Chapter-1 Leal force of G&SR

Serial Description of Topics Page Number

Number
1 Leal force of G&SR
 Leal force of G&SR
1. Necessities of Safety rules:

Safety rules are indispensable for the safe movement of trains due to the unique characteristics of
railway transport. Unlike other modes of transport, trains are track-bound, meaning they can only
move along fixed tracks, and they have the exclusive right of way, preventing other vehicles from
entering their path except at level crossings. These distinct features necessitate stringent safety
regulations. Being confined to tracks, trains can only overtake each other at designated locations
equipped with additional tracks called loop lines, which is especially significant for single-line
operations.

To prevent collisions, it is crucial to have rules that regulate train movements, ensuring that trains do
not occupy the same track section simultaneously. On double-line operations, each track is assigned
a fixed direction, and the left-hand rule, similar to road traffic in India, is followed to safeguard
against follow-on collisions. For single-line operations, it is essential to establish a clear direction for
successive trains, ensuring that when a train departs from one end of the line, no other train starts
from the opposite end until the first train clears the section. Tin This way we can say that there is
unavoidable necessity of formulating comprehensive safety rules to maintain the efficient and secure
operation of trains.
2. VariousKindsofsafetyrules: -
o OM (Operating Manual)
o GR(GeneralRules)
o SR(SubsidiaryRules)
o SpecialInstructions
o Approvedspecialinstructions
o BWM (Block Working Manual)
o AM (Accident Manual)
o WTT (Working Time Table)
o JPOs (Joint Procedure Orders)
o SWR(Stationworkingrules)
3. Difference Between GR and SR:
GR (General Rules) SR (Subsidiary Rules)

1. GR is framed by the Railway Board. 1. SR is framed by the PCOM.

2. GR is applicable to the entire Indian Railway. 2. SR is applicable to a particular zonal railway.

3. GR is revised by the Railway Board. 3. SR is revised by the PCOM.

4. The basic principles of safety are mentioned 4. SR is framed to fulfill local conditions and
 GR (General Rules) SR (Subsidiary Rules)

in GR. requirements.

5. GR is printed in bold letters. 5. SR is printed in fine letters with the prefix 'SR'.

4. Difference Between Special Instructions and Approved Special Instructions:

Special Instructions Approved Special Instructions

1. It is the instruction issued by the

1. It is the instruction issued by CRS.
Authorized Officer.

2. It is issued by the PCOM, who is a 2. It is issued by CRS, who is not a railway officer but belongs to
railway officer. the Ministry of Civil Aviation.

3. Special Instructions must not 3. Approved Special Instructions may allow some relaxation in
supersede the GR. the GR.

4. BWM and WTT are examples of 4. Approved Special Instructions may be issued in some cases
Special Instructions. for the reduction of adequate distance.

Chapter-1 ( Definition)
1. Act: Act means the Indian Railway Act 1989 (24 of 1989).
2. Adequate distance: - Adequate distance means the distance sufficient to ensure
safety.
Explanations: In railway, safety is ensured by various means like interlocking,
isolation, prewarned/indication type signals, etc.
When a train is in moving condition and required to stop at any place, it is assumed
that the Loco Pilot observes the signal at "ON" position and stops at the foot of the
signal. But the LP may overshoot due to error of judgment, wrong perception, defect
in engine, or late application of brake, so a margin of distance is kept clear from the
place of stoppage to avert the accident.
Under exceptional condition, CRS can reduce adequate distance. Some examples of
adequate distance are:
(a) block overlap
(b) signal overlap

a) Block overlap: - Block overlap is the distance which is kept clear at the time of
granting line clear. In two-aspect signaling, it is NLT 400 meters, and in multiple-
aspect signaling, it is NLT 180 meters. But in 'C' class stations, both two-aspect and
multiple-aspect, it is always NLT 400 meters.
Explanations: - This is the adequate distance to be provided before granting line
clear. It is reckoned from the first stop signal in all stations. There is no substitute to
block overlap distance.

b) Signal overlap: - Signal overlap distance is the distance which is kept clear at the
time of direct taking off signal. It is NLT 180 meters in two-aspect signaling and NLT
120 meters in multiple-aspect signaling.
Explanations: - For Home signal. It is reckoned from the trailing point in case of
single line and from the starter signal in case of double line. This can be reduced by
CRS under approved special instructions, signal overlap distance is reckoned from the
place at which the train usually comes to stop. Signal overlap distance can be
substituted. Some examples are sand hump (60 m), derailing switch (15 ft), and snag
dead end (180 m).
If a busy level crossing gate comes within the signal overlap, the signal overlap may
be reduced. If a stop board is provided, signal overlap distance will be measured from
the stop board.

3. Authority to proceed: - Authority to proceed means the authority which is given to

the Loco Pilot of a train, under the system of working, to enter the block section with
the train.
Explanations: As per the system of working, each and every train will be given an
authority to proceed to enter into the block section. It is given by the SM. Before
giving authority to proceed, line clear should be obtained from the next station, but
under abnormal condition, when total failure of communications occur, authority to
proceed is given without line clear. The following are examples of authority to
proceed.
 Tangible | Non-Tangible
Token/Tablet | Off aspect of last stop signal
PLCT (T/C-1425 or T/D-1425) |
T/A-602, T/B-602, T/C-602, T/D-602 |
T/B-912, T/C-912, T/D-912 |
T-1525 |
T-409 |
T-369(3b) with L/C Private number |

4. Block Section: - Block section means the portion of running line between two
consecutive block stations on to which no running train may enter until line clear has
been received from the block section at the other end of the block section.
Explanations: For smooth and safe running of trains, the entire portion of the running
line, under the absolute block system, is divided into a number of block sections. The
block section is such a portion of running line where the entry of a train shall not be
permitted without proper authority to proceed. It is necessary to make a Loco Pilot
able to run with good speed and confidence with the thought that there will be none
except him to run in the particular section.
5. Line clear: - Line clear is the permission obtained by a block station from the advance
block station in advance for a train to leave the former and proceed towards the latter.
Explanations: Under absolute block system, no train shall be allowed to leave a
station unless line clear is received from the station in advance. This line clear may be
taken by block instrument, token instrument, token-less instrument, track circuit, axle
counter, telephone or by VHF set. The basic principles of granting line clear is that the
block section into which the train is going to enter shall be clear and free from any
obstructions.

6. Facing and trailing points: Points are facing or trailing in accordance with the
direction of vehicles/trains move over them. Points are said to be facing when by their
operation an approaching train can be directly diverted from the line upon which it is
running.
Explanations: A mechanical device capable of diverging a train into another line is
called points. Facing point may be provided with a point indicator which works in
conjunction with the point and gives a clear indication whether the points are set for
the main line or loop line. Whenever a facing point is guided by a signal, then it must
be locked before taking "OFF" the signal, either of interlocking arrangement or by
manual locking before any movement over that point. The speed of a train over a non-
interlocked facing point is 15 Kmph or may be up to 30 Kmph with suitable
infrastructure support as deemed necessary.
7. Fouling Mark: - Fouling mark means the mark at which the infringement of fixed
standard dimensions occurs where two lines cross or join one another.
Explanations: - This is a place of danger where two lines join or cross each other.
Before passing any train through a line where there is another train is to be cleared.
Otherwise, there will be a chance of collision between two trains. It is the duty of an
SM to confirm that after arrival of a train, it cleared the fouling mark. If required, SM
will send the Train Intact Arrival register (T/1410) to the Train Manager, and the
 Train Manager will sign and the register confirming that the train has arrived complete
and cleared the fouling mark. On those stations where fouling mark is not visible from
the cabin of the SM office, there a fouling bar is provided to serve the purpose.
Fouling mark is indicated by a white painted wooden/cemented bar with the word
“F.M.” in black/red. The minimum distance between two adjacent tracks is at least
4265 mm (old) and 5300 mm (for new work). Those distances are measured from the
center of one track to the center of another track.
8. Station Section: - Station section is the part of station limit lying between two
consecutive block sections at a ‘B’ class station.
In a ‘B’ class station where normally earth is level, a free zone is necessary to perform
shunting within this free zone even after granting line clear to an approaching train.
Station section fulfills this requirement.
9. System of working: - System of working means the system adopted for the time
being for the working of trains on any portion of railway.
Explanation: - Since the railways has the right of path on its exclusive roads, the rules
regulating the working of train are essentially rigid to ensure that they do not collide
with each other. Hence, the rules have to be followed on collision. This can be ensured
by having a certain interval between two successive trains on the basis of time or
space. This set of rules that laid down the spacing of successive train in the same
direction and the procedure for opposite train for crossing each other in the single line
is known as system of working for that line. The factors determining the system of
working are:
i) Density of traffic,
ii) Technical know-how,
iii) Geographical conditions.
Some examples of system of working: Absolute block system, Automatic Block
system, one train only system, Pilot Train Manager system, etc.
10. Interlocking: - Interlocking means an arrangement of signals, points, and other
appliances operated from a panel or lever frame so interconnected by mechanical
locking or electrical locking or both that their operation must take place in proper
sequence to ensure safety.
Explanations: - It is an arrangement to ensure correct setting of route and the route
cannot be changed after signal has been taken off. It holds a route properly at a
diverging point in spite of the stress caused by the train over it. Interlocking also
ensures correct route setting, to avoid conflicting movement, and it minimizes the
human failure. Interlocking is necessary for the following reasons:
To ensure safety & to increase speed of train.
It may be provided between: -
o Signal and points
o Signal and gates
o Signal and block instrument
o Lever and lever
o Slide and signals
o Block instrument and last stop signal
o Signal and track circuit, axle counter, etc.
11. Obstruction: - Obstruction and its cognate expressions include a train, vehicle, or
obstacle on or fouling a line or any condition which is dangerous to trains.
Explanations: Any train, vehicle, or other obstruction occupying the line physically
or fouling the adjoining track may be a source of potential danger resulting in a
serious mishap. Anything which can endanger the safety of a train is called
obstructions. Some examples of obstructions:
a) Unlocked facing point
b) Jammed fouling mark
c) Any material lying on the track
d) Fishplate and bolts removed
e) Track shrink or gauge widen
12. Running trains: - Running train means a train which has started under an authority to
proceed and has not completed its journey.
Explanation: - In order to call a train as a running train, it is essential that the train
must have started under an authority to proceed. Thus, the train which has started
without authority to proceed cannot be designated as a running train. If a running train
has stopped somewhere in the block section, it will be continued to be called a running
train. On the other hand, a train performing shunting (although actually running) shall
not be called a running train.
13. Isolation: - Isolation means an arrangement secured by setting of points or by other
approved means; to protect the line so isolated from danger of obstruction from other
connected line or lines.
Explanations: Isolation means separation of line or lines from the other connected
line or lines. In other words, a train or vehicle which is standing on a line should not
come into contact with the running train on the other line and cause an accident. There
are many devices of isolation by which two connected adjacent lines are isolated from
one another. The following are the isolation devices:
o Scotch block
o Trap switch
o Haye's derail switch
o Derailing switch
o Sand hump
o Sang dead end
14. Station limit: - Station limit means the portion of a railway which is under the control
of a station master and is situated between the outermost signals of the station or as
may be specified by special instructions.
i. In a double-line station, the limit should be taken between the outermost signals of
the station on each line separately.
ii. In class D station, it includes all lines and premises within a distance of 400m on
either side of the station building.
15. Station: - Station means any place on a line on the railway on which traffic is dealt
with or at which authority to proceed is given under the system of working.

STATION
"Station" means any place on a line of railway at which traffic is dealt
with, or at which an authority to proceed is given under the system of
working.

BLOCK STATION
Block stations are those at which the Loco Pilot must obtain an
authority to proceed under the system of working to enter the block
section with his train.

NON-BLOCK STATION
Non-block stations are stopping places which are situated between
two consecutive block stations, and do not form the boundary of any
block section.
SIGNAL IN DIFFERENT CLASS OF STATIONS

Class of Line Signals

station

A Double Line Only Two aspect

B Single line/ Double Line Two aspect or Multiple Aspect

C Single line/ Double line Two aspect or Multiple Aspect

TYPES OF BLOCK STATION:

Class 'A' stations - where Line Clear may not be given for a train unless
the line on which it is intended to receive the train is clear for at least 400
metres beyond the Home signal, or up to the Starter.
Class 'B' stations -where Line Clear may be given for a train before the line has
been cleared for the reception of the train within the station section.

Class ‘B’ Single line station in multiple-aspect signals with Distant,

Home, Starter, Adv. Starter / Shunting Limit Board

Class ‘B’ Double line station in multiple-aspect signals with Distance,

Home, Starter, Advance Starter signals and Block Section Limit Board
Class ‘B’ Double line station in multiple-aspect signals with Double
Distant, Home, Starter, Advance Starter signals and Block Section Limit
Board & Goods Shed

Class ‘B’ Double line station in multiple-aspect signals with Distant,

Home, Starter signals and Block Section Limit Board
CLASS “C” STATION
Where line clear may not be given for a train, unless the whole of the last
preceding train has passed complete at least 400 meters beyond the Home
Signal and is continuing its journey.

Class ‘C’ double line station in multiple aspect signals with distant and
home signals

Class ‘C’ double line station in multiple aspect signals with distant,
home & starter signals
TYPES OF NON- BLOCK STATION:
CLASS “D” STATION
Class 'D' stations are stopping places which are situated between two
consecutive block stations, and do not form the boundary of any block
section.

“DK” CLASS STATION

Those D class stations at which there is out – lying siding are termed as
‘DK’ stations.

Special class station

Any station which cannot be worked solely under ‘A’, ‘B’, ‘C’ or ‘D’ class
conditions, is termed as ‘Special class.
E.g.- All station in automatic block section.

16. Train: - Train means an engine with or without vehicles or any self-propelled vehicle
with or without a trailer which cannot be readily lifted off the track.
17. Axle Counter: - Axle counter means an electrical device which, when provided
between two given points of the track, proves by counting axles in and counting axles
out whether the section of the track between the said two points is clear or occupied.
18. Track Circuit: - Track circuit means an electrical circuit provided to detect the
presence of a vehicle on a portion of track, the rails of the track forming parts of the
circuit.
19. Shunting: - Shunting means the movement of a vehicle or vehicles with or without an
engine or of any engine or any other self-propelled vehicle, for the purpose of
attaching, detaching, or transfer or for any other purpose.
20. Block Back: - Block back means to dispatch a message from a block station
intimating to the block station immediately in rear on a double line or to the next
 block station on either side on a single line, that the block section is obstructed or is to
be obstructed.
21. Block Forward: - Block forward means to dispatch a message from a block station on
double line intimating to the block station immediately in advance the fact that the
block section in advance is obstructed or is to be obstructed.
22. IBP: - IBP means class 'C' station remotely controlled from the block station
immediately in rear.
23. Point & Trap Indicator: - Point indicators are not signals but are appliances fitted to
and working with points to indicate by day or by night the position in which the points
are set.
a. Point Indicator: Shows green target by day and green light by night when loop
line/diversion is set. It shows white light at night and white target by day when the
main line is set.
b. Trap Indicator: - When it shows red, it means the trap switch is open. When it
shows green, it means the trap point is closed.

Chapter:-2

RULES APPLYING TO RAILWAY SERVANTS GENERALLY

2.01. Supply of Copies of Rules: A copy of these rules shall be supplied to each station, to
each locomotive running shed, to offices, and railway servants on whom any definite
responsibility is placed by the said rules.

2.02. Upkeep of the Copy of Rules: Each railway servant, who has been supplied with a
copy of these rules, shall keep it posted with all corrections, produce the same on demand by
any of his superiors, obtain a new copy from his superior in case his copy is lost or defaced,
and ensure that the staff working under him are supplied with all corrections and that they
also comply with the provisions of this rule.

2.03. Knowledge of Rules: Every railway servant shall be conversant with the rules relating
to his duties and pass the prescribed examinations (if any).
2.04. Assistance in Observance of Rules: Every railway servant shall render assistance in
carrying out these rules and report promptly any breach thereof, which may come to his
notice, to his superior officer and other authority concerned.

2.05. Prevention of Trespass, Damage, or Loss: Every railway servant is responsible for the
security and protection of the property of the Railway Administration under his charge and
shall endeavor to prevent trespass on railway premises, theft, damage or loss of railway
property, injury to himself and others, and fire in railway premises.

2.06. Obedience to Rules and Orders: Every railway servant shall promptly observe and
obey all rules and special instructions, and all lawful orders given by his superiors.

2.07. Attendance for Duty: Every railway servant shall be in attendance for duty at such time
and places and for such periods as may be fixed by the Railway Administration and shall also
attend at any other time and place at which his services may be required.

2.08. Absence from Duty: No railway servant shall, without the permission of his superior,
absent himself from duty or alter/exchange duty with any other railway servant or leave his
charge of duty unless properly relieved. If any railway servant while on duty desires to absent
himself from duty on the ground of illness, he shall immediately report the matter to his
superior and shall not leave his duty until a competent railway servant has been placed in
charge thereof.

2.09. Taking Alcoholic Drinks, Sedative, Narcotic, Stimulant Drugs or Preparations: No

railway servant shall be in a state of intoxication or use any alcoholic drink, sedative, narcotic
or stimulant drug or preparation within eight hours before the commencement of his duty or
take or use any such drink, drug or preparation when on duty.

2.10. Conduct of Railway Servants: A railway servant shall wear the badge and uniform,
and be neat and tidy in his appearance while on duty. He should be prompt, civil and
courteous, not solicit or accept illegal gratification, give all reasonable assistance, and provide
correct information to the public. He must also give his name and designation without
hesitation when asked.

GR 2.11. Securing Safety: Every railway servant is obligated to ensure the safety of the
public and railway property. He must promptly report any irregularity in a train endangering
its safety and render all possible assistance on demand. He shall take prompt steps to prevent
accidents in case of signal failure, obstruction, P. Way failure, or any other circumstance that
endangers the safety of running trains or the public.

SR 2.11: In case of a cyclone or storm, or when a warning message forecasting a cyclone or

storm is received, the SM, in consultation with the Train Manager and Loco Pilot of the train,
shall not allow the train to move out of the station. The SM shall not grant line clear to a train.
He must inform section control and the SM at both ends about the cyclonic weather. After
normal weather returns, the SM must inform the Controller and SM at the other end to resume
normal train operation. If a train is caught in a cyclone or storm, the Loco Pilot will take
immediate steps to stop the train at a safe place, considering sharp curves, high embankments,
and bridges. The Loco Pilot and Train Manager, with the assistance of passengers, will ensure
all train doors and windows are open. The Loco Pilot will restart the train only once the
cyclone has stopped, with consultation from the Train Manager. Anemometers are installed at
stations adjacent to selected bridges to warn of wind velocity exceeding the danger level as
prescribed by the Special Instructions.

CHAPTER 3

SIGNALS
Signals are the device sused for controlling the movement of trains.
Evolution of Signals:
SIGNAL

Fixed Hand Hand Signal Detonatingor Fog Signal

With ARM With Flag With Light

STOP Permissive Duplicate Subsidiary

Warner Distant Co-acting Repeating Callingon Shunt

Working Dummy Distant Inner Distant

 Approach Departure Other
1)Outer 1)Starter 1)Gate
2)Home 2)Adv.Starter 2)IBP
3)Routing 3)Intermediate Starter 3)Automatic&
4) Semi-automatic

NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

Proceed Proceed with

caution and
with
be prepared
caution to stop at the
next Stop
(On position) signal.

WARNER
(ONLY IN Proceed Proceed

TWO (Off position)

ASPECT)

NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

 STOP Stop Dead
(On position)

Proceed Proceed with

caution and
with
be prepared
WARNER caution to stop at the
BELOW next Stop
STOP (Off position) signal.
SIGNAL
(ONLY IN
TWO
ASPECT)

Proceed Proceed
(Off position)

NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

Distant Caution Proceed and

be prepared
(On position)
to stop at the
next stop
signal
 Attention Proceed and
be prepared
(Off position)
to pass next
signal at
restrictedspee
d.

Proceed Proceed
(Off position)

NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

Attention NOT Proceed and

be prepared
Distant FOUND
to pass next
(In IN signal at
double restricted
distant SEMAPHORE speed.
territories) TYPE

Proceed NOT Proceed

(Off position)
FOUND
Distant
(In IN
double SEMAPHORE
distant
territories) TYPE
NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

STOP Dead stop

(On position)

STOP
SIGNAL
(Two PROCEED Proceed
(Off position)
Aspect)

NAME OF SIGNAL ASPECT SEMAPHORE CLS INDICATION

STOP STOP Dead stop

SIGNAL (On position)
(Multi
Aspect)
 Attention Proceed and
(Off position) be prepared
to stop at the
next stop
signal

PROCEED Proceed
(Off position)

STOP
SIGNAL
(Multiple
Aspect
CLS)

NAME OF SIGNAL
 ROUTE
INDICATORS

NAME OF SIGNAL ASPECT SEMAPHORE CLS

Obey the aspect of

stop signal above
(On position)

CALLING
ON
(Two ASPECT
Aspect)
Proceed slow

INDICATION

Stop and then

drawahead with
cautionand be prepared
tostop short of
anyobstruction.
(Off position)
NAME OF SIGNAL ASPECT SEMAPHORE CLS

Obey the aspect of

stop signal above
(On position)

CALLING
ON ASPECT
(Two
Aspect) Proceed slow

INDICATION

Stop and then draw ahead

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

(Off position)

NAME OF SIGNAL ASPECT SEMAPHORE CLS

Obey the aspect of stop

signal above
(On position)

CALLING
ON
(Multi Aspect)

ASPECT

Proceed slow
 Stop and then draw
ahead with caution and
be prepared to stop
short of any obstruction
(Off position)

NAME OF SIGNAL ASPECT& INDICATON DISC SEMAPHORE

STOP & STOP DEAD

SHUNT SIGNAL
(TWO ASPECT)
Proceed slow.
&
Proceed with caution
for shunting.
 STOP & STOP DEAD

SHUNT SIGNAL
(MULTIPLE
ASPECT) Proceed slow.
&
Proceed with caution
for shunting.

ASPECT STOP & STOP DEAD Proceed slow.

NAME OF THE & &
SIGNAL INDICATION Proceed with caution
for shunting.

FOUND ONLY IN
MULTIPLE ASPECTS
POSITION
LIGHT TYPE
SHUNT
SIGNAL
(MULTIPLE
ASPECT)
 ASPECT Obey the aspect of Proceed slow
NAME OF THE & stop signal above. &
SIGNAL INDICATION Proceed with caution
for shunting.

FOUND ONLY IN
MULTIPLE ASPECTS
SHUNT
SIGNAL
BELOW STOP
SIGNAL

NAME OF SIGNAL BANNER (T/A) SEMAPHORE (T/A) COLOUR LIGHT

Repeating Signal
(ON)

ASPECT : Signal
'ON'
INDICATION :
Signal which it
repeats is at
'ON'.
Repeating Signal
(OFF)

ASPECT : Signal
'OFF'
INDICATION :
Signal which it
repeats is at
'OFF'.

HAND SIGNALS

DAY NIGHT

PROCEED HAND
SIGNAL

STOP HAND DAY NIGHT

 SIGNAL

DAY NIGHT

PROCEED WITH
CAUTION HAND
SIGNAL
Proceed slowly
reducing speed,
further if the
signal is given at a
progressively
slower rate.

DAY NIGHT

Move away from

the person
signaling.

Move towards DAY NIGHT

 the person
signaling.

DAY NIGHT

Move slowly for

coupling.

DISTINGUSHINGMARKERSANDSIGNSFORSIGNALS-
Where necessary, signals shall be distinguished by prescribed markers.
G&SR Name of signal Special points
number
3.07 Distant signal A Distant Signal is placed at an adequate distance behind
 the Stop signal it pre-warns and can display either an
"Attention” caution” or "Proceed" aspect. When more
than one Distant signal is required, the outermost signal
is designated the Distant Signal, while the additional one
is called the Inner Distant Signal. The distant is typically
2 km from the first Stop Signal, and inner distant is at 1
KM from First Stop signal eliminating the need for a
warning board.

In certain cases, a color-light Distant Signal can be

combined with the last Stop Signal of a rear station, IBP
or a Stop Signal protecting a level crossing, under special
instructions. In such setups, the signal must not display
an aspect less restrictive than "Stop" until Line Clear is
obtained from the next station (in case of last stop signal
and IBP) or the level crossing gates are closed and
locked for train passage.

3.09 Approach stop There are three kinds of approach signals Viz.. Outer, Home,
signal and Routing signals. The Outer Signal, where provided, is the
first Stop signal of a station. The Home Signal is either the
first Stop signal at a station without an Outer Signal or the
second Stop signal where an Outer Signal exists. It is located
outside all connections on the line it governs. The Routing
Signal is used to indicate to the Loco Pilot that which among
diverging route is set when the Home Signal is unable to
serve the purpose. At a Class 'C' station, the Home Signal also
marks the start of the block section ahead and, when “OFF,”
authorizes entry into that section.
3.10 Departure stop For departing trains, there are two kinds of signals: the
signal Starter and Advanced Starter. The Starter is the only or
first Stop signal for departing trains and, if no Advanced
Starter exists, serves as the station's last Stop signal. The
Advanced Starter is the outermost Stop signal when
multiple Starter Signals are present and marks the
station's boundary. These signals are placed at the limit
beyond which trains cannot pass without proper
authority under the working system and must be
positioned beyond all line connections unless otherwise
specified by special instructions. Intermediate starters
may also exist between starter and advance starter if line
diverse after starter signal. Shunting beyond the Advance
starter may be permitted under special instructions.
Where an Advanced Starter exists, the Starter must
 protect the first facing points or fouling marks of
connections to other running lines.

3.11 IBP Intermediate Block Stop Signal is a Home

Signal(Unmanned C class station controlled from the
rear station) provided at an Intermediate Block Post to
regulate train movements within block sections between
two stations
3.12 Signals in In Automatic Block territories, fixed Stop signals are color
automatic light signals and can be classified into three types: Automatic,
signaling Semi-Automatic, and Manual Stop signals. An Automatic
territory Stop Signal operates automatically without manual
intervention and is controlled by the passage of a train into,
through, and out of the automatic block signaling section,
adjusting its aspects based on train movements. A Semi-
Automatic Stop Signal can function in two modes: as an
Automatic Stop signal or as a Manual Stop signal. When it
works as an Automatic Stop signal, it automatically switches
between "on" and "off" aspects according to the status of the
block sections ahead. When it operates as a Manual Stop
signal, it assumes the "on" aspect when the block section
ahead is occupied but can be manually operated to show the
"off" aspect if the section ahead is clear. Additionally, when
operating in Automatic mode, the "A" marker below the
signal is illuminated, indicating its automatic operation. If the
"A" marker is extinguished, the signal is considered to be
working as a Manual Stop signal. A Manual Stop Signal is
manually operated and cannot function as an Automatic or
Semi-Automatic Stop signal; it remains in Manual mode only.
The color light signals in these territories are typically three-
aspect or four-aspect signals, depending on the specific
signaling system in use.
3.13 Calling On signal A Calling-on signal is a subsidiary signal that does not have an
independent aspect when in the 'on' position. It has 'C'
marker. Calling-on signals are typically fixed below a Stop
signal that governs the approach of a train, although, under
approved special instructions, they can be provided below
other Stop signals, except for the last Stop signal.
Calling on signal is always taken 'OFF" indirectly. It means the
train will come to stop at the foot of the calling on signal then it
will be taken 'OFF', A Loco Pilot must stop at the foot of the
calling on signal before passing it even if it is already taken 'OFF'
Use of calling on Signal: It is used in the following cases.
 a) When the stop signal above it become defective.
b) To receive a train on obstructed line.
c) When signal overlap is not available.
d) During shunting operations.

3.14 Shunt signal This is subsidiary signal, which is used at the time of shunting
operation. A shunt signal may be placed on a post by itself or
may be placed below any stop signal except the first stop signal.
More than on shunt signal may be placed on a single post and
when so placed the upper most shunt signal shall apply to the
extreme left side line and the second shunt signal from the top
shall apply to the next line from left and so on. When a shunt
signal is placed below a stop signal, it shall show no light at 'ON'
position

3.15 Co acting signal Not in use or very limited use now a days

3.16 Repeating signal A Repeating signal is placed behind a fixed signal to repeat its
aspects to the Loco Pilot of an approaching train. This signal
is marked with an 'R' and can be of three types: banner
type(Not in use or very limited use now a day) , square-ended
semaphore arm(Not in use or very limited use now a days), or
color light signal.

GR-3.22:- placing more than one signal on same post :-In railway signaling, placing multiple signals
on the same post is generally not allowed for trains moving in the same direction, except in specific
cases like Calling-on, Shunt, Co-acting, and Warner signals, or under approved special instructions.
When multiple signals are placed on one post under these instructions, the top signal applies to the
leftmost diverging line, with subsequent signals applying to lines progressively to the right. For Home
signals on the same post, the top signal governs the main line, and the lower signal governs other
lines.
G&SR-3.23:- Electric Repeater and Guard’s Repeater :-Electric repeaters are used when a fixed
signal isn’t visible from the operating location, ensuring the signal’s aspect is displayed. If a repeater
fails, the associated signal is treated as out of order. Guard’s repeater signals are installed on
platforms to assist Guards when Starter signals are obscured. These repeaters normally show no
light, but display a yellow light when the Starter signal is “OFF.” A “no light” condition is not
considered a danger signal, allowing drivers to proceed to the Starter signal for further guidance.
Equipment of signals :- Rules related to equipment of signal is as follows:-
GR-3.25 :- Fixed signals are mandatory at stations to ensure safe train operations, except
at stations operating under the One Train Only System or those exempted under special
instructions.
G&SR-3.26:- New signals or modifications to existing ones must be approved by the
Commissioner of Railway Safety. Additionally, no new signal can be used until inspected by
a Signal Sighting Committee consisting of TI,LI,SSE(Signal). On electrified sections, the
team also includes a TDI(TRS)
G&SR-3.27 to 3.29 :- MINIMUM SIGNALS IN DIFFERENT CLASS OF STATIONS
Class of Station Minimum signals

A class D/L two aspect Warner, Home, Starter

B class D/L two aspect Outer, Home, starter

B class D/L multiple aspects Distant, Home, Starter

B class S/L two aspect Outer, Home (under ASI only one Outer)

B class S/L multiple aspect Distant, Home, Starter

C class D/L 2 aspect Warner, Home

C Class D/L multiple aspect Distant, Home

G&SR:- 3.30 Warning Boards:

Warning boards are installed in single distant territory ahead of approach signals to pre-warn
Loco Pilots, ensuring they are prepared to stop at a signal if necessary:
 Passenger Warning Board : Yellow and black striped boards placed at least 960
meters before the first Stop/Gate signal.
 Goods Warning Board : Boards with yellow circular and horizontal bands placed at
least 1400 meters before the first Stop/Gate signal.
 On the Rajdhani Express route, a single warning board like Goods warning Board is
used for both passenger and goods trains, placed at least 1500 meters (or 1700 meters
on falling gradient of 1:200 or steeper) from the signal.
If the signal aspect is not visible from the warning board, Loco Pilots must act as though the
signal is at “ON” (danger) and apply brakes. Upon sighting the signal, they adjust speed based
on its aspect.
G&SR-3.31 :-Class D Stations:
At Class D stations, trains may be stopped by hand signals or Stop Boards. Hand signals can
be omitted for trains booked to stop if Stop Boards are provided.

GR-3.32:-SLB and BSLB :-At single-line Class 'B' stations on the Absolute Block System, if
shunting beyond the Home Signal or outermost facing points is permitted under special
instructions, a Shunting Limit Board or Advanced Starter must be installed. It should be
placed at a distance Not less then (NLT)400 meters in two-aspect signaling territory and 180
meters in multiple-aspect signaling territory from the opposing first Stop signal. The Shunting
Limit Board bears the words “Shunting Limit” and is fitted with a lamp showing white light
in both directions for nighttime visibility.

On double-line Class 'B' stations with multiple aspect signaling and no points or first point is
trailing point at the approaching end, a Block Section Limit Board must be provided. This
board, placed at least 180 meters in advance of the Home Signal, protects the fouling mark of
trailing points, if any, and marks the block section’s limit. It is labeled “Block Section Limit”
and fitted with a white lamp for visibility at night.

GR:-3.33 Exception of rule -3.27,3.28,3.29 and 3.32:-Exceptions include stations with only
one connection off the main line, sections with light traffic and slow speeds, where only one
Stop signal per direction outside the outermost facing points may suffice; and very light
traffic sections, where signals can be entirely omitted. At manually operated multiple-aspect
signaling stations where train speeds do not exceed 50 km/h, only a Distant Signal and a
Home Signal may be provided in each direction. In all of the above cases approved special
instruction is required.

GR-3.34 :-For level crossings, gates that close across the line must generally have fixed
Stop signals at an adequate distance unless exempted by approved instructions. A 'G' marker
on these signals requires Loco Pilots to sound a whistle and stop behind the signal. If it
remains at ‘ON,’ they must wait one minute during the day or two minutes at night before
proceeding cautiously, stopping before the level crossing to ensure gates are closed and
locked.

GR-3.35:-At locations with points on the main line outside block stations, protection and
operational arrangements must secure safe train working through signals or other measures as
specified under approved special instructions.

3.36:- Fixed signal generally :-

i. Fixed signals are designed in such a way that it shall remain or return to most restrictive
aspect in the event of a failure. The signals should not be restored to normal position unless
whole of the train passed it. Fixed signal within station limits shouldn’t be taken “OFF”
without the Station Master's permission, and signals outside station limits require permission
from the person in charge.
ii. Signals for approaching trains should not be taken ‘OFF’ earlier than 10 minutes before
their arrival unless the running time in block section is shorter. If the running time in block
section is shorter the signals can be taken ‘OFF’ after receiving TES. On gradient section the
signals may be taken off before granting Line clear.

iii. Signals once taken ‘OFF” shall not be replaced to ON ordinarily. In case of Emergency
reception signals may be put back to ‘ON’ but points must not be altered until the train stops,
unless required to prevent an accident. In case of departure signals a written memo should be
served to Loco and his/her acknowledgement should be taken on office copy of memo.

iv. For EMU/MEMU/DEMU, whether stopping at a station or not, the respective Starter signal should be
taken ‘Off’ as soon as Line-Clear has been received from the station in advance. It shall be the
responsibility of the Motorman/Loco Pilot and the Guard to stop their train at the station at which it is
booked to stop in the Working Time Table, although the Starter signal at the station may have already
been taken ‘Off’.

3.37:- Normal aspect of signals:- The normal aspect of fixed signals, unless specified otherwise
by approved special instructions, is their most restrictive aspect. However, automatic stop
signals normally display a "proceed" aspect. If the signal ahead of automatic stop signal is
manually operated, the normal aspect of the automatic stop signal may be "caution" or
"attention" .

3.38:- Points affecting movement of a train :- Signals for a train should not be taken ‘off’
unless facing points are set and locked, trailing points are correctly set, and the track is clear.
If a running line is blocked by Stabled Load/vehicle/any other train for crossing or
precedence, points must be set against the blocked line unless immediate shunting or
movement is required. Passenger trains are usually received on platform lines, while through
trains use the straight line or, if unavailable, the loop line at restricted speeds (1 st directional
loop: -30 kmph if approved and incorporated in WTT otherwise 15 kmph). Stations with one
platform prioritize admitting the first passenger train on the platform. Exceptions apply to
specific suburban sections of HWH and SDAH division.

3.39:- Locking of facing points:- Facing points, unless interlocked or key-locked, must be
securely locked using a clamp or through bolt with a padlock before any train movement. At
stations provided with separate goods yard, goods yard points need not to be locked for
shunting purpose. Permanently locked points (non-interlocked points or key locked points
from running line to siding or from siding to running lines are classified as Permanently
Locked points), must be locked and operated as specified in the Station Working Rules, and
their keys must be returned to Station Master after use. The Station Master ensures
compliance by verifying the proper setting and locking of points after operations as per SWR.

3.46:- Use of fixed signal for shunting :- Outer, Home, and last Stop signals must not be used
for shunting. However, at stations with Advanced Starters, Starters may be used for shunting
unless interlocking prevents this, in which case hand signals should be used if shunting signals
are not provided.

3.47:- Taking ‘Off’ signals for more than one train at a time when two or more trains are
approaching simultaneously from any direction may be permitted over non-isolated lines
under special instructions when requirement of adequate distance under rule 3.40 (i.e. 120m
in MACL) are fulfilled and under approved special instruction when the requirement of
adequate distance is not fulfilled. All such dispensation must be mentioned in SIP and SWRD
on the basis of local conditions.

3.51:- All points should be set for the straight line , unless special instructions dictate
otherwise. Railway employees responsible for operating these points and signals must
remain at their assigned place while on duty, unless directed to leave under specific
instructions. Additionally, no railway employee is allowed to interfere with any points,
signals, signal wires, or interlocking/block gear for repairs or other purposes without first
obtaining permission from the Station Master.

Hand signal ( GR-3.52 to 3.58):-

GR-3.52: - During the day, hand signals should be given using flags or with hands in emergencies
when flags are unavailable. At night, signals should normally be given with a red or green light,
which may be static or flashing. In exceptional cases, if a red light is not available, a white light
may be waved violently as a stop signal. White light is strictly prohibited for use as a hand signal
during shunting operations, except as a danger signal as mentioned above.
GR 3.53 to 3.56:- how to show hand signal described above.
GR:-3.57:- Banner flags. – A banner flag is a temporary fixed danger signal, consisting of a red
cloth supported at each end on a post and stretched across the line to which it refers.
GR:-3.58:-Knowledge of hand signal:-
Every railway servant involved in train movements, shunting operations, maintenance of
installations, or any safety-related work must possess a correct knowledge of hand signals and
carry the requisite signaling equipment while on duty. This equipment must be maintained in
good working condition and be ready for immediate use. Supervisors are responsible for ensuring
that their staff are properly equipped and trained in the use of hand signals. The essential
equipment includes a red and green flag during the day and a lamp capable of displaying red,
green, and white lights at night. Station Masters must ensure their stations are adequately
supplied with this equipment. Hand signal flags (green/red) must measure 50 cm x 45 cm, made
of bright-colored cloth, and the stick should be inserted along the 45 cm width side.

Detonating Signal :-(GR-3.59 to 3.64)

This signal otherwise known as detonator is an audible signal. This signal is fixed on the rails and when an
engine or vehicle passes over it, the wheels of the train mounts over it and gets exploded and produces a
loud sound so as to attract the attention of the Loco Pilot.
Life of detonator: - The life of detonator is normally 5 years reckoned from the month of its manufacture. It
can, however, be extended further for a maximum of 3 years (testing require each year after completion of
5 years) provided that detonators which are more than 5 years old are effective.
Storage: - It is stored in a cool and dry place apart from chloride and lime, damp wood, brick wall steam
and vapour. It is kept in plastic case and not to be handled roughly.
To whom it supplied: - It is supplied to the station master, Train Manager, Loco Pilot, Gateman and PWI
staff.
USE OF DETONATOR:
i. During thick foggy weather: for information to loco Pilot about the location of First Stop Signal.
During thick foggy and tempestuous weather two detonators will be placed, One at the fog signal
post and another 10 meter apart
ii. For protection of an Obstruction: For protection of obstruction detonator should be placed as
follows: -
a) Under absolute block system: At a distance of 600 Mtrs 600 Mtrs 10 Mtrs and 10 mtrs
from the engine and brakevan, on the same line and the adjacent line.
b) Under automatic block system: At a distance of 90 mtr 90 mtr and 10 Mtr in rear of the train
and 600 mtr 600 mtr ____10 mtr and 10 mtr in front of the engine, on the same line or
adjacent line.
c) On total failure of communication on double line in absolute block system: - at a distance of 250
mtr 250 mtr and 10 mtr in rear of brake van and 600 mtr 600 mtr ____10 mtr
and 10 mtr in front of engine on same line and adjacent line.
TESTING OF DETONATOR: -
 Two detonator from each batch/lot should be tested.
 Detonator will be tested under empty wagon with speed of 8 to 12 kmph.
 TI, SM, Loco foreman and JE (PW) are responsible for testing once in a year after completion of
normal life of 05 years.
 Empty wagons should be hauled by an electric engine.
 Testing should be conducted in a lonely place and nobody will be allowed to enter within the 45
mtrs safety radius.
 Engine crew shall not be lean out.
 Result should be communicated to the DSO/Sr. DSO.
Disposal of expired detonators: These detonators to be destroyed by any one of the following
methods: Destruction must be done under the supervision of a gazetted officer.
a) By soaking them in light mineral oil for 48 hours and throwing them one by one into fire.
b) By burning them in incinerator.
c) By blasting them under wagon during shunting operation.
d) By throwing them in deep sea.
Warning Signal :- ( GR-3.65 to 3.67):- Warning signal is the signal used to warn incoming trains of an
obstruction. A red flashing hand signal lamp is used at night, and a red flag is used during the day as
warning signal. It is used when it is necessary to protect an obstruction in a block section, while railway
personnel proceed to place detonators.
Railway servants designated by the Railway Administration must maintain a stock of the prescribed
warning signals and ensure their safe custody and proper renewal. The Railway Administration is also
responsible for providing these signals to all Guards, Loco Pilots, Patrolmen, and Gatemen working in
specific territories like Double or Multiple lines, Ghat sections, Suburban, or Automatic Block areas. All
personnel involved must have a thorough knowledge of their use and ensure the equipment is ready for
immediate application.
Supervisors should also verify that their staff are adequately trained and equipped with warning signals.
Where LED-based hand signal lamps are provided, the use of fusees is eliminated. Staff using cell-
operated flashing hand signal lamps must carry a spare set of cells to ensure uninterrupted operation.

Defective Fixed Signals and points (3.69 to 3.85)

A signal maybe treated as defective due to following reasons:
1. When any component of signal is defective: -
a) When the signals are not controlled by the operation of lever/ button.
b) When arm of the signal is inclined more or less.
c) When the glass of the signals is broken or cracked.
d) When signal post or the arms are broken.
e) When the signals indicate more than one aspect at one and at the same time.
f) When the signals flashes or bobs.
g) When signals show conflicting aspects
h) When the wire of the signals is broken.
i) If there is no fixed signal at a place where a fixed signal is ordinarily shown,
j) If the light of a signal is not lighting when it should
2. When any one of its interlocking gears failed: -
a) Point failure
b) Lock failure
c) Interlocked gate failure
d) Block instrument failure
e) Track circuit failure
f) Slot failure
g) Slide failure
h) Signal repeater defective
3. A signal is declared as defective: -
a) When home signal is defective, outer signal is treated as defective
b) When warner signal is defective, outer signal is treated as defective
c) When IBP signal-repeater is defective, IBP home signal is treated as defective
d) When advance starter is defective then starter is treated as defective (If interlocked)
GR-3.71: - Warner (at present not in use or very limited use) or Distant signal defective at OFF Position:
-
i. A Stop hand signal must be shown at the foot of the signal. At night, the signal lights must
be extinguished.
ii. Trains must be stopped at the signal and hand-signalled past the defective signal.
iii. Loco Pilots must be informed at the preceding station to stop at the signal.
iv. In the case of a defective Distant signal of an Intermediate Block Post, the Intermediate
Block Stop signal must also be kept in the 'ON' position and treated as defective, and action
should be taken as per GR 3.75.
(However, if the defective Warner can be maintained in the 'ON' position, no additional
hand signals or T/369(3b) forms are required.)

GR-3.73: - Passing Gate Stop Signal at ON: -

When a loco pilot finds a Gate stop signal at ON, he should bring his train to a stop in rear of the signal
wait one minute by day or two minutes by night and if the signal is not taken “OFF” he will draw his train
ahead cautiously and then be hand signalled past the gate by the gateman if there is one and absence of a
gateman by assistant loco pilot or by the Train Manager of the train after ascertaining that the gates are
closed against road traffic.
GR-3.74: - Absence of Fixed signal or Signal without a light:- When a fixed signal is not present at its
proper place, its light is not glowing, a white light is shown instead of a color light, the signal's aspect is
misleading or imperfectly displayed, or more than one aspect is shown, the Loco Pilot must treat the
signal as displaying its most restrictive aspect.
For stations with color light signals equipped with a 'P' marker, if no light is displayed or the aspect is
imperfect, the Loco Pilot must stop at the signal. After confirming the presence of the 'P' marker, they
may proceed, prepared to stop at the next Stop signal, and act according to its aspect.
Any signal defects, including poor lights or imperfect aspects, must be reported in the Combined Train
Report, the designated register at the Loco Shed/Crew Lobby/CMS, or at a convenient stopping station
without delaying the train.
GR:-3.75:-Defective Intermediate Block Stop Signal:-
BEFORE DESPATCHING TRAIN:
When SM is aware when the IB stop signal is defective due to [Axle Counter(A/C) or Track circuit (T/C)]
failed or LSS failed or Block Instrument failed before dispatching a train, he will
a) Treat two sections i.e. A/C or T/C section and section protected by IBP as one block section and
suspend the IB working.
b) First, he ensures the clearance of A/C or T/C section by asking the complete arrival of last dispatch
train under exchange of Private number (section clear)
c) Again, he obtains line clear for the dispatching train under exchange of Private No. (Line clear)
d) Issue one T/369[3b] for LSS with section clear Private No. and another T/369[3b] with line clear
Private No.to pass IB stop signal at 'ON'.
e) LP can proceed with normal speed.
NOTE- Speed must be kept 15 kmph while passing LSS and IB stop signal as mentioned in T/369[3b].
AFTER DESPATCHING TRAIN:
When Loco Pilot finds an IB signal is at 'ON ‘ -
a) Loco pilot shall stop the train and contact immediately SM of rear station on telephone. When
Loco Pilot finds an IB signal is at 'ON ‘
b) If block section is free and line clear is obtained, SM shall authorize the Loco Pilot to pass IB signal
at 'ON' by Giving P.No which was obtained from advance SM.
c) LP shall record this P.No. in the LP ‘s memo book.
d) Pass the IB signal at ON and proceed with normal speed. (Whistle code: O ― O)
If the signal post telephone is out of order -
a) Then loco pilot contact SM of advance station with SPT provided on the IB signal of adjacent line.
b) If block section is free and line clear has been already granted, SM shall authorize the Loco Pilot
to pass IB signal at 'ON' by giving P.No which was given to SM of rear station.
c) LP shall record this P.No in the LP‘s memo book.
d) Pass the IB signal at ON and proceed with normal speed. (Whistle code: O ― O)
If both telephones are out of order -
a) Wait for 5 minutes, still signal is at ON, exchange signals with Train Manager. (Whistle code: -------)
b) Proceed with a restricted speed of 15 kmph when view is clear and 8 kmph (ER)/10 Kmph (ECR)
when view is not clear up to the FSS of next station even if that signals and intervening signals if
any display off aspect.
c) LP shall continue to look for any obstruction short of the FSS.
d) The Loco Pilot must report the failure to the SM of the next block station.
e) The SM of rear station suspend the IBP and treat whole section as one block section till the
rectification of IBP and work train accordingly.
GR-3.77:- Defective or damaged points etc.:- In the event of any points being burst through,
the Loco Pilot shall immediately bring his train to a stand, and shall not move until ordered to do so by the Station
Master. The Station Master shall, if necessary, order the train to move in order to clear the points and shall not
permit any movement to be made in a facing direction until the points have been correctly set and secured.

GR-3.78 :-Duties of crew in respect of signals :-

i. Loco pilots(LP) shall obey every signal but shall not trust entirely on signals but always be vigilant and
cautious.
ii. The initial Road learning of Loco pilots/Assistant Loco pilot (ALP)/on promotion or officiating as LP/Goods
should be as follows:-
a. Normal section :- 3 trips ( up and down separately) including one in night. In case of multiple lines
at least one trip in each line.
b. Ghat section/Automatic setion :- 6 trips ( up and down separately)
c. Yard/sidings :- 3 trips ( one by day and two in night)
iii. If a LP/ALP not operated on a section for 3 months, he/she should be given trip/s as per following
schedule:-

Duration of absence NO. of trip/s No. of trips in Ghat section

/automatic territory
3 months to 6 months 1 3
6 months to 2 years 2 3
Over 2 years 3 6

Additional trip as per controlling authority.

iv. If a LP/ALP not operated on a yard/siding for 6 months, he/she should be given trip/s as per
following schedule:-

Duration of absence NO. of trip/s

6 months to 12 months 1
More than one years 2
LP/ALP may be allowed to work in yard/siding without such Road learning trip when guided by
authorized
Railway person as per SR-5.13(iv)and such trip will be treated as Road Learning.
v. Last trip should be with LI/SLI and competency certificate should be issued by LI/SLI. Records
of such competency certificate shall be kept in the office from where crew is controlled. A
LP/ALP should record 15 days in advance that his/her learning is going to be due in particular
section in the register kept for this purpose.
vi. If LP/ALP is not acquainted with any portion of railway over which he is to work, obtain
the services of a qualified Railway servant who is conversant with it to assist him/her.
SR-3.78:-Duties after Exploding Detonators:
a. Bursting Single Detonator in Block Section(absolute): -
1. Immediately stop the train completely.
2. Look for any visible obstruction ahead.
3. If no obstruction is visible, proceed at walking speed up to 1.5 km, assuming there might
be an obstruction.
4. Be prepared to stop short of any obstruction.
b. Two Detonators (Non-Automatic Signaling Territory)
1. Control the train to stop short of any fixed signal.
2. Search for signals 270 meters ahead of the last explosion.
3. Follow the aspect of the next signal/signals.
c. Two Detonators in Automatic Signaling Territory
 1. Stop the train completely.
2. Search for an obstruction.
3. If no obstruction is found Proceed at walking speed up to the next automatic signal.
d. Three Consecutive Detonators (absolute block system) (10 Meters Apart)
1. Assume there is an obstruction ahead.
2. Control the speed to stop short of any obstruction.
3. Proceed at walking speed up to 1.5 km, prepared to stop at any hand signal shown by
railway personnel within this distance.
4. If no abnormality is observed after 1.5 km, resume normal booked speed, subject to
Other cautions for the section.
G&SR-3.80: - Duties of the Loco Pilot When an Approach Stop Signal is 'On' or Defective: -
( Train Manager should ensure that the LP is following the procedure)
1. A Loco Pilot shall not pass an Outer, Home, or Routing signal that is 'On' or defective unless
proper authority is provided.
2. The authority may be written authority like –T/369(1), T/369(3b),T/409,T/806(during shunting
only), calling on signal or verbal authority through signal post telephone.
3. LP should Always verify that the route is correctly set and locked, even when authority (e.g.,
T/369(1) or T/369(3b)) is provided. If points are correctly set and locked indication is available in
SM panel, the Station Master will write a remark certifying the correct setting and locking of
points in written authority.
4. It should be ensured that a railway servant in uniform is present and hand-signaling the train past
the defective signal.
5. Speed while passing defective signal should not be more than 15 kmph.
GR-3.81: - Duties of Loco Pilot When a Departure Stop Signal is 'On' or Defective
( Train Manager should ensure that the LP is following the procedure)
1. The train has to be stopped at the station where the defective signal is located.
2. A Loco Pilot shall not pass departure stop signal(S) 'On' or defective unless proper authority is
provided.
3. The authority may be written authority like –T/369(1), T/369(3b),T/C-1425,T/806(during shunting
only) or calling on signal if provided as per approved special instruction.
4. LP should Always verify that the route is correctly set and locked, even when authority (e.g.,
T/369(1) or T/369(3b)) is provided. If points are correctly set and locked indication is available in
SM panel, the Station Master will write a remark certifying the correct setting and locking of
points in written authority.
5. For Starter or Advanced Starter signals protecting points, the Loco Pilot must also receive a
"proceed" hand signal from a duly authorized member of the station staff positioned at the
signal.
6. Speed while passing defective signal should not be more than 15 kmph.
GR-3.83 Assistance of the engine crew regarding signals: -
1. The engine crew must collaboratively identify and call out aspect of each signal affecting
the train's movement. ALP should call out the aspect of signals and LP should repeat it.
2. The Assistant Loco Pilot should support the Loco Pilot in sighting and confirming signals
and assists in exchanging signals when required.
3. The Assistant must remain in the cab during while passing a station but may leave for
necessary inspections of loco after that.
4. The Loco Pilot remains responsible for compliance with these procedures while ensuring
the Assistant performs their duties, except in emergencies when inspection of loco is
required for safety purpose.
5. Motorman in EMU/MEMU should self-call out the signals.
 GR-3.84: - The leading engine's Loco Pilot is responsible for complying with signals, while other engine
Loco Pilots follow the signals of the leading engine unless otherwise instructed.
G&SR-3.85: -Any defects or visibility issues with signals observed by the Loco Pilot or Guard must be
reported to the Station Master of next stopping station for early rectification.

CHAPTER IV
WORKING OF TRAINS GENERALLY
A: - timings and running of trains: -
4.01: Standard Time: -
Train operations are regulated by the Standard Time set by the Government of India. This
time is transmitted daily at 16:00 hours by section controller using common ring to all
Railway stations. The Station Master adjusts the clock accordingly and records any variations
in the Time Variation Register.
4.02: Adherence to Advertised Time: -Passenger and mixed trains must not
depart from a station before the advertised time.
4.03: Setting Watches: -Before a train departs from a terminal or crew-changing station, the
Guard sets their watch by the station clock/authorized place. The Guard communicates the correct
time to the Loco Pilot, who adjusts their watch accordingly.
4.04: Attendance for Train Crew: -Guards, Loco Pilots, Assistant Loco Pilots, must
report for duty at the specified time and location as per special instructions.
4.05: Proper Running Line: -The Loco Pilot must ensure the train follows the
designated running line.
4.06: Direction of Running:-On a double line, trains run on the left-hand line
unless otherwise specified. In case of two or more parallel lines, the running
direction is determined by special instructions.
 4.07: Supply of Working Time Table and Schedule of Standard Dimensions: -
1. Copies of the Working Time Table are provided to CRS, Station Masters, Guards, Loco Pilots,
Inspectors of Way or Works, and other railway staff as required.
2. The Schedule of Standard Dimensions is issued to Inspectors of Way or Works and Train
Examiners.
B. Speed of trains in various situation (4.08 to 4.13): - speed chart separately given.
C. Equipment of Trains and engine crew: -
4.14: Head Light, Marker Lights, and Speedometer: -
1. Headlights and Marker Lights: Trains must use an electric headlight and two white marker lights
during night, fog, or poor visibility conditions. Shunting engines at stations and yards must use
prescribed headlights and display two red marker lights in front and rear.
2. Dimming Headlights: -Headlights must be dimmed when Stationary at a station, approaching
another train in opposite direction on double or multiple tracks or other situations specified by
special instructions.
3. Headlight Failures: If the electric headlight fails or the train runs with the engine tender foremost
following precautions should be followed: -
a. two white marker lights must be used in the direction of movement.
b. On sections having reflective type of board, trains should not exceed 40 km/h or the
lowest temporary speed restriction. On other sections maximum speed may be 50KMPH.
c. Frequent whistling should be done.
4. Speedometer and Recorders: Coaching locomotives must not leave the home shed if the
speedometer or recorder is defective. If these devices fail en route, the train speed should be
reduced by 20%.
5. The timing for lighting and extinguishing headlights and marker lights aligns is mentioned in SR
4.15.
4.15: Tail and Side Lights
i. Tail and Side Lights at Night or in Low Visibility: -
i. Engine with vehicles attached must have at least one red tail light and two side lights showing
red towards the rear and white towards the engine. (Goods trains and Electric Multiple Units may
not require side lights.)
ii. When two trains run in the same direction on parallel tracks, the side lamps of the brake van
must show white lights to the front and rear while passing.
iii. When a train is shunted or detained for another train, the Guard must reverse the side lamps
to show red towards the engine and white towards the rear once the train is clear of the
main line. Before the train moves onto the main line, the side lamps must be reversed back
to their original positions.
iv. Single engine without vehicles must have at least one red tail light. In case of Multiple
engines without vehicles the rear engine must display at least one red tail light.
v. Colliery Pilot Trains need a red tail light when entering or leaving the block section,
provided special instructions ensure no obstruction is left in the block section.
2. Shunting within Station Limits or Siding: -An engine engaged in shunting within station limits or
a siding must carry buffer or side-lights.

3. Lighting and Extinguishing of Lights :

Division Lighting time Extinguishing time

Feb to May Aug Nov Feb to May Aug Nov to
April to to to Jan April to to Oct Jan
July Oct July
 SDAH/HWH/MLDT 17.20 18.00 17.00 16.50 06.20 05.10 05.45 06.20
ASN 17.05 18.05 17.05 16.55 06.25 05.15 05.50 06.30

However, during poor weather conditions (fog, storms), the timing can be adjusted as
necessary.

4.16: - Tail Board or Tail Lamp: - In order to indicate that the train is complete following procedure shall
be followed:-
i. The last vehicle must flashing tail lamp. In some cases, other approved devices may be used as per
special instructions.
ii. Colliery pilot trains, which operate in colliery sidings, need to display a red tail light only when entering
or leaving a block station. Before another train is allowed into the block section, the Guard must confirm
that no vehicle has been left behind.
iii. In emergencies, if the tail lamp is lost or broken, a red flag (during the day) or a hand signal lamp
showing red (at night) must be used as a substitute.
iv. For electrified suburban trains (EMU stock), the last vehicle must display a red cross (X) at the bottom
right corner during the day. At night, a red light is also required.
v. If an SLR or an Inspection Carriage has a built-in red light but another vehicle is attached behind it, the
built-in light must be switched off. The Guard must ensure that the tail lamp or tail board is placed only on
the last vehicle of the train.

4.18:-Means of communication:-

 Every passenger carriage in a passenger or mixed train must be equipped with a means
of communication by which communication can be made with the Guard or Loco
Pilot.
 However, exemptions exist in case of Complete or partial failure of air brake system,
Frequent misuse by passengers, Goods train or exempted through approved special
instruction.

4.19:- Guard’s and Loco pilots equipment:-

1. General Equipment for Guards and Loco Pilots
i. Rule books (G&SR,BWM,AM,WTT etc. with up-to-date correction slips.( either in hard
copy or electronic form)
ii. Hand signal lamps (tri-color or LED-based).
iii. Hand Signal Flag ( Stick-2,Red flag-2,Green flag;-1)
iv. Detonators (10 in a case).
v. Two pairs of spectacles (if prescribed medically).
vi. Wristwatch.
vii. Walkie-talkie sets
viii. Engine tools only for Loco pilots.

2. Brake Van Equipment for passenger carrying trains:-

i. Fire extinguishers - 2
ii. PCP set
iii. Wooden wedge/sprag,
 iv. stretcher,
v. emergency lighting equipment Except Rajdhani

3. Additional Equipment for Guards:

i. Whistle.
ii. First aid box (Guard of passenger carrying trains)
iii. Tailboard and flashing tail lamp.
iv. Pad lock-7/or as specified by divisional authority.
v. Rough journal book along with T/609
vi. Rubber washers-3
vii. Air pressure Gauge with adopter (only in goods train)
viii. Water canvas
ix. Guard’s certificate
x. Special key for passenger carrying trains having SLR.

4. Equipment Box provided in EMU/MEMU: - following items are provided in the BOX:-
i. Rule books (G&SR, BWM, AM, WTT etc. with up-to-date correction slips. ( either in hard
copy or electronic form).
ii. Detonators (10 in a case).
iii. First aid box
iv. Hand Signal Flag (Stick-2, Red flag-2, Green flag; -1)
Other items should be carried by Guard.
5. Equipment should be carried by Assistant Loco Pilot:-
i. Tri Colour torch
ii. Red and green flag
iii. Hammer cum screw driver.
iv. Working Time Table
6. Guard working in Passenger/Mail Express train shall be in possession of the
following as his personal items where inbuilt equipment box in the SLR has been
provided: -
(i) Walkie-Talkie for communication with Station Master & other railway staff
(ii) Wrist watch and two pairs of spectacles (if he is required to wear
these under medical advice)
(iii) Rough Journal Book and other forms including form T/609
(iv) Whistle
(v) Master Key for inbuilt equipment box of the SLR.
(vi) Tri-colour battery operated hand signal lamp-1
(vii) Flashing Tail lamp of approved design painted red -1.
(viii) Hand signal flags - a) Sticks-2, b) Flag-2 (Red-1 & Green-1).
7. Following other essential equipments are to be provided in the inbuilt equipment
box in the SLR of Passenger/Mail Express train to be used by Guard of the train:-
(i) Tail Board
(ii) and signal flags - a) Sticks-2, b) Flag-3 (Red-2 & Green-1)
(iii) G&SR Book, Block Working Manual and Accident Manual (with all up-to-
date C/slips)
(iv) 10 no. of Detonators (in a case)
(v) First aid box with full complements.
(vi) Pad lock as specified
(vii) Rubber washer-3.
 (viii) Working Time Table
8. Special points: -
i. Guard of DMT must carry clamps
ii. Guard of coal pilot must carry a torch.
iii. Guards are responsible for checking and maintaining the SLR (brake van) equipment and
Guards/LP/Motorman equipment in equipment BOX of cab. Any deficiency must be
reported to supervisors or recorded in deficiency register maintained for this purpose.
iv. Guards’ compartments should remain locked with a special key at originating stations
and during en-route reversals.
4.20: Manning of Engine in Motion
i. An engine cannot be in motion on any running line unless the Loco Pilot & Assistant Loco
Pilot (engine driver) is present except in case of EMU/DMU/MEMU. Single loco
pilot/Shunter can perform shunting within outermost stop signals of station.
ii. If the Loco Pilot becomes incapacitated while the engine is in motion, the Assistant Loco
Pilot may continue to cautiously work(maximum 40 KMPH) the train to the next station if
they are duly qualified.
iii. If ALP isn’t duly qualified the train should be stopped and message should be sent to SM of
nearest station for arrangement of qualified LP. Assistance from Guard may also be taken in
informing SM of nearest station.
4.21 Driving an Electric Train
1. Normal rules:-
 The Loco Pilot must be in the leading driving compartment when, the train is in motion or
standing on a running line (unless otherwise prescribed). Only certified Loco Pilots and Assistant
Loco Pilots having required competency certificate may drive electric rolling stock. Trainees may
drive under trainer specially authorized by DEE.
 If Loco Pilots haven’t driven Loco/MEMU/EMU etc. for 6 months, they need re-examination,
refresher courses, and endorsement of their competency certificate.
 The loco pilot must never relinquish possession of his reversing handle except as provided in this
rule. Loco Pilots must remove the reversing handle and air-brake handle when leaving the driving
compartment.
 The LP shouldn’t move the reversing handle into OFF position until the train has stopped to keep
the dead man’s emergency gear ready to function.
 When trains are coupled together, they shall be treated as one train. Only one master controller
shall be in use at one time.
2. In case of some defects:-
a. Single/Multiple Unit Trains(EMU/MEMU) Automatic break and driving apparatus
problem:- If the leading driving compartment apparatus is defective, the train may be
driven cautiously from the nearest serviceable driving compartment. The Guard must
occupy the leading driving compartment, convey signals to the Loco Pilot and sound the
horn or whistle, apply brakes in emergencies, and ensure correct stopping. Such types of
defect may be three types :-
 If only automatic brakes cannot be operated from any driving compartment, but
driving apparatus is OK, the Guard will accompany motorman and operates hand
brakes as per requirement.( speed limited to 8 km/h.)
 If only automatic brakes cannot be operated from leading driving compartment
only but driving apparatus is OK ,the Guard will travel in nearest driving
compartment and apply automatic brakes as per requirement.( speed limited to
8 km/h.)
  If automatic brakes and driving apparatus of leading driving compartment are
defective, Guard travels in the leading compartment, using hand brakes.
Motorman will drive from nearest functional driving compartment. ( speed
limited to 8 km/h.)
 If single or multiple unit train is disabled and another assisting engine/train is
deployed, the LP will hand over the reversing handle to the assisting train’s Loco
Pilot. If engine/train is assisting from rear the LP of disabled engine will perform
the task of Guard as mentioned above.
 Arrangements must be made to withdraw the train from service at the nearest
suitable station.
b. If the leading compartment of electrical engine is defective, the train may be
driven from the trailing compartment by a qualified Assistant Loco Pilot (maximum
speed 40 kmph). The Loco Pilot remains in the leading compartment and is responsible
for train operation.
3. Protection of Single and Multiple Unit Train Stopped Between Stations:-
a. If the defect can be rectified by the Loco Pilot/Motorman, the Loco Pilot may leave the
compartment to attend to the defect. Before leaving, the Loco Pilot must fully apply the
automatic brakes, hand brake in the driving compartment and Inform the Guard about the
situation. On gradients steeper than 1 in 100, the Guard must apply hand brake of Guard’s
compartment and two other vehicles if available.
b. If the stoppage exceeds or is likely to exceed 10 minutes, the train must be protected
following General Rule (GR) 6.03. In the absence of another competent person LP/
motorman/Guard, they will proceed for protection after taking precautions as specified
above.
4. Duties of LP/Motorman if OHE Power Supply Fails:-
i. Use Momentum: -The Loco Pilot/Motorman should attempt to reach nearest emergency
telephone socket or station using momentum of train. During such movement LP/Motorman will
attempt to close the circuit breaker (DJ) to check if power has been restored three times (1 st –
Immediately,2nd After 1 minute,3rd -After 3 minutes.). If power is not restored after the third
attempt, do not try to close the DJ again.
ii. Checking: -Upon stopping at an emergency telephone socket or station, the LP/Motorman should
Lower the pantograph and inspect the roof for foreign material or any other abnormalities.
iii. Handling Foreign Material:-If foreign material is found inform the Traction Loco Controller (TLC)
or Traction Power Controller (TPC) immediately and remove the foreign material in consultation
with TLC/TPC and proceed. If no abnormality is found inform the matter to TLC/TPC and keep the
pantograph lowered and raise the same if permitted by TPC/TLC.
iv. Protect the train as per GR-6.03 if the detention is likely to last more than 10 minutes after
securing the load/train. (in case of goods train Hand brake of 10 wagons should be applied)
5. Control of trains at approaches to neutral sections –
i. The Loco Pilots of electric locomotives/EMUs should control their train in such a manner at
approaches to Neutral Sections that when they switch off power while passing Neutral Section,
the brakes of the train are fully released, so that the train can cross the Neutral Section under its
own momentum after switching off the “DJ” without risk of stalling in the Neutral Section.
ii. If the train is stopped before the Neutral Section on banner flag or for any other reason, the
Loco Pilot should stop his train sufficiently in rear and create full pressure, before he/she
restarts the train so that the train can pick up adequate speed before the “DJ” is switched off
and cross the Neutral Section with brakes in fully released condition to avoid risk of stalling.
6. Working of Electric Rolling Stock over Flooded Tracks –
 1. When the water level is just above the rail, speed of EMU stock must not exceed 5
kmph, and electric locomotives must not exceed 10 kmph.
2. Entry into sections where water level exceeds 5 cm above the rail level is strictly
prohibited to prevent damage.
3. If rolling stock is unavoidably operated in such conditions, it must not continue
under its own power. it must be examined by maintenance staff and certified fit
for further operation before resuming service.
7. Hauling of dead locomotives:
i. General Requirements:
o "Fit to Run" certificate from authorized personnel.
o Steps should be taken to ensure that the dead locomotive cannot be started
inadvertently.
o Escort by a competent person (minimum Assistant Loco Pilot).
o Ensure brake synchronization with working locomotives.
o Double heading permission in the section.
o Speed of the dead locomotive must match the train's maximum permissible speed.
o Conduct a test run of 500 meters to check wheel temperatures.
o In case of movement of electric locomotives in non-electrified section, the schedule of
standard moving dimension should be checked. In case of infringement the same should
be treated as ODC.
ii. Passenger Trains:
a. Only one dead locomotive allowed, attached next to the train engine.
b. Room in the train for such attachment.
c. Brake power of the train must be 100% (excluding dead locomotive).
d. Operable brakes are preferable; otherwise, treat the locomotive as a piped
vehicle.
e. Permissible for Mail/Express trains, excluding Rajdhani, Shatabdi, Duronto, or
trains with more than 21 LHB coaches.
f. Dead Locomotives can also be attached in superfast train subject to following
condition :-
1. End to end attachment.
2. At stations minimum stoppage time is 10 minutes.
iii. Goods Trains (preferable to move dead loco)
a. Maximum of three locomotives (2 working in multiple unit + 1 dead or 01
working +2 dead loco in multiple unit) allowed.
b. Escort provision is exempted if the dead locomotive is not attached in rear of
goods train. If attached in rear of goods train, Guard should ensure the presence
of escort.
c. If double heading permission is there in the section, the dead loco may be
attached next to train engine.
d. If double heading is not permitted in the section, dead locomotive can be placed
anywhere but the distance between main loco and dead loco should be more
than largest span of the bridge of that section.
e. If attached in rear of the train, the BP should not be attached. It will be the
responsibility of escort to stop the loco in case of emergency.
iv. Normal operating procedure: -
a. When engine of a working train fails, a dead locomotive is attached to the
relieving locomotive and the train is worked to the next block station, where it is
normally detached.
 b. If not detached, the train may be worked double-headed with one dead
locomotive up to the destination. In such situation total loco shall not exceed
two.
c. In Sections without double heading permission, and no banker in the train, the
train is pushed by the relieving locomotive to clear the block section. At the next
block station, locomotives are marshalled to ensure they are not coupled
together, maintaining a minimum distance of 91 meters.
d. In Sections without double heading permission, and banker is available in the
train, matter should be referred to DEN, who will examine bridge spans en-route
and provides instructions on marshalling.

4.22. Riding on Engine or Tender

i. Only authorized personnel, as per special instructions, can ride on a locomotive, tender, or
driving compartment. Authorized personnel include engine crew, Metal Pass/Equivalent duty
pass holders, or individuals with requisite cab passes issued by Sr.DME(P)/Sr.DEE(op).

ii. Unauthorized persons must not manipulate any equipment inside these compartments.
iii. Authorized person in exceptional circumstances in Guard’s cab/BV:-
a. Crew/Guard, Maintenance or security staff in passenger trains,
b. Security staff, police, repair gang of S&T, Medical staff etc. with prior
approval of Sr.DOM in goods train.
iv. Maximum number of authorized persons:
 DMU/EMU/MEMU driving cab: 3 (including Motorman).
 Diesel/Electric engines: 4 (5 if accompanied by a Silver Metal Pass holder or
during inspections by Signal Sighting Committees) including crew.

v. Brake Vans:
o Passenger Trains: Maximum of 3 additional persons besides the Guard, under
exceptional circumstances.
o Goods Trains: Maximum of 5 additional persons . Exception in case of emergency (e.g.,
Security staff, police, repair gang of S&T, Medical staff etc.) with prior approval from Sr.
DOM )

4.23:- Brake-vans:
i. Mandatory Brake Van :-No train shall enter a block section without one or more brake-vans
unless in emergencies or special cases under instructions.
Normal Exemptions: Railcars, light engines, or coupled light engines.
Exceptions for Special Vehicles: - Crew rest vans, inspection carriages, or
departmental vehicles with active air brake apparatus may operate without
guards, brake vans or hand brake.
ii. Authority and Conditions for Goods Trains Without Brake-vans
a. Approval: Requires prior approval from Sr. DOM/DOM.
b. Record Maintenance: Control office with details
c. Prohibitions: Non-controlled sections, during prolonged failures of BPAC & During total
communication failures.
iii. Precautions for Trains Without Brake-vans: -
1. Information: -Guard will relay last vehicle details to the Station Master/Yard Master in writing.
Station Master /Yard master will inform to Section Controller & Section Controllers to en-route
stations. Guard will affix Tail lamp/Tail Board at last vehicle and travel in engine.
 2. BPC: TXR to include last vehicle details in BPC.
3. Line clear procedure: Line Clear communication (like line clear enquiry, giving Line clear, giving
TES etc.) must include last vehicle details. Information to controller should also be given at the
time of TES.
4. During Run: - i. Guard along with ALP frequently look back for safe movement.
ii. Stations and cabin should verify last vehicle number.
iii. If station failed to verify the last vehicle number, effort should be made to stop
the train and verify. If the train couldn’t be stopped, the information should be
given to next station to stop the train and verify the Last Vehicle Number. The
section shouldn’t be closed unless the Last vehicle is verified.
5. Speed Regulations: Trains will run on Sectional speed except in case of poor visibility. During
poor visibility rules related to foggy weather should be followed and trains should be stopped at
stations to verify Last Vehicle.
6. Speed in ECR: - During day: - Block Section: - Booked Speed, Passing station: - 20 KMPH
During Night: - Block Section: - Booked Speed, Passing station: - Stop & start
7. Such train shouldn’t be advanced to advance starter.
8. Automatic Block Signaling/IBP: Ensure Last vehicle train arrives completely at next Station before
dispatching another train.
4.24–Position of BV in the train:- A brake-van should be attached to the rear of the train, except under
special instructions where reserved carriages or other vehicles may be positioned behind it.
i. Mixed Train Formation: - Goods train vehicles should be Positioned next to the engine,
followed by a front brake-van (mandatory separation) followed by coaching vehicles
(Loaded or Empty)
ii. Attachment of vehicle in rear of Rear BV: - Up to 2 bogies (active braked vehicles/wagons
and connected with braking system) + Inspection carriage (with active working braking
system) may be attached behind the rear brake-van.
iii. Military Specials are also included in this rule. Any train violating this rule and entering
the Eastern Railway system must be re-marshalled accordingly.
4.25:-Guard:- All running trains must have one or more Guards, except in emergencies or under special
instructions. The Guard should normally travel in the brake-van, except emergencies or under special
instructions. There are following important provisions: -
v. if two or more Guards are assigned to a train, the Guard-in-Charge will ride in the rear
brake-van.
vi. The Guard of Rajdhani/shatabdi may travel with the Train Superintendent or in the
Power Car instead of the brake-van but they must carry all personal equipment as
specified in GR 4.19.
vii. In case of absence of Guard duties of Guard is to be performed by Loco pilot.
4.26:- Only vehicles with approved couplings may be attached to a train.
1. Vehicles and Cranes.

4.27: - i. Certification Before Attachment: -A travelling crane must be certified fit by an authorized
person before being attached to a train. A dummy truck for the jib must be used if necessary.
ii. Precautions for Electric Traction Lines or adjacent line with electric traction: - special instruction must
be followed.
iii. Following other precautions should be followed in movement and working of crane: -
a.Maximum axle load with jib resting on match truck=20(T).
b.Speed restriction over various sections should be checked from WTT. Speed at site should be
maximum 5 KMPH (travelling by own power with or without load).
 c. Crane movement on various bridges is prohibited or allowed with cautious speed. The same
should be checked from WTT.

4.28 Loading of vehicle:-

1. Maximum Load Limits: -No wagon/truck may exceed the maximum gross axle load
as per Section 53(3) of the Act or any lesser limit prescribed by the Railway
Administration. At present various Railway routes have been identified as CC+4+2,
CC+6+2, CC+8+2, 25(t) route. The normal Gross weight of a wagon is around
81.2(T). The wagon can move with normal speed if the wagon is loaded upto the limit
of route. For example, in CC+8+2 route wagons can be loaded upto 91.2 (T). from
91.2 to 93.2 (T) the speed of wagon should be 50 KMPH, from 93.2 to 95.2 (T) the
speed of wagon should be 30 KMPH. If the gross weight of wagon exceeds 95.2 (T), it
should be detached from the load.
2. Maximum Moving Dimensions: -Vehicles must not exceed the prescribed maximum
moving dimensions unless under approved special instructions from the Railway
Board.

Maximum moving dimension has been given below (B.G)

 Coaching Stock Width: 3250 mm

 Bogie Goods Stock Width: 3050 mm
 Height at Centre: 4115 mm
 Height at Sides (Bogie Goods): 3530 mm

3. Long consignment loading on open truck (Flat wagons)-If a load projects unsafely
beyond the truck's end, an additional truck must be attached as a dummy. The Guard
(or another designated railway servant) must inspect open truck loads for shifting or
instability, secure the load, or remove the truck if necessary. Following additional
precautions should be taken: -

i. No part of the load on the centre truck, with at least 230 mm clearance
on both sides.
ii. Load must rest on the ends of two trucks, 152 mm above the floor.
iii. Consignment must have at least 230 mm clearance from truck sides.
iv. Load weight must not exceed double the carrying capacity of either
truck.

ODC
(OVER DIMENSION CONSIGNMENT)
Any consignment which when loaded on an open truck, causes
infringement to the standard moving dimension.
Sanctioning
 Class Speed Clearance Marshalling Day/Night Escort Authority

With DRM(in
through Division)
A- 9” or above Goods train
Class PCOM(in Zone)
Booked Both No need
Alone or DRM(in
with Division)
B- 40 6” to less sectional TXR
Class kmph than 9” train PCOM(in Zone)
Both
Max
TI
25 4” to less Alone as SE(C&W)
kmph than 6” Load
C- Only Day SE(P.Way CRS
Class Max )

i. Another speed restrictions also observed depending on the

clearance from OHE:
OHE CLEARANCE SPEED RESTRICTION
ABOVE 390 mm NO SPEED RESTRICTION
340mm to 390mm 15 KMPH
BELOW 340mm POWER BLOCK SHALL BE ARRANGED +15 KMPH

BELOW 100 mm NO MOVEMENT

4.29: Damage and defective vehicle:-

1. No vehicle which has been derailed shall run between stations, until it has been examined
and passed by a competent TXR. Provided that in case of a derailment between stations, the
Loco Pilot may, if the vehicle has been re-railed and if he considers it safe to do so, take such
vehicle to the next station at a slow speed.
2. If a Guard or Station Master has reason to apprehend danger from the condition of any
vehicle on a train before it can be inspected by a Train Examiner, the Loco Pilot shall be
consulted, and if he so requires, the vehicle shall be detached from the train.
3. Station Masters and their staff will observe he condition of vehicle while passing the station if
any defect (e.g., goods falling off, hot axle, fire in train etc). is noticed, following action should
be taken:-
i. Stop trains using danger signals,
ii. If can’t be stopped inform the next station ( 000000-0 beat )and Section Controller using
block instruments, telephones, or other communication modes.
iii. Stop train movement on adjacent lines until the affected train is confirmed safe or cleared &
Issue Caution Orders to warn Loco Pilots entering into that section
 iv. If it is noticed that any part of the train has fallen off inform the rear station and enforce
precautions mentioned above.
4. Hot Axle or seizure of roller Bearing :
Hot Axle symptoms:-
i. Warm axle box detectable by feeling from hand.
v. Strong smell of heated oil and waste.
vi. Whistling noise.
vii. Flames, smoke, or red-hot axle box metal.
Seizure of Roller Bearing symptoms:-
i. Skidding wheels.
ii. Metallic noise.
iii. Burning oil/grease smell.
iv. Red glow (night).
v. Smoke from grease.
5. Action in case of Hot axle/Seizure of roller bearing:-
i. Report any signs immediately to the responsible person (e.g., Station Master, Guard, or Loco
Pilot). Vehicles with hot axles or seized bearings must be examined and, if necessary, detached.
ii. At roadside station axle boxes are examined by station staff/train staff for waste content and
proper condition before dispatching wagons.
iii. Detain wagons with empty or deficient axle boxes and inform the nearest TXR.
iv. Do not throw water on a hot axle box or axle.

E. Precautions before Starting Train.

4.30:-Loco Pilot and Guard to read notices at the time of signing ON .At present the notices should be
uploaded in CMS . Signing ON in CMS is not possible before reading notices.
4.31: - Examination of train before starting: - A train cannot start from a station unless the Station
Master receives a report from the Train Examiner certifying that the train is fit to proceed &has the
prescribed brake power.
SR 4.31: Starting a train from Non-TXR point: - Guard and Loco Pilot should check the followings: -
i. Brake Power: Ensure air pressure continuity and confirm adequate brake power by
counting operative and non-operative cylinders.
ii. Visual Inspection: Examine for loose fittings in the under gear (e.g., brake blocks, safety
brackets, pins) that could endanger safe operation.
iii. BPC: Verify the validity of the BPC. If Validity of BPC is expired, the train is to move to the
next TXR point in the direction of movement.
iv. Matter should be Informed the control via the Station Master, and a joint memo should
be prepared by Guard and loco pilot in triplicate. (Guard’s copy,LP copy and SM copy)
v. Station Master will not allow the train to depart unless receives the joint memo from
Guard and Loco Pilot, confirming the train's fitness to proceed.
Protection for Train Examining Staff:-
i. A large red flag or a board about 0.38 x 0.30 metres painted red and inscribed with
the word “STOP” in white erected about 1.21 metre above ground level will be exhibited
by them at both ends of trains during the course of examination during day.
ii. red lamps in place of red flag should be used in night.
iii. . In case of passenger carrying trains on platform lines, the red flag, board or lamp
should be displayed on the platform side so as to be visible by the train crew from the
platform side.
iv. Train shouldn’t be moved unless the flags, boards or lamps has been removed and Station
Master has been informed that the work is completed.
 4.33:- Special checks in case of EMU/MEMU
i. Ensure all electrical couplings are properly made.
ii. Verify that control, power apparatus, and brakes are working correctly.
iii. Joint brake tests (electro-pneumatic and automatic brakes) between
Motorman and Guard should be done before starting.
iv. Handling Disabled Units:
o Improvised coupling arrangements may be used if automatic brakes or hand
brakes
of the defective unit are functional.
o Passengers must be detrained before moving the defective unit.
o Motorman and Guard should position themselves at either end of the defective
unit
to operate brakes if needed.
o Keep the disabled unit at the rear.
o Withdraw the disabled train from service at the nearest station with siding
accommodation.

4.34:-Duties of Guard while taking over charge of a train: - Guard should ensure the followings: -
i. Train is Properly coupled
ii. It has required brake power. (through BPC and continuity test)
iii. Tail board or tail lamp and side lamps are present, lit, and burning brightly when needed.
iv. communication system with the Loco Pilot is functioning properly
v. For Goods trains, the Guard must check that all wagon doors are properly closed/secured to prevent
them from opening and hitting trackside structures during run.
v. No spare coupling is left hanging.
vi. Before signing the Brake Power Certificate, the Guard must confirm that the train examiner has
already signed it and certified that:
1. All carriage and wagon doors are working properly, can be closed, and are securely fastened.
2. Vestibule connections are properly secured, and doors (if required) are locked and bolted.
Overall Guard should ensure that the train is in the state of efficiency for travelling.
4.35-Starting a train: -
o Ensure the train has proper authority to proceed.
o Ensure fixed signals (and hand signals, if required) are correct, the line ahead is clear,
before giving starting signal.
o Ensure no unauthorized persons are in compartments not for passengers, on vehicle
roofs, etc., and seek help from RPF/GRP to remove such persons if needed.
o In specified suburban sections, Signals may be taken off as soon as the line clear has
been received by SM. It will be responsibility of motorman and Guard to stop as per
WTT & ensuring conditions for starting.
o If trains stop in block section, starting signal should be given to LP after ensuing that
everything is all right.
o If banking engine is deployed, at night, the Guard must repeat the starting signal to
the banking engine's Loco Pilot in the rear.
4.36 to 4.39: -
The Guard or Head Guard ( in case of more than one Guard) is in charge of the train after
the engine is attached, including decisions on stopping and movement for traffic
purposes. In self-propelled vehicles without a Guard, the Loco Pilot assumes this role.
Within station limits, the Guard follows the Station Master's orders. Assistant Loco Pilots
 must obey the Loco Pilot. The Loco Pilot must follow the Guard's and Station Master's
lawful orders, provided engine safety is maintained. For goods trains at engine-changing
stations, the Loco Pilot detaches the engine only after proper berthing and receiving
signals, with further movements overseen by the Guard and arranged by the Station
Master.
(4.40to 4.54) Duties of Train Manager while the train is on run :-
4.42: -Exchange All Right signal where prescribed. When Station Staff is showing "stop" hand
signal, try to stop the train immediately.
4.43:- Keep a good look-out to ensure that the tail board/tail lamp/BV lamp/side lamp are in
position and burning brightly when required and train is proceeding in safe and proper
manaer.
Action taken by train staff in case of ACP:

 LP will sound 00- whistle. (Driver’s Rule book)

 Train Manager will show red flag/red light for acknowledgment.
(Driver’s Rule book)
 LP will stop the train at first convenient place. (Driver’s Rule
book)
 Now TM and LP shall reach to the affected coach. And know the
cause of ACP. If it is happened due to untoward accident then
they will act according to rule. (Driver’s Rule book)
 If ACP has been done mischievously, The Train Manager will
note name and address of the person and FIR should be lodged
accordingly. (Operating manual Eastern Railway CH-18
Para-10)
 If air hose pipe is disconnected the same should be reconnected
by Assistant Loco pilot. (Operating manual Eastern Railway
CH-18 Para-10)
 If it may be caused of more than 10 minutes detention then train
should be protected asper GR & SR 6.03 (Driver’s Rule book)
 After helping the passenger ACP should reset.

 In case of EMU/MEMU/Vande -Bharat train set: [SR – 4.43(2)]

I. Whenever the Alarm Chain is pulled on the EMU/MEMU/Vande-
Bharat train in between the Scheduled halts, the LP/Motorman
should reduce the speed of his trains to 20 kmph till he gets the
Train Manager signal on Bell code as per SR 4.51 of EMU/MEMU
or through other means of communication provided in Vande-
Bharat train justifying the stoppage of train.
II. Train Manager must look out on both sides of the train to
ascertain whether there is any untoward incident which would
justify immediate stoppage of train. In case the Train Manager /
 LP notices any serious occurrence, he should acknowledge the
same with beat as per SR.4.51 or otherwise to the LP/ Motorman
to stop the train immediately (except on bridges) and deal with
the situations as warranted. However, if the Train Manager is
fully satisfied that there is no untoward happening, he should
give two beats or through other means of communication
provided in the train to the LP/Motorman to resume normal
speed and the train should be brought to next schedule
stoppage.
III. Train Manager of EMU/MEMU or, Maintenance escort staff of
Vande Bharat will reset the disc or, reset the Passenger Alarm
system to normal position before starting the train.
IV. In case, there is difficulty in resetting the same due to
malfunctioning, Motorman of EMU/MEMU will attempt to rectify
the same or the train should move up to next maintenance point
(enroute/destination) without delay, where the defect would be
rectified.

 To reset the ACP

 For ICF coaches, Train Manager/ALP has to reset it by pulling
downwards the resetting wire rope hanging at the end body for
ICF coach.
 In LHB coaches this is to be done by resetting key (Insert the
resetting key and rotate clockwise).
 If the air leakage stops, brakes get released then move to
corresponding cab and start the train.
 If leakage of air does not stop, then ACP system should be
isolated
i. For this, close the Alarm chain isolating cock available at
the bottom of the headstock in ICF Coaches and at the back
side of the foot board in LHB coaches.
ii. If this is done, the ACP system will not work in this coach
again. So, inform this to coach TTE.

 After resetting train should be started after exchanging all right

signal between Train Manager and Loco Pilot. (SR 04.42(i)(a)(ii))

4.44: If a train is Held up at First stop signal without an apparent cause for 5 minutes, the Loco Pilot
must alert the Guard and dispatch a crew member to the nearest station. After 15 minutes, the
Guard must protect the rear of the train unless the signal is Taken OFF or further instructions are
received. In the absence of Guard, the duties will be performed by LP.
 4.45: Attract the attention of Loco pilot, if necessary, by applying and releasing hand brake or
reversing side lamps or reducing pressure gradually.
4.46 - 4.47: Use of Guard’s Hand Brake: - If Loco Pilot is asking ask assistance by sounding 000
whistle. Hand brakes should be used, especially on down gradient. over-tightening of Hand brakes
should be avoided to prevent wheel skidding.
4.48: Detaching the Engine: -The Guard must ensure proper securing before allowing detachment.
4.49: Trains must be started and stopped carefully to avoid jerks.
4.50: Listen Engine Whistle code and act as per requirement.
4.54:- Passengers:- Guard should give his best assistance to passengers entraining and detraining.

ENGINE WHISTLE CODE.

Engine whistle is such a communication system between loco Pilot and Train
Manager and also with Station Master without using Telephone or Walkie Talkie
at any time without any delay. The following whistle shall invariably be given by
Loco Pilots for the purposes indicated against each.
Note. – ‘0’ represents a short whistle and ‘— ‘represents a long whistle.

Sl no Code of Engine Indication

whistle
1 0 a) Before starting –
i) Indication to Loco Pilots of Assisting/Banking
engine that the Loco Pilot of the leading
engine is ready to start.
ii) Acknowledgement by the Loco Pilot of
Assisting/banking engine to the leading
engine.
iii) Engine ready to leave loco yard after
completing loco works.
iv) Engine ready to go to loco yard.
b) On run –
i) Assistance of other engine not required
ii) Acknowledgement of Loco Pilot of
Assisting/Banking engine that assistance
stopped.
2 0– Assistance required from the trailing loco
3 00 a) Call for Train Manager’s signal.
b) Signals not exchanged by Train Manager.
c) Signals not exchanged by station staff
4 –0 a) Train Manager to release brakes.
b) Before starting engine for a train from
stations/mid-section.
c) Main Line Clear after backing into siding.
5 000 a) Train Manager to apply brakes.
b) Train is out of control. Train Manager to assist.
6 0000 a) Train cannot proceed on account of accident,
 failure or obstruction or other exceptional
cause.
b) Protect train, in rear
7 ––0 Opening the circuit Breaker [DJ]
8 – – 00 Call for Train Manager to come to engine
9 0–0 a) Token not received.
b) Token missed. [
c) With wrong authority to proceed.
d) Passing stop signal at ‘ON’ on proper authority.
10 – a) Before starting - vacuum recreated on ghat
section remove sprag.
b) Passing an automatic stop signal or a
permissive stop signal at ‘ON’.
c) Passing an intermediate Block stop signal at
‘ON’ when the telephone provided on the signal
post is out of order and the Loco Pilot is thus
unable to contact station in rear. [
d) On run – acknowledgement of Train Manager’s
signal.
11 A. -- -- -- -- -- -- a) Approaching W/L board and passing L.C. gate.
-- b) From W/L board up to R W/L board (where both
are provided)
(Intermittent)

B. ----------------- a) From R W/L board till passing the L.C. gate.

b) Approaching and passing tunnel or area of
(One restricted visibility or curves or cutting or site of
continuous accident or when in consequence of fog, storm
long) or any other reason the view of signal is
obstructed.
c) Recall railway servant protection train in rear.
d) Material train ready to leave.
e) Running through a station.
f) Approaching a Stop signal at ‘ON’.
g) Detained at a Stop signal.
h) Intermediate Block Signal at ‘ON’.
12 –0–0 a) Train parting
b) Train arriving incomplete.
13 00 – a) Alarm chain pulled.
b) Insufficient vacuum in engine.
c) Train Manager applies vacuum brake.
d) Inter-communication apparatus used.
14 –– Raise pantograph. To be acknowledged by the other
engine.
15 –0– Lower Pantograph. To be acknowledged by the other
engine.
16 – 00 a) Signal arm taken off but light extinguished.
 b) Signal arm improperly/insufficiently taken off
c) Defective signal.
17 ––– Fouling mark not clear.
18 000000 a) Apprehension of danger
b) Danger signal to the Loco Pilot of an approaching
train whose path is fouled or obstructed for any
reason.
c) While working on a single line section during total
failure of communication or when single line
working is introduced on a double line section.
d) Moving in a wrong direction on a double line or
against the signal direction in the Automatic Block
Signalling territory or against the Established
direction in the Absolute Permissible block
signalling territory.

BELL CODE BETWEEN TRAIN MANAGER AND LOCO PILOT

Introduction: This is the fastest communication system without using a
telephone or walkie talkie between Train Manager and Loco Pilot of a running
train. They can communicate with one another and can control the movement in
different situation.
Bell signals between Loco Pilot and Train Manager. — When bell
communication is provided between the Loco Pilot and the Train Manager of the
train, bell signal code, as may be prescribed by special instructions shall be used.
The following bell signals shall invariably be exchanged between the Train
Managers and the Loco Pilots of trains provided with the means of bell
communication on Suburban electrified section for the purpose indicated against
each:
Sl.No. Code of Bell Indication Acknowledgement
Signal
1. 0 Stop train 0
2.[a] 00 Start train 00
2.[b] 00 Alright signal 00
3 00 Pause 00 Passing Automatic gate 00 Pause 00
signal at ‘ON’
4 000 Train Manager required by 000
the Loco Pilot
5 0000 Protect train in rear 0000
6 0 Pause 0 Zone of speed restriction 0 Pause 0
over Resume prescribed
speed
7 000 Pause 000 To warn the Motorman 000 Pause 000
 when he exceeds the
prescribed speed

SR-4.42 Details of All Right Signal(ARS):-

1. Between Loco Pilot and Guard
i. All Right' Signal shall be exchanged in following situations: -
a. Train starts after stopping at a station.( after BV clears PF)
b. Train starts after stopping outside station limits.( as soon as train starts)
c. Goods trains run through a station. ( after BV clears PF)
ii. All Right' Signal Method
a. Green hand flag (daytime)&Green hand Signal lamp (nighttime or during poor
visibility).Loco Pilot acknowledges the signal shown by Guard by repeating
the signal.
b. If no signal is received, the Loco Pilot whistles and stops to ascertain the
cause if still no response.
c. Signals should be exchanged from the left-hand side unless the curvature of the
track necessitates otherwise.
d. Signals exchanged by bell codes in EMU/MEMU/Rajdahni/Shatabdi
etc ,
except when starting outside station limits for Rajdhani/Shatabdi trains.\
2. Between station staff and train staff (While passing the station through):-
i. Station Staff should show signal clearly from cabins, platforms, or
unobstructed locations from both side of train unless exempted . If any
danger is observed the station staff should show danger signal
ii. Staff must physically wave the signal (flag or lamp). Merely placing it in view
is not sufficient.
iii. ALP assists in exchanging 'all right' signals & remains in the engine cab
when approaching stations or areas with speed restrictions.
iv. Guard must check the train for any danger signals after passing stations,
including halts. For Rajdhani/Satabdi, Guards need not acknowledge hand
signals but should stay vigilant for danger signals.
v. Cabins of Large Yards with Shunting Activities is exempted from
exchanging ARS but should watch the train. In case of danger, red signals
are used.
3. Reporting Failures in ARS Exchange
i. Failure to exchange signals is by train staff should be reported to the
Controller, and the train is stopped at the next station. Warnings are issued
to the Loco Pilot and Guard, with entries in station diaries and reports sent
to concerned officers.
ii. If no 'all right' signal is received by train staff while running through a
station, both the Guard and Loco Pilot proceed with extra caution and
report the matter to next station. Entries in JTR should also be done.
4. ARS Exchange Between Guards (Non-Suburban Sections):-Guards on
adjacent trains (D/L or twin single line)exchange green hand signals after
 observing each other’s train to confirm safety. If any danger is observed, a
red hand signal is displayed to alert the other train.

Duties of Guard on arrival at destination: -

4.56: - i. Train is stopped clearing the Fouling Mark, If not inform Sm and should danger signal
towards rear.
ii. Train has arrived complete, if not inform the SM,
iii. Sign T-1410 if necessary.
4.57:-Detaching engine – Securing of vehicles must be ensured before uncoupling. Loco Pilots
are responsible for the coupling of their engines to trains at starting station and for the un-coupling
at engine changing station and also at any station where an engine has to be detached for loco
requirements. At other stations the station staff are responsible for uncoupling and coupling.
Special attention should be given to the coupling of the BP/FP connection between the engine
tender and train.
4.59- Moving of train carrying passengers after it has been stopped at a
station:-(alongside, beyond, or short of the platform,) the Guard shall not allow
Loco Pilot to move, except to avert an accident. Any movement shall be done with
proper precautions and entry shall be made in JTR.
4.60:- Guard not to leave till handed over:-
i. The Guard cannot leave the station at the end of his run without the Station
Master’s permission.
ii. Before leaving, he must ensure that his train has been signed for by the outgoing
Guard or the Trains Clerk. He must deliver all necessary documents to outgoing
Guard/Trains Clerk/Station Master or dropped in drop box for this purpose.
iii. If the train operates over multiple Divisions, the Guard must submit separate
train documents for each Division.
iv. Sign OFF before leaving the station.
4.50.
Working a Material Train in a Block Section: -
4.62: Permission for Working: - Main by SM.
a. The material train must stop at the station preceding the working section. The
Guard must submit Form E. 223 to the Station Master, stating readiness to start.
The SM will grant or reject the permission in consultation with control.
b. If permitted by Section Controller, the Station Master must inform the
counterpart at the other end of the block section with exchange of Private
Number: -
i. Duration of work.
ii. Whether the train will proceed or return.
c.A caution order (Form T/409) for the LP& Guard must be issued stating:
i. Permission to work on the specified section.
ii. Whether to return or proceed.
iii. Expected time of arrival at the next station.
d. On double line section, the material train generally proceeds to the station in
advance after completing work but may return to the originating station with
prior arrangements.
 e. In case of work and return, DMT must stop at the first Stop signal of the correct line
or the last Stop signal of the wrong line & Loco Pilot must sound a whistle, Reception
will be done on T/409.
f. Speed of DMT: -
i. When the engine pushes the train or is in the middle, with the Brake Van
leading speed should not be more than 25 km/h on straight lines & 8 km/h
on turnouts or gradients steeper than 1 in 150.
ii. The Guard must be in the leading Brake Van and signal the Loco Pilot.
iii. Crew must maintain vigilance and prepare to stop for obstructions.
iv. When the Brake Van is not leading speed must not exceed 8 km/h. The
Guard must travel on the leading vehicle.
4.63: Workers on the Material Train: -Before starting, the Guard must ensure that
All workers are on board and warned to sit down.
4.64: Protection of Material Train When Stabled: -
1. Material trains should not be stabled on running lines unless unavoidable.
2. When Stabled:
(a) Vehicles must be secured and not foul any points or crossings.
(b) Points must be set against the line and secured with clamps, bolts, cotters, and
padlocks.
(c) Padlock keys must remain in the Station Master’s custody until the train is
ready to move.
3. The Guard must ensure the train is fully protected before relinquishing charge.
 CHAPTER V
Control and working of stations
5.06:-SWR (STATION WORKING RULES)

 SWR should be read in conjunction with GR and SR

 Concise and clear instructions are found in it regarding the authorize working in a station.
 Normal validity of SWR is for 5 years or 5 correction slips. However, it can be reviewed any time.
 In electrified section separate SWR for 25 KV working signed jointly by DEE(TRD)& DOM.
 The SWR of all stations are prepared and issued by the DRM Office & signed jointly by DOM and DSTE.
 The station master will maintain the SWR along with rule diagram.
 The SWR of a special class station should have the approval of CRS.
 Before taking up duty at a station, it is responsibility of a SM to make the staff understood the working
procedure and to get his signature in the declaration register.
Format of SWR

o Station diagram
o Description of Station
o System and means of working
o System of signaling and interlocking
o Telecommunications
o Train working
o Blocking of lines
o Shunting
o Abnormal working procedure
o VTO
o Essential equipment’s
o Name of the fog signal man
List of Appendix

o Appendix 'A' : working of level crossing gates

o Appendix ‘B' : System of signaling interlocking and communication arrangements
o Appendix ‘C' : Anti-collision Device
o Appendix 'D’ : Duties of staff
o Appendix ‘ E ' : Essential equipment’s of the station.
o Appendix 'F' : Rules working of DK, Halts, IBH, IBS and outlying siding.
o Appendix ‘G' : Rules for working of trains in electrified section.

5.07- All messages and written authorities must be prepared using the prescribed forms specified in the
rules or under special instructions, and they must bear the station stamp. In exceptional circumstances, if
the printed form is unavailable, a handwritten form containing all necessary details may be issued as an
emergency measure. The reason for using such a manuscript form must be recorded in the station diary.

5.09: - Reception of a train on block line: -

i. if possible, inform the Loco Pilot through the previous station's Station
Master,
ii. ensure correct setting and locking of facing points and reception signals
must remain at ‘ON,’
 iii. After the train stops at the relevant Stop signal, it may proceed onto the
obstructed line by either taking ‘off’ the Calling-on signal, receiving
permission via the signal post telephone (as per special instructions), or
form T/509 delivered by a competent railway servant who will pilot the
train.
Iv. The train must stop at the facing points of the reception line and move
forward only when hand signaled.
v.
must be displayed at least 45 meters from the obstruction, indicating
where the train should stop.
vi.
keep the train under control and be prepared to stop short of any
obstruction.
5.10 :- Reception of a train on a non-signaled line –
i. Ensure the train stops at the first Stop signal,
ii. line on which the train is to be stopped is clear up to the trailing points or the stopping
point.
iii. Ensure all points are correctly set and facing points locked.
iv. T/510 should be issued by SM and delivered & piloted by a competent railway servant.
v. The Loco Pilot must proceed cautiously and be prepared to stop short of any obstruction.
5.11: - Departure of a train from a non-signaled line: - Ensure all departure points are correctly set and facing
points locked and issue T/511.
5.12: - Departure of a train from a line provided with a common departure signal. – Ensure that all departure points
are correctly set and facing points are locked and issue T/512 along with normal authority to proceed
under system of working.
5.13: - Control of shunting: -
i. Shunting operations must be controlled by fixed signals, hand signals, or verbal directions, with the Loco
Pilot remaining vigilant and cautious.
ii. Speed Limit for various type of shunting: -
a. Normal speed: - 15 KMPH.
b. Maximum impact speed for shunting a single box wagon: - 5 KMPH
c. Maximum impact speed for shunting group of 5 box wagon (TC coupling):-2.5 KMPH.
d. Maximum impact speed for shunting coaching vehicles with occupants: -5 to 8 KMPH
iii. Special Precautions for shunting in passenger trains: -
a. No engine should be on a running line occupied by a passenger train except the train, banking, or
shunting engine required for shunting. Movement of these engines is controlled by the person in
charge.
b. When attaching or detaching coaches, the engine must first stop 20 meters away and proceed
cautiously.
c. At originating or loco changing stations, attaching/detaching must be under the supervision of
the Loco Pilot or Assistant Loco Pilot; at roadside stations, it is done by station staff.
d. Shunting must be supervised by at least shunting jamadar.
iv. Staff authorized to supervise shunting for non-passenger trains include Station Master, Guard,
Yard Master, Assistant Yard Master, Shunting Master, Shunting Jamadar, Shuntman, points man
or any others as per Station Working Rules.
5.14: -Responsibility and precautions during shunting: -
1. General Responsibility: The Station Master ensures that shunting is carried out safely, without
posing danger to operations.
2. Supervisory Responsibility:
o Shunting of a train is supervised by the Guard under the Station Master's orders.
o Assistance is provided by designated personnel like the Yard Foreman, Shunting Jamadar,
Shuntman, Points man, station porter.
o Proper setting and locking of points must be ensured by Guard/Yard foreman/Shunting
Master/Shunting Jamadar.

3. Signal Authorization:-Only the Guard or Shunting Jamadar may signal the Loco Pilot for shunting.
4. T/806 issuing condition by SM:
 Movement from running lines to sidings, between running lines, or fouling
points unless such movement is governed by fixed signals.
 Fixed signals govern movement for more than one line/siding.
 When fixed signals are unavailable or defective.
 When there is no advance starter and starter is Last stop signal.
 Backing of train out of dead end siding if engine is at dead end.
 T/806 must be signed by Guard/shunting jamadar and loco pilot.

5. Signals During Shunting Without Fixed Signals:

o Green hand signals indicate the commencement of shunting.
o Red hand signals mark completion, ensuring fouling marks are clear unless authorized
otherwise.
o Hand signals are used in the absence of flags during day.

6. Shunting involving Emergency Cross Over Points: if facing point locks are not provided points
must be clamped and padlocked and a private number in this regard must be exchanged
between SM and section controller.
7. Assistance by Supervisory authority: -
o Guard/Shunting Jamadar should show white light on vehicle to guide the Loco Pilot
during night operations when coupling vehicles.
o The Guard assists the Loco Pilot, applying brakes if necessary.
o Guard should proceed with front portion of train during shunting operation if no
shunting Jamadar is available.
8. Buffer Lights: -White lights at stations listed in the Working Time Table and Red lights at other
stations not listed generally terminal stations.
Other precautions during shunting: -
5.16: -Shunting during reception of trains: - When signals are taken 'off' for the reception or
dispatch of a train on a non-isolated line, no shunting shall be carried out towards the points
over which the train is to pass. However, at stations with frequent shunting and where points
are protected by a Stop signal, Shunt signal, or Stop Board shunting may be permitted under
conditions: -
i. Special instruction by PCOM.
ii. Loco should be leading towards the point over which the incoming train is to pass.
special from permission for pushing movement
iii. All permissions and special permission should be incorporated in SWR.
iv. Supervision by an authorized railway servant,
v. rake/load is fully vacuum or air-braked,
vi. maximum of 15 km/h.
5.17: - Closing and locking of level crossings gates against road traffic must be ensured.
 5.20: - On gradients, precautions include applying brakes, using sprags, setting slip siding points or
traps, and ensuring safety to prevent uncontrolled vehicles. For steep gradients (1 in 260 or
steeper, or 1 in 400 for roller-bearing vehicles) without slip siding protection, an engine must be
attached on the falling side.
5.21: - Loose shunting is strictly prohibited for cranes, vehicles carrying passengers, workers,
explosives, dangerous goods, livestock, or any specified vehicles, and no loose shunting should
have performed against them.
5.19: - Obstruction of running line –
i. Running line cannot be fouled or obstructed without prior approval from the Station
Master or
an authorized person. Such permission should be granted after necessary precautions for
protection of traffic during such obstruction/fouling and keeping signals necessary signal
ON
until removal of obstruction.
ii. Any detached vehicle must be promptly cleared from running lines
iii. Sand humps or snag dead ends must never be obstructed, and if obstructed,
they cease to act as adequate substitutes for taking ‘off’ signals.
iv. Main or running lines should not be used for stabling except under unavoidable
circumstances. If any load is stabled in exceptional circumstances the Station Master must
block the concerned line by exchanging private numbers with the cabins or Section
Control (in case of single panel/RRI/EI). Safety collars or caps must also be applied.
Necessary entries must be made in Station diary, Train Signal register/Log book, Line block
register with red ink.
v. If a train is detained on a running line for more than 15 minutes (e.g., for crossing or
precedence), the line must be blocked as per procedure. Relevant entries should be made
in the Train Signal Register, Log Register, and Line Block Register in red ink.
vi. Points must be set against blocked lines on double-line sections (at rear) and
single-line sections (at either end), except when there is shunting or necessary movement
on that line. If all lines are blocked, points should be set for line occupied by stabled loads
or goods trains. If all lines are occupied by passenger trains line must be set for the loop
line with priority of loop in which the engine is facing direction of incoming train.
vii. On Suburban section (double or quadruple lines) where trains arrive frequently,
points should be reversed if a train (EMU/DMU) is detained beyond its scheduled
stoppage for special reasons.
5.22: - Leaving vehicles in sidings outside station limits –Not permitted unless the vehicle is clear of all running
lines and, except under
special instructions, unless the wheels thereof are properly secured.
5.23:- Securing of vehicle :-
1. Responsibilities of the Station Master/Traffic Staff:
o Use two chains and padlocks, one at each end, to secure the vehicles.
o Place four sprags/wooden wedges, two under the outermost wheels at each end.
o Fully tighten the hand brakes on at least six wagons at either end. For coaching vehicles,
the Guard's
hand brakes in SLR(s) must be applied. Supervision of securing should be done by
SM/Guard
o Ensure that vehicles of stabled loads/trains are coupled together. If split, treat each part
separately
for securing.
o Set, clamp, and padlock points against the blocked line.
 o Use stop collars on signal and point buttons/slides/levers.
o Record the blocking and precautions in the TSR and SM diary in red ink.
o Notify the Section Controller with a private number after securing the load, train, or
locomotive.
2. Additional Precautions in gradient section (1:400 or steeper):
o Apply hand brakes and use sprags, wedges, or skids before uncoupling vehicles.
o Preferably stable vehicles on lines isolated from running lines.
3. Actions by Loco Pilot/Assistant Loco Pilot Before Leaving the Loco:
 Apply SA-9 and A-9 brakes, as well as the hand brake and parking brake.
 Secure the locomotive with wooden wedges.
 The Loco Pilot must not leave the locomotive unattended without written authorization from the
Station Master/Yard Master. Before leaving the cab it should be ensured that brakes and wedges
are applied as described above.
4. For Self-Propelled Vehicles (e.g., Track Machines, Tower Wagons): In-charge of self-propelled
vehicles must issue a memo to the Station Master confirming the vehicle has been secured. The
Station Master must record this as per the standard procedure.
5. Actions When a Train is Stalled in the Block Section:
o Loco Pilot and Guard must follow G&SR 6.03 to protect the train.
o Apply loco brakes (SA-9, A-9, hand brake) and the hand brakes of at least six wagons at
either end.
o Assistant Loco Pilot will apply hand break the leading end, and the Guard will apply from
the rear end.
o In case of coaching trains, the Guard must apply the SLR hand brake.
o If MR pressure drops while stationary Loco Pilot must secure the locomotive with
wedges and Inform the Guard immediately, to secure the last vehicle with wedges.
 Station Staff, Guards, Crews, and Section Controllers must be familiar with the gradients of
stations, yards, sidings, and block sections to take necessary precautions.
 Before leaving the station or yard, the Loco Pilot and Guard must jointly record that the load
and locomotive
have been properly secured in a register provided for the purpose.

Chapter-6
Accident and unusual occurrences
6.01 – Accident or Obstruction: When an accident or obstruction is reported, the Station Master must
immediately take precautions to protect traffic, arrange necessary assistance and report the incident
promptly as per special instructions. Detailed procedures for classification, reporting, and handling
accidents are in the Accident Manual which is considered as SR of GR-6.01.
6.02 – Working in Case of Accident or Communication Failure: During accidents, line obstructions,
communication failures, or emergencies, trains must operate as per special instructions (BWM is treated
as special instruction). The Loco Pilot must switch ON the flasher light while running on the wrong line
with proper authority; if not, station staff, gatemen, or gangmen must stop the train immediately.
6.03: - protection of trains stopped between stations: -
i. When a train is stopped between stations due to an accident, failure, or obstruction, and it cannot
proceed, the Loco Pilot must inform the Guard using a whistle code(OOOO), Walkie-Talkie, or other
means. The Guard will then display a hand danger signal towards rear, check tailboard/tail light, switch on
the brake van's flasher light (if available).LP will switch ON flasher Light.
ii. The Guard or a competent person shall proceed to protect the rear with a hand danger signal and
detonators. Detonators shall be placed at a distance of 600 m,1200m,1210m and 1220 m. If the Guard
protects the train personally, they must return to consult with the Loco Pilot after protection the rear. The
Loco Pilot or their Assistant must similarly protect the front. While proceeding for consultation both will
proceed from left hand side of the train.
iii. While proceeding for protection red hand signal shall be on continuous display. If a train is found
arriving one detonator should be placed immediately irrespective of distance.
iv. Protection on a Double Line or Multiple Lines:
The Loco Pilot must protect adjacent tracks in front, and the Guard must protect the rear or adjacent lines
as necessary i.e., from where the train is expected. If adjacent tracks are obstructed, flasher lights and
danger hand signals are used for protection until confirmed safe. Protection of the affected track is done
after securing adjacent lines.
v. During fog, at night, or in any situation when visibility is not clear, flasher lights along with flashing
danger hand signal must be used by the Loco Pilot and Guard. continuous short sharp whistling should
also be done. The Loco Pilot of an approaching train must halt immediately upon noticing the flasher light
or danger hand signals.
vi. If the train stops on a gradient steeper than 1 in 300, hand brakes on ten wagons near the engine and
brake van must be applied before the train is protected.
vii. Detonators must remain in place until the issue is resolved or assistance is arranged. Guard/LP will
remain at a distance of 45 meters displaying danger hand signal from the point where last detonators
are placed. Protection measures must be lifted only when adjacent lines are confirmed clear.

viii. In the absence of Guard the responsibility of Guard will be carried out by LP and if LP/ALP is
injured, the duties of LP will be done by the Guard.
ix. If in the meanwhile the train is able to proceed, the LP will sound 000 whistle. The detonators placed
at 600 m should be lifted.

6.04: - Train unusually delayed: -Passenger trains delayed by over 10 minutes or goods trains delayed by
over 20 minutes (after accounting for their normal running time) must be reported by the Station Master
to the station in the rear and to the Control. On double or multiple lines, Station Masters at either end of
the block section must stop all trains entering the block section on adjacent lines and issue caution order
to LP and Guard entering into that section. If required by the situation, these actions should be taken
even before the prescribed time.

6.05: - Sending advise of accident or break down: -

i. When a train is stopped between stations, both the Guard and Loco Pilot must first protect the train as
per General Rule 6.03. They should then inform the Control office using the PCP set. If this is not possible,
they should stop a train on the other line to deliver a written report (containing location, nature, cause
and assistance required) for forwarding to the nearest station. Alternatively, the Assistant Loco Pilot or
Assistant Guard may carry the signed report and proceed to nearest station. After receiving the message,
the Station Master must relay it to the Power Controller.
ii. After sending information, the train must remain stationary until help arrives. However, if the train
becomes operable, it may proceed at walking pace only if protected by a competent railway servant
equipped with hand signals and detonators, positioned at least 400 meters in advance, with similar
protection at the rear.
iii. When dispatching an assisting engine, the Station Master must provide the Loco Pilot of the assisting
engine with T/A 602. If the train is proceeding via wrong line T/511 should be given.
iv. Precautions for assisting engines entering a station with a disabled train:
a. Fixed signals should be followed in running and reception, unless moving in the wrong direction
on a double line,
b. If the train is proceeding via wrong line, the train shall be stopped at FSS of right line or LSS of
wrong line whichever comes first.
v. Reception: -
a. Right Line: - taking off signal or T/409. Reception by T/409 is must if temporary single line
working has been introduced and line clear has been given for a train to approach from
the same direction by other line.
b. Wrong line: - T/409.
6.06: - Train in a block section without authority to proceed –If a Loco Pilot realizes in a block section that the
train lacks an authority to proceed or a proper authority to proceed, following actions should be taken: -
i. Stop the train immediately.
ii. Treat the train as an obstruction and protect as per G&SR: -6.03.
iii. The Guard, or the Loco Pilot in the absence of the Guard, must promptly report the incident to the
nearest block station using the quickest available means.
iv.Proceed based on the instructions of the Station Master to whom the incident was reported.
6.07:- Report of conditions likely to affect running of trains to Controller :-
i. Loco Pilots, Guards, and Station Masters must inform the Controller about any unusual conditions that
may impact train safety or operations. The Controller must inform the matter to railway staff responsible
for maintenance and other relevant railway servant.
ii. Actions in Case of Abnormal Track Conditions (Bad riding)
a. Stop the train at the next block station without clearing the block section and inform the Station Master
to stop further train movement in the affected block section or direction.
b. In IBS or Automatic Block territories, LP/Guard must also inform the Station Master and LP/guard of
trains already left station in rear through available means of communication to stop the movement.
c. Proceed only after confirming the Station Master understands the situation and stopped the movement
in affected section. Written memo should be also be given to SM after reaching the next station.
d. The Station Master must then inform the Station Master at the other end of the block section,
engineering officials( JE/SE,AEN,DEN) , and Chief Controller and DOM.
e. Arrange for inspection of the track using a Rail Maintenance Machine, Tower Wagon, Light Engine, or
another train accompanied by an engineering official. Trains can pass only after certification of safety by
the engineering official, who will also provide speed restrictions if necessary.
f. If engineering officials are unavailable, the train may proceed with a caution order at 10 km/h after the
Loco Pilot assesses the track condition. If deemed unsafe, the train must return to the previous station.
Subsequent trains must follow speed restrictions until certified safe.
g. If the condition is confirmed as unsafe, no train movement is allowed until certified safe by engineering
officials.
h. If Guard experiences any abnormal occurrences on track, Guards must inform the Loco Pilot about that
using walkie-talkies or other communication means. If unable to contact the Loco Pilot, the Guard must
take step to stop the train and inform the Loco Pilot.
iii. Actions in Case of Sabotage or Explosions:
a. Stop train movements in the affected block section and adjacent lines.
 b. Track inspection must be conducted using Rail Maintenance Machines, Tower Wagons, or Light
Engines, ensuring safety before resuming operations.
iv. Obstructions or Unsafe Conditions Near Tracks:
(a) Stop the train & Switch on the flasher light on the locomotive.
(b) Inform the Station Master or Control through available communication.
(c) Protect the line as per General Rule 3.62 using danger hand signals.
(d) Proceed cautiously to the next station after protection with the flasher light on, prepared to stop any
incoming train by communication or hand signals.
(e) Submit a written report to the Station Master at the next station.SM will take action as mentioned
above in (ii)

6.08:- Train parting :- Following actions should be taken by LP and Guard:-

1. Attempt should be made to prevent collision between two parted portion. However, after
introduction of air brake system, the chances that both the parted portion remains in motion
after parting is negligible.
2. Re-Couple When both Portions are close and can be coupled. Pressure should be created in front
portion after that Guard will signal LP to back the train cautiously for coupling. Protection in this
case is not necessary.
3. When both portions are out of site or cannot be coupled then protection should be done by the
Guard first in rear and then in front and Guard will remain in front. If another competent Railway
servant is available (like LP od banking engine), the competent railway servant should protect in
rear and Guard in front. Before proceeding for protection the securing of vehicles must be done.
4. Loco pilots should proceed with the front portion to the next station and inform the Station
Master immediately and return with the engine to clear the rear portion on Form T/409 issued by
SM, exercising caution and following the Guard’s signals when approaching the vehicles.
5. SM should immediately inform the station in the rear and block the affected section.
6. If there is no Guard, the Loco Pilot assumes the responsibilities specified for the Guard.
6.09: Portion of Train Left in a Block Section:-When a train cannot proceed with full load due to
an accident or the engine's inability to move the entire train forward, the option of train dividing may be
explored. In Gradient section Load should not be backed for gaining momentum. The following action
should be taken by LP and Guard in case of train dividing: -
1. The Guard shall immediately protect the rear portion of the train following G&SR 6.03.
2. Guard will Securing the Rear Portion Before Uncoupling. In gradient section at least 50% of the brakes
should be pinned down for empty trains, while for loaded trains, all brakes must be pinned down.
Passenger trains must not be divided on gradients.
3. T/609 will be issued by Guard for uncoupling and proceed with parted load with tail lamp/LV board.
The last vehicle particulars should be mentioned in T/609
4. During poor visibility, foggy, or night conditions, the Guard must protect the front of the train
following G&SR 6.03 as soon as the engine moves forward and a red light is displayed on the front
vehicle of the rear portion.
5. The Loco Pilot should stop his train without clearing the rear portion at next station and
immediately inform the Station Master .If a cabin is passed en route, the cabin staff must also be
informed.
6. The Guard shall remain with the rear portion of the train in the block section until the engine
returns and not allow any following train to move or disturb the vehicles under their charge.
7. T/609 must be counter-signed by the Station Master, who must also ensure the completeness of
the front portion before allowing the Loco Pilot to return for the rear portion.
6.10 Fire :-
1. Fire on a Vehicle in a Train:
o Stop the train immediately.
o Isolate the burning vehicle, by 45 meters from other vehicles.
o Protect the train if it is not already protected by fixed signals, as per G&SR 6.03.
o If the fire occurs near a tank or watering station, the Loco Pilot and Guard shall decide
whether to proceed to the location for water.
o Try to extinguish fire by fire extinguisher.
o In case of fire in passenger train priority must be given to passenger safety. If a postal
van is on fire, efforts must be made to save the mails.
2. Fire on Traction Electrical Equipment:
o Untrained individuals noticing a fire near electrical equipment must not attempt to
extinguish it. They must inform the Traction Power Controller or the nearest Station
Master/Cabin Assistant Station Master immediately.
o Ordinary fire extinguishers, water hoses, or buckets must never be used on live electrical
equipment. Fire brigades must not start operations until all electrical equipment in the
vicinity is confirmed dead.
o Isolate the affected part of the traction equipment from the distribution system, if not
already done automatically.
o Interrupt arcing feeds from adjacent supply control posts via remote or local switches.
o Use the fire extinguishers provided to extinguish the fire.
o Inform the Traction Power Controller immediately about the fire and its impact on
supply. TPC will arrange for isolation of the affected portion and extinguishing of the fire
as per rules.
3. Fire on Electric Locomotives/EMU/MEMU:
o Approved fire extinguishers for electrical fires must be available on electric
locomotives/EMUs/MEMUs.
o The Loco Pilot must switch off the circuit breaker, lower the pantograph, and stop the
train immediately.
o After isolating affected circuits, the Loco Pilot must attempt to extinguish the fire. Guard
should assist him in extinguishing fire.
o If the fire cannot be extinguished, the Loco Pilot must inform the Traction Power
Controller via emergency telephone to make the overhead section dead.
4. Other precautions: -
i. Sand-bins located at supply control posts, stations, and signal cabins must
contain dry sand & kept free of rubbish and reserved exclusively for
firefighting.
ii. If station staff notice any abnormality in train running and fail to stop the
train via normal procedures, they must immediately switch off the power
supply of the Overhead Equipment (OHE) in the affected section by
contacting the Traction Power Controller.
iii. Fire extinguishers that have been used must be replaced or recharged
without delay.
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.
 Chapter:-7
Systems of working
7.01. Systems of working. -All trains working between stations shall be worked on one of the following
systems, namely -
(a) the Absolute Block System,
(b) the Automatic Block System,
(c) the Following Trains System,
(d) the Pilot Guard System,
(e) the Train-staff and Ticket System, or
(f) the One Train Only System.
Chapter: -8
Absolute block system
8.01 Essentials of the Absolute Block System –
(1) Where trains are worked on the Absolute Block System -
(a) no train shall be allowed to leave a block station unless Line Clear has been
received from the block station in advance, and
(b) on double lines such Line Clear shall not be given unless the line is clear, not only
upto the first Stop signal at the block station at which such Line Clear is given but
also for an adequate distance beyond it ;
(c) on single lines such Line Clear shall not be given unless the line is clear of trains
running in the same direction, not only upto the first Stop signal at the block
station at which such Line Clear is given, but also for an adequate distance
beyond it, and is clear of trains running in the direction towards the block station
to which such Line Clear is given.
(2) Unless otherwise directed by approved special instructions, the adequate
distance referred to in clauses(b) and (c) of sub-rule (1) shall not be less than-
(a) 400 metres in case of two-aspect lower quadrant signalling or two- aspect colour
light signalling, and
(b) 180 metres in case of multiple-aspect signalling or modified lower
quadrant signalling.
Obstruction Double Line :-
8.05& 8.06 Shunting or any other obstruction on Double line is carried out as per
following table: -
Before granting L/C After granting L/c After taking off signal
Section

Station Section Permitted i. Permitted Non permitted on lines

which are not isolated
ii. Necessary Signals should towards the points over
be kept ON. which the train is to
iii. Not permitted on non- pass except exemption
isolated line during poor given by PCOM and
visibility . included in SWR.

Rear Block section Permitted after Not permitted Not

block back permitted
Advance Block section 1. Permitted after block forward.
2. Shunting behind the outgoing train is also permitted subject to special instruction on
the basis of Speed, weight, brake power and gradient of section. Details are mentioned in
SWR.
3. Not permitted when visibility is impaired.

B class station Double Line

8.09,8.10&8.11 :- Shunting or any other obstruction on Single line is carried out as per following table

Before granting L/C After granting L/c After taking off signal
Section

Outermost facing i. Permitted i. Permitted Non permitted on lines

point which are not isolated
ii. Necessary Signals should towards the points over
be kept ON. which the train is to
iii. Not permitted on non- pass except exemption
isolated line during poor given by PCOM and
visibility . included in SWR.

Up to Advance i. Permitted i. Permitted

starter or SLB
ii. Necessary Signals should
be kept ON.
iii. SWR permits

Home signal i. Permitted Not permitted Not permitted

ii. Necessary Signals should be
kept ON.
iii. SWR permits

iv. Competent railway servant

supervise the shunting
Beyond Home signal Block Back Not permitted Not permitted

B class Single Line Multiple aspect signaling

Chapter -9
Automatic Block system
A. Rules applicable to Double Line: -
9.01. Essentials of the Automatic Block System on double line –
(1) Where trains on a double line are worked on the Automatic Block System, -
 (a) the line shall be provided with continuous track circuiting or axle counters,
(b) the line between two adjacent block stations may, when required, be divided into a series of
automatic block signaling sections each of which is the portion of the running line between two
consecutive Stop signals, and the entry into each of which is governed by a Stop signal, and

(c) the track circuits or axle counters shall so control the Stop signal governing the entry into an
automatic block signaling section that -
(i) the signal shall not assume an 'off' aspect unless the line is clear not only upto the next
Stop signal in advance but also for an adequate distance beyond it, and
(ii) the signal is automatically placed to 'on' as soon as it is passed by the train.
(2) Unless otherwise directed by approved special instructions, the adequate distance
referred to in sub-clause (i) of clause (c) of sub-rule (I) shall not be less than 120
metres.
9.02:- Duties of LP and Guard when an automatic Stop Signal on double line to be passed at
ON :-
a. Duties of LP :-
1. Stop at Signal.
2. Wait for one minute during the day and two minutes at night. If the signal remains at
'on', proceed
with caution after giving the prescribed whistle and exchanging signals with the Guard.
3. Proceed at a speed of 15 KMPH if visibility is clear and 10 km/h if visibility is not clear
upto next signal.
4. If after passing a train/obstruction become visible stop the train as per following
rules: -
a. If train is other than EMU: - 150 meters or two clear OHE masts behind the
train/obstruction
b. If train is EMU: - 75 meters or one clear OHE masts behind the train/obstruction.

b. Guard Duties:
1. Display a Stop hand signal towards the rear when the train has stopped at the automatic Stop
signal.
2. Record the time of passing the signal at 'on' in the Train Journal and the time of passing the
subsequent Stop signal.
3. Monitor Speed of train especially for EMU/MEMU trains (give 000 pause 000 bell code in case of
over speeding)
c. Competency certificate for working in Automatic section: -
1. SM/Guard/Points man working in automatic section will be issued by
MDZTI/Bhuli for 6 months ( 3 years in ECR by MDZTI/MFP) after attending
initial/refresher course.
2. After 6 months one-day intensive training given to SM/Guard/Points man and
certificate will be renewed.
3. For LP one-day intensive training should be given by concerned SLI and
competency certificate will be issued. A record of such competency certificate
will be maintained by the office of Sr.DSO/Sr. SEE (op)/Sr. DME
B. Rules applicable to Single Line:-
9.03 Essentials of the Automatic Block System on single line -
(1) Where trains on a single line are worked on the Automatic Block System. -
(a) the line shall be provided with continuous track circuiting or axle counters,
(b) the direction of the traffic shall be established only after Line Clear has been
 obtained from the block station in advance,
(c) a train shall be started from one block station to another only after the
direction of traffic has been established,
(d) it shall not be possible to obtain Line Clear unless the line is clear, at the
block station from which Line Clear is obtained, not only upto the first Stop signal
but also for an adequate distance beyond it,
(e) the line between two adjacent block stations may, where required, be divided
into two or more automatic block signalling sections by provision of Stop
signals,
(f) after the direction of traffic has been established, movement of trains into,
through and out of each automatic block signalling section shall be controlled
by the concerned Automatic Stop signal and the said Automatic Stop signal shall
not assume 'off' position unless the line is clear upto the next Automatic Stop
signal ,
provided further that where the next Stop signal is a Manual Stop signal, the line
is clear for an adequate distance beyond it, and
(g) all Stop signals against the direction of traffic shall be at ‘on’.
(2) Unless otherwise directed by approved special instructions, the adequate
distance referred to in clauses [d] and [f] of sub-rule [1] shall not be less than 180
metres.
9.04: - In automatic block territory on a single railway line, the minimum fixed signals required is an
automatic stop signal before Home signal, Home signal and a Starter signal at. However,
requirement Automatic Stop signal may be omitted under approved under special
instructions.
9.05: - Additional automatic stop signal or other Fixed signals may be installed as per requirement.
9.06 :- Conditions for taking 'off' Manual Stop signals in Automatic Block territory on single line –
Home Signal: - Home signal, except at a terminal station, can be taken "off" if the line is clear up
to the Starter signal plus at least 120 meters beyond it.
Last Stop Signal: - Last Stop signal can be taken "off" if the traffic direction is established and the
line is clear up to the next Automatic Stop signal or, if the next signal is a Manual Stop signal, for
at least 180 meters beyond it. These adequate distances (120 meters for the Home signal and
180 meters for the last Stop signal) may be reduced by approved special instructions. Sand hump
of approved design or, with the approval of the Commissioner of Railway Safety, a derailing
switch may be considered as efficient substitute.
9.07: - Duties of Loco Pilot and Guard when an Automatic Stop signal on single line is to be passed at
'on' –Similar to 9.02. with special provision: - In case of special circumstances like floods etc. the
following train may be pulled closer to the preceding train or the obstruction. But in such cases it
must be ensured that a proper caution order is given to the second train/EMU/MEMU before it
enters the block section.
C. Rules applicable to both Double and Single Lines: -
9.10: -Protection: - When a train stops in an Automatic Block Signaling section, the Guard must
immediately display a Stop hand signal towards the rear and ensure that the tail board or tail light is
properly exhibited. In cases where the train cannot proceed due to an accident, failure, or obstruction, the
Loco Pilot must sound the prescribed whistle code to alert others, and the train must be protected
following G&SR 6.03. For the protection of the occupied line three detonators shall be placed at a distance
of 90 m,180m and 190 m.
9.11: - Reporting: -When a Loco Pilot passes an Automatic Stop signal at 'ON,' they must stop at the
designated reporting station or cabin, as specified by DRM of the division, and report the details. The
Station Master or the person in charge of the reporting location must then promptly inform the
concerned signal and operating officials and record details such as the signal particulars, date, train
 number, Loco Pilot's name, and actions taken, must be recorded in registers maintained for this
purpose. All Automatic signal failures should be documented at the Divisional office to ensure early
rectification.
9.12 Procedure during prolonged failure of Automatic signaling. - When a failure of Automatic
signaling is likely to last for some time or cause serious delay, trains shall be worked from
station-to-station over the section or sections concerned under special instructions.

USR. 9.12/2(A) PROLONG FAILURE OF AUTOMATIC SIGNALS WHEN COMMUNICATION IS AVAILABLE.

PREPARATORY WORK

1. After getting approval of Prolong Failure from Sr. DSTE/DSTE by S&T staff; S&T staff will inform
Section Controller.
2. Sr. DOM / DOM (IC) will take decisions to consider it as Prolong Failure.
3. SCNL will inform station Master under exchange of Privative number.
4. Next Station SM/next SCNL will also be informed.
5. Train will be stopped at Station, and Loco Pilot and guard will be informed by SM.
6. Portion between two block stations will be treated as a single block section, & there should not
be any train in that section.
7. All signal of the entire affected section (semi-automatic / manual reception / despatch signals)
will be put is manual mode and kept at 'ON' position before introducing the procedure.
8. SM will advise the other-end SM regarding suspension of automatic working in the prescribed
Format under exchange of Pvt Number.

Means of Communication to take LINE CLEAR

1. Station to Station Fixed Telephone

2. Railway auto phone & BSNL (MTNL phone with Caller ID
3. CNL - Telephone
4. VHF- Set (under spl instruction)
5. Fixed Telephone with CUG SIM provided at station.

LINE CLEAR GRANTING CONDITIONS:

1. The whole of the last Proceeding train has arrived complete.

2. Semi-Auto / Manual Reception Signals put back to "ON" position.
3. Line will be kept clear for an adequate distance beyond the semi-auto / Manual Reception
Signal.
4. LC-gate will be closed under exchange of private number.
5. Points of Turnout / outlying siding will be set and locked.

Authority To Proceed
  Form: Form No. T/D-912 will be given to both Guard and Loco Pilot / Motormen of all trains.
Before issuing T/D-912, SM of train sending station will set and lock all points and ensure closure
of LC gate by private number from gateman.
 SPEED: 1st train: 25/10/15 (over facing Point) kmph. 2nd and subsequent train booked speed.
 Hand Signals: Hand signals will be displayed from starter / Manual / Mid-section gate signal.

Reception of train:
1. By Semi- automatic/ manual approach stop signal.
2. Calling on signals.
3. T-369( 3b).

TOS report: TOS report will be sent under exchange of pvt numbers. Entries will be made on TSR. SCNL
will be informed.

RESTORATION OF NORMAL WORKING

1. The last Train should arrive at next station and the section should be clear.
2. S&T Staff will issue written memo about restoration of signals.
3. SCNL Permission will be obtained.
4. Both end SM will exchange Message in given format under exchange of private number.
5. Private no, will be exchanged between SM & SCNL.
6. Then Normal Automatic Block System will be resumed.
7. A Report will be submitted to Sr. DOM / DOM (IC) by next 7 days.

USR. 9.12/2(B) PROLONG FAILURE OF AUTOMATIC SIGNALS WHEN COMMUNICATION IS NOT

AVAILABLE.

Failure of communication:

This procedure will be adopted during failure of all these means of communications:-

1. Track Circuit or Axle counter where indication of section between two stations is available a VDU
panel.
2. Fixed telephone (station to station)
3. Control phone.
4. VHF set (under spl instruction.)
5. Fixed telephone with CUG SIM.

Preparatory work:

1. All necessary points will be set and locked.

2. SM will inform guard & loco pilot/ motorman properly by stopping the train at this station.

Authority to proceed:

Form T/B-912 will be issued both to guard and loco pilot/ motorman.

SPEED: All train: 15/10/15 (over facing Point) kmph. 2 nd and subsequent train will be dispatched with
clear interval of 25 minutes between two trains.
Hand Signals: Hand signals will be displayed from starter / Manual / Mid-section gate signal.

Extra precaution of Run:

1. Mid-section gate should be passed in closed position.

2. If view ahead is not clear, then ALP/ Motorman/Guard will be sent in advance with hand signals to
guide further movement in ahead.
3. Frequent engine whistling will be used with sharp look out.
4. Before entering into a tunnel, it should be ensured that tunnel is obstruction fee. Otherwise a
railway staff will pilot the train with hand signals & detonators.
5. Train manager will keep sharp look out in rear & be ready to exhibit danger hand signals to rear.
6. Before entering tunnel, guard will have to switch on the side light and tail lamps.

Protection

In case train is unable to move ahead due to any reason, guard will protect in rear at 250 mtr-500 mtr-510
mtr.

Reception of train:

1) Train will stop outside the approach stop signal (Semi- automatic/ manual).
2) Sound long whistle by loco pilot.
3) SM will depute a railway staff to receive the train.
4) Form T-369(3b) will be issued observing all formalities.

This process will continue until:

1. Signals are put right or

2. Any one means of communication is restored by S&T dept in writing.
RESTORATION OF NORMAL WORKING

1) As soon as signals are put right, normal working shall be resumed.

2) In case, communication is restored, but signals till remain in operative/ defective, both end SM will
exchange message in given formant after clearing the section by last train and will exchange
private number confirming the section is clear.
After that, Trains will be worked as per SR 9.12/ 2 (A). Intimation regarding this will be given to
SCNL.
3) All records will be preserved at stations.
4) A report will be submitted to Sr. DOM/ DOM (IC) by TI within next 07 days.

USR 9.12/3: Single line working on double line in Automatic system.

Preparatory work:

1. SM will collect “Reliable written information” about the clearance of other line where one line is
obstructed. In case of any doubt regarding the clearance of other line, clearance certificate will
be taken from JE /SSE (P.way).
2. SM will consult with SCNL to introduce single line working on double line.
3. Decision to introduction of single line working will be taken by Sr. DOM? DOM (IC).
4. Two nearest stations on either end of obstruction will be chosen by Sr. DOM / Dom (IC).
 5. Both the approach & departure stop signals (either manual or semi-automatic) of both end
stations will be put in manual mode (at ON position.)
6. Line clear will be taken in any one of the followings:
a. Station to station fix telephone.
b. Railway auto phone & BSNL/ MTNL phone with caller ID.
c. Control telephone.
d. VHF set (under spl instruction)
e. Fixed telephone with CUG SIM provided at station.
7. TSR will be opened.
8. A six-point message (i.e., CLIPSL) will be exchanged under exchange of private number.
i. Cause of Single line working on double line.
ii. Line by which Single line working on double line will be started.
iii. Source of information.
iv. Place of obstruction (in KM)
v. Speed restriction, if any.
vi. Last trains arrived / departure time.

Line clear granting condition:

1. Line will be kept clear up to an adequate distance beyond the reception / approach “stop signal
(manual / Semi-automatic signal.
2. Private nos. exchanged with gate man for closure of LC gate under his control.
3. Points of outlying siding / turnout s set and locked.
4. Line clear for wrong line must not be asked / given until complete arrival of right line train is
confirmed under exchange of private number.

Authority to proceed

Form no. T/E 912 will be given to both loco pilot & guard of all trains of both right & wrong line.

Form T/E 912 includes the followings in three parts:

1. Line clear ticket.

2. Authority to pass: Departure /Automatic / modified semi-automatic / semi-automatic /manual /
gate signals at ON. Proceed hand signal will be given for starter /manual and gate stop signals.
3. Caution order includes six (06) information:
a. Line by which to run.
b. Place (KM) of obstruction.
c. Speed restriction, if any.
d. Instruction: “Automatic signals of wrong line to be considered at out of use (whether the
aspect may be proceed or caution.)
e. Wrong line train will be piloted out of the station.
f. Neutral section location, if any.

Right line train authority:

1. Form T/E -912 will be given to the 1st train.

2. Second or subsequent train can follow each other, with the intimation or permission of nest station
SM under exchange of private number for each train. T/E-912 form will be issued to al following
trains by striking out the line clear ticket “portion of T/E-912. In this case, SM will not issue T/E-912
 to following trains unless the line is clear up to an adequate distance beyond the first signalling
section (which commences from the semi-automatic /Manual departure stop signals)
3. Point must be set & LC gate must be closed before giving T/E-912.

Wrong line train authority:

1. Form T/E-912 will be given to all trains.

2. Before issuing T/E-912, gate closed private number will be taken from gateman under his control.
3. All point will be set & locked.
4. The loco pilot of first train (right or wrong line) will stop & will inform gateman & gangman.
5. Flasher light should be ON.

Speed of trains:

Train Right line Wrong line Remarks

1st train 25 KMPH 25 KMPH 15 KMPH over facing

points.
2nd trains As per aspect of signal if following; Booked speed
maximum up to booked speed.

Reception of trains:

Wrong line train: With Form no. T/510 and piloting.

Train will stop FSS of right line/LSS of wrong line which one come first or at shunt signal if provided before
cross over. Sound long whistle.

Right line trains: By proper signal or T/369 ( 3b).

Restoration of normal working:

i. SM will get line clearance / fitness memo from responsible engineering officials.
ii. SM inform to SCNL.
iii. SM will issue written message in given format to Next station under exchange of private number.
iv. Entry will be made in TSR mentioning the suspension & resumption time.
v. Report will be submitted to Sr. DOM / DOM (IC) by TI(M) within next 07 days.

USR 9.12/4: Total failure of communication in Single line in automatic system.

The followings mean of communication will be out of order:

a. Track circuit or Axle counter.

b. Station to station fix telephone.
c. Railway auto phone & BSNL/ MTNL phone with caller ID.
d. Control telephone.
e. VHF set (under spl. instruction)
f. Fixed telephone with CUG SIM provided at station.

To open communication: any one of the following can be sent to next station:
 i. light engine.
ii. Train engine
iii. Motor trolley / trolley / moped trolley/ cycle trolley.
iv. Tower wagon.
v. EMU rake (empty)
vi. Diesel car/Rail motor car.

Counselling by on duty SM:

Loco pilot / Motor man / Train manager / Station master (other than on duty) will be properly counselled
by the on-duty SM. Signature of these staff will be taken on the record & carbon copy of T/B-602.

Forms:

a. T/B-602 :- Authority to open communication.

b. T/A-912:- Authority to pass departure stop / intervening automatic/ semi- automatic/ manual /
Gate signal at “ON”( departure stop signals will not be taken off).

2nd part of T/B-602 will be strike out for automatic section.

T/B-602 includes the followings items:

i. Authority to proceed without line clear.

ii. Caution order
iii. Line clear enquiry message.
iv. Conditional line clear message which will permit:
a) for returning of light engine/ train engine with /without load/ engine.
b) for returning of tower wagon / diesel car /rail motor car / EMU rake.
c) for returning of motor trolley / trolley / cycle trolley /moped trolley running by itself or loaded
in the train waiting at next station for departure.

Speed:15 KMPH in day light / 10 KMPH in night; flesher light ON, frequent whistling

Returning of light engine:

Light or attached to a train ( trolley can be loaded)

Forms:

a) CLCT: - T/G 602 (UP) or T/H-602 (DN)

b) T/F-602 - reply message
c) T/A-912 - to pass signal at ON.
d) T/E- 602 – For line clear enquiry

Speed: sectional speed

Reception: By signals or otherwise.
Departure of train:
Forms:
i. CLCT: - T/G 602 (UP or T/H-602 (DN)
ii. T/E-602; if required (by TM)
iii. T/F- 602; if required.
iv. T/A-912 to pass signal at ON.
Other instructions:

a. In case , a light engine sis sent for onward journey by nest block station and not to open
communication : then the Line clear enquiry message and conditional line message shall be stroked
out. If another engine is to sent in the same manner m it will be sent after 30 minutes interval.
b. IN case motor trolley / other trolley / self-propelled vehicle go to next station, then one points
men / gateman , one engine crew or one person of the owner of motor trolley / other trolley will be
also sent by SM on duty.
c. Before entering into tunnel it should be ensured that tunnel in free from obstructions, otherwise it
will be piloted by a railway staff with and hand signal and detonators. Head light, side light, trail
lamp, other light will be ON.
d. In case two light engine from opposite side station meets in block section, LP/ Motorman /TM/SM
will considered these factor and will move to any one stations:

(i) nearest distance.

(ii) Gradient

(iii) Catch siding etc.

e. During returning they may be coupled or may run separately. In case, one of them in a motor
trolley / trolley it can be loaded in the break van/ diesel car/ rail motor car/ EMU rake.
f. In case, a light engine etc return back from the mid-block section m the T/B-602 will be taken aback
by SM & cancelled.
g. If more than one train is to run or one same direction, the line clear will be asked for more than one
trains is line clear enquiry message after getting line clear all trains will be sent at an equal interval of
30 minutes. 1st trains to run on sectional speed, 2 nd trains & subsequent train will run n at 25/10
KMPH.
h. If a train is stopped in block section, the TM will exhibit danger hand signal to the rear. If can’t
proceed ahead, Tm will protect in rear at 250- 500-510 mtr.

Restoration of communication:

1. SM will ensure clearance of block section with next station SM and T/I-602 filled by both SM
under exchange of private number
2. Information to SCNL, if communication restored.
3. If CNL telephone not restored at that time, movement can be started by both end SM.
4. TI of that section will submit a report to Sr. DOM / DOM (IC) within seven (07) days.

Sending of ART/Relief engine/assisting engine in occupied automatic block section

Loco Pilot will be given following forms.

For right line train: -

a) T/C-912-authority to proceed without line clear. Caution order - 15/10 kmph.

For wrong line train: -

a) T/C-912
b) T/A-912
c) T/511
Reception: -
By right line – Taking OFF signal
By wrong line – T/510 + Piloting
 9.13 Movement against established direction of traffic:-In Automatic Block System territory(S/L),
Movement against then established direction of traffic is not permitted except in emergencies and
after ensuring that the line upto the station (upto which the train is intended to go) is clear and
unobstructed.
9.14: - Passing semiautomatic signal at ON:-
i. If A marker is illuminated or calling ON is taken off: -procedure as per 9.02&9.07.
ii. If A marker is not illuminated: -T/369(3b)
9.15 Passing gate stop signal ON:
i. If the 'A' marker is illuminated, they should comply with Rule 9.02 or 9.07, as applicable.
ii. If the 'A' marker light is extinguished, the Loco Pilot must sound the prescribed whistle code to
alert the Gateman and stop the train before the signal. If the signal is not taken 'OFF' after waiting for
one minute by day and two minutes by night, they may cautiously move forward to the level crossing.
iii. If the Gateman is present and giving hand signals, the train may proceed past the crossing with
caution. If the Gateman is absent or not displaying hand signals, the train must stop before the
crossing. After ensuring that the gates are closed to road traffic and receiving hand signals from the
Gateman or, in their absence, from the Assistant Loco Pilot, the Loco Pilot should sound the
prescribed whistle code and proceed cautiously to the next stop signal, complying with Rule 9.02 or
9.07.
iv. Gate Stop signal with both 'A' and 'AG' illuminated markers: -
a. If the 'A' marker is illuminated but the 'AG' marker is extinguished, the Loco Pilot must follow Rule
9.02 or 9.07.
b. If the 'A' marker is off but the 'AG' marker is lit, they must follow (ii)&(ii) above
c. If both markers are extinguished, they must sound the prescribed whistle code, stop before the
signal, and proceed only as per special instructions.
Chapter-10,11,12&13 is not relevant to LP
Chapter-14 to 18
14.08&14.09:- Authority to proceed:- A Loco Pilot must not take a train from a block station without
proper authority to proceed. On a double line, this authority is granted by the taking 'OFF' of the last Stop
signal. On a single line, it can be given in various forms: (i) a token from an electrical block instrument, (ii)
a Line Clear Ticket(T/C-1425&T/D-1425) signed by the Station Master, (iii) a special document (T/G-
602,T/H-602), or (iv) the taking 'OFF' of the last Stop signal in sections equipped with tokenless block
instruments, track circuits, or axle counters.

Before proceeding, the Loco Pilot must verify that the authority received is correct, applicable to the block
section ahead, and, if in writing, is complete and duly signed in full and in ink. If any discrepancies or
omissions are found, the train must not depart until the issue is rectified.

Transportation of trolley in brake van:

 With the consent of the train Guard the trolleys may be transported in the brake vans of Goods
trains, mixed and Passenger trains. No train Guard of such train shall refuse to carry the trolley in
his brake van except for want of room or where being so transported in the Brake van it is likely to
cause damage to the contents of the brake van or cause inconvenience or delay in checking and
delivering luggages / parcels. In such a case the Station Master shall help loading of the trolley by
another train. [SR – 15.23(b)]

 Except in grave emergency, trolley shall not be loaded in Brake vans of Mail and Express trains or
in road vans of a van Goods train. [SR – 15.23(c)]
( CH-16)WORKING OF LEVEL CROSSING
Level crossing means an authorized inter section of road with railway lines at the same level. As per
maintenance L-Xing are following two types: -
1. Traffic Gate: - Situated within the outermost stop signal. Normally interlocked with reception and
departure signals, which maintained by SM.
2. Engineering Gate: - Situated outside the outermost stop signal and it is provided with ‘G’ marker
on gate stop signal which interlocked with the gate barrier. It is maintained by JE/SE(P.way).

Level crossing gate actually classified based of density of traffic that is denoted in TVU (Train Vehicle
Unit) which find out by the multiply of passing no. Of vehicle unit from L-Xing to calculate it, census
shall be done once in every three years and a 7(seven) days census shall be carried out. On the basis
of TVU L-Xing are classified in to 6 classes as below: -

i. Special class-----TVU more than 50000

ii. A class----TVU between 30000- 50000
iii. B1 class--TVU between 25000-30000
iv. B2 class--TVU between 20000-25000
v. C class ---TVU less than 20000
vi. D class -----for cattle crossing.

NOTE: In case of more than 70000 TVU, ROB/RUB must be built.

17.02 Special definitions related to OHE .-

i. "neutral section" means a short section of insulated and dead overhead
equipment which separates the areas fed by adjacent sub-stations or feeding
post;
ii. “power Block" means blocking of a section of line to electric traffic only;
iii. "Traction Power Controller" means a competent railway servant who may for the time
being be responsible for the control of power supply on the traction
distribution system.,
iv. Danger Zone - Means the Zone, lying within 2 metres of any live equipment, in
which no work is permitted, where the equipment is alive.
v. Electrified Track-Means track provided with overhead equipment.
 vi. Isolator – Means a switch used for connecting or disconnecting adjacent elementary sections of overhead
equipment.
vii. Live Equipment – Means any electrical equipment which is electrically alive. Electrical equipment is alive when
a difference of potential exists between it and earth or when it is connected to another conductor or circuit in
which such a difference of potential exists.
viii. Pantograph – Means a collapsible device mounted on and insulated from the roof of an electric engine or motor
coach and provided with a means for collecting current from the overhead equipment.
ix. Traffic Block – Means blocking of a track against movement of all traffic.
x. Overhead Equipment(OHE) – Means the electrical conductors over the tracks together with their
associated fittings, insulators and other attachments by means of which they are suspended and registered in
position.
xi. Dead Equipment – Means an electrical equipment which is not electrically alive.

Accident Manual

Definition of accident (2.01): For the purpose of Railway working, accident in an occurrence in the course of working of Railway which
does or may affect the safety of the railway, its engine, rolling stock, permanent way and works, fixed installation passengers or servant
which affect the safety of others or which does or may cause delay to train or loss to the Railway property.
Threshold value – For the purpose of accident, threshold value is the minimum value beyond which the accident will be
treated as having serious repercussion on the basis of loss to railway property or interruption to communication. It shall
constitute two portions:
(a) threshold value of Railway property, loss of which is fixed at One Lakh rupees or,
(b) threshold value of interruption to communication either partial or total where duration of
interruption is equal to or more than number of hours specified against each cell.

BG-A, B, C or D BG-D, E Spl. or BG-E, MG-S or NG

Interruption
Spl. (in hours) MG-Q, R (in hours) route (in hours)

Total 3 4 6

Or Or Or Or

Total Partial 6 8 12
Duration of interruption is defined as duration from the time of accident till starting of first train on Line
Clear from adjacent station for movement over the affected line in that section.
2.03 :-Injuries :- Injuries are classified as – Grievous & Simple. ‘Grievous’ injuries for purpose of these statistics should be taken
as injuries as defined in Section 320 of Indian Penal Code reproduced below for ready reference.The following kinds of hurt only
are designated as ‘Grievous’ :-
i. Emasculation
ii. Permanent privation of the sight of either eye.
iii. Permanent privation of the hearing of either ear.
iv. Privation of any member or joint.
v. Destruction or permanent impairing of the powers of any member or joint.
vi. Permanent disfiguration of the head or face
vii. Fracture or dislocation of a bone or tooth.
viii. Any hurt which endangers life or which causes the sufferer to be, during the
space of twenty days, or in severe bodily pain or unable to follow his ordinary
pursuits.
Simple Injuries – (a) A person will be considered to have incurred simple injuries if these injuries incapacitate the
injured person to follow his customary vocation during 48 hours after the occurrence the accident. (b) A railway
servant is considered to have been injured if he/she is prevented from returning to work as a result of injuries for a
period of 48 hours after the occurrence of the accident.
2.04:-Serious dislocation to Traffic:- Means interruption to through traffic for more than 6 hours on trunk routes, 12 hours on
Main Line and 24 hours on Branch Lines.:-
Criteria for determining serious dislocation to traffic on this Railway are as under :-
Grand Chord / Multiple line sections All lines blocked 6 hours

Two lines blocked 8 hours

Double line section / multiple line
section

One line blocked 12 hours

Double line section / single line
section on Main Line

Branch Line section Through running blocked 24 hours

2.05:- Passenger train :- A workman’s train or a ballast train or a material or an Accident Relief Train or a Tower Wagon or su
other train carrying workmen, or Cattle Special / Military Special carrying authorized escorts or similar such train shall be treated
a passenger train.
2.07:- Sabotage :-Means criminal interference with any part of the working machinery of a Railway with the object of rendering
it inoperative or any act intended to cause damage to Railway property other than train wrecking or attempted train wrecking.
2.11:-Averted Collision :-An averted collision is a circumstance under which, but for the vigilance shown by any persons, or
collision would have occurred either in the block section or within the station limits between two trains or between a train and
an obstruction. Provided, further, that such an occurrence may not be treated as an Averted Collision :-
i. If, outside the station limits, the distance between the two trains or the train and the obstruction at the time the
train or trains have finally come to a stop, is 400 metres or more.
ii. If, within the station limits, there is an intervening stop signal at danger governing the moving train and
compliance by the moving train with the indication conveyed by the Stop signal averted the collision between the
trains or between the train and the obstruction.
2.13 Engine failure :- An engine is considered to have failed when it is unable to work its booked train
within the prescribed lead from start (i.e. after being attached on to the train) to destination (i.e. to the first
shed or point where the engine is booked to cut off or work another train as per link diagram) or causes a
delay in arrival at destination of 30 minutes or more for passenger trains and 60 minutes or more for freight
trains in the case of diesel and electric locomotives, due to under-mentioned causes:
 (a) Defective design
(b) Defective material
(c) Bad workmanship in shops
(d) Bad workmanship in shed
(e) Mismanagement by engine crew
(f) Bad fuel
(g) Bad water

Note :-
i. In the case of passenger trains, the loss of time shall be taken as net i.e. time lost (minus) time gained
whereas in the case of goods trains, the loss of time should be gross as the time gained is not
maintained.
ii. Failures of all trains, assisting and light engines, but not those of departmental, regular shunting and
siding engines are to be treated as Engine failures for statistical purposes.
iii. The failure of coal pilot engines, for statistical purposes, is to be treated as follows :
(a) If the failure takes place on the branch or main line, it is to be treated as a case of
engine failure.
(b) If the failure is in a siding, it is not to be treated as a failure.
iv. On controlled sections, the driver of an engine that has failed should speak to control (Power
Controller/Traction Loco Controller when available) and explain to him the cause of the engine failure.
The latter shall, in turn, instruct the Station Master as to how he should describe the cause of the
failure in his accident message. Station Master will refer to the Controller/Power Controller/ Traction
Loco Controller on duty on the telephone in each case prior to issue of "Engine Failure" message.
2.17 Capsizement of Vehicle :-
Capsized coach is one in which all wheels are off the ground and it is
resting on its side, either on the ground or against an obstruction.

Classification of Accidents: -( chapter:-7)

For statistical Purpose accident has been classified in categories from A to R excluding I and O.
Sl Type Class
1 Train Accident/ Class – A : Collision
Class – B : Fire in Train
Yard Accident Class – C : Level Crossing Gate Accident
Class – D : Derailment
Class – E : Other Train Accident

2 Indicative Accident Class – F : Averted Collision

Class – G : Breach of Block Rules
Class – H : Train passing signal at danger (SPAD)

3 Equipment Failure Class – J : Failure of Engine and Rolling Stock

Class – K : Failure of Permanent Way

Class – L : Failure of Electrical Equipment (OHE failure)
 Class – M : Failure of Signalling and telecommunication

4 Unusual Incidents Class – N : Train Wrecking

Class – P : Casualties
Class – Q : Other Incidents
Class – R : Miscellaneous

Simply accidents are classified in five heads:-

1. Train Accident
2. Yard Accident
3. Indicative Accident
4. Equipment Failure
5. Unusual Incident

1. Train Accident– Train accidents is an accident that involve a train. Train accidents are further divided as

(a) Consequential Train Accident– Include train accidents having serious repercussion in terms of either one or may or
all the following.
Loss of human Life
Human Injury
Loss of Railway property
Interruption of Rail traffic
Train accident under following classification will be termed as consequential train accident
Collision All Cases under Category A1 to A4
Fire All cases under categories B1 to B4
Level Crossing All cases under categories C1 to C4
Derailment All cases under categories D1 to D4
Miscellaneous All Cases under Category E1

(b) Other Train Accident–

All other accidents which are not covered under the definition or consequential train accident are to be
treated as other train accident.
2. Yard Accident:
All accidents that take place in a yard and does not involve a train are termed as yard accident, These include
accidents falling under category A-5, B-7, C-9 and D-6.
3. Indicative Accident:
In real term they are not accidents but are serious potential hazards and include all cases of averted collision,
breach of block rule, train passing signal at danger coming under classification ‘F’, ‘G’ and ‘H’.
(a) Averted collision–
An averted collision is a circumstance under which but for the vigilance shown by any person or persons, a
collision could have occurred, either in the block section or within the station limits between two trains or
between a train and an obstruction.
Provided further that such an occurrence may not be treated as an “Averted Accident”:-
(i) If, outside the station limits, the distance between the two trains or the train and the obstruction at the
time the train or trains have finally come to a stop is 400 meters or more.
(ii) If, within the station limits, there is an intervening stop signal at danger governing the moving train and
compliance by the moving train with the indication conveyed by the stop signal averted the collision between
the trains or between the train and the obstruction
(b) Breach of Block rules –
 When a train inters a block section without any ‘Authority to Proceed” or with an improper authority to
proceed, or is received on a blocked line not constituting an averted collision or when it enters or is received
on a wrong line at a station or a Catch/ Slip siding or Sand Hump, it constitutes breach of Block Rules.
(c) Signal passed at danger (SPAD):
Train passed signal at danger without proper authority.

4. Equipment failure–
These include failure of railway equipment i.e. failure of engine& rolling stock, Permanent way, OHE, signal
and telecommunication and include cases falling under ‘J’, ‘K’, ‘L’ and ‘M’)

5. Unusual Incidents –
These include cases related to law and order but not resulting into train accidents and other incidents under
classification ‘N’ , ‘P’ , ‘Q’ and ‘R’.

SERIOUS ACCIDENT (AM 2.02)

Accident to a train carrying passengers which is attended with –
(i) Loss of life or
(ii) With grievous hurt to a passenger or passengers in the train or
(iii) With serious damage to railway property of the value exceeding Rs. 2 Crores
and
(iv) Any other accident which require the holding of an enquiry by the CRS shall also be deemed to be a serious
accident.

However, the following shall be excluded –

(a) Cases of trespassers run over and injured or killed through their own carelessness or of passengers
injured or killed through their own carelessness, and
(b) Cases involving persons being railway servant or holding valid passes / ticket or otherwise who are killed
or grievously injured while traveling outside the rolling stock of a passenger train such as on foot board or
roof or buffer but excluding the inside of vestibules between coaches, or run over at a Level Crossing or
elsewhere on the railway track by a train, and
(c) Level crossing accident where no passenger or Railway servant is killed or grievously hurt unless the Chief
Commissioner of Railway Safety (CCRS) or Commissioner of Railway Safety (CRS) is of the opinion that the
accident required the holding of an inquiry by the Commissioner of Railway Safety.

MOCK DRILL (AM – 5.18):

1) Meaning: - It is a drill or rehearsal of the staff and equipment’s related to ART/MRT, etc. Its
purpose is to ensure timely turning of the ART/MRT etc. and their proper upkeep. The intention is to judge the
avoidable delays or laxity on the part of staff and administration. This exercise is known as Mock Drill.

2) Periodicity: - Once in every three months.

3) Observation: -
a) Readiness of staff of different categories from different departments.
b) Handles in quick turning out of relief trains and its eradication.
4) Keep in mind: -
a) The mock drill should only be staged under the direct supervision of a Sr. Scale officer with consent of
DRM/PCSO.
b) Only the concerned Railway Staff should participate in such drill and the Police, Press, Public and Civil
authorities do not get to know of such drills.
c) No advance information should be given to the employees.
 d) It is not necessary to take the relief trains to some out station always, but the test can be made between
the loco shed and the station. In exceptional case with prior approval of DRM, the relief train may be taken
out to some nearby station to ensure proper turn out of officers/staff.

TURNING OUT TIME (AM-5.10): -

(i) ART & Tower wagon:

During day – 30 minutes
During night – 45 minutes

(ii) ARME/MRT:
In case of single exit siding- 25 minutes
In case of Double exit siding - 15 minutes

Note: The time is reckoned from the time of ordering to the time of dispatch.

General Instructions:
1. Accident relief train should run on priority, giving precedence of all trains.
2. MRV should be preceding over Relief train.
3. MRV and ART should be dispatched on their schedule time.
4. Relief train should not be delayed for TM, the breakdown in-charge will carry the train and TM will send by
following means.
5. Emergency crossovers should always be kept in good working order so as to ensure the expeditious
movement of Relief Trains.

3.02 :-Duties of Guard:- Immediately an accident to a train takes place, the guard of the train shall–
(i) note the time of accident.
(ii) arrange to protect adjacent line/lines, if necessary, and then
the line on which the accident has taken place.
(iii) send information through quickest means to Control/SMs
on either side.
(iv) take action to save lives, render first aid.
(v) call for doctors on the train and seek their assistance.
(vi) seek assistance of Railway men on the train for attending to
be injured and for other relief operations.
(vii) post a Railway employee to man the field telephone to
ensure regular flow of information to Control.
(viii) make quick assessment of the assistance required and
advise control or nearest Station Master.
(ix) preserve and safe-guard all clues indicating cause of accident
(x) arrange protection of property of Passengers and Railway
property with the assistance of RPF, GRP and other Railway
staff.
(xi) take action as detailed in Paragraph 4.04 of Chapter IV in
case of suspected sabotage.
(xii) assist the Accident Manager in every possible way. He shall
not leave the site of accident without the permission of the
Accident Manager.
3.06-Duties of the Accident Manager: -Relief operation will be organized immediately for which
Accident Manager shall -
(xiii) collect Railway men, Volunteers, Doctors and First-Aiders.
(xiv) allot duties to Railway staff, police, military and the security staff
present at site and fix the priority of tasks.
(xv) arrange rescue of passengers from the affected coaches and render
First-aid and medical assistance.
(xvi) arrange for evacuation of the injured by the fastest available
means to the nearest medical Centre if necessary, by hiring private
transport, the payment of which will be made from the station
earnings.
(xvii) ensure with the help of available staff and volunteers that
belongings of the affected passengers are safely preserved for
further disposal.
(xviii) ensure that authentic and correct information is passed on to the
control promptly to avoid any controversy.
(xix) pay attention to the needs of passengers involved/stranded due to
the accident such as, drinking water, tea, snacks, food/food packet
etc. at Railway’s cost to be paid from station earnings.
(xx) maintain telephonic contact with the Divisional Head-quarters and
depute necessary officer/staff for this purpose.

SUSPECTED SABOTAGE :
Action in case of suspected sabotage (4.04)-
a) Loco Pilot and Guard Carefully examine the track with responsible passenger and record the result of
examination.
b) Preserve all clues and arrange to protect the area till the civil and police officials arrived.
 Loco Pilot should not leave the spot till he is permitted to do so by competent authority.

Golden Hour:
If a critical trauma patient is not given definite medical care within one hour from the time of accident,
chances of his ultimate recovery reduce drastically, even with the best of medical attention thereafter. This
one-hour period is generally known as the ‘Golden Hour’.
8.06 Explosion on Track or train: -
i. LP must stop the train immediately and inspect the train/track with the Guard to assess the damage.
If LP doesn’t stop, the guard will attract attention of LP by applying brake from BV.
ii. If the train is undamaged/Little damage and can proceed (provided, the track is safe), they proceed
to the next block station and report to the Station Master.
iii. In case of damage to train or track, Protection should be done as per 6.03 and necessary assistance
should be asked from nearest SM.
iv. The Station Master will inform informs the Controller, who will further inform the matter to
JE/SE/SSE(P.way), JE/SE/SSE(C&W) & Loco foreman.
v. Both Station Masters at either end of the affected section will stop all trains and issue Caution Orders
specifying the location and speed restrictions.
vi. No train may pass the site at over 15 km/h or a lower speed specified by the reporting Driver until
the Permanent Way Inspector or Assistant Engineer certifies the track safe for higher speeds, after
which an "All Concerned" message is issued.
8.07:-Detached part of Engine or vehicle on the track: -
i. If any part of an engine or vehicle is suspected to have fallen on the track, the train staff must
conduct a careful search. If the part is not found, the train must stop at the next station and inform
 Station Master., where the Station Master informs the Station Master at the other end and issues a
Caution Order to the next train’s Driver to look for the missing part.
ii. If a train stops on a one-way spring point in the trailing direction, it cannot restart until the Guard
ensures the points are set and clamped. For a light engine, this responsibility lies with the Driver.
8.07 :-Material fouling the track :-Station Master and Engineering Officials must see that there are no heaps
of materials or other obstructions on or fouling the line which may cause a derailment or endanger
railway employees engaged in shunting operations.
8.10:- Railway servant, trespassers and others run over :-

a. If the Life is not extinct:

i. Railway staff must provide first aid and summon medical help immediately and inform the police through
nearest Station Master.
ii. If a train staff finds the injured person (either knocked down by same train or other train), first aid will be
rendered, Doctors travelling on train should be called by the guard. The person should be transported to the
nearest station in the direction and movement and handed over to SM for medical aid. If the condition is critical,
a dying declaration must be recorded and signed by witness. The dying declaration along with memo should be
sent Station Master of nearest station who will finally hand over it to the police.
iii. The dying declaration should contain the details like name, father’s name, caste, residence, how happened to
be on track, how wounds were inflicted, time and place where injured is found.
b. If the person is dead:
ix. The body should not be disturbed except to clear the track. Evidences, if any, including
fingerprints must be preserved.
x. In case the body is found by Railway staff not working a train, he shall, take immediate steps
to advice any responsible person in the vicinity of the scene of the accident to inform police.
iii. The body is left in charge of a responsible person, such as a village Chowkidar, Gateman, or Lineman. If no
such person is available, the body is taken to the nearest gate lodge or station.
iv. A memo containing following details should be prepared by the Guard, Driver, or other Railway servant and
handed over to SM of nearest station/person to whom the body is kept under charge for onward transmission of
body to police: -
a. time and place the body was detected;
b. position of the body in relation to the tracks;
c. blood stains on ballast or engine, extent of injuries, and whether prima
facie inflicted by a train or otherwise; and
d. position of any clothing, etc. found on or near the rails.
This memo should also contain the name of the informant, his address so as to help the police authorities
v. Efforts must be made to identify the deceased or injured. The Station Master must inform the
matter to his/her relatives.

8.11. Disposal of corpses in cases where the cause of death is open to question :-

(a) In all cases of passengers dying at stations, or corpses being taken out of
trains, or railway servants and others being killed on Railway premises,
Station Masters shall make over the body and all effects of the deceased
to the Government Railway Police, who are responsible for the prompt
disposal of such bodies.
(b) Where there are no Government Railway Police, the Station Master shall
see that the corpses are, promptly removed from public view.

8.12. Murder or serious assaults in railway carriages: -

If a crime of a serious nature such as a murder or serious assault is

committed in a railway carriage on a running train, the following action
 shall be taken by the staff:

(i) The Guard of the train shall have the compartment emptied and locked
up all shutters have been raised from outside immediately the commission
of such an offence is known so that blood stains, marks of struggle, foot
prints, finger impressions, etc. may remain undisturbed.
(ii) If the crime took place in a Second class compartment the carriage shall
be detached at the station where the crime was detected and kept under
watch till the police take over the case.
(iii) If the crime took place in a First class compartment, the compartment
shall be immediately locked up and the carriage allowed to proceed to
the nearest station where it can be replaced. If no Government Railway
Police staffs are located at this station, a member of the Railway staff will
guard it, until a Police Officer takes over.
(iv) No one, either Railway employees or outsiders, shall be allowed to enter
the compartment until the police arrive, except to attend to injured
persons.
(v) The Railway Police station concerned shall be advised at what station the
carriage has been or will be detached. After the carriage is taken over by
the police, it shall not be removed or otherwise utilized without the written
authority of the Police Officer conducting the investigation. If an abnormal
delay takes place on the part of the police in releasing the carriage, the
matter shall be reported to the Divisional Railway Manager concerned.

LEVEL OF ENQUIRY (AM – 9.04):

SL Type of Accident To Be Inquired by

CRS (Commissioner of Railway Safety),

01 Serious Accidents
Or, A committee of S A Grade Officers with GM as the accepting authority.

02 Collisions (A-1 to A-4) A committee of S A Grade Officers with GM as the accepting authority.

All other Consequential

03 Dy. CSOs from safety department with GM as the accepting authority.
Accidents

A committee of Senior Supervisors with Sr. DSO/DSO as the accepting

04 Yard Accident
authority.

A committee of Senior OR Junior scale officers with DRM as the accepting

05 Indicative Accidents
authority.

All cases of Equipment

06 Senior Supervisors/Supervisors of the respective departments.
Failure
TIME SCHEDULE FOR ENQUIRY (AM – 9.07): Enquiries should be held and proceedings should be submitted as soon
after the accident as possible and that the following time schedules (counting ‘D’ as the day of the accident) shall not
be exceeded.

TIME SCHEDULE ENQUIRY MODALITIES

D Issue of Accident Message.

D+3 Holding of Enquiry.

(i) Submission of detailed report to Railway Board and PCOM

D+10
(ii) Submission of Enquiry proceedings to PCOM

D+27 Acceptance of the Enquiry proceedings by the competent authority.

D+90 Finalization of Disciplinary Action.

DISASTER MANAGEMENT
After Accident to cope with the situation, the steps taken by Rail administration is called ‘Disaster Management”
The top priority of Railway to provide accident free, safe journey. For which continuous effort are being carried on.
New technology has been introduced in Railway. Efforts are taken to less dependence on human being and system
made such type that human failure does not make any unusual.
In every Divisional Headquarters station Accident Relief Train and Medical Relief Train are provided and staffs are
made available round the clock. Target time for dispatching is also fixed. Rail employees are also trained in First Aid.
First aid available with Station Master and Guard, Phone No. of local administrative Officers, hospital and their name
displayed for quick information and assistance.

Objective of Disaster Management (AM – 1.02)

1. Protection of adjacent running line
2. Protection of the site of accident
3. Save life and alleviate suffering
4. Protect property including mails.
5. Provide succour and help to the passenger at the site of the accident
6. Transportation of started passengers
7. Preservation of clue
8. Ascertain the cause of the accident to prevent recurrence.
9. Restore through communication

Block working Manual

TOTAL FAILURE OF COMMUNICATION ON SINGLE LINE IN ABSOLUTE BLOCK SYSTEM

Means of communications:
a) Block Instruments; Track circuits or Axle Counters;
b) Telephones attached to the Block Instruments;
c) Station to station fixed telephone where available;
d) Fixed Telephones such as Railway Auto Phones, BSNL Phones under special instructions. (i.e. “Line Clear”
shall be obtained with identification number separately for each train as detailed in Appendix – “A” of
BWM).
e) Control Telephone;
 f) V.H.F. sets under special instructions, but not as sole means of communication on sections where Passenger
trains run.

 When line clear for a train cannot be obtained from adjacent station by any of the means of communication
(given above) available at the station, such a situation is termed as total failure of communication.

 In the above circumstances trains work in the following manner:

The SM who has train to despatch through the effected section, first of all he has to open communication by
sending any of the following sources available in order of preference:
a) Light Engine
b) Train Engine
c) Motor Trolley or Tower Wagon
d) Trolley/Cycle Trolley/Mopade Trolley
e) Diesel Car/ Rail Motor Car
f) EMU rake – after ensuring that all passengers has detrained.

PHASE- I: While going to open communication or while going to bring line clear for an awaiting train, The Loco
Pilot will be given following forms:
T/B 602 - It includes following items:
a) Authority to proceed without line clear.
b) Authority to pass the departure at ‘on’ condition.
c) Caution order.
i. 15 KMPH – During day and view ahead is clear.
ii. 10 KMPH – During night or when view ahead is not clear.
iii. WP – During thick foggy weather, the train will be piloted by two men with red hand signal
and detonator.
a) Line clear enquiry message for the waiting train.
b) Conditional line clear message with private no. for the engine to return as light engine or with load as
the situation demands.
 After handing over the above form the SM will despatch the light engine/vehicles etc.
 After the light engine/ vehicle etc have dispatched, no other train/engine/self-propelled vehicle/ other
vehicle shall be allowed to proceed in the same direction and no obstruction shall be allowed beyond
the outermost facing point until the light engine/ vehicle returns.
NOTE:
However, it doesn’t prevent an engineering official to go into the block section on his push trolley, where
push trolley does not run on Line clear.

Duties of crew while on run towards other end station: -

a) In thick and foggy weather impairing visibility, two men will be deputed to pilot the train. One will show
hand signal from an adequate distance in ahead of engine and 2nd will move in advance position being vigilant
enough and keep ready to place detonators if required.
b) A tunnel must not be entered until its clearance has been ensured both in day and night. If its clearance
is doubtful, the engine/vehicles shall be piloted by railway employee equipped with hand signal and detonators.
While entering into the tunnel, the headlights, sidelights and tail lights shall also be switched on.
c) If an engine/vehicle meets in the block section coming from the opposite direction, the Loco Pilot/
Motorman/ Train Manager/ SM shall decide as to which station. They should proceed taking into consideration
the following facts: -
i. Availability of room at the station.
ii. The importance of the train.
iii. The distance of nearest station.
iv. Gradient.
v. The presence of catch/slip siding etc.
d) Before proceeding, the engine or self-propelled vehicle shall be coupled (if possible) otherwise they
should proceed maintaining an adequate distance between them. In case of push trolley/ motor trolley/ cycle
trolley/ moped trolley. It shall be loaded into engine/ diesel car/ rail motor car/ emu rake (if possible)

Reception of train:
i. On reaching near the next station engine/ vehicle shall stop at the FSS and should sound long whistle to
apprise the station staff who will arrange to receive it by taking ‘off’ signal/ signals or otherwise.
ii. After the train has been received at the station T/B 602 will be handed over to SM on duty.
iii. On receiving the above mentioned paper the SM will arrange to return the engine/ vehicle with or
without train (if any) as instructed in form.

PHASE II
Returning of light engine with line clear (with or without load):
The SM will hand over the mentioned form to the Loco Pilot and dispatch the Engine/Train: -
i. T/G 602 (for UP) or T/H 602 (for DN) – CLCT
ii. T/369 (3b) – To pass Departure Signal at ‘ON’
iii. T/409 – Caution order, OR T/A 409 – Nil caution order
iv. T/E 602 - Line clear enquiry message (if required)
v. T/F 602 – Conditional line clear reply message.
 On reaching the next Station the Loco Pilot of the Train / Light Engine will hand over the following forms
to SM:
a) T/E 602 (if given)
b) T/F 602
PHASE III:
 On getting the relevant paper, the SM will arrange to dispatch the train (or trains) for which line clear is
received, by issuing the following papers:
a) T/G 602(up) or T/H 602(DN)
b) T/369(3b) to pass the Departure Signal at ‘ON’
c) T/409 or T/A 409
d) T/E 602 (if required)
e) T/F 602 (if required)
 After handling over the above-mentioned forms, the train shall finally be despatched with speed
restriction of 25kmph (straight line & visibility clear)/10 (curve or visibility not clear).
 If line clear for more trains has been obtained the 2nd & subsequent train will be despatched after
interval of 30 minutes.
 In this case the particulars of last train along with its departure time will be endorsed on line clear and
also particulars of train would follow it.
 Trains will continue to work on this system until any one of the means of communications mentioned
earlier is restored by the Competent Authority and when anyone of the means of communication is
established the form T/I 602 is duly filled up.
 Line clear shall not be obtained or given by means of communication restored until both the SM are
satisfied that all trains or engines etc. dispatched from their station had arrived at the other end station.
This will be confirmed under exchange of private number. The resumption of normal working will be
intimated to the section controller & all particulars of the train operation shall be recorded in TSR &
station diary.

TOTAL FAILURE OF COMMUNICATION ON DOUBLE LINE IN ABSOLUTE BLOCK SYSTEM

Means of communications:
a) Block Instruments; Track circuits or Axle Counters;
b) Telephones attached to the Block Instruments;
c) Station to station fixed telephone where available;
d) Fixed Telephones such as Railway Auto Phones, BSNL Phones under special instructions. (i.e. “Line Clear”
shall be obtained with identification number separately for each train as detailed in Appendix – “A” of
BWM).
e) Control Telephone;
f) V.H.F. sets under special instructions, but not as sole means of communication on sections where
Passenger trains run.

 When line clear for a train cannot be obtained from adjacent station by any of the means of
communication (given above) available at the station, such a situation is termed as total failure of
communication.
 The SM will stop the trains to go towards the affected block section.
 The Train Manager & Loco Pilot of the train will be informed about the fact by the SM.
 If the Loco Pilot is not convergent with the rules for working of trains under such situation the SM shall
explain it in presence of Train Manager.
 The SM will issue form T/C 602 to the Loco Pilot and obtain the signature of Train Manager & Loco Pilot
on the form.
The form T/C 602 includes the following items:
i) Authority to proceed without Line Clear
ii) Authority to pass departure signals at ‘ON’
iii) 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.
 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.
 Fixed signals with the exception of the Last Stop signal may be “taken off” for the reception and
departure of trains. The First Stop signal shall, however, be “taken OFF” only after the train has been
brought to a stand outside it.
 A tunnel should be entered only after it has been ascertained that it is clear. If there is any doubt on this
point, the train should be piloted by a railway employee equipped with hand signals and detonators.
 The Train Manager 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 to protect it if necessary.
 When a train stopped in the block section the Train Manager shall immediately exhibit a hand danger
signal towards the rear and check-up that the tail board or the tail lamp 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 Train Manager
of the fact, where upon the Train Manager 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 a train is detained outside signals and if the detention exceeds or is
likely to exceed 10 minutes it shall also be protected accordingly. In the absence of the Train Manager,
the duty of protecting the train shall devolve on the Loco Pilot.
 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 of 250 metres and two detonators, 10 metres apart, at 500 metres
in rear of the point up to which the train is to be backed.
 Before entering a tunnel, the head lights, side and tail lights and other lights (where provided) shall also
be lit.
 When approaching the station ahead, the Loco Pilot must bring his train to a stop outside the first Stop
signal and sound continuous whistle (or any other code prescribed by special instructions), if no one
from the station turns up within 10minutes 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 the cabin to inform the
Station Master or Cabin man of the fact that the train is waiting at the signal for its admission into the
station. In the absence of the Assistant Loco Pilot, the Train Manager, after protecting the train, shall give
this information.
  The Loco Pilots of all trains shall make over the “Authority for working of trains during total interruption
of communication” on Double Line Section on 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 within 7 days
of resumption of communications.
 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 the “Message on Restoration” on T/I
602 forms.

TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE IN ABSOLUTE BLOCK SYSTEM

 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 electric speaking instruments.
b) By the installation of single line Block instruments and Shunting Limit Board demarcating the block
section in the wrong direction, if the affected line is likely to remain out of use for a substantial period.
 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.
 If there is 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 an Inspector has inspected that section and certified that the road is
safe for the passage of trains.
 Single line working shall be introduced between the nearest stations provided with cross-over between Up
and Down lines on either side of the obstruction.
 IBS and other intervening stations shall be kept closed and the commutators of the related block instruments
shall be locked in ‘TOL’ / LCB key out position.
 After ascertaining that one of the lines is clear for 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 of the other end of the affected section.
a) cause of introduction of single line working;
b) the line in which single line working is proposed;
c) source of information that the said line is clear;
d) place of obstruction;
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 timings of the last train which arrived or left the block station issuing the message.

 After exchanging of the above information, line clear shall be obtained through the available means of
communication.

 Authorities:
Wrong line –
 a) T / 806 (shunting from right line to wrong line, if required)
b) T / D 602 which contains:
i. Line clear ticket;
ii. Authority to pass signals in ON position; and
iii. Caution Order in which the following are mentioned:
o Line on which the train is going and place of obstruction,
o Speed of the first train shall be 25 km/h subject to observance of other speed
restrictions in force,
o Warning to observe neutral section for the train going on wrong line in electrified
section and clamping / spiking of trap points if any, and
o Other speed restrictions in force.
o Information to gangman & gateman.
c) T / 511 (Starting order from non-signaled line)

 Loco Pilot of the first train shall inform all Gatemen and Gang men on the way about the introduction of SL
working specifying the road on which the trains will run.
 The Loco Pilot of the train proceeding on the wrong line shall switch ON the flasher light and sound
frequently short whistles. observance of other speed restrictions in force.
 When a train is stopped between stations on account of accident, failure, obstruction or other exceptional
cause and the Loco Pilot finds that train cannot proceed, it shall be protected as per G.R. 6.03.
 Second and subsequent trains may run at their booked speed subject to observance of other speed
restrictions in force.

Right line:
 The last Stop signal of the station in rear of the affected section may be passed in the “ON” position on a
written authority issued by Station Master in the prescribed form T/D 602.

Reception:

In the case of train proceeding on the wrong line: -

a) On approaching the next station, the Loco Pilot shall bring his train to the first Stop signal pertaining to the
right line or at the last Stop signal pertaining to the Wrong line (on which he is running), whichever he
comes across first.
b) The train shall be piloted out of the station on a written authority issued by the Station Master after all the
facing points have been correctly set and locked and trailing points correctly set & locked over which the
trains will pass.

In the case of train proceeding on the right line: -

a) On approaching the next station, the Loco Pilot shall bring his train to the first Stop signal.
b) The Station Master of the station in advance receive it by taking ‘Off’ the approach stop signals.

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, SM shall issue a message to the other station / stations under exchange of
Private Number and in consultation with the section controller, normal working shall be resumed.
b) Block instruments and all fixed signals including those of IBH which were treated as closed shall be brought
into use immediately.
c) An entry shall also be made in the TSR of all stations concerned showing the time of suspension of double
line working, introduction of single line working and resumption of normal working.
 Loco Pilot of the first train entering the section after resumption of normal working shall inform all Gatemen
and Gang men on the way about the resumption of normal working.
 All the records in connection with the SL working shall be retained at the station and the TI of the section
must scrutinize and submit his report to the DRM within 7 days of the resumption of normal working.

SPEED CHART

Sl. Description Speed in

No. KMPH
1 EMU while entering a dead end platform at 15
terminal station
2 Entering into terminal yard 15
3 Non Interlocked point over running line 30
4 Over turn out and cross over 15

5 To pass through via loop line 1in 12 15

6 To pass through via loop with thick web switch 30

7 Passing defective signal at danger 15

8 Defective locking of facing point on running line 15

9 Normal speed of shunting 15

10 Max impact speed during shunting of single BOX 5

wagon
11 Max impact speed during shunting of a group of 2.5
BOX wagons
12 When negotiating 1 in 8.5 turn out 10

13 When negotiating 1 in 8 turn out 08

14 While entering dock platform 10
15 Passing IBP stop signal at on without line clear 15/8(ER)
pvt. No. &15/10(ECR)
16 Passing IBP stop signal at on with line clear pvt. Booked speed
No.
17 Passing automatic signal at on straight line at
(i)Day 15
(ii)Night and curve 10
18 In faulty OHE section (i) on adjacent line Sharp look out

10

(ii) on same line

19 In case of defective automatic brake 08

20 When petrol man does not turn up

(i) day 40
(ii) night 15
21 Shunting with petrol tank explosive and 08
dangerous explosive goods
22 Speed of assisting engine 15/10/WP

23 Speed of a train during foggy weather (I)in 60

absolute block system (II)in automatic block 60(G),30(YY),as
system per
LP(Y),10(Red,
after dead stop as
per
rule)
24 Max speed of petrol /search light special 40

25 When engine running tender for most under 25

special instruction
26 Engine head light is defective 40(GR),50(SR/
ER),40
(SR/ECR)
27 Normal speed of DMT 40

28 speed of DMT when Engine in pushing and B/V in 25/8

leading
29 speed of DMT when Engine in pushing and B/V 08
not in leading
30 speed of DMT speed of DMT when Engine in 08
pushing in 1/150 down gradient
31 When train is driven by Assistant Driver in 40
emergency
32 Train engine driven from trailing cab 40

33 When water label the track up to 5cm (i) EMU (ii) 5

electric loco 10
34 When water label the track is more than 5cm (i)
EMU (ii) electric loco Dead stop (both)

35 On main line standard I interlocking 50

36 On main line standard II interlocking 75

37 On main line standard III interlocking booked

38 A-class ODC Booked

39 B-class ODC 40/16

40 C-class ODC 25/08/dead slow

41 When clearance between ODC in between 13.5 to 15

15.5inches
42 Rolling stock with flat tire 30

43 Spring broken with clamped 40

44 TFC on D/L in absolute block system 25/10/WP

45 When a light engine is sent to bring L/C from 15/10/ WP

station in advance during TFC in S/L
46 When a goods train is allowed over a section 10
where bad riding has been reported
47 When motor trolley passes over points and 16
station
48 When a train running on last vehicle Booked
Speed(view is
clear); Stop and
start at station to
check L/V
49 S/L working on D/L in absolute and automatic 25
both – first train speed
50 Prolonged failure of automatic signal but 25
communication is available
51 Prolonged failure of automatic signal but 25/10/WP
communication is not available
52 Speed of the rerailed wagon in block section
53 Speed of non isolation station 50

54 Speed of the second and subsequent train during 25

S/L working on double line in automatic zone via
wrong direction
55 Speed of the second and subsequent train during As per aspect
S/L working on double line in automatic zone via of signals
right direction
56 Speed of second and subsequent train during Booked speed
single line working on double line in absolute
block system via wrong or right direction
57 Pushing load in block section 25
58 When gang mate rectified rail fracture 10 to 15
temporarily
59 Detonator testing under an empty wagon 08 to 12
60 Max speed of working goods train 40

61 Train running with partial vacuum Not permitted

normally
With great caution
in emergency
62 When speedometer is defective 20% less

63 Maximum impact speed during shunting of 05 to 08

coaching vehicle with occupants
64 When running tender foremost 25

65 When entering into terminal yard 15

BOARD AND INDICATORS:

BOARD DIAGRAM DESCRIPTION & PLACEMENT

SHUNTING a) It is provided at a class ‘B’ station worked
LIMIT BOARD on the Absolute Block system on single
line section, if there is no Advance Starter
of the opposite side at an adequate
distance from the First Stop Signal (FSS).
It is provided irrespective of signalling
system.
b) It is provided at a distance of 400 meters
from the First Stop Signal in TALQ system
and at a distance of 180 meters from the
FSS in MAUQ/MACLS system.
c) It demarcates the boundaries of Station
Section and Block Section.
d) Station Section may be enhanced
providing Shunting Limit Board.
BLOCK  The following conditions are necessary
SECTION LIMIT for providing a BSLB.
BOARD a) ‘B” class station
b) Double line section.
c) Worked under Absolute Block System.
d) Equipped with Multiple Aspect Signalling.
e) Outer most point (at an adequate
distance from the FSS) is not facing or
there is no point at the approaching end
of the train.
 Placed not less than 180 m inside the
First Stop Signal (FSS) and clearing the
respective fouling mark.
 It demarcates the boundaries of station
section and Block section.
PASSENGER a) It is located at 960 meters in rear of the
WARNING First Stop signal/ Gate Stop signal. But at
BOARD the stations where there is Distance
Signal provided at a distance of 1000
meters from the FSS, the Passenger
Warning Board is not provided.
b) Intention is to warn the LP of the
approaching train that he/ she is
approaching the First Stop signal of a
station/ Gate Stop signal.
GOODS a) It is fixed on a post at a height of 2.10
WARNING metres with its length vertical and its face
BOARD at right angles to the track. It is erected at
a distance of not less than 1400 metres in
rear of the first stop signal/gate signal./
Gate Stop signal.
b) Intention is to warn the LP of the
approaching train that he is approaching
the First Stop signal of a station/ Gate
Stop signal.
c) On the Rajdhani/Shatabdi Express route
there should be only ONE warning board
is intended for the guidance of drivers of
passenger as well as goods trains. This
board should be fixed at a distance of not
less than 1500 metres in rear of the first
stop signal/gate signal. This distance
should be increased to 1700 metres for
stations approached on a falling gradient
of 1 in 200 or steeper.
d) On sections where double distant signals
are provided, the provision of warning
board is to be dispensed with.
CAUTION a) Caution indicator shall be fixed at 1200
INDICATOR meters from the point where speed
BOARD restriction is to commence.
b) At site of permanent restrictions, the
 speed ahead will be painted on the
caution indicator board.
c) In the case of temporary restriction
speed will be indicated by small
detachable number plates which can be
changed.
d) In the case of stop Dead Restriction, the
figure ‘o’ will be painted on Caution
Indicator Board.
e) In the case of multiple speed restrictions
in series as in case of Track Renewal
works only first speed restriction shall be
indicated on the caution indicator Board.
SPEED a) This is placed at a distance of 30 meters
INDICATOR from the work place.
BOARD b) The speed shall be provided for both
permanent and temporary restrictions.
c) The LP should keep his train at a speed as
mentioned on this board while passing it.

STOP a) It is fixed at a distance of 30 meters from

INDICATOR the obstruction.
BOAD b) A man of engineering department shall
be deputed at this board with a
restriction book with him.
c) The LP shall stop his train at this board
and gives his initial in this Restriction
book with the train No., Name, Date.
Then alright signal shall be shown to the
LP by this man to proceed with his train.

T/P BOARD a) This board indicates, termination of

caution for passenger trains.
b) The termination indicator for passenger
train “T/P” is provided at a distance equal
to the length of the longest passenger
 train running in that section.

T/G BOARD a) This board indicates, termination of

caution for goods trains.
b) The termination indicator for passenger
train “T/G” is provided at a distance equal
to the length of the longest goods train
running in that section.

W BOARD a) This board shall be provided on the

approach of Curve, Tunnel or other
Vulnerable places at a point where
visibility of the line ahead is limited to
800m or less.
b) Driver/Motorman must sound whistle
/horn immediately after sighting the
Whistle Board till the full train has passed
the same to give a very effective audible
warning to the people or other animals
about the approaching train.

W/L BOARD a) Whistle Board as shown in figure shall be

provided at a distance of 600 metres on
the approach of all manned and
unmanned Level Crossings.
b) Driver/Motorman must sound whistle
/horn immediately after sighting the
Whistle Board till the full train has passed
the Level Crossing to give a very effective
audible warning to the road users/motor
 vehicle Drivers about the approaching
train.

RW/L BOARD a) RW/L Board as shown in figure shall be

provided at a distance of 250 metres on
the approach of all unmanned Level
Crossings.
b) Driver/Motorman must sound
continuous whistle /horn immediately
after sighting the RW/L Board till the full
train has passed the Level Crossing to
give a very effective audible warning to
the road users/motor vehicle Drivers
about the approaching train.
LOWER PANTO Lower Panto after 200m
INDICATOR

LOWER PANTO Lower Your Panto

BOARD

RAISE PANTO Raise your Panto

BOARD
NEUTRAL Neutral section 500m ahead
SECTION
INDICATOR AT
500m

NEUTRAL Neutral section 250m ahead

SECTION
INDICATOR AT
250m

SWITCH OFF Switch OFF the power

POWER BOARD

SWITCH ON Switch ON the power

POWER BOARD
 "OPERATING FORMS" AND ITS USE
1) S&T (T/351): - (Signal and telecommunication) disconnection and
reconnection notice. --for disconnection of signal gears. To be prepared and
served by S&T inspector/ maintainer to the station master.

2) T/369(1): - Advance authority to pass defective signals: - issued by Station

Master of rear station or last stopping station to the Loco Pilot to pass
defective stop signal (approach stop. signal only) of station in advance.

3) T/369(3b): -Authority to pass signals at ON or defective (For starter and

advance str. It may be issued on the same form)

4) T/409: -caution order-prepared in three copies and issued by station master

of notice/ to the Loco Pilot of the train.

5) T/A 409: - Nil caution order-prepared and issued as T/409.

6) T/B 409- Reminder caution order - prepared in two copies (one record and
one for Loco Pilot) and issued from immediate r rear station or last stopping
station.
7) T/431: -Train examination advise/report. Prepared in three foils by SM/YM
and handed over to SE(C&W) for examination of train

8) T/509: - Authority to receive a train on blocked/obstructed line: - prepared in

two copies- record/Loco Pilot, train piloted from 1st stop signal.

9) T/409: - used for reception of train on non-signaled line.

10) T/511: - Authority to start a train from non-signaled line, prepared in

two copies record/Loco Pilot, train piloted up to last set of points of non-
signaled line.

11) T/512: - Authority to start a train from common starter line.

Note: - for both T/511 and T/512, line clear tkt. No./Token no. and line clear
private number both in words and figures to be written.

12) T/A 602: -Authority to proceed for relief engine/train into an occupied
block section in absolute block system. It contains:
a) Block ticket to proceed without line clear
b) Authority to pass signals at ON and
c) caution order speed 15 kmph/10kmph/W.P.

13) T/B 602: - During TFC on single line for sending light engine/train
engine to being line clear to open communication in absolute block system. It
contains:
a) Authority to proceed without line clear
b) Authority to pass signals at ON
c) caution order - speed 15 kmph/10 kmph/WP
d) Line clear enquiry message and
e) conditional line clear message,

14) T/C 602: - During TFC on Double Line in absolute block system. It
contains
a) Authority to proceed without line clear
b) Authority to pass signals at ON &
c) Caution order - speed 15kmph/ 10 kmph/walking pace,

15) T/D 602: - Authority for temporary single line working ON double line
in absolute block system. It contains:
a) line clear ticket
b) Authority to pass signals at ON (departure signals) and also the signals
of the closed intervening stations and
c) caution order - speed 25 kmph to 1st train only and warning about trap
point (if any) neutral section and information to gangman/gatemen;
including other speed restrictions.

16) T/E 602: - Line clear enquiry during TFC on single line in absolute
block system.
17) T/F 602: - Conditional line clear message. During TFC on single line in
absolute block system.

18) T/G 602: - Conditional line clear ticket during TFC on single line for up
direction in absolute block system.

19) T/H 602: - Conditional line clear ticket during TFC on single line for DN
direction in absolute block system.

20) T/I 602: - Message on restoration of means of communication on both

single/double line furnishing arrival/departure of last train, and information
about cancelling the conditional line clear working to L/C working and
resumption of normal working.

21) T/609: - Authority given by Train Manager, to Loco Pilot, to proceed

with the part load or light engine from mid-block section to the next station
giving details there in, the particulars of load, last vehicle number of the load
and km at which the remaining portion stands.

22) T/806: - Shunting order-it contains shunting particulars, authority to

pass signals at ON, issue of shunt/OCC key.

23) T/A 912: -Authority to pass semiautomatic, automatic and manually

operated gate signal at ON position.

24) T/B 912: - Authority to proceed on automatic block system

during prolonged failure of signals and communication not available. It
contains:
a) Authority to proceed without line clear
b) Authority to pass signals in 'ON" position
c) Caution order speed-25 kmph/10 kmph 15 kmph over motor points.

25) T/C 912: - Authority to proceed for relief engine/train into an occupied
automatic signalling section. It contains: -
a) authority to proceed without line clear up to km and
b) caution order speed 15kmph/10kmph.

26) T/D 912: - Authority to proceed on automatic block system during

prolonged failure of signals and communication available. It contains:
a) authority to proceed with line clear
b) authority to pass all signals between the station at ON and
c) caution order speed 25 kmph.

27) T/1410: - Train intact arrival register. Sent by SM to Train Manager of

the train. Train Manager signature obtained as token that the train arrived
complete and is standing clear of fouling marks.
28) T/A 1425: - Line clear enquiry message (outward). It has 4 parts: -
i) line clear enquiry message
ii) line clear reply message
iii) train out report and
iv) train in report.

29) T/A 1425: - Line clear reply message (inward). It has 4 parts: -
i) line clear reply message
ii) line clear reply message
iii) train out report and
iv) train in report.

30) T/C 1425: - Paper line clear ticket (UP) it includes authority to proceed
and authority to pass last stop at ON, (if the signal is interlocked with block
instrument private number to be written in words and figure. Loco Pilot to
retain the in correct PLCT and to submit it to loco shed foreman, who shall
dispatch it to DRM.

31) T/D 1425: - Paper line clear ticket (DOWN). Use same as T/C 1425 but
in DOWN direction.

32) T/1518: - Trolley / lorry / OHE ladder trolley work notice, for working of
lorry trolley/OHE ladder to trolley, prepare in three foils.

33) T/1525: - Motor trolley permit - prepared in two copies by station

master and one copy issued to motor trolley incharge as authority to
proceed. It is to be submitted by motor trolley incharge to Station Master at
the end of the journey. It contains authority to pass last stop signal at 'ON".

34) OPRs-22-Mec/V/5: - Brake power certificate. Prepared in three copies

by SE(C&W) and issued one copy each to Train Manager and Loco Pilot of the
train; when the requisite vacuum/air pressure is ready in train engine and
Train Managers brake van.