REFRESHER COURSE

STATION MASTERS

MDZTI TPJ
S No INDEX PAGE
1. Safety Rules 03
2. Classification of stations 07
3. System of working 09
4. Multiple Aspect Colour Light signals 10
5. Hand signals 20
6. Detonating and Warning Signals 27
7. Boards 30
8. Catch/ Slip siding & Precautions 34
9. Indicators 36
10. Conditions for granting line clear 43
11. Conditions for taking off signals 44
12. Signal failure 46
13. Maintenance of Points and Failure 58
14. Setting of points against occupied line & Rusty Rails 61
15. S&T/ NM , S&T(T/351) 62
16. Procedure followed during Disconnection 63
17. 5.09, 5.10, 5.11 & 5.12 65
18. Caution order 68
19. Goods Train without BV/ TMR 76
20. Salient features of absolute block system 78
21. Block competency certificate 79
22. Red ink entries & Precedence of Trains 81
23. Complete arrival of Trains & Tail Board/ Lamp 82
24. Description of bell codes 83
25. Precautions & working with Block Instruments 90
26. Follow up action taken during Block Instrument failure 96
27. Various authorities to proceed- Absolute Block System 98
28. Salient features of automatic block system 129
29. Fixed Signals in Automatic Block system 130
30. Signal failure in automatic area 133
31. Authorities to proceed – Single line 135
32. Authorities to proceed – Double line 138
33. Engineering works 153
34. Material train 157
35. Track maintenance machine 159
36. Electrified Section 165
37. Application And Cancellation Of Blocks Simultaneously. 170
38. Non Interlocked working at stations 171
39. Shunting 175
40. Securing of vehicles 178
41. Marshalling Order 181
42. Working of Trolley/ Lorry/ Motor Trolley/ Rail Dolley 186
43. Accidents 200
44. Double line block panel with BPAC 223
45. Single line block panel with BPAC 237
46. Guidelines for SMs 250
47. Endorsements 253

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 DISCLAIMER

This study material for RC SMs is prepared duly referring GRS, BWM, ARS, Operating
Manual and Head Quarters circulars, Correction Memos issued from time to time.
In order to minimise the lengthy literature, only important points are documented.

All the trainees are advised to read GRS, BWM, ARS and other circulars issued on Safety
and Transportation departments by Southern Railway in addition to this.

Updated Upto 7/2024

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 SAFETY RULES
Safety Rules are framed for Safe and proper working of Trains. All Railway Servants shall
obey the Safety Rules
By the terms of employment and
Under Section 175 of ‘The Railways Act 1989’.
The safety rules are,
1. General Rules
2. Subsidiary Rules
3. Special Instructions
4. Approved Special Instructions
5. Station Working Rules
6. Miscellaneous Instructions
A. GENERAL RULES (GRS)
1. General Rules are framed by the Railway Board on behalf of the Government of India.
2. It was first issued in 1907 and revised in 1929 &1976.
3. It contains basic principles for safe Train operations.
4. It is applicable for all Zonal Railways and it shall not be violated.
5. They are printed in BOLD letters & Rule Numbers to the Left of the dot indicates Chapter
Number, Right of the dot indicates Rule Number.
6. (Ex: GR 3.38, 3 refers Chapter No, 38 refers Rule No)Corrections (Amendments) to
General Rules are issued by the Railway Board.
7. There are 344 Rules in 18 Chapters.
8. The Chapters are,
1. Preliminary 10. The Following Train System
2. Rules applying to Railway 11. The Pilot TMR System
Servants generally.
3. Signals 12. The Train Staff and Ticket System
4. Working of Trains generally 13. The One Train Only System
5. Control and working of Stations 14. Block working
6. Accidents and Unusual 15. Permanent Way and Works
Occurrences
7. System of Working 16. Level Crossings
8. The Absolute Block System 17. Working of Trains on Electrified
Sections
9. The Automatic Block System 18. Miscellaneous

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B. SUBSIDIARY RULES (SR)
1. Subsidiary Rules are issued by Authorised Officer. The Principal Chief Operations
Manager (PCOM) is the Authorised Officer for Southern Railway.
2. It explains or amplifies the General Rules and it shall not violate any GR.
3. It is applicable to a particular Zonal Railway.
4. It is printed in smaller letters below the GR. Rule numbers are same that of GR with a
prefix SR. Ex: SR 14.25
5. Correction to SR shall be given only by the Authorised Officer.

C. SPECIAL INSTRUCTIONS
1. Special Instructions are,
- Issued by the Authorised Officer (PCOM)
- Issued from time to time
- For particular cases or special circumstances.
2. They are equally important as GR & SR.
3. It may be applicable for a Train, Signal, Station, Section, Division or Zone.
4. Example: Block Working Manual, Working Time Table
D. APPROVED SPECIAL INSTRUCTIONS
1. They are Special Instructions prescribed or approved by the Commissioner of Railway
Safety (CRS).
2. Examples: Combination of colour light Distant signal with Gate Stop Signal or Last Stop
Signal or IBSS
COMMISSIONER OF RAILWAY SAFETY
 Appointed under Section 5 of the Railways Act, 1989.
 Chief Commissioner of Railway Safety(CCRS) is assisted by 9 CRS’
 The Head Quarters of CCRS is at NEW DELHI.
 CRS Southern Circle (SR& SWR), is headquartered at Bengaluru (SBC).
 CRS functions under the Ministry of Civil Aviation.

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E. STATION WORKING RULES (SWR)
1. SWR prescribes rules for working of Trains at a Station and between stations.
2. It contains, a copy of the correct rule diagram and permanent way rule diagram and
Permanent way layout,
Indicating Permanent way details such as,
a. CSR(Clear Standing Room)/ CSL (Clear Standing Length),
b. Gradients, level crossings,
c. Crossovers, bridges, curves etc.,
3. Rule diagram shall be prepared based on Signalling and Interlocking Plan(SIP)
4. Permanent way layout shall be prepared on the basis of Engineering Scale Plan (ESP)
5. SWR shall be read in conjunction with GR&SR and shall not violate them.
6. Each Station shall be provided with a SWR applicable to that station. A copy shall be
available in Cabins and Level Crossing Gates concerned.
7. Railway Board has issued a standard format for preparation of SWR.
8. It is prepared and issued by the Office of the DRM.
9. Each page is signed by Sr.DOM/DOM, Sr. DSTE/DSTE.
10. In case of opening / remodelling a Station it is also signed by the DSTE in charge of
execution of the work.
11. In Electrified Sections, Instructions pertaining to working of 25KV Traction shall be
provided as Appendix G of SWR. It is signed by Sr.DOM/ DOM and Sr.DEE/DEE/TRD.
12. SWR of Special class Stations shall have the approval of CRS.
13. SWR shall contain,
CONTENTS:
14. There are 12 Paras and 7 Appendices. They are
1) Station Working Rule Diagram, Permanent Way Layout Diagram
2) Description of the Station
3) System and Means of working.
4) System of signalling and interlocking.
5) Telecommunication.
6) System of Train working
7) Blocking of lines.
8) Shunting.
9) Abnormal working.
10) Visibility Test Object.
11) Essential equipment.
12) Names of Fog signalmen.

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 LIST OF APPENDICES
A. Working of Level Crossing Gates
B. System of Signalling, Interlocking and Communication arrangements
C. Anti-Collision Device
D. Duties of Staff in each shift
E. List of Essential Equipment
F. Rules for working of Halts, IBH, IBSS & Outlying Sidings
G. Rules for working of Trains in Electrified Sections
Corrections / Review
15. Maximum of 5 corrections are permitted to SWR. If 6th correction is required, a fresh
SWR shall be issued.
16. Index for correction memo shall be maintained.
17. Corrections shall be in the form of Page replacements.
18. SWR shall be reviewed once in five years, in the review brings any changes it shall be
issued afresh.
SM’s Responsibility
In charge SM shall ensure
19. The SWR conforms the conditions at site.
20. Variations if any shall be reported to Sr.DOM/DOM for necessary corrections.
21. All Operating Staff at a Station shall understand and follows the SWR.
22. Before taking up independent duty they shall declare and sign in Declaration Register
kept for Station Masters & Other than Station Masters and Operating staff other than
Station Masters shall declare and sign with details of competency certificate in respective
declaration registers and SM in charge shall certify the same.
23. Fresh declaration shall be obtained, when
i) Any staff newly joins the Station,
ii) Any staff resumes duty after an absence of 15 consecutive days or more,
iii) Any changes in the SWR.
F. MISCELLENEOUS INSTRUCTIONS
Instructions that may be issued in the form of Gazette, Circulars, JPOs (Joint
Procedural Order), SOBs (Standing Order Books), GOBs (General Order Books)
from Railway Board, Zones, Division etc.

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CLASSIFICATION OF STATIONS
(G&SR 1.03)
Station means, any place on a line of Railway,
At which traffic is dealt with or
At which an authority to proceed is given under the system of working.
Stations are broadly classified into Block stations and Non-Block Stations.
BLOCK STATIONS
Block Stations are those,
At which the LP must obtain an authority to proceed, under the system of working, to
enter the Block Section with his Train.
Block Stations are further classified as,
1. Class A Stations
 For granting Line Clear, line shall be clear for atleast 400 metres beyond the HOME
Signal or upto the Starter.
 Station Section is not available.
2. Class B Stations
 For granting Line Clear, the line shall be clear not only upto the First Stop Signal but also
for an adequate distance of NLT 180m.
 At the time of granting line clear, reception line need not be clear.
 Station Section is available.
3. Class C Stations
 For granting Line Clear, the whole of the preceding Train has passed complete atleast
400 metres beyond the HOME Signal and is continuing its journey.
 There is no Station section.
 It splits a lengthy Block section into two.
 Class C stations are classified into Intermediate Block Hut (IBH) and Intermediate Block
Post (IBP), IBP is remotely controlled by the Station in rear.
NON BLOCK STATIONS
 They are stopping places between two Block Stations and do not form boundary of any
Block Section and classified as Class D Stations.
 They are further divided into,
Flag/ CNC Station: A Railway servant (Clerk in Charge) is available for issuing Tickets.
Halt Station: A Private Agent shall be available for issuing Tickets.
SPECIAL CLASS STATIONS
Any station which cannot be worked under A, B, C or D conditions are termed as Special
Class Stations.

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 SWR of Special Class Stations shall have the approval of CRS.

MINIMUM EQUIPMENT OF FIXED SIGNALS – MACL( GR 3.27)

CLASSIFICATION MINIMUM EQUIPMENT OF SIGNALS

SINGLE LINE DOUBLE LINE
CLASS B DISTANT, HOME & DISTANT, HOME &
STARTER* STARTER
CLASS C DISTANT, HOME DISTANT, HOME
Note:
i) Apart from above Signals, any other additional Signals can also be provided at a
Station as per the requirement.
ii) *Where the speed of the Train doesn’t exceed 50 KMPH through the Station on Single
Line, Starter may be dispensed with under Approved Special Instructions.
STATION SECTION

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

2. Station section is available normally in Class B Station where it is demarcated as
SINGLE LINE
3. Between Advanced Starters or SLBs or between Outer Most Facing Points (OMFP)
- If there is no Advanced Starter or SLB
DOUBLE LINE
Between OMFP and LSS or
Between BSLB and LSS in either direction.
STATION LIMITS
 The portion of a Railway between Outermost Signals or as prescribed under Special
Instructions.
 Under the control of Station Master.

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 SYSTEM OF WORKING
1. System of working means the system adopted for the time being for the working of Trains
on any portion of a Railway.
2. The following factors are considered for determining the system of working;
Safety, Speed, Traffic density,Geographical conditions, Technology up gradations.
3. In Indian Railways the following systems of working are in force.
1) The One Train only system
2) The Following Trains system
3) The Train-Staff and Ticket system
4) The Pilot Guard system
5) The Absolute Block system
6) The Automatic Block system
4. In Southern Railway the following systems of working are in force
1. The Absolute block system
2. The Automatic block system
3. The One Train Only System ( Bet Chintadripet [MCPT] and Chekpauk [MCPK]

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

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MULTIPLE ASPECT COLOUR LIGHT SIGNALS
DISTANT (GR 3.07)
1. It is a Permissive Signal and identified with P Marker.
2. It is provided at an adequate distance of 1000metres in rear of FSS (HOME) or
Intermediate Block Stop Signal (IBSS) or Gate Stop Signal (GSS).
3. It pre-warns the aspect of FSS or IBSS or GSS.
4. Aspects and Indications of Distant signal pre-warning a Home Signal:-
ASPECT INDICATION

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

5. Wherever Distant is provided Passenger Warning Board provided at NLT 1000m can be
dispensed with.

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

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RECEPTION STOP SIGNALS (GR 3.09)
HOME SIGNAL
1. It is the First Stop Signal (FSS) controlling the movement of Trains approaching a
Station.
2. It is provided outside all Points and Connections at a distance of
Single Line: NLT 300m from Outer Most Facing Points(OMFP) or NLT 180m from
Opposing Advanced Starter or Shunting Limit Board.
Double Line: NLT 180m in rear of OMFP or Block Section Limit Board.
3. It is interlocked with Points. When taken OFF,
a) It ensures correct setting and locking of Facing & Trailing Points over the
line of reception.
b) It indicates the road of reception.
4. It is provided with suitable Route Indicator, Calling ON signal and Signal Post
Telephone (SPT).
5. Adequate Distance for granting Line Clear shall be from the Home signal.
6. Aspects and Indications:
ASPECT INDICATION
A. Stop (ON) [Red] Stop dead.
B. Caution (OFF) Proceed with Caution and be
[Yellow] prepared to stop at next stop
Signal.
C. Proceed (OFF) Proceed.
[Green]

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ROUTING SIGNAL
1. It is a Reception Stop Signal.
2. It is provided when Home Signal due to its inconvenient position is unable to indicate the
road of reception.
3. It indicates the LP, which of the two or more diverging routes is set for him.
DEPARTURE STOP SIGNALS
(GR 3.10)
STARTER
1. It is a Departure Stop Signal, controlling the movement of Train leaving a Station.
2. Where Advanced Starter is provided, Starter protects the first facing points or
fouling mark.
3. When a Train leaving a Station is guided by only one starting Signal, it is the last stop
Signal of the station and it is called Starter.
4. Where Starter is the LSS,
a. It controls the entry of trains into the next block section.
b. With Approved special instructions it may be provided inside the connections also.
5. Aspects and Indications:
a) Loop line - Stop and Caution
b) Main line - Stop, Caution and Proceed

MAIN LINE STARTER LOOP LINE STARTER

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

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 SUBSIDIARY SIGNALS
CALLING - ON SIGNAL( GR 3.13)

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

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

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

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

SHUNT SIGNAL( GR 3.14)

1. It is a Subsidiary Signal.
2. It is used to control Shunt movements.
3. Position light Type shunt signal is provided in colour light territory.
4. It may be placed on a Post by itself or below any Stop Signal other than FSS.
5. More than one shunt Signal may be placed on the same post. If placed so, the top most
Signal refers to the left extreme line and so on.
6. A White Arrow Indicates, for which line the Shunt Signal is provided.

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7. Aspects and Indications:
Aspect Indication
ON Horizontal Position of Two Stop dead.
White Lights
On a Separate Post OFF Inclined or Oblique Proceed with Caution
position of Two white for Shunting.
Lights
Below a Stop Signal ON No Light Obey the Aspect of
Stop signal
OFF Inclined or Oblique Proceed with Caution
position of Two white for Shunting.
Lights

ON A SEPARATE POST

BELOW A STOP SIGNAL

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REPEATING SIGNAL (GR3.16)
1. It repeats the aspects of a fixed Signal in advance.
2. It is identified by illuminated R marker.
3. Aspects and indications:
Aspects Indications
Signal which it repeats is
ON Yellow light.
at ‘ON’.
Signal which it repeats is
OFF Green light.
at ‘OFF’.

GATE STOP SIGNAL (GSS)

(GR 3.34)
1. It is identified by G Marker.
2. Every Level Crossing Gates shall be provided with Gate Stop signal, except when it is,
Exempted under Approved Special Instructions.
Interlocked with Station Signals.
3. It shall be provided at an adequate distance of 180 metres in rear of LC.
4. G marker may be dispensed with in the following cases, under Special Instructions:-
Gate Stop Signal controls the entry of a Train into Rail Cum Road
Bridge,
When there is a bridge between the Gate Stop Signal and the Gate,
Gate Stop Signal protecting Points.
5. GSS will show either Stop or Proceed aspects only.
Stop - when the Gate is open for road traffic.
Proceed- when the Gate is closed against road traffic.

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INTERMEDIATE BLOCK STOP SIGNAL (IBSS)

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

2. IBP is a Class C Station available in Single, Double and Multiple Lines.
3. It is identified by IB Marker.
4. It splits a lengthy Block Section into Two and controls the entry of a Train into the Block
Section between IBP and Station in advance.
5. It is remotely controlled by the SM of the Station in rear.
6. Signal Post Telephone is provided below IBSS to contact the SM in rear.
7. In IB area, from LSS of station in rear and 400 meters beyond IBSS either Axle Counters
or Continuous Track Circuit is provided.
8. In Single line, the line between two adjacent Block Stations divided into TWO SUB
SECTIONS,
The first section(LSS of Station in rear to IBSS+ NLT 400m) is termed as Station
controlled Intermediate Block section.
The second section(IBSS to FSS of Station in advance+NLT 180m) is termed as Block
controlled Intermediate Block Section
9. Before taking OFF IBSS, SM in rear shall,
Double line - Obtain Line Clear from Station in advance.
Single line - Establish Direction of Traffic first and then obtain line clear.

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MARKERS AND SIGNS

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

SIGNAL OUT OF USE (3.18):

When a fixed signal is not in use it shall be distinguished by two crossed bars each being not
less than 1 meter long and 10cm wide.

SIGHTING COMMITTEE
(SR 3.26)
1. It consists of Transportation Inspector (TI), Loco Inspector (LI), JE/SSE/ Signal(SI)
and JE/SSE/P.WAY (Engg)
2. Every new erected or resited signal shall be inspected and certified fit by
sighting committee before it is brought into use.
3. The visibility of the signals on a section shall be inspected by sighting committee both
during day and night, once in every quarter and joint report shall be submitted to
Sr. D.S.T.E./ Sr. D.E.N/ Sr. D.O.M./ Sr. D.E.E. concerned.

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 HAND SIGNALS

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

1. STOP HAND SIGNAL (GR 3.53)

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

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

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

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c. Occasions Shown
i) By Competent Rly servant when Distant Signal failed in OFF aspect and
Caution order issued by the SM in rear for the same.
ii) At LCs- during GSS with G marker fails.
iii) Works of Short duration/ Long duration by engineering officials.
4. ALL READY SIGNAL [SR 3.54 (i)]
a. It indicates that everything is ready for the Train movement in
connection with which it is given.
Day Night
By smartly waving a Green By waving a Green light three times
Flag three times overhead overhead from side to side, after a pause,
from side to side, after a two times vertically up and down.
pause, two times vertically up
and down.
b. Occasions exchanged:
i) Between SM and Points man, after correct setting and locking of
Non- Interlocked Points for a train, before taking OFF Signals.
ii) Between SM and Gateman, after closing and securing the Non-
Interlocked Gate located inside FSS against road traffic.
iii) Between TMR and LP before restarting a Train from Midsection.
5. STARTING SIGNAL[SR 4.35]
a. It indicates that LP shall start the Train.
Day Night
By blowing the Whistle and By blowing the Whistle and waving a
waving a Green Flag Green light overhead from side to side.
overhead from side to side.

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

i) At Stations
ii) Outside Station limits after being stopped and restarted.
c. Loco Pilot shall acknowledge it by giving • whistle and Start the Train.
d. It is given normally on the Platform side. If it is not visible to LP due to
Curve, overhead structure etc., it shall be given on the side where it can be
seen.

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6. ALL RIGHT SIGNAL[ GR/SR 4.42 & 4.43]
a. It indicates that the Train is proceeding in a safe and proper
manner.
Day Night
By holding out a Green Flag By waving a Green light horizontally.
horizontally.

1. In case of Train set like Vande Bharat, TMR and LP shall switch on
'Signal exchange light 'provided at both sides of rear and leading
cabs. It serves as exchange of signals with station staff.

2. If it is not available or defective, LED based flashing Tri- colour hand

signal lamp shall be used.

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

23
 exercise extra caution to ensure that all is right for the train to run
through and record the same in their rough journal.
8. If LP does not receive All Right signal from TMR/ station staff LP shall give
two short whistles.
9. EXEMPTION
 Cabins in large yards where frequent shunting is performed need
not show ‘All Right’ Signal to LP & GD.
 It shall be mentioned in SWR. Such cabins shall be notified to LP
& GD.
 They shall show danger Signal to LP & GD, if anything wrong
with the train.
 All other cabins shall exchange ‘All Right’ Signal to LP & GD of the
train.
All Ready, All Right and Starting Signals may be given by the TMR to the
LP using Walkie – Talkie sets where it is not possible to exchange signals
physically due to curvature or other obstructions etc.,
7. COMPLETE ARRIVAL SIGNAL[ SR 14.10]
a. It indicates that the Train has arrived complete and berthed clear of Fouling
Mark.
Day Night
By waving the arm four times By waving a White light four times above
above head from side to side. head from side to side.
b. It is given by the TMR and acknowledged by SM in the same manner.
8. HOT AXLE SIGNAL[SR 4.29]
a. It indicates the impending derailment due to Hot Axle.
Day Night
By waving the Red Flag in a By waving the Red light in a wide arc
wide arc manner from left to manner from left to right across the chest.
right across the chest.
b. It shall be shown by the Station staff, Gatemen or other Railway employees to
the LP/ TMR to indicate Hot Axle.
c. It shall be shown to indicate crew and TMR that the defect is only on the
Rolling stock, not on Permanent Way.

24
9. PARTING SIGNAL[ GR 6.08 & SR 2.11]
a. It is shown to indicate the Train has parted.
TMR AND LP
Day Night
By waving the Green Flag OR By waving a White light vertically up and
Arm vertically up and down as down as high and as low as possible.
high and as low as possible.
b. Any other Railway servants noticing Train parting shall attract the attention
of TMR/ LP by shouting and shall not show stop Signal towards LP.
c. Hand signal shall be shown ,
BY ANY OTHER RAILWAY SERVANT
Day Night
By putting both hands By waving a White light vertically up and
together above head and down as high and as low as possible.
separating them quickly.

10. HAND SIGNAL TO ACKNOWLEDGE INCOMPLETE ARRIVAL

[SR6.09]
1. When LP proceed with the front portion of divided/ parted portion, he
shall,
a. He shall stop at the outer most facing points and sound 0
0 whistle
b. It indicates that the Train has arrived incomplete
2. The SM shall acknowledge by waving a red flag by day and red lamp by
night, four times over head from side to side.
11. HAND SIGNALS FOR SHUNTING[ GR 3.56]
In addition to the stop hand signal the following hand signals shall
be used for controlling shunt movements.
A. MOVE AWAY FROM THE PERSON SIGNALLING
Day Night
By moving a Green Flag By moving a Green light slowly up and
OR down.
One arm steadily up and
down.

25
B. MOVE TOWARDS THE PERSON SIGNALLING
Day Night
By moving a Green Flag
OR By moving a Green light
One arm from side to side from side to side across the body.
across the body.

C. MOVE SLOWLY FOR COUPLING

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

26
DETONATING SIGNAL (3.59)
DETONATORS
1. Detonator is an AUDIBLE SIGNAL and otherwise known as FOG
SIGNAL.
2. It is used for,
a. Fog signalling- When fog prevails
b. Protection- During accident, obstruction and failures
3. Detonator shall be fixed on the Rails with its label facing upwards.
4. When an Engine or a Vehicle passes over them, they explode with a loud
sound so as to attract the LP’s attention.
5. A Case containing 10 Detonators shall be supplied, to the following staff on
duty,
i) TMR, LP, Gatemen, Gang mate, Key man, Patrolman, Bridge watchman, Official-in-
charge of Trolley/ Lorry/ Motor Trolley etc. - for protecting anobstruction.
ii) Cabin SMs / Station Masters- for Fog Signalling.
6. Life of Detonators: The normal life of Detonator is 5 years from the year
of manufacture and maximum life is 8 years.
7. After the Normal life, Two Detonators from each Batch/ Lot shall be tested.
8. Test shall be done by placing Detonator below an Empty wagon
running at a speed of 8 to 10 KMPH and no person allowed within
45m from Detonator.
9. If the test results are satisfactory, Life shall be extended for one more
year.
10. Such tests shall be repeated every year and Life can be extended for a
maximum Three Years.
11. If the results are not satisfactory, the Whole Batch /Lot shall be withdrawn.
VISIBILITY TEST OBJECT

1. In Thick / Foggy/ Tempestuous Weather when visibility is not clear, SM shall

arrange for Fog Signalling to warn the LP about the location of FSS.
2. To decide whether the visibility is impaired or not, a Visibility Test Object
(VTO) shall be provided at every Station.
3. VTO of a station shall be mentioned in SWR.

27
4. The VTO shall be located at not less than 180m from the centre of SM’s office
and it may be,
i) A Visibility Test Post (VTP) - Vertical Post painted Black & White
alternatively & illuminated during Night.
ii) The Arm by day or the light/backlight by night of a Semaphore Arm
iii) The light of a fixed Colour light Signal both by Day & Night.
5. VTO distance of 180m may be reduced by Railway Board.
6. When VTO is not visible, SM shall
i) Ensure Signals are lit,
ii) Send Fog Signal Man to either side with Hand Signals & Detonators for
Fog Signalling.
7. FOG SIGNAL POST: It is erected at all Stations at 270m in rear of FSS;
they are painted alternatively Black & White.
8. FOG SIGNALLING
 Place Two Detonators on the Rails, 10m apart, at the Fog Signal Post.
 After placing, stand at 45m (Safety Radius) away from the last
Detonator.
9. When an approaching Train explodes the Detonator, LP shall,
 Control the speed of the Train
 Look out for the Aspect of FSS.
10. On single lines, Fog Signalman shall show Proceed Hand Signal to LP of
Trains leaving the Station.
11. PROTECTION
IN ABSOLUTE
 On S/L in front & rear,
 One Detonator at 600m
 Three Detonators, 10m apart, at 1200m.
 From last Detonator- 45m away Hand Danger Signal
 On D/L adjacent line in front protected first & then on rear of affected line( If
assistance asked from advance station, in advance of the Train also)
 One Detonator at 600m
 Three Detonators, 10m apart, at 1200m.
 From last Detonator- 45m away Hand Danger Signal
 On Twin S/L
 Priority -Adjacent line in front and rear and then on the affected line,
 One Detonator at 600m, 3 Detonators, 10m apart, at 1200m.
 From last Detonator- 45m away Hand Danger Signal

28
IN AUTOMATIC
If the Train stops due to any reason it shall be protected immediately.
 Occupied line: if the Train or Part of the Train is on Rails
 One Detonator at 90m.
 Two Detonators, 10m apart at 180m.
 If the Train or Part of the Train is NOT on the Rails or any other
obstruction
 One Detonator at 600m.
 Three Detonators, 10m apart at 1200m.
 Adjacent line:
 One Detonator at 600m
 Three Detonators, 10m apart at 1200m.
 In all the cases from last Detonator 45m away- Hand Danger Signal
DETONATOR REGISTER:
1. Detonator Register has 4 parts as follows:
 Part I- Particulars of Fog Signal Men at the Station and their assurance.
 Part II- Particulars of receipt and stock of Detonators
 Part III- Periods of Fog, Fog signalman on Duty, Detonators used, etc.
 Part IV- Issue & Testing of Detonators at Station/Depot.
2. Railway servants concerned with the use of Detonators shall be tested
once in 3 Months on their knowledge of using Detonators.
3. An assurance shall also be obtained from them in Part I of the Register.

WARNING SIGNALS
(GR 3.65)
Warning signals are used to warn the LP of an approaching Train about an
obstruction. It is given,
a. During Day- With a Red Flag.
b. During Night- With a Red Flashing Hand Signal Lamp.

29
 BOARDS
1. STATION WARNING BOARD [ GR 3.31]

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

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

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

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

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

30
 d. If LP could not get the indication of the Stop Signal ahead from this board,
he shall control his Train as if the Signal is at ON.
e. If Distant is provided at NLT 1000m this board is dispensed with.
3. GOODS WARNING BOARD [SR 3.78(iii) (b)]

a. It is a Rectangular board painted Black, with a yellow ring at centre, two

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

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

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

31
 d. It warns the LP of an approaching Train that, shunting in face of his Train
is permitted in that station.
5. SHUNTING LIMIT BOARD [GR 3.32 (1)]

a. It is a Rectangular Yellow board with a Black Cross, with words

SHUNTING LIMIT painted below.
b. It may be provided at Class B stations on Single Lines, in lieu of Advanced
Starters.
c. It is provided at NLT 180 m in advance of FSS, facing the Station.
d. It demarcates the Station Section and Block Section.
6. BLOCK SECTION LIMIT BOARD ( GR 3.32)

32
 a. It is a Rectangular board painted Yellow with a Black Cross, with words
BLOCK SECTION LIMIT painted below.
b. It is provided at Class B stations on Double Lines with Multiple Aspect
signals,
i) Where there are No Points OR
ii) Outer Most Points at the approaching end are Trailing.
c. It is provided at NLT 180 m in advance of FSS facing the station.
d. It demarcates the Block Section and Station section.
7. STOP BOARD [SR 3.38(iii)]

S
T
O
P

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

b. It is provided,
 For each reception line at certain goods yards which are
declared as terminal yards under special instructions.
 At regular coaching Terminals,
 For wrong direction on Double line.
c. The adequate distance for taking off goods home signal is reckoned from
the Stop Board to the Fouling Mark with the approval from CRS.
d. If the Stop Board is fixed at the Fouling Mark, the adequate distance for
taking off goods home signal becomes zero.
e. The speed of incoming Trains restricted to 15 KMPH inside the station
section; Necessary Speed indicator shall be provided below the Home
Signal.
f. At coaching terminals, if standard buffers are provided, stop boards may
be dispensed with.

33
 CATCH SIDING

1. Where there is a gradient of steeper than 1 in 80 falling towards the station

within 50 meters beyond the outermost points at either end , a catch siding should
be provided.
2. Also known as Kopcke Siding, they are intended to catch vehicles, escaping
from other Stations or parted portion coming out of control from the adjacent
Block Section.
3. Catch siding protects the Station Section.
4. The length of Catch Siding is equal to the longest Goods Train of the Section.
5. Catch Siding Points may be interlocked with FSS and LSS.
6. The normal setting of points is for catch siding. Points shall be set to reverse
position for permitting Train movements.
SLIP SIDING

1. Where there is a gradient of steeper than 1 in 100 falling away from the
station within 50meters beyond the outermost points at either end a slip
siding should be provided.
2. It is intended to catch the vehicles escaping from the Station into the Block
Section.
3. It protects the Block Section or Main line.
4. The length of the Slip siding shall be capable of holding only few vehicles.
5. The normal setting of Points is for Slip Siding. Points shall be set to reverse
position for permitting Train movements.
6. It may be interlocked with LSS. If so, only after setting the Point to reverse
position, LSS can be taken OFF.

SM’S RESPONSIBILITY -WHERE SLIP SIDING IS PROVIDED,

1. During failure of block instrument-Starter protecting slip siding
cannot be taken ’Off’
SM on duty before obtaining line clear for a train shall
a. physically ensure that all the points including slip siding point on the route of
despatch are set correctly, clamped and padlocked
b. After ensuring issue a Private Number to SM of receiving end.
c. SM at the receiving end before granting line clear during the block failure,
ensure that PN from rear SM
d. Both SMs shall record the PN in the remarks column of TSR against the train
entry.

34
2. Failure of despatch signals interlocked with slip siding point but
line clear obtained through the block instrument.
3. The SM on duty before handing over the written authority to pass the Starter
signal at ”On’ interlocked with the slip siding point
4. SM shall physically ensure that all the points in the route of despatch
including slip siding point are correctly set, clamped and padlocked.
5. Communicate the same to the Section Controller (SCOR) supported by PN.
6. SCOR shall in turn communicate a PN and give permission to start the train.
7. Private Numbers exchanged shall be recorded in the remarks column of the
TSR and in control order book of the section controller.
(HQRs Circular- T.157/Block working/ Vol .III dated 10.08.2016)

35
 INDICATORS
1. POINT INDICATOR [SR 3.49(iii)(b)]
a. It is not a Signal. But an appliance that works in conjunction with Points.
b. It is provided at Stations with Non-Interlocked, Rudimentary Interlocked, Partially
Interlocked and Fully Interlocked Stations with Single arm HOME.
c. It indicates the position in which the Points are set.
Day Night Points are set
for
1 White Disc White light Straight line
2 Knife edge Green light Turnout line

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

36
 c. SM, LP and shunting Staff shall ensure the closure of Trap before any movement over
that Points.
RESPONSIBILITIES OF SM & LP

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

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

37
DIRECTIONAL TYPE:
a. Route is indicated by a Row of White Lights- either to the left or right depending upon
the direction of the route.
b. It does not show any route when the Signal taken OFF for the Main / Straight line.
c. Route indication without OFF Aspect- Treated as defective.

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

38
LED MATRIX WITH DIRECTIONAL TYPE:
a. It is a combination of both Directional and Non-directional Types.
b. It is provided at Stations in Multiple Aspect Colour Light Area, with more than three
lines on one side or both sides of the Main line.
c. When signal is taken OFF for the Main line, there will be no route indication.
d. When signal is taken OFF for turn out, road/ route is displayed in LED Matrix along with
glowing of Directional type indicator.
e. Treated as failed if,
i. Directional type indicator or LED Matrix glows without OFF Aspect.
ii. Directional type indicator glows without LED Matrix or vice versa.
iii. LED Matrix shows incorrect road number when signal shows OFF aspect.

MULTI LAMP WITH DIRECTIONAL TYPE:

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

39
 ENGINEERING INDICATORS
A. Engineering indicators are provided for Permanent Speed Restrictions (PSR) and
Temporary Speed Restrictions.
B. These are provided to protect the Works of Long duration.
1. Caution Indicator:
1. It is a Rectangular in shape, Fish Tailed at One end, Conical at other end.
2. It is Painted Yellow with a Black Patch at the Centre.
3. It is provided at Not Less Than 1200m in rear of,
 Long Duration Work spot &
 PSR Locations
4. On approaching this, LP shall reduce the Speed as necessary and look out for Speed/
Stop Indicators in advance.

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

40
3. It informs the LP, the Speed at which he can pass the Caution Spot.

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

4. Termination Indicator:
1. It is Circular in shape, Painted Yellow with Letter ‘T’ in Black.
2. It is provided in advance of Work Spot at a distance equal to the length of Longest Goods
Train in the Section.
3. After Engine passes this Indicator, LP can resume Normal speed.

41
4. Separate Termination Indicators may be provided for Passenger & Goods Trains. If so it
shall have the letters T/P &T/G respectively.

During Night, all the above Engineering indicators of

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

42
 CONDITIONS FOR GRANTING LINE CLEARAT A CLASS B STATION
(GR 8.03)
1. At a class B station on Double line with Multiple Aspect signalling, the line
shall not be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete inside the outermost facing
points or the Block Section Limit Board, if any.
b. All necessary signals have been put back to ON behind the Train; and
c. The line is clear upto the outermost facing points or the Block section Limit Board if any.
2. At a class B station on Single line with Multiple Aspect signalling, the line
shall not be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete;
b. All necessary signals have been put back to ON behind the Train; and
c. The line is clear upto the Shunting Limit Board or Advanced Starter (if any) at the end of
the station nearest to the expected Train or upto the outermost facing points if there is no
Shunting Limit Board or Advanced Starter.
CONDITIONS FOR GRANTING LINE CLEAR AT A CLASS C STATION (GR 8.04)
At a class C station on a Single or Double line with Multiple Aspect signalling,
the line shall not be considered clear and line clear shall not be given unless,
a. The whole of the last preceding Train has arrived complete atleast 400metres beyond the
Home signal and continuing its journey; and
b. All the signals taken OFF for the preceding Train is put back to ON behind the said Train;
Provided that on single line, the line is also clear of Trains running in the opposite direction
towards the block hut from the Block Station at the other end.

43
CONDITIONS FOR TAKING OFF SIGNALS
HOME SIGNAL (GR 3.40)
1. When a Train is approaching a Home signal, HOME Signal can be taken OFF only after
ensuring the following,
a. The line of reception is free from obstruction,
On Single lines: For an Adequate Distance beyond the Trailing Points / usual berthing
place.
On Double lines: For an Adequate Distance beyond the Starter.
b. Points for the reception line shall be correctly set and locked including signal overlap.
c. LC Gates, if any, shall be closed against Road Traffic.
d. Conflicting Signals shall be kept at ON.
e. Conflicting movements shall be stopped.
2. If the Train has been stopped at HOME Signal& then received, line of
reception shall be clear,
a. On single lines: From Home signal upto the place at which the Train is required to stop
or up to the Trailing Points.
b. On Double lines: From Home signal upto the Starter.
CALLING ON SIGNAL (GR 3.45)
1. Calling on Signal can be taken OFF for a Train, only after the Train has come to a stop at
the foot of the Stop Signal below which Calling on Signal is provided.
2. Points shall be correctly set and locked.
3. LC Gates, if any, shall be closed against Road Traffic.
4. If the Points in the route are disconnected by issuing S&T (T/351), Clamping and
Padlocking is necessary.
LAST STOP SIGNAL AND INTERMEDIATE BLOCK STOP SIGNAL (GR 3.42)
ON DOUBLE LINE
Line clear should have been obtained from Block Station in advance for taking OFF the
LSS and IBSS.
ON SINGLE LINE
LSS: The LSS shall not be taken OFF unless line clear has been obtained from the Block
Station in advance.
IBSS:
First the Direction of Traffic shall be established
Then line clear shall be obtained for the Train from the Block Station in advance as per
the DOT. Then only IBSS shall be taken OFF.

44
GATE STOP SIGNAL (GR 3.44)
Gate Stop Signal can be taken OFF only when,
a. LC is free from obstruction and
b. Gates of such LC are closed & locked against Road Traffic.
TAKING OFF SIGNALS FOR THE DESPATCH OF TRAINS (SR 3.10)
For the despatch of Trains,
1. At stations provided with Starter and Advanced Starter, the Advanced starter shall be
taken off first and then the Starter
2. At stations with an Advanced starter and more than one Starter, the Advanced starter
shall be taken off first and then the Starter immediately in rear of the Advanced starter
and so on.

45
 SIGNAL FAILURE
CHECK LIST
1. The power supply to the panel is available.
2. The panel is unlocked using SM’s key.
3. The correct knob is operated and the correct button is pressed in case of RRI/EI.
4. The required point indications are available (in case of Home Signal, including the
Points in the signal overlap).
5. The point knob is in centre position, in case of RRI/EI.
6. The Gate Closed indication for interlocked LC, if any, available.
7. Crank Handle FREE indication is available for the Crank Handle concerned.
8. The route buttons are released properly, by observing the indication wherever
provided, in case of RRI panel.
9. All the track circuit indicators are showing clear indication over the route.
10. The particular movement is not a conflicting movement according to SWR.
11. Line Clear is obtained, in case of taking OFF LSS.
12. The relevant keys (Home Signal key/Shunt key/siding key) are available in their correct
position.
RESPONSIBILITIES OF SM WHEN A SIGNAL HAS FAILED (S.R 3.68)
1. When Signals fail with no aspect due to power failure,
SM shall inform SMs at either end, Section Controller ( Section Controller in turn shall
inform Sr.DOM, Sr.DEE, Sr.DSTE and Chief Controller)
The SM despatching Trains to such station shall stop the Train and issue Caution Order
to LP advising him about the absence of any light and to keep a sharp look out and stop
at the signal
Reception of Trains shall be done by issuing form T/369(3b).
2. During failure of Signals and Points, SM shall ensure the following before reception/
despatch of Trains,
The route governed by the signal is clear and free from obstructions.
All the points over which the Train is to travel is correctly set, clamped and padlocked
and keys in his personal custody.
LC gates if any, shall be closed and locked against the road traffic.
All conflicting signals kept at ON.
All conflicting movements stopped.
3. Before authorising reception signals through SPT or before issuing from T/369(3b) or
before granting line clear to a Train with T/369(1), the SM shall complete physical
inspection of points and make entries in the Station Diary.
4. This responsibility shall not be delegated to any other Railway servants.

46
5. During failure of Home signal, the condition for taking OFF Home signal shall be
complied with when the Train is stopped at the Home signal.
6. When Track circuit/ Axle counter is provided and working, the clearance of line shall be
ensured by observing Track Circuit Indicators.
7. When Track circuit/ Axle counter fails, SM shall physically verify that the line is clear and
free from obstruction.
8. When there is a gap of more than 24hours between two movements on track circuited
line (Rusty rails), SM shall personally ensure that the line is clear before authorising the
movement.
9. SM shall place Line Blocked collars on relevant signal knob when the line is occupied by
Trolley, Motor Trolley etc., since they may not actuate the track circuit.
10. When a signal is declared as failed it shall not be taken OFF till it is rectified and certified
by concerned official.
REPORTING AND RECORDING THE FAILURES
11. SM shall immediately report the signalling gear failure in writing (Failure message) to
the S&T Official with a copy to TI, DSTE, DOM, Controller and other officials specified in
SWR.
12. Record particulars in Signal, Block Failure and Inspection Register.
13. SM shall ensure the S&T Official is issuing disconnection notice in form S&T/ (T/ 351)
before attending failures.
14. After the defect is rectified by S&T Staff, satisfy proper working, if necessary by a
demonstration.
15. After rectifying the defects the S&T Official shall issue reconnection notice and
restoration message.
16. Issue Joint Restoration Message (by SM and S&T Staff).
17. Ensure the particulars of restoration are recorded in Signal, Block Failure and
Inspection Register.

47
 FAILURE OF RECEPTION SIGNALS
A. FAILURE OF DISTANT SIGNAL
Without Light or With Imperfect Aspect
LP shall
1. Stop his Train.
2. Ensure that P Marker is available.
3. Proceed cautiously and be prepared to stop at next Stop Signal.
B. FAILURE OF RECEPTION STOP SIGNALS
(GR/ SR 3.69)
1. During failure of Reception Stop Signals the Trains shall be received in anyone of the
following methods,
By taking OFF Calling-on Signal.
By issuing Message through Signal Post Telephone (SPT) except for the first Train
after the failure.
By issuing Form T/369(3b) at the foot of the Signal.
By issuing Form T/369(1) at a Nominated Station in rear.
GENERAL CONDITIONS
a. Line of reception is clear upto Starter or Trailing points or usual berthing place as
per SWR.
b. All the facing and trailing points lying on the route of reception shall be correctly set
and locked.
c. LC gates if any, over the route shall be closed against road traffic.
d. All Conflicting movements shall be stopped.
e. All Conflicting signals shall be kept at ON.
2. During failure of Home signal, the Home signal Knob/ Calling ON knob shall be kept
in reverse position while receiving the Train, to avoid failure of Block Instrument.
Note: When Trains are received on any method other than by taking off calling
ON signal, SM shall physically inspect the correct setting, clamping and
padlocking of Points and make entries in the STATION DIARY.
TAKING OFF CALLING-ON SIGNAL:
1. Ensure the line of reception is clear upto Starter or Usual berthing place and other
GENERAL CONDITIONS as above.
2. SM shall ensure the stoppage of Train at the Home signal, observing calling ON track
circuit.
3. If signal failure is due to track circuit failure, SM shall personally verify that there is no
visible obstruction on the line of reception.

48
4. Then Calling-on Signal shall be taken OFF and entries made in Calling ON Signal usage
register.
Note: if there is failure of Point or LC gate and its indication lying on the route of
reception, calling ON cannot be taken OFF.

ISSUING MESSAGE THROUGH SPT:

1. This method is not applicable for the first Train after the Signal failure, but second and
subsequent Trains may be received using this method.
2. Ensure the line of reception is clear upto Starter or Usual berthing place and other
GENERAL CONDITIONS as above.
3. SM shall then issue a Message+PN through SPT to LP.
4. It contains Message No, Train No & Description, Signal No & Description, Road on
whichTrain received, Speed, PN.
5. SM shall record the message in TSR below the Train entry.
6. LP shall record the Message in his Rough Journal Book and this SPT message authorises
the LP to pass the signal at ON at a speed not exceeding 15KMPH.
7. When more than one reception stop Signal (Home & Routing Signal) are available and
both have failed, the SPT message shall contain the number and description of each signal
to be passed at ON.
ISSUING FORM T/369(3b):

1. Ensure the line of reception is clear upto Starter or Usual berthing place and other
GENERAL CONDITIONS as above.
2. SM shall then prepare Form T/369(3b) in Duplicate.
3. The reason for Failure/Suspension shall be written on the face of T/369(3b).
4. It shall be delivered to LP through a Competent Railway Servant at the foot of the
defective Signal.
5. LP shall acknowledge in Duplicate with his name in bold letters, &proceed cautiously at a
Speed not exceeding 15 KMPH.
6. If more than one Reception stop signals are available and all have failed, SM shall clearly
mention the numbers & descriptions of each signal to be passed at ON in Form
T/369(3b).

ADVANCE AUTHORITYT/369(1):

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

2. It shall be
Last Stopping Station as in WTT - for Mail/Express Trains.

49
 Station in rear - for other Trains.
3. SM at Nominated Station in rear shall prepare Advance Authority T/369(1) and hand
over to LP, with particulars about the defective Signal.
4. SM of the station where the signal is failed shall fulfil the conditions for taking OFF
Reception Signal at the time of granting line clear itself.
5. He shall depute a Competent Railway Servant to show Proceed Hand Signal (PHS) at the
foot of the defective Signal.
6. The Train issued with T/369(1) can pass the Signal at ON without stopping, provided a
PHS shown at the foot of the defective Signal at a speed not exceeding 15KMPH.
7. If PHS is not shown, LP shall stop his Train.
8. Form T/369(1) shall not be issued in following cases:
If calling-on Signal is provided.
If SPT is provided.
If colour light Signals become blank due to Power failure.
If FSS fails in OFF Aspect.
If Home Signal not failed for all roads for the particular direction.
In Automatic area on double line
When LSS of the Station in rear is the FSS of the Station in advance.
C. FAILURE OF FSS IN OFF ASPECT
1. SM shall advise Station in Rear to issue Caution Order to LP.
2. Before granting Line Clear conditions for taking OFF reception Signal shall be fulfilled.
3. A Competent Railway Servant shall be deputed at the foot of the defective Signal with
Hand danger Signal & Detonators.
4. After the Train stopped at FSS, it shall be received by issuing T/369(3b).
5. Advance Authority T/369(1) shall not be used.
D. NO LIGHT IN RECEPTION SIGNAL DUE TO POWER FAILURE [SR 3.68 (i)]
1. SM shall advise Station in Rear to issue Caution Order to LP.
2. A Competent Railway Servant shall be deputed at the foot of the defective stop signal
with Hand Signals, Detonators.
3. Train shall then be received by issuing T/369(3b) at the foot of the defective signal.
E. FAILURE OF HOME SIGNAL IN OFF POSITION
1. SM shall advise Station in Rear to issue Caution Order to LP.
2. Before granting line clear, conditions for taking OFF reception signal shall be fulfilled.
3. A Competent Railway Servant shall be deputed at the foot of the defective signal with
Hand signals and Detonators.
4. After the Train stopped at the FSS, it shall be received by issuing T/369(3b).

50
 FAILURE OF DESPATCH SIGNALS (G/SR 3.70)
A. FAILURE OF STARTER
1. Train shall be stopped at the Station.
2. SM shall ensure the following conditions
The line of despatch is clear upto next stop signal.
All the facing and trailing points lying on the despatch route are correctly set and
locked.
LC gates if any, on the route shall be closed against road traffic.
All conflicting signals are kept at ON.
All conflicting movements are stopped.
3. Train may be despatched by,
a. Taking OFF Calling-on Signal, or
b. Issuing Form T/369(3b) and PHS at the foot of the Signal.
Note: If Starter is the LSS, T/369(3b) +Endorsement+PN+ PHS shall be issued
to pass the signal at ON.

TAKING OFF CALLING-ONSIGNAL:

1. Ensure Train is stopped.
2. After ensuring all the conditions, SM shall take OFF calling ON signal and make entries
in the Calling ON signal usage register.
3. If signal failure is due to track circuit failure, SM shall personally verify that there is no
visible obstruction on the line of reception, certify the same in Calling ON usage register.
4. If the clearance of the despatch route cannot be ensured, a caution order shall be issued
to LP to follow the speed of not exceeding 10KMPH upto the next stop signal.
5. Points on the route of despatch need not be clamped and padlocked unless the Points are
disconnected by S&T Official.
ISSUING FORM T/369(3b)
1. Train shall be stopped at the foot of the Starter.
2. SM shall ensure all the conditions and personally inspect the correct setting, clamping
and padlocking of Points and make entries in STATION DIARY
3. Then he shall prepare T/369(3b) in duplicate.
4. It shall be delivered to LP through a Competent Railway Servant who shall deliver the
form and show PHS at the foot of the Starter.
5. Speed shall not exceed 15 KMPH till the last vehicle of the Train passes over all Points
and connections.

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B. FAILURE OF ADVANCED STARTER
1. Train shall be stopped at the Station.
2. If line clear is obtained through Block Instrument or Track Circuits or Axle Counters and
the Advanced Starter alone failed,
 Form T/369(3b) + Endorsement + PN shall be issued.
 When Advanced Starter is interlocked with or protecting any points, PHS shall be shown
at the foot of the signal.
3. Speed shall not exceed 15 KMPH till the last vehicle of the Train passes over all Points
and connections.
4. If Advanced Starter cannot be taken off due to failure of Block Instrument, PLCT
authorises the LP to pass the Advanced Starter at ON.
5. If LSS protecting LC Gates if any, an endorsement shall be made on from T/369(3b) and
PLCT or T/A 602 or T/B 602 or T/C 602 etc for ensuring the closure of LC and to
observe PHS at the Gate.

6. If LSS is combined with Gate Distant Signal, an endorsement shall be made on from
T/369(3b)
 When the following authorities to proceed are issued, separate authority for passing LSS
at ON shall be issued;
T.1408, Conditional Line Clear Ticket (T/G.602 and T/H.602) and T/C 912.
[Separate T/369(3b) shall be issued]
 When the following authorities to proceed are issued, separate authority for passing the
LSS at ON is not required;
Paper Line Clear Ticket, T/A 602, T/B 602, T/C 602, T/D 602,Stub Portion of
T/609, T/B 912 and T/D 912.

FAILURE OF SHUNT SIGNAL AND SPI

1. SM shall ensure the conditions for taking OFF Shunt signal or SPI, before authorising the
Shunt movement.
2. Form T.370+PHS shall be issued to the LP. PHS shall be shown at the foot of the
defective Shunt Signal or SPI.
3. If all the Shunt signals in the same direction have been failed, they shall be included in a
single T.370 but separate PHS shall be shown at the foot of the each Shunt signal.
FAILURE OF GSS WITHOUT G MARKER [Inside Station Limits] [SR 3.73(ii)]
1. LP shall
Stop the Train in rear of the Signal.
Give one long continuous whistle and
Send Gateman or ALP to inform SM.
2. SM shall
52
Ensure that the LC Gate is closed against Road Traffic by exchanging PN with GK.
If any point is protected by the GSS, it shall be correctly set, clamped & padlocked.
T.370 +PHS at the foot of the GSS given as an authority for the LP.

53
PROCEDURE TO PASS GSS WITHOUT G MARKER AT ON
[Outside Station Limits](SR 3.73(iii))
1. LP shall
Stop the Train in rear of the Signal.
Give one long continuous whistle.
2. IF SPT IS PROVIDED BELOW THE GSS:
LP shall contact the Gateman through SPT.
Get PN and record it in Rough Journal Book.
Then pass the GSS at ON and the LC at a cautious Speed.
3. IF SPT IS NOT PROVIDED OR NOT WORKING:
 LP shall wait for a reasonable time for the Gateman to come and pilot the Train.
 If Gateman not turns up within a reasonable time, LP shall call the TMR to Engine by
giving ▬▬ ▬▬ ●● whistle.
 TMR shall
Consult LP.
Proceed to the LC Gate.
Ensure that the Gate is closed against road traffic & show Hand Signal to LP.
4. LP shall
 Restart the Train.
 Pass the Signal at cautious Speed; and
 Stop at two vehicle length in advance of the LC.
5. TMR shall open the Gate, Train shall be restarted.
6. LP & TMR shall report this at the next Block Station.
PROCEDURE TO PASS GSS WITH G MARKER AT ON
[Inside /Outside Station Limits] (SR 3.73(i))
1. LP shall
 Stop the Train in rear of the Signal.
 Give one long continuous whistle.
 Wait, One minute during Day & Two minutes during Night.
2. If the Signal is not taken OFF, LP shall pass the Signal cautiously.
3. If the Gateman is showing Hand Signals, LP shall pass the Gate without stopping at
cautious Speed.
4. If the Gateman is not available:
 LP shall stop the Train 30 metres in rear of the gate.
 ALP or TMR shall close the Gate and show Hand Signal.
 LP shall restart the Train and pass the Gate at cautious Speed.
 Train shall be stopped at two vehicles length clear of the LC.

54
  ALP or TMR shall open the Gate, board the Train.
 Train shall be restarted and LP & TMR shall report this at the next Block Station.
PROCEDURE TO PASS THE GATE-CUM-DISTANT AT ON
1. LP shall follow the procedure for passing a Gate Stop signal outside station limits (with
or without G marker as the case may be) at ON and be prepared to stop at the next stop
signal.
FAILURE OF INTERMEDIATE BLOCK STOP SIGNAL AT ON [3.75]
1. If IBSS is at ON, LP shall stop his Train in rear of the Signal.
2. IF SPT IS PROVIDED AND WORKING:
a. LP shall contact the SM of the Station in Rear over SPT.
b. If the IBSS is at ON due to occupation of preceding Train in the Block Section:
SM shall inform the same and clear the IBSS after obtaining line clear.
c. If IBSS is at ON due to failure:
SM shall obtain Line Clear from Station in advance.
Then authorize the LP to pass the IBSS at ON by giving a Message + PN through SPT
and record it in the TSR.
LP shall record the message in RJB and pass the signal at normal speed.
3. IF SPT IS NOT PROVIDED or FAILURE OF SPT
a. LP shall wait for FIVE minutes.
b. He shall then proceed at a Cautious Speed & be prepared to stop short of any
obstruction.
c. The Speed shall not exceed
15 Kmph, if the view ahead is clear.
8 Kmph, if the view ahead is not clear.
4. The Speed Restriction shall be exercised till the Train reaches the FSS of the Station in
advance, even if the FSS and Intermediate GSS are in OFF.
5. If LP sees a preceding Train / obstruction in the Block Section in advance, he shall
maintain a safe Distance of 75m or one OHE span between his Train and preceding
Train/obstruction.
6. LP shall report the same to SM of the Station in advance.

55
 CLOSURE OF INTERMEDIATE BLOCK POST
7. On becoming aware that the IBSS is defective (due to failure of Block Instrument or
Track Circuit or Axle Counter or failure of Signal itself), SM shall
 Numbered message with PN shall be exchanged with the other end SM for closing
the IBP.
 Block Instrument, LSS and IBSS shall be suspended.
 Treat the entire Section (X-Y and Y-Z) as one Block Section.
 Obtain Line Clear through Block Telephone or other approved Means of
communication.
 Issue Paper Line Clear Ticket as ATP for entire Section (X-Z) and T/369(3b) for
passing the IBSS at ON duly scoring out at a speed not exceeding 15KMPH.
 LP shall pass the IBSS at ON at Normal Speed.
 On complete arrival of the train, the SM shall give PN to the SM in rear.

NOTE: 1.IB PROTECTING LC and 2.IBSS CUM GATE DISTANT

In the above cases SM shall include the suitable phrase in the SPT message or make a
suitable endorsement in T/369(3b), while authorising LP to pass IBSS at “on”.

OCCASIONS IBSS TREATED AS CLOSED

1) During the failure of the Block Instruments on either side.
2) During the failure of the Track Circuit/Axle counters. (in dual detection area, anyone
of the detection failed, same shall not be treated as failure of Track Circuits/ Axle
counter
3) During the failure of the Intermediate Block Stop Signal.
4) During the failure of the Distant at IBP in the ‘OFF’ aspect.
5) During Total Interruption of communications.
6) During the failure of the Track Indicators.
7) During Single line working on Double line
8) During the working of Motor Trolley/Trolley/Ladder trolley etc.

56
 PROCEDURE FOR CLOSING THE IB WORKING
 Block working suspended with a numbered message confirmed by Private Numbers shall
be exchanged between the SM in rear (X) and the SM in advance (Z) for closing of the
IBP.
 The concerned dial/indications of the Block Instrument or approved means shall be kept
in the ‘TOL’ position whenever possible.
 The entire line between the LSS of the station in rear (X) and the adequate distance
beyond the station in advance (Z) shall be treated as one Block Section.
 The LSS and the IBS signals shall be suspended.
 Line Clear shall be obtained through the electric speaking instruments viz. the Block
Telephone/ Station to station to fixed telephone/fixed telephone such as Railway Auto
phone and BSNL phone/control telephone/VHF set in the order of the priority.
 When Line Clear is obtained through the Station to station to fixed telephone, fixed
telephone such as Railway Auto phone and BSNL phone, control telephone/VHF set,
Cross checking of Private Numbers for previous three trains is done as per SR 14.01(ii)
 Paper Line Clear Ticket shall be issued as an Authority to Proceed for the entire section–
‘Z’ along with Form T/369(3b) as the case may be, to pass the IBS signal at ‘ON’ without
a stop at the Signal.
 At station ‘Z’ the train can be received on Signals.
 On complete arrival of the train, the SM shall give a Private Number to the SM in rear
(X).
 Trains shall be continued to work in the above said procedure until normal working is
restored.
 On restoration of normal working a numbered message supported by Private Numbers
shall be exchanged between the SMs of the station in rear (X) and in advance (Z).
8. FAILURE OF LSS AT SECTIONS WHERE IBSS IS PROVIDED
 At sections where IBSS is provided and the Block Instrument, Axle Counters, Track
Circuits and the IBSS are in working condition but the LSS alone fails (with AC/TC
indicators showing clear indication) IBP need not be closed.
 SM shall issue Form T/369(3b) + Endorsement+ PN*to pass the LSS at ON.
(*PN of the Train starting Station). The endorsement made on T/369(3b) shall be
Last Stop Signal could not be taken ‘OFF’. However, the Axle Counter/Track Circuit Indicator
shows clear. You are authorised to proceed up to the IBS Signal.

57
 FAILURE OF IB PROTECTING LEVEL CROSSING
1. WHEN TRAIN IS AT IBSS,
1. SM shall inform the Gateman at LC interlocked with the IBSS through phone
Communication and get a PN from GK, either by himself or from the Station Master at
the other end (if not in his control), as an assurance for closure of LC gate.
2. Then authorize the LP through SPT message to pass the IBSS at 'ON'. The following
phrase, also added in the SPT message
"Observing Proceed Hand signal at the LC gate No which is protected by the IBS
signal"

2. FOR SUBSEQUENT TRAINS FROM STATION IN REAR

 The entire section both in advance and in rear of the IBP is treated as a single section.
 Before starting the train, SM shall inform the GK to close the gate against road traffic
with Train No, time.
 Train shall be started with PLCT as an ATP and T/369(3b) for passing IBSS at ON.
 In T/369(3b) an endorsement made as,
 If there is no bridge between the IBSS and LC
“Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ......... as per the
provisions given in GR 3.73 and SR 3.73 (i)"
 If there is a bridge between the IBS signal and LC
“Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ...... as per the
provisions given in SR 3.73 (iii) (a) & (b)’’
 LP shall bring his train to stop in rear of the IBSS, follow the provisions either as given in
GR 3.73 and SR 3.73 (i) OR SR 3.73 (iii) (a) & (b)
3. WHEN THERE IS NO RESPONSE FROM THE GK AT LC PROTECTED BY THE IBSS
DUE TO FAILURE OF PHONE COMMUNICATION
 If the Train is at IBSS SM shall authorize the LP with SPT message and Subsequent
Trains from station in rear shall be started with PLCT and T/369(3b).
 In both the cases, either in SPT message or in T/369(3b), an endorsement made as,
 If there is no bridge between the IBSS and LC
“Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ......... as per the
provisions given in GR 3.73 and SR 3.73 (i). There is no response from the Gateman at
LC No........ which is protected by the IBS signal’’

58
 If there is a bridge between the IBS signal and LC
"Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No....... as per the
provisions given in SR 3.73 (iii) (a) & (b). There is no response from the Gateman at LC
No ....... which is protected by the IBS signal’’
 In case of IBSS cum Gate Distant,
is Intermediate Block Stop signal is also the Gate Distant Signal of LC No. ”

MAINTENANCE OF POINTS
1. TRAFFIC STAFF
a. Non-Interlocked Points shall be kept clear of Stones & Obstacles.
b. Operating staff shall clean non –interlocked points with Graphite powder and axle
oil once in three days.
2. S&T STAFF
a. Maintenance Schedule

S.No S&T Official Once in

1. ESM Fortnightly
2. JE/Signals Monthly
3. SSE/ Signals Quarterly

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

A. Point indication is not available:

1. In case of the Motor operated Points, if the Point Indication is not obtained in the
Panel/RRI, it may be due to bulb fuse, so SM shall attempt to take off the signal.
2. If the signal assumes OFF aspect, Point is deemed to be set for the required position, S&T
official shall be advised to replace the bulb.

59
B. Points does not obey/ flashing:
1. If the signal does not obey or the required Point indication is flashing, Point Knob shall
be operated three or four times.
2. Even the indication could not be obtained, the Points shall be inspected, to check
whether any physical obstruction between Stock & Switch Rails, if available the same
shall be removed.
3. If the indication could not be obtained even after inspection/ removal of obstruction,
Competent Railway Servant shall be sent to manually set the Points using the Crank
Handle.
4. If the required indication is obtained after hand cranking, Crank Handle shall restored in
its EKT and signal shall be taken off.
5. If required indication is not obtained even after hand cranking, Point shall be treated as
failed. It shall be locked in the required position by clamping and padlocking.
6. When anyone of the indication could not be obtained (N or R), the other available
indication can be made use of, till such time the failure message is issued to S&T Official
by the SM.
7. For attending failure of Signal/Point/ Track Circuit/Lever etc., S&T Official shall issue
S&T (T/351) and get permission from SM.

RESPONSIBILITIES OF SM WITH REGARD TO POINTS

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

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9. When S&T Officials test any points/ Signalling gear, they shall make entry in the Station
Diary and SM shall counter sign.
SETTING OF POINTS AGAINST OCCUPIED LINE (GR/SR 3.38, 5.19)
1. When a running line is blocked by a stabled load, wagon or vehicle or by a Train on
account of crossing or precedence to another Train or immediately after the arrival of the
Train at a Station,
a. On double line- Points in rear
b. On single line- Points at either end,
shall be immediately set against the blocked line except when shunting or any other
movement is required to be done immediately in that direction on that line.
2. When all the lines at a station is blocked by vehicles/ Trains and line clear is granted for a
Train, the points shall be set for the line occupied by a stabled load or a Goods Train.
3. In case all the lines are occupied by Passenger Trains, the points shall be set for a loop
line occupied by a Passenger Train whose engine is facing the Train approaching
direction.
RUSTY RAILS [SR 3.68 (ii) (c) (1)]
1. If there is a lapse of more than 24hours between two successive movements on Track
circuited line,
a. SM shall not rely on track indications on Control Panel/ VDU.
b. Ensure Rusty Rail caps placed on the relevant Point/ signal knobs on the
control panel/ VDU
2. SM shall personally check and satisfy themselves by observing Track Indicators that the
nominated reception line under their jurisdiction is/ are clear and free from obstruction
a. Before taking OFF reception signals for the Trains,
b. Before permitting another move on that line.
c. Before giving a movement to a train / LE/ Tower Wagon on the unused or
rarely used Track circuited line
3. In Non- Track circuited areas, SM shall physically verify that the line of reception under
their jurisdiction is/ are clear and free from obstruction before taking OFF signals for the
Trains
[HQRs Circular No. T.157/ S&T Policy / Vol.V dated 07.05.2020]

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 S&T / NM - NOTICE FOR NORMALMAINTENANCE
1. S&T/ NM is a form available with S&T department.
2. It is prepared in Duplicate and contains three portions,
a. Notice Portion
b. Consent of SM Portion
c. Completion Report Portion
3. It is issued by S&T Official during normal maintenance of Points, Signals, signalling
Gears and Block Instruments etc., which doesn’t interfere with the interlocking
4. S&T Official shall request in NOTICE Portion to SM.
5. SM shall give permission by filling & signing CONSENT OF SM Portion.
6. On completion of the work, S&T Official shall advise SM through COMPLETION
REPORT Portion & get his acknowledgement.
7. Whenever S&T/NM is issued,an entry shall be made by SM in TSR & Station Diary.
8. The original copy shall be pasted by the SM, in the register maintained for the purpose.

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

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

62
8. This Disconnection, Reconnection portions issued to SM shall be pasted in
Disconnection/ Reconnection Register with particulars of
a. Signalling gears disconnected.
b. Date and Time.
c. Trains dealt.
d. Detention if any.
9. The Block copy will be retained by the S& T official.

PROCEDURE TO BE FOLLOWED DURING DISCONNECTION

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

RELAY ROOM OPENING

 Whenever opening of relay room is necessitated, it shall be done by S&T staff with the
permission of Duty SM.
 SM shall ensure necessary entries made in Relay Room Double Lock Key Register, then
handover the relay room key to S&T staff.
 If the Relay Room is required to be kept open for more than 2 hours, it shall be done so
with the permission of Sr. DSTE.

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  The SM on duty shall not hand over the key to S&T staff, immediately after an accident
involving points/signals/interlocking etc., until all the necessary readings have been
recorded by the competent official(s)
(Ref: CSO/MAS letter No.T.389/A/Relay Room dated.19.08.2010)
CONTROL AND WORKING OF TRAINS
RESPONSIBILITIES OF SM
The SM shall be responsible for the efficient discharge of the duties devolving upon the staff
employed under his orders at the station or within station limits.
1. SM shall see that the working of the station is carried out in strict accordance with the
rules and regulations for the time being in force.
2. No person other than the SM shall ask for or give line clear or give authority to proceed.
3. The SM on duty shall examine the signals immediately after a storm/ dust storm/
tempestuous weather and make certain that
a. The roundels are in good condition
b. Signals are in proper working order
c. Same shall be recorded in the station diary.
4. When changing duties, both the outgoing and incoming SMs shall examine and satisfy
themselves that,
a. All the points are correctly set and locked as per SWR.
b. Signals are in proper working order
c. Vehicles / Wagons are stabled clear of the fouling marks and crossings, on
running line or non- running lines
d. Secured as per the rules
e. Recording all these in the station diary and signed by both.
5. When changing duties, the outgoing SM in addition shall specifically record in the station
diary, whether,
a. The running lines, passenger and goods are clear or obstructed.
b. If obstructed, cause of the obstruction and expected time of clearance.
6. The incoming SM shall sign in the station diary in token of his being aware of the
condition as above.
7. This will in no way absolve the SM on duty if his personal responsibility to ensure that
the line is clear before receiving/ despatching Train.
8. Immediately after giving line clear for a Train, the Station bell shall be loudly rung
followed by descriptive beats as below, to indicate from which the Train is approaching,
a. Down Trains- Two distinct beats
b. UP Trains- Three distinct beats
c. Branch Trains- Four distinct beats

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

RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE [5.09]

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

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TAKING OFF CALLING-ON SIGNAL
1. SM shall ensure all the conditions, take off Calling ON signal and make entries in Calling
ON signal usage register.
2. When Calling ON is taken off, LP shall draw ahead cautiously and be prepared to stop
short of any obstruction.
3. Points on the route need not be clamped & padlocked unless the Points are disconnected
by issuing S&T(T/351)
ISSUING MESSAGE OVER SPT
1. SM shall ensure all the conditions and ensure that the points are correctly set, clamped
and padlocked and entries made in Station Diary.
2. SM shall then issue obstruction Message with PN to the LP over SPT.
3. SM shall record this message below the Train entry in TSR and LP shall record in his
RJB.
4. This message authorizes the LP to pass the Reception Stop Signal(s) at ON and the speed
shall not exceed 15KMPH.
PILOTING WITH FORM T/509
1. SM shall ensure all the conditions and ensure that the points are correctly set, clamped
and padlocked and entries made in Station Diary.
2. SM shall then prepare T/509 in duplicate.
3. Original is handed over to LP through a competent railway servant.
4. He shall pilot the Train from Home signal; speed shall not exceed 15KMPH.
RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE [5.10]
1. Train shall be stopped at the Home signal [when Train arrives in wrong direction on
double line section-Home signal of the adjacent line or LSS of the same line whichever
comes first]
2. SM shall ensure,
a. Line of reception is clear upto Trailing Points or berthing place
b. All the facing and trailing points on the route are correctly set, clamped and padlocked
and entries made in Station Diary.
c. LC Gates, if any, are closed against the Road Traffic.
d. All conflicting signals are kept at ON.
e. All conflicting movements are stopped.
3. SM shall prepare T/510 in Duplicate and send it through Competent Railway Servant.
a. The station Master shall make the following endorsement on the face of this form.
“You are hereby authorized to pass Outer/Home/Routing signal in the ON position”.
b. Train shall be piloted by the Competent Railway Servant at a speed not exceeding 15 Kmph. If
lesser speed is mentioned in the SWR, Caution order for lesser Speed shall be issued in addition to
this form.

66
4. The LP shall then pass the Reception Stop Signal(s) at ON and enter the yard cautiously.

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

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

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

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

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

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

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

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T/C 409: Trolley on Line Caution Order
1. It is Printed Form Coloured GREEN.
2. The words Trolley on Line is printed in RED.
3. It is prepared in Foil/ Counterfoil method; Foil- To LP, Counterfoil-Record
4. It is issued for all Trains when Trolley is working on T/1518 with Caution Order protection.
HEADQUARTERS SAFETY CIRCULAR NO: 15
OBJECTIVE
 To stream line caution order system by incorporating multilevel check.
RESPONSIBILITIES OF SM
1. Ensure Caution Order details as given by the Engineering Official informed to
other end SM and Notice Stations with exchange of PN.
2. Ensure LPs of all trains entering the affected section are issued with Caution
Order.
3. Get the details of Trains not issued with Caution Order at Notice Stations from
SCOR under exchange of PN.
4. Ensure that all the Trains listed by SCOR are issued with Caution Order. And
then exchange a PN with SCOR that further run through Trains will not be
stopped for the issue of new Caution.
5. If SCOR made arrangement to issue Caution at a Station where Train stops, the
SM in rear of the affected Block section, shall mark the Station name against
the Train no in Caution Order Message Book.
6. To ensure no failure in issuing newly imposed Caution Order, a rubber stamp
with a list of Notice stations/ Train starting stations, with columns for
exchange of PNs and SM’s initial shall be affixed in each page of the Caution
Order Message Book.
7. If Caution order issued and the Train has not despatched within one hour or
before the completion of shift duty, whichever is earlier, SM on duty before
despatching the Train shall ensure through VHF that Crew is holding updated
Caution Order.

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

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

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

2 When Water reaches the Danger Level Mark at 15KMPH during Day, clear weather.
Bridges. 10KMPH during Night/ View ahead is
not clear.
II. CAUTION ORDER CIRCUMSTANCES REQUIRING SPECIAL PRECAUTIONS
A ENGINEERING:
1 When there is No response from the Gateman of a Non-Interlocked Level Crossing (Outside
the FSS of the Station)
2 When Emergency Patrolling Comes to force.
3 For the last Train mentioned in the LB order to enter the Block Section.
4 For Traffic Train to enter the Block Section after the expiry of Line Block but Removal/
Extension Advise not received from Engineering official.
5 When Trolley on Line under Caution Order protection on form T/1518.

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B S&T:
1 When Spring Loaded Points available against the path of a Motor Trolley in the Trailing
Direction.
2 When Warner or Distant or FSS becomes defective in the OFF Position.
3 Before despatching a Train to a Station where Colour Light Signals are not burning due to
Power failure.
4 When there is a change in the Complement of Signals or where signals are newly erected/
resited.
5 When Engineering Gate Stop Signal becomes defective.
C ELECTRIFIED SECTIONS:
1 When Trains hauled by Diesel Locos enters the Section during Power Block.
2 When Temporary Neutral section is provided.
3 When Emergency Feeding arrangements introduced due to failure of OHE supply.
D UNUSUAL OCCURENECES:
1 When there is doubt or suspicion from the condition of a run through Train that the Block
Section in rear might have been obstructed or affected during passage of a Train.
2 When Trains delay unusually, running on Double/ Multiple line Sections.
3 When a Train has to be started after Train Parting or Clearance of Obstruction.
4 When SM sending 6-2 bell code signal on a Double/ Multiple lines.
E MISCELLENEOUS:
1 Whenever Alarm Chain Apparatus is blanked off on a Coach/Compartment of a Train.
2 Any other circumstances/ condition which may require the issue of Caution Order, Caution
Order issued under local/ Special Instructions.

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 OTHER OCCASIONS
1 For Starter failure- when calling ON taken OFF 10KMPH – upto the next stop signal
due to track circuit failure and the clearance of
the route could not be ensured by the SM
2 On Single line automatic area, block indicator 15KMPH- Day/ Clear weather
arrow/ LSS indicator shows Red light even when 10KMPH- Night/ No clear weather
the Block Section is clear of trains. Walking speed-Thick/Foggy weather
For the 1st Train entering the block section if there is no abnormalities, subsequent
trains dealt with normal speed
3 When a Goods Train started without TMR- regarding Non-provision of TMR Caution
order shall be issued
4 When there is communication failure at NI LC gate located between IBSS and FSS of station
in advance, SM shall issue Special caution message over SPT under exchange of PN

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 GOODS TRAIN WITHOUT TMR/BV (4.23)
1. Every running train shall have one or more TMRs
2. He shall travel in his BV, except
 In emergencies
 Under special instructions
3. In an emergency, Goods Trains can be worked without brake van under the specific sanction of
the Divisional Railway Manager in each case.
A. WHEN THERE IS NO BV
1. The following precautions shall be taken;
1) The Train shall be fully air-braked and JE/SSE/C&W shall certify for the brake power.
2) If it is wayside station, GLP check shall be done.
3) Tail board/ Tail lamp shall be provided on the last vehicle and the Train can run at
prescribed speed subject to other speed restrictions in force.
4) The TMR shall travel on the Engine and the TMR and LP shall keep a good look out on
run.
5) The painted number of last vehicle shall be intimated to controller by SM before asking
permission to start the Train.
6) Each SM on duty in the entire section shall intimate the painted last vehicle number to SM
in advance and make entry in TSR.
7) When there is stoppage on account of crossing/ precedence, the SM shall verify the complete
arrival by checking the painted number of last vehicle and intimate the same to controller.
8) In case of accident a Train without Brake-van can be worked to nearest block station and
berthed without hindering crossing/ precedence.
B. WHEN THERE IS NO TMR
1. Running of Goods trains without TMR should be avoided as far as possible.
2. However in exceptional circumstances, only Goods Trains may be run without TMR with the
specific orders of Sr.DOM and a record of such orders shall be maintained in the respective
Control office in a separate register.
3. Running of trains without TMR not permitted in the following cases
a) In case of Passenger Trains
b) If the last vehicle is not BV.
c) During tempestuous weather.
d) During TIC & Single line working on Double line
4. In case it is permitted the duties of the TMR as can be performed by the LP, devolves on
LP/ALP.

76
 5. The following precautions shall be taken:
1) The Train shall be provided with continuous Air-pressure from Engine to BV.
2) LP shall examine the brake power of the Train and the working of last four Pistons and also
ensure required brake pressure in BV.
3) LV board/ Tail lamp shall be made available to LP and he shall affix it in the last vehicle.
4) Extra detonators shall be carried by LP for protection of the Train.
5) SCOR shall also be advised by the SM under exchange of private numbers who shall inform
the stations en-route.
6) The SM on getting the train number will inform the end cabins where provided and
gatemen of all the LC gates enroute under exchange of private numbers.
7) In this effect a Caution order shall be given to LP.
8) When the train stops at a station for crossing or other purpose
 LP shall ensure stopping of his Train clear of fouling mark.
 SM shall ensure the complete arrival with painted number of the last vehicle.
9) SMs of IB section and Automatic territory shall not despatch the second Train, till the
Train without TMR reaches the station ahead.
10) If Train stops in midsection due to accident, failure or obstruction LP shall protect the
Train as per the extant rules.
11) If Train encounters any problem

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

 Any leakage, Hose pipe disconnection and attend it.

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

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

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

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 OBJECTIVE OF PROVISION OF ELECTRICAL BLOCK INSTRUMENT

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

TYPES OF BLOCK INSTRUMENTS

The following types of Block instruments are in use in Southern Railway.
SL NO SINGLE LINE DOUBLE LINE

TOKEN 1. Neale’s Ball Token Instrument

2. Neale’s Tablet Token Instrument NIL

TOKENLESS 1. Push Button Tokenless Instrument

2. Push Button Tokenless with UFSBI 1. Siemens General Electric
3. Frequency Modulation - Handle Type Lock and Block
Tokenless Instrument Instrument(SGE)
(FM type)
4. Block panel with BPAC 2. Block panel with BPAC

BLOCK COMPETENCY CERTIFICATE (BCC)

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

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6. Duplicate/ Provisional BCC:
a. Principal/ MDZTI/TPJ is the Authorised officer to issue Duplicate BCC if original is
lost, the Station Manager/ Station Master in charge shall,
i. Obtain a statement in writing from the employee.
ii. Advise Sr.DOM/DOM& Transportation Inspector.
iii. Send a copy to the Principal/MDZTI/ TPJ.
b. The Sr.DOM/DOM is authorised to issue Provisional BCC that is valid for 10 days
only.
c. In the meanwhile Sr.DOM/DOM shall send a message to Principal/ MDZTI /TPJ for
issuing Duplicate BCC.
d. In case Duplicate BCC not received till the expiry of Provisional BCC, a fresh Provisional
BCC shall be issued duly withdrawing the earlier one.
e. This will be closely monitored by the Sr.DOM/DOM till the Duplicate BCC issued to the
employee by Principal/MDZTI /TPJ.

REMARK COLUMN ENTRIES IN TSR

a. Road of Reception & Despatch.
b. Progressive number of Caution Order.
c. Progressive number of PLCT or any other paper ATP.
d. Signature of TMR (or LP) in case of Trains working with authorities T.1408, T/A 602
&T/C 912.
e. Actual time of Arrival /Despatch of Patrolman.
f. When Line Clear received by Indirect Means of Communication, cross checking
PNs of Last three Preceding Trains.
g. Whenever Line Clear cancelled the reason for doing so.
h. After exchanging All Right signal with Train Crew.
i. When complete arrival is ensured through Walkie-Talkie, PN received from TMR with
his Name.
j. Signature of messenger, when Trolley / Motor trolley placed in midsection, while handing
over ATP or receiving Removal advice from midsection.
k. Exchange of All right signal with Train crew.
l. During Block failure on Single line and during single line working on double line before
starting Train, PN obtained from SCOR for starting the Train ( Absolute& Automatic)

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RED INK ENTRIES TO BE MADE IN TSR ON SINGLE LINE AND DOUBLE LINE
1) Standard time.
2) Suspension or Failure of block working.
3) Block Back & Block Forward.
4) Trollies, Lorries, Motor Trollies, Motor Lorries, Ladder Trollies and Tower Wagons on line.
5) Line Block Order.
6) Power Block Order.
7) Obstruction of Running Lines.
8) Exchanging of Testing Signals.
9) LSS control key handed over to S&T staff for testing Last stop Signal.
10) Working of Trains during abnormal situations.
11) Performing shunting in Push Button Type/ Handle Type Tokenless Instrument when shunt
key couldn’t be extracted
12) SM breaking off duty after making an entry for a Train in the TSR but before the
transaction is completed.
13) Whenever Line clear obtained for a Train is cancelled.
14) During Block failure on Single line and during single line working on double line before
starting Train, PN obtained from SCOR for starting the Train ( Absolute& Automatic)
15) Any other special occurrences.
PRECEDENCE OF TRAINS
A. On Controlled Sections, Trains can be run as per controller’s orders.
B. In the event of interruption to communication or on Non Controlled sections, Trains
shall be given precedence in the following order.
1. Medical Relief Trains / Break Down specials and Light engines proceeding to work such
Trains
2. Superfast Trains.
3. Mail / express Trains.
4. Troop Trains.
5. Passenger Trains
6. Mixed Trains.
7. Inspection Trains.
8. Goods Trains.
9. Light engines not going to accident spot.
10. Material Trains and all other Trains.
C. On Single line, preference shall be given to the Train standing higher in the table of precedence
D. If both Trains have the same order of precedence, preference shall be given to the one having
longer distance to run.

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 PROCEDURE TO ENSURE COMPLETE ARRIVAL OF TRAINS (SR.14.10)
PROCEDURE TO ENSURE COMPLETE ARRIVAL OF TRAINS
 SM is responsible for ensuring the complete arrival of run through Trains and stopping Trains
by physical observation of Tail lamp/ Tail board.
 At stations where Tail lamp/ tail board cannot be observed from the SM office due to its
inconvenient location, complete arrival shall be ensured by anyone of the following procedure,
1. By exchanging complete arrival Hand signal with the TMR of the Train or
2. By exchanging Hand signal with cabin or obtaining PN from cabin SM or
3. By exchanging PN through Walkie-Talkie with TMR of the Train ( entry shall be made
in remarks column of TSR by SM and TMR in his RJB) or
4. By getting signature of TMR in Train Intact Arrival Register-T/1410.
At stations where Block Proving Axle Counters (BPAC)/ Continuous Track Circuiting is
provided and is functioning, the above procedures may be dispensed with, when BPAC
indication is clear.
TAIL BOARD/ TAIL LAMP (4.16)
1. To indicate the Train is complete, Tail Board/ Tail Lamp of approved design affixed in rear of
the last vehicle of all trains.
2. During Day
a. A Disc, painted red with letters LV on white Or
b. An Unit Tail lamp painted red Or
c. In emergency where LV board is not available during day, a red flag, with the permission of
DRM, can be used.
3. During Night -A Flashing Red Light.
4. For EMU Stock- Turnover Tail Board, Painted White With A Red Cross Fixed During Day.
5. FOR VANDE BHARAT LIKE TRAIN SETS - During day and night, the built-in marker
lights (Red) provided below the wind screen of rear cab shall be illuminated by TMR as Tail
Lamp of the Train Set. (If built-in flickering Tail lamp is not available or is defective, LED based
flashing tri-colour hand signal lamp shall be used.)
6. If any vehicle attached in rear of BV/ SLR, GD to ensure Tail Board/Lamp switched off in
BV/SLR & fixed in rear of the rear most vehicle.
7. The same is applicable in case an Engine/Damaged vehicle attached in rear of a train.
8. If Tail Board/Lamp is missing,
a. SM shall inform other end SM and shall not close the Block Section.
b. Ascertaining the cause.
c. If BPAC is provided and working, withholding the closing of Block Section is not necessary.
However he shall inform the other end SM.

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 DESCRIPTION OF BELL CODES
1. Prescribed Bell code signals are used between Stations, for Train operation or in emergencies.
2. Each signal shall be given slowly and distinctly.
3. Each signal received shall be acknowledged by sending its authorized acknowledgement.
4. A signal shall not be acknowledged until it is clearly understood.
5. A Bell code shall not be deemed to be complete until it is acknowledged.
6. If no reply to bell code signal from other Station, it should be repeated at a clear interval of 20
seconds until it’s replied.
7. The Bell codes shall be exhibited near the Block Instrument. The codes are as follows,

SL.NO INDICATION HOW SIGNALLED HOW

ACKNOWLEDGED
STROKE OR BEAT
1 Call attention or One One
attend telephone
2 Is Line Clear or Line Two Two
Clear enquiry
3 Train entering Block Three Three
Section
4 a) Train out of Block Four Four
Section
b) Obstruction removed
5 a) Cancel last signal Five Five
b) Signal given in error
6 a) Obstruction danger signal Six Six
b) Refusal of Is Line Clear
signal
7 Stop and Examine the Six pause One Six pause One
Train
8 Train passed without Six pause Two Six pause Two
Tail Lamp/Tail Board
9 Train divided Six pause Three Six pause Three

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 10 a) On Double line- Six pause Four Six pause Four
vehicle running away in
wrong direction and
b) On Single line-vehicle
running into the Block
Section
11 Vehicles running away Six pause Five Six pause Five
in right direction on
Double line
12 Testing signal Sixteen Sixteen
BELL CODES
IS LINE CLEAR SIGNAL
When to be sent
a. It is given by Two Beats and acknowledged by Two Beats.
b. It shall be given only after,
 Verifying the records and communicating other end.
 Ensuring Train Out Of Block Section Bell code is received and the Block Section is
clear.
When to be asked

S.No For Trains Time criteria

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

When to be accepted
If the conditions for accepting a Train are fulfilled, then only the SM at other end can
acknowledge the signal by giving Two Beats

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 HQRs Circular No. T.389/Safety Drive/ Optg dated 15.02.2019
PRECAUTION TO AVOID WRONG CLEARANCE OF SIGNALS FOR TRAINS
1. SMs while blocking the Train, shall give the full details of the Train such as Train No, with
name of the originating station, destination station and via route, where required.
2. The same shall be repeated by the SM in advance.
3. Before clearing the despatch signals at junction stations, the SM shall cross check the Train no,
Description with SM at other end duly repeating the Train no, and its full description

SIGNAL GIVEN IN ERROR or THE CANCELLING SIGNAL

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

85
b. On getting Six Beats, the SM receiving the signal
 Prevent the Train entering into the obstructed section.
 Shall not acknowledge the bell code immediately,
 Only if he succeeds in stopping the Train, he shall acknowledge the Six Beats.
c. Then the Line Clear shall be cancelled. Only after the Obstruction/ danger has been removed,
Train shall be started on fresh Line clear.
If train already entered the block section,
a. If Station X is not able to stop the Train, he will inform the fact to Y on the Block Telephone.
b. Station Y, after giving Obstruction Danger signal to X, shall take suitable action to remove the
Obstruction.
c. If it is not possible he shall arrange for protection vide GR 6.03.
1. TESTING SIGNAL
a. It is given by Sixteen Beats and acknowledged by Sixteen Beats.
b. It shall not be exchanged unless the S&T official at one end of the Block Instrument.
c. It shall be exchanged when,
 Restoring the Block Instrument working after a failure.
 Maintenance work
 During Inspections.
 After installing a new Block Instrument.
d. It shall not be exchanged when,
 The BI is in TGT/TCF position.
 Line Clear is given /obtained for a Train.
e. Necessary entries shall be made in TSR in Red Ink by the S&T official at one end and SM at
other end.

ABNORMAL BELL CODE SIGNALS

1. STOP AND EXAMINE THE TRAIN(6-1) (X ---------- Y---------- Z)
a. When the SM Y notices anything unusual in a Train during its passage, such as goods falling
from Wagons, Hot Axle etc., he shall try to stop the Train by
 Putting back the signal to ON.
 Showing Hand Danger Signal to GLP
 Communicating through Walkie- Talkie.
b. If not able to stop, if it runs with Electric Locomotive, advise Traction Power Controller to
switch off the power supply to stop the Train.
c. He shall advise Gateman, if any, to stop the Train & give 6-1 signal to SM Z in advance,
about the abnormality with a telephone message.

86
d. SM Z shall acknowledge it by 6-1 & stop the Trains proceeding in the opposite direction on
Double/ Multiple Lines until it is safe to do so.
e. SM Z received 6-1 shall,
 Stop the Train, even if it is booked to run through
 Ascertain the defect and
 Take remedial action as necessary.
f. After ensuring that the Train is complete and nothing affected on its run, he shall send Train
out of Block Section Signal to SM Z or can establish Line Closed condition in the Block
Instrument.
g. This shall be followed by telephone message that ‘All Is Right’.
h. If SM Y suspects that any damage or obstruction in the Block Section in rear, shall inform SM
X &Engineering official concerned.
i. Then SMs at both X & Y Stations will give caution order to all Trains entering the
Block Section, until certified fit by Engineering official.
j. A message about the clearance of Block Section shall be exchanged between Stations.

2. TRAIN PASSED WITHOUT TAIL LAMP/TAIL BOARD (6-2) (X------ Y ------ Z)

Train starting Station
a. When the SM Y notices a Train passes without Tail Lamp/ Tail Board, he shall send 6-2 signal
to Station in advance Z.
b. He shall not give Train out of Block Section to Station in rear X and shall not establish Line
Closed condition.
c. When Station Z gives Train out of Block Section signal or establishes Line Closed condition,
only then Station Y can give Train out of Block Section signal to Station X and close the Block
Section.
d. If Train parting is suspected, he shall follow prescribed instructions.
Train receiving Station
a. The SM Z receiving 6-2 signal, shall
1) Acknowledge it with 6-2.
2) Stop the Train, even it is booked to run through.
3) Inform the GLP to examine the Train.
4) If Tail Lamp or Tail Board is only missing, the same shall be rectified.
5) Send Train out of Block Section to rear or establish Line Closed condition.
b. If he finds that the Train is not complete then it shall be treated as accident, and necessary
action taken.
c. However SMs shall ensure complete arrival through BPAC/Continuous Track
Circuit where provided and need not hold the closing of Block Section.

87
3. TRAIN DIVIDED SIGNAL (6-3) ( X ---------- Y ---------- Z )
a. If SM at Station Y notices a Train passes without Tail Lamp/ Tail Board,
1) He shall not close the Block Section in rear, and send Train divided- 6-3 signal to
Station X.
2) Not show a Stop hand signal to the Loco Pilot but shall act in accordance with GR/SR 6.08
(Train parting).
3) Also send 6-2 to Block Station in advance Z.
4) Stop and issue Caution order for all Trains proceeding on the adjacent line on Double/
Multiple Lines.
b. On receipt of the Train Divided signal, the SM in Station rear X,
1) Shall acknowledge it with 6-3.
2) Take immediate steps to secure the safety of any Train or vehicles which may be on the
line, especially if the gradient is a falling one.
3) Shall not give Line Clear for a following Train from the Station in rear.
4) If already a Train in Block Section, Stop it at the FSS and warn the LP about the impending
danger.
5) Receive the Train into the Station if the yard layout permits.
c. When the parted vehicles rolling towards a Station due to falling gradient,
i) If a Train is approaching Station Y from the Station in rear
1) SM shall take all efforts to stop the Parted vehicles. This shall be done by covering the Rails
heavily with Sand, earth or broken stones for as great a distance as possible.
2) The points shall be set for a through loop line or dead-end siding.
3) It is preferable to receive a runaway vehicle on a loop line with the trailing points set
against and locked to force the vehicle to trail through them.
ii) If no Train is approaching from Station in rear
1) The parted vehicles may be allowed to run through the Station.
2) In such case, he shall advise promptly the SM in advance& also the Gatemen of LCs, if any.
3) In all cases, the SM shall take into consideration the circumstances existing at that time,
the state of his yard etc., and act accordingly.
4) If the vehicles contain passengers or Railway servants or livestock, it shall not
ordinarily be turned into a dead-end siding unless to avoid a more serious accident.
d. If it is known that a parting is occurred in a Block Section and the vehicles have not arrived at
either end of the Block Section, it may be assumed that parted vehicles come to stand, so
further action shall be initiated.
e. Relief engine shall be sent only after 30 minutes plus the slowest running time of
Goods Train.

88
 f. When it is known that the line is clear again, the Train out of Block Section signal shall be
sent to Station in rear and Line Closed condition established.

4. VEHICLES RUNNING AWAY IN WRONG DIRECTION ON DOUBLE LINES or

INTO THE BLOCK SECTION ON SINGLE LINES (6-4).
a. If an Engine or vehicles escape and runaway into the Block Section on Single Line and in
wrong line on Double Line, SM shall send 6-4 to,
 SM at other end of the Block Section on single Line
 SM in rear on Double line
b. The SM receiving 6-4 shall acknowledge with 6-4 and take actions as in the case of 6-3 above.
c. Unless the information is received that the escaped vehicles come to a stand or cleared the
Block Section, No Train or Engine shall be allowed into,
 The Block Section on single Line or
 Right direction on Double Line.
d. A relief engine can be sent only after the lapse of 30 minutes + the running time of
slowest Goods Train to clear the Train.
e. If it is confirmed that the Train in Section come to a stop, in such cases relief engine can be
started earlier.

5. VEHICLES RUNNING AWAY IN RIGHT DIRECTION ON DOUBLE LINE (6-5).

1. If an Engine or Vehicles escapes in right direction on Double Line, the SM shall give
6-5 to Station in advance.
2. The SM receiving the signal shall acknowledge with 6-5.
3. Both SMs shall take action as in the case of 6-3 above.

89
 PRECAUTIONS TAKEN WHEN WORKING WITH DIFFERENT BLOCK INSTRUMENTS

PUSH BUTTON FM SGE

TESTING BY SM BEFORE TAKING OVER CHARGE

SM shall take OFF the LSS When taking over charge the The SM taking over
without setting the SM shall, try to take OFF the charge shall try to take
Instrument to Train Going LSS without setting the Block OFF the Last Stop Signal
To position. Instrument to TGT position. without obtaining Line
Clear.

1. If it cannot be taken OFF, Instrument is considered to be in order. A record of this shall

be made in TSR by the SM.
2. If the Signal can be taken OFF, Block working shall be suspended immediately and
advice all concerned.

PRECAUTIONS BEFORE ASKING IS LINE CLEAR

1. SM’s key shall be in 1. The Operating Handle is 1. The Train Going To Dial
reverse position. in Line Closed position. shows Line Closed
2. SNR indication is 2. Reception/ Despatch position.
available and Last Stop Signals and their control 2. The Last Stop Signal
Signal indicator shows in normal position. referring to the Train is
Red. 3. Shunt key available in the at ON.
3. Slip siding /Catch siding Block Instrument. 3. LSSR indicator in CCIP/
keys if provided and 4. S1, S2 switches in normal VDU shows No light.
Shunt key are intact in position. 4. All the entries for the
the Instrument. 5. In TSR, Train out of previous Train
4. Entries for the previous Block Section / despatched are complete
Train are completed in Obstruction Removed on the TGT side of the
TSR and Block Section is signal received and TSR.
clear & free from entered for the previous 5. No Line Clear obtained
obstruction. Train and Block Section for any other Train by
5. The Instrument shall be is clear, free from any other means.
in Line Closed Position. obstruction. Line Clear 6. A PN obtained for the
6. Line Clear not given or not given / Obtained by Train.
taken by any other any other means.
means. 6. A Private Number
7. A private number obtained for the Train.
obtained for the Train.

90
 PRECAUTIONS BEFORE GIVING LINE CLEAR
PUSH BUTTON FM SGE
1. SM’s key shall be in 1. The Operating Handle is 1. All the entries for the
reverse position. in Line Closed position. previous Train received
2. SNR indication is 2. Reception/ Despatch are complete on the TCF
available. Signals and their control side of the TSR.
3. Slip siding /Catch siding in normal position. 2. The Train Coming From
keys if provided and 3. Shunt key available in the Dial shows Line Closed
Shunt key are intact in Block Instrument. position.
the Instrument. 4. S1, S2 switches in normal 3. The reception signals
4. Entries for the previous position. referring to the Train is
Train are completed in 5. In TSR, Train out of at ON.
TSR and Block Section is Block Section / 4. No Line Clear given for
clear & free from Obstruction Removed any other Train by any
obstruction. signal received and other means.
5. The Instrument shall be entered for the previous 5. The Operating handle is
in Line Closed Position. Train and Block Section in Line Closed position.
6. Line Clear not given or is clear, free from 6. A PN given for the Train.
taken by any other obstruction. Line Clear
means. not given / Obtained by
7. A private number given any other means.
for the Train (For 6. A Private Number given
categorical assurance). for the Train.

PRECAUTIONS BEFORE CLOSING THE BLOCK SECTION

1. The Train should have 1. Ensure that the Train has
1. Train should have arrived
arrived Complete. arrived complete and,
complete and the entry
2. Reception signals should 2. All the Reception Signals
for the Train is
have been put back to ON taken OFF for the Train
completed in TSR.
and Signal control Knobs have been put back to
2. Reception signals cleared
restored to Normal ON.
for the Train put back ON
Position.
& SM’s control restored
to normal.
3. SNR indication available
in the Block Instrument.

91
RESTORATION ONLY BY DSTE/ADSTE OR ANY OTHER S&T OFFICIAL AUTHORIZED
BY NAME

PUSH BUTTON FM SGE

1. If LSS can be taken OFF 1. Operating Handle can be 1. When LSS can be taken
without setting the turned to any position off without Line Clear
Instrument to TGT. without the co-operation Indication in TGT Dial.
2. Line Closed condition of other end SM. 2. When Operating handle
can be established before 2. Operating Handle can be could be turned from
the arrival of the Train. turned to Line Closed TOL position to Line
3. Train on Line indication Position before the Closed position before
disappears before the complete arrival of the the Train arrives.
arrival of the Train. Train.
3. LSS can be taken OFF
without setting the Block
Instrument to TGT
position.
4. Train on Line indication
disappears before arrival
of the Train.

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 OCCASIONS WHEN STATION MASTERS THEMSELVES CAN RESUME BLOCK
INSTRUMENT WORKING- PUSH BUTTON

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

2. When the Shunt Key is lost but subsequently in good condition.
3. When the PN book lost / mislaid by the SM is subsequently found before granting Line Clear to
another Train or Train is ready to enter the Block Section from other end.
4. When a Motor Trolley/ OHE Ladder Trolley/ Lorry/ Trolley clears the Block Section.
5. When a Traffic Train is ready to enter the Block section after the Line Block removal and
section is clear of Material Trains, Motor Trolley etc.
6. When the Block Section is obstructed due to Accident or any other reason and the cause of
obstruction is removed and Block section is clear.
7. When an Accident Relief Train clears the section already occupied by a Trolley on Form no
T/1518 with “Line Clear Refused Endorsement’’.
8. When a Train is required to enter the Block section, occupied by a Trolley on Form T/1518 with
Caution Order protection & Removal Report received after Sunset.

OCCASIONS WHEN SM THEMSELVES CAN RESUME BLOCK INSTRUMENT

WORKING- FM HANDLE

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

2. When the Shunt Key is lost but subsequently in good condition.
3. When the PN book lost / mislaid by the SM is subsequently found before granting Line Clear to
another Train or Train is ready to enter the Block Section from other end.
4. When a Motor Trolley/ OHE Ladder Trolley/ Lorry/ Trolley clears the Block Section.
5. When a Traffic Train is ready to enter the Block section after the Line Block removal and
section is clear of Material Trains, Motor Trolley etc.
6. When the Block Section is obstructed due to Accident or any other reason and the cause of
obstruction is removed and Block section is clear.
7. When an Accident Relief Train clears the section already occupied by a Trolley on Form no
T/1518 with “Line Clear Refused Endorsement’’.
8. When a Train is required to enter the Block section, occupied by a Trolley on Form T/1518 with
Caution Order protection & Removal Report received after Sunset.

93
 SGE- OCCASION FOR SUSPENDING ONE DIAL OF THE BLOCK INSTRUMENT

1. When the Indications on the TGT Dial at starting Station do not correspond with receiving
Station’s Indications in the TCF Dial & position of the Operating Handle.
2. When the Indications on the TCF Dial do not correspond to the position of the Operating
Handle.
3. If the Operating Handle can be turned from Train on Line position to Line Closed position
before the Train arrives complete.
4. If the LSS can be taken OFF without setting the Instrument to Line Clear in TGT Dial.
FVT/LVT
5. When the LSS not goes to ON even after the Train enters the Block Section and Operating
Handle is turned to Train on Line position at other end.
6. When a Train is backed in rear of the LSS for any reason, after
a. Obtaining Line Clear
b. Actuating FVT circuit
c. Dials changed to TOL position
TRAIN/ MOTOR TROLLEY
7. When Motor Trolley/ OHE Ladder trolley/ Lorry to enter the Block Section on Line Clear.
8. Whenever a Train is piloted into a Non-Signalled / Non- Running line and Operating Handle
gets locked in the TOL position.
9. Whenever Operating Handle gets locked in the TOL position after Block Back / Block Forward
immediately following cancellation of Line Clear.
10. When a Train arrives without proper Line Clear.
T/A 602 OCCASIONS
11. Whenever a Material Train, Motor Trolley, Trolley, Wiring Train, Track Maintenance Machine
(TMM) is required to enter the Block section during Line Block period.
12. When a Relief Engine/ Train to enter the Block Section obstructed due to Accident or any other
reason.
T.1408 OCCASIONS
13. When the PN book is lost/ mislaid by the SM at the time of granting Line Clear.
14. When an Accident Relief Train to enter the Block Section which is already occupied by a Trolley
on Form T/1518 with Line Clear Refused Endorsement.
15. When a Train is required to enter the Block Section which is already occupied by a Trolley on
Form T/1518 with Caution Order protection & Removal advice not received even after the
Sunset.

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 SGE- RESTORATION OF BLOCK INSTRUMENT BY STATION MASTERS
THEMSELVES

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

2. When Motor Trolley/ OHE Ladder Trolley/ lorry clears the Block Section.
3. Whenever Operating Handle gets locked in the TOL position after Block Back / Block Forward
immediately following cancellation of Line Clear.
4. Whenever a Train is piloted into a Non-Signalled / Non- Running line and Operating Handle
gets locked in the TOL position.
5. When restoring Double Line working from Single Line working.
6. When a Traffic Train is ready to enter the Block Section after the expiry of Line Block, provided
the Block Section is clear of Material Trains/ Departmental Trains.
7. When a Train entered the Block Section which is already occupied by a Trolley on Form T/1518
with Caution Order protection & Removal advice received after the Sunset.
8. When a Block section is obstructed due to Accident and the cause of obstruction is removed.
9. When an Accident Relief Train clears the Block Section which is already occupied by a Trolley
on Form T/1518 with Line Clear Refused Endorsement.
SGE- LSSR INDICATOR
1. It is provided near the LSS on the CCIP (Control cum Indication Panel) or VDU (Visual Display
Unit).
2. It indicates whether the LSSR relay is normal or dropped.
3. It normally shows No light and will display RED light when FVT drops.
4. When LSSR drops, a flashing ‘RED’ indication along with buzzer appears in the LSSR indicator.
5. SM has to acknowledge the buzzer and thereafter flashing RED indication becomes steady ‘RED’
indication.
6. When the LSSR indicator is lit ‘RED’ it indicates that the FVT is disturbed and to avoid block failure
for the subsequent train.
When the TGT Dial shows Line Clear
When the Train actuates the FVT, LSSR indicator will show RED and after the Train clears the FVT
and LSS knob normalised this LSSR RED indication will disappear.
When the FVT drops during the TGT Dial shows Line closed position
a. It shows that FVT disturbed. To avoid Block Instrument failure,
b. Ensure Block section is clear.
c. Inform SM in advance to turn the Operating Handle from Line closed to TOL and TOL to Line
Closed, under exchange of PN and make entries in TSR.
When the FVT drops during the TGT Dial shows Line Clear before the Train passes
FVT drops before Train passes, Block Instrument shows TOL and Block Instrument suspended and
Train started with PLCT.

95
 The information with regard to the above transactions, including the Private Numbers exchanged
with time, shall be recorded in the TGT side of the TSR at the train sending station and in the TCF
Side of the TSR at the train receiving station.

FOLLOW UP ACTION TO BE TAKEN DURING FAILURE OF BLOCK INSTRUMENT

A. ADVICE AND RECORDING OF FAILURE

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

96
 4) On Single lines and during single line working on double line on Doubles lines both in
Absolute and Automatic Block system, during block failure, before starting the Train,
a. Starting station SM shall inform Train no, Description to Section
Controller.
b. SCOR shall ensure block section is clear and permit the SM by issuing a
PN.
c. Starting station SM shall record the PN in remarks column of TSR in
Red ink and then only take line clear from station in advance.
d. On arrival of the Train, receiving end SM shall ensure complete arrival
and communicate a PN to SCOR
7. Whenever Line Clear obtained through Indirect Means of Communication,
a. Both SMs to establish Identity by Crosschecking PNs for last three preceding Trains in the
same direction.
b. An Endorsement to this effect shall be made in PLCT.
c. Speed is restricted to 25 KMPH, only for the 1st Train on Twin single line. For Single and
Double lines- Normal speed.
8. Entries for the Trains shall be made in TSR in RED ink below the failure messages.
C. ATTENDING FAILURE AND RESTORATION
9. Before attending the failure S&T official shall give Disconnection Notice in form S&T (T/351)
and get permission from SM.
10. For failures that can be attended only by DSTE/ASTE/ S&T Official authorised by name, it shall
be authorised through a Special Permit signed by DSTE/ASTE.
11. Before resuming normal working, S&T official to exchange Testing signal & entry shall be made
in RED ink in TSR.
12. SM shall get Reconnection Notice, Restoration, Joint Restoration Message from S&T Official.
13. Restoration message shall be exchanged with other end SM and the same recorded in TSR in
RED ink as below,
14. Restoration of Block Instrument working shall be advised to Section Controller & all concerned.
15. The entries in Signal, Block Telecommunication Failure Inspection Book shall be completed.
If the failure is not rectified,
 Within 12 hours- DRM shall be advised & Within 24 hours- GM shall be advised
Following Official shall proceed to the Station, if failure not rectified within,
 1 hour - S&T Officials for Restoration, 3 hours- TI of the Section or SS of nearby
Station, 24 hours – Any S&T Officer for early restoration.

97
 VARIOUS AUTHORITIES TO PROCEED- ABSOLUTE BLOCK SYSTEM
SL NO OCCASION SINGLE LINE DOUBLE LINE
TOKENLESS
AREA
1 Normal authority to proceed OFF Aspect of LSS OFF Aspect of LSS
2 Line clear obtained through Block Instrument, but LSS alone failed:
a) To start a Train from T/369(3b)+ T/369(3b)+
Running Line Endorsement+ Endorsement+
PN PN
b) To start from Non Running T/511+Endorsement T/511+Endorsement
Line
3 Block Instrument failure PLCT PLCT
T/C 1425(UP) T/C 1425(UP)
T/D 1425(DOWN) T/D 1425(DOWN)
4 To send relief Engine to clear Stub portion of Stub portion of
parted/ divided T/609 T/609
rear portion of a Goods
Train, if front
portion arrives with T/609
5 Relief Engine/ Train to enter T/A 602 T/A 602
the Obstructed Block Section

6 Total Interruption of communication

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

8 Circumstances mentioned T.1408 T.1408

under SR 14.08 (i)

9 a)Working of Track Machine/s T/465-E T/465-E

b) Working of Loco hauled
T/465-E1 T/465-E1
Track Machine/s

98
 T/369(3b) -Authority to pass defective signals at ON
1. It is an authority to pass defective Home, Inner Home, Routing, Starter, Intermediate
Starter, Advanced Starter , IBSS and Semi-Automatic/Manual Stop Signals at ON.
2. It is prepared in duplicate with reason for issue written on the face of the authority.
3. Original copy handed over to LP and his acknowledgment received in duplicate.
4. For Reception Signals, this authority shall be delivered by a Competent Railway Servant at
the foot of the Signal.
5. For Despatch Signals, it may be delivered at Station / Cabin/ Platform.
6. In addition to this authority, a Competent Railway Servant shall show PHS (Proceed Hand
Signal) at the foot of the,
a. Starter always
b. Advanced Starter, if interlocked with any point.
7. If LSS alone fails, an Endorsement with a PN shall be made on the face of the form.
8. When this authority is issued, speed of Trains shall not exceed 15kmph (Except IBSS; for
which 15kmph speed shall be scored out in the form)
ENDORSEMENT ON T/369(3b)
WHEN THE LSS ALONE FAILS AND LINE CLEAR OBTAINED THROUGH BLOCK INSTRUMENT

“Last Stop Signal No could not be taken OFF. However, line Clear has been obtained
through Block Instrument / Track Circuit /Axle Counter from Station. You are
hereby authorised to pass the Last Stop Signal No at ON and treat this as an
authority to proceed and enter the Block Section. Private Number received
(In Figure) (In words).”

WHEN LSS IS PROTECTING ANY LEVEL CROSSINGS- ON T/369(3b)

“The LSS also protecting the LC No and the LP shall proceed cautiously upto the
Gate and observe the Proceed Hand signal at the LC”

WHEN THE LAST STOP SIGNAL COMBINED WITH THE GATE DISTANT SIGNAL
ON- (T/369 (3b),

“ This Last Stop signal is also the Gate Distant signal of LC No---- “

IN IB SECTION WHEN LSS ALONE FAILS

Last Stop Signal could not be taken ‘OFF’. However, the Axle Counter/Track Circuit
Indicator shows clear. You are authorised to proceed up to the IBS Signal.

99
 SOUTHERN RAILWAY Form No. T/ 369(3b)

Sr. No.
AUTHORITY TO PASS SIGNALS IN 'ON' OR DEFECTIVE POSITION

(Loco Pilot / Station Master’s Record)

Station Time: hours mins
Date To
The Motorman/ Loco Pilot of Engine/ Train/ Unit No. UP/ DOWN.

Description and Signal No. of station is/are out of order.

You are hereby authorized to pass the defective Outer/Home/Inner Home/Routing/
Starter/Intermediate Starter/ Advanced Starter / IBS signal / Manual stop signals in Automatic
Block System / Semi-Automatic Signal (working as a Manual stop signal) in Automatic Block
System at "ON" position at a speed not exceeding 15 kmph.
*The train will be admitted on line No. (in words), and (figures) . In case of
Routing / Inner Home / Home / Semi-Automatic Signal is defective.
*In case of failure of Advanced Starter Signal / Last Stop Signal in Absolute Block
System Line clear has been obtained on Electrical
Communication Instrument from station. Private
No. received (in figures) (in words)
* Strike out whichever is not applicable.

Signature and Stamp of Station Master

I have understood the contents of this authority. Signature

of Loco Pilot / Motorman _
Date:- Time_ Hour min
IMPORTANT INSTRUCTIONS
1. For approach signal Loco Pilot is authorized to pass the defective signal at ‘ON’, on
the Authority delivered through competent railway servant at the foot of the Defective
signal.

2. For Starter Signal, The Loco Pilot to pass such signal on the Authority handed over at
the station and in addition thereto, a competent railway servant shall show hand
signals to departing train in accordance with the instructions of Station Master

3. In case of defective Advanced Starter Signal, hand signals may be dispensed with and
Loco Pilot to pass such signal by a written authority handed over at the station. Except
in case of an Advanced Starter Signal protects any points, hand signals shall not be
dispensed with.

100
 T/511- Authority to start a Train from a Non-Signalled Line
1. It is an authority to start a Train from Non- signalled / Non-running line.
2. It is prepared in duplicate and original is issued to LP along with Authority to Proceed.
3. Occasions and authorities for starting from Non-Signalled /Non-Running lines:
a. Normal working - T/511 + OFF aspect of LSS
b. Line clear taken but LSS alone failed- T/511+ Endorsement
c. Block Instrument Failure- T/511+ PLCT
d. Abnormal situations- T/511 + Abnormal authorities
Whenever T/511 is issued, a competent railway servant shall pilot the Train upto the last set of
points.

WHEN THE LSS ALONE FAILS AND LINE CLEAR OBTAINED THROUGH BLOCK
Endorsement made on T/511 - From Non- running line
"Line Clear has been obtained through the Block Instrument /Track circuit/Axle counter from
---------- Station."

101
102
 PAPER LINE CLEAR TICKET
1. Paper Line Clear Ticket (PLCT) is the Authority to Proceed issued in the following occasions,
a. Absolute - Failure or Suspension or Non-provision of Block Instrument.
2. Description of PLCT:
a. PLCT book is serially numbered, printed on a White paper with blue Fonts.
b. There is a Watermark Arrow provided for each direction as follows,
Up PLCT: T/C 1425 - Down PLCT: T/D 1425-
c. It has two portions; Paper Line Clear Ticket and Authority to Pass Signal at ON.
d. PLCT authorises the LP to pass the LSS at ON.
3. Preparation of PLCT:
1) On single lines and during single line working on double lines in absolute and automatic
sections,
a. Starting Station SM- For all trains, before asking line clear from SM in advance, obtain
permission from SCOR and get a PN and,
b. Receiving station SM- For all Trains arriving with PLCT, ensure complete arrival and issue
a PN to SCOR.
2) PLCT shall be prepared in conjunction with T/A 1425.
3) T/A 1425 shall be prepared by SM who asks line clear and T/B 1425 shall be prepared by SM
who grants line clear.
4) The name of the Station at which PLCT is issued shall be affixed with Station Stamp.
5) The name of the station to which the Train is proceeding shall be written as per WTT.
6) It shall be prepared without any alterations in ink & signed by SM.
7) If any alteration it shall be cancelled at once and fresh PLCT prepared.
8) When Line Clear obtained through Indirect Means of Communication,
a. SM to Crosscheck PNs for 3 preceding Trains & see it tallies.
b. An endorsement made to this effect on Top of PLCT.
c. Train can run at Normal Speed. But in case of Twin Single Line, the Speed of 1st
Train is only restricted to 25 KMPH.

4. Delivery of PLCT:
a. PLCT along with T/A 1425 shall be handed over to LP by SM or Competent Railway Servant.
b. LP shall crosscheck the PLCT with T/A 1425 ‘A’ Portion and Hand over the T/A 1425 to SM.
c. He shall sign in PLCT and take the original. Both SM and LP are responsible to see the
correctness of PLCT.
d. Entries for the Train shall be made in TSR in Red Ink.
e. The Progressive number of PLCT shall be written in Remarks column of TSR.

103
 ENDORSEMENT ON PLCT

WHENEVER LINE CLEAR IS OBTAINED THROUGH INDIRECT MEANS OF COMMUNICATION

“Line clear obtained through supported by cross checking of Private Numbers given
for the preceding three trains”

WHEN LSS IS PROTECTING LEVEL CROSSING

“The LSS also protecting the LC No and the LP shall proceed cautiously upto the Gate and
observe the Proceed Hand signal at the LC”

104
105
106
107
 SENDING RELIEF ENGINE / TRAIN INTO AN OBSTRUCTED BLOCK SECTION
[SR.6.02 (i)]

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

108
5. The following information shall be mentioned in T/A 602,
a. Location of Obstruction/ Engine/ BV/ First vehicle/ Last vehicle.
b. Station at which the Train to clear the Section.
c. PN obtained from other end SM.
6. After checking the correctness the LP & TMR shall sign.
D. Despatch
1. When starting from signalled line, to pass despatching signal(s) at ON, T/A 602 is the
Authority.
2. When starting from Non-Signalled line, T/A 602 + T/511 shall be issued and Train shall be
piloted out upto last set of points by a Competent Railway Servant.
E. Reception of Trains
1. LP shall stop at FSS and give one long continuous whistle.
2. If the Train proceeds on the Wrong Line on Double Line Section, LP shall stop at the FSS of the
adjacent line OR LSS of the same line, whichever comes first.
3. If signal not cleared even after 10 minutes, ALP shall be sent to the Station.
4. Train can be received by taking OFF signals on Signalled Lines. In case of Non-signalled lines,
Trains received by piloting with a Written Memo as per SR.5.10+ Caution Order for 15 KMPH.
5. On arrival at the Station, the signature of the TMR and LP shall be obtained in the remarks
column of TSR.
6. If the Train returns to starting Station, signatures shall be obtained in same manner.
F. TSR ENTRIES
1. The entry for the Trains shall be made in RED ink in TSR.
2. When a Train arrives with this authority, SM shall obtain the signature of TMR (LP in case of
LE).
3. For Each Train clearing the Section at either end, the SM shall exchange the following message,
Station Where Train Arrives With T/A Other End Station
602
No......................... My /Your Private No ......................... My /Your Private
umber ... Train (No and description) …….. Number ... Understood Train (No and
leared section here at … Hours ...minutes. description) ……cleared section yours at
… Hours ... minutes.
G. Normal working
1. When the cause for issuing T/A 602 no longer exists, normal working can be resumed.
2. SM shall submit a special reportto DRM/T with regard to the circumstance under which T/A
602 is issued.

109
SOUTHERN RAILWAY

110
TOTAL INTERRUPTION OF COMMUNICATION ON SINGLE LINE [SR 6.02(ii)]
1. When Line clear cannot be obtained through anyone of the following means of
communications, in the order of priority as below, it is said to be Total Interruption of
Communication.
a. Block Instrument/ Track Circuit/ Axle Counters
b. Block Telephone
c. Station to Station fixed telephone, where provided
d. Fixed Telephone such as Railway Auto phone OR BSNL phone
e. Control phone
f. VHF sets.
2. The Train shall be stopped; LP & TMR shall be explained about TIC.
3. The SM who has a Train to despatch shall open communication by sending anyone of the
vehicles in the following order,
a. Light Engine
b. Train Engine
c. Motor Trolley/Tower wagon accompanied by TMR/ off duty SM
d. Trolley/Cycle Trolley/Moped Trolley accompanied by TMR / off duty SM
e. Diesel Car/ Rail Motor Car/ EMU Empty Rake
4. SM shall prepare T/B 602(if more than one Train waiting T/B602 + T/E 602) in
Duplicate and handover it to LP / Driver/ TMR/ Motorman/ off duty SM with
acknowledgement.
5. T/B 602 contains,
a. Authority to proceed without Line Clear.
b. Authority to pass despatch signals at ON.
c. A Caution Order, restricting the Speed
 15 KMPH – Day/View ahead is clear.
 10 KMPH- Night/ View ahead is not clear.
 Walking Speed during Thick/ foggy /Tempestuous weather, piloted by two men
with Hand danger signal & Detonators.
 To observe LC gates while approaching.
 Any other Caution available in the Section.
d. Line clear enquiry message (for the waiting Train).
e. Conditional Line Clear message with PN (for the LE/TE/Vehicle to return).
6. After sending the vehicle to open the Communication, SM shall not obstruct the line beyond
the Outermost Facing Points until the vehicle returns from other Station.
7. LP shall stop at the FSS and Sound one long continuous whistle.
8. SM shall receive the Engine(s)/ vehicle by taking OFF the signals or by other means

111
 UP/ DOWN SOUTHERN RAILWAY Form No. T/ B 602

Sr.No
AUTHORITY FOR OPENING COMMUNICATION DURING TOTAL INTERRUPTIONOF COMMUNICATION ON SINGLE
LINE SECTION
(Loco Pilot / Train manager / Station Master’s Record)
Station Time: hours mins
Date:
To
The Loco Pilot/Motorman of Engine/ Self propelled Vehicle
AUTHORITY TO PROCEED WITHOUT LINE CLEAR
4. You are hereby authorised to proceed cautiously without Line clear from station to station
with your Engine / Self-propelled Vehicle.
5. You shall bring your Engine / Vehicle to a stand outside the first stop signal of the next block stationthereafter be guided
by the instructions from the Station Master of that Station.
6. Train No. was the Last Train over the section. It left/ arrived* here at hours minutes.
7. This authority is given due to:
• Total interruption of communication with Station from hours min ofDate
•

* AUTHORITY TO PASS SIGNALS IN ‘ON’ POSITION

You are authorised to pass the Signal/s No.& description in “ON‟ position, speed NOT
exceeding 15 kmph observing hand signals at the foot of the signal post/s, if it protects points.
*Strike out for Automatic Block Signaling
CAUTION ORDER
1. You are permitted to run your Engine/ Self propelled Vehicle between Station To
station with the speed of 15 kmph in day and when view ahead isclear and 10 kmph in night or
when view ahead is not clear.
2. You are expressly warned to observe every caution while approaching level crossing gate/ s situatedbetween block section
and whistle frequently.
3. In addition following caution orders are in force in block section:
Sr No Station between Kilometer Speed kmph Cause/ Remarks
From To From To
1.
2.
3.
4.
LINE CLEAR ENQUIRY MESSAGE
To The Station Master Message No
On return of will line be clear and kept clear for train nowaiting to proceed?
CONDITIONAL LINE CLEAR MESSAGE
To
The Station Master Message No
On arrival of train at your station, line will be clear and kept clear for Train Engine to returnwith / without
attached to a Train or another Engine or Self Propelled Vehicle / Trolley etc (Complete particulars.)
Private Number (in words) (in figures) I have
understood the contents of this.
Signature & Stamp of Station MasterTime:
Signature of Loco Pilot / Motorman Signature of Train Manager Hours min
Instructions: 1. Strike out whichever is not applicable.
2. Loco Pilot proceeding on this Authority must observe instructions mentioned at the backof this form.

112
9. LP shall handover the T/B 602 to SM at the receiving end.
10. Based on the Conditional Line Clear Message for the vehicle to return (with / without Train
attached), SM shall prepare CLCT [T/G 602 (UP) or T/H 602 (Down)] as the case may be.
11. SM shall also prepare Conditional Line Clear Reply Message in T/F 602 (for the enquiry) and
hand over to the LP/ Driver.
12. When coming back to the original Station LP shall run at Normal Speed and stop at the FSS
and Train can be received by taking OFF signals or by other means.
13. On getting Conditional Line Clear Reply Message (T/F 602) from the LP the SM shall prepare
T/G 602 OR T/H 602 and start the Train.
14. In case of sending a Light Engine or Engine with Brake van, which has to continue further,
there is no need to open communication, SM shall hand over T/B 602 duly scoring out last two
portion of T/B 602.
15. If two vehicles meeting in midsection,
a. LP/ Drivers shall decide to which Train to proceed based on the following factors,
1) Importance of the Train waiting.
2) Distance to Travel
3) Gradients involved
4) Presence of Catch Siding
b. If possible, the Engines shall be coupled.
c. Otherwise they shall follow each other at a safe and adequate distance
16. In case of an Engine returning without reaching the other Station, the T/B 602 shall be
collected and cancelled by the SM.
17. When a Train is detained in Midsection or at signals for more than 10 minutes, it shall be
protected by placing One detonator at 250 meters and Two Detonators 10m apart at 500
meters.
18. In case of Even Flow of Trains, T/E 602 and T/F 602 can be given through the TMR of
the preceding Train.
19. In case of Uneven Flow of Trains,
a. Line Clear shall be asked for all the waiting Trains in T/E 602.
b. CLCT is issued as Authority to Proceed for each Train.
c. Subsequent Trains started with a clear interval of 30 minutes.
d. In CLCT, SM shall mention the last preceding Train and the following Train also.
e. First Train shall run at normal speed.
f. Following Trains, 25 KMPH- Day/View Clear; 10 KMPH- Night/ View not
clear.

113
 g. No Train shall be backed.
h. In unavoidable circumstances TMR to decide the place upto which it is to be backed and
arrange protection in rear of that place.
20. Trains shall continue to work in this manner till S& T official restores anyone of the means of
Communication.
21. If so restored, SM shall exchange a message with PN on T/I 602 and then only resume
normal working.
22. Transportation Inspector of the section shall examine the records and submit his report to
DRM/T within 7 days of resumption of communication.

114
 TOTAL INTERRUPTION OF COMMUNICATION ON DOUBLE LINE [SR 6.02 (iii)]

1. The following procedure shall be adopted for running Trains between two Station on a Double
Line section, when Line Clear cannot be obtained by any one of the following means of
communication,
a. Block Instruments/ Track Circuit/ Axle Counters
b. Block Telephone
c. Station to Station fixed telephone, where provided
d. Fixed telephones such as Railway Auto phone &BSNL phone
e. Control telephone
f. VHF sets
2. The Train shall be stopped and LP &TMR shall be advised of the situation.
3. T/C 602 issued as Authority to Proceed and it contains,
a. An Authority to Proceed without Line Clear.
b. Authority to Pass LSS at ON.
c. A caution Order restricting the Speed to,
 25 KMPH- View ahead is clear
 10 KMPH- View ahead is not Clear due to curve/obstruction/rain/ any other reason
 Walking Speed- Thick/ Foggy weather
4. All despatch signals except LSS can be taken off for the Trains.
5. The LP shall
a. Be guided by a Railway servant with Hand signals wherever the view ahead is not clear.
b. Enter a Tunnel with Head lights/Side lights/ Tail lights lit and only if the Tunnel is clear. If
any doubt Train shall be piloted by a Railway servant with Hand signals and Detonators.
c. In all cases keep a sharp look out and whistle frequently.
6. The TMR shall keep a sharp look out in the rear and be prepared to show a Hand danger
signal in case of any approaching Train and protect if necessary.
7. In case of stoppage in Block Section for any reason the TMR shall immediately show a Hand
danger signal towards rear & ensure that the Tail Board/ Tail lamp is available.
8. Protection: If stoppage is on account of Accident/ Failure/ Obstruction/ any other
exceptional cause OR Train detained outside signals for more than 10 minutes
 The LP shall advise TMR & TMR shall protect the Train by placing one Detonator at
250meters and two Detonators at 10 meters apart at 500 meters
 In the absence of TMR the ALP shall protect the Train.

115
SOUTHERN RAILWAY

116
9. Backing: shall not be done. In unavoidable circumstances the Train may be backed only after
protecting the place upto which the Train is to be backed by placing Detonators.
10. After reaching the Station in advance with this authority,
 The LP shall stop at FSS
 Give a long continuous whistle
 If the delay exceeds 10 minutes, protect the Train and send ALP to Station.
11. SM can receive the Train by Taking OFF the reception signals after the Train come to a stop at
FSS. On arrival, the LP shall hand over T/C 602 to the SM.
12. Subsequent Trains can be started with T/C 602 at a clear interval of 30 minutes.
13. Entry for all the Trains shall be made in Red Ink in TSR.
14. Restoration:
a. Trains shall be worked in this manner until any one of the means of communication is
restored by S&T officials.
b. If anyone communication is restored, SM shall ensure the clearance of Block Section and
exchange a message with PN with other end SM in Form T/I 602 and then only can resume
normal working.
c. The same shall be advised to the Section Controller as well as and when the
communication with him is restored.
15. Reporting: Transportation Inspector of the Section to examine the records and send a
report to DRM/T within 7 days of resumption of communication.

117
 TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE [SR 6.02 (iv) (a)]

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

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

118
Caution order in T/D 602 is regarding,
1) The Line on which Single Line working is introduced.
2) Location of the obstruction.
3) Speed of first Train shall not exceed 25 KMPH.
4) LP to inform gatemen/ gang men enroute about S / L working.
5) Any other speed restriction available in the Block section.
 Before Starting the Train, starting Station SM shall obtain a PN from SCOR for each
Train and record the PN in remarks column of TSR in Red ink, before obtaining Line
Clear from SM in advance.
 On arrival of each Train with T/D 602, receiving station SM shall ensure complete
arrival of Train and communicate a PN to the SCOR.
10. While proceeding on the wrong line, LP to switch on flasher light.
11. If LP has not switched on flasher light, Train shall be stopped by Gang men / gate men /
Station staff.
12. Right direction
a. For despatch-all signals except LSS can be taken off with T/D 602.
b. For reception- at the next Station, can be received by taking ‘OFF’ the signal(s).
13. Wrong direction
For despatch,
a. Ensure the line of despatch, correct setting of points, clamping, padlocking.
b. T/511+T/D 602 and the Train shall be piloted out of the Station.
For reception,
a. LP shall stop the Train at the foot of the LSS of the same line or opposite of the FSS of the
adjacent line.
b. Ensure the line of reception, correct setting of points, clamping, padlocking.
c. Receive the Train by piloting on T/510.
14. On receipt of written certificate from the Engineering Official that the obstructed track is free
and safe for the passage of Trains
a. SM shall issue message to other Station(s) under exchange of PN.
b. In consultation with Controller, decide the Train after which normal working shall
be introduced. Then normal working shall be resumed.
15. The LP of the first Train shall inform all gatemen and gang men about the resumption of normal
working.
16. All the records shall be checked by the TI and a report shall be sent to DRM/T within 7
days of the resumption of normal working.

119
SOUTHERN RAILWAY

120
The station Master shall make the following endorsement on the face of T/510.
“You are hereby authorized to pass Outer/Home/Routing signal in the
ON position”.

121
 AUTHORITY TO PROCEED WITHOUT LINE CLEAR [SR 14.08 (i)]
1. It is issued as an Authority to Proceed under the following Abnormal Circumstances on both
Single and Double lines.
a. When PLCT/CLCT books lost / exhausted.
b. When Accident Relief Train is ready to enter the section which is occupied by a Trolley on
Form T/1518 with ‘Line Clear Refused’ Endorsement.
c. When SM incapacitated, the TMR of waiting Train shall issue this Form.
d. When a Train to enter the Block section which is already occupied by a Trolley on T/1518
Caution order protection and removal advice not received even after Sunset.
e. When the SM in advance is unable to give a PN at the time of giving Line Clear.
2. T.1408 Up direction is coloured PINK with Black Fonts and Down direction is coloured
WHITE with Black Fonts.
PREPARATION
3. SM/ TMR shall refer TSR, Train Message Books, WTT, Train Notice Register and
Caution Order Register before preparing this Authority.
4. Also he shall consult the Section Controller & SM at other end whenever
communication available.
5. T.1408 is prepared in Duplicate; all columns are filled without alterations and signed in full
by SM/TMR.
6. If any alterations it shall be cancelled and fresh one prepared. If the cancelled T.1408 is already
detached that should be pasted with the Duplicate copy.
7. If PN could not be obtained from other end SM for any reason, the word NOT
OBTAINED shall be written against the column for PN.
8. Original copy handed over to the LP, and LP & TMR after checking the correctness of T.1408
shall sign in full in Duplicate copy.
9. The Reason for issue of T.1408 shall be mentioned in the face of the Authority.
10. When SM incapacitated, the TMR shall,
a. Ensure that the Block section is clear of Trains.
b. Consult Controller.
c. Communicate other end SM & obtain a PN.
d. Prepare T.1408 & handover to LP duly getting his Signature in Duplicate.
e. Issue caution order after checking the Caution Order Register.
f. Issue an Authority to pass signal(s) at ON.
g. Make entries for the Train in TSR in RED ink.
h. If TMR not able to communicate other end SM & get a PN, he shall not start the
Train and try to keep in touch with Sr.DOM/ DSO of the division for further orders.

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SPEED
a. Single Line- 15 KMPH /Day, Clear weather; 10 KMPH/Night No clear weather.
b. Double Line- 25 KMPH /Day, Clear weather; 10 KMPH/Night No clear weather.
In all cases the LP shall keep a sharp look out and to stop short of any obstruction.
Reception of Train at Next Station
a. LP shall stop at FSS& give one long continuous whistle.
b. If no one turns up from Station for 10 minutes, ALP shall be sent to Station.
c. Train can be received by taking OFF signals.
TSR Entries
a. Entry for the Train started with T.1408 shall be made in Red ink in TSR.
b. When a Train arrives with T.1408, the Signature of TMR (LP-In case of LE) shall be obtained
in remarks columns of TSR.
c. For Each Train clearing the Section at either end, the SM shall exchange the following message,
Station where Train arrives with Other End Station
T.1408
No…My /Your Private Number… No …Your /My Private Number …
Train (No& description)…..cleared Understood, Train (No& Description)…
Section here at…Hours….minutes. Cleared section at yours at… Hours….minutes.

d. When cause for issuing T.1408 no longer exists, normal working can be resumed.
The SM who issues this authority shall send a Special Report to DRM about the circumstance
under which T.1408 issued.

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124
 TRAIN DIVIDED [GR/ SR 6.09]
1. When a Train stopped in Block section has to be divided due to,
a. Accident or
b. Inability to Haul the Train forward, the LP shall,
1) Apprise the TMR by giving o o whistle
2) Try to bring his Train to a stop at a level.
2. TMR& LP shall proceed to meet each other on the left hand side of the Train from BV and
Engine respectively.
3. If they decide to detach the Engine with or without a portion of a Train, Brakes shall be applied
for,
a) BV+ 12 vehicles- 1/400 or flatter
b) BV+ All vehicles-steeper than 1/400
c) Wooden wedges placed below the last pair of wheels on both ends.
4. TMR shall,
a. Prepare a Written permission on Form T/609 in Duplicate.
b. Mention the Last Vehicle Number of the Front portion.
c. Recover any Tangible ATP and sign for it in LP’s Rough Journal Book and Keep the same
till all the vehicles clear the section.
d. Hand over the original to LP getting signature in duplicate.
e. Send a written report to the SM in advance with details of occurrence& assistance required.
f. Tail Lamp/ tail Board shall not be fixed on the Last vehicle of Front portion.
5. At Night/ Thick / Foggy/ Tempestuous weather, when the Front portion is left, TMR shall,
a. Protect the Rear portion.
b. Fix a RED light in leading vehicle of the left portion.
6. The LP proceeding to the next Station shall
a. Stop at Outermost Facing points and
b. Warn the SM with 0 0 whistle, to indicate its incomplete arrival.
7. On receipt of the information, SM shall,
a. Acknowledge by waving Red Flag/ red Light, four times above head from side to side.
b. Advise the other end SM& Controller about the incidence.
c. Receive the Train but shall not clear the Block section.

125
126
8. On arrival, LP shall hand over T/609 to the SM and SM shall ensure the complete arrival of the
Front Portion by cross checking with T/609.
9. SM shall despatch the same Engine / Any other Relief Engine to clear the Rear Portion with
Stub Portion of T/609.
10. While returning to pick up the Rear Portion LP shall
a. Stop his Engine on sighting the Rear portion
b. Proceed further on TMR’s Hand signals for attaching.
11. After the Rear Portion brought out of section and the Section is clear, TMR shall hand over
a. Tangible/ Paper ATP, if any.
b. Prepare a certificate for section clear to SM
c. Get acknowledgement for both from SM.
12. If more than one split, the same procedure shall be followed for clearing each portion.
13. If Engine of a Passenger Train is unable to haul the load,
a. Engine shall not be detached.
b. Train shall be protected till relief Engine arrives.
c. Inform Controller/ nearest Station for arranging relief.

TRAIN PARTING [GR/SR 6.08]

1. If any portion of a Train is parted while in motion,
a. LP shall not stop the Front portion and
b. Keep running until he is aware that the Rear portion brought to stop
c. Whistle o o to inform the TMR.
2. The TMR in rear portion shall
a. Take all efforts to prevent collision.
b. Try to stop the rear portion.
c. After stopping, promptly protect the parted portion.
3. As soon the rear portion come to a stand the TMR of the Train shall protect it.
4. Show Parting Signal to LP by Waving Green Flag by Day or a White Light by Night up and down
vertically as high and as low as possible.
5. When both the portion are brought to a stand within sight of each other, if it is possible to
couple them, all efforts shall be taken by TMR& LP to couple and then start the Train.
6. If the parted Front portion reaches the Station in advance the LP shall,
a. Give o o to warn the SM
b. Not give any Authority with him to SM.

127
7. The SM shall
a. Receive the Train on vacant line
b. Inform rear end SM that Train is parted and may roll back to his Station.
8. If the Rear portion following the Front portion SM shall
a. Place Detonators to attract the TMR
b. Take all efforts to stop the Rear portion by heaping up earth on rails/ other suitable means
c. Or divert it to other vacant/ siding line.
9. If the SM notices a Train running in two or more portions he shall attract the LP &TMR by
waving Green Flag by Day or White Light by Night Up and Down vertically as high and as low as
possible and take action as per Train parting procedures.
10. Whenever the LP reaches the other Station with parted Front portion, he shall not, hand over
any Tangible authority to SM until TMR certifies that the Section is clear.
11. The same shall be given in writing to the LP and then only the LP shall hand over such authority
to SM.
12. If Parted portion not reached either Stations, a relief engine may be started only after a lapse of
30 minutes+Running time of the slowest goods train.
13. To clear the Rear portion, SM shall start relief Engine with
a. Stub portion of T/609, if Front portion arrives with T/609 OR
b. T/A 602
14.SM shall issue Caution Order to following Trains into the affected Block Section. The LP to
report about any misalignment/ distortion of the Track to other end SM to take suitable action.

128
 SALIENT FEATURES OF THE AUTOMATIC BLOCK SYSTEM
1. Line between Two adjacent Block Stations shall be provided with Continuous Track Circuiting
or Axle Counters.
2. If required, it may be divided into a series of Automatic Block Signalling Sections.
3. Automatic Block Signalling Section is the portion of the running line between two consecutive
Stop Signals.
4. Entry into such Signalling Section is governed by a Stop Signal.
5. Track Circuits or Axle Counters shall control the Stop Signal in such a way that the Signal shall
automatically assume ,
i) ON aspect, as soon as it is passed by the Train or occupation of track
ii) OFF aspect, if the line is clear upto,
a. Next Stop Signal in advance+ adequate distance- Double line
b. Next Automatic Stop Signal or Manual Stop Signal in advance+ adequate distance -
Single line
6. The Adequate distance shall be not less than,
 120m- Double line and 180m- Single line
 May be reduced by CRS.
On Single line Automatic Block system:
7. Train shall be started from one Block Station to another only after establishing the Direction Of
Traffic (DOT).
8. DOT shall be established only after obtaining Line Clear from the Block Station in advance.
9. Line Clear shall be given by a Station only if the line is clear upto its FSS + an Adequate
distance beyond it..
10. After establishing DOT:
a. All Stop Signals against the DOT shall be at ON.
b. Movement of Trains into each Automatic Block Signalling Section shall be controlled by
the concerned Automatic Stop Signal.

129
 FIXED SIGNALS

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

1. AUTOMATIC STOP SIGNAL

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

130
 5. On Single lines : Minimum Equipment of signals (C. Memo 02/24)
a) Home
b) Starter
(Manual Or Semi-Automatic stop signal)
c) An Automatic stop signal in rear of the Home signal of the station.
(Under Approved Special Instructions, the Automatic Stop Signal may be dispensed with)
6. Conditions for taking OFF Home signal - When a train is approaching a home signal, otherwise
than at a terminal station, the signal shall not be taken ‘off’ unless the line is clear not only upto the
starter but also for an adequate distance beyond it and in addition for automatic working, direction of the
block section ahead is not set in opposite.
7. Conditions for taking OFF Last Stop Signal - The LSS shall not be taken ‘OFF’ for a
train unless the direction of traffic has been established and the line is clear upto
the next automatic stop signal, or when the next stop signal is a Manual or Semi-
Automatic stop signal for an adequate distance beyond it.
8. If the King Knob is in Normal position:
a. It works as a Manual Stop Signal.
b. A Marker light is extinguished.
c. Points can be set for Main line or Loop line.
d. Rules applicable for Manual Stop Signal shall be followed.
3. SEMI-AUTOMATIC GATE STOP SIGNAL
1. It protects LC Gate.
2. It is controlled by
a. LC Gate
b. Condition of Signalling Section ahead.
3. It is identified by G Marker and Illuminated A Marker.
4. It may have 3 positions as follows:
i) A Marker is not lit &Signal is at ON:
a. Gate is in open condition.
b. LP shall follow the Rules applicable for passing Gate Stop Signal with G Marker at ON.
c. After passing LC Gate, LP shall follow the Rules applicable for passing Automatic Stop
Signal at ON.
ii) A Marker is lit &Signal is at ON:
a. Gate is closed.
b. Relevant Signalling Section + Adequate Distance is occupied / failed.
c. LP shall follow the Rules applicable for passing Automatic Stop Signal at ON.
iii) A Marker is lit & Signal shows OFF aspect
Gate is closed and signalling section ahead is clear upto next Signal + Adequate Distance.

131
 4. MODIFIED SEMI-AUTOMATIC STOP SIGNAL

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

5. MANUAL STOP SIGNAL

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

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 SIGNAL FAILURE IN AUTOMATIC AREA

FAILURE OF SEMI- AUTOMATIC STOP SIGNAL

1) RECEPTION SIGNAL
1. LP / Motorman shall stop in rear of the Signal.
2. If A Marker light is lit: LP / Motorman shall follow the Rules for passing Automatic Stop
Signals at ON.
3. If A Marker light is not lit,
It is treated as manual stop signal and SM shall ensure,
a. Line of reception is clear upto usual berthing place / starter
b.Points lying on the route of reception are correctly set, clamped and padlocked
c. LC gates if any closed against road traffic
d.Conflicting signals kept at ON
e. Conflicting movements shall be stopped and
Then authorise by,
a) Taking OFF-Calling-on Signal.
b) Message + PN through SPT.
c) T/369(3b) at the foot of the Signal
2) DESPATCH SIGNAL
1. LP / Motorman shall stop in rear of the Signal.
2. If A Marker light is lit: LP / Motorman shall follow the Rules for passing Automatic Stop
Signals at ON.
3. If A Marker light is not lit:
It is treated as manual stop signal SM shall ensure,
a. Line of despatch is clear upto next stop signal or 1st signalling section is clear
b.Points lying on the route of despatch are correctly set, clamped and padlocked
c. LC gates if any closed against road traffic
d.Conflicting signals kept at ON
e. Conflicting movements shall be stopped and
Then authorise by,
a) Calling-on Signal where provided
b) T/369(3b) and a PHS at the foot of the Signal, if the signal controls the
departure of the Train from the station.
4. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.

133
FAILURE OF MANUAL STOP SIGNAL

RECEPTION STOP SIGNAL

1. SM shall ensure,
a.Line of reception is clear upto usual berthing place / starter
b.Points lying on the route of reception are correctly set, clamped and padlocked
c. LC gates if any closed against road traffic
d.Conflicting signals kept at ON
e. Conflicting movements shall be stopped and
Then authorise by,
a) Taking OFF-Calling-on Signal.
b) Message + PN through SPT.
c) T/369(3b) at the foot of the Signal

DESPATCH STOP SIGNAL

1. SM shall ensure,
a) Line of despatch is clear upto next stop signal or 1st signalling section
b) Points lying on the route of despatch are correctly set, clamped and padlocked
c) LC gates if any closed against road traffic
d) Conflicting signals kept at ON
e) Conflicting movements shall be stopped and
Then authorise by,
a) Calling-on Signal where provided
b) T/369(3b) at the foot of the Signal
2. Speed & precautions as prescribed for passing Automatic Stop Signals shall be followed.

134
 B. AUTOMATIC BLOCK SYSTEM ON SINGLE LINE
‘OFF’ Aspect of the
1 Normal Normal Speed.
working. LSS.
DOT established Prescribed Memo +
2 and LSS alone PN as per Para 9.05 Normal Speed.
fails. (iii) (i) of BWM
DOT cannot be First Train:
established 25KMPH (When view ahead isclear)
[SR.9.12/6]
3 T/D 912.
(BWM 9.05) 10KMPH (When view ahead is
If declared as not clear)
prolonged failure Subsequent Trains:
by Sr.DOM/DOM Normal Speed
Speed: For cases BWM
9.05 (i) (e), (f) and (g) only, 1st
For Control Train: Not exceeding 15 KMPH,
PLCT+ Prescribed
4 Panel Failure Memo day visibility clear. 10KMPH, Night,
[BWM 9.05(ii)] Visibility not clear.
Subsequent Trains:Normal
Speed
Relief Engine to
clear rear Day (Clear View): 15KMPH.
portion of Goods Stub Portion of T/609+ Night (or View ahead is notclear):
5 Prescribed Memo 10KMPH.
Train when the
front portion
arrives with
T/609
Day (Clear View): 15KMPH.
Night (or View ahead is notclear):
To open communication: 10KMPH.
Total T/B 602 + T/A 912 In thick, Foggy or tempestuous
6 interruptionof weather or dust
communication. storm: Piloting.
Train to Station in
[SR.9.12/4] advance – CLCT + T/A
912 Speed: Refer SR 6.02(ii)
{CLCT: T/G 602 (Up),
T/H 602 (Down)}
Rail fracture/ Day (Clear View): 15KMPH.
Weld failure T/A 602 +
(with Prescribed Night (or View ahead is notclear):
7 Engineering Memo as per 10KMPH.
officials) or Para 9.05 (iii) (f)
Relief of BWM In thick, Foggy or tempestuous
Engine/Train in weather or duststorm: Piloting
to an obstructed
Block section

135
 SINGLE LINE- PRESCRIBED MEMO FOR LSS ALONE FAILS

SOUTHERN RAILWAY
AUTHORITY GIVEN TO THE LOCO PILOT DURING FAILURE OF LSS
Station: Date:
To, The Loco Pilot of Train (Number and description) ………………….
This is to certify that the correct ‘Direction of Traffic’ has been established between my Station and
………….... Station. The Signalling Section up to the Automatic / Semi-Automatic Stop Signal
protecting the Level crossing Gate Number............ in advance is clear. You are authorized to
proceed up to the Home Signal of............. Station, duly observing the aspects of Automatic /
Semi- automatic Stop Signals protecting the Level crossing Gates enroute, passing the UP /
DOWN Last Stop Signal Number ............ at my Station in the ‘ON’ position.
Private Number received from ……… station is …….. (In figure) ............... (In words).

Signature of the Loco Pilot Signature of the Station Master

SINGLE LINE- CONTROL PANEL SUSPENSION OCCASIONS

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

PROCEDURE FOR WORKING OF TRAINS DURING CONTROL PANEL FAILURE OR

SUSPENSION- ON SINGLE LINE
1. Whenever Panel working is suspended or failed, Messages shall be exchanged between
concerned Stations.
2. T/D 912 shall be issued to the LP as ATP.
3. It includes Authority for passing intervening Signals at ON.
4. It shall be ensured that only one Train is allowed into the Block Section.
5. If the Block Indictor Arrow/LSS Indicator is Red even when the Block Section is clear of Trains.
6. A Caution Order shall also be issued for the 1st Train entering the Block Section to observe the
following Speed Restrictions,
a. 15 Kmph during day, visibility is clear.
b. 10 Kmph during night or when visibility is not clear.
c. In thick or foggy or tempestuous weather,
1) Walking speed

136
 2) Whistling repeatedly
3) Piloted by two men on foot with HS & Detonators.
d. During Head light failure: Train shall be piloted by Railway servant with Detonators and
exhibiting a Red Hand Signal ahead; and
e. Loco Pilot shall keep a sharp look out at all times and be prepared to stop short of any
obstruction.
7. Whenever Written Authority to proceed is issued to LP, he shall ensure Hand Signals at,
a. Manual / Semi- Automatic Stop Signals protecting Points.
b. LC Gates, by the Gateman after its closure.

SINGLE LINE- PRESCRIBED MEMO FOR PASSING,

AUTOMATIC /SEMIAUTOMATIC -STOP SIGNALS PROTECTING THE LEVEL
CROSSINGS AT ‘ON’

SOUTHERN RAILWAY
AUTHORITY FOR PASSING THE AUTOMATIC STOP SIGNALS/SEMIAUTOMATIC
STOP SIGNALS PROTECTING THE LEVEL CROSSINGS IN THE ‘ON’ POSITION
Station: Date:
To The Loco Pilot of Train (Number and description) ………………….
You are hereby authorized to pass all Automatic Stop Signals/Semi- Automatic Stop signals
protecting the level crossing Gates at ‘ON’ and proceed to ..................... Station in advance,
duly observing the Hand Signals from the Gateman at the level crossings, if any, in the Block
Section subject to other speed restrictions in force.

Signature of the Loco Pilot Signature of the Station Master

137
 A. AUTOMATIC BLOCK SYSTEM – DOUBLE LINE.
AUTHORITY TO
No. CIRCUMSTANCES PROCEED SPEED

‘OFF’ Aspect of
1 Normal Speed.
Normal working Semi-Automatic/
Manual Stop Signal.
Up to next Automatic / Semi
T/369(3b) + PHS*
Despatch Stop Signal Automatic Stop Signal:
2 [PHS reqd if the
Failure –15KMPH- Precautions for
signal protects any
points] passing Automatic stop signal at
ON to be followed.

Prolonged failure of First Train:

Signals When 25KMPH (When view ahead isclear)
Communication is 10KMPH (When view ahead isnot
3 available T/D 912
[SR.9.12/2(A)] If clear)
declared as Subsequent Trains: NormalSpeed
prolonged failure
by Sr.DOM/ DOM

Total Interruption of 15KMPH (When view aheadis clear)

Communication T/B 912. 10KMPH (When view aheadis not
4
[SR.9.12/2(B)] clear).

Right Line: First train: 25KMPH. Subsequent

For all Trains Trains: NormalSpeed.
5 Single Line Working T/E 912*
[SR.9.12/3]
First train: 25KMPH.
Wrong Line:
Subsequent trains: NormalSpeed.
T/E 912.

* For Subsequent Trains in Right direction, Station Master shall however strike outthe
“Line Clear Ticket” portion in the authority T/E 912
Rail fracture/ Weld failure (with Engineering officials) or Relief Engine/Train
into an obstructed Block section and Departmental Trains duringLine
Block[SR.9.12 (v)]
6
.
a)When Communication T/C 912
15KMPH (When view aheadis clear).
available
10KMPH (When view aheadis not
clear).
b)When Communication not T/B 912
available

138
 DOUBLE LINE - FAILURE OF ALL SIGNALS WHEN COMMUNICATION IS
AVAILABLE (T/D 912)
Sr.DOM/DOM shall decide failure of signal/s as a prolonged failure of signals in the following cases-
 Failure of signal/s occurring in an area consisting of two or more block stations worked under
Automatic Block system which is likely to last for some time as advised in writing by the officials of
S&T department, with the approval of Sr. DSTE/ DSTE concerned, to the section controller of the
division; OR
 In case of the failure of signal/s causing or expected to cause serious delay in train operations on
account of working during such failure in accordance with rule 9.12/1.

The following procedure shall be adopted for train working in case of prolonged failure of signal/s-
1. SCOR shall advise the SM regarding prolonged failure of signals under exchange of PN.
2. SM shall advise-
 LP/Motorman & TMR of trains about to enter into the section.
 SM of other end of the affected block section.
3. PREPARATION:
 Section between two block stations shall be treated as a single block section.
 All the trains dispatched into the affected block section have completely arrived at the station
in advance.
 The reception/ despatch (semi- automatic/manual stop) signals of both stations shall be put
in manual mode and in ON position.
 Message shall be exchanged by the SMs about the suspension of automatic working under
exchange of PN.
 Line clear shall be obtained by anyone of the means of communication (Station to Station
fixed telephones/Fixed telephone such as Railway auto phone & BSNL/Fixed Telephone with
CUG sim/Control Telephone/VHF)
 Whenever line clear is obtained/granted by a means of communication other
than Track circuit/Axle counter, the system of calling station name, followed by
establishing identity of the Station master by cross checking Private numbers
given for the last Preceding train shall be adopted.
 SM of station in advance shall not grant line clear unless-
 The whole of the last preceding train has arrived complete.
 The Semi-Automatic/Manual Reception Stop Signal has been put back to ‘ON’.
 The line is clear up to the Semi-Automatic/Manual Reception Stop Signal + 180mts
 The private number/s shall be exchanged with on duty gatemen, for closure of the
level crossing gate/s under his control.
 The points of outlying sidings/ turnouts under his control are correctly set and locked.
 SM of despatching end shall ensure-
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  Closure of LC gate/s under exchange of PNs.
 Points are correctly set, clamped & padlocked.
4. ATP shall be issued during prolonged failure of signal is T/D 912.
5. It contains-
 Authority to proceed
 Authority to pass departure signals (starter)/ all intervening automatic stop signals/ semi-
automatic stop signals/manual/ gate stop signals.
 Distinguishing numbers of all the above signals
 Caution order-
 Speed of 1st train to 25 KMPH- when the view is clear & 10KMPH when the
view is not clear (fog/curve/ any other reason).
 15 KMPH- over facing points
 Normal speed- for 2nd and subsequent trains.
6. While on run LP shall-
 Keep a sharp look out
 Observe PHS before passing starter/ manual/ midsection gate stop signal.
 Ensure closure of LC before passing it.
7. At station in advance, train shall be received by clearing Semi-Automatic/Manual Reception Stop
Signal/Calling-on signal.
8. During failure of Semi-Automatic/Manual Reception Stop Signal/Calling-on signal, train shall be
received issuing T/369(3b).
9. Clearance of each train shall be intimated to-
 SM in rear under exchange of PN
 SCOR
10. Subsequent trains may be permitted to run at normal sectional speed.
11. Resumption of normal working:
 S&T officials shall advice it in writing.
 SCOR’s permission to be obtained.
 Arrival of last train dispatched during failure to be ensured by both SMs & message shall be
exchanged under exchange of PN.
 Intimation of restoration shall be given to SCOR under exchange of PN.
 TI shall submit a report to Sr.DOM/DOM within 7 days of the resumption of normal working.

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141
 FAILURE OF ALL SIGNALS WHEN COMMUNICATION IS NOT AVAILABLE
(T/B 912)
1. When LINE CLEAR cannot be obtained through anyone of the means of communication (TC/AC/ station
to station fixed telephone/ railway auto phone/ BSNL/ fixed telephone with CUG/ Control telephone/ VHF
sets) & failure of automatic signalling-
 The movements between two stations shall be controlled by SM of either side.
 All the points over which train will run shall be correctly set & locked.
 LP/Motorman/TMR shall be advised of the circumstances.

2. SM shall issue T/B 912. it contains-

 Authority to proceed without line clear.
 Authority to pass departure signals (starter)/ all intervening automatic stop signals/ semi-
automatic stop signals/manual/ gate stop signals.
 Distinguishing numbers of all the above signals
 Caution order-
 15 KMPH- when the view is clear & 10KMPH when the view is not clear
(fog/curve/ rain any other reason).
 15 KMPH- over facing points.

3. On run,
I. LP shall-
 Observe PHS before passing starter/ manual/ GSS
 Ensure the closure of gate before passing it
 Keep a sharp look out
 Use engine whistle freely
II. Train shall be piloted by ALP/TMR with hand signals for piloting when the view is not clear.
III. Ensure the clearance of a tunnel before enter into it.
IV. TMR shall-
 Keep a sharp look out in rear
 Exhibit hand danger signal to prevent the approach of a train from rear side.
 Switch ON side and tail lights/lamps on DEMU etc before entering a section where tunnels
are available
 Protect train as per GR 6.03 whenever the train is unable to move further due to any reason.

4. While approaching the next station, LP shall-

 Stop at semi- automatic/manual stop signal.
 Give one long whistle.

5. Train shall be received by issuing T/369(3b).

6. Subsequent train shall be allowed to enter into section after a clear interval of 25 minutes.
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7.Trains must continue to work on this system until either the signals are put right OR any one of the means
of communications is restored by the S&T officials in writing.

8.As soon as the signals and communication are put right, normal working of trains shall be resumed.
9. When signals continue to remain in-operative but any of the means of communication is restored, the
Station Masters at both ends shall exchange a message under exchange of PN (for the complete
arrival of last train which started during failure) and procedure for prolonged failure of
signals but communication shall be followed.
10. Clearance of each train shall be intimated to-
 SM in rear under exchange of PN
 SCOR

11. Same procedure to be followed till the failure of all signals is restored.
12. TI shall submit a report to Sr.DOM/DOM within 7 days of the resumption of normal working.

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144
 SENDING RELIEF ENGINE/TRAIN INTO AN OBSTRUCTED SECTION ON D/L
(T/C 912)
1. Any number of Relief Engines/Trains can be allowed with Form T/C 912, to enter
the obstructed Block Section from either end.
2. SM shall cross check, TSR, Train message books, WTT, Train notice register and WTT and
prepare T/C 912 in duplicate and hand over to LP.
3. TMR’s signature also shall be obtained on the duplicate copy.
4. T/C 912 contains
a. Authority to proceed for Relief Engine/ Train into an Automatic Section.
b. Caution Order restricting the Speed to
1) 25 Kmph over straight when view ahead is clear.
2) 10 Kmph when the view ahead is not clear due to curve, rain fog etc.
3) 15 Kmph over facing points
6. Along with T/C 912 is also issued to pass Non-governing LCs/Signals.
7. For passing station despatch signals, separate T/369(3b) shall be given to the LP.
8. If the Train is started from non- signalled line, it shall be piloted out with T/511 by a
competent railway servant.
9. LP shall proceed up to the location and guided by the instructions of competent authority at
site.
10. LP shall
i) Keep a sharp look out and use engine whistle freely.
ii) Be prepared to stop short of any obstruction.
11. Train shall be piloted through a Tunnel.
12. LP shall stop his Train at the FSS or LSS pertaining to the wrong line of the next Station.
13. Right direction Trains shall be received into the station by taking ÓFF Signals.
14. Wrong direction Trains shall be stopped at same line LSS or adjacent line FSS whichever
comes first and then received on the Non-Signalled line by piloting on T/510.
15. On arrival at a station, TMR shall sign in remarks column of TSR. In case of Light Engine, LP
shall sign.

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146
 SINGLE LINE WORKING ON DOUBLE LINE AUTOMATIC BLOCK SYSTEM
When it is desired to introduce temporary single line working on double line-
1. Station Master at one end of the affected section shall-
 Receive reliable information in writing that one line is clear.
 If there is a reason to suspect that the line over which temporary single line working is to be
introduced is also fouled or damaged, single line working on double line shall be introduced
only after engineering official not below the rank of SSE/JE (P. Way) has inspected that
section and certified.
 Consult with the Section Controller and the Station Master of the station at the other end.
2. Sr. Divisional Operations Manager / Divisional Operations Manager (in-charge) shall-
 Introduce single line working on double line.
 Nominate stations at both end of affected block sections provided with cross over.

PREPARATION
3. The despatch (semi- automatic/manual stop) signals of both stations shall be put in manual mode
and in ON position before the introduction of single line working on double line (for the entire
duration of TSL).
4. The reception (semi- automatic/manual stop) signals of both stations shall be put in manual mode
and in ON position before the introduction of single line working on double line (initially).
5. Line clear shall be obtained through anyone of the means of communication (Station to Station fixed
telephones/Fixed telephone such as Railway auto phone & BSNL/Fixed Telephone with CUG
sim/Control Telephone/VHF)
6. Whenever line clear is obtained/granted by a means of communication other than
Track circuit/Axle counter, the system of calling station name, followed by establishing
identity of the Station master by cross checking Private numbers given for the last
Preceding train shall be adopted.
7. The Station Master proposing single line working on double line shall-
 Ascertain that one of the lines is clear for the passage of traffic.
 Issue a message under exchange of private Number, containing the following information, to
the Station Master at the other end.
 Cause of introduction of single line working
 Place of obstruction
 The line by which single line working is proposed
 The source of information that the said line is clear
 Restriction of speed, if any, on the line
 The number and timings of the last train which arrived/left the station nominated.
8. Line clear shall be obtained on available means of communication.
9. SM of station in advance shall not grant line clear unless-
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  The line is clear not only up to the semi-automatic/ manual stop signal+ 180 mts
 The points of outlying sidings/ turnouts under his control are correctly set and locked.
 The private number/s shall be exchanged with on duty gatemen, for closure of the level
crossing gate/s under his control.

10. WRONG DIECTION:

 For each first train running in the wrong line, line clear shall be asked/granted only after
ensuring that all the trains running in the right line have completely arrived under exchange
of PNs.
 SM shall exchange PN s with GK/s for all trains running in the wrong direction.
11. RIGHHT DIRECTION:
 For every first train in the right line-
 Line clear shall be asked/granted only after ensuring that all the trains running in the
wrong line have completely arrived under exchange of PNs.
 SM shall exchange PN s with GK/s
12. T/E 912 is the authority and it contains-
 Line clear ticket
 Distinguishing numbers of departure/automatic/ modified semi-automatic/ manual/ gate
stop signal / non governing signals
 Caution order. it includes-
 The line on which the train or LE is to run
 Location of obstruction
 Any other speed restriction in force
 Instruction to consider the automatic stop signals in the wrong line as out of use
 Piloting of trains duly clamping and padlocking of points when starting a train on
wrong line
 Location of neutral section if any
13. DESPATCH- RIGHT DIRECTION
 LSS shall be kept at ON
 ATP for 1st train- T/E 912
 2nd and subsequent trains- T/E 912 (line clear ticket portion to be scored out) & follow
automatic signals
 For starting 2nd train- 1st train should reach the station in advance
 Subsequent trains shall be started when the first signalling section + adequate distance of
NLT 180 mtr is clear.
 For starting every train- SM in rear shall advise SM in advance about the dispatch of train
under exchange of PN

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  Speed of every 1st train- 25 KMPH, Subsequent trains- sectional speed, over facing points- 15
KMPH

DESPATCH- WRONG DIRECTION

 ATP for all the trains- T/E 912
 Speed of every 1st train- 25 KMPH, Subsequent trains- sectional speed, over facing points- 15
KMPH
 LP of 1st train to stop & inform all GK & gangmen about the introduction of single line
working on double line
 An endorsement shall be made on T/E 912 about 1st train
14. ON RUN, LP shall-
 Observe PHS while passing starter/ semi-automatic/ gate stop signal
 Switch ON flasher light.
 Ensure closure of LC before passing it.
15. RECEPTION OF TRAINS
 RIGHT DIRECTION-
 Train shall be received by taking off manual/semi-automatic stop signal.
 During failure of manual/semi-automatic stop signal- train shall be received by
issuing T/369 (3b)

RIGHT DIRECTION
LP shall-
 Stop before the point opposite semi- automatic/ manual reception stop signal
of adjacent line OR semi- automatic/ manual despatch stop signal of same line
OR any shunt signal protecting the outermost cross over whichever comes
first.
 Sound one long whistle

SM shall-
 Issue T/510 after satisfying all the points are correctly set, clamped & padlocked.
 Train shall be piloted.
16. RESUMPTION OF NORMAL WORKING:
 On receipt of written information that the line is clear and free from obstruction, SM shall
issue message to other end station under exchange of PN
 Normal working shall be introduced in consultation with SCOR
 Double line working introduced time and normal working resumed timings shall be Entries
be made in TSR .
 TI shall send a special report to Sr.DOM/DOM within 7 days of resumption of normal
working.
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150
151
 AUTHORITY TO PASS AUTOMATIC/SEMI-AUTOMATIC/MANUALLY
OPERATED/ GATE STOP SIGNALS
&NON-GOVERNING SIGNALS
(T/A 912)
1. T/A 912 is issued during failure of automatic signalling on Double line sections.
2. It is printed on a white paper with blue fonts and prepared in duplicate.
3. Original copy is issued to LP and LP & TMR shall sign on the duplicate copy.
4. LP is authorised to pass all governing/non-governing
a. Automatic stop signals.
b. Semi-automatic/Manually operated signals on being hand signalled.
c. Gate stop signals on being hand signalled at the level crossing gates.
5. It is not issued as single individual authority and always issued along with,
 T/C 912.
 PLCT (When issued for wrong direction trains during single line working on double line
automatic area)
MOVEMENT AGAINST DIRECTION OF TRAFFIC
1. Generally, it is not permitted in Automatic area.
2. In unavoidable circumstances, Train shall be moved against DOT by following the procedures
below,
a. LP shall contact the Controller through TPC on the field telephone.
b. Controller shall advise the Station in rear under exchange of PN.
c. SM in rear shall
 Not permit any further Train and
 Advise the SM in advance.
d. Controller shall issue a Numbered Message with PN to the LP.
e. LP shall
 Record it in Rough Journal Book and
 Get the signature of TMR.
f. TMR shall Show a continuous PHS to LP.
g. Speed shall not exceed 10 Kmph.
3. If following Train(s) have already entered behind the Train, all the Trains shall be backed by
following the above procedure.
4. If Controller cannot be contacted:
a. Nearest SM shall be advised by sending ALP/GD.
b. Train shall be backed only after getting a message from the SM with Signature & Seal.
5. Reception during Backing,
a. On Single line, Train shall be received by taking OFF the HOME Signal.
b. On Double lines, Train shall be piloted into the Station after,
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 1) Stopped at Manual/Semi-Automatic Despatch Stop Signal of the same line OR
2) Opposite to the Automatic/Semi-Automatic Reception Stop Signal of the other line
whichever comes first.

ENGINEERING WORKS
WORKS OF SHORT DURATION [SR 15.09(i)]
1. Works of Short Duration means,
a. Any Engineering work
b. Commenced and completed between Sunrise and Sunset.
c. And no imposition of Speed Restrictions thereafter.
2. INSIDE STATION LIMITS:
a. JE/P Way shall give a request to SM in writing.
b. SM shall consult the Controller (SCOR) and permit in writing.
c. The concerned line shall be isolated by setting, locking and padlocking the Points against
the line and the keys shall be handed over to JE/P Way.
d. If the line cannot be isolated, the work spot shall be protected by Detonators, Banner
flags and Hand signals.
e. On completion of the work, the JE/P Way shall advise the SM & return the padlock key.
3. OUTSIDE STATION LIMITS:
a. JE/P Way shall advise the SM in writing.
b. SM shall inform the SCOR, if permitted advice other end SM and SM at the Notice
Station to issue Caution Order to all Trains.
c. Advise the JE/ P way in writing.
d. Work Spot shall be protected,
 On Single Line on both Directions
 On Double Line as per DOT
e. Protection
1) One Flag man with Hand Danger Signal at 30m from Work Spot.
2) Banner Flag and a Flag man with Hand Danger Signal at 600m form Work
Spot.
3) 3 Detonators at 1200m from Work Spot, 10m apart.
4) A Flag man with Hand Danger Signal at 45m from last Detonator.
TRAIN PASSING THE WORK SPOT
1. LP shall stop at the Hand Danger Signal.
2. Flagman shall remove 3 Detonators and allow the Train with Proceed with Caution.
3. After the passage of the Train Detonators shall be replaced.
4. Then LP shall stop at Banner Flag.
5. Flagman shall remove Banner Flag on getting Proceed with Caution from the Flagman
near to the Work spot and show Proceed with Caution.
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6. After the passage of the Train Banner Flag shall be fixed again.
7. If Stop Dead is not required at the Work Spot, Proceed with Caution Hand Signal
shall be given at 30m and also at 800m.
8. LP shall pass the Work Spot at the Speed mentioned in Caution order.
WORKS OF LONG DURATION [SR 15.09 (iv)]
1. Works of Long Duration means,
 Any Engineering work
 Extends for few days and
 Speed Restrictions continue to be in force.
2. Works of Long Duration with Imposition of Speed Restrictions
Temporary Engineering Indicators shall be provided to protect the work spot as follows,
a. Caution indicator at 1200m in rear of Work spot.
b. Speed Indicator at 30m in rear of Work Spot, indicating the Speed at which the
Train to pass.
c. Termination Indicator in advance of Work Spot at a distance equal to the
length of longest Goods Train in the section.
3. Works of Long Duration requiring STOP DEAD at Work Spot
Temporary Engineering indicators shall be provided to protect the Work Spot as follows,
a. Caution Indicator at 1200m in rear of Work spot.
b. Stop Indicator at 30m in rear of Work Spot.
c. Termination Indicator in advance of Work spot at a distance equal to the
length of longest Goods Train in the Section.
Train Passing
1. LP shall stop the Train at Work Spot and then Engineering Watchman shall give him ER-7
Book to LP.
2. LP shall fill up Date, Train No & affix his signature and return the book to Watchman.
3. Then the Watchman shall show a Proceed with Caution Hand signal.
4. LP shall restart the Train and proceed cautiously at a Speed not exceeding 10KMPH.

5. During Night, Engineering Indicators are of,

 Non Reflective Type- shall be lit.
 Reflective Type- shall not be lit.
6. SM on either end shall issue Caution Order to all Trains.

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 LINE BLOCK (GR 15.06)
Line Block means
 Totally obstructing a portion of the running line
 For considerable duration
 To carry out Engineering works
During Line Block Traffic trains shall not be permitted into the block section.
APPLICATION
1. Engineering Official not below the rank of JE/P.Way to apply in prescribed format to
DRM through SM, at least 24 hours in advance with following details,
i) Between Stations
ii) Location with KM
iii) Nature of work
iv) Duration
v) Whether portable telephone provided
vi) Whether location is in Level or Gradient
vii) Last Train after LB required
2. SM shall relay the message to DRM.
3. DRM will consider
 The Traffic in the Section
 Ensure the detention to Trains are minimum & then
 Permit the work.
LB messages exchanged between the Station Master and the Section Controller
should be recorded in full, in the prescribed register at both ends.
PERMISSION
1. Once permitted, SM shall,
a. Copy the LB order on each page of the TSR, Train Message Books when in use, in red
ink in bold handwriting till the work is commenced (or last Train mentioned enters the
Block section).
b. SM shall convey the LB order/ Certificate verbatim given by the SCOR in a
separate memo to JE/SSE/ PWay.
c. Remove the shunt key at both ends.
d. Place Line Block Collars on the LSS knob, Line Block Cap on Block
Instruments.
e. Advise the LB order other end SM& to Engineering Official with
acknowledgement.

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COMMENCING:
1. The Train mentioned in LB order shall be stopped out of course.
2. To TMR: LTC issued in duplicate, addressed to NONE. One copy to Engineering official at
the work spot and acknowledgement copy to other end SM.
3. To LP: A Caution order issued to stop at the Work spot & Other Station.
4. LP to stop the Train on getting StopHand signal at work spot. Hand over one copy of LTC to
Engineering official, hand over the acknowledgement to other end SM.
5. If TMR lost the LTC, he shall declare that and Engineering official shall issue a
written memo to DRM, stating that LB commenced as per the LB order.
6. If Engineering official not available at work spot, both copies handed over to other end SM.
7. If the work spot located on a gradient, not connected with portable telephone, work shall
be commenced only after,
a. Running time + 10 minutes for Passenger Train.
b. Running time + 15 minutes for Goods Train.
8. It is the responsibility of the Engineering Official not to commence the work till he
gets LB permitted message.
9. After LB commenced, entries in TSR made in Red ink below last Train entry duly
advising other end SM.
TRAINS PERMITTED
1. Traffic Trains – Not permitted
2. Departmental Trains:
a. Any number of Trains, authorised in writing by Engineering Official can be started from
either end.
b. Before starting, SM to suspend Block Instrument working.
c. Exchange numbered message with other end SM.
d. Authority: T/A 602 for Departmental Trains; T/ 465E f0r Track Machines
LB-EXTENSION
1. If Engineering official wants LB extension, that shall be relayed to DRM.
2. If permitted, entries in TSR made in Red ink.
3. Till the extended time Trains are not permitted.
4. If even after the permitted time, NO Extension or Removal advise received,
a. A Traffic Train waiting can be started with Normal Authority + Caution Order.
b. LP shall proceed cautiously throughout the entire Section.
LB- REMOVAL
1. After LB completed it shall be immediately advised to SM in writing.
2. After removal advise received from Engineering Official, SM to ensure,

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 a. All departmental Trains entered the Section should have cleared Section at
any end.
b. Exchange numbered message to that effect& LB removal message also in TSR.
c. Reinsert Shunt key & Resume normal working.
ON DOUBLE LINES
1. Same procedures followed in Double line also.
2. If one line only to be obstructed for considerable period, temporary single line working on
double line may be introduced.
3. If both lines to be obstructed, before giving LB permission, SM to ensure that both lines are
clear of Trains. Then permit the work.
4. Only if it is specifically asked by the Engineering official, SM shall issue caution
order to Trains running on adjacent line, regarding the LB in force.
ROLLING BLOCK – For advance planning of traffic/power blocks or disconnections
including NI working for 52 week duration.
 For maintenance and asset repair or replacement or creation work.
 One week plan added ever week by reviewing the output of preceding week and
planning for the weeks ahead.

MATERIAL TRAIN (4.62)

Definition: Material Train means a departmental Train,
 Intended solely or mainly
 For Carriage of Railway material
 When picked up or put down or for execution of works
 Either between Stations or within Station limits.
ORDERING:
1. Ordered by DRM.
2. In emergencies, on the request of Engineering Official SM can also order.
3. Particulars given during ordering,
a. Nature of work
b. Duration
c. Stabling Station
4. In case of change in stabling station TMR shall advise Stations concerned.
WORKING
1. Permitted to work between Sunrise and sunset only.
2. In emergencies, permitted to work in Night with following conditions,
a. DRM permission required
b. Work spot shall be lit.

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 c. 2nd class accommodation provided on the Train for labourers
d. Travelling in Material Train prohibited.
3. Marshalled with Engine at one end and BV at other end for efficient braking.
4. TMR & LP to protect the Train between Stations. If necessary Gangmate/ Gangmen help can
be sought.
5. Speed shall not exceed 75 KMPH.
6. Women labourers shall be employed only for loading & not for unloading.
7. METHODS OF WORKING
a. Work on line - OFF aspect of LSS+ Written Memo
b. Block Back - T/806+PN- D/L & T/806+ SHK+ PN- S/L
c. Block Forward- T/806+ LSS key
d. Line Block - T/A 602
In addition to the above a written memo shall also be given to the LP (Countersigned by TMR)
8. LC GATES: Shall be closed against road traffic for Material Train working. If not LP to ensure
closure of LC, before passing.
9. GRADIENTS:
a. 1 in 50 or steeper- Engine shall be on the falling side.
b. 1 in 100 or steeper- MT shall not be divided.
c. Steeper than 1 in 100- pushing not permitted.
10. DIVIDING:
a. Outside Station limits- permitted only in emergency
b. Not below the rank of JE/PWay shall personally supervise.
c. The following precautions shall be taken.
i. LP shall not detach without the permission of TMR.
ii. TMR shall permit only after,
a. Securing the Train using Hand Brakes, Wedges.
b. All labourers are detrained.
11. PUSHING:
a. Speed shall not exceed 15KMPH –over straight& 10 KMPH over turn out.
b. TMR shall travel in leading vehicle and show continuous PHS.
c. LP shall keep a sharp look out& be prepared to stop short of any obstruction.
d. If no PHS, LP shall stop the Train.
e. Reception when Train pushing:
i. Signalled line- Taking Off Signals
ii. Non- Signalled line (Double line) -
 Train shall stop at LSS of same line or FSS of opposing line
 Received with Written Memo as per SR 5.10+ Caution order 15KMPH

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 12. STABLING:
a. Within Station Limits- securing shall be done by TMR and SM
b. Outside Station limits- it shall be done by TMR.
c. It shall not be stabled at
 On running line- except in emergency.
 Station with only one loop line or No siding, except with DRM permission.
13. TRAIN EXAMINATION:
a. It shall be sent for Train examination once in 30 days to Base Depot.
e. After intensive examination, BPC issued with a validity of 30 days.
TRACK MAINTANENCE MACHINE

Track machine block permit (Form T/465-E) or

Loco hauled track machine block permit (T/465- E-1) will serve as an
1) Authority to proceed Or Work on line memo,
2) Authority to pass the Starter / LSS/IBSS at ON,
3) Caution order,
4) Authority to start from a non-signalled line.
WORKING
1. THROUGH RUN
 Single TMM, coupled TMM, single TMM hauled by loco is permitted.
 Normal ATP – “OFF aspect of LSS”
2. TO CARRY OUT WORK - IN THE STATION SECTION
 Shunting authority
3. TO CARRY OUT WORK - IN THE BLOCK SECTION
a) Work on line
b) Shunting
c) Line block
a) Convoy
b) Other than convoy
a) Work on Line/ Line Clear Method:
 Line clear to be obtained.
 On Single Line – TMM can clear at any end.
 On Double line – TMM should clear at other end. (If not, B.I fails)
 Despatch:
 For Single TMM, coupled TMM, is permitted.
-Normal ATP + T/465 E.
 Loco hauled Track Machine formation like TRT machine etc or Track Machine/s hauled by
Loco - Normal ATP + T/465- E-1.

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  Reception:
Signalled line - By Taking off Home signal
Non-signalled line - Written memo as per S.R 5.10 +C.O + Piloting.
b) As Shunt Movement
 For Single TMM, coupled TMM.
 Shunting authority + T/465E and by taking Off shunt signals/ Hand signals.
 Loco hauled Track Machine formation like TRT machine etc or Track Machine/s hauled by
Loco - Shunting authority + T/465- E-1
 Reception – By taking Off shunt signals/ Hand signals.
c) During Line Block
1. SSE/JE in charge shall give a written request to SM.
2. SM shall obtain LINE BLOCK.
3. Suspend the Block Instrument working.
i) CONVOY METHOD
4. Any number of Self-propelled Track Machines may be permitted in a Block Section as Convoy.
But only one loco hauled Track Machine can be included as Convoy, T/465 – E shall be issued.
5. Loco attached to haul more than one Track Machine or Multiple self propelled Track Machine
with other self propelled Track Machine/s, T/465-E-1 shall be issued.
6. SSE/JE (PWay) in-charge shall request for block in duplicate to the SM, with details of,
 Line on which to work (Up/Down)
 Location/ KM
 Duration
 Section to clear
 Individual number of Track Machines with sequence
7. SM after getting permission from Controller, inform other end SM about number of Track
Machines, all other particulars. He shall exchange messages supported by PN and suspend the
Block working and prepare T/465E OR T/465-E-1 as the case maybe.
8. T/465-E, shall be issued to SSE/JE (PWay) signed by all the TM Operators/LPs and SSE/JE
(PWay) in-charge of Convoy accompanying the machines.
9. T/465 –E-1, shall be issued to LP, and LP shall run at the lowest speed among the TMM
attached, Loco attached to haul TMM/s or TRT machine shall be the leading vehicle with
authorized Engineering official.BP continuity shall be ensured throughout the formation, each
machine shall be manned by an operator and TMR/BTC shall man the Last vehicle with
Pressure gauge.
Exchange numbered message with PN indicating the particulars of machines.
 Single T/465E or T/465-E-1 is given for the convoy by mentioning the PN obtained from
other end SM.

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DESPATCH:

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

RECEPTION:

1. Leading Machine/ Machine shall be received on the same road.

 Signalled line - Taking OFF the reception signals; A competent railway servant shall
display Proceed hand signal at the foot of first stop signal till the last machine enters the
station.
 Non- signalled line- where shunt signal is provided- First Machine-Piloted upto
Shunt signal by giving written memo and then received by taking off Shunt signal.
Subsequent machines- shall follow the 1st Machine.
 If shunt signal not provided- 1st Machine shall be piloted with written memo (SR 5.10)
and caution order for 15KMPH [handed over to SSE/JE (P-Way) in-charge] and the
competent railway servant shall travel on the first machine in the direction of movement.
2. On arrival of all track machines, SSE/JE (PWay)in-charge shall certify the complete arrival
in writing in prescribed format. Till such certification, Points shall not be altered.
To, Date Time
The Station Master of station
This is to certify that all the Track Machines bearing the numbers (Machine Type and No.)
1 2 3 4 5 which have worked in the Block Section, have
arrived complete at Station at Hours and the track is clear of any obstruction and the section is fit
for Train Movement.
Signature of SSE/JE (P way) in Charge
Acknowledgement of SM. Time Date

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

161
 PATROLLING OF LINES (S.R.15.05)

Whenever any portion of a Railway is likely to be in danger by abnormal conditions such as,
 Heavy rain,
 Breaches,
 Floods,
 Storms and
 Civil disturbances, the lines shall be patrolled.
GENERAL CONCEPTS
1. The line to be patrolled is divided into Beat Sections.
2. Block Stations at either end of Beat Sections called Beat Stations.
3. Patrolmen shall patrol their beats according to the Patrol charts issued by DEN (Patrol
Diagram issued by DRM).
4. Each Beat Section length shall not exceed 5 KMs.
5. If Inter Distance between two Block Stations is above 10Kms, an Intermediate Beat Station may
be considered.
6. Total length to be walked by a Patrolman should not exceed 20KMs.
7. Half an hour Rest is desired between two consecutive Beats.
8. When a Patrolman walked the length of his Beat once and returned, he completes a
Patrol.
9. Each Beat Section is to be patrolled twice when Night Patrol is in force. DRM may reduce it to
one.
10. Interval between two Patrols shall be normally 3 Hours & not to exceed 4 Hours.
11. At a time one Patrolman shall normally Patrol the line. If any risk involved two Patrolmen
shall be considered under the approval of PCE.
12. The Speed of Patrolman shall not exceed 3KMPH.
TYPES OF PATROLLING
1. Monsoon patrolling (Night Patrol)
2. Emergency patrolling.
3. Security patrolling.
4. Hot weather patrolling.
Monsoon/ Night Patrolling:
1. Based on the forecast of Meteorological Department DEN will introduce this Patrolling.
2. SMs throughout the section shall be advised.
3. Patrolling shall be discontinued only after AEN satisfies himself that the abnormal condition no
longer exists.

162
4. Where no Trains are running during night, Keyman shall pass over his length before the
1stTrain of the day in the direction.
5. If necessary, DOM shall advise AEN, JE/PWay and Gangmate to depute staff to patrol the
line.
Emergency Patrolling:
1. If there is Abnormal Rainfall or Storm, Emergency Patrolling shall be introduced for Day&
Night by DEN/AEN/ JE/PWay/ Gangmate.
2. If there is sudden Cloud Burst, Emergency Patrolling shall be introduced in,
 Deep cuttings where boulders likely to roll down.
 Bridges prone for Floods.
3. When this Patrolling is introduced, SMs shall issue Caution Order for all Trains.
Security Patrolling:
1. If any Civil Disturbance is expected or due to any reason, DEN shall introduce Security
Patrolling.
2. The Beat length in Security Patrolling may be shorter than that of Monsoon Patrolling.
3. The intensity of patrolling will be directed as per Security Instructions issued from time to
time.
Hot Weather Patrolling:
1. Hot Weather Patrolling shall be introduced when Rail Temperature goes beyond Threshold
Value (Varies from Section to section) + Certain Level.
2. It shall be introduced in the Sections with Continuous / Long Welded Rails.
3. It shall be carried out by one Patrolman for,
 Two KMs on Single Line.
 One Km on double Line.

163
 Duties of Station Masters regarding Patrolling:
1. SM to ensure that Patrolmen come to duty in time, sober and fully equipped. If not
inform DSO about this.
2. SM shall then handover the Beat Book to Patrolman for filling his particulars.
3. Patrolman shall obtain the signature of the SM and commence Patrolling.
4. In Stations with Cabins/ Block Duty SM, SM’s signature shall be obtained.
5. The Name of Patrolman, Time of Departure/ Arrival shall be recorded in TSR.
6. SM shall ensure that the Patrolmen walks along the Track & not Travel by the Train.
7. SM shall check whether the Beat Books are exchanged at the length of one Beat.
8. If Patrolman does not turn up within 15 minutes of his scheduled arrival, the SM shall
arrange to issue Caution Order to all Trains restricting the speed to
 40 KMPH/Day when the visibility is clear and
 15 KMPH/Night or when visibility is not clear.
9. In such cases he shall advise SM at other end under acknowledgement& also JE/P Way with
copy to AEN, DEN.
10. On getting Patrolman message about any danger in the Beat Section, SM shall stop the traffic
and shall not resume unless certified fit for traffic.
11. While not in use, Beat Books shall be kept under the custody of SMs of the Beat Stations.
EQUIPMENT OF PATROLMAN
The equipment of Patrolman, Stationery or Mobile is as under,
1. Staff
2. Number Plate
3. Two red Flags & One Green Flag
4. One 3 cell torch able to give Red or White Aspect
5. Tri-colour Hand Signal lamp (2 No’s in case 3 cell Torch not supplied)
6. One match box in water proof case
7. One water proof cap with hood
8. One water proof case containing 10 Detonators
9. Red flashing lamp –as Warning signal
10. One water proof Haversack
11. One Patrol book Polythene sheet
12. A Pocket book with Pencil
13. One Whistle.

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

ETR 2 Shut Down Notice TPC to OHE officials

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

ETR 4 Local Block OHE officials to SM

A. PROGRAMMED POWER BLOCK

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

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B. EMERGENCY POWER BLOCK

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

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

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

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

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

8. Procedure for cancelling of Emergency PB is same as that for cancelling of Programmed PB.
C. LOCAL POWER BLOCK
1. Local Power Block means manually isolating Power Supply for Sidings by OHE
Official, when required.
2. OHE Official shall,
a. Inform TPC&
b. Advise SM in Form ETR4.
3. SM shall take necessary precautions as given in SWR.
4. On completion of work, OHE official shall
a. Re-energize the line;
b. Advise SM in Form ETR4; also
c. Inform TPC.

POWER BLOCK REGISTER

1. Each station in Electrified section shall be provided with a separate Power Block Register.
2. All messages relating to Imposition/ cancellation of any type of Power Block shall be entered in
red ink by the SM with particulars of Time, section, PN etc.
3. Issue of isolator switches also recorder in this register.

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MULTIPLE PARTY WORKING ON THE SAME LINE BLOCK [SR 17.08(V)]
1. Whenever the engineering department has already obtained line block, the TRD official who also
requires line block at the same time and in the same section, shall instead of requesting
Controller, request the Permanent Way official concerned for permission to place the OHE
ladder trolley in section by a written memo.
2. The Permanent Way official shall give a written authority to the TRD official authorizing him to
place his ladder trolley on line and also indicate the time by which the ladder trolley should be
removed from the track.
3. After receiving a written authority from the permanent Way official, the TRD official shall
inform the TPC requesting for Power Block.
4. The Permanent Way official shall not cancel the line block until the TRD official has given him a
written memo to the effect that his work has been completed and the OHE ladder trolley has
been removed from the track.

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

While moving the OHE inspection car in track circuited yards, the duty Station
Master shall personally verify the clearance of the route on which the OHE
inspection car has been signalled,
 before normalising the signals
 altering the points
 Opening the LC gate or
 before clearing signals for another train.
(No.T.157/Headquarters Operating Circular/Vol - l Date: 07.01.2019)

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

ISOLATOR SWITCH
1. It is a switch used for switching off power supply in elementary sections.
2. It shall be kept locked and key shall be under safe custody of the SM.
3. The list of authorised OHE official to operate the Isolator switches shall be displayed at each
Station.
4. The keys shall be issued on demand only to those OHE officials with the permission of TPC.
5. In emergencies, SM or Pointsman may also be requested to operate the Isolator switches
6. In such case TPC shall give specific instructions to SM under exchange of PN.
7. Signature of staff to whom key is issued shall be obtained and necessary entries shall be made
in Power Block Register.
ROTARY SWITCH
1. In Electrified Sections, Power supply to the signalling equipment is extended from OHE
through Auxiliary Transformer (AT).
2. In case of OHE failure, power supply shall be extended from EB; if that also fails, Generator
shall be started.
3. Power supply from OHE or EB or Generator will be automatically selected.
4. If there is any failure in automatic selection, Rotary Switch shall be operated to select the
source of Power Supply.
5. It is the responsibility of the SM to keep the Rotary switch in the required position.

168
 SM RESPONSIBILITY DURING POWER BLOCK
1. No Electric engine/ train shall be allowed to enter the Power blocked section.
2. "POWER BLOCK" collars shall be placed on buttons/knobs/points etc.
3. When Power block is to be granted on a line occupied by Electric engine /train SM shall issue
written memo to LP to lower Pantograph and get acknowledgement before permitting Power
block.
3. Diesel engine hauled trains may be permitted into Power blocked sections unless specifically
prohibited.
4. Diesel Engines entering power blocked section shall be issued with Caution order with
legend "POWER BLOCK IN FORCE between station and station/KM.
5. SM in rear shall personally ensure that there is no live electric engine in the train which is
allowed to enter power blocked section before issuing Caution order.
6. Station Master shall not give line clear/ take 'off' signals for a train to enter power blocked
section unless he has received an assurance from the Station Master of the station in rear that
there is no live electric locomotive on the train supported by a 'Private Number'.
7. All messages relating to any type of power block shall be recorded in the Power Block
register and TSR in Red ink.

169
 APPLICATION AND CANCELLATION OF BLOCKS SIMULTANEOUSLY.
1. Official in- charge of the department who is availing the main block shall be the co-ordinating
official.
2. The official in-charge of other Departments, who are willing to avail shadow blocks shall apply
to the official in-charge of the main block.
3. The official in charge of the main block, in turn, shall apply the main block as well as the other
shadow blocks to the Station Master concerned.
4. Similarly, for cancellation also, the official incharge of the other Departments shall advise the
cancellation of all shadow blocks to the official in- charge of the department who is responsible
for the main block.
5. The official incharge of the main block in turn, shall advise the cancellation of all types of
blocks together to the station master concerned.
If Line Block and Power Block are to be cancelled simultaneously
6. If Line Block and Power Block are to be cancelled simultaneously, i.e., at one and the same
time, even when the works pertaining to either of the two are completed in advance, SM shall,
 Accept the cancellation of both Line Block and Power Block from the co-ordinating
official of the work concerned.
 Ensure that both Line Block and Power Block are cancelled before authorising any
movement over the section where Line Block and Power Block are in force.
7. For Section Controller, It is the responsibility to ensure, that
 Line block and Power Block are getting cancelled at one and the same time.
 Both Line Block and Power Block are cancelled before authorising any movement over
the section where Line Block and Power Block are in force.
(No.T.157/Headquarters Operating Circular/Vol- l dated 26.12.2018)

170
 NON-INTERLOCKEDWORKINGATASTATION
1. N.I .Working means Temporary Disconnection of Points, Signals, Track Circuits
,Axle Counters,etc for any Specific work.
2. NI working may be
a. Minor works–like Cable Meggering Work at Road/Wayside Stations.
b. Major works–like Yard Remodelling Work, Introduction of Panel/RRI working, etc.
3. During N.I work ,Safety depends entirely on Human element. Hence, it is desirable to
keep the Period of N.I work at minimum.
MINOR WORKS
1. To be completed within a Day ( between 8 to 18 hours)
2. No Train / Vehicle shall be allowed to run through and stabled on any running line
3. Speed over facing points shall not exceed 30KMPH or any lesser speed prescribed by
Special instructions.
4. Points shall be set for Platform line in each direction, clamped and padlocked Crossing
Precedence shall be avoided at such NI working stations.
5. Section TI and JE/ SSE/ Signals shall be the overall incharge of the NI working.
MAJOR WORKS
Planning
1. It shall be approved by,
Upto 3 days DRM
>3 upto 7 days CPTM & CTPM
> 7 days GM
2. Period of NI working shall be minimum and shall not last for more than 14 days
3. Not to be introduced in a harsh / bad weather condition
4. All pre NI works such as Installation of new Point Machines shall be completed before
the commencement of the work
Supervision/ responsibility
5. For both safety and operations, over all incharge will be Sr. DOM/ DOM
6. Construction/ RE Organisation is responsible for making proper arrangements
Detention at NI station
7. Duration of stoppage of Mail/ Express trains shall be reduced to the extent feasible.
8. As far as possible Freight Trains shall be diverted via other routes.
9. Shunting shall be restricted to the barest minimum.
10. Crew Change, Loco Change shall be shifted to other Stations; if it is unavoidable TI & LI shall

171
 be posted to ensure safe and quick Crew/ Power Change.
11. Additional Mechanical staff shall be posted for watering / fuelling promptly.
Staff and Goomty Arrangements
1. One Goomty (Hut)shall be provided for a group of maximum of three Points.
2. Location of each Goomty and the Number of Points controlled from it should be marked out in
Yard Diagram and TWI.
3. Each Goomty should have one ASM and Two Pointsman in each shift. They shall work under the
coordinating SM on duty in the Station/Cabin.
4. A group of four Goomties shall be put under the charge of a TI/SS in each shift.
5. OneAssistantScaleofficerofOperatingDepartmentwillbenominatedforoverall supervision of NI
working.
6. As far as possible duty hours of staff should be restricted to 8hours per shift in
Continuous roster.
7. Duty rosters drawn up should be openly displayed and given wide publicity.
8. Exchange duty roster among staff is not permitted without prior permission of Departmental
Officer at site.
9. Staff should declare & sign in the Assurance Register before taking duty.
Green Notice
1. A Circular Notice- sent by Construction officials to the Sr. DOM/Sr. DSO at least two months in
advance.
2. A copy of the notice shall also to be sent to SS of the station concerned.
3. On receiving such notice Sr. DOM/Sr. DSO arranges special instructions prepared for that
station. These are then issued to all concerned.
4. Green notice is to be issued by Sr. DOM with the following particulars,
a. Details of existing yard layout and its various provisions.
b. List of all works to be completed by Civil Engg/S&T/Elec. before start of NI.
c. List of all works to be undertaken by Civil Engg/S&T/Elec. during NI period.
d. Additional facilities to be made available after commissioning of new works.
e. Existing facilities that are to be dismantled.
f. Details of yard layout to be made available after completion of NI.
5. Signalling Plan must invariably indicate whether any of existing facilities for train movement
are to be either curtailed, modified or restricted.

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

2. PN books, Registers ,etc., 2. Cotton Gloves for staff reverse position on

3. Flags &Hand Signal handling Points Tongue Rails

3. Table &Chairs 2. Marking of clamp

Lamps
position on Points
4. Torch &Emergency light 4. Containers for Drinking
3. Telephone
5. Detonators & Fusee Water &Thermos for
communication
6. Crank Handles, Clamps Tea/Coffee
4. Public address system
&Padlocks 5. Mosquito/Insect repellent
5. Loud speakers
creams.
6. Walkie-Talkie sets
7. Lighting arrangement

2. On the notified day ,JE/SSE/Signal concerned shall give a General Disconnection Memo and
commence the NI work.
Train Operation during NI period
1. Movement of Trains (Reception, Despatch &Shunting)shall be announced through Loud
Speakers and Telephones to each Goomty concerned.
2. After setting & locking the Points for the desired Route ,PNs shall be exchanged between
Goomty SMs & Cabin SM.

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

Increasing the speed upto 30KMPH during NI working,

Increasing the speed upto 30Kmph during NI work, may be done with following precautions,
1. Securing the points with suitable clamps& Padlocking.
2. Integrity of points shall be checked by Operating staff & Physical verification shall be done by
the SM himself.
3. No separate temporary panel is needed and only free Home signal shall be given.
4. Normal detection of facing points shall be proved in the concerned signal by suitable circuit
wiring.
5. Necessary safety directions incorporated in temporary working instructions with suitable
infrastructure support as deemed necessary
CABLE MEGGERING
1. It is the work carried out by S&T Department in which testing of cable insulation is done.
2. It is conducted once in a year preferably in the same month of the previous year.
3. Normally conducted on a dry weather. If any doubts over the relays, it may be tested in bad
weather condition also.
4. Before commencing the work, Disconnection shall be issued by S& T Department.
5. For Major Yards, Temporary Working Instructions shall also be issued.
6. Trains are dealt during the cable Meggering as in the case of signal failure.

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 SHUNTING AUTHORITIES- ABSOLUTE

S.No Area of Shunting Authority

SINGLE LINE – TOKENLESS
1. From Starter to T/806+ Shunt Key
a) Advanced Starter/ SLB or
b) Opposing FSS
2. Beyond opposing FSS T/806+ Shunt Key +PN
(BLOCK BACK)
3. In the face of an approaching Train
(Upto Advanced Starter/ Shunting T/806+ HOME Key
Limit Board)
4. In all the cases above, if Shunt key T/806+Endorsement+PN
could not be extracted or failure of
Block Instrument
DOUBLE LINE- TOKENLESS
5. Within Station section T/806
6. Beyond LSS (BLOCK FORWARD) T/806+ LSS Key
7. In rear of T/806+ PN
a) Outermost Facing points or
b) BSLB
8. if Shunt key could not be extracted or T/806+Endorsement+PN
failure of Block Instrument
SHUNTING IN AUTOMATIC BLOCK SYSTEM
1. Single line Written Memo+ shunt
Key
2. Double line Written Memo

Note ;- 1) The issue of Form T/806 is not necessary for performing shunting
up to Advanced Starter/SLB when such shunting is done by taking " OFF '' Shunt Signals.
2) a)When free Starter fails during shunting, the form T/806 alone is sufficient and this
form itself authorizes to pass the Starter Signal at “ON”,
b)The Starter signal number to be passed at „ON‟ shall be mentioned in the form.
Proceed hand signal shall be shown at the foot of the defective Starter signal.
c)Before issuing Form T/806 and showing proceed hand signal, all precautions for
passing defective Starter signal shall be taken.

175
 PRECAUTIONS FOR SHUNTING ON GRADIENTS:
1. For the purpose of Shunting, the Steep Gradient is,
 1 in 260 or steeper - for Conventional bearing vehicles
 1 in 400 0r steeper – for Roller bearing vehicles
2. While doing Engine Shunting on gradients, the following precautions shall be taken,
a. Sufficient number of Hand Brakes applied.
b. rags/ Wedges shall be used.
c. Points shall be set for Slip Siding, if available.
d. Other precautions if any, so as to prevent vehicles escaping.
3. If shunting on a line is neither isolated nor provided with Slip Siding, Engine shall be on falling
side of the Gradient.
SUPERVISION OF SHUNTING (C.MEMO 3/2024)
i) All shunting operations involving full trains and stabling of material/ departmental trains
shall be supervised by the TMR of the train personally at all stations;
ii) In regard to shunting operations involving other than full trains,
(a) The shunting masters or corresponding officials shall supervise the shunting at stations,
where special shunting staff such as shunting masters or corresponding officials is
employed
(b) The TMR shall personally supervise the shunting at stations where special shunting
staff such as shunting masters or corresponding officials is not employed
(c) The station masters shall supervise shunting operations at stations where there is no
special shunting staff or TMR.
iii) In all the above cases, shunting operations shall be carried out in accordance with the
instructions issued by the station master.
iv) For performing shunt movements of light engines alone (without any
coaches/wagons/etc attached) and where such movements are entirely governed by
signals including shunt signals, LP/ALP/LP (shunting) shall obey the aspect of
signals for the movement. If any of the signals required for these movements have
failed, the procedures laid down for such failure of signals shall be followed.
BLOCK BACK & BLOCK FORWARD
Block back means to despatch a message from a block station intimating to the block station
immediately in rear on a double line, or to the next block station on either side on a single line, that
the block section is obstructed or is to be obstructed;
Block forward means to despatch a message from a block station on a double line intimating to
the block station immediately in advance the fact that the block section in advance is obstructed or
is to be obstructed.
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 SHUNTING IN SINGLE LINE AUTOMATIC AREA
1. SM shall
a. Advice other end SM
b. Obtain a Private Number
c. Establish Direction of Traffic towards the direction, shunting to be performed.
2. Shunt Key shall be removed after establishing DOT.
3. After removing the Shunt key,
a. DOT cannot be altered and
b. LSS cannot be taken OFF.
4. Shunt key+ Written Memo is the authority for Shunting beyond the LSS, upto
a. The Automatic Stop Signal or
b. Semi- Automatic Gate Stop Signal in advance or
c. Home signal of the Block Station in advance.
5. In the Written Memo, the place upto which shunting has to be performed shall be mentioned.
6. Shunt Signals shall be taken OFF for the movements. If Shunt Signal is not provided, ensure
correct setting of Points and PHS at the starter.
7. For the return movement,
a. Shunt Signals shall be taken OFF.
b. If not available, Hand Signals shall be shown.
8. On completion of shunting,
a. LP shall handover the Written Memo & Shunt key to SM.
b. SM shall inform other end SM supported by a PN.
9. Red Ink entries shall be made in in TSR.
10. Shunting in the face of approaching Train is prohibited.

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

3. For return movement,

a. Shunt Signals shall be taken OFF.
b. If not available, Hand Signals shall be shown.
4. During shunting line blocked caps shall be placed on signal knobs protecting the section.
5. Red Ink entries shall be made in in TSR

SECURING OF VEHICLES
1. AT STATION (5.23 / RB circular)
DUTIES OF STATION/ TRAFFIC STAFF
1. Atleast Two Chains fastened either side on last pair of wheels.
2. Atleast Four Sprags/skids placed- Two each on outermost wheels.
3. Hand Brakes of atleast 6 wagons on either end applied.
4. If coaching vehicle, SLR Brakes also shall be applied.
5. Hand Brakes shall be applied under the supervision of TMR/ SM.
6. Any Split shall be coupled together and secured as above. Otherwise each split shall be secured
in the same manner.
7. Points set against occupied line, clamped/padlocked/Scotch Blocks where available shall be
used.
8. Line Blocked collars shall be placed on relevant Signal Knobs/ Exit Buttons.
9. TSR entry shall be in Red ink and PN shall be exchanged with SCOR for securing in prescribed
register.
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STEEPER THAN 1 IN 400
10. Additional precautions as per Approved Special Instructions shall be taken.
11. It will be mentioned in SWR.
12. Before uncoupling,
a. Hand Brakes shall be applied.
b. Wedges/Skids placed.
c. Line must be isolated
2. BEFORE DETACHING TRAIN ENGINE (4.48)
a. If the Train brought to a stand outside Station limits, due to Accident or Obstruction or any
other reason and unable to proceed,
b. Loco Pilot shall not detach Train Engine without TMR’s permission.
c. TMR shall ensure,
1. Hand Brakes are applied in BV/ SLR
2. Other precautions taken as per Special Instructions.
PASSENGER TRAINS
1. The Engine of a Train carrying passengers shall not be detached except in emergency in the
following cases,
i) To test a Bridge
ii) To isolate a burning Coach
iii) To convey an Accident message
2. Precautions:
i) Hand Brakes in SLR/ any other Coaching vehicle applied.
ii) Hand Brakes of Goods wagon, if any applied.
iii) Wedges of BV secured under farthermost vehicles on the falling gradient side.
3. In all cases, the interval from the time the Train engine is detached to again it is attached shall
not exceed 45 minutes.
GOODS TRAINS
1. LP shall call for TMR’s Hand Brakes by giving •••, TMR to apply brakes,
DETACHING TRAIN 1 in 400 or flatter Steeper than 1 in
ENGINE 400
Inside station limits BV BV+ 6 Vehicles
If BV also to be detached 6 Vehicles 12 Vehicles
Outside Station Limits BV+ 12 vehicles BV+ all vehicles
2. TMR shall give PHS to detach TE, then only LP to detach.
IF LOCO ALSO STABLED, DUTIES OF LP/ALP
1. LP shall not leave the Loco unmanned, unless he gets a written advice from SM.
2. In case the Loco stabled with load, LP shall,
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 a. Apply A9, SA9, Hand Brakes and Parking Brake.
b. Secure the Loco with Wooden wedges.
c. LP/ TMR shall jointly record in prescribed register that load and Loco secured as
prescribed.

EMU STABLING ON RUNNING LINE AT A STATION

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

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

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

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GOODS TRAINS
11. Maximum of 2 Dead Loco permitted.
12. Dead Loco can be attached next to Engine/ middle/ rear of BV.
13. Brakes of Dead loco shall be operational. If not, only one Dead Loco is permitted.
14. If cannot be worked as piped vehicle, it shall be attached in rear of BV & manned by ALP.

TYPE OF LOADS AND MARSHALLING REQUIREMENTS

Type of Load Support Wagons Attaching in a
TE BV Pass From others Train
Coac Type wagons
h
Inflammable solids, 1 1 1 NIL Any number can be
Acids, attached
Oxidising/Poisonous
substances
Inflammable Liquids 1 1 3 3 - from Any number can be
Class A- Petrol inflammable attached
Class B- crude oil/ 1 1 1 solids/
Kerosene Dangerous
goods
Liquefied Gas 2 2 2 3 - from Any number can be
Explosives attached

Explosives 1 3 3 3 - from LPG Maximum

10 in Goods Train
3 in Mixed Train

Live Stock 4 - - NIL Far away from TE

& near to rear BV
CRANES
1. In Mixed Trains where Goods stock attached next to Train Engine- Crane attached in between
Goods stock and Passenger stock
2. (i) In Mixed Trains where Passenger Coaches attached next to Train Engine,
(ii) In Goods Trains - Attached in advance of BV

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3. In normal working run as JIB trailing and when proceeding to Accident spot run as JIB
Leading and attached next to Train Engine.
4. The speed of Crane when attached to a Goods Train shall not exceed 50KMPH.
ISMD/ODC
1. If the consignments loaded upon a wagon would infringe the maximum standard moving
dimension at any point on its entire route, it is called ODC/ISMD load.
2. It shall be registered for booking with prior sanction only.
3. There are 3 classes- A, B, & C based on its Gross& Net clearance.
4. Gross clearance means the clearance on Rest from the fixed structures.
5. Net clearance means the clearance on Run from the fixed structures.

Classes of ODC & Precautions

S.No Description A B C

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

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

3 SANCTIONING Within Division-DRM Within Division-DRM CRS

AUTHORITY Inter Division- PCOM Inter Division-PCOM

4 SPEED 75KMPH 40KMPH 25KMPH

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

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

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

Gross Clearance from Speed

contact wire
More than 250 mm No speed restriction
Between 250mm to 200mm 15KMPH
Less than 200mm upto 15KMPH,OHE
100mm switched off
Less than 100mm Not permitted in 25kV
OHE area
6. Dummy Truck
If the loads are projecting beyond the buffer castings, Dummy Trucks shall be used.

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General
a. ODC attached next to TE & shall run through at a Station on nominated line as per SWR.
b. It shall be run on Authorised route. Over carrying/ diversion is not permitted.
c. Run through at a station on nominated line as per SWR.
d. If the nominated line is a platform line, the following precautions shall be taken,If width is
 3048mm or less
 Sectional Speed
 Exceeds 3048mm(i.e.,3049mm)
 speed not to exceed 5 kmph on PF lines
 Exceeds 3658mm (i.e.,3659mm)
 Speed- not to exceed 5 kmph through the station yards, including Platform lines,
 Same speed applicable if adjacent line occupied by a passenger Train
 SM shall ensure,
 Platform is clear of passengers
 The Train is piloted
 Adjacent line passengers are warned to keep inside the Train

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

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

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 a. Red Flag by day- clear weather
b. Red light by night- weather not clear.

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

TROLLEY (15.18)
CERTIFICATE OF COMPETENCY
1. Trolley / Lorry shall be placed on line only by a qualified person and he can be,
a. Officer/ supervisory Officials of Engineering/ S&T/ Electrical Departments
b. Section mate of Engineering Department.
2. The Staff concerned shall undergo a course at ZRTI.
3. A written exam will be conducted by Principal & Results shall be advised to above Branch
Officers concerned.
4. A Certificate of Competency shall be issued to the Staff concerned by their respective Branch
officer.
5. For Officers the Certificate of Competency shall be issued as follows,
a. Divisional Officers- DRM
b. Head Quarters Officers- HOD of the Branch.

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6. RENEWAL:
Official After
Officers 5 years
Others 3 years
JAG Officers and Above Renewal not required
METHODS OF WORKING
1. Depending upon the Section, Trolleys shall be worked as follows,
Sections Notified in SR Other Sections
15.24 (i) (a)
Day & Clear 1. Block Protection in 1. Block Protection in Conjunction
Weather Conjunction with T/1518 with T/1518
2. Caution Order protection 2. Caution Order protection in
in Conjunction with T/1518 Conjunction with T/1518
with Line Clear Refused
Endorsement
3. On sole responsibility of the
-- Official Incharge (OIC)

Night or Day with Block protection in Block protection in conjunction

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

1. BLOCK PROTECTION
Placing
1. OIC shall inform the SM on ‘A’ portion of Form T/1518, with details such as,
1) The Block section Trolley wants to work.
2) Time at which place the Trolley on line.
2. SM shall
1) Get permission from SCOR,
2) Exchange Numbered message with other end SM
3) Suspend the Block Instrument &Remove Shunt key at both end
4) Obtain Line Clear
5) Prepare T/A 1425 & then PLCT as ATP and handover along with T/1518 ‘B’ Portion to OIC.
6) Entries shall be made in Red ink in TSR.
7) OIC is responsible for clearing the section within specified time.
Removal
1. On arrival at Station, OIC shall fill up ‘C’ portion of T/1518 and handover it to SM along with
ATP.
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 2. SM shall cancel the PLCT & fill up relevant details in ‘C’ portion of T/1518 and return it to OIC.
3. SM shall
a. Advise other end SM,
b. Exchange Numbered message& complete the entries in TSR,
c. Reinsert Shunt key & resume normal working.
Placing and removing from Midsection
1. OIC shall advise SM by sending the Form T/1518 A portion through a Messenger.
2. SM shall
a. Get permission from SCOR
b. Exchange Numbered message with other end SM
c. Suspend the Block Instrument &Remove shunt key at both ends
d. Obtain Line Clear and Prepare T/A 1425 & then PLCT
e. Send it along with T/1518 B portion through Messenger duly getting Signature/
Thumb Impression of the Messenger in Remarks column of TSR.
3. OIC shall place the Trolley in Midsection only after getting the ATP.
4. After getting removal advice from Midsection, SM shall,
 Advise other end SM
 Exchange Numbered message & complete the entries in TSR.
 Reinsert Shunt key & resume normal working.
Placing Trolley outside Station Limit on Double Line
1. Authority is T/A 1525
2. It has four portions, they are
1) Notice- before Placing
2) Certificate-authorising by SM
3) Advise of arrival-clearing Section
4) Section cleared-SM’s acknowledgement
3. OIC shall prepare in Triplicate, sent through Messenger to SM.
4. SM shall,
a. Get permission from SCOR
b. Exchange Numbered message with other end SM
c. Suspend the Block Instrument
d. Receiving end SM shall Keep the Block instrument in TOL position
e. Remove Shunt key at Starting Station.
f. Prepare Form T/A 1525 as authority & send through messenger.
g. Only then OIC shall place the Trolley.
5. After removing the Trolley OIC shall inform the SM through Advise of arrival portion.
6. SM shall
a. Acknowledge in section cleared portion
189
 b. Exchange Numbered message with other end SM
c. Complete the entries & reinsert shunt key and set Line Closed condition in the BI.
2. CAUTION ORDER PROTECTION
Placing
1) If detention is expected by giving Line Clear for a Trolley, SM shall inform OIC.
2) OIC shall then decide according to the urgency of the work,
a. Whether to work Trolley on Caution Order protection OR
b. To wait for Block Protection.
3) If OIC decides to go on Caution Order protection, he shall fill ‘A’ portion of Form T/1518
and handover to SM.
4) SM shall
a. Advise other end SM to issue Caution Order for all Trains and get his PN.
b. Handover filled ‘B’ portion of Form T/1518along with PN to OIC.
c. On the reverse of T/1518mention the Train particulars to Occupy the Block section when
Trolley on line.

d. Both SMs shall issue Trolley On Line Caution Order (T/C 409) to all Train entering the
section & make entries in TSR in Red Ink.
Section Notified in SR 15.24 (i) (a)
 A Line Clear Refused endorsement shall be made on ‘B’ portion of Form T/1518.
 Line Clear Refused Endorsement is applicable only for Notified Sections.
 Only Trains mentioned in T/1518 shall be started except ART with T.1408.
 Mentioned Trains cannot be started earlier than the time mentioned in T/1518.

Removal
1. On arrival at Station, OIC shall fill up ‘C’ portion of Form T/1518 and handover to SM.
2. SM shall advise the other end SM and complete the entries in TSR.
3. SM shall then fill up relevant details in ‘C’ portion of Form T/1518 & return it to OIC.
4. If removal advice not received even after Sunset, SM can permit Trains only on
authority T.1408.
Placing and removing from Midsection
1. OIC shall advise SM by sending the Form T/1518 through a Messenger.
2. SM shall prepare ‘B’ portion of Form T/1518 (in Notified sections-LCR Endorsement) with
particulars of Trains, send it through Messenger duly getting Signature/ Thumb Impression of
the Messenger in Remarks column of TSR.
3. After getting removal advice from Midsection, SM shall advise other end SM to stop issuing
Caution Order.
3. OIC’s OWN RESPONSIBILITY
1. Official InCharge may get the information of Trains expected towards the Block Section where
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 he wants to place his Trolley and start.
2. He is responsible for safe working and shall remove the trolley when required.
TROLLEY IN AUTOMATIC SECTION
Single line: A. As a Train – PLCT (& T/1518)
B. Caution Order Protection- T/1518 only
Double line: Written Memo as per BWM Part II

WORKING OF LORRY

1. Both on Single & Double lines, Lorry shall be worked under Block Protection only.
2. The procedure for working of Lorry under Block protection is same as that of Trolley.
3. The ATP for Lorries under various circumstances are as follows,
S No Occasion ATP
1 Normal Working PLCT (& T/1518)
2 During Line Block T/A 602
4. OIC should ensure that Section is cleared by removing Lorry off the Track atleast one hour
before the passage of High Speed Train in that Section on that day.
5. Speed of Lorry shall be,
 10 KMPH- day/night, visibility is clear.
 5 KMPH- day/night, visibility is poor.

WORKING OF OHE LADDER TROLLEY

ABSOLUTE BLOCK SYSTEM

1. Both on Single& Double Lines, OHE Ladder Trolley shall be worked under Block Protectiononly.
2. The procedure for working of OHE Ladder Trolley under Block protection is same as that of
Trolley.
3. PLCT (& T/1518) is given to OHE Ladder Trolley as ATP.
AUTOMATIC BLOCK SYSTEM
In Sub-Urban Section
1. OHE Ladder Trolleys shall be worked with LINE BLOCK
2. TRD Official shall inform Controller
3. Controller shall give a Message + PN to Nominated Station(s).
4. Automatic working shall be suspended.
In Non-Sub Urban section
1. Automatic working shall be suspended.
2. OHE Ladder Trolley shall be worked as a TRAIN.
3. Authority
a. Single Line- PLCT
b. Double Line- Written Memo (as per BWM Part II) + PN

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 WORKING OF RAIL DOLLEY

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

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

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 MOTOR TROLLEY [SR 15.25]
1. GENERAL
1. Motor Trolley can run only in accordance with Special Instructions.
2. The working procedure for Motor Trolley is given in BWM.
3. It can be placed on line only by Officers/Inspectors/ Drivers qualified for the purpose and in
possession of Certificate of Competency.
4. If more than one Railway Servant qualified to be In Charge, the Railway Servant who is
working the Motor Trolley shall be the Official Incharge.
2. Certificate of Competency
c. Issued by
S.No Issued To Issued by
1 Inspectors & Drivers Principal/ZRTI (after giving Training in Rules &
conducting a Written Exam)
2 Divisional Officers DRM
3 Zonal Head Quarters Officers HOD of the Department concerned

d. Renewal & Validity

S.No Official Renewed By Validity
1 Non- Gazetted Staff
A Divisional Staff Sr.DOM/DOM 3 years
B Zonal Head Quarters Staff Dy.COM/STM/Operating
Safety/ MAS
2 Officers
A Divisional Officers DRM 5 years
B Zonal Head Quarters Officers CTPM
3 JAG Officers & Above Renewal not required
3. Flag /Light:
DAY NIGHT
Single Line 1 Red Flag in Both directions. 2 Red Lights on Both directions
Double Line 1 Red Flag towards the direction 2 Red Lights towards the direction from
from which Train is expected. which Train is expected.
2 White Lights on the other side.
Inside Station 1 Red Flag in both directions 2 Red Lights on both directions
Limit

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

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3. Message shall be exchanged in TSR as follows,
STARTING STATION
TCF TGT
From, SM/Y TO, SM/X From, SM/X TO, SM/Y

NO: BS/Y/Motor Trolley/02/01 NO: BS/X/Motor Trolley/02/01

Understood. Block Instrument working Block Instrument working suspended at
suspended at Hours minutes, for E1 Hours minutes, for E1 Motor
Motor Trolley working between Stations Trolley working between Stations X-Y.
X-Y. Train signalling shall be done Train signalling shall be done
through . through .
Signature of SM Signature of SM

RECEIVING STATION
TCF TGT
From, SM/X TO, SM/Y From, SM/Y TO, SM/X

NO: BS/X/Motor Trolley/02/01 NO: BS/Y/Motor Trolley/02/01

Block Instrument working suspended Understood. Block Instrument working
at Hours minutes for E1 Motor suspended at Hours minutes, for
Trolley working between Stations X-Y. E1 Motor Trolley working between
Train signalling shall be done Stations X-Y. Train signalling shall be
through . done through .
Signature of SM Signature of SM

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

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

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

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

7. If Motor Trolley removed from Midsection,

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

2) MOTOR TROLLEY FOLLOWING A TRAIN

1. Any number of Motor Trolleys can follow a Train provided that,
a. The Motor Trolley should follow the Train only during DAY/Clear Weather.
b. The Train is provided with fully Air Braked.
2. OIC shall inform SM, SM shall,

196
 a. Get permission from Controller.
b. Get Line Clear from other end SM about- for the Train&Motor Trolley(s) following.
3. Other end SM shall give individual PN for the Train and for each Motor Trolley(s)
following.
4. After despatching Train, SM shall extract the Shunt Key on Single line and prepare T/1525 in
Duplicate as ATP to Motor Trolley(S).
5. Red Ink entry below the Train shall be made in both ends as,
Block Section occupied by Train No followed by
1) Motor Trolley No PN
2) Motor Trolley No PN
6. On Single Lines,
a. Shunt Key shall be removed after the Train enters the Block Section at
Starting Station.
b. Place Motor Trolley Caps on Block Instruments.
7. OIC shall maintain safe distance from Train& also between each Motor Trolley.
8. Signal(s) taken OFF for the Train shall not be put back to ON till all Motor Trolley(s)
passes them.
9. Where Signals automatically put back to ON, the route shall not be altered till all Motor
Trolley(s) arrive.
10. Following Motor Trolley(s) can pass Despatch /Reception signals at ON but OIC shall ensure
correct setting & locking of points.
11. On arrival OIC shall hand over T/1525 to SM, SM shall exchange the following message
below the Train entry and clear the Section,
RECEIVING STATION
TCF TGT
Understood, Motor Trolley No Motor Trolley No started under
started under PN arrived here at PN arrived here at
Hours minutes/ Removal advice Hours minutes/ Removal advice
received at Hours minutes received at Hours minutes
STARTED STATION
TCF TGT
Motor Trolley No started under Understood, Motor Trolley No
PN arrived here at started under PN arrived here at
Hours minutes/ Removal advice Hours minutes/ Removal advice
received at Hours minutes received at Hours minutes

197
12. If Motor Trolley removed from Midsection, Removal Advise& T/1525 shall be sent
through a Messenger to SM.
13. On getting Removal Advice, SM shall advise other end SM, insert the Shunt key and resume
normal Block Instrument working.

3) MOTOR TROLLEY FOLLOWING A MOTOR TROLLEY

1. Any number of Motor Trolleys can follow a Motor Trolley during Day/Night-Clear
Weather.
2. SM shall obtain line clear from other end and obtain individual PNs for each Motor Trolley.
3. The procedure is same as that for following a Train and the ATP shall be,
 First Motor Trolley- PLCT
 Following Motor Trolleys- T/1525
3. TSR entries shall be made in red ink as,
Block Section occupied by Motor Trolley No followed by
1) Motor Trolley No PN
2) Motor Trolley No PN
4. On arrival of all the Motor Trolleys, normal Block Working can be resumed.

4) MOTOR TROLLEY PLACED IN MIDSECTION

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

198
6. If Motor Trolley removed from Midsection, Removal Advise shall be sent through a Messenger
from OIC to SM.
7. On getting Removal Advice, SM shall advise other end SM and clear the Section.

Double Line
1. T/A1525 is the Authority to Proceed. It has FOUR portions, they are
1) Notice Portion–seeking permission by OIC.
2) Certificate Portion-authorising by SM.
3) Advise of Arrival Portion -clearing Section report by OIC.
4) Section Cleared Portion-SM’s acknowledgement to OIC.
2. OIC shall prepare the Notice Portion of T/A 1525 in Triplicate and send it through a
Messenger to nearest SM.
3. SM shall
1) Get permission from Controller
2) Suspend the Block Instrument duly keeping TOL position in Block
Instrument.
3) Exchange Numbered message.
4) Prepare the Certification portion of T/A 1525, take Original and send 2nd and 3rd
copies through Messenger after getting his Signature/Thumb Impression in TSR.
5) Place Motor Trolley caps on Block Instruments.
4. OIC shall place the Motor Trolley after getting the Certification Portion on the Right Line as
mentioned in T/A 1525.
5. Motor Trolley shall be received on signals.
6. On arrival, OIC shall fill up Advice of Arrival portion and handover to SM.
7. SM shall
a. Advise other end SM by Exchange of Numbered message.
b. Set Line Closed position from TOL in Block Instrument.
c. Complete entries in TSR& resume normal working.
8. Then SM shall fill Section Clear portion, retain Duplicate copy and handover 3rdcopy to OIC.
9. If Motor Trolley to be placed on,
a. Wrong Line- the procedure for Block Back shall be followed.
b. Right Line- if not going to other end and returns to the starting Station,
procedure for Block Forward shall be followed.

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

a. Route A- Speed Upto 160 Kmph

b. Route B- Speed Upto 130 Kmph
c. Route C- Sub-Urban Sections
d. Route D-Speed upto 110 Kmph and annual traffic density is less than 20 GMT.
e. Route E- All other Sections and branch lines with speed upto 100 kmph.
200
SIMPLE INJURY
1. A person is considered to have incurred simple injury if he is unable to do his normal activities
for 48 hours.
2. A Railway servant is considered to have incurred simple injury if he is unable to return to duty
for 48 hours.
GRIEVOUS HURT
A. Defined in section 320 of IPC
B. Kinds of grievous hurt
1. Emasculation
2. Permanently losing the sight of either eye
3. Permanently losing the hearing of either ear
4. Privation of any member or joint
5. Destruction or permanent impairing of any member or joint
6. Fracture or dislocation of a bone or tooth
7. Any hurt , which
• Endangers life orcauses
• Severe body pain for 20 days or
• Unable to do regular duties for 20 days
ACCIDENT CLASSIFICATION
According to Kunzru Committee, accidents are of two types:
1) CONSEQUENTIAL ACCIDENTS:
These are the accidents resulting in loss of life, limb and property.
Ex: collision, derailment, LC accidents, fire on trains.
2) INDICATIVE ACCIDENTS:
These are the accidents,
 Not resulting in casualties
 indicating Unsafe Acts/ Conditions, occurring due to
- Careless working of Railway staff or
- Defective Railway equipment
Ex: Averted collision, Breach of block rules, SPAD.
In Railways, Accidents are classified into five major heads.

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

a) Consequential Train Accidents
It includes Train Accidents having Serious Repercussion in terms of,
 Loss of human life
 Human injury or Loss to Railway Property.
b) Other Train Accidents

201
Train Accidents not covered under Consequential Train Accidents are treated as Other Train
Accidents.
2. YARD ACCIDENTS: All accidents that take place in yards, not involving a train.
3. INDICATIVE ACCIDENTS: In real term they are not accidents but are serious potential
hazards, include Averted Collision, SPAD, and Breach of Block Rules.
4. EQUIPMENT FAILURE: This includes all failures of Railway Equipment such as Rolling
stock, PWay, OHE, S&T equipment.
5. UNUSUSAL INCIDENTS: This includes cases related to Law& Order, not resulting in train
accidents.

Based on the Railways Act an SIKRI Committee report, accidents are classified into 16 Classes for
statistical purposes (from A to R, except I& O). They are,
Class Accident Type
A Collision.
B Fire on Trains.
C LC Accidents- Train running into Road traffic/Road Traffic
running into train.
D Derailment.
E Other Train Accidents: Trains running against any
obstruction/ Fixed structure other than LC.
F Averted Collision.
G Breach of Block rules- Train entering Block section
without/ improper authority,-Train received on blocked line/
wrong line/ sand hump.
H SPAD- Signal Passed at Danger.
J Failure of Rolling Stock.
K Failure of PWay- Weld Failure/ Rail Fracture, Slack/ Rough
running experienced by LP.
L Failure of Electrical Equipment- OHE, Pantograph etc.
M Failure of S&T-Signal/ Point/ BI/ Track circuit/ Panel/RRI
N Train wrecking or Sabotage - Causing Damage To Track/
Train Etc.
P Casualties – person(s) falling out of train, run over & killed
etc.
Q Other Incidents: Death/ Murder /suicide in trains/ Railway
premises, agitation/ blockade, fire in Railway premises etc.
R Miscellaneous: Vehicles Running Away, Cattle Run Over,
Flood, Breaches, Land Slide

202
The 84 sub classifications under five major heads are as follows,
Class Accidents Train Accidents Yard
Consequential Others Accidents
A Collision A1-A4 -- A5
B Fire/ Explosion B1-B4 B5, B6 B7
C LC Accidents C1-C4 C5-C8 C9
D Derailments D1-D4 D5 D6
E Other Train E1 E2 --
Accidents

Class Accidents Indicative

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

Class Accidents Equipment

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

Class Accidents Unusual Incidents

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

LONG RANGE ELCTRIC SIREN

1. It is installed at stations where MRV/ BD specials are stabled.
2. It is Provided with two switches
 check switch
 Delayed action switch
3. It is maintained by electrical department.
Check switch
1. It is for testing purpose and tested by electrical department.
a. Once in a month

203
 b. At a specified time/date.
2. It shall be sounded for not less than 30 seconds.
Delayed action switch

1. The delayed action switch (the tumbler switch marked “Accident Warning’) is designed to give call of
¾ minute (45 seconds) duration, each with ½ minute (30 seconds) interval between two
successive calls. Both switches provided with locking arrangements.
2. Original key with electrical staff & duplicate key kept in glass fronted box at SM’s office.

a) Home Station/ Marshalling Yard -Medical relief not required- will sound TWO TIMES
as prescribed
b) Out of Home Station -Medical relief not required - will sound THREE TIMES
as prescribed
c) Home Station/ Marshalling Yard- Medical relief is required - will sound FOUR TIMES
as prescribed
d) Out of Home Station - Medical relief is required - will sound FIVE TIMES
as prescribed
e) Cancellation of ART/ARMV - will sound for 90 seconds ONE TIME only.

During failure of delayed action switch

1. Check switch shall be used to give calls of ¾ minute duration with 1/2 minute interval between
two successive calls
OR
2. Engine whistle sounded 5 times with 1 minute duration each with ½ minute interval. It shall be
repeated in same manner after 3 minutes.
OR
3. If engines not available, station bell rung violently
4. Staff of various departments to turn up for the position / duties allotted for them.
ACCIDENT RELIEF MEDICAL EQUIPMENTS (ARME)

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

1. Medical Equipment are stabled in MRV.

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

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

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

• From single exit : 25 minutes

• From double exit/ terminal stations: 20 minutes
• It shall not be started without Para-medical staff.
SCALE II-STORED IN BOXED IN SPL ROOMS ON THE STATION PLATFORM
204
• It is mentioned in WTT and accident manual.
Inspected by
• SS/SM/ ADMO (Depot official)- once in a month
• Sr.DOM/DMO-once in a year
SPART
1. It means Self-Propelled Accident Relief Train
2. It has
a. 3 coaches including AC operation theatre.
b. Tool van with Hydraulic Rerailing Equipment.
c. Turning out time- Single Exit-25 Mts; Double Exit/ Terminal Stations- 20 Mts.

BREAK DOWN SPECIAL (ART)

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

205
 TRAINS UNUSUALLY DELAYED [6.04]

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

206
 AVERTED COLLISION
1. If a Collision between Two Trains or between a Train and an Obstruction is prevented
because of the Vigilance shown by any Person(s), such occurrence is called Averted Collision.
2. It will not be treated as an Averted Collision in the following cases:
a. Outside Station limits: If the distance between Two Trains or between a Train and an
Obstruction is 400 metres or more.
b. Inside Station limits: If there is an Intervening Stop Signal at Danger governing the
Movement of Train.
3. In the case of averted collision immediately the distance between two trains shall be measured
in te1rms of vehicle/ wagon/ rail length by,
a. SM- Inside station limits, in the presence of LP and TMR make entry in station diary
b. TMR- Outside station limits, in the presence of LP and record in CTR.
4. Averted Collision is classified under Class F.

BREACH OF BLOCK RULES [6.06]

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

207
7. Train shall be received into Station by
 Issuing a Message + PN to LP through SPT [or]
 Issuing T/369-(3b) to LP at the foot of the FSS.
8. Accident shall be reported under Class G.
SIGNAL PASSING AT DANGER (SPAD)

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

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

208
C. In Automatic Block system:
Single Line, Advanced Starter passed at ‘ON’-
- PLCT+ Prescribed (Written) memo +Restarting memo.
Double Line, Semi-Automatic despatch stop signal passed at ‘ON’
- T/369 (3b) +PN +Restarting Memo.
3. Accident shall be reported under Class G.
4. Note: [ * & **] Not required , When LP passes a stop signal at ‘on’ without proper
authority due to signal flew back to ‘on’ in face of an approaching train.
5. II.OUTSIDE STATION LIMITS:
1. If LP has passes the GSS, IBSS, Automatic Stop signal, Stop Indicator and Banner Flag without
proper Authority [or] without following the prescribed procedure, TMR shall take action as
above:
2. TMR shall
a. Examine Brake Blocks
b. Measure the distance overshot
c. Record the results in CTR and
d. Report the Accident under Class H to all concerned.

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

209
 HOT AXLE (SR 4.29)

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

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

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

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

either forward or sideways) he shall
a. Note down the Location in terms of Hecto metre;
b. Stop the Train at next Block Station without clearing the Block Section
c. Inform the SM through available means not to allow next Train into that Block
Section.
d. Stop at a convenient place and give a Written Advice to SM with acknowledgement.
2. In case of Automatic area & IBSS, LP shall inform the SM & the LP of the Train already
entered into Block Section from Station in rear.
3. SM shall advise other end SM, Section Controller, JE/PWay & DOM.
4. IF ENGINEERING STAFF AVAILABLE
1) Engineering Official shall be sent by TMM/Tower Wagon/LE to inspect the Track.
2) If TMM/Tower Wagon/LE is not available, the Train accompanied by Engineering
Official shall be sent with a Caution Order.
3) Train shall stop short of the suspected Spot.
4) Engineering Official shall inspect the Track & certify if it is safe.
5) Train shall pass the spot at a Speed as specified by Engineering Official.
6) He shall advise the SM about the condition of the Track & Speed Restriction, if any,
personally [or] through a Written Memo sent through LP.
5. IF ENGINEERING STAFF NOT AVAILABLE
1) 1st Train after getting Message shall be despatched with a Caution Order. LP shall
 Stop short of the suspected Spot.
 Inspect the Track.
 Pass the Spot at a Speed not exceeding 10 Kmph, if it is Safe.
 Return to the starting Station, if it is not safe.
2) If the LP of 1st Train not finds anything Unsafe:
 Subsequent Trains shall be issued with a Caution Order.
 LPs shall observe a Speed of not exceeding 10 Kmph over the suspected portion.
 Speed Restriction of 10 Kmph shall be in force till Engineering Officials certify the Track
fit for higher Speed.

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6. IF THE TMR EXPERIENCES ROUGH / SLACK RUNNING/ HEAVY
LURCH
1. TMR shall inform the LP.
2. If TMR is unable to contact LP, he shall try to stop Train & inform LP.
3. LP shall take action as above.
4. It is classified under Accident Class K-4.

SABOTAGE / SUSPECTED SABOTAGE

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

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

UNSAFE CONDITION ON OR NEAR THE ADJACENT TRACK

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

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

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 RAIL FRACTURE / WELD FAILURE

1. If information about Rail Fracture / Weld Failure has been received, SM to advise
JE/SSE/PWay.
2. Rail Fracture / Weld Failure shall be treated as an Obstruction and no Train shall be
allowed to enter the Block Section.

3. If there is a Train to despatch and an Engineering Official not below the rank of Track
man is available to attend failure,
a. Train shall be started on T/A.602, accompanied with Engineering Official, travelling
by Engine.
b. LP shall stop in rear of failure spot.
c. After attending the failure, Engineering Official shall issue a Fit Certificate.
d. LP shall further be guided by the Engineering Official.
4. If Rail Fracture / Weld Failure has been attended temporarily, Train dealt with Normal
ATP with a Speed Restriction If attended by
a. Trackman/Key man/Engineering Gateman- Not exceeding 20 Kmph.
b. JE/P Way - Not exceeding 30 Kmph.

PERSON KNOCKED OUT BY TRAIN AND ALIVE

If a person knocked out by the same train or subsequent train,
1. TMR himself or a qualified doctor if available shall render first aid.
2. Inform police thro nearest sm.
3. Transport the injured person with least possible delay to the nearest station where
medical aid can be given.
4. If such station is nearer in opposite direction and a train is available, he can be moved to
that station.
5. If the condition is dangerous, a dying declaration should be obtained by the TMR.
6. The dying declaration should contain:
a. Name
b. Father’s name
c. Caste
d. Residence
e. How he happened to be on the line and the wounds are inflicted?
7. A witness has to sign this.
8. This shall be handed over to nearest SM for onward transmission to police.

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 PERSON KNOCKED DOWN BY A TRAIN AND DEAD

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

1. IF THE PERSON IS ALIVE, TMR SHALL

1) Render first aid.
2) Transport the person to the nearest station where medical facility is available.
3) Obtain dying declaration, if the person is in dangerous condition.
4) Handover to the SM of nearest station in the direction of run.
2. IF THE PERSON IS NOT ALIVE, TMR SHALL
1) Keep evidence intact.
2) Prevent handling of dead body by too many people.
3) Keep the body clear of track for further movement of trains.
4) Hand over the body to village officer or a responsible person in the vicinity.
5) If no responsible person found nearby, handover the body at nearest gate lodge or at next
station in the direction of run along with a written memo with all relevant details.
3. TMR & LP shall make a full report in ACC 4 to the DRM within 24 hours of
the Accident
1) Km at which the passenger fell or person was knocked down.
2) Was the train stopped after
i. Accident noticed by the TMR/loco pilot or
ii. The alarm chain is pulled.

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3) Was the train backed to the accident spot?
4) How the injured person was disposed.
4. Further Information In The Case Of A Passenger Falling Out:
1) Name, Age, Sex and Address of the Passenger.
2) Particulars of the Ticket Held.
3) If It Is Child, The Name, Relationship And Address of The TMRian At The Time.
4) Where Was The Person/Child Seated or Standing At The Time Last Seen By Fellow
Passengers?
5) Coach Details and Position from the Engine.
6) Condition of Doors, Door Handles, Shutters, Safety Catch and Window Fastening In the
Carriage.
7) Was There A Government Railway Police Official on The Train?
8) Brief Statement of the Injured Person.
EX-GRATIA PAYMENTS AS PER EXTANT INSTRUCTIONS
Manned Level
In case of Train Untoward Crossings
Accidents
S Incidents (Due to prima facie
No liability is Railways)
1 Simple Injury Rs. 50,000/- Rs.5oo0/- Rs.50000/-
2 Grievous Injury
A For 30 days of Rs.2,50,000/- Rs.50,000/- Rs.2,50,000/-
Hospitalization **
B For further 6months RS.1500/- per day to be
released at the end of
of Hospitalization -- every 10 day period or --
date of discharge,
whichever is earlier
C For further 5months Rs.750/- per day be
released at the end of
of Hospitalization -- --
every 10 day period or
date of discharge,
whichever is earlier
D For every10 days
period or Upto Rs.3000/- per
day
discharge whichever is -- --
earlier **
** The maximum period for Ex-gratia payment is payable to the Grievously Injured will be 12 months
3 Death Rs.5,00,000/- Rs.1,50,000/- Rs.5,00,000/-

COMPENSATION
1 Death Rs. 8, 00,000/- Rs. 8, 00,000/- --

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

KINDS OF ACCIDENT ENQUIRIES

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

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10. CRS has to submit his report to CCRS, Railway Board, Zonal Railway Administration,
other CRSs, etc.
11. In case of sabotage or train wrecking, a copy of the report shall be sent to
Director/Intelligence Bureau, Ministry of Home affairs, etc.
JOINT ENQUIRY
1. This is ordered by PCSO.
2. The Officers who shall constitute the Enquiry committee are specified by PCSO.
3. When ordered,
4. The date and time shall be advised by the Railway Administration, to the following
officials,
1. District Magistrate ( District where Accident occurred)
2. Superintendent of Railway Police
3. District Superintendent of Police
4. CRS of the Railway (where Accident occurred)
5. Head of the Railway Police ( belongs to the jurisdiction)
5. The Railway Administration shall issue a Press Notice inviting evidence or information
relating to the Accident.
6. Joint Enquiry may be dispensed with, in the following occasions,
a. When CRS Enquiry is ordered.
b. When a Commission of Enquiry is ordered.
c. If there is no reasonable doubt as to the cause of the Accident.
d. If any department accepts responsibility.
Note: When Joint Enquiry is dispensed with any of the clause c or d above, Departmental
Enquiry shall be ordered.
INTER- DEPARTMENTAL ENQUIRY
1. If no Department accepts responsibility for the Accident, DRM orders Inter-
Departmental Enquiry ( Case put up by Sr.DSO to DRM)
2. Enquiry Committee shall consist of, Officers or Senior Sub-ordinates of atleast three
departments including the department which is likely the prima facie responsible for the
Accident.
3. For specific cases it may be ordered by PCSO. In such cases he shall specify the
committee members.
DEPARTMENTAL ENQUIRY
1. When any Department accepts responsibility for the Accident, Sr.DSO shall immediately
put up the case to DRM.
2. DRM orders for Departmental enquiry.

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 LEVELS OF ENQUIRY

TYPE OF ACCIDENT ENQUIRY CONDUCTED BY ACCEPTING

AUTHORITY
1.All Serious Accidents CRS or Committee of SAG officers GM
2. In case CRS or CCRS is not in a position to enquire into serious
accident cases,
a. All cases of collisions Committee of SAG Officers
falling under A1 to A4 GM
b. For all other serious Committee of SAG Officers (CSO of the
Accidents Rly shall be the Convenor /Chairman)
3.All other consequential Dy. CSOs from Safety Department (to be GM
train accidents nominated by GM)
4.All other Train Accidents Committee of Senior Scale / Junior Scale DRM
officers.
5.All SPAD cases Committee of JA Grade officers with DRM
Sr.DSO/ DSO as one of the members.
6.All other cases of Committee of Senior Scale / Junior Scale DRM
indicative accidents officers.
7.All yard accidents Committee of Senior Supervisors. Sr.DSO
8.All cases of equipment Senior Supervisors/Supervisors of
failure respective departments. DRM
9.Accidents involving staff Put up to AGM and follow up by PHOD AGM
of foreign Railway
All enquires will be ordered by DRM except A1 to A4. A1 to A4 will be ordered by
GM.

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 NON-RAILWAY ENQUIRIES
COMMISSION OF ENQUIRY

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

1952.
2. When this is appointed, any Enquiry, investigation or other proceedings pending in
relation to that accident shall be stopped.
3. All records or other documents to such Enquiry shall be forwarded to such authority as
may be specified by the Central Government.
4. CRS shall, as far as possible, assist the Commission of Enquiry.

MAGISTERIAL ENQUIRY

1. Whenever an accident, as defined in Section 113 of Railway Act, has occurred,

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

JUDICIAL ENQUIRY

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

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POLICE ENQUIRY

1. Railway Police may enquire,

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

REPORTING OF ACCIDENTS
TO ZONAL RAILWAY

1. All train accidents.

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

TO RAILWAY BOARD

1. All consequential train accidents.

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

TO SAFETY DIRECTORATE

1. Collision falling under A5.

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

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

SCHEDULE OF PROCEDURE FOR COMPLETION OF ACCIDENT ENQUIRY

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

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

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

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 DOUBLE LINE BLOCK PANEL WITH BPAC
DESCRIPTION OF BLOCK PANEL
Following are the three makes of Block Panel proposed for future works.
1. Deltron Make Block panel
2. Podenur make Block panel
3. Efftronics make Block Panel

(1) Bell Push button (Black):

This is operated to transmit 'Bell code' signals and is coloured black.
(2) Train Going To' button (Red):
This is operated along with 'Bell Push' button by the station master of sending station to
set panel of receiving station to Train Coming From' (Green) indication, which in turn
automatically grants Line Clear to set panel of sending station to 'Train Going To'
(Green) indication and is coloured Red.
(3) ACKN buttons (Black):
Two such buttons are provided, one each for dispatch line and reception line. This is
operated to mute the audible warning on occupation or Clearance of block section and is
coloured black.
(4) 'Cancellation Co-op' Button (Green):
This is operated to give co-operation from sending station to Cancel the line clear at
receiving station and is coloured Green.
(5) 'Cancellation' Button (Yellow):
This is coloured yellow and operated along with Bell push button to enable cancellation
of Line Clear (At station in advance) when
a) The train has not entered the block section.
b) The train has been pushed back at train sending station.

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(6) 'Cancellation' Counter:
This counter registers the next higher number whenever cancellation button is operated
along with Bell push button (At station in advance) for cancelling 'Line Clear’.
Note: At the time of change of duties the Station Masters handing or taking over charge
shall record the last number registered at the counter in the Train Signal Register duly
signed by them.
(7) 'Line Closed' Indicator(s):
These are circular indicators, lit Yellow (two numbers) in between the directional
arrowhead, indicate that Block Section is free from Vehicles and line clear has not been
granted/ received at train receiving train sending station respectively.
(8) 'Train Coming From' Indicator:
This is a directional arrowhead pointing downward for Incoming trains towards station
at train receiving station.
 When it is lit Green, it indicates line clear has been granted. For this indication to
come Train Going To Button and Bell button have to be pressed at sending station and
the conditions for granting/taking line clear at the train receiving station/train
sending station respectively, have to be complied with and a rectangular indication
named 'TCF' lights up Green.
 When it is lit Red, it indicates 'Train On Line' on entry of incoming train, in the block
section, on line clear and a rectangular indicator named TOL lights up Red.
 When flashing Green it indicates the following two conditions.
(a) Block section clear after arrival of train, but associated signals and their controls
are not normalized at either station or LCB key is out.
(b) Cancellation of line clear before entry of train in Block section.
(9) 'Train Going To' Indicator:
This is a directional arrowhead pointing upward for outgoing trains away from station at
train sending station,
 When lit Green, indicates that, line clear has been received. For this indication come
Train Going To' button and 'Bell' button have to be pressed on the Block Panel of train
sending station and the condition for taking/granting Line clear at the train sending
station/train receiving station respectively, have to be complied with and a rectangular
indication named 'TGT lights up Green'.
 When lit Red, it indicates that the train has entered the block section, on Line Clear
and a rectangular indicator named 'TOL' lights up Red.

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  When flashing Green, it indicates that
a) Block section is clear after arrival of train at other station, but associated signals and
their controls are not normalized at either or both stations or LCB key is out at
receiving station.
b) During Line Clear cancellation before entry of train in block section.
(10) 'Train on Line' Indicator:
This is an indication lit Red indicates that the train has entered the block section, on
'Line Clear.
(11) Cancellation CO-OP' Indicator:
This is an indication lit Yellow indicates co-operation extended by station at other end for
cancellation of 'Line Clear by pressing Cancel Co-operation button.
(12) 'Cancellation' Indicator:
This is an indication lit flashing Yellow indicates progress of 'Line Clear cancellation
timer of 120 seconds. The indication lights up on pressing 'Cancel button along with 'Bell
button', when 'Train Coming From indication is displaying flashing Green.
(13) SNK Indicator(s):
Two such indications are provided.
(a) SNK (D): Yellow indication provided near TRAIN GOING TO directional arrowhead
to indicate Last Stop Signal and its control at ON/Normal directional arrowhead to
indicate Reception Signal(s) and its control at ON/Normal.
(b) SNK (R): Yellow indication provided near TRAIN COMING FROM directional
arrowhead to indicate Reception signal(s) and its control at On/ Normal.
(14) SNOEK Indicator:
This is an indication provided near Train Coming From directional overhead, when lit
Yellow indicates that the Last Stop Signal and its controls at station in rear are at
ON/Normal.
(15) Last Stop Signal Indicator (LSS):
When lit Red, it means that the Last Stop Signal is at 'ON' and when lit Green, it indicates
that Last Stop Signal is at 'OFF".
(16) Line Free Indicator:
This is an indication when lit Green, indicates that Block Section is clear of vehicles.
(17) Line Occupied Indicator:
This is an indication when lit Red, indicates that Block Section is occupied.
(18) ACKN Indicator:
This is an indication when lit Yellow, indicates that Buzzer is 'ON' Status.

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(19) SM key 'IN' Indicator:
This is an indication lit Green indicates that SM key is 'IN'.
(20) UFSBI/MUX OK Indicator (SSBPAC OK for Efftronics Make):
This is an indication lit Green indicates that MUX is OK otherwise Extinguished.
(21) UFSBI/MUX Fail Indicator (SSBPAC FAIL for Efftronics Make):
This is an indication lit Red indicates that MUX goes into failure mode otherwise
Extinguished.
(22) 'Communication Link Fail' Indicator:
This is an indication lit Yellow indicates that LINK fails otherwise flickering.
(23) Station Master's Key:
When taken out, it prevents the following operations
a) Transmission of 'Bell code
b) Transmission of 'Is Line Clear' inquiry request
c) Cancellation of 'Line Clear
(24) Line Clear Blocking Key (LCB):
It serves the following when taken out,
a) To prevent station in rear to take 'Line Clear'
b) To prevent closing of Block.
(25) SM's Back Cover Lock Key:
It is provided to open or lock the back cover of Block Panel by SM/ASM/Switchman,
when required by signal staff for maintenance or repairs.
(26) Maintainer's Back Cover lock key:
It is provided to open or lock the back cover of Block Panel by authorized signal staff, for
maintenance or repairs, provided SM's back cover lock key also applied.
(27) Telephone:
This is provided for communication with the Station master at the other end of the block
section.
INDOOR APPARATUS:
(28) Last Stop signal lever Key:
A mechanical key or electrical key lock is also provided for the Last Stop signal knob. The
key, when extracted locks the Last Stop Signal control in the normal position and the key
is used for shunting movements past the Last Stop signal. The Station code and the line,
'Up' or 'Down' to which it applies are inscribed on the respective keys.

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OUTDOOR APPARATUS:
(29) First Vehicle track Circuit: It is located slightly in advance of the Last Stop signal.
Once the engine or first vehicle of a train, actuates the first vehicle track circuit at the
train starting station,
(a) The Last Stop signal is replaced to 'ON' automatically
(b) The "Train Going To" indication of train starting station and the Train Coming From
indication of the receiving station automatically turns to 'Train on Line' indication.
(c) At the starting station, a continuous alarm bell rings. This can be stopped by restoring
the Last Stop signal lever/knob to normal.
(d) At the receiving station, a continuous Train on Line' alarm bell sounds. This can be
stopped by pressing the Train Coming From ACK Button.
(30) Last Vehicle Track Circuit:
This is fixed at the foot of the Block Section Limit Board or in rear of outermost facing
points in Multiple Aspect signalling territories. When the last vehicle of the train passes
over the last vehicle track circuit, it permits the Block Panel to be restored from Train on
Line in Train Coming From position to Line Closed position after the Home signal
lever/knob/ slide has been replaced to its normal position.
DESCRIPTION OF BLOCK PROVING AXLE COUNTERS
 Block Proving Axle Counter is interlocked with Block panel to ensure complete arrival of
trains and for proving the clearance of the Block.
 A separate Axle Counter Indication-cum-Reset Box pertaining to each section is provided
at the SM's office to indicate the clearance of the Block section and to facilitate reset in
case of Axle Counter failure.
(1) SM's Key:
For authorizing reset operations, the SM's key of Axle Counter Indication- Cum - Reset
boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case
shall be under the personal custody of the SM on duty.
(2) Reset Push Button:
Reset button with Red colour is provided in the Reset Box. Whenever the axle counter
shows 'Failed (Red Light-Large) indication, the SM on duty can reset the same to normal
working after ensuring that the Block Section is clear.
(3) Reset Counter:
A digital counter is provided on the Axle Counter indication- cum-reset box. Whenever
resetting process is initiated and completed, the counter will show next higher
progressive number.

227
(4) Clear indicator:
This is an indication when lit Green (large) indicates block section is clear.
(5) Occupied/Failed indicator:
This is an indication when lit Red (large) indicates block section is occupied.
(6) Preparatory Reset indicator:
This is an indication when Green (small) indicates that the Axle Counter Resetting at
both ends is completed.
(7) Power 'ON' Indicator:
This is an indication when lit Yellow indicates power supply available.

TESTING BEFORE TAKING OVER CHARGE BY SM

(i) The Station Master shall, when taking over charge of the Block panel, test panel by
attempting to take 'OFF the Last Stop Signal, without the panel in the Line clear
condition. If the signal cannot be taken 'OFF, the Block panel shall be the considered to
be in order. A record of this test shall be made in Train Signal Register.
(ii) If the signal can be taken 'OFF, Block panel working shall be suspended immediately
and all concerned advised. Same shall be restored only by DSTE/ASTE or any other S&T
department official authorized by name after rectification of defect.

PRECAUTIONS TO BE TAKEN BEFORE GIVING 'IS LINE CLEAR' SIGNAL

1. SM's key shall be in the reverse position.
2. Line Closed' indication Yellow
3. 'Line Free' indication Green
4. SNK indication Yellow
5. Entries for the previous train in the Train Signal Register are complete and section is
clear and free from obstruction.
6. Line Clear should not have been obtained by any other means
7. A Private Number should have been obtained.
8. Clear Indication Green available in Axle Counter reset box.
PRECAUTIONS TO BE TAKEN BEFORE GIVING 'LINE IS CLEAR' SIGNAL
1. SM's key shall be in the reverse position.
2. Line Closed' indication Yellow
3. 'Line Free' indication Green
4. SNK indication Yellow
5. SNOEK indication Yellow
6. LCB key is inserted and turned
7. Slip/Catch siding key, if provided are intact in the EKT.

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8. Entries for the previous train in the Train Signal Register are complete and section is
clear and free from obstruction.
9. Line Clear should not have been given by any other means
10. Clear Indication Green available in Axle Counter reset box.
11. Note: After ensuring all the above precautions, the Station Master shall give a
Private Number to the SM of the sending station, as a categorical assurance.

FAILURE OCCASIONS- D/L BLOCK PANEL WITH BPAC

The block panel working shall be considered as interrupted and its working shall be
suspended in the following circumstances
(1) When no indication of any sort, at all appears on the block panel
(2) When the Bell Code signals are received indistinctly
(3) Attention cannot be obtained on the Block Panel, including the failure of Panel
Telephone.
(4) Any damage is seen or reported to block panel
(5) When none of the indications viz, 'Train Coming From' and 'Train GoingTo' appears
on the block panel except Line Free
(6) When no train has entered into the block section but the Line Free/Occupied
indicator changes to Red on both lines and this indication persists even after Resetting of
Axle counter has been tried.
(7) When a train has arrived at the receiving station but the Block Panel still shows 'Train
on Line' red indication and persists on both lines.
(8) When a train arrives at a station without line clear.
(9) When UFSBI/Mux/ SSBPAC fail indication appears
(10) When Communication Link Fail indication becomes steady Yellow.
(11) When 'Train Going To' or 'Train Coming From' arrowhead indications does not
appear by appropriate action though condition for asking Line Clear and granting
permission to approach are available and 'Line Closed- Yellow' is maintained.
(12) 'Train Going To' or 'Train Coming From' arrowhead indication does not turn to
Red to give Train on Line on the entry of train into Block Section at either of the stations.
(13) When a train has arrived at the receiving station but the Block Panel shows flashing
Green indication even after ensuring SNK, LCB Key IN.
(14) When, after a Line Clear cancellation, Cancel indicator does not light up or flashing
Yellow or lights up steady Yellow after appropriate actions.
(15) When BPAC of the section is failed.
(16) When Last Stop Signal can be taken off when Train Going To is not lit.

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(17) When Last Stop Signal cannot be taken OFF even though Line Clear has been
obtained,
a) The station Master shall issue Form T/369(3b) duly making an endorsement with
a Private Number, obtained from the block station in advance as an authority to pass
Last Stop Signal at 'ON' position.
b) In cases where the train is to be started from Non-signalled road, during such
failures, T/511 shall be issued with an endorsement.
Note: However, the Block Panel working need not be suspended if the Last Stop
Signal could not be taken off even after line clear has been obtained through Block
Panel.
(18) Block panel shows 'Line closed before arrival of train.
(19) Train On Line indication disappears before the arrival of the train.
(20) When LSS cannot be kept at 'ON' during its suspension/disconnection
(21) When LSS of the station does not go back to 'ON' position on the entry of a train into
the Block Section
(22) Total failure of communication during which train shall be worked as per extant
rules in force on the Railway.
(23) Last Stop Signal goes to 'ON' or Line occupied indicator tums to 'RED before the
train actuates Last Stop Signal.
(24) If the Station Master's key is lost or defective.
(25) If the LCB Key is lost or defective.
(26) When the train is required to enter the block section, which is already occupied by a
trolley on T/1518 with Caution Order protection and removal report is not received even
after the sunset.
(27) Private Number books are lost or misplaced at the time of granting line clear.
(28) When slip/catch siding key controlled by the block instrument cannot be extracted.
(29) When Single line working on Double line is introduced.
(30) When the motor trolley, ladder trolley or lorry is required to enter the block section
and when a trolley is required to enter the block section on line clear.
(31) When a relief engine/ engine is required to enter a Block Section obstructed due to
an accident or any other reason.
(32) Whenever, a material train, trolley, lorry and track maintenance machine is required
to enter the Block Section during line block.
(33) When an accident relief train is required to enter a Block section occupied by Trolley
on form T/1518 with Line Clear Refused Endorsement.
(34) Any other circumstances not mentioned above necessitating suspension of Block
Instrument.

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 Block panel should be considered to be defective, deemed to be disconnected and should
not be restored for normal working until tested by competent signal staff & certified fit
by them for use after the above-mentioned cases duly giving reconnection except for the
case of Communication Link Failure (steady Yellow indication). After the
Communication Link Failure indication becomes flickering again block panel operation
can be restored.
When the cause of suspension of Block Panel and/or LSS is removed, SM shall restore
the normal working of Block Panel/ LSS, as the case may be.

PARTIAL SUSPENSION OF THE BLOCK PANEL

1. When the "Train Going To" indication at 'starting station' do not correspond with Train
Coming From' indication at the receiving station.
2. If the Last Stop signal can be taken ‘Off with no ‘Line Clear indication at sending station.
3. If the Last Stop signal fails to go to 'ON' after the train has entered the block section.
4. When train for which Line Clear has been obtained and which has passed the Last Stop
Signal, is backed for any reason, in rear of the Last Stop signal.
5. When the Motor trolley, ladder trolley, or lorry is required to enter the block section and
when a trolley is required to enter the block section on Line Clear.
6. When a train arrives at a station without 'Line Clear' given for it.
7. When a relief train/engine is required to enter a block section obstructed due to an
accident or any other reason.
8. When an accident relief train is required to enter a block section occupied by a trolley on
Form T/ 1518 with 'Line Clear Refused' endorsement.
9. When a train is required to enter the block section, which is already occupied by a trolley
on Form T/1518 with Caution Order protection and removal report is not received even
after sunset.
10. Whenever a Material Train, trolley, lorry, Motor trolley, wiring train and track
maintenance machine is required enter the block section during Line Block.
11. When the Private Number books are lost or misplaced at the time of granting Line Clear.

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 FAILURE OF AXLE COUNTER
 If Axle Counter does not show 'Clear (Green Light Large) indication on the reset box,
after clearance of the Block Section by the train after 'Preparatory Reset' it shall be
treated as a failure of Axle Counter.
 The Block Panel Working on this section shall remain suspended till S&T Staff rectifies
the same. During this period Trains shall be dealt on PLCTs and closing of Block
Section done as per GR/SR. 14.10.

RESETTING PROCEDURE OF AXLE COUNTERS

1. After ensuring that the Block Section is clear, the Axle Counter shall be reset. The
resetting operation shall be resorted to only when the Block Section is clear and still
there is 'Occupied'(Red Light -Large) Indication. The following procedure shall be
adopted after advising the S&T staff concerned about the failure of the Axle Counter.
2. The receiving end SM shall ensure complete arrival of the train and give a Private
Number to the sending and SM confirming the complete arrival of the train.
3. The sending end SM shall acknowledge the same by communicating a Private Number.
4. The key of the Reset Box shall then be inserted in the reset box, turned in clockwise
direction and pressed simultaneously along with reset push button by both SMs
independently.
Note: A buzzer sounds for 3 seconds and then stops automatically in case of Eldyne
make.
5. The reset operation pertaining to Block Section will be carried out independently at both
ends.
6. 'Preparatory Reset' (Green Light-Small) indication on the reset box, to indicate that the
Axle Counter resetting operation is complete, will appear on the Axle Counter Indication
- cum- Reset Box at both ends.
7. The counter, provided for recording resetting operation will register next higher number.
Necessary entries shall be made in the 'Block proving Axle Counter Resetting Register
maintained for this purpose. Similar entries are made by the SM at the other end of the
Block Section also.
8. When the 'Preparatory Reset' indication appears, the receiving end SM shall advise the
sending end SM regarding the completion of the Preparatory Reset process. The sending
end SM after ensuring, the availability of 'Preparatory Reset' indication at his end shall
give a Private Number to this effect to receiving end SM.
9. On clearance of the first train after preparatory reset, the Axle Counter will show 'Clear
(Green Light - Large) indication at both receiving and sending stations and subsequent
trains can be normally dealt.

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10. However, if again the Axle Counter does not show 'Clear indication but Occupied
indication continues, the Block Panel working shall be suspended and trains shall be
dealt on PLCTS. The S&T Officials of the section shall be advised to attend to the failure.
11. The entries in TSR shall be made in red ink at both stations for the above cases. Each and
every operation of the reset button is counted on a digital counter and shall be recorded
in a separate register indicating the movement before and after operation of the reset
button as per the proforma.

OCCASIONS WHEN THE STATION MASTER THEMSELVES MAY RESUME

BLOCK PANEL WORKING
1. When the LCB key is lost but subsequently recovered in good condition.
2. When Motor Trolley, Ladder trolley, trolley or lorry has cleared the block section.
3. Restoration of Double Line Working after introduction of Single Line Working.
4. When the Block section, which was obstructed due to an accident is clear of the
obstruction.
5. When a traffic train is ready to enter the block section after the removal of Line block' or
expiry of 'line black period and when the block section is clear of material trains, motor
trolley, track maintenance machine etc.
6. When the Station Master's key is lost but subsequently recovered in good condition.
7. When a train is required to enter the block section, which is already occupied by a trolley
on form T/ 1518 with Caution Order protection, and removal report is received after the
sunset.
8. When an Accident Relief train clears block section already occupied by a trolley on Form
T/ 1518 with Line Clear Refused endorsement.
OCCASIONS WHEN BLOCK WORKING IS TO BE RESUMED BY DSTE/ASTE OR
ANY OTHER S&T OFFICIAL BY NAME
9. Last Stop Signal can be taken off when 'Train Going To' is not lit
10. Last Stop Signal does not restore to ON position on entry of train into Block Section
11. Block panel shows 'Line closed' before arrival of train.

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 SHUNTING
Where shunt signals are not provided for shunting on line leading towards Block section, the
Loco Pilot of shunting train shall be given shunting order at the foot of Starter Signal/Stop
Board/Fouling Mark before allowing any shunting.
1. Shunting of train up to the Last Stop Signal
a. While shunting on dispatch line Last Stop Signal shall be kept at ON. SM Key shall be
taken out and The Station Master shall hand over Form T/806 and LSS key to the
Loco Pilot authorizing him to shunt only up to Last Stop Signal (within station
section)
b. On completion of shunting, Loco Pilot shall handover Form T/806 and LSS key to the
Station Master who cancel it and return the same to the Loco Pilot.
c. The SM shall ensure clearance of line between Starter/Shunt Signal/Stop
Board/Fouling mark and LSS from any vehicle and insert the 'SM' key and turns to
'IN' position.
d. Note: For performing shunting up to Last Stop Signal when shunt signal is taken off,
T/806 need not be given.
e. SM of station in advance inserts LCB key and turns to IN position.
2. Shunting of Train beyond Last Stop Signal (Block Forward)
a. 'Block Forward' means performing shunting or obstruction of line in advance of Last
Stop Signal in the right direction. Block Forward may be done only when the block
section in advance is clear of trains/obstruction.
b. The SM, who intends to Block forward the line, shall inform the SM of station in
advance on telephone for permission to Block Forward, who will acknowledge the
message and grant permission supported by a private number.
c. SM of advance station takes LCB Key OUT and keeps in safe custody. The SM of
station performing shunting will then issue Form T/806 and LSS key to Loco Pilot of
train to perform shunting in Block Section.
d. On Completion of shunting, Loco Pilot shall handover Form T/806 and LSS key to
the Station Master who cancel it and return the same to the Loco Pilot.
e. Section clear message will be sent to SM of station in advance on telephone about
obstruction removed supported by a private number, who in turn will acknowledge
the same supported by a private number.
f. Thereafter SM of the advance station will insert LCB key and turn to 'IN' position.
g. All the entries in Train Signal Register (TSR) for this operation should be made in
Red ink. The reasons for Block forward shall be recorded in remarks column against
each entry.

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 h. Note: In case of Last Stop Signal key could not be extracted for any reason, Station
Master shall make an endorsement in T/806 that "Last Stop Signal key could not be
extracted' mentioning the Private number obtained from the station in advance
i. In case of block instrument failure, both end station masters shall exchange
numbered messages with Private number. The station master shall then make an
endorsement in form T/806 that the Block Instrument has failed mentioning the
Private number obtained from the station in advance.
3. Shunting of train towards First Stop Signal (Block Back)
a. Block Back on Double Line means performing shunting or obstruction of line in rear of
outermost facing point or Block Section Limit Board in multiple aspect area'. 'Block Back'
may be done only when the block section in rear is clear of train obstruction.
b. The SM, who intends to Block Back the line, shall inform the SM of station at other end
on telephone for permission to Block Back, who will acknowledge the message and grant
permission supported by a private number. SM who performs Block Back shall take LCB
Key OUT and keep it in his safe custody. Then he shall hand over Form T/806 to the
Loco Pilot to perform shunting in Block Section.
c. On Completion of shunting, Loco Pilot shall handover Form T/806 to the Station Master
who cancel it and return the same to the Loco Pilot. Section clear message will be sent to
SM of station in rear on telephone about obstruction removed supported by a private
number, who in turn will acknowledge the same supported by a private number.
Thereafter SM who performed Block Back will insert LCB key and turn to 'IN' position.
d. All the entries in Train Signal Register (TSR) for this operation should be made Red ink.
The reasons for Block Back shall be recorded in remarks column against each entry.
Note: In case of block instrument failure, both end station masters shall
exchange numbered messages with Private number, and station master shall
give form T/806 with endorsement that Block Instrument has failed
mentioning the Private number given for Block Back.

CLOSING OF BLOCK AFTER A PUSH BACK OPERATION.

After a train has been pushed back at the sending station, the sending station advises the
receiving station. The receiving station can close the section by pressing 'Bell' and 'Cancel'
button after getting co-operation from the other end station.

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 PROCEDURE FOR WORKING OF MOTOR TROLLEY
1. The block panel shall be suspended and motor trolley shall be worked on 'Line clear
ticket.
2. As per Para 6.16 of BWM the concerned operations shall be followed.
Before suspending the block instrument, LCB Key shall be extracted at other end and
kept in safe custody.
3. On arrival of motor trolley, SM in advance shall insert the LCB key and turn to IN"

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 SINGLE LINE BLOCK PANEL WITH BPAC
DESCRIPTION OF BLOCK PANEL
Following are the three makes of Block Panel proposed for future works.
1. Deltron Make Block panel
2. Podanur make Block panel
3. Efftronics make Block Panel

(1) Bell Push button (Black):

This is operated to transmit 'Bell code' signals and is coloured black.
(2) Train Going To' button (Red):
This is operated along with 'Bell Push' button by the station master of sending station to
set panel of receiving station to Train Coming From' (Green) indication, which in turn
automatically grants LINE CLEAR to set panel of sending station to 'Train Going To'
(Green) indication and is coloured Red.
(3) ACKN button (Black):
This is operated to mute the audible warning on occupation or Clearance of block section
and is coloured black.
(4) Cancellation Co-op' Button (Green):
This is operated to give co-operation from sending station to Cancel the line clear at
receiving station and is coloured Green.
(5) 'Cancellation' Button (Yellow):
This is coloured yellow and operated along with Bell push button to enable cancellation
of Line Clear (At station in advance) when,
a) The train has not entered the block section.
b) The train has been pushed back at train sending station.

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(6) Cancellation' Counter:
This counter registers the next higher number whenever cancellation button is operated
along with Bell push button (At station in advance) for cancelling 'Line Clear’.
Note: At the time of change of duties the Station Masters handing o taking over charge
shall record the last number registered at the counter in the Train Signal Register duly
signed by them.
(7) 'Line Closed' Indicator:
This is a circular indication, lit Yellow, in between the directional arrowhead, indicates
that Block Section is free from Vehicles and line clear has not been granted/ received at
train receiving train sending station respectively.
(8) 'Train Coming From' Indicator:
 This is a directional arrowhead pointing downward for Incoming trains towards
station.
 When it is lit Green, it indicates line clear has been granted. For this purpose Train
Going To Button and Bell button have to be pressed at sending station and the
conditions for granting/taking line clear at the train receiving station/train sending
station respectively, have to be complied with.
 When this arrow is lit Red, it indicates that Train has entered the Block section, on
line clear and a visual indication in red colour Train On Line appear in the rectangular
indicator called TOL indicator.
When flashing Green it indicates the following three conditions.
(a) Block section clear after arrival of train, but associated signals and their controls are
not normalized at either station.
(b) Cancellation of line clear before entry of train in Block section.
(c) Block section is clear after arrival of Train, associated signals and their controls are
normalized at both stations but unintentional insertion of Shunt Release Key IN when
the Train was in section.
(9) 'Train Going To' Indicator:
 This is a directional arrowhead pointing upward for outgoing trains away from station
at train sending station.
 When lit Green, indicates that, line clear has been received. For this indication to
come Train Going To' button and 'Bell' button have to be pressed on the Block Panel
of train sending station and the condition for taking/granting Line clear at the train
sending station/train receiving station respectively, have to be complied with.
 When this arrow is lit Red, it indicates that the train has entered the block section, on
Line Clear and a visual indication in red colour Train On Line appear in the
rectangular indicator called TOL indicator.

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 When flashing Green, it indicates that
a) Block section is clear after arrival of train at other station, but associated signals and
their controls are not normalized at either or both stations i.e SNK off or Shunt key
indication red.
b) Line clear cancelled before entry of train in block section.
(10) 'Train on Line' Indicator:
This is an indication lit Red indicates that the train has entered the block section, on
'Line Clear’.
(11) Cancellation CO-OP' Indicator:
This is an indication lit Yellow indicates co-operation extended by station at other end for
cancellation of 'Line Clear by pressing Cancel Co-operation button.
(12) 'Cancellation' Indicator:
This is an indication lit flashing Yellow indicates progress of 'Line Clear cancellation
timer of 120 seconds. The indication lights up on pressing Cancel button along with 'Bell
button', when 'Train Coming From indication is displaying flashing Green.
(13) SNK Indicator:
This is an indication, lit yellow indicates that Last stop signal, Reception signal and their
controls are at ON/Normal.
(14) SNOEK Indicator:
This is an indication lit Yellow indicates that the Last Stop Signal and its controls at
station at other end are at ON/Normal and Shunt key of EKT at other end station is IN.
(15) Last Stop Signal Indicator (LSS):
When lit Red, it means that the Last Stop Signal is at 'ON' and when lit Green, it indicates
that Last Stop Signal is at 'OFF".
(16) Line Free Indicator:
This is an indication when lit Green, indicates that Block Section is clear of vehicles.
(17) Line Occupied Indicator:
This is an indication when lit Red, indicates that Block Section is occupied.
(18) ACKN Indicator:
This is an indication when lit Yellow, indicates that Buzzer is 'ON' Status.
(19) SM key 'IN' Indicator:
This is an indication lit Green indicates that SM key is 'IN'.
(20) Shunt key Indicator:
When lit green indicates that shunt key of EKT is IN. When lit red indicates that shunt
key of EKT is OUT.
(21) UFSBI/MUX OK Indicator (SSBPAC OK for Efftronics Make):
This is an indication lit Green indicates that MUX is OK otherwise Extinguished.

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(22) UFSBI/MUX Fail Indicator (SSBPAC FAIL for Efftronics Make):
This is an indication lit Red indicates that MUX goes into failure mode otherwise
Extinguished.
(23) 'Communication Link Fail' Indicator:
This is an indication lit Yellow indicates that LINK fails otherwise flickering.
(24) Station Master's Key:
When taken out, it prevents the following operations
a) Transmission of 'Bell code
b) Transmission of 'Is Line Clear' inquiry request
c) Cancellation of 'Line Clear
d) Release of Shunt key
(25) Shunt Release Key (SHK):
It is normally positioned OUT. When IN, it is possible to take out Shunt Key from
Electronic Key transmitter (EKT), which serves as tangible authority for LPs to shunt
beyond LSS upto FSS.The following operations are not possible when IN:-
 To take line clear
 Other end station to take line clear
 Closing of Block section
 To take off LSS
(26) SM's Back Cover Lock Key:
It shall be with SM and given to signal staff, to open or lock the back cover of Block
Panel, when required for maintenance or repairs.
(27) Maintainer's Back Cover lock key:
It is provided to open or lock the back cover of Block Panel by authorized signal staff, for
maintenance or repairs, provided SM's back cover lock key also applied.
(28) Shunt key of EKT:
An auxiliary EKT is provided with SMs Block Panel to serve as Shunting Authority.
The key of this transmitter is normally IN and on extraction is used as tangible authority
given to LP of Train to perform shunting upto opposing FSS.
Released when Shunt Release Key of Block Panel is turned to IN.
(29) Telephone:
This is provided for communication with the Station master at the other end of the block
section.

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Outdoor apparatus
(30) First Vehicle track Circuit:
This is placed slightly in advance of the Last Stop signal. It is actuated when the engine or
first vehicle passes over it. When it is actuated,
 The Last Stop signal is replaced to 'ON'.
 Train on Line indication appears on both the instruments of the Block section
 Train On Line buzzer will sound intermittently at the both stations.
 Restores the First Stop signal to ON.
Note: In Multiple aspect signalling territories occupation of the first vehicle track by the
Train will replace the Home signal / Calling On signal to ON. However, the Home signal
Knob or Calling On signal Knob shall not be put back to normal, until the LVT Buzzer
sounds. Failure to adhere to this will result in block failure and the LVT Buzzer will not
sound.
(31) Last Vehicle Track Circuit:
This is placed slightly in advance of the Home signal and between the outermost facing
points and LSS. When the last vehicle of the train passes over it, the LVT Buzzer starts
operating, indicating the arrival of the Train and can be stopped by putting back Home
signal or Calling OnKnob to normal. However this does not indicate the complete arrival
of the Train.

DESCRIPTION OF BLOCK PROVING AXLE COUNTERS

1. Block Proving Axle Counter is interlocked with Block panel to ensure complete arrival of
trains and for proving the clearance of the Block.
2. A separate Axle Counter Indication-cum-Reset Box pertaining to each section is provided
at the SM's office to indicate the clearance of the Block Section and to facilitate reset in
case of Axle Counter failure.
3. SM's Key: - For authorizing reset operations, the SM's key of Axle Counter Indication-
Cum - Reset boxes shall be kept in a separate Glass Fronted case and the key of the glass
fronted case shall be under the personal custody of the SM on duty.
4. Reset Push Button: - Reset button with Red colour is provided in the Reset Box.
Whenever the axle counter shows 'Failed' (Red Light-Large) indication, the SM on duty
can reset the same to normal working after ensuring that the Block Section is clear.
5. Reset Counter: - A digital counter is provided on the Axle Counter indication-cum-
reset box. Whenever resetting process is initiated and completed, the counter will show
next higher progressive number.
6. Clear indicator: - This is an indication when lit Green (large) indicates block section is
clear.

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7. Occupied/Failed indicator: - This is an indication when lit Red (large) indicates
block section is occupied.
8. Preparatory Reset indicator: - This is an indication when green (small) indicates
that the Axle Counter Resetting at both ends is completed.
9. Power ‘ON’ indicator: - This is an indication when lit yellow indicates power supply is
available.
TESTING BEFORE TAKING OVER CHARGE BY SM
1. The Station Master shall, when taking over charge of the Block panel, test the panel by
attempting to take ‘OFF’ the Last Stop Signal, without the panel in TGT condition. If the
signal cannot be taken ‘OFF’, the Block panel shall be considered to be in order. A record
of this test shall be made in Train Signal Register.
2. If the LSS can be taken off, Block Panel working shall be suspended immediately and all
concerned advised. Same shall be restored only by DSTE/ ASTE/ authorised S&T official
by name after rectification of defect.
PRECAUTIONS TO BE TAKEN BEFORE GIVING ‘IS LINE CLEAR’ SIGNAL:
1. SM’s key shall be in the ‘IN‘position.
2. ‘Line Closed’ indication yellow
3. ‘Line Free’ indication green
4. SNK indication yellow
5. SNOEK indication yellow
6. ‘Shunt Key’ indication green
7. Slip/Catch siding key, if provided and Shunt key, are intact in the instrument.
8. Entries for the previous train in the Train Signal Register are complete and the block
section is clear and free from obstruction.
9. Line Clear should not have been given or obtained by any other means.
10. A Private Number should have been obtained.
11. Clear Indication Green available in Axle Counter Indication - cum - reset box
PRECAUTIONS TO BE TAKEN BEFORE GIVING ‘LINE IS CLEAR’ SIGNAL:
1. SM’s key shall be in the ‘IN’ position.
2. ‘Line Closed’ indication yellow
3. ‘Line Free’ indication green
4. SNK indication yellow
5. SNOEK indication yellow
6. ‘Shunt Key’ indication green
7. Slip/Catch siding key, if provided, and Shunt key are intact in the EKT.
8. Entries for the previous train in the Train Signal Register are complete and the block
section is clear and free from obstruction.

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9. Line Clear should not have been given or obtained by any other means.
10. Clear Indication Green available in Axle Counter Indication - cum - reset box.
11. Note: - After ensuring all the above precautions, the Station Master shall give a Private
Number, to the SM of the sending station, as a categorical assurance.
FAILURE OCCASIONS- SINGLE LINE BLOCK PANEL WITH BPAC
1. The block panel working shall be considered as interrupted and its working shall be
suspended in the following circumstances:-
2. When no indication of any sort, at all appears on the block panel
3. When the Bell Code signals are received indistinctly
4. Attention cannot be obtained on the Block Panel, including the failure of Panel
Telephone.
5. Any damage is seen or reported to block panel
6. When no train has entered into the block section but the ‘Line Free/Occupied’ indicator
changes to red and this indication persists even after Resetting of Axle counter has been
tried.
7. When ‘Train Going To’ or ‘Train Coming From’ arrowhead indications does not appear
by appropriate action through condition for asking ‘Line Clear’ and granting permission
to approach are available and ‘Line Closed’ ‘yellow’ is maintained.
8. When a train arrives at the receiving station or pushes back at sending station, but Block
Panel still shows ‘Train Coming From’ & ‘Train Going To’ red arrowhead indication .
9. Train Going To’ or ‘Train Coming From’ arrowhead indication does not turn to red to
give ‘Train On Line’ on the entry of train into Block Section at either of the stations.
10. When a train has arrived at the receiving station but the Block Panel shows flashing
green indication even after ensuring SNK, SNOEK & SHUNT Key indicator green.
11. When a train arrives at a station without proper line clear.
12. When, after a Line Clear cancellation, ‘Cancel’ indicator does not light up or flashing
yellow or lights up steady yellow after appropriate actions
13. When UFSBI / Mux/SSBPAC fail indication appears
14. When Communication Link Fail indication becomes steady yellow.
15. When BPAC of the section is failed.
16. When Last Stop Signal can be taken off when ‘Train Going To’ is not lit.
Note: However Block Panel need not be suspended, When Last Stop Signal cannot be
taken OFF eventhough ‘Line Clear’ has been obtained and TGT is lit.
a) The station Master shall issue Form T/369(3b) duly making an endorsement with a
Private Number, obtained from the block station in advance as an authority to pass
Last Stop Signal at ‘ON’ position.

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 b) In cases where the train is to be started from Non-signalled road, during such
failuresT/511 shall be issued with an endorsement.
17. Block panel shows ‘Line closed’ before arrival of train.
18. ‘Train on Line’ indication disappears before the arrival of the train.
19. When LSS cannot be kept at ‘ON’ during its suspension/disconnection
20. When LSS of the station does not go back to ‘ON’ position on the entry of a train into the
Block Section
21. Last Stop Signal goes to ‘ON’ or Line Free indicator turns to ‘RED’ before the train passes
Last Stop Signal.
22. If the Station Master’s key is lost or defective.
23. If the Shunt key is lost or defective. When the train is required to enter the block section,
which is already occupied by a trolley on T/1518 with Caution Order protection and
removal report is not received even after the sunset.
24. Private Number books are lost or misplaced at the time of granting line clear.
25. When slip/catch siding key controlled by the block panel cannot be extracted.
26. When the motor trolley, ladder trolley or lorry is required to enter the block section and
when a trolley is required to enter the block section on line clear.
27. When a relief engine/ engine is required to enter a Block Section obstructed due to an
accident or any other reason.
28. Whenever, a material train, trolley, lorry and track maintenance machine is required to
enter the Block Section during line block.
29. When an accident relief train is required to enter a Block section occupied by trolley on
form T/1518 with Line Clear Refused Endorsement.
30. Any other circumstances not mentioned above necessitating suspension of Block
Instrument.
31. Block panel should be considered to be defective, deemed to be disconnected and should
not be restored for normal working until tested by competent signal staff & certified fit by
them for use after the above-mentioned cases duly giving reconnection.
32. When the cause of suspension of Block Panel and/or LSS is removed, SM shall restore
the normal working of Block Panel/ LSS, as the case may be.

OCCASIONS WHEN SM THEMSELVES CAN RESTORE THE BLOCK WORKING

1. When the Station Master's key is lost but subsequently recovered in good condition.
2. When the shunt key is lost but subsequently recovered in good condition.
3. When Motor Trolley, Ladder trolley, trolley or lorry has cleared the block section.
4. When the Block section, which was obstructed due to an accident is clear of the
obstruction.

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5. When a traffic train is ready to enter the block section after the removal of Line block' or
expiry of 'line black period and when the block section is clear of material trains, motor
trolley, track maintenance machine etc.
6. When a train is required to enter the block section, which is already occupied by a trolley
on form T/ 1518 with Caution Order protection, and removal report is received after the
sunset.
7. When PN books are lost / mislaid at the time of granting line clear but subsequently
found
OCCASIONS WHEN BLOCK WORKING IS TO BE RESUMED BY DSTE/ASTE OR
ANY OTHER S&T OFFICIAL AUTHORIZED BY NAME

1. Last Stop Signal can be taken off when ‘Train Going To’ is not lit.
2. Last Stop Signal does not restore to ON position on entry of train into Block Section
3. Block panel shows ‘Line closed’ before arrival of train.

FAILURE OF AXLE COUNTER

 If Axle Counter does not show 'Clear' (Green Light — Large) indication on the reset box,
after clearance of the Block Section by the train after 'Preparatory Reset' it shall be
treated as a failure of Axle Counter.
 The Block Panel Working on this section shall remain suspended till S&T Staff rectifies
the same. During this period Trains shall be dealt on PLCT’s and closing of Block Section
done as per GR/SR.14.10.
RESETTING PROCEDURE OF AXLE COUNTERS
1. After ensuring that the Block Section is clear, the Axle Counter shall be reset. The
resetting operation shall be resorted to only when there is ‘Occupied’. (Red Light - Large)
indication and the Block Section is clear. The following procedure shall be adopted after
advising the S&T staff concerned about the failure of the Axle Counter.
2. The receiving end SM shall ensure complete arrival of the train and give a Private
Number to the sending end SM confirming the complete arrival of the train.
3. The sending end SM shall acknowledge the same by communicating a Private Number.
4. The key of the Reset Box shall then be inserted in the reset box, turned in clockwise
direction and pressed simultaneously along with reset push button by both SMs
independently.
Note: A buzzer sounds for 3 seconds and then stops automatically in case of Eldyne
make Axle counter.
5. The reset operation pertaining to Block Section will be carried out independently at both
ends.

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6. 'Preparatory Reset' (Green Light —Small) indication on the reset box, to indicate that the
Axle Counter resetting operation is complete, will appear on the Axle Counter Indication
- cum – Reset Box at both ends.
7. The counter, provided for recording resetting operation will register next higher number.
8. Necessary entries shall be made in the 'Block proving Axle Counter Resetting Register'
maintained for this purpose. Similar entries are made by the SM at the other end of the
Block Section also.
9. When the 'Preparatory Reset' indication appears, the receiving end SM shall advise the
sending end SM regarding the completion of the Preparatory Reset process. The sending
end SM after ensuring, the availability of 'Preparatory Reset' indication at his end shall
give a Private Number to this effect to receiving end SM.
10. On clearance of the first train after preparatory reset, the Axle Counter will show 'Clear'
(Green Light - Large) indication at both receiving and sending stations and subsequent
trains can be normally dealt.
11. However, if again the Axle Counter does not show 'Clear' indication but 'Occupied'
indication continues, the Block Panel working shall remain suspended and trains shall be
dealt on PLCT. The S&T Officials of the section shall be advised to attend to the failure.
12. The entries in TSR shall be made in red ink at both stations for the above cases. Each and
every operation of the reset button is counted on a digital counter and shall be recorded
in a separate register indicating the movement before and after operation of the reset
button as per the following proforma:
13. Occasions when the Station Master themselves may resume Block Panel working without
being restored by the Signal and Telecommunication department official.
14. When Motor trolley, trolley or lorry or Ladder Trolley has cleared the block section.
15. When a traffic train is ready to enter the block section after the removal of ‘Line Block’ or
expiry of ‘Line Block’ period and when the block section is clear of material train, motor
trolley, lorry and track maintenance machine.
16. When the Block section, which was obstructed due to an accident is clear of the
obstruction.
17. When Private Number books are lost or mislaid at the time of granting line clear for a
train and later on if a book is available or when a train is ready to start from his end.
18. When an accident relief train clears a block section already occupied by a trolley on form
number Form T/1518 with Caution Order protection and removal report is received after
sunset.
19. When the station Master’s key is lost but subsequently recovered in good condition.
20. When the Shunt key is lost but subsequently recovered in good condition.

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 SHUNTING
1. Shunting beyond starter signal and up to Last Stop Signal /Shunting Limit
Board (within station section) under ‘Line Closed’ condition
(a) The Station Master shall hand over Form T/806 along with shunt key to the Loco
Pilot authorizing him to shunt only up to Advanced Starter/Shunting Limit Board(within
station section)
(b) On completion of shunting, Loco Pilot shall handover Form T/806 with shunt key to
the Station Master who cancel it and return the same to the Loco Pilot.
(c) The station master shall then insert the ‘Shunt key’.
Note: For performing shunting up to Advanced Starter/ Shunting Limit Board, when
shunt signal is taken ‘off’, T/806 need not be given.
2. Shunting beyond Starter signal and up to the opposing First Stop Signal
under Line Closed condition’
(a) The station master shall prepare Form T/806 and hand it over to the Loco Pilot along
with ‘Shunt key’, authorizing him to shunt up to Opposing First Stop Signal.
(b) On completion of shunting, Loco Pilot shall handover Form T/806 with shunt key to
the Station Master.
(c) Station Master shall cancel Form T/806 and return the same to Loco Pilot and insert
the ‘Shunt key’ in the EKT apparatus.
3. Shunting beyond opposing First stop signal ( Block Back):
The SM, who intends to Block Back the line, shall inform the SM of station at other end
on telephone for permission to Block Back, who will acknowledge the message and grant
permission supported by a private number. The SM will then issue Form T/806 along
with shunt key to driver of train to perform shunting in Block Section.
On Completion of shunting, Loco Pilot shall handover Form T/806 with shunt key to the
Station Master Section clear message will be sent to SM of station at other end on
telephone about obstruction removed supported by a private number, who in tum will
acknowledge the same supported by a private number. Thereafter SM will insert shunt
key of EKT and turn to 'IN position and takes out the shunt release key.
All the entries in Train Signal Register (TSR) for this operation should be made in red
ink. The reasons for Block Back shall be recorded in remarks column against each entry.
Note:-
1) When Shunt key cannot be extracted at station ‘X’, for any shunting up to “Advanced
starter/Shunting Limit Board” /*up to Opposing First Stop Signal/* beyond Opposing
First Stop Signal, the Station Master shall ensure that the Block panel for the direction of
shunting is in ‘Line Closed’ condition. The Station Master at ‘Y’, shall take out the ‘shunt
key’, keep in safe custody and give a categorical assurance supported by a Private

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 Number. Station Master at ‘X’ shall make an endorsement in Form T/806 that ‘shunt key
cannot be taken out’ mentioning the Private Number obtained from station ‘Y’
authorizing the Loco Pilot to shunt up to the *Advanced Starter/Shunting Limit Board/
opposing First Stop Signal/ Beyond opposing First Stop Signal*.
After completion of shunting, the Loco Pilot shall handover Form T/806 with the
endorsement of the Station Master. The Station Master shall cancel Form T/806 and
return the same to the Loco Pilot.
Station Master at ‘X’ shall inform the Station Master by a numbered message with
Private Number. The Station Master at ‘Y’ shall acknowledge the same and insert the
‘Shunt Key’. The entries shall be made in the TSR in red ink.
2) When Block panel working is suspended and shunting has to be performed, the
Station Masters at both ends shall extract ‘Shunt Key’, where ever possible, and keep it in
safe custody. Thereafter the above procedure shall be followed. An endorsement that
‘Block panel has failed’ in form T/806 shall be duly mentioning the Private Number
obtained from the other end.
3) Shunting up to opposing First Stop Signal and beyond is prohibited at stations
provided with ‘Catch siding’.
* Strike out whichever is not applicable.
4. At stations where shunting in the face of an approaching train is permitted
Shunting permitted up to Advanced Starter/Shunting Limit Board: (The block panel
being in ‘line closed’, ‘Train Coming From’ or ‘Train Going To’ -with Train on line’
condition).
(a) Station Master shall prepare Form T/806 and hand over the same to Loco Pilot along
with ‘Home Signal key’, authorizing him to shunt only up to Advanced Starter/ Shunting
Limit Board.
(b) On completion of shunting, Loco pilot shall handover the Form T/806 along with
‘Home signal key’ to the station master, who shall cancel the Form T/806 and return the
same to the Loco Pilot retaining the Home Signal key.
Note: if ‘Home Signal key’ could not be extracted for any reasons, both end station
Masters shall exchange numbered messages with Private Number. The Station Master at
‘X’, shall make an endorsement in Form T/806 that Home Signal key could not be
extracted. The entries shall be made in the TSR in red ink.
5. Shunting Behind A Train upto the opposing First Stop Signal.
Shunting behind a train should be performed with message to station at other end. SM
shall take out Shunt Key of EKT after entry of train beyond LSS and hand over to Driver
of shunting train along with shunting order. On completion of shunting, LP shall hand

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 over Shunt Key of EKT to SM. SM after ensuring clearance of line between Starter /
Shunt Signal /Stop Board/Fouling mark and LSS from any vehicle.
The message regarding completion of shunting shall be sent to station at other end.
SM inserts Shunt Key of EKT and tums to IN position.
In case of train arrives at station at other end before completion of shunting. Train
Going To / Train Coming From' arrowhead indication will remain at RED, till shunting
train clears the section. During such period line shall be Blocked Back.

CLOSING OF BLOCK AFTER A PUSH BACK OPERATION

After a train has been pushed back to starting station, starting station advises the advance
station about the pushing back. On arrival of Train,
 At starting station- Line Free indicator shows Green, buzzer starts ringing, ACKN
indicator lights up with TGT arrowhead showing a flashing green. Acknowledge the
buzzer by pressing ACKN button and the indicator turns off.
 At station in advance- Line Free indicator shows Green, buzzer starts ringing, ACKN
indicator lights up with TCF arrowhead showing a flashing green. Acknowledge the
buzzer by pressing ACKN button and the indicator turns off.
a. Train started station (where the Train arrived) shall advice the Station in advance for
line clear cancellation with prescribed Bell code under exchange of PN.
b. SM in advance shall ensure SNK indicator shows yellow, SNOEK shows yellow and
Shunt key indicator shows green and acknowledges the bell code.
c. Then Train started station duly observing the SNK indicator at his end showing yellow,
Shunt key indication shows green, press the Cancel Co-Op button.
d. The SM in advance, observing Co-Op light lit with yellow, shall press the Bell and
Cancel button.
e. Cancellation counter increments and Cancel indication lights up with flashing yellow
for 120 seconds.
f. After 120 seconds flashing yellow disappears and TGT arrowhead at Train starting
station and TCF arrowhead at station in advance will disappear and Line closed
indication appears at both stations.

PROCEDURE FOR WORKING OF MOTOR TROLLEY

The block panel shall be suspended and motor trolley shall be worked on ‘Line clear
ticket’.

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 GUIDELINES FOR SMs
 Take proper rest before coming for duty.
 Have the knowledge of all circulars, instructions and other safety literature.
 Ensure that all on duty staff are not in a state of intoxication.
 Be conversant with the SWR.
 Keep the records neat and updated.
 Have your copy of rule books readily available and keep it with all corrections.
 Test the block instruments before taking up duty by attempting to take off the
concerned LSS without obtaining line clear through the block instrument concerned
duly making the entries in the TSR.
 Make all the relevant entries including train passing entries in the TSR in concerned
ink.
 Ensure that all the conditions before granting line clear as per GR 8.01 and taking off
reception signals as per extant instructions.
BEFORE GRANTING /ASKING LINE CLEAR PLEASE ENSURE THAT,
a) Block section is clear of trains as per GR 8.01
b) Closure of NILCs if any under your control /under the control of the SM at the other
end
c) No light in the LSSR indicator in case of SGE block instrument
d) Availability of the clear indication (Large clear indication) in the BPAC indication
cum reset box
 Do not fail to ensure that the train has arrived complete and stands clear of the fouling
mark in rear as per GR & SR 14.10.
 Exchange All Right signals with the train crew of run through trains unless otherwise
exempted and carefully examine the formation from Loco to BV. If anything abnormal
is noticed on formation, shall attract the train crew by waving the red flag by day and
red light by night in a wide arc left to right across the chest and take action as per SR
4.29 & HQ safety circular No. 04.
 Do not fail to nominate station staff on off side to exchange All Right signals.
 Issue caution order wherever necessary with all particulars and obtain the signature of
Loco Pilot and TMR.
 Do not allow S&T staff to interfere with points, signals and for attending failures
without receipt of disconnection notice.
 Do not resume the working of points , signals etc without obtaining reconnection notice
and certificate that all the disconnected S&T gears have been reconnected and safe to
deal trains from S&T officials.

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DURING FAILURE OF SIGNALS
a) Ensure that Points over the reception/dispatch are correctly set and clamped and
padlocked before authorizing movement of any train over them, and the padlock or
clamp keys are kept under personal custody; The declaration shall be made in the
station diary. Hands on practice drills to be done regularly.
b) Ensure that the level crossing gates, if any, are closed and locked against road traffic
and
c) Ensure that the route governed by the defective signal is clear and free from
obstructions.
d) Don’t deal the first train after failure of reception signal on SPT.
DURING FAILURE OF BLOCK INSTRUMENT
 a) Exchange proper messages with other end SM and record the same in the TSR
during block failure and before restoration.
 b) Before preparing PLCT, exchange message in Column ‘A’ of T/A 1425 and send it to
LP along with PLCT.
 c) Follow the procedure as stipulated under para No. 7.01 to 7.12 of BWM and G & SR
14. 25 meticulously without any deviation. In addition, in single line section, the SM
before starting the train shall inform the section controller regarding the Train No and
description and get the PN from the section controller as a token of no train in the
section. Similarly, the SM at the receiving end shall communicate a PN to the Section
Controller as a token of train has arrived complete.
 d) Do not fail to record all failures such as signal failure, point failure, block failure, etc.
in the signal failure and inspection book with all relevant particulars.
LINE BLOCK
 a) Make out proper entries in the Line block register regarding line block requisition,
imposition and cancellation properly. Entries to be made in the TSR also.
 b) Inform the SM at the other end and get his acknowledgement.
 c) Line block collars to be put on over the relevant buttons/knobs by both SMs.
 d) Ensure that no traffic train is started from either end in the affected portion during
line block period.
POWER BLOCK
 a) Make out proper entries including the details of elementary section in the power
block register regarding power block imposition and cancellation properly. Entries to
be made in the TSR also including the assurance for taking precautions as per annexure
IV of the STWI.
 b) Before giving permission to the OHE official, confirm the exact location and the
roads which are to be affected from the OHE official.

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 c) Power block collars to be made on the relevant buttons by both SMs.
 d) Ensure that no train hauled by electric locomotives/EMU is started from either end
in the affected portion during power block period.
STABLING AND SECURING
 a) Ensure that the rake/vehicles are stabled within fouling mark.
 b) Ensure that the stabled rakes/ vehicles are secured by means of wedges, chains and
hand brakes application in terms of G&SR 5.23 and board’s instruction.
 c) Make the proper entries in the wagon/vehicle securing register and communicate to
the section controller duly exchanging PN.
 Satisfy yourself that all essential equipment as prescribed in SWR are available and are
in good working order.
DURING SHUNTING
 a) Correct setting of points and cotter and locking of points as per SR 5.14 (ii) (a) & (b)
to be ensured.
 b) Proper supervision of the shunting shall be ensured in terms of G&SR 5.14.
 c) While shunting on gradients, all the precautions enshrined shall be ensured.
 d) Shunt movements into the block section shall be done only on block back or block
forward as the case may be.
RUSTY RAIL
 a) If there is a lapse of more than 24 hours between two successive movements on track
circuited line, the line shall be deemed to be rust.
 b) Rusty rail caps shall be placed on the relevant point/signal knobs on the control
panel and enabled in VDU panel.
 c) The SM shall personally check and ensured that such line is clear and free from
obstruction before permitting another move on that line.
 d) The SM shall not relay on track indications on the control panel/VDU panel.
 Setting of points against occupied line in terms of GR 3.38 (2) shall be ensured

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 ENDORSEMENTS IN VARIOUS OCCASIONS
1. WHEN THE LSS ALONE FAILS AND LINE CLEAR OBTAINED THROUGH BLOCK INSTRUMENT- ON T/369(3b)

Last Stop Signal No could not be taken OFF. However, line Clear has been obtained through
Block Instrument / Track Circuit /Axle Counter from Station. You are hereby authorised to
pass the Last Stop Signal No at ON and treat this as an authority to proceed and enter the
Block Section. Private Number received (In Figure) (In words).

2. WHEN THE LSS ALONE FAILS AND LINE CLEAR OBTAINED THROUGH BLOCK INSTRUMENT – ON T/511
Starting from Non- running line,
Line Clear has been obtained through the Block Instrument from Station

3. WHEN LSS IS PROTECTING LEVEL CROSSING- ON T/369(3b)

The LSS also protecting the LC No and the LP shall proceed cautiously upto the Gate and
observe the Proceed Hand signal at the LC

4. WHENEVER LINE CLEAR IS OBTAINED THROUGH INDIRECT MEANS OF COMMUNICATION

Line clear obtained through ................. supported by cross checking of Private Numbers given for the
preceding three trains

5. WHEN LSS IS PROTECTING LEVEL CROSSING- ON PLCT

The LSS also protecting the LC No and the LP shall proceed cautiously upto the Gate and
observe the Proceed Hand signal at the LC

6. LSS ALONE FAILED ATIB SECTIONS

Last Stop Signal could not be taken OFF. However, the Axle Counter/Track Circuit Indicator shows
clear. You are authorised to proceed up to the IBS Signal

7. IBSSPROTECTING LC - FAILURE OCCASIONS

A. TRAIN IS AT IBSS – ON SPT
From, SM-X Date…
To, The LP of the train (No and description)…at IBS signal.
The Intermediate Block Stop Signal could not be taken ‘OFF’. However, Line Clear has been obtained
through the Block Instrument/Block Telephone/ Indirect Means (refer your SWR format). You
are authorized to pass the Intermediate Block Stop Signal at ‘ON’ and treat this message as the
Authority to Proceed and enter the Block Section Y-Z. Proceed at normal speed.

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 Private Number: (in figures) … in words…
Add the following endorsement below the SPT Message,
Observing Proceed Hand signal at the LC gate No which is protected by the IBS signal

B. FOR SUBSEQUENT TRAINS FROM STATION IN REAR- ON T/369(3b)

 If there is no bridge between the IBSS and LC
Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ........ as per the provisions
given in GR 3.73 and SR 3.73 (i)

 If there is a bridge between the IBS signal and LC,

Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ...... as per the provisions
given in SR 3.73 (iii) (a) & (b)

C. WHEN THERE IS NO RESPONSE FROM THE GK AT LC PROTECTED BY THE IBSS DUE TO FAILURE
OFPHONE COMMUNICATION

 If there is no bridge between the IBSS and LC

Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ........ as per the provisions
given in GR 3.73 and SR 3.73 (i). There is no response from the Gateman at LC No. ...... which is
protected by the IBS signal

 If there is a bridge between the IBS signal and LC

Loco Pilot shall stop in rear of the IBS signal and pass the IBS signal No ...... as per the provisions
given in SR 3.73 (iii) (a) & (b). There is no response from the Gateman at LC No ....... which is
protected by the IBS signal

8. STATION DIARY ENTRIES – FOR POINTS ENSURING

For reception/ despatch of Train No on/ from Road No , Points lying on the route of
reception/ despatch (Points No & Position) have been physically inspected and correct setting
and clamping of Points ensured

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