters shall not allow any train to
enter such a section, from either end, until advice is received from a
responsible Engineering official that the section is safe for the passage of
trains.

(c) “Rail fracture” or “Weld failure” should be treated as an obstruction and track
protection should be arranged till the obstruction is cleared and a “fit certificate”
is issued by an Engineering official not below the level of Trackman. Gate
keepers of Engineering LCs are also authorized to attend to emergency repairs
in case of Rail Fracture / Weld failure and issue Fit certificate'. Such a fit
certificate shall be issued by Engineering official after completing the necessary
emergency repairs by provision of fish plates/screw clamp (with or without rail
closure), adjusting sleepers close to the rail fractures/weld failure and spiking.
Once the emergency repairs have been completed to permit train movements
over the spot safely, the obstruction shall be deemed to have been removed
and issue of fit certificate by the Engineering official. The speed of all trains
over the fractured rail / failed weld where emergency repairs have been
completed and “fit certificate” issued by the authorized Engineering official will
be 20 Kmph. Raising of the speed upto 30 Kmph can be authorised
subsequently by the JE / P.Way or SSE / P.Way after his inspection, execution
of temporary repairs and certification. The normal speed may be restored after
the completion of the permanent repairs.

Note:- In the case of fracture of fish plates / combination fish plates, an Engineering official not below
the rank of Trackman or a Gateman of an Engineering LC is authorised to replace the defective
fish plate and to certify the track as fit for passage of trains with SR of 20 Kmph.
(Correction Memo No. 1 / 2012 dated 09.03.12)

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(d) In electrified section, an obstruction shall also be deemed to mean any

masts (assemblies), broken droppers, snapped catenary/contact wire fouling
the vehicle gauge or the movement of the pantograph of electric rolling stock.
Such cases shall immediately be reported to the Traction Power Controller or to
the Station Master of the nearest station. No further movement of trains shall be
permitted to take place in the section until certified by the Traction Power
Controller or Traction Distribution Supervisor.

S.R.6.01 (iii) When an assisting train or engine is ordered in these circumstances, it

shall run as an untimed-hour special, on Line Clear, upto the station at the near
end of the obstructed section; but it shall enter the obstructed section on the
“Authority to proceed without Line Clear”(T/A 602).

S.R.6.01 (iv) The official in-charge of the relief operations shall arrange for the
clearance of the obstruction. On removal of obstruction the speed at which
through running is to be resumed shall be advised by the concerned
Engineering/Electrical official as the case may be. On receipt of this written
advice, the Station Master shall resume traffic, advising all concerned.

6.02. Working in case of accident or failure of communications:-

In case of accident to the line or to any train, or failure or interruption of

communications, or in an emergency, trains shall be worked between
stations in accordance with special instructions.

S.R 6.02 (i) Rules and regulations for sending a relief engine/train into an occupied block
section

(1) When the block section is obstructed due to reasons such as accident, engine
failure or any other reason, any number of relief trains/engines may be sent into
the obstructed block section from either end as may be necessary and the Loco
Pilot of such trains shall be issued with „Block Ticket to proceed without line
clear‟ in form T/A 602.
In the event of the block section being totally obstructed by the Engineering
Department, only material trains, motor trollies, dip lorries, wiring trains and
other departmental trains are permitted to enter the section, on the authority of
T/A 602.

(2) Before preparing this authority, the Station Master shall examine the Train
Signal Registers, Train Message Books, Working Time Tables, Train Notice
Register and Caution Order advices and also contact Control and the Station
Master at the other end.

(3) This authority shall be prepared in triplicate clearly and legibly. All columns shall
be completely and correctly filled without alternation or mistake. It shall be
signed in full by the Station Master. In case of any error, the word “Cancelled”
shall be written across it and a fresh authority shall be prepared and issued.
The cancelled authority shall be retained in its place or pasted on the triplicate
copy, if already detached.

Note: The location of the obstruction or the engine / Brakevan / first vehicle/last vehicle shall be
mentioned in Clause 2 of “Block Ticket to Proceed without Line Clear” in Form T/A 602.

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(4) The Guard and Loco Pilot shall examine this authority carefully and ensure that
all columns are completely filled in without any mistake or alternation in any of
the entries, that the date, station names and the number and description of the
train and it is signed in full by the Station Master. If any error is detected, it shall
be returned to the Station Master and a fresh authority shall be obtained.
(5) All trains shall be stopped at the station for the purpose of issue of this
authority.
(6) All the entries relating to the train dealt on this authority shall be made in red ink
in Train Signal Register.
(7) When a train arrives at the station with this authority, the Station Master shall
enter the number and description of the train and the time of its arrival in Train
Signal Register, obtain the signature of the Guard or the Loco Pilot in the case
of light engine against the entry for the train and then exchange message as
per clause (9) below.
(8) If the train returns to the starting station, the Station Master shall comply with
the provisions of clause (7) above and make the relevant entries in Train Signal
Register on the line referring to the train.
(9) For each train clearing section at either end of the block section, the Station
Master shall exchange the following messages.

No …………………………….
My /Your Private Number……………Train (No …………and
description), …………….cleared section here at …… Hrs.……mts.

No ………………
My /Your Private Number……………Train (No …………and
description), ……………. cleared section here at …… Hrs.……mts

(10) On both the single line and double line sections, the speed shall not exceed 15
kilometres an hour during day when view ahead is clear and 10 kilometres an
hour during night or when view ahead is not clear.
(11)Any other cautions available in the block section shall also be mentioned in this
authority.
(12) In thick, foggy or tempestuous weather or in dust storm Loco Pilot shall proceed
at walking speed whistling repeatedly, preceded at an adequate distance by
one man on foot with hand signals on double line sections and by two men on
foot one displaying red light and the other carrying fog signals ready for
immediate use on single line.
(13) Both by day and night, train shall be piloted by a railway servant equipped with
hand signals and detonators through tunnels.
(14) During night, if the engine is not fitted with electric head light or if the electric
head light is not in working order, the train or the light engine shall be preceded
at an adequate distance by a railway servant carrying detonators and exhibiting
a red light ahead to stop any approaching train.
(15) A sharp look out shall be kept at all times and the Loco Pilot shall be prepared
to stop short of any obstruction.

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(16) When approaching the station ahead, the Loco Pilot shall bring his train to a
stand in rear of First Stop signal on single line sections and sound one long
continuous whistle. When the train is running in the wrong direction, the Loco
Pilot shall bring his train to a stand opposite to the First Stop signal pertaining to
the correct line or the Last Stop signal pertaining to the wrong line on which he
is running whichever he comes across, first and sound one long continuous
whistle.
If no one turns up from the station within 10 minutes, he shall send his assistant
immediately to the station or the cabin to inform the Station Master or
Cabinman of the arrival of the train. The train may be received by taking off the
reception signals.
(17) The working of trains on this authority shall be discontinued and the normal
working resumed when the cause for the issue of this authority no longer exists.
(18) The Station Master who issues this authority shall make a special report of the
circumstances under which it was issued to the Divisional Railway Manager
(Traffic).
SR. 6.02 (ii) Rules and regulations for working of trains during total Interruption of
communications on Single Line
1. In the event of total interruption of communications occurring between two
adjacent block stations i.e. when Line Clear cannot be obtained by any one
of the following means stated in order of preference viz.
(a) Block Instruments, Track circuiting or Axle counters;
(b) Telephones attached to Block Instruments;
(c) Station to station fixed telephones, wherever available;
(d) Fixed telephone such as Railway Auto phones and BSNL phones;
(e) Control Telephone;
(f) V.H.F sets under special instructions, but not as the sole means of
communication on sections where passenger trains run. The instructions
laid down as under, shall be followed for working trains between block
stations.
Note: These instructions shall also be followed whenever during total interruption of communications
and on accident to a train or track or other obstructions precludes the use of one of the lines on a
double line section. (Correction Memo No. 8 dated 29.01.07)
2. The Station Master who has a train to despatch through the affected block
section shall open communication by establishing contact with the Station
Master of the block station at the other end of the affected block section by
sending an engine or self-propelled vehicle or any other vehicle given below,
in the order of preference laid down:-
(i) Light engine;
(ii) Train engine, after it is detached from the train by the Loco Pilot on
instructions from the Station Master on duty;
(iii) Motor Trolley/Tower Wagon duly accompanied by a Guard or by a Station
Master other than the Station Master on duty;
(iv) Trolley/Cycle Trolley/Moped Trolley duly accompanied by a Guard or by a
Station Master other than the Station Master on duty;
(v) Diesel car/Rail Motor Car/EMU Rake after ensuring that all passengers
have detrained.

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3. Before the Light Engine/Train Engine/Motor Trolley/Tower Wagon/

Trolley/Cycle Trolley/Moped Trolley/Diesel Car/Rail Motor Car/EMU Rake is
sent into the affected block section to open communication, the Loco
Pilot/Motorman/ Guard/Station Master being sent to do so shall be advised
by the Station Master on duty of the circumstances in which and the purpose
for which he is being sent. The Station Master on duty shall also satisfy
himself that the Loco Pilot/Motorman/Guard/Station Master being sent to
open communication thoroughly understands the rules of working of trains
during total failure of communications on the single line. If the Loco
Pilot/Motorman/ Guard/ Station Master who is being sent to open
communication, is not conversant with the rules for working of trains during
total failure of communications on single line, the Station Master on duty
shall explain these rules to such staff. The Station Master on duty shall also
obtain the signature of the Loco Pilot/Motorman/ Guard/Station Master on
„Authority for opening communication during total interruption of
communication on single line section‟, in token of such staff having fully
understood the circumstances in which and the purpose for which he is
being sent and the rules for working of trains during total failure of
communication of single line.

4.1 Before despatching the Light Engine/Train Engine/Motor Trolley/Tower

Wagon/Trolley/Cycle Trolley/Moped Trolley/Diesel Car/Rail Motor Car/EMU
rake, the Station Master on duty shall hand over “Authority for opening of
communication during total interruption of communication on single line
section‟ (T/B 602) to the Loco Pilot/Motorman/Guard/Station Master who is
being sent to open communications, which includes:-
(i) An “Authority to Proceed Without Line Clear”.
(ii) A Caution Order, specifying the speed upto which the engine or self-
propelled vehicle referred to in para 2 may run in the affected block section.
(iii) An Authority to pass the Last Stop signal in the “On” position in case there
is a Last Stop signal at the station.
(iv) A Line Clear Enquiry message addressed to the Station Master of the block
station at the other end of the affected block section asking for Line Clear
for the train waiting to be despatched to his station.
(v) A conditional Line clear message to the Station Master of the block station
at the other end of the affected block section permitting him –
(a) To return the Light Engine/Train Engine, either light or attached to a train
waiting to be despatched from his station, or attached with another
engine; or
(b) To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake running by
itself; or
(c) To return Motor Trolley/Cycle Trolley/Moped Trolley either running by
itself or loaded in a train waiting to be despatched from his station.

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4.2 The Line Clear Enquiry Message asking Line Clear for the trains to be
despatched through the affected block section, and the Conditional Line
Clear Message for the return journey of the engine or self-propelled vehicle
or other vehicle referred to in para 2, as the case may be, shall be written
out, on the prescribed form T/B 602 (in case of one train) or T/E 602 and T/B
602 (in case of more than one train) respectively for being sent through the
Loco Pilot/ Motorman/Guard/Station Master going to open communications,
and these messages shall also be entered in the Line Clear Books.

(i) The Line Clear Enquiry Message shall be worded as follows:-

Message No. _____________ On return of _______________ * will
line be clear and kept Clear for Train No.
________________________waiting to proceed?

* The particulars of the engine either returning light or attached to a train or

attached to another engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU
Rake/Motor Trolley or Trolley or Cycle Trolley or Moped Trolley running by
itself or loaded in a train, as may be applicable, shall be correctly filled in
while preparing the form.

4.3 The Loco Pilot/Motorman/Guard/Station Master going to open

communication shall, on receipt of „Authority for opening communication
during total interruption of communication on single line section‟ (T/B 602)
sign in the original and carbon copy in token of his having understood its
contents. (Correction Memo No. 7 dated 07.12.06)
4.4 In case a light engine or an engine and brake van is to be despatched to
proceed to the next block station and then continue its journey onward after
arrival at the next station and is not meant for opening communications, the
Loco Pilot of engine or the engine and brake van, shall be given with the
„Authority for opening communication during total interruption of
communication‟ (T/B 602) duly cancelling „Line Clear Enquiry Message and
Conditional Line Clear Message‟ portion of the form. Should it be necessary
to despatch another light engine or another engine and brake van in the
same direction, an interval of at least 30 minutes shall be allowed to lapse
before despatch.
4.5 The Last Stop Signal shall not be taken „Off‟, while permitting an engine or
self-propelled vehicle or other vehicle to proceed to the next station on
„Authority for opening communication during total interruption of
communication on single line section‟ (T/B 602).
5. After an engine or self-propelled vehicle or other vehicle is despatched to the
next station to open communication with Line Clear Enquiry Message, and a
Conditional Line Clear Message to the next station for the return journey of
the engine or self-propelled vehicle or other vehicle, no other train or engine
or self-propelled vehicle or vehicle shall be allowed to leave the station and
proceed in the same direction until the engine or self-propelled vehicle or
other vehicle sent to open communication returns. This does not, however,
prevent an engineering official going into the section on push trolley for his
work on a section on which push trolley does not run on Line Clear.

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6. (a) The engine or self-propelled vehicle or any other vehicle proceeding on

„Authority for opening communication during total interruption of communication
on single line section‟ (T/B602) shall switch on the Flasher light wherever
provided and shall proceed at a speed not exceeding 15 kilometres per hour by
day and when the view is clear and 10 kilometres per hour during night or when
the view is obstructed, making free use of engine whistle or horn of the self-
propelled vehicle, where provided. In chick, foggy or tempestuous weather or in
dust storm etc. when visibility is impaired, the engine or self-propelled vehicle,
or other vehicle proceeding on „Authority to Proceed Without Line Clear‟ shall
proceed at walking pace making repeated use of the engine whistle or horn of
self-propelled vehicle, where provided, preceded at an adequate distance by
two men on foot, one displaying a red light and the other carrying fog signals
ready for immediate use. Normally one of these men shall be provided by the
Station Master from his Group D Staff and the other from the crew of the engine
or the person whose Motor Trolley/Trolley/Cycle Trolley/Moped Trolley is being
used. In case of singly manned self-propelled vehicle, both these men shall be
provided by the Station Master. The Station Master on duty shall explain to both
of them their duties, in the presence of the Loco Pilot/Motorman/Guard/Station
Master in charge of the self-propelled vehicle or other vehicle being sent to the
next station and satisfy himself that they have understood the same.

(b) Both by day and night, a tunnel must not be entered until the Loco
Pilot/Motorman/Guard/ Station Master has ascertained that it is clear. Should
there be any doubt, the engine or other vehicle etc. should be piloted by a
railway servant equipped with hand signal and detonators. Before entering the
tunnel the head lights, side and tail lights and other lights (where provided) shall
also be switched on.

(c) No obstruction of the line beyond the outermost facing points shall be
permitted until the return of the engine/Tower Wagon/Diesel Car/Rail Motor
Car/EMU Rake/Motor Trolley/Cycle Trolley/Moped Trolley.

7. In the event of an engine/self-propelled vehicle/other vehicle, proceeding on

„Authority for opening communication during total interruption of communication
on single line section‟ (T/B 602) meeting in the mid-section, an engine/ self-
propelled vehicle/other vehicle sent from the other end, the Loco Pilots/
Motormen/Guards/Station Masters, as the case may be, shall, taking into
consideration the importance of the train for which Line Clear is sought, the
distance from the nearest station, gradients to be encountered, the presence of
catch sidings etc. decide to which of the two stations, the engines/self-propelled
vehicle/vehicles should proceed. Before proceeding, the engines or self-
propelled vehicles shall, if possible, be coupled up. If the engines/self-propelled
vehicles cannot be coupled up they should run at a safe speed and at adequate
distance apart. In the case of Motor Trolley/Push Trolley/Cycle Trolley/Moped
Trolley, meeting an engine and brake van /Diesel Car/Rail Motor Car/EMU
Rake, the Motor Trolley/ Push Trolley/Cycle Trolley/Moped Trolley shall, if
possible, be loaded in the Brake Van/Diesel Car/Rail Motor Car/EMU Rake.

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8. On sighting the station to which it is/ they are proceeding, the leading
engine/self-propelled vehicle/other vehicle shall stop outside (i.e. In rear of) the
First Stop signal of the station. The engine or self-propelled vehicle or other
vehicle following the leading engine/self-propelled vehicle/other vehicle, shall
stop at a safe distance behind the leading engine/self-propelled vehicle/other
vehicle. The Station Master shall be advised of the stoppage outside the First
Stop signal either by using the engine whistle/horn of the self-propelled vehicle,
if provided, or by sending a competent railway servant if necessary. The
engine/vehicle shall not enter the station until permitted by the Station Master to
do so either by taking „Off‟ the relevant signals or through other means.

9. When the engine or engines/self-propelled vehicle or self-propelled

vehicles/other vehicle or vehicles have been admitted into the station, the
„Authority for opening communication during total interruption of communication
on single line section‟ with the Line Clear Enquiry Message and the Conditional
Line Clear Message (T/B 602 and/or T/E 602) giving the Line Clear for the
return journey shall be delivered to the Station Master on duty who shall keep
this document in his safe custody. On the Authority of the Conditional Line
Clear Message for the return journey the Station Master on duty shall make out
a Conditional Line Clear Ticket (T/G 602 or T/H 602) and hand it over to the
Loco Pilot/Motorman/Guard/ Station Master to return to the Block station with
his engine (either light or attached to a train or another engine or a self-
propelled vehicle if one is waiting to proceed in that direction)/self-propelled
vehicle/other vehicles.

10. In case of the engine or self-propelled vehicle or other vehicles returning to the
station from which he was sent without reaching the next station, the „Authority
for opening communication during total interruption of communication on single
line section‟ (T/B 602) shall be taken back by the Station Master on duty at the
station from which this was issued and cancelled.
11. Station Master on duty before despatching the engine either light or attached to
a train/self-propelled vehicle/other vehicle, in the return journey shall hand over
to the Loco Pilot/Motorman/ Guard/Station Master, „Conditional Line Clear
Reply Message‟ ((T/F 602) for the „Line Clear Enquiry Message‟ (T/B 602
and/or T/E 602), giving Line Clear for the train waiting at the other station,
thereby authorizing the Station Master at that station to start the waiting train on
complete arrival of the engine, either light or attached to a train/self-propelled
vehicle/other vehicles at his end.

Note: The particulars of the engine either returning light or attached to a train or attached to another
Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor Trolley or Trolley/Cycle Trolley
or Moped Trolley running by itself or loaded in a train as may be applicable shall be correctly filled
in while preparing the form (T/F 602).

12. On the return journey, engine either light or attached to a Train/Diesel Car/Rail
Motor Car/EMU Rake/Train loaded with Motor Trolley/Push Trolley/ Cycle
Trolley/Moped Trolley may run at booked speed observing speed limits in the
Working Time Table and other relevant rules. The Motor Trolley /Push
Trolley/Cycle Trolley/Moped Trolley returning by itself may run at their normal
speed observing the rules governing their running on Line Clear.

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13. On reaching the station, the engine either light or attached to a train/self-
propelled vehicle/other vehicles shall again stop outside (i.e. In rear of) the First
Stop signal of the station and thereafter be guided by the instructions from the
Station Master, who may arrange to receive it by taking „Off‟ the relevant
signals or otherwise.

14. On arrival at the station the „Conditional Line Clear Reply Message‟ (T/F 602)
shall be handed over to the Station Master who, in turn, shall prepare
Conditional Line Clear Ticket for the waiting train.

15. If there be an even flow of trains in both directions, Enquiry and Conditional
Line Clear Messages for each succeeding train may be sent through the Guard
of the preceding train.

16. The arrival and departure time of all trains, engines, trollies etc. which are
passed under the above rules must be recorded in the Train Signal Register.

17. If the Station Master at one end of the interrupted section has more than one
train to despatch in the same direction before another train is normally expected
from the opposite direction, he shall, in such cases, send the available engine
of a train to obtain „Line Clear‟ not only for that train but also for the following
trains which may be waiting or expected at his station. In the Line Clear Enquiry
Message (Form T/E 602), it shall be stated that these latter trains will be
despatched after the first train at intervals of 30 minutes. After the Loco Pilot
returns with the Line Clear for the required number of trains to the station at
which he had left the train, the Station Master shall despatch the first train on
the authority of the individual Line Clear for the trains and shall also endorse on
that Line Clear that a particular train (giving its number and description in full)
shall follow at a specified interval. The Station Master shall give similar
information to the Guard also in writing.

When despatching the second and subsequent trains, the particulars of the last
preceding train along with its time of departure will be endorsed on the
Conditional Line Clear Ticket as also the particulars of the train, which would
follow. The Conditional Line Clear Ticket for the last train in the series should
be endorsed with the particulars of the preceding trains together with their time
of departure.

While adopting this procedure, the Guard and the Loco Pilot should be
instructed to keep a sharp look out and be prepared to stop short of any
obstruction.

18. When a train is stopped in the block section for any reason, the Guard shall
immediately exhibit a hand danger signal towards the rear and ensure that the
tail board or the tail light is correctly exhibited. If the stoppage is on account of
accident, failure, obstructions or other exceptional cause and the train cannot
proceed, the Loco Pilot shall sound the prescribed code of whistle to apprise
the Guard of the fact, whereupon the Guard shall protect the train by placing
one detonator at 250 metres from the train on the way out and 2 detonators, 10
metres apart, at 500 metres from the train, irrespective of the gauge. When a
train is detained outside the signals and if the detention exceeds or is likely to
exceed 10 minutes, the train shall be protected accordingly. In the absence of
the Guard the duty of protecting the train shall devolve on the Loco Pilot

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19. When trains follow one another, no train shall be backed. In exceptional
circumstances when it may be unavoidable to back a train, the train shall be
backed only after providing protection by placing one detonator at 250 metres
and 2 detonators, 10 metres apart, at 500 metres from the point upto, which the
train is to be backed.

20. Trains must continue to work on this system until anyone of the means of
communications, mentioned in Sub-Rule 1 is restored by the competent
authority.

21. As soon as anyone of the means of communications has been restored, the
Station Master must send an advice to the Station Master at the other end of
the section on form T/I 602.
On receipt of the above message, the Station Master at the other end of the
station must acknowledge in the bottom portion of the form T/I 602.

22. Line Clear shall not be obtained or given by any one of the means of
communication restored, until both the Station Masters are satisfied that all
trains and engines etc. despatched from their stations have arrived complete at
the other station. Even if communication is restored immediately after the
departure of the light engine/self-propelled vehicle/any other vehicle referred to
in Sub-Rule 2, sent under „Authority for opening communication during total
interruption of communication on single line section‟ (T/B 602) normal working
shall not be resumed until the light engine/self-propelled vehicle/any other
vehicle reaches the next station and both the Station Masters are satisfied
under exchange of Private Numbers that no light engine/self-propelled
vehicle/any other vehicle is on the section. Thereafter an intimation about this
shall be given to Section Controller also on controlled section, if communication
with Section Controller has been restored and normal working resumed. If,
however, communication with Section Controller has not been restored along
with restoration of communications between two stations, the Section Controller
shall be advised of the position immediately on restoration of communication
with him.

23. On the section where total interruption of communication occurs, the

Transportation Inspector of the section, must scrutinize the train passing
records of the station and submit his report to the Divisional Railway Manager
(Traffic) within 7 days of the resumption of communication.

SR 6.02 (iii). Rules and Regulations for Working of Trains During Total Interruption of
Communications on Double Line Section.

1. In the event of total interruption of communications occurring between two

stations on a double line section, i.e. when „Line Clear‟ cannot be obtained by
any one of the following means stated in order of preference viz:

(a) Block Instruments, Track circuiting or Axle counters;

(b) Telephones attached to Block Instruments;
(c) Station to station fixed telephones wherever available
(d) Fixed telephone such as Railway Auto phones and BSNL phones.
(e) Control Telephone;

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(f) V.H.F sets under special instructions but not as the sole means of
communication on sections where passenger trains run. The following
procedure shall be adopted for running of trains.
(Correction Memo No. 8 dated 29.01.07)

2. Before any train is allowed to enter a block section in advance, it shall be

brought to a stop and the Loco Pilot and the Guard of the train shall be advised
of the circumstances by the Station Master on duty.

3. The Station Master shall give an authority for working of trains during total
interruption of communication on double line section (T/C 602) to the Loco Pilot
of each train which shall include:-
(a) An Authority to Proceed without Line Clear.

(b) A Caution Order restricting the speed to 25 kilometres per hour over the
straight and to 10 kilometres per hour when approaching or passing any
portion of the line where the view ahead is not clear due to curve, obstruction,
rain, fog, or any other cause;

(c) An authority to pass the Last Stop signal in the „On‟ position.

4. In the event of a Loco Pilot approaching or passing any portion of the line
where the view ahead is not clear, a railway employee with hand signals must
be sent in advance to guide the further movement of the train. A sharp look out
ahead should be kept and the engine whistle freely used.

5. No train shall be allowed to enter the block section until there is a clear interval
of 30 minutes between the train about to leave and the train which has
immediately preceded.

6. Fixed Signals except the Last Stop signal may be taken „Off‟ for the despatch
and reception of trains. The First Stop signal shall, however, be taken „Off‟ only
after the train has been brought to a stand outside it.

7. A tunnel shall be entered only after it has been ascertained that it is clear. In
case of any doubt, the train should be piloted by a railway employee equipped
with hand signals and detonators.

8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a
hand danger signal to prevent the approach of a train from the rear and protect
it if necessary.

9. When a train is stopped in the block section for any reason, the Guard shall
immediately exhibit a hand danger signal towards the rear and also ensure that
the tail board or the tail light is correctly exhibited. If the stoppage is on account
of accident, failure, obstruction or other exceptional cause and the train cannot
proceed, the Loco Pilot shall sound the prescribed code of whistle to apprise
the Guard of the fact whereupon the Guard shall protect the train by placing
one detonator at 250 metres from the train on the way out and two detonators,
10 metres apart, at 500 metres from the train, irrespective of the gauge. When
train detained outside signals and if the detention exceeds or is likely to exceed
10 minutes, the train shall be protected as above. In the absence of the Guard,
the duties of protecting the train shall devolve on the Assistant Loco Pilot.

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10. No train shall be backed. In exceptional circumstances when it may be

unavoidable to back a train, the train shall be backed only after providing
protection by placing one detonator at 250 metres and two detonators, 10
metres apart, at 500 metres in rear of the point upto, which the train is to be
backed.

11. Before entering a tunnel, the head lights, side and tail lights and other lights
(where provided) shall also be lit.

12. While approaching the station ahead, the Loco Pilot must bring his train to stop
outside the First Stop signal and sound continuous whistle (or any other code
as prescribed by special instructions). If no one from the station turns up within
10 minutes, the train shall be protected as per Para 9 above and the Loco Pilot
may send his Assistant Loco Pilot immediately thereafter, to the station or to the
cabin to inform the Station Master or Cabinman of the fact that the train is
waiting at the signal for admission into the station.

13. The Loco Pilots of all trains shall make over the Form T/C 602 to the Station
Master of the station at the other end of the affected section. These shall be
kept by the Station Master in his safe custody for inspection by the
Transportation Inspector of the section, who shall prepare a report on the
working of trains and shall forward the same along with his report to the
Divisional Railway Manager (Traffic) within 7 days of communication.

14. A record of all trains passed over the affected block section on T/C 602 during
the course of total interruption of communications, shall be maintained in the
Train Signal Registers at both the stations concerned.

15. Trains must continue to work on this system until any one of the means of
communications, mentioned in Sub-Rule (1), is restored by the competent
authority.

16. As soon as any one of the means of communications has been restored the
Station Master must send a message to the Station Master at the other end of
the section on Form T/I 602.

On receipt of the above message, the Station Master at the other end of the
section must acknowledge in the bottom portion of the form (T/I 602).

17. Line Clear shall not be obtained or given by any one of the means of the
communication restored until both the Station Masters have satisfied that all
trains and engines etc. despatched from their stations have arrived complete at
the other stations. When the trains referred to in para (14) above have arrived
complete at the stations, after restoration of „communication‟, their No. and
arrival time will be communicated to the other Station Master concerned under
exchange of Private Numbers. Thereafter, intimation about this shall be given to
Section Controller also, on controlled sections, if communication with the
Section Controller has been restored, and normal working resumed. If however,
communication with Section Controller has not been restored along with
restoration of communications between two stations, the Section Controller
shall be advised of the position immediately on restoration of control
communication.

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18. On the section where total interruption of communication occurs, the

Transportation Inspector of the section, must scrutinize the train passing
records of the station and submit his report to the Divisional Railway Manager
(Traffic) within 7 days of the resumption of communication.

SR. 6.02 (iv) (a) – Rules and regulations for single line working on a double line
section when one line is obstructed

1. Whenever an accident to a train or track or other obstruction precludes the use

of one of the lines on a double line section, the traffic may temporarily be
worked over single line under one of the following systems :-

(a) By obtaining “Line Clear” on electrical speaking instruments, or

(b) By the installation of single line block instruments and “Shunting Limit Boards”
demarcating the block section in the wrong direction, if the affected line is
likely to remain out of use for a substantial period.

2. When it desired to introduce temporary single line working on double line, on

electrical speaking instruments, the Station Master at one end of the affected
section shall on receipt of reliable information in writing that one line is clear,
take steps to introduce temporary single line working, on that line in
consultation with the Section Controller and the Station Master of the station at
the other end of the section.

3. If there is any reason to suspect that the line over which temporary single line
working is to be introduced, is also fouled or damaged, temporary single line
working must not be introduced until a responsible engineering official of the
rank not less than that of a JE/P. Way has inspected that section and certified
that the road is safe for passage of trains.

4 Single line working shall be introduced between the nearest stations provided
with cross-over between Up and Down line on either side of the obstruction. If
there is an Intermediate Block Hut between the above two stations, the same
shall be treated as closed and the commutator/operating handle of the Block
instrument at such Block Huts shall be kept locked in “Train on line” position
throughout the period single line working is in force. The commutators/operating
handles shall be locked also in that position, with SM‟s key, whenever possible.
In cases where it is not possible to keep the commutators/operating handles in
“Train on line” position as in Daido instruments, the Block instruments shall be
put out of use and a Caution Indictor hung on the handle of the Block
instruments. The signals at such Block Huts shall be kept in the “On” position
throughout this period and such signals shall be passed by the Loco Pilots on
the written authority in the prescribed form issued by the Station Master of the
adjoining block station in operation.

5. All trains will be worked in accordance with the rules for the use of electric
speaking instruments on single line and „Line Clear‟ shall be obtained on the
telephone attached to Block Instrument or Station to station telephones or fixed
telephones such as Railway Auto Phones/ BSNL phones or Control telephone
or VHF sets (under special instructions, but not as the sole means of
communication on sections where passenger trains run).
(Correction Memo No. 8 dated 29.01.07)

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6. At all stations on the portion of the section on which single line working has
been introduced, the commutators/operating handles of the Block Instruments
pertaining to both obstructed and unobstructed line shall be kept in „Train on
Line‟ position throughout the period single line working is in force. The
commutators/operating handles shall be locked also in that position with SM‟s
key, wherever possible. In cases where it is not possible to keep the
commutators/operating handles in „Train on line‟ position, as in Daido
instruments , the Block instruments shall be put out of the use and Caution
Indicators hung on the handle of the Block Instruments. At the stations, if the
train is running on the wrong line all fixed signals shall be kept in the „On‟
position.

7. After ascertaining that one of the lines is clear for the passage of traffic, the
Station Master proposing single line working shall issue a message containing
the following information under exchange of private numbers, to the Station
Master at the other end of the affected section.

(a) cause of introduction of single line working;

(b) the line in which the single line working is proposed,
(c) source of information that the said line is clear,
(d) place of obstructions,
(e) restriction of speed, if any, on the line,
(f) names of intermediate stations if any, which would be out of use,
(g) assurance that the trap points, if any, have been spiked or clamped and
padlocked.
(h) assurance that if the train is running on the right line, the Last Stop signal shall
be kept in the „On‟ position. In case the train is running on the wrong line, all
fixed signals shall be kept in the „On‟ position and
(i) the number and the timings of the last train which arrived or left the block station
issuing the message.

8. On receipt of acknowledgement from the Station Master, confirmed by a Private

Number, single line working may be introduced. „Line Clear‟ will be obtained on
telephone attached to Block Instruments or Station to station fixed telephones
or Fixed telephones such as Railway Auto Phones and BSNL phones or
Control Telephone or VHF sets (under special instructions, but not as the sole
means of communication on sections where passenger trains run) and trains
run on Authority for temporarily single line working on Double line (T/D 602) in
accordance with the instructions contained in this book and Block Working
Manual. (Correction memo No.08 dated 29.01.07)

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9. The Loco Pilot of each train shall be handed over an authority for Temporary
single line working on double line section indicating:
(i) the line on which the train or light engine is to run;
(ii) the kilometrage between which the obstruction exists;

(iii) any restriction of speed which may have been imposed by way and works
staff;
(iv) an assurance to the effect that any trap points on the line in question have
been spiked or clamped and
(v) authority to pass the Last Stop signal in the „On‟ position. In case the Last
Stop signal is the Starter, in addition to the written authority, he shall also be
shown hand signal at the foot of this signal.

10. The Loco Pilot of the first train to inform all Gatemen and Gangmen on the way
about the introduction of temporary single line working and specifying the road
on which the train will run. This information shall be conveyed through the Loco
Pilot of a subsequent train also, if necessary.

11. The speed of the first train passing over the temporary single line, will be
restricted to 25 kilometres per hour. Subsequent trains may run at their booked
speed, subject to observance of other speed restrictions imposed by way and
work staff.

Note: The Loco Pilot shall switch “ON” the flasher light of the train engine while running on the wrong
line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not
switched, “ON”, they shall stop the train immediately.”

12. When a train is stopped between stations on account of accident, failure,

obstruction or other exceptional cause and the Loco Pilot finds that it cannot
proceed, it shall be protected as per Rule 6.03.

13. In case of a train proceeding on the right line:-

(a) The Last Stop signal of the station in rear of the affected section shall be
passed at „On‟ position on the basis of the written authority issued by the
Station Master in the prescribed form T/D 602. In case the Last Stop signal is
the Starter, protecting any points, hand signals shall also be shown at the foot
of this signal.
(b) The approach Stop signals, if any, at the station in advance of the affected
section, may be taken off.

14. In case of a train proceeding on the wrong line:

(a) The train shall be piloted out of the station on form T/511 issued by the Station
Master after all the facing points have been correctly set and padlocked and
trailing points correctly set, over which the trains will pass.
(b) On approaching the next station the Loco Pilot shall bring his train to a stop
opposite to the First Stop signal pertaining to the right line or the Last Stop
signal pertaining to the wrong line (on which he is running), whichever, he
comes across first.

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(c) The Station Master of the station in advance shall depute railway servant in
uniform at the foot of the signal (whichever the train would encounter first) who
shall stop the train on hand danger signal and thereafter pilot it into the station
on a written authority [Refer SR 5.10(i)] issued by the Station Master.

(d) If the Loco Pilot finds that no railway servant in uniform has been deputed at
the foot of the signal to pilot the train into the station, Rule 4.44 shall be
observed.

15. All the cross over points in the facing direction over which the train shall
proceed, while temporary single line working is in force, shall be clamped and
padlocked.

16. Resumption of normal working-

(a) On receipt of a written certificate from a responsible Engineering official that
the obstructed track is free and safe for passage of trains, the Station Master
will issue a message to the other station or stations, as the case may be,
under exchange of private numbers and decide, in consultation with Section
Controller, the train after passage of which, normal working shall be
introduced.
(b) When double line working is resumed the Block Instruments and all fixed
signals, including those of intermediate Block Huts which were treated as
closed, shall be brought into use immediately. An entry shall also be made in
the Train Signal Register of all stations concerned showing the time when
double line working was suspended, time when single line working was
introduced and the time when normal working was resumed. The Loco Pilot of
the first train entering the section after resumption of double line working shall
inform all Gatemen and Gangmen on the way about the resumption of normal
working.

17. All the records in connection with the temporary single line working shall be
retained at the station and the Transportation Inspector of the section shall
scrutinize and submit his report to the Divisional Railway Manager (Traffic)
within 7 days of the resumption of normal working.

SR 6.02 (iv) (b) Rules and regulations for Single line working on double line during Total
interruption of communication.

The following rules must, in addition to rules prescribed in „Rules and

Regulations for working of trains during total interruption of communication on
single line‟, be observed by the staff.

1. Whenever an accident to a train or track or other obstruction, precludes the use

of one line on double line section during total interruption of communications,
single line working shall be introduced only after a responsible official of the
Engineering Department, not less than a JE/P.Way, has certified that the other
line on which single line working is to be introduced is free and safe for passage
of trains. The fit certificate shall be given only to the Station Master of the
station at that end of the affected section for which the unobstructed line shall
be the right line for despatching trains. On receipt of this certificate the Station
Master will follow the rules prescribed for opening of communication.

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2. Loco Pilots of all trains, including light engine, shall be given a Caution Order
on which, the following shall be stated clearly.
a) The line on which the train is to run;
b) Kilometrage where the obstruction exists;
c) Any restriction of speed, which may be imposed by Way and Works staff;
d) Any assurance to the effect that any trap points on the line in question have
been spiked and clamped.

3. All the cross over points in the facing direction, over which the train shall
proceed, while temporary single line working is in force, shall be clamped and
padlocked.

Note: The Loco Pilot shall switch “ON” the flasher light of the train engine while running on the wrong
line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not
switched “ON”, they shall stop the train immediately.”

4. In the case of a train proceeding on the right line:

(a) The Last Stop signal of the station in rear of the affected section may be
passed in the „On‟ position on T/B 602 issued by the Station Master. In case
the Last Stop signal is the Starter, hand signals shall also be shown at the foot
of this signal.
(b) The approach Stop signals, if any at the station in advance of the affected
section, may be taken „Off‟.

5. In the case of train proceeding on the wrong line:

(a) The train shall be piloted out of the station on Form T/511 issued by the
Station Master after all the facing points have been correctly set and locked
and trailing points correctly set over which the train will pass.
(b) On reaching the next station, the Loco Pilot shall bring his train to a stop
opposite the First Stop signal pertaining to the right line or the Last Stop signal
pertaining to the wrong line (on which his train is running), whichever he
comes across first.
(c) The Station Master of the station in advance shall depute a railway servant in
uniform at the foot of the signal (whichever the train would encounter first) who
shall stop the train on hand danger signal and thereafter pilot it into the station
on a written authority issued by the Station Master. (Refer SR 5.10 (i))

6. It will be the responsibility of the person in-charge of the first engine or self-
propelled vehicle or other vehicle, sent under T/B.602 to inform all the Gatemen
and Gangmen enroute about the introduction of temporary single line working
and also the line on which it is proposed to run the train. This information shall
be conveyed through the Loco Pilot of a subsequent train also, if necessary
through a caution order.

7. Resumption of normal working:

(a) If after the introduction of single line working, communication is restored
between the two affected stations, the trains will continue to run under SR
6.02 (iv) (a) until action is taken in accordance with the instructions contained
in these rules for the cancellation of the procedure.

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(b) If, however, before communication is restored, the other line is certified fit for
traffic, trains shall be worked, in accordance with the instructions for running of
trains during total interruption of communications on a double line section.

6.03. Protection of trains stopped between stations:-

(1) When a train is stopped between stations on account of accident, failure

obstruction or other exceptional cause and the Loco Pilot finds that his
train cannot proceed, he shall apprise the Guard of the fact by sounding
the prescribed code of whistle, or through walkie talkie or other means and
exchange hand danger signals with him. Then the Guard shall immediately
exhibit a hand danger signal towards the rear and check-up that the tail
board or tail light is correctly exhibited and switch „on‟ flasher light if
provided in the rear of his brake van. The Guard and Loco Pilot shall then
immediately take the following action in the rear and the front:-

(i) On a single line section or a section of double or multiple lines when

temporarily worked as a single line section:-

(a) The Guard shall either himself go back or send a competent person to
protect the train. If the Guard has deputed a competent person to protect
the train, then he shall go to the Loco Pilot for consultation.

(b) The person going back to protect the train shall continuously show his
hand danger signal to stop any approaching train, and in addition to his
hand signal, shall take detonators and place them upon the line on which
the stoppage has occurred, as follows:-

One detonator at 600 metres from his train, to be placed on the way out and
three detonators, 10 metres apart, not less than 1200 metres from his train
or at such distance as has been fixed by special instructions.

Provided that on the metre and narrow gauge the first detonator shall be
placed at 400 meters and the three detonators 10 metres apart, not less
than 800 metres or at such distance as has been fixed by special
instructions, from the place where the train has stopped.

(c) if a person other than the Guard has gone back to protect the train, he shall
after taking action as per sub-clause (b), continue to show his hand danger
signal to stop any approaching train, until he is recalled.

(d) When the Guard has himself gone back to protect the train, he shall after
taking action as in sub-clause (b) depute a competent person, if available
to show a hand danger signal to stop any approaching train until he is
recalled, and shall himself return to his train to ascertain the cause.

(e) Unless the Guard has succeeded in getting another competent person to
show a hand danger signal, as in sub-clause (d) he shall after consultation
with the Loco Pilot once again return to the place at which he placed three
detonators, showing his hand danger signal to any approaching train and
continue to do so until he is recalled.

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(f) When the Guard or the person deputed by him is recalled, he shall leave
down the three detonators and on his way back pick up the intermediate
detonator.

(g) On a section of double or multiple lines, if assistance has been asked for,
or on a single line section or during temporary single line working on a
section of double line or multiple lines, the Loco Pilot shall at once show a
danger signal to the front, and proceed to protect the train in front in the
manner prescribed in clauses (b) and (f) either by going himself or by
sending his Assistant Loco Pilot or some other competent person; and

(h) Should any train be seen approaching, the person going to protect the train
shall immediately place one detonator on the line, as far away from the
disabled train as possible and will continue to show his hand danger signal
to stop any approaching train. If the person has already placed one
detonator at 600 or 400 metres in BG or MG/NG respectively he will again
place one detonator as far away from the train which has met with the
accident.

(ii) On a double line section where trains on the two lines run in the
opposite direction:-

(a) As soon as the Loco Pilot comes to know that his train has met with an
accident he shall at once switch „on‟ the flasher light and switch off the
headlight and thereafter either go himself or send his Assistant Loco Pilot
or some other competent person to protect the adjacent line in front in the
manner prescribed in clause (i) above.

The Guard shall himself first immediately proceed ahead to assist and
ensure protection of the adjacent line in front in the manner prescribed in
clause(i) above and if a competent person is available send him to protect
the train in the rear in the manner prescribed in clause (i) above.

(b) In case it is not known whether the adjacent line is obstructed or not-

The Loco Pilot shall take action to protect the adjacent line as mentioned
above.

The Guard shall proceed towards the engine watching the train carefully. If
the Guard finds that the adjacent line is obstructed he shall proceed ahead
to assist and ensure protection of the adjacent line as mentioned above. In
case he finds that the adjacent line is not obstructed he shall after
consultation with Loco Pilot, go back to protect the train in the rear in the
manner prescribed in clause(i) above, if he has not already sent another
competent person for the purpose.

(iii) On a multiple line section with unidirectional traffic on the nominated

lines:-

(a) As soon as the Loco Pilot comes to know that his train has met with an
accident, he shall at once take action to protect the adjacent line/lines in
the manner prescribed in clause (ii) above.

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 ACCIDENTS AND UNUSUAL OCCURRENCES

(b) As soon as the Guard comes to know that his train has met with an
accident, he shall at once protect such adjacent line/lines in the manner
prescribed in clause (i) above.

Note: - (i) The distance referred to as 400 metres and 800 metres on metre Gauge and
Narrow Gauge and Narrow Gauge under G.R.6.03(b) has been increased to 500 metres and
1000 metres respectively.

(ii) The Gangmate and Gangmen shall assist Guards of trains in the
placing of detonators when called upon to do so.
S.R.6.03(i) When a train is stopped between stations on account of accident, failure,
obstruction or other exceptional cause and the Loco Pilot finds that his train
cannot proceed, the Loco Pilot shall give four short whistles and show a red flag
by day and a red light moved up and down, at night, towards the Guard of the
train until the Guard acknowledges this signal by repeating it.
Note: - In cases other than accidents, action as detailed in these rules shall be taken only if the stoppage
is likely to exceed 15 minutes in non-automatic signalling territories.

S.R.6.03(ii)(1) Whenever the Loco Pilot of an electric/diesel loco hauled train or the
Motorman/Guard of an Electric Multiple unit of suburban train, experiences
sudden jerk/heavy lurch, dropping of vacuum/Air pressure etc. or stops due to
accident, failure (including tripping of traction power on OHE in the electrified
section) obstruction or other exceptional cause either at stations or in between
stations on a section with two or more lines or having parallel tracks side by
side, the Loco Pilot/Motorman/Guard (or the Assistant Loco Pilot in the event of
Loco Pilot being unable to do so) shall switch “on” the flasher light to attract the
attention of the Loco Pilot/Motorman of a train approaching from the opposite
direction on the adjacent/parallel track.
The Loco Pilot/Motorman/Guard shall then first arrange for the protection of any
adjacent/parallel line or lines as laid down in the G.R.6.03 and then only
proceed to protect the line on which train is standing.

In case it is not known whether the adjacent track is obstructed or not, the Loco
Pilot shall take action to protect the adjacent track as said in the G.R 6.03 and
the Guard in case of Double line shall proceed towards the engine watching the
train carefully. If the Guard finds that the adjacent line is obstructed, he shall
proceed ahead to assist and ensure protection of the adjacent line. In case he
finds that the adjacent line is not obstructed, he shall after consulting the Loco
Pilot go back to protect the train in rear, in the manner prescribed, if he has not
already sent another competent person for the purpose. In case of Twin single
Lines and parallel lines where trains run in both directions the Guard shall first
protect the adjacent line/lines in the rear and then proceed towards the engine
carefully watching the adjacent line /lines for any obstruction.

If subsequently the adjacent line/lines are found to be free from obstruction, the
protection may be removed except where it is desired to stop an approaching
train to obtain assistance.

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2. The Loco Pilot/Motorman of the train coming in the opposite direction on the
adjacent/parallel track, on seeing the flashing light shall immediately bring his
train to stop as near the engine/cab of the train on the other line as possible
and find out from the Loco Pilot /Motorman of the latter, the cause for putting on
the flashing light. Only after confirming that the line on which he is to proceed is
free from obstruction, he shall resume his journey. In case he finds that the line
on which he is to proceed is obstructed he shall arrange for the Guard of his
train to protect the train in rear as laid down in the General Rules
6.03.However, if the train (coming from the opposite direction) is a light engine
or a train without Guard, the duties of the Guard shall devolve on the Loco Pilot
or on a Railway Servant deputed by him.

3. The Guard/Loco Pilot/Motorman shall first arrange for the protection of any
adjacent/parallel line or lines as laid down in the General Rules 6.03. and then
only proceed to protect the line on which train is standing.

4. After the train has been protected in accordance with the General Rule 6.03 the
Guard and the Loco Pilot/Motorman shall proceed towards each other, on the
left hand side of the train (as from the brake-van/Guard‟s cab towards the
engine/Loco Pilot‟s cab) for consultation. If no railway servant has been sent in
order to take his stand at the spot where the three detonators have been
placed, the Guard himself shall after consulting the Loco Pilot/Motorman,
proceed to that spot and take his stand there until he is recalled.

S.R.6.03 (iii)(1) The Guard shall then, during day, fix one red flag on the side lamp
bracket of his brake-van (on the side where it can best be seen from the
engine) and at night, reverse the side lamp (of his brake-van) on that side, to
show red towards the engine; he shall also ensure that, during day, the tail
board is in position and, that at night, the tail lamp and side lamps are burning
brightly and then arrange to protect the rear of the train, in accordance with
Rule 6.03. On seeing the Guard‟s stop hand signal, the Loco Pilot shall at once
arrange to protect front in accordance with Rule 6.03.

(2) After the train has been protected, the Guard and the Loco Pilot shall
proceed towards each other, on the left hand side of the trains (as from the
brake-van towards the engine) for consultation.

S.R.6.03(iv) When the whole train is again ready to proceed, the Loco Pilot shall
recall the railway servant protecting the train by sounding one long continuous
whistle. After the railway servants have returned, the Guard shall give the
signal for starting.

S.R6.03(v) Whenever a Loco Pilot is compelled to bring his train to a stand on a

steep grade, for any reason and then is unable to haul his train from the place
where he has come to a stop, he shall invariably back to the bottom of the
grade, come to a dead stop and then attempt to restart, he shall not try to
move forward while the train is till moving backward, as this would result in the
breakage of couplings. Before restarting, he shall get the signal for starting
from the Guard.. The Guard shall not give the signal for starting (to the Loco
Pilot) until the train has come to a dead stop after backing.

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6.04. Trains unusually delayed:-

(1) If a train carrying passengers does not arrive within 10 minutes or if a

goods train does not arrive within 20 minutes after allowing for its normal
running time from the station in rear, The Station Master at the station in
advance shall immediately advise the station in rear and the Control of this
fact. Thereafter on double or multiple lines the Station Masters at either end
of the block section shall immediately stop all trains proceeding into the
block section on adjacent line or lines in either direction and warn the Loco
Pilots and Guards of such train by issue of suitable Caution Orders and
shall also ascertain the whereabouts and the condition of the delayed train.

(2) The action mentioned above shall be taken earlier, should the
circumstances so require.

S.R.6.04 (i)(a) On receipt of advice, the Controller shall immediately warn the stations
where break-down trains, medical relief vans and medical chests are located to
arrange to keep them in readiness to be moved immediately on receipt of
further advice and keep himself constantly in touch with the situation thereafter
and take such further action as may be necessary.

(b) The Guards of trains carrying passengers shall, when their trains are
delayed in the block section for more than 10 minutes, inform the Controller
through portable telephone, the cause and probable duration of the delay.

S.R.6.04 (ii): - The Station Masters at either end of the block section shall also send
one of the traffic staff out on the block section to fetch information about the
whereabouts and condition of the delayed train and nature of assistance, if any
required.

6.05. Sending advice of accident or break down:-

If the engine is, for any reason unable to proceed, the Guard or in his
absence the Loco Pilot, shall convey, by the most expeditious means,
advice to the nearest station, stating the location, nature and cause of the
accident, and if assistance has been asked for, the train shall not be moved
until such assistance arrives, provided that if the train is subsequently able
to move, it may do so at walking pace but not unless a competent railway
servant has been sent with hand signals and detonators to protect the
train, such railway servant keeping at least 400 metres in advance of the
train, the other end of the train being protected in a similar manner.
S.R.6.05 (i)(a) If, for any reason, a train is brought to a stand, the Loco Pilot shall apply
the formation brake immediately. If the detention exceeds 15 minutes, the hand
brake of the locomotive shall also be applied. If such a stoppage happens to be
on a grade 1 in 260 or steeper the following additional precautions shall be
taken:
1. On trains carrying passengers, the Guard shall apply the hand brakes in the
brake van and also apply sprags or wedges as the case may be to the wheels
of two vehicles nearer to the descending gradient.

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2. On Goods trains, hand brakes of atleast one third of the wagons on the train,
or ten wagons behind the engine and five wagons inside the brake van,
whichever is more, shall be pinned down in addition to the application of the
Guard‟s hand brake in the brake van. Special care shall be taken for the trains
with special type of wagons such as BOXs, BOBs, BRHs, BOIs etc., which are
fitted with roller bearings while taking the above precautions.
3. The Loco Pilot shall take extra care in securing his train whenever the loco
has failed or the train has stopped due to loco trouble including failure of
overhead power supply in electrified sections. The Loco Pilot shall apply the
brakes as stated in the above paras before trouble shooting. The Loco Pilot
shall also advise the Guard through walkie-talkie to secure the
train. (Correction Memo No.5/2008 dated 23.12.2008.)

(b) When the train is expected to start, proper vacuum/air pressure must be
recreated/recharged as the case may be and the vacuum brake/air pressure
must be applied/destroyed, before the sprags, wedges or scotch blocks etc.
are removed and/ or the hand brakes released. Thereafter, the vacuum/air
brakes may be released to start the train.

(c) The Loco Pilot himself or in his direction, the Loco Pilot/Assistant Loco Pilot
shall be responsible for the application and release of the hand brakes of the
wagons behind the train engine. The Guard of the train shall be responsible
for similar action with regard to the wagons inside the brake van.
(d) Considering the condition of the brake power on the train ,the Loco Pilot shall
take additional precautions as mentioned in sub-rule (i) (a) above, during the
stoppage of his train even on gradient flatter than 1 in 260 to avoid roll
back/runaway. (Correction Memo No.5/2008 dated. 23.12.2008)
S.R.6.05 (ii) Whenever a train is stopped between stations on account of any of the
circumstances mentioned in Rule 6.03, the Guard of the train shall, after
protecting the train immediately contact the controller on duty through portable
telephone (if provided) and take orders from him. If communications with
Control is not obtainable or if he is not provided with a portable telephone, he
shall promptly send a report of the accident in the quickest possible manner to
the nearest (accessible) block station or station connected with control. For this
purpose, a train coming in the opposite direction on double line may be stopped
and the report sent through the Guard or Loco Pilot of that train; or else, a
magneto telephone in a nearby gate lodge connected to the adjacent block
station may be used. If it is known that there is total interruption of
communications, the report shall be sent to the Station Masters of the block
stations at both ends of the block section.
S.R.6.05.(iii) If the Loco Pilot is present at the site of the accident, he shall be
consulted and the report shall be signed by both the Guard and the Loco Pilot.
If the Loco Pilot is not present (as in the case of a train parting and the Loco
Pilot going away with the front portion out of sight), the report shall be prepared
by the Guard and signed by him alone; the Guard using his judgment and
discretion as to what assistance has to be asked for.
S.R.6.05(iv) The report in Form ACC.3 shall contain the kilometreage, time and date of
the accident and shall give full particulars of the nature of the accident and the
kind of relief, if any, required.

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S.R.6.05(v)(a) In the absence of facilities on the spot as detailed in S.R.6.05(i), the

report shall be sent by the engine, when the Loco Pilot and his staff can be of
no assistance at the spot, or when it is imperative as in the case of injury to
passengers calling for prompt medical assistance, that the news of the accident
shall be conveyed more speedily than it would be possible to convey it by a
messenger on foot. When the engine is detached from the formation in mid-
section and despatched with the report, the procedure laid down in Rule
6.09.shall be strictly observed.
(b) As the next alternative, the report shall be sent by the Guard through the
Brakesman or a Gangman, if available, or Assistant Loco Pilot, the name and
designation of the messenger and the time of despatch of the report being
recorded on the report itself. The messenger may be sent by a fast conveyance
like jeep, car, bus etc., if readily available at the time. Otherwise the report shall
be carried on foot with the greatest possible speed being passed on from one
gang to another till the station is reached. If the Assistant Loco Pilot cannot be
spared and no Brakesman or Gangman is available or can be spared, the
report shall be sent through any other railway servant if none is available or can
be spared, the report shall be sent through any reliable person, the Guard, in
consultation with the Loco Pilot, using his judgment and discretion as to who is
to be sent according to nature of the accident and urgency, to ensure speedy
despatch of the report.
(c) On the way out, the messenger or the Loco Pilot carrying the report shall
inform the Gatemen at the level crossings which they pass, of the obstruction
,and warn them to be prepared for unusual and in the case of Double line,
wrong line movement. The messenger shall not stop and wait for the Gateman
or the Loco Pilot shall not stop his train for this purpose if the Gateman is
absent; It shall be clearly understood that no time is lost on this account. The
Gatemen shall inform the adjacent station, if telephone communication is
provided.

S.R6.05(vi) The Station Master receiving the report of the Guard and Loco Pilot under
Rule 6.05, shall pending instructions from the Divisional Railway Manager, if
facilities for furnishing the required assistance and relief are available at his
station ,take the initiative and arrange directly for such assistance forthwith, in
consultation with the local Mechanical, Electrical and Engineering officials,
without waiting for his superior‟s orders. The Station Master shall immediately
contact the Controller on duty, and also take orders from him.

S.R6.05 (vii)(a) The Station Master taking action under S.R 6.05 (v) shall, without
delay, send a message by telephone, detailing the nature of the accident, the
arrangements which had already been made for rendering assistance and the
kind of relief still required, to the Station Master at the other end of the block
section, the depot officials in-charge of the depot stations at both ends of the
runs of the Loco Pilots concerned and the depot officials in-charge at the
nearest depot stations immediately on either side of the obstructed section, the
Divisional Railway Manager and the Traffic Inspector.

(b) The nearest depot stations receiving the message shall, if an engine is
available, immediately send out the assistance called for and advise, by
telephone, the engine-changing station on the other side of the obstructed
section, with copy to the other officials mentioned in clause (a) of S.R.6.05 (vii).
If necessary, relief engine may be sent from the depot stations on both sides of
the obstructed section.

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S.R.6.05 (viii) On receipt of the report, the Station Master shall, in addition to taking
action under Rules 6.01 and 6.05,act in accordance with the Accident manual.
Note:- The distance 400 metres referred to in general Rule 6.05 above has been increased to 500
metres in M.G/N.G. and 600 ,metres in B.G. on this railway.

6.06. Train in a block section without authority to proceed:-

(1) When a Loco Pilot becomes aware in a block section that he does not have
an authority to proceed or a proper authority to proceed, he shall
immediately stop the train.
(2) The train shall be treated as an obstruction in the block section and
protected as such, in accordance with rule 6.03.
(3) The Guard, or in his absence the Loco Pilot, shall convey the report of the
occurrence to the nearest block station by the most expeditious means and
the train shall thereafter move only in accordance with the instructions
which may be issued by the station Master to whom the occurrence has
been reported:
Provided that when a proper tangible authority to proceed is lost on the
run, the Loco Pilot may proceed to the next station and report the
occurrence to the Station Master.

S.R.6.06 (i)(a) When a Station Master receives report of the occurrence through
Brakesman or Assistant Loco Pilot from the Guard or Loco Pilot in terms of
Rule 6.06(3), he shall exchange numbered messages with the Station Master at
the other end notifying the occurrence, suspend the block instrument working,
prepare a memo, confirmed by a Private Number, in the following form:-

To
The Loco Pilot of Train No……….(Description) at Km.
…………between……………..station and ……………..station.

I hereby acknowledge receipt of your report for having entered the block section
without authority to proceed/proper authority to proceed.* I have exchanged
message with the Station Master at the other end and I hereby authorize you to
proceed to…….. ……Station. Private No………………(words)………(figures).

Station………………… ……………………………………….
Date…………………… Signature of the Station Master.

*Strike out which ever is not applicable

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S.R 6.06(i)(b) The above memo shall be conveyed to the Loco Pilot of the train in
section through the messenger by the most expeditious means. The restarting
memo shall be prepared in duplicate and the Station Master shall get the
signature of the messenger on the duplicate copy with the time of handing over
of the memo. The messenger shall show the memo to the Guard who shall
initial it with time and pass it on to the Loco Pilot. The train shall then be
restarted. The Station Masters at either end shall ensure that no other train is
dispatched into the block section till the complete arrival of the train. On arrival
of the train, the Station Master shall inform the Station Master at the other end
of the block section by a message, supported by a private Number of the
complete arrival of the train at his station. The Loco Pilot shall hand over the
improper authority to proceed, if any, to the Station Master who shall submit the
same to the Divisional Railway Manager along with a special report.

While starting the train forward with the memo, the Loco Pilot shall remove the
detonators placed on the line in advance of the train.

(c) Whenever control working is in operation and when the Guard or Loco Pilot
is able to contact the Controller from the site through portable telephone, the
Guard or Loco Pilot shall send the report to the Station Master through the
Controller and the Controller shall ensure that the Station Master sends out the
memo to the Loco Pilot through an authorized member of the station staff in
order to save undue detention to the train. The Loco Pilot or Guard need not
send a message to the station through Brakesman or Fireman or Assistant
Loco Pilot if they are able to ascertain from the controller that the latter has
initiated action in sending the memo from the station.

(d) On sections worked under “One Train Only” system, the Station Master of
the base station may convey the particulars of the memo to the Station Master
or other railway official at the other terminal who, in turn, will prepare the memo
and send it to the Loco Pilot for restarting the train whenever the train is
stopped in midsection nearer to his station and the report of the occurrence is
sent to him.

S.R6.06(ii) Should a train leave a block station without proper authority to proceed, the
Station Master of the block station in advance shall not receive it by taking ”Off”
signals. He shall arrange to receive the train from the First Stop signal-
(a) by issuing orders on the signal post telephone, where provided, under special
instructions; or
(b) By delivering the prescribed authority [T/369-(3b)] at the foot of the signal by a
competent railway servant.

S.R.6.06 (iii) When a proper tangible authority to proceed is lost on the run or when the
token cannot be extracted from the siding point lock or token exchanger box at
an outlying siding, the Loco Pilot may proceed at the normal speed to the next
block station and report the matter to the Station Master on duty.

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6.07. Report of conditions likely to affect running of trains to Controller or

centralized Traffic Control Operator:-

(1) Loco Pilot, Guards and Station Masters shall advise the Controller or
the Centralised Traffic Control Operator of any known conditions or
unusual circumstances likely to affect the safe and proper working of
trains.

(2) The Controller or the Centralised Traffic Control Operator, on becoming

aware of such defect or failure, shall inform the same to the railway servant
responsible for the maintenance of the equipment and other railway
servants concerned.
S.R 6.07(i) In the event of the Loco Pilot and or / Guard experiencing any abnormal
condition in the track over which his train has passed and he considers that the
portion of the track over which his train has passed is detrimental for safe
running of subsequent trains, will take action as under:-

(a) Stop his train at the next block station without clearing of the block section
and inform the Station Master through available means of communication not to
permit any train from either end of the affected block section in case of single
line and from the rear in case of double line. In case of IBS and Automatic
Block territories, the Loco Pilot must inform the Station Master and Loco Pilot of
trains already left stations in the rear through available means of
communication to stop movement of trains.

(b) Proceed further only after satisfying himself that Station Master has clearly
understood so as not to permit further movement over the line until a written
memo indicating the details of the occurrence is received by Station Master
from the Loco Pilot. He will then again stop at the station at a convenient place
so as to deliver the written memo to the Station Master.
(c) The Station Master on receipt of such a memo must issue a message
addressed to the Station Master of the block station at the other end of the bock
section and JE/SSE/P.Way, Assistant Engineer, Divisional Engineer, Chief
Controller and Divisional Operations Manager.

(d) Arrange to despatch by rail maintenance machine/Tower Wagon/Light

engine or in their absence a train accompanied by an engineering official with a
caution order to the effect to stop dead sufficiently short of the expected portion
of the track. The engineering official accompanying will inspect the track and
shall allow the train to pass only after satisfying that the track is safe for the
passage of train and advise the condition of the track and any restriction of
speed to be imposed to the Station Master personally or through written memo
which may be sent through the Loco Pilot.
(e) In the absence of engineering officials the train with a caution order
instructing the Loco Pilot to stop dead before the affected kilometers and after
satisfying himself about the condition of track pass over the track in question at
10 kmph or if he finds the line unsafe to pass return to station in rear. If the
Loco Pilot is not able detect any thing doubtful, subsequent trains shall be
despatched with a speed restriction of 10 kmph till the track is certified to be
safe by engineering officials.

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(f) If the condition as reported earlier is confirmed by the Loco Pilot no train
movement shall be allowed till certified to be safe by engineering officials.
Note: In case the Guard of the train experiences any abnormal occurrence in the track while working
his train, he must inform the Loco Pilot of his train through walkie-talkie or other available means
of communication between the Loco Pilot and the Guard about the occurrence, after which the
Loco Pilot take action as mentioned in SR 6.07 (i) (a) & (b) . In the event of Guard unable to
contact the Loco Pilot, he should take action to stop the train and inform the Loco Pilot.

S.R6.07 (ii) As soon as information of sabotage or likely sabotage, bomb blast

explosion etc. to the track, bridges or other fixed installation is received, the
Station Master who becomes aware of it, will stop movement of trains in the
affected clock section as well as on adjacent lines on double/ multiple line
sections and will take action as per S.R6.07 (i) (d) in consultation with the
Section Controller except that only rail maintenance machine, tower wagon,
Light engine shall be sent to ascertain for the line to be safe for the movement
of the trains.

S.R6.07 (iii) In the event of the Loco Pilot and / or Guard experiencing any obstruction
or any other unsafe condition, on or near the track adjacent to the line over
which his train has passed and which in his opinion is detrimental to safe train
running, will take the following remedial action:-
(a) immediately switch on the flasher light of his loco
(b) inform the Station Master(s) concerned / Control through the available means
of communication , and concurrently
(c) stop his train and proceed with danger hand signals to protect the line in
question in terms of GR 3.62
(d) thereafter, he will continue journey to the next station cautiously keeping
flasher light on and
(e) be prepared to stop any incoming train approaching on the affected line by
communicating on walkie- talkie or other available means of communicating
and exhibiting danger hand signal;
(f) on arrival at the next station he shall inform the Station Master through a
written memo about the occurrence;
(g) on receipt of such information the Station Master must take action as per SR
6.07 (i) (c) to (f). (Correction Memo No. 2 / 2008 dated 09.06.08)

S.R.6.07 (iv) Station Master and others who receive intimation from Government
officials, or Village authorities, or any person likely to give reliable information,
of the unsafe condition of the bunds of tanks or rivers, shall at once notify the
same, by telephone, to the Divisional Railway Manager, Assistant Engineer,
JE/SSE/P.Way and the Station masters at both ends of the block section likely
to be affected and also the Controller on duty, if control working is in operation.
The Station Master at both ends of the block section likely to be affected shall
stop all trains, run through trains being stopped out of course, and issue
Caution Orders in accordance with rule 4.09. Particulars of the river or
tank/bund reported to be unsafe shall be given in the Caution Order, the
following being added at the end:-

“Observe special caution” and reduce the speed as necessary and do not in
any case exceed a speed of 15 KMPH during day and clear weather and
10 KMPH during night or when the view ahead is not clear.

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S.R.6.07 (v) All information regarding circumstances or conditions likely to affect the
safe and proper working of trains given by Loco Pilots, Guards and Station
Master and the instructions given by the Controller or the Centralized Traffic
Control Operator to the above mentioned staff shall be recorded in a special
register to be maintained in the Control office for this purpose.

S.R.6.07 (vi) The Station Master in the Centralised Traffic Control territory shall
maintain the details in a register.

6.08. Train Parting:-

(1) If any portion of a train should while in motion become detached-
(a) The Loco Pilot shall use his judgment to keep the front portion in motion,
if possible until the rear portion has been brought to a stand so as to
avoid the chance of a collision between the two portions; and sound the
prescribed code of whistle to inform the Guard of the parting,
(b) The Guard or Guards in the rear portion shall-
(i) do all they can to prevent a collision with the front portion, and
(ii) promptly apply their hand-brakes, where provided, and

(c) The Loco Pilot of banking engine, if any shall bring the rear portion to a
stand and sound the prescribed code of whistle to attract the attention of
the Loco Pilot in the front portion.

(2) As soon as the rear portion of a train has been brought to a stand, the
Guard of the train shall protect that portion in accordance with Rule 6.03
both in the front and the rear, and take steps to secure the vehicles in
stationary position by pinning down hand brakes and wherever necessary
and prescribed by special instructions by use of sprags and chains also.
(3) The Guard shall indicate the parting of the train, by waving in repeated
motions a green flag by day, or white light by night, up and down vertically
as high and as low as possible.
(4) When both portions of a parted train are brought to a stand within sight of
each other and it is possible and safe to couple them, the train shall be
coupled with due caution under hand signals from the Guard provided
necessary precautions have been taken to secure the rear portion in the
manner described in sub-rule (2).
(5) If the Loco Pilot of the parted train has already reached the block station in
advance before he could bring the front portion to a stop he shall instantly
warn the Station Master of the parting as also the railway servant in charge
of a cabin, if passed on the way, and shall not give up the tangible authority
to proceed if any till the block section is cleared of all the vehicles of his
train.
(6) The duties of the Guard specified in this rule shall devolve on the Loco
Pilot in the absence of the Guard.

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S.R.6.08 (i)(a) The prescribed code of whistle in terms of Rule 6.08(i)(a) is one long,
one short, one long, one short whistle. The same whistle has to be given by him
in acknowledgment of hand signals given by the Guard as an indication that the
train has parted.
(b) If there is a banking engine, the Guard can take the assistance of the
banking engine crew to protect the train in rear.
S.R.6.08 (ii) The Guard shall secure the rear portion, by applying the hand brakes of
his brake-van and all vehicles on the train if the gradient is steeper than 1 in
400, or the hand brakes of atleast 12 vehicles on the train if the gradient is 1 in
400 or less, Also while protecting the rear portion, the rear of the parted portion
shall be protected first and then the front.
S.R.6.08 (iii) When the Loco Pilot is not sure of the parting but has reason to suspect,
by the lightness of the pull or the sudden extra acceleration caused or, by
other means, that his train might have parted, he shall at once look back and
make sure and if it is known that a parting has actually occurred, the action
detailed in Rule 6.08 shall be taken. In the absence of flags by day, the Loco
Pilot shall indicate parting to the Guard by moving his arm up and down
vertically as high and as low as possible

S.R.6.08 (iv) Should a Brakesman become aware of the parting, he shall

(1) If the parting is between his brake-van and the rearmost brake-van exhibit the
hand signals prescribed in sub-rule(3) of Rule 6.08 to warn that the train has
parted. He shall not apply his van brake, until the rear portion has been brought
to a stand

(2) If the parting is between his brake-van, and the engine, immediately apply his
van brake and exhibit the hand signals prescribed in sub-rule (3) of Rule 6.08.

S.R.6.08 (v)Whenever the parted portions stopping within sight of each other are
coupled up, the coupling and hose pipe connections shall be checked up jointly
by the Guard and Loco Pilot before restarting the train to preclude the
possibility of another parting occurring on the further run. If, for any reason, it is
found not possible to couple together the two parted portions, the two portions
shall be dealt with according to Rule 6.09.

(vi) Whenever the Loco Pilot reaches the next block station with the parted front
portion without delivering the token to the Guard, he shall not hand over the
same to the Station Master until the block section is certified clear by the Guard
and the Station Master advises the same in writing, to the Loco Pilot. The
Station Master shall issue the “authority to proceed without line clear in Form
T/A 602 ” to the same engine or any other relief engine or train proceeding into
the obstructed section to clear the rear portion.

S.R.6.08 (vii) Whenever train partings occur in mid-section in addition to taking action
under Rule 6.08. to clear the block section, the station Master shall arrange to
issue suitable Caution order to the following train. The Loco Pilot of the
following train in such cases should report on the conditions of the track such
as misalignment or distortion of the track to the Station Master whereupon he
shall take necessary action.

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6.09. Portion of train left in a block section:-

(1) When a train stopped in a block section has to be divided in consequence

of an accident or the inability of the engine to take the whole train forward
the Guard of the train shall immediately take steps to protect the rear
portion of his train in accordance with Rule 6.03.

(2) If the engine is capable of proceeding either with or without vehicles, the
Guard shall, after taking action as provided for in sub-rule(1) and before
uncoupling, put down the brakes and shall if necessary otherwise
carefully secure the rear portion of the train to ensure its remaining
stationary.

(3) When the Guard has taken action as provided for in sub-rule (2) he shall
give a written permission to the Loco Pilot, to uncouple and proceed to
the next station and may, if he thinks fit, give him written instructions to
return on the same line.

(4) On sections of the single line where token working is in force, the Loco
Pilot shall, before leaving any portion of his train in a block section , hand
over the token to the Guard from whom he shall obtain a written receipt.
The Guard shall retain the token until the block section has been cleared
of all vehicles of his train.

(5) At night or in thick, foggy or tempestuous weather impairing visibility, as

soon as the engine, whether with or without vehicles is drawn forward,
the Guard shall-
(a) protect his train in the front also in accordance with Rule 6.03,and
(b) also see that a red light is shown on the front vehicle of the rear portion
of the train.

(6) When the front portion of the train is taken forward, no tail lamp or tail
board shall be placed on the rear vehicle of that portion of the train but
the Guard shall give its number in full in the written permission referred to
in sub-rule (3)

(7) On entering a station with the knowledge that the block section in rear is
obstructed, the first duty of the Loco Pilot is instantly to warn the Station
Master of the fact. If a cabin is to be passed on the way to the station, the
railway servant in charge of the cabin shall also be informed of the fact.

(8) When, under written instructions referred to in sub-rule (3), the engine is
to be brought back, the Guard shall, until the arrival of the engine,
continue to remain in rear of the portion of the train left in the block
section and shall not permit a following train, if any, to move any of the
vehicles under his charge.

(9) (a)The Loco Pilot shall not bring his engine, with or without vehicles, back
on the same line unless he has received written instructions under sub-
rule (3) from the Guard to do so.

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(b)In addition, on a multiple line section, the Loco Pilot shall also have a
written authority from the Station Master who shall ensure that no train is
diverted on to or crossing the same line on that portion of the track over
which the said Loco Pilot would be returning.

(c)The Station Master before giving such written authority shall obtain
necessary assurances as prescribed by special instructions from the
Station Masters having diversion facilities and also inform the Controller
of the circumstances.

(10) On double or multiple line sections, the Loco Pilot may under instructions
from the Station Master, take the train back on the proper line, according
to the system of working, until he can cross on to the line on which he
has left the rest of his train and may then proceed by that line and after
attaching the engine shall work the train to the station to which he is
directed.

(11) When moving under written instructions against the direction of traffic on
a double line, or against the established direction of traffic on a single
line, the Loco Pilot shall proceed cautiously and make frequent use of the
prescribed code of whistle.

S.R.6.09 (i)(a) Whenever a Loco Pilot has to stop his train between stations in order to
divide the train, in consequence of an accident or the inability of the engine to
haul the whole train forward, he shall apprise the Guard, by giving one long,
one short, one long, one short whistle and then bring his train to a stand on a
level portion of the road unless special circumstances render such a procedure
unsafe. If it is not possible to work the train on to a level portion and
consequently the train has to be divided when it is standing on a grade steeper
than 1 in 400,or when the engine has to be detached immediately (as in the
case of a vehicle being on fire) the Guard shall, whether it is a vacuum braked
train or not, apply the hand-brake of his brake-van and also the hand-brakes of
all the vehicles on the train and in addition also insert the wooden wedges,
provided for this purpose, hard against the wheels, to prevent the vehicles from
rolling back.
(b) After protecting the rear portion of the train in accordance with Rule 6.03,
the Guard shall proceed towards the engine, on the left hand side of the train
(as from the brake-van), for consultation with the Loco Pilot and the Loco Pilot
shall also proceed, on the same side of the train towards the brake-van, to meet
the Guard.

S.R.6.09. (ii)(a) The Guard shall prepare the written permission referred to in Rule
6.09(3) in form T/ 609 in duplicate, hand over the original to the Loco Pilot and
get his signature on the duplicate. The Guard shall, before handing over form
T/609 recover the tangible authority to proceed from the Loco Pilot and sign for
it in the Loco Pilot‟s Rough Journal book. The Guard shall also send a written
report to the Station Master of the next block station, through the Loco Pilot,
giving details of the occurrence and assistance as required in Form ACC.3

Note:- Immediately the tangible authority to proceed is recovered by the Guard its currency as
“Authority to proceed” ceases.

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(b) Form T/609 shall not be given by the Guard or accepted by the Loco Pilot,
until both have satisfied themselves that the portion of the train to be left behind
is properly secured against moving backward or forward. To ensure this the
brakes acting on the engine and front portion of the train shall be released to
prove that the brake power of the rear portion of the train is sufficient to prevent
it from moving.
(c) On the way out, the Loco Pilot shall warn the Gatemen at the level crossings
in terms of S.R.6.05 (iv)(c).
(d)(1) The Loco Pilot who is taking his engine forward, with or without vehicles,
on the authority of form T/609 leaving part of his train behind in the block
section, shall, while being admitted by the taking “Off” of the reception signals,
bring his engine to a stand short of the outermost facing points of the station
and indicate that his train is incomplete by giving one long, one short, one long,
one short whistle.
(2) The Station Master shall acknowledge the same by waving a red flag by day
and a red hand signal lamp by night, four times overhead from side to side and
shall understand that the “Train out of block section” signal shall not be given or
the “In Report” filled up or signalled. The Loco Pilot shall then move into the
station.
(3) On arrival at the station, the Loco Pilot shall deliver the T/609 to the Station
Master who shall with the help of this authority ensure that the first portion of
the train has arrived complete. The Station Master shall issue the stub portion
of the authority to the same engine or any other relief engine, which is to be
sent into the obstructed section. The Loco Pilot shall stop his engine when the
left over portion is sighted and shall proceed further to attach the engine to the
balance portion of the train only on getting hand signals from the Guard.
The date/time of departure of the same engine/any other relief engine shall be
entered in the Train Signal Register in Red ink. The progressive No. of
Form T/ 609 shall be recorded in the remarks column of the Train Signal
Register.
Note: The same procedure shall be followed for clearing the section if more than one split is to
be done in the mid-section due to any reason.

6.09(ii)(e)After rear portion has been brought out of the section and the section is clear,
a Certificate shall be given to the Station Master by the Guard and his
acknowledgement obtained. The Guard shall also hand over the tangible
authority to proceed to the Station Master, along with the certificate and obtain
his acknowledgment on the certificate.

S.R.6.09 (iii) Whenever a train after leaving a block station is brought to a stand in the
block section without completely clearing the station limits and the engine, with
or without vehicles is required to be detached and taken to the next block
station, for any reason-
(a) The Loco Pilot shall inform the Guard who shall immediately advise the Station
Master.
(b)(1) If it is possible, the whole train shall be moved back towards station so as to
be clear of the block section. The station Master shall then close the block
section.

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(2)If it is not possible to move the train back towards the station so as to be
clear of the block section, the provisions of Rule 6.09 shall be strictly complied
with. The Guard shall hand over Form T/609 to the Loco Pilot only with the
permission of the Station Master. The Station Master shall also immediately
inform the Station Master at the other end of the block section of the action
being taken and both the Station Masters shall record this fact in the Train
Signal Register.

S.R.6.09 (iv) If the engine of a passenger train is unable to haul the full load, it shall not
be divided but it shall remain coupled to the train until an assisting engine
arrives. The train shall be protected as per Rule 6.03 and information for relief
engine shall be conveyed to the Controller on the portable telephone. On non-
controlled sections or where Control is not in operation, information for
assistance shall be sent to the nearest block station utilizing the means in the
order of priority vide S.R.6.05.

6.10. Fire:-
(1) A railway servant noticing a fire, likely to result in loss of life or cause
damage to property, shall take all possible steps to save life and property,
to prevent it from spreading and to extinguish it.
(2) In case the fire is on or adjacent to any electrical equipment the railway
servant shall, if he is competent in handling electrical equipment and
specially trained for the purpose have the affected part immediately
isolated from its source of supply of electrical energy.
(3) The occurrence of a fire shall, in every case, be reported to the nearest
station Master by the most expeditious means and the Station Master
shall take such action as may be prescribed by special instructions.
S.R6.10 (i)Should a fire be noticed in a running train, the Loco Pilot shall, at once stop
the train. If the fire occurs in a passenger carriage, the safety of the passenger
shall first be attended to. First Aid shall be rendered to injured passengers. If a
postal van or postal carriage is on fire, every effort shall be made to save the
mails. Kent Couplers at either end shall be disconnected, electric lights and
fans shall be switched off, and the battery fuse and dynamo fuse shall be
removed. The vehicles behind the one on fire shall be detached and the front
portion of the train moved forward so as to prevent the rear vehicles catching
fire. Then the burning vehicle shall be detached and the vehicles in front of it
shall then be moved forward to a safe distance. If the fire occurs in a vestibule
coach, the “Link” holding the fastening lever on both the sides of the vestibule
connection shall be disconnected immediately and then the vestibule separated
by means of the handle provided. The couplings of the vehicle shall be
unfastened and then the vehicle separated. If circumstances do not permit
unfastening the vestibule fittings, immediate action shall be taken to unfasten
the couplings beneath the corridor foot-plate and an attempt shall be made to
separate the vehicles by making the engine pull them apart, thereby tearing off
the vestibule. When isolating the vehicle, necessary precautions shall be taken
to secure the divided portion stationary by the application of hand brakes,
sprags and wedges.

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S.R.6.10 (ii)After isolating the vehicle on fire as above, every effort shall be made to
extinguish the fire by using the correct type of fire extinguisher. In case of fire
that can be put out by water, the steam engine can be brought near enough, if
possible and the injector shall be turned on to the flames. Water from the tender
of the engine shall also be freely used. If water is procurable at a short distance
and if it is considered safe to run the vehicle to that spot, it may be run. Much,
however, depends on the contents of the vehicle, the extent of fire when
discovered and the liability of other vehicles catching fire also and the Guard
and Loco Pilot of the train shall exercise their discretion and judgment in such
cases. In such emergencies, the train staff may, if possible, obtain the
assistance of the public passing by or living around, to obtain water and
generally assist in putting out fire. If all efforts to extinguish the fire prove to be
unavailing, the fire shall be allowed to burn itself out, after which the train shall
be connected up and worked under the prescribed rules. If the detention is
likely to exceed the prescribed time limit, the train shall be protected as per
Rule 6.03.

(iii) In case of fire in a wagon, it shall at once be opened and earth or sand, or
sods with grass thrown in on the burning goods and such articles as are not
burning saved, if possible after the wagon is isolated from the rest of the train
as per Rule 6.10(1).

(iv)Fires on Bridges-Loco Pilots noticing bridges, sleepers or any part of the

wood work of the track on fire shall stop the train at once and the train staff
shall endeavour to extinguish the fire. The Guard and Loco Pilot shall report the
occurrence to the nearest permanent way gang. The Loco Pilot shall stop his
train at the next block station even if booked to run through, and the Guard and
Loco Pilot shall also report the matter in writing to the station Master and obtain
his acknowledgment.
6.11. Vehicles escaping from station:-
If any vehicle escapes from a station, the Station Master shall take
immediate steps to warn the other stations or persons concerned, as far as
practicable, to prevent an accident.

S.R6.11 (i)(a) If an engine or vehicles have escaped from a station, the station Master
shall advise the next station in the direction in which they are running, as laid
down in the Block Working Manual.
(b) The Station Master receiving the “Vehicles running away” signal or message
shall act promptly as follows:-
(1) If his station is on a gradient falling in the direction of the next station
towards which the engine or vehicles are running, or if a train is
approaching his station from the next station in that direction, whether there
is falling gradient or not he shall do everything possible to stop the run-
away vehicle. This shall be done by covering the rails heavily with sand,
earth of small broken stones, for as great a distance as possible, before the
vehicle comes in sight, and the points shall be set for a through loop or
dead-end siding to receive the vehicle, in case it is not stopped by the
obstruction on the rails, the trailing points of such loop being set and locked
to force the vehicle to trail through them. It is preferable to receive a run-
away vehicle on a loop instead of receiving it on a dead-end siding.

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(2) If no train is approaching with which the vehicle can collide and the line is
not on a falling grade, the vehicle may be allowed to run through the
station, but a warning shall be sent promptly to the Station Master at the
next station, who shall act according to these instructions.

(3) In all cases, the Station Master shall take into consideration the
circumstances existing at the time and be guided by the state of his yard
(i.e. as to whether the sidings are occupied or not), and plan his action
accordingly.

(4) If the vehicles contain passengers or railway servants, it shall not ordinarily
be turned into a dead-end siding unless it is essential to do so for the
purpose of avoiding a more serious accident.

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