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<strong>South</strong> <strong>Central</strong> <strong>Railway</strong><br />
ZONAL RAILWAY TRAINING INSTITUTE<br />
MOULA – ALI<br />
OPERATING STUDY MATERIAL<br />
PRO. STATION MASTER
DISCLAIMER<br />
This Study <strong>material</strong> is compiled by the Faculty of ZRTI/MLY for<br />
guidance and easy understanding. It is to be read in conjunction with<br />
G&SR, Block Working Manuals, Accident Manual, correction slips,<br />
JPO's, Working Time-Table and Safety related Circulars issued from<br />
time to time. Though the sufficient care and precaution has been<br />
taken while preparing this <strong>material</strong>, wherever any conflicting opinion<br />
occurs, presentation in the rule books prevails over this <strong>material</strong>.<br />
**********
INDEX<br />
1<br />
STATION MASTER<br />
S.No RULE No. TOPIC PAGE<br />
No.<br />
1. 1.02 DEFINITIONS 5<br />
2. DIFFERENCES(G.R & S.R, BLOCK& NON BLOCK STNS 6<br />
3. 1.03 CLASSIFICATIONS OF STATIONS 8<br />
4. G.R.3.27 &3.29 MINIMUM EQUIPMENT OF FIXED SIGNALS 8<br />
5. G.R.1.02(2), G.R. 8.01,3.40 ADEQUATE DISTANCE 9<br />
6. G.R.1.02(32), S.R.3.50 ISOLATION 9<br />
7. G.R.1.02(54 STATION SECTION 10<br />
8. G.R.3.02 TYPES OF SIGNALS 11<br />
9. G.R.3.06 WARNER SIGNAL 12<br />
10. G.R/S.R. 3.07 DISTANT SIGNAL 12<br />
11. G.R.3.09 OUTER, HOME & ROUTING SIGNAL 12<br />
12. G.R.3.10 DESPATCH SIGNALS 13<br />
13. G.R.3.15 CO-ACTING SIGNAL 14<br />
14. G.R.3.16 REPEATING SIGNAL 14<br />
15. G.R.3.13 CALLING ON SIGNAL 15<br />
16. G.R.3.14 SHUNT SIGNAL 15<br />
17. DIFFERENCES 16<br />
18. G.R/S.R 3.59 to 3.64 FOG SIGNAL 17<br />
19. G.R./S.R.3.75,S.R.14.13,14.14 IB SIGNAL 18<br />
20. Appendix XII –I INTERLOCKING 19<br />
21. S.R. 3.61 VTO 20<br />
22. SR 3.51.6 DISCONNECTION & RECONNECTION 21<br />
23. GR/SR 3.40 CONDITION FOR TAKING OFF HOME SIGNAL 22<br />
24. S.R.3.38.7, App XI-6 MOTOR OPERATED POINTS 22<br />
25. S.R.3.38.7, App XI-6 EMERGENCY CRANK HANDLE 23<br />
26. S.R.3.14.3 SHUNTING PERMITTED INDICATOR 24<br />
27. G.R/S.R.3.34,3.73 GATE SIGNAL 24
2<br />
STATION MASTER<br />
28. SEM Part I ROUTE INDICATORS 24<br />
29. App XI -6,G.R/S,R 3.68,3.69 and<br />
3.70<br />
DEFECTIVE SIGNALS 26<br />
30. S.R.3.75 IB SIGNAL DEFECTIVE 27<br />
31. G.R.4.12 ENGINE PUSHING 28<br />
32. G.R.4.19.6 BV EQUIPMENT 29<br />
33. S.R.4.25.3 VEHICLE GUIDANCE (VG) 29<br />
34. WTT WORKING TIME TABLE 30<br />
35. S.R.4.23 RUNNING OF GOODS TRAIN WITHOUT BRAKE-VAN 31<br />
36. S.R.4.25.4 RUNNING OF GOODS TRAIN WITHOUT GUARD 32<br />
37. G.R. 4.29 HOT AXLE/HOT BOX. 32<br />
38. S.R.4.24.4 ATTACHING OF DAMAGED VEHICLE/ ENGINE 33<br />
39. GRs/SRs 4.35 STARTING OF TRAINS 33<br />
40. G.R.4.42 EXCHANGING OF ALL RIGHTS SIGNALS 34<br />
41. S.R.4.17 RESPONSIBILITY OF SM WHEN HE NOTICES TRAIN<br />
PASSING WITHOUT TAIL LAMP/TAIL LIGHT<br />
42. G.R. 4.44 TRAIN HELD UP AT HOME /FSS SIGNAL 36<br />
43. S.R.4.62 WORKING OF MATERIAL TRAIN 36<br />
44. S.R.4.65 TRACK TAMPING MACHINE (TTM) 37<br />
45. C&W JPO NO. 5/2008 BRAKE POWER CERTIFICATE & GLP CHECK 38<br />
46. G.R.5.06 and Appendix XIV STATION WORKING RULES 42<br />
47. G.R.5.09 RECEPTION OF A TRAIN ON AN OBSTRUCTED LINE 43<br />
48. G.R.5.10 RECEPTION OF A TRAIN ON A NON-SIGNALLED LINE 44<br />
49. G.R.5.11/12 DEPARTURE OF A TRAIN FROM NON-SIGNALLED LINE 44<br />
50. G.R/S.R 5.13/5.14 SHUNTING 44<br />
51. G.R/S.R.5.20 SHUNTING ON STEEP GRADIENT 45<br />
52. Appendix XII SHUNTING AUTHORITIES 46<br />
53. G.R./S.R.4.19,4.23 STABLING AND SECURING 47<br />
54. OPERATING FORMS 48<br />
55. S.R.6.07 LURCH 53<br />
56. S.R.6.01 RAIL FRACTURE 54<br />
35
3<br />
STATION MASTER<br />
57. S.R. 6.05 TRAIN ENGINE DISABLED IN THE BLOCK SECTION 54<br />
58. S.R.6.02.5 BLOCK TICKET 55<br />
59. G.R.6.04 TRAINS UNUSUALLY DELAYED 55<br />
60. SR 6.02.6 DESPATCH OF RELIEF ENGINE 56<br />
61. S.R.6.02.4 TIC SINGLE LINE 56<br />
62. S.R.6.02.3 TIC DOUBLE LINE 58<br />
63. S.R.6.02.1 TSL WORKING 59<br />
64. G.R/S.R.6.06 LOCO PILOT ENTERED BLOCK SECTION WITHOUT ATP. 61<br />
65. G.R./S.R.6.08 TRAIN PARTED IN BLOCK - SECTION 61<br />
66. G.R/S.R.6.09 DIVIDED TRAIN WORKING 62<br />
67. G.R/S.R.6.10 FIRE ON PASSENGER COACH IN MID-SECTION 62<br />
68. GR 6.03 PROTECTION 63<br />
69. G.R/S.R.7.01 SYSTEM OF WORKING 65<br />
70. G.R.8.01 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM 65<br />
71. G.R.8.02/3/4 CONDITIONS FOR GRANTING LINE CLEAR 65<br />
72. STATION DIAGRAMS S/LINE & D/LINE 67&68<br />
73. G.R./S.R.3.12,9.15 FIXED SIGNALS IN AUTOMATIC BLOCK TERRITORY 69<br />
74. S.R.9.12.1 FAILURE OF SIGNALS & COMM AVAILABLE 69<br />
75. S.R.9.06 LSS DEFECTIVE ON SINGLE LINE/DOUBLE LINE 70<br />
76. DIFFERENCES BETWEEN AUTOMATIC AND<br />
ABSOLUTE BLOCK SYSTEMS<br />
77. G.R.14.10 CONDITIONS FOR CLOSING BLOCK SECTION 72<br />
78. S.R.14.13 RESETTING OF AXLE COUNTER 72<br />
79. S.R.3.69.5 & SWRs RESETTING OF AXLE COUNTER FOR LOOP LINE 74<br />
80. SR 15.06 BLOCK 76<br />
81. G.R/S.R.15.18 TROLLY, LORRY AND MOTOR TROLLY 79<br />
82. G.R/S.R.15.27 LORRY 80<br />
83. S.R.15.27.8 RAIL DOLLY 81<br />
84. S.R.15.27.9 RRV 82<br />
85. S.R.17.03.5.3 SECTION INSULATORS 83<br />
86. S.R.17.04.3,4 POWER BLOCK 83<br />
70
4<br />
STATION MASTER<br />
87. APPENDIX – I CAUTION ORDERS 85<br />
88. APPENDIX – II LEVEL CROSSING GATES 88<br />
89. APPENDIX III NON-INTERLOCKED WORKING 90<br />
90. G.R.15.05 PATROLLING OF LINES 92<br />
91. APPENDIX VII STATION DETONATING REGISTER 93<br />
92. APPENDIX VIII MARSHALLING 94<br />
93. APPENDIX XI PANEL INTERLOCKING 97<br />
94. APPENDIX XI PANEL BECOMES BLANK 99<br />
95. APPENDIX XI POINT INDICATION FLASHING 99<br />
96. APPENDIX XI ROUTE CANCELLATION 100<br />
97. APPENDIX XVII WORKING OF SIDING 106<br />
98. BLOCK WORKING MANNUAL PRIVATE NUMBERS 108<br />
99. BLOCK WORKING MANNUAL TSR & RED INK ENTRIES IN TSR 109<br />
100. BLOCK WORKINGMANNUAL STATION DIARY 110<br />
101. BLOCK WORKING MANNUAL TRAIN PASSED W/O TAIL BOARD/TAIL LAMP 110<br />
102. BLOCK WORKING MANNUAL TRAINS UNUSUALLY DELAYED & VEHICLES<br />
RUNNING AWAY IN BLOCK SECTION<br />
103. BLOCK WORKING MANNUAL LINE CLEAR THROUGH CONTROL & VHF 113<br />
104. BLOCK WORKING MANNUAL TESTING SIGNAL & PLCT WORKING 114<br />
105. BLOCK WORKING MANNUAL IMPORTANT BELL CODES 119<br />
106. ACCIDENT MANNUAL(101) CLASSIFICATION OF ACCIDENTS 120<br />
107. ACCIDENT MANNUAL(118) DUTIES OF SM IN CASE OF SERIOUS ACCIDEN T 122<br />
108. ACCIDENT MANNUAL WEATHER WARNING 124<br />
109. WORKING TIME TABLE ODC 125<br />
110. ACCIDENT MANNUAL CAUSES AND PREVENTIONS OF ACCIDENTS 130<br />
111. PUNCTUALITY 132<br />
112. FIRST AID NOTES 136<br />
113. OBJECTIVE BIT QUESTIONS 149<br />
114. VARIOUS SPEED RESTRICTIONS 190<br />
115. VARIOUS AUTHORITIES 194<br />
111
1. Define the following<br />
CHAPTER I<br />
a. Authorised officer b. Fouling mark c. Block section d. Line clear<br />
5<br />
STATION MASTER<br />
a. "Authorised officer " means the person who is duly empowered by general or<br />
special order of the <strong>Railway</strong> Administration, either by name or by virtue of his office,<br />
to issue instructions or to do any other thing.(G.R.1.02(5)<br />
SR 1.02.5. The Chief Operations Manager is the authorized officer and is<br />
empowered to issue, amend or alter subsidiary rules.<br />
. b. “Fouling Mark” means the mark at which the infringement of fixed standard<br />
dimensions occurs, where two lines cross or join one another. (G.R.1.02 (22)<br />
c "Block section" means that portion of the running line between two block <strong>station</strong>s<br />
on to which no running train may enter until Line Clear has been received from the<br />
block <strong>station</strong> at the other end of the block section. (G.R.1.02 (10)<br />
d. “Line clear” means the permission given from a block <strong>station</strong> to a block <strong>station</strong> in<br />
rear for a train to leave the latter and ap<strong>pro</strong>ach the former; or the permission<br />
obtained by a block <strong>station</strong> from a block <strong>station</strong> in advance for a train to leave the<br />
former and <strong>pro</strong>ceed towards the latter; (G.R.1.02(36)<br />
2. Define the following.<br />
a. Station b. Obstruction c. Authority to <strong>pro</strong>ceed d. Train<br />
a. "Station" means any place on a line of railway at which traffic is dealt with, or at<br />
which an authority to <strong>pro</strong>ceed is given under the system of working. (G.R.1.02 (51)<br />
b. "Obstruction” and its cognate expressions includes a train, vehicle or obstacle on or<br />
fouling a line, or any condition which is dangerous to trains. (G.R.1.02 (43)<br />
c. "Authority to <strong>pro</strong>ceed" means the authority given to the Loco Pilot of a train, under<br />
the system of working , to enter the block section with his train. (G.R.1.02 (6)<br />
d. “Train” means an engine with or without vehicles attached, or any self-<strong>pro</strong>pelled<br />
vehicle with or without a trailer which cannot be readily lifted off the track.(G.R.1.02(58)<br />
3. Define the following<br />
a. Block forward b. Fixed signal c. Station Master d. Interlocking<br />
a . “Block forward” means to dispatch a message from a block <strong>station</strong> on double line<br />
intimating to the block <strong>station</strong> immediately in advance the fact that the block section<br />
in advance is obstructed or is to be obstructed. (G.R.1.02 (9)<br />
b. "Fixed Signal” means a signal of fixed location indicating a condition affecting the<br />
movement of a train and includes a semaphore arm or disc or fixed light for use by<br />
day and fixed light for use by night. (G.R.1.02 (21)
6<br />
STATION MASTER<br />
c. “Station Master” means the person on duty who is for the time being responsible for<br />
the working of the traffic within <strong>station</strong> limits and includes any person who is for the<br />
time being in independent charge of the working of any signals and responsible for<br />
the working of trains under the system of working in force. (G.R.1.02 (53)<br />
d. "Interlocking" means an arrangement of signals, points and other appliances,<br />
operated from a panel or lever frame, so interconnected by me00chanical locking or<br />
electrical locking or both that their operation must take place in <strong>pro</strong>per sequence to<br />
ensure safety. (G.R.1.02 (29)<br />
4. Define the following<br />
a. Shunting b. System of working<br />
c. Facing and trailing points d. Running train<br />
a. "Shunting" means the movement of a vehicle or vehicles with or without an engine or<br />
of any engine or any other self-<strong>pro</strong>pelled vehicle, for the purpose of attaching,<br />
detaching or transfer or for any other purpose. (G.R.1.02(49)<br />
b. "System of Working" means the system adopted for the time being for the working of<br />
trains on any portion of a railway. (G.R.1.02(56)<br />
c. "Facing and Trailing Points" points are facing or trailing in accordance with the<br />
direction a train or vehicle moves over them Points are said to be facing points when by<br />
their operation a train ap<strong>pro</strong>aching them can be directly diverted from the line upon<br />
which it is running. (G.R.1.02(20)<br />
d. "Running Train" means a train which has started under an authority to <strong>pro</strong>ceed and<br />
has not completed its journey. (G.R.1.02(48)<br />
5. Define the following<br />
a. Isolation b. running line<br />
a. "Isolation” means an arrangement, secured by the setting of points or other ap<strong>pro</strong>ved<br />
means, to <strong>pro</strong>tect the line so isolated from the danger of obstruction from other<br />
connected line or lines. (G.R.1.02(32)<br />
b. "Running Line" means the line governed by one or more signals and includes<br />
connections, if any, used by a train when entering or leaving a <strong>station</strong> or when passing<br />
through a <strong>station</strong> or between <strong>station</strong>s. (G.R.1.02(47)<br />
6. Differentiate between the following<br />
a. General and subsidiary rule<br />
b. facing point and trailing point<br />
c. Block <strong>station</strong> and non-block <strong>station</strong>
7<br />
STATION MASTER<br />
a) Differences between General and subsidiary rule (Preface of G&SR)<br />
S.No General rule Subsidiary rules<br />
1 These rules are framed by <strong>Railway</strong> Board These rules are issued by the Authorised<br />
Officer (COM in SCR)<br />
2. These are framed under section 198 of<br />
the Indian <strong>Railway</strong> Act 1989 and have<br />
received the sanction of the Govt. of<br />
India<br />
3. These are applicable to all Zonal<br />
<strong>Railway</strong>s<br />
4. GRs can be revised or amended by the<br />
<strong>Railway</strong> Board<br />
These rules are issued on the authority of<br />
G.R. 1.02(5) by the GM under the<br />
<strong>pro</strong>visions of General Rules<br />
These are applicable to particular Zonal<br />
railway only<br />
SRs can be amended by Authorised officer<br />
5. GRs are printed in bold letters SRs are printed in small letters<br />
6. They are numbered in such a way that<br />
the first digit indicates number of chapter<br />
and other digits indicate number of rule<br />
These are given under GR with same<br />
number prefixed by SR<br />
b. Differences between facing point and trailing point(G.R.1.02(20),App XI 1.3)<br />
S.No. Facing point Trailing point<br />
1 Points are said to be facing when by<br />
their operation a train ap<strong>pro</strong>aching them<br />
can be directly diverted from the line<br />
upon which it is running<br />
Trailing point cannot divert the trains<br />
direction<br />
2. Facilitates diverging movements Facilitates converging movements<br />
3. Locking is essential before permitting a<br />
movement over them<br />
4. Speed over the M/L facing point<br />
depends on the type of interlocking<br />
Locking is not essential (except motor<br />
operated points)<br />
Speed over the M/L trailing points is not<br />
prescribed<br />
5. Trains pass from toe end Trains pass from heel end
8<br />
STATION MASTER<br />
c. Differences between block <strong>station</strong>s and non-block <strong>station</strong>s.(G.R.1.02(52),1.03<br />
(2),(3),S.R.4.35(4,5))<br />
S.No. Block <strong>station</strong> Non block <strong>station</strong><br />
1 Authority to <strong>pro</strong>ceed is given to LPs Authority to Proceed is not given<br />
2. Signals are <strong>pro</strong>vided Signals are not <strong>pro</strong>vided<br />
3. SM shall manage the <strong>station</strong> CC/Contractor will manage the <strong>station</strong><br />
4. SM/ASM shall work round the clock. CC/ contractor may work for round the clock<br />
or specified periods only.<br />
5. Station staff shall exchange all right<br />
signals.<br />
6. Station limits are between two outer<br />
most signals.<br />
7. All trains shall stop at <strong>station</strong> when<br />
signal is at ‗ON‘ or as per WTT.<br />
8. As per Absolute Block System these are<br />
classified as ‗A‘ ‗B‘ ‗C‘ and Special class<br />
<strong>station</strong>s.<br />
9 Permission to start by SM for passenger<br />
trains is required.<br />
Exchange of all right signals is not required.<br />
Station limits are between platform ends.<br />
Trains shall stop and start according to<br />
Working Time Table.<br />
These <strong>station</strong>s are also known as ‗D‘ class<br />
<strong>station</strong>.<br />
Permission to start by SM is not required<br />
7. Classify the Block <strong>station</strong>s as per Absolute block system and write the minimum<br />
equipment of signals?<br />
Classification of <strong>station</strong>s (G.R/S.R.1.03)<br />
1. Stations are broadly classified into Block Stations and Non-Block <strong>station</strong>s.<br />
2. Block <strong>station</strong>s are those at which the Loco Pilot must obtain an authority to <strong>pro</strong>ceed<br />
under the system of working to enter the block section with his train.<br />
3. Under the Absolute Block System consist of four classes of Block Stations.<br />
Class 'A' <strong>station</strong>s: - where Line Clear may not be given for a train unless the line on<br />
which it is intended to receive the train is clear for at least 400<br />
meters beyond the Home signal, or up to the starter.<br />
Class 'B' <strong>station</strong>s: - where Line Clear may be given for a train before the line has been<br />
cleared for the reception of the train within the <strong>station</strong> section.<br />
Class 'C' <strong>station</strong>s: - Block huts; where line clear may not be given for a train unless the<br />
whole of the last preceding train has passed complete at least 400<br />
meters beyond the Home signal, and is continuing its journey. This<br />
will also include an Intermediate Block Post.<br />
[Any <strong>station</strong> which can not be worked as class ‗A‘ or; ‘B‘ or ‗C ‘is classified as ―Special<br />
Class”]
9<br />
STATION MASTER<br />
4. Non Block <strong>station</strong>s or Class ‗D‘ <strong>station</strong>s are stopping places which are situated between<br />
two consecutive block <strong>station</strong>s, and do not form the boundary of any block section<br />
S.R. 1.03 the classification of a <strong>station</strong> shall be mentioned in the SWR of that <strong>station</strong> and<br />
also in the Working Time Table (WTT)<br />
Minimum equipment of fixed signals ;( G.R.3.27 &3.29)<br />
1) MAS a. at class 'B' - a Distant, a Home and a Starter. (Single and double line)<br />
b. at class 'C' - a Distant and a Home (single and double line).<br />
2) TAS a. at class ' A' - a Warner, a Home and a Starter.<br />
b. at class 'B' -<br />
1) On Single line - an Outer and a Home.<br />
2) On a Double line - an Outer, a Home and a Starter.<br />
Both on S/L and D/L Warner shall be <strong>pro</strong>vided if trains run through at speed exceeding 50<br />
kmph.<br />
c. at class ' C' - a Warner and a Home .<br />
In addition, other signals shall be <strong>pro</strong>vided at every <strong>station</strong> as may be necessary.<br />
8. Write short notes on the following<br />
a. Adequate Distance b. Isolation. c. Station Section<br />
a. Adequate Distance (G.R.1.02 (2), G.R. 8.01, 3.40)<br />
Adequate distance means the distance sufficient to ensure safety. It is of two types.<br />
1. Block over lap 2.Signal over lap.<br />
1. Block over lap: It is an adequate distance that has to be kept clear beyond FSS before<br />
granting line clear [TAS - NLT 400 Mtrs and MAS: NLT180 mtrs].<br />
a. In MAS Double line Block over lap is from Home signal to BSLB/Outer<br />
most facing point<br />
b. In MAS on single line block over lap is between Home signal and<br />
Opposite Advanced starter/SLB or outer most facing points.<br />
2. Signal over lap: It is an adequate distance that has to be kept clear before taking off<br />
Home signal. It is reckoned from trailing points on S/L and from Starter<br />
on D/L. (TAS- NLT180 Mts. MAS- NLT120 Mts.)<br />
i. In MAS double line between Starter and Advanced starter and<br />
ii. On single line MAS between trailing point and Advanced starter or SLB<br />
Sand hump, dead end/buffer stop are used as a substitute for signal over lap.<br />
Adequate distance to take off Automatic signal beyond next stop signal is 120 metres on<br />
double line.<br />
b. Isolation.(G.R.1.02(32), S.R.3.50)<br />
Isolation means an arrangement secured by the setting of points or other ap<strong>pro</strong>ved<br />
means to <strong>pro</strong>tect the line so isolated from the danger of obstruction from other connected<br />
line or lines.
By <strong>pro</strong>viding isolation chances of side collision can be averted.<br />
10<br />
STATION MASTER<br />
Isolation is not required when the speed of run through trains doesn't exceed 50 kmph.<br />
The following are the effective means of Isolation.<br />
Derailing switch: When it is open any vehicle passing over it derails without fouling the<br />
other lines.<br />
Scotch block: It is metal or wooden piece placed on a rail ahead of points and locked to<br />
prevent movement of any vehicle.<br />
Haye's Derail: When it is on a rail any vehicle passing over it derails<br />
Dead end/Buffer stop: It is an extended siding into a dead end/buffer stop .It traps escaped<br />
vehicles.<br />
Sand hump: It is a short siding of an ap<strong>pro</strong>ved design ending in a sanded hump and a sharp<br />
rising gradient. It traps the escaped vehicles.<br />
c. „Station Section‟ (G.R.1.02 (54) means that section of <strong>station</strong> limits-<br />
(a) Class ‗B‘ <strong>station</strong> in TAS<br />
Double Line -- between Home signal and LSS of <strong>station</strong> in either direction or<br />
Single line – i) between SLBs or Advanced starters (if any), or<br />
(b) Class B <strong>station</strong> in MAS<br />
1) On a double line –<br />
ii) between Home signals if there are no SLBs or Advanced starters, or<br />
iii) between outer most facing points if there are no Home signals or<br />
SLBs or Advanced starters<br />
(i) between outer most facing points and LSS of the <strong>station</strong> in either direction, (or)<br />
(ii) between BSLB, where <strong>pro</strong>vided, and LSS of <strong>station</strong> in either direction, or<br />
2) On a single line –<br />
(i) between SLB or advanced starters (if any), or<br />
(ii) between outer most facing points if there are no SLBs or advanced starters.<br />
3) Station section is available in ‗B‘ class <strong>station</strong> only.<br />
4) On double line shunting within <strong>station</strong> section is permitted even after granting line<br />
clear. (App.XII-7)<br />
5) On single line shunting in the face of an ap<strong>pro</strong>aching train is normally not permitted.<br />
(App.XII-7)<br />
6) To perform shunting within <strong>station</strong> section authority is not required. (App.XII-7)
CHAPTER - III<br />
11<br />
STATION MASTER<br />
* Fusee was dispensed with. In the place of fuse. a red flashing hand signal lamp at night or<br />
a red flag during day shall be exhibited to warn the incoming train of an obstruction
WARNER SIGNAL (G.R.3.06)<br />
FIXED SIGNALS<br />
PERMISSIVE SIGNALS<br />
12<br />
STATION MASTER<br />
1. It shall be <strong>pro</strong>vided below the FSS or LSS or on a post by it self 1.5m to 2m below fixed<br />
green light.<br />
2. Semaphore Warner has a fish tailed arm and painted red with white bar.<br />
3. Provision of Warner is compulsory at class ‗A‘ and class ―C‖ in TAS.<br />
4. At class ‗B‘ <strong>station</strong> it is <strong>pro</strong>vided when the speed of the run through trains exceeds<br />
50kmph.<br />
5. In color light area ‗P‘ marker will be <strong>pro</strong>vided if it is independently placed on a post by it<br />
self.<br />
6. In ‗ON‘ position, the aspect is ‗Proceed with Caution‘ and indicates ‗<strong>pro</strong>ceed and be<br />
prepared to stop at the next stop signal‘. In ‗OFF‘ position the aspect is‘ Proceed‘ and<br />
indicates ‗Proceed‘<br />
DISTANT SIGNAL (G.R/S.R. 3.07)<br />
1. It shall be located at an adequate distance (1000m) in rear of the stop signal it prewarns.<br />
2. In semaphore territory, it has a fish tailed end and painted yellow with a black bar.<br />
3. In color light signalling, it is equipped with a ‗P‘ marker.<br />
4. It is capable of showing Caution, Attention and Proceed aspects.<br />
5. Under ap<strong>pro</strong>ved special instructions a color light Distant signal may be combined with<br />
LSS of the <strong>station</strong> in rear or Gate signal [‗P‘ marker is dispensed with and normal aspect<br />
is stop and shows red light in ‗ON‘]<br />
6. Where necessary two Distant signals may be <strong>pro</strong>vided in the same direction where the<br />
sectional speed is more than 110 kmph. In this case Distant is capable of showing<br />
Attention and Proceed aspects only.<br />
7. Distant in double distant area is placed at 2000M from FSS identified by ‗P‘ mark board<br />
8. Whenever Double Distant signal is <strong>pro</strong>vided Signal Warning Board is dispensed.<br />
OUTER SIGNAL (G.R.3.09)<br />
STOP SIGNALS<br />
RECEPTION SIGNALS<br />
1. This is <strong>pro</strong>vided only at class B <strong>station</strong> in two aspect signalling.<br />
2. It shall be the First Stop Signal [FSS] of the <strong>station</strong> where <strong>pro</strong>vided.<br />
3. On double line it shall be <strong>pro</strong>vided at a distance of not less than 400 meters from Home<br />
signal<br />
4. On single line it shall be located at a distance of NLT 400 m from Advanced starter or<br />
Shunting limit board or 580m from outer most facing point when Advanced starter or SLB<br />
is not <strong>pro</strong>vided.<br />
5. Where Home signal is <strong>pro</strong>vided, Outer signal cannot be taken off unless Home is taken<br />
off.
6. When Home signal becomes defective, Outer is treated as defective and dealt<br />
accordingly.<br />
7. Outer shall not be taken off for shunting purposes.<br />
HOME SIGNAL (G.R.3.09)<br />
1. Home signal is normally <strong>pro</strong>vided at all block <strong>station</strong>s.<br />
13<br />
STATION MASTER<br />
2. At class ‗A‘ <strong>station</strong> and class ‗B‘ <strong>station</strong>s in MAS, Home signal is the first stop signal.<br />
3. At class ‗C‘ <strong>station</strong> it is the FSS and LSS.<br />
4. At class ‗B‘ <strong>station</strong> in TAS the Home signal is located close to the points.<br />
5. In MAS at class ‗B‘ <strong>station</strong> the Home signal is located at a distance of NLT 180M from<br />
<strong>station</strong> section(Outer most facing point/BSLB) on double line and 180M from advanced<br />
starter or shunting limit board on single line or 300M from outer most facing points where<br />
Advanced starter or SLB is not <strong>pro</strong>vided.<br />
6. Home signal shall not be taken off for shunting purposes.<br />
ROUTING SIGNAL (G.R.3.09)<br />
Routing signal is <strong>pro</strong>vided to indicate to the Loco Pilot which of the two or more routes is<br />
set in his favour when the Home signal, due to its position, is inconvenient for this purpose..<br />
STARTER SIGNAL<br />
DEPARTURE SIGNALS (G.R.3.10)<br />
1. When a train leaving a <strong>station</strong> is guided by only one Starting signal, it becomes the LSS<br />
of the <strong>station</strong> and called the starter.<br />
2. Where Starters are <strong>pro</strong>vided for individual lines, they shall be fixed so as to <strong>pro</strong>tect the<br />
first facing point or the fouling mark.<br />
3. Provision of starter is compulsory at class ‗B‘ <strong>station</strong> on Double line and at a class ‗A‘<br />
<strong>station</strong>.<br />
4. At a <strong>station</strong> if a single starter is <strong>pro</strong>vided for a group of two or more lines, it is called<br />
Common Starter.<br />
5. If a starter is <strong>pro</strong>vided between first starter and adv starter at a converging junction<br />
<strong>pro</strong>tecting the points it is called as intermediate starter<br />
6. If a bracketed or a single arm with a route indicator is <strong>pro</strong>vided at diverging lines it is<br />
called as routing starter<br />
7. When advanced starter is <strong>pro</strong>vided, Starters (free) can be taken off for shunting purpose.<br />
ADVANCED STARTER<br />
1. When a train leaving a <strong>station</strong> is guided by more than one Starter signal, the outer most<br />
signal is the LSS of the <strong>station</strong> and is called the Advanced Starter.<br />
2. It shall be fixed at the limit beyond which no train may pass, unless Loco Pilot is given<br />
the ATP.<br />
3. Normally it shall be placed outside all connections.
4. At class ‗B‘ <strong>station</strong> it demarcates the <strong>station</strong> section and the Block section.<br />
14<br />
STATION MASTER<br />
5. On single line token less sections and on double line, taking off Advanced Starter is<br />
normal ATP.<br />
6. While taking off departure signals, the Advanced Starter shall be taken off first and then<br />
the starter /starters<br />
7. On a double line section it shall be placed at a distance of 180m from Starter in TAS and<br />
120m in MAS.<br />
8. On a single line section, it shall be placed from the trailing points at a distance of 180 m<br />
on TAS and 120m on MAS.<br />
9. It shall not be taken off for shunting purposes.<br />
CO-ACTING SIGNAL (G.R.3.15)<br />
SUBSIDIAARY SIGNALS<br />
1. It is <strong>pro</strong>vided where, signal is not visible whole the time that the LP is ap<strong>pro</strong>aching it due<br />
to height of the signal or over bridge or other obstacle<br />
2. It is a duplicating signal <strong>pro</strong>vided below main signal.<br />
3. Either main or coacting signal is always visible to loco pilot.<br />
REPEATING SIGNAL (G.R.3.16)<br />
1. When a stop signal located in two aspect signalling area cannot be seen from a <strong>pro</strong>per<br />
distance due to curve of the track a repeating signal shall be <strong>pro</strong>vided at an adequate<br />
distance in rear of it.<br />
2. It shall not be treated as a stop signal. It can be passed at the ‗ON‘ position with caution.<br />
3. ‗ON‘ position indicates the signal which repeats is at ‗ON‘.<br />
4. ‗OFF‘ position indicates the signal which it repeats is at ‗OFF‘.<br />
5. These are of three types<br />
a. Banner type repeating signal b. semaphore repeating signal c. colour light<br />
repeating signal<br />
a. Banner type repeating signal<br />
1. This is a white disc with a yellow band between two black borders enclosed in a box.<br />
2. It is <strong>pro</strong>vided with ‗R‘ marker.<br />
3. It does not show any light in any aspect at any time.<br />
4. Horizontal position of the band is ‗ON‘ .Rotated to 45° in clock wise direction is ‗OFF‘.<br />
b. Semaphore repeating signal<br />
1. It is painted yellow with black bar square end<br />
2. It is equipped with ‗R‘ marker.<br />
c. Colour light repeating signal<br />
1. This has <strong>pro</strong>vision for yellow/green light indicates on and off aspects.<br />
2. It is equipped with illuminated ‗R‘ marker on a black back ground.
CALLING ON SIGNAL (G.R.3.13)<br />
1. It is a subsidiary signal always <strong>pro</strong>vided below reception stop signals.<br />
15<br />
STATION MASTER<br />
2. Under ap<strong>pro</strong>ved special instructions it can be <strong>pro</strong>vided below any stop signal except<br />
LSS.<br />
3. Calling- on signal may be taken off whenever the stop signal placed above becomes<br />
defective or whenever train is to be received on obstructed line<br />
4. It shall be a short square ended semaphore arm painted white colour with red bar or in<br />
colour light signalling territory identified by a 'C' marker.<br />
5. It has no independent aspect in ON position.<br />
6. A calling on signal shall show no light in the 'ON' position.<br />
7. In ‗off‘ position it will show a miniature yellow light.<br />
8. 'OFF' position aspect is ‗Proceed Slow‘ and indicates the Loco Pilot to ‗stop and then<br />
draw ahead with caution and be prepared to stop short of any obstruction‘.<br />
9. It shall not be taken off until the train has been brought to a stop at the signal.<br />
10. SM shall reverse the calling on signal knob and press COGGN button. After 120 seconds<br />
signal will be cleared.<br />
SHUNT SIGNAL (G.R.3.14)<br />
1. A shunt signal is a subsidiary signal <strong>pro</strong>vided to control shunting movements.<br />
2. A shunt signal may be placed on a post by itself or below a stop signal except FSS.<br />
3. When shunt signal paced below a stop signal, it shall show no light in 'ON' position.<br />
4. In case the shunt signal becomes defective, the authority to pass defective shunt signal<br />
is T/ 369 (3b) and <strong>pro</strong>ceed hand signals. [Setting and locking of points over the route<br />
shall be ensured].<br />
5. 'ON' Position the Aspect is STOP and indicates stop dead, 'OFF' position Aspect<br />
(Proceed slow) & indicates <strong>pro</strong>ceed with caution for shunting.<br />
These are of three types:<br />
a. Disc type shunt signal:<br />
b. Position light type shunt signal:<br />
1. It is <strong>pro</strong>vided in colour light signalling territory.<br />
2. It shall not show any light in 'ON' position when it is <strong>pro</strong>vided below a stop signal.<br />
3. It is a box like arrangement with a <strong>pro</strong>vision for three miniature white lights.<br />
4. When two lights are burning horizontally it is 'ON' position(<strong>pro</strong>vided independently)<br />
5. If two lights are burning oblique/diagonal it is 'OFF' position (<strong>pro</strong>vided independently<br />
or below a stop signal).<br />
6. The arrow mark is on the top of the box indicates the line to which it refers.<br />
c. Miniature semaphore arm type shunt signal.<br />
1) Write short note on following signals<br />
a) Distant signal b) Calling on signal c) Shunt signal<br />
Refer notes.
2) Differentiate the following<br />
16<br />
STATION MASTER<br />
a) Point indicator and trap indicator b) Slip siding and catch siding<br />
c) SLB and BSLB<br />
a. Differences between Point indicator and Trap indicator (S.R.3.50.2, 3.51.3.1)<br />
S.No. Point Indicator Trap indicator<br />
1. It indicates the position in which the<br />
points are set<br />
2. It is <strong>pro</strong>vided where there are no<br />
departure signals or where single arm<br />
Home is <strong>pro</strong>vided on MAS<br />
3. Point Indicator shall show a white target<br />
by day or a white light by night in both<br />
directions when points are set for the<br />
straight line<br />
4. Point indicator shall show no target by<br />
day or a green light by night in both<br />
directions when points are set for the<br />
turnout<br />
S.No<br />
.<br />
It indicates the position of derailing switch<br />
It is <strong>pro</strong>vided at derailing switch where<br />
there is no signal <strong>pro</strong>tection.<br />
Trap indicator shall show red target by<br />
day and red light by night in both<br />
directions when the derailing switch is<br />
open.<br />
Trap indicator shall show a knife edge of<br />
the disc by day and green light by night in<br />
both directions when the derailing switch<br />
is closed<br />
b. Differences between Slip siding and Catch siding (G.R. /S.R 3.50)<br />
Slip Siding Catch Siding<br />
1 Protects the block section It <strong>pro</strong>tects <strong>station</strong> section/<strong>station</strong><br />
2. It is <strong>pro</strong>vided where falling gradient<br />
towards block section is steeper than 1<br />
in 100<br />
3. It prevents vehicles at <strong>station</strong> escaping<br />
on to the main line<br />
4. It is a short siding It is a lengthy siding<br />
5. Outermost point of the <strong>station</strong> will be a<br />
trailing point if <strong>pro</strong>vided<br />
Common Points for both<br />
It is <strong>pro</strong>vided where falling gradient<br />
towards <strong>station</strong> (section) is steeper than 1<br />
in 80<br />
It catches vehicles from adjacent <strong>station</strong><br />
or block section<br />
Outermost point of the <strong>station</strong> will be a<br />
facing point if <strong>pro</strong>vided.<br />
1. Normal setting points is for Slip/Catch siding.<br />
2. Both siding shall not be used for shunting or stabling purpose<br />
3. Interlocking with block instrument is compulsory.
c. Differences between Shunting Limit Board and Block section Limit<br />
Board.(G.R.3.32)<br />
S.No. SLB BSLB<br />
1. It is <strong>pro</strong>vided on single line ‗B‘ class<br />
<strong>station</strong><br />
17<br />
STATION MASTER<br />
It is <strong>pro</strong>vided on Double line ‗B‘ class<br />
<strong>station</strong><br />
2. It is <strong>pro</strong>vided both in TAS and MAS It is <strong>pro</strong>vided on MAS only.<br />
3. SLB is <strong>pro</strong>vided where advanced starter<br />
is not <strong>pro</strong>vided<br />
4. It shall be placed at a distance of 400 m<br />
in TAS and 180 M in MAS from FSS<br />
5 This board bears the words ‗Shunting<br />
Limit‘<br />
Common Points:<br />
1. Both are painted yellow with black cross painted above.<br />
2. Both are facing towards <strong>station</strong>.<br />
3. Both demarcates <strong>station</strong> section and block section.<br />
It shall be <strong>pro</strong>vided where outermost<br />
points are trailing or where there are no<br />
points<br />
It shall be placed at a distance of 180m in<br />
advance of the Home signal.<br />
This board bears the words ‗Block<br />
Section Limit‘<br />
4. Both fitted with lamp during night time showing white light in both directions<br />
3) Write a short note on the following<br />
a. Fog signal (Detonator)<br />
a. Fog signal :( G.R/S.R 3.59 to 3.64)<br />
1) It is an audible signal used to attract the attention of Loco Pilot.<br />
2) The detonator consists of a metal disc charged with explosive and capable of being<br />
fixed on the rail head by means of metal clasps.<br />
3) For use, a detonator shall be placed on the center of the head of the rail with the label<br />
upwards and shall be securely fastened to the rail by bending the clasps.<br />
4) When an engine or vehicle passes over it, it explodes with loud sound so as to attract<br />
the attention of Loco Pilot.<br />
5) A case containing ten detonators shall be supplied to Loco Pilot, Guard, Gang mate,<br />
Gatemen, patrol men, Trolly/lorry, TT machine operator, Loco Pilot of Tower car. 24<br />
detonators to fog signalmen and 8 for key man.<br />
6) The normal life of detonator is 7 years but can be extended by one year each time after<br />
testing to a maximum of 3 extensions.<br />
7) Detonator shall be tested under an empty wagon moving at 8 to 11 Kmph.<br />
8) In thick and foggy weather, to indicate the Loco Pilot about the location of signals two<br />
detonators shall be placed at a distance of 270 m. from outer most signal 10 meters<br />
apart.<br />
9) In case of obstruction one detonator shall be placed at a distance of 400/600(MG/BG),<br />
and 3 detonators at 800/1200, 10 m apart from obstruction
10) A safety radius of 45 metres should be maintained during explosion.<br />
11) Detonators shall be carefully handled and they shall be stored in dry place.<br />
18<br />
STATION MASTER<br />
12) Such staff that is expected to use detonators should be tested once in three months.<br />
4) Write short note on the following<br />
a) IB signal b) Interlocking<br />
a) IB signal(G.R./S.R.3.75, S.R.14.13,14.14))<br />
1. Intermediate block signalling means an arrangement of signals on double line in<br />
which a long block section is split into two portions each constituting a separate block<br />
section by <strong>pro</strong>viding intermediate block post.<br />
2. The Intermediate block post is ‗C‘ class <strong>station</strong> on double line remotely controlled<br />
from the block <strong>station</strong> in rear.<br />
3. It is <strong>pro</strong>vided to increase section capacity, to reduce the detentions, to reduce the<br />
staff, to secure economy and efficiency in the operation.<br />
4. By <strong>pro</strong>viding IB post, lengthy block section is divided into A/C section and IB section.<br />
5. Axle counters section is controlled by Axle counters. One set of A/C <strong>pro</strong>vided in<br />
advance of LSS and other set <strong>pro</strong>vided 400m in advance of IB Home signal.<br />
6. LSS is interlocked with Axle counter and IB signal is interlocked with block<br />
instrument.<br />
7. In the <strong>station</strong>, A/C indication, K1, K2, K3, K4 indications, signal repeater indications<br />
are <strong>pro</strong>vided.<br />
K1- When train passes IB signal at ON<br />
K2 – When train passes LSS<br />
K3 – When train passes IB signal at OFF position.<br />
K4 – Power fails or when bulb fused.<br />
In addition to these indications buzzer also is also <strong>pro</strong>vided.<br />
8. PB-1, PB-2, PB –3 (Analog), PB-I, Reset Buttons, PB-III (Digital) emergency release<br />
buttons also are <strong>pro</strong>vided.<br />
PB-1 – To reset the axle counter when train passed IB signal at ON<br />
PB-2I/Re set button – To reset the axle counter due to failure or im<strong>pro</strong>per<br />
counting.<br />
PB-3 – To give co-operation to the <strong>station</strong> in rear.<br />
9. Normal working<br />
i. Obtain line clear from advance <strong>station</strong> [two PNs,(one for LC & one for consent)].<br />
ii. Ensure Axle counter section is free and take off LSS and IB signal.<br />
iii. When train passes LSS, A/C indication shows occupied and K2 indication appears<br />
with buzzer and will be stopped when LSS knob or lever is normalised<br />
iv. When train passes IB signal (OFF) K3 indication appears with buzzer and it will be<br />
stopped when IB signal knob or lever is normalized and advance SM turns the<br />
handle of block instrument to TOL position.
19<br />
STATION MASTER<br />
v. When train completely passes second axle counter [at 400m from IB] section<br />
becomes free.<br />
vi. Then obtain consent (1 private number) for second train and take off LSS.<br />
vii. By the time second train reaches IB signal, first train may clear into advance <strong>station</strong><br />
and SM will get Line clear (1 private number) to enter IB section.<br />
viii. Rear SM can take off IB signal.<br />
b) Interlocking (Appendix XII –I)<br />
Interlocking means an arrangement between points, signals and other appliances operated<br />
from a panel or lever frame either electrical locking or mechanical locking or both so that<br />
their operation must take place in <strong>pro</strong>per sequence to ensure safety.<br />
Objectives:<br />
1. It shall not be possible to take 'OFF' signals for a route unless all the points are<br />
correctly set and the facing points are locked for that route.<br />
2. Once the signals are cleared it shall not be possible to alter the points on the route<br />
unless the signals are put back to 'ON'.<br />
3. Even though the signals are put back to 'ON', it shall not be possible to alter the points<br />
unless the intended movement over such points is completed.<br />
4. It shall not be possible to operate signals leading to conflicting movements.<br />
5. The points and signals can be operated only in a sequence to ensure safety.<br />
6. Where signals are connected to any device the signal shall not obey until the<br />
conditions for working such devices are fulfilled.<br />
Standards of interlocking:<br />
There are three old standards of interlocking viz., Standard I, II, III<br />
There are four revised Standards of interlocking viz., Std –IR, IIR, IIIR and IVR<br />
The equipment of signals mode of locking and operation of points, signals etc. vary in these<br />
different standard and they are:-<br />
Std<br />
I<br />
II<br />
III<br />
Maximum<br />
Speed<br />
On<br />
Main Line<br />
STANDARDS OF INTERLOCKING AND THEIR FEATURES<br />
Minimum equipment of signals<br />
at class B <strong>station</strong>s<br />
50 Outer,<br />
bracketed home<br />
75 Warner, Outer,<br />
bracketed home<br />
MPS Warner, Outer,<br />
bracketed<br />
home, starter<br />
TAS MAS<br />
Distant<br />
Home<br />
Distant<br />
Home, starter<br />
Distant<br />
Home, starter<br />
Mode of<br />
locking<br />
Key In direct<br />
Type Isolation<br />
Direct<br />
Plunger Indirect<br />
Direct<br />
Not<br />
Necessary<br />
Necessary<br />
Plunger Direct Necessary
Sl.N<br />
o.<br />
20<br />
STATION MASTER<br />
REVISED STANDARDS OF INTERLOCKING AND THEIR FEATURES<br />
Item Std I (R) Std II (R) Std III (R) Std IV (R)<br />
Allowable<br />
speed (KMPH)<br />
Up to 50 Up to 110 Up to 140 Up to 160<br />
1 Isolation Not compulsory Compulsory Compulsory compulsory<br />
2 TAS/MAS TAS/MAS TAS/MAS MAS MAS<br />
3 Double Distant Not compulsory Desirable Compulsory Compulsory<br />
4<br />
5<br />
6<br />
Point operation Mechanical Mechanical/el<br />
ectrical<br />
Point locking Key/Facing<br />
point/<br />
hand plunger<br />
Facing point<br />
locking with<br />
point machine<br />
Interlocking Key/mechanical Mechanical/el<br />
ectrical/electr<br />
onic<br />
Mechanical/<br />
electrical<br />
Facing point<br />
locking with<br />
point<br />
machine<br />
Mechanical/<br />
electrical/ele<br />
ctronic<br />
electrical<br />
Clamp type<br />
Direct<br />
desirable<br />
electrical/ele<br />
ctronic<br />
5) What is VTO? What action Station Master shall take when VTO is not visible? (G.R<br />
& S.R. 3.61)<br />
Visibility Test Object’ may be a signal arm / back light /light of a colour light signal /VTP<br />
which ever is nominated, as per special instructions.<br />
It shall be mentioned in SWR<br />
Where VTO cannot be nominated, due to the <strong>station</strong> on a curve /no signals etc; a separate<br />
post shall be erected for this purpose called ‘Visibility Test Post ‗(VTP).<br />
It is a sleeper painted alternately yellow & black, fixed in the ground at 180 mts on either side<br />
of SM`s office.<br />
If VTO is not visible to the SM<br />
Where signals ( including VTP )are not visible due to thick ,foggy, or tempestuous weather<br />
or dust storm etc ;SM shall arrange fog signalling.<br />
SM shall send 1 fog signal men in each direction with 24 detonators.<br />
Fog signalmen are 4(two from traffic and two from engineering).<br />
Fog signalmen shall keep two detonators from FSP, 10 metres apart and stand at a safe<br />
distance of 45 metres.<br />
‘Fog signal post’ is a sleeper painted alternately white & black, fixed in the ground at 270<br />
mts from the outermost signal (out side).<br />
SM shall advise rear SM / notice <strong>station</strong> to issue caution order to the loco pilots of all trains<br />
to stoop at FSS and <strong>pro</strong>ceed with restricted speed of 10 kmph if signal is taken off (note<br />
under G.R.8.04).<br />
SM shall update `<strong>station</strong> detonator register`.
21<br />
STATION MASTER<br />
6) What are the occasions when Disconnection Notice is required? How to work the<br />
train between Disconnection and Re connection?<br />
Disconnection and Reconnection (SR 3.51.6)<br />
1. The Engineering (or) S & T officials will take up works related to points, signals, lever<br />
frames, block instruments etc. when they are defective or as a part of periodical<br />
maintenance,.<br />
2. They have to take prior consent of the S M.<br />
3. For this purpose works are classified as under<br />
Group A: Works not requiring the consent of the S M<br />
(Ex: Replacement of bulbs fuses etc.)<br />
Group B: Works definitely require the consent of S M<br />
(Ex: Testing of points, signals Etc.)<br />
Group C: Works definitely requires issue of Disconnection Notice(T.351).<br />
(Ex: Removal of points, lock slides of a point, detectors, Disconnection of<br />
lock bar Etc.)<br />
4. Disconnection notice shall be issued by the S & T staff not below the rank of SI/ESM.<br />
5. Once disconnection is accepted, no attempt shall be made to operate disconnected<br />
gear.<br />
6. In case of a crossover, if points at one end are disconnected, points at other end shall<br />
also be treated as disconnected.<br />
7. When the points are disconnected, the signals detecting such points shall be treated as<br />
defective.<br />
8. It is the duty of S & T staff to keep such signals at ON..<br />
9. If the lever frame in the cabin is disconnected, all the points worked by such Cabin shall<br />
be treated as non-Interlocked..<br />
10. When Over hauling of the lever frame is under taken special instructions issued by the<br />
divisional authorities shall be strictly be followed.<br />
11. In case of a joint work with engineering department an endorsement as ―Joint Work with<br />
Engg. Dept‖ shall be made in the disconnection notice.<br />
12. The S M shall advise the cabin staff with the particulars of disconnection under the<br />
exchange of P N.<br />
13. Shunting movements are to be avoided as far as possible.<br />
14. If it is necessary to pass a train or to perform shunting, the on duty SM shall advise SI by<br />
a memo.<br />
15. In case of a joint work, PWI permission shall be obtained by S I.<br />
16. The SM shall ensure the correct setting, clamping and padlocking of the points for the<br />
safe passage of the train.<br />
17. After completion of the shunting or train movement the SM shall advise the SI to resume<br />
the work duly unclamping the points.<br />
18. After the completion of Engineering Work, the PWI shall give a memo to SI with a copy<br />
to SM.<br />
19. The SI shall issue reconnection notice only after he receives Track fit Certificate.
22<br />
STATION MASTER<br />
20. The SM shall test the signals, points (Which were disconnected) jointly with SI before<br />
accepting reconnection.<br />
21. SM shall advise the cabin staff with the particulars of reconnection under the exchange<br />
of PNs.<br />
22. The Timing of disconnection and reconnection, trains passed and detentions etc. shall<br />
be recorded in ‗Disconnection and Reconnection ‗register.<br />
7) What are the conditions for taking off home signal?<br />
Points affecting movement of train (G.R. 3.38)<br />
(1) The Station Master shall not give permission to take signals ‗off‘ for a train until-<br />
(a) All facing points over which the train will pass are correctly set and locked,<br />
(b) All trailing points over which the train will pass are correctly set, and<br />
(c) The line over which the train is to pass is clear and free from obstructions.<br />
Conditions for taking off home signal (GR/SR 3.40)<br />
1). When a train is ap<strong>pro</strong>aching<br />
a) On single line, home signal shall not be taken off unless the line is clear for an adequate<br />
distance beyond the trailing points / place at which the train is required to come to a stop.<br />
b) On double line, beyond starter.<br />
Such adequate distance shall not be less than 180 mts & 120 mts in TAS & MAS<br />
respectively.<br />
2). If the train stops at the home signal,<br />
A) on single line , the line is clear up to trailing points or place at which the train is<br />
required to come to a stop.<br />
B) on double line up to starter.<br />
3). At terminal <strong>station</strong>s or where there is an exception, CRS ap<strong>pro</strong>val to be taken.<br />
4). Sand hump of ap<strong>pro</strong>ved design / derailing switch (CRS ap<strong>pro</strong>val) shall be deemed to be<br />
efficient substitutes of adequate distance referred above.<br />
5). Adequate distances / any CRS ap<strong>pro</strong>vals to be indicated in SWR.<br />
6). For admitting a stopping train on a line <strong>pro</strong>vided with sand hump/buffer stop, the line shall<br />
be set to<br />
I) sand hump / buffer stop if the block section ahead is blocked<br />
Ii) either to sand hump / buffer stop or main line if the bock section ahead is free.<br />
8) Write short notes on a) Motor Operated Points b) Emergency Crank handle<br />
a) Motor Operated Points (S.R.3.38.7, App XI-6)<br />
1. Whenever points are operated by motor it is known as Motor Operated Points.<br />
2. In SCR there are two kinds of point motors are in use.<br />
a) Universal b) Siemens‘
23<br />
STATION MASTER<br />
3. These motors are operated electrically by pressing buttons or by turning knobs on a<br />
panel or by <strong>operating</strong> miniature levers in the cabin.<br />
4. Normal (N) and Reverse (R) positions are repeated in cabin/<strong>station</strong>.<br />
5. After operation of points the SM shall check the indications.<br />
6. There are two positions ‗N‘ & ‗R‘ and three indications ‗N‘, ‗R‘ & ‗free‘ in the panel.<br />
7. The SM shall operate the point only when there is free indication.<br />
8. If after operation the point is not setting, try to operate 4 to 5 times from ‗N‘ to ‗R‘ and<br />
‗R‘ to ‗N‘.<br />
9. If SM does not get any steady indication, physically verify the points at site and<br />
remove any obstruction between switch & stock rails.<br />
10. If flashing still continues treat the points as defective and intimate the S&T officials.<br />
11. When point becomes defective, use crank handle and set the points.<br />
12. SM shall ensure correct setting, clamping and padlocking of facing and trailing points.<br />
13. After setting the points using crank handle if N or R indication is available signals can<br />
be take off after clamping and padlocking.<br />
b) Emergency Crank handle (S.R.3.38.7, App XI-6)<br />
1. Where points are operated by motor, emergency crack handle is required for operation<br />
during failure of points.<br />
2. They are secured in glass fronted wooden box/case and sealed in cabin/<strong>station</strong>.<br />
along with key & padlock of point machine<br />
3. SM to be conversant with the use of crank handle.<br />
4. They are chained to key in HKT in wooden box.<br />
5. By pressing the release button, turn HKT to the left and extract the key along with the<br />
crank handle.<br />
6. Once the crank handle is removed no signal can assume off aspect until it is again<br />
inserted in the HKT.<br />
7. The emergency crank handle is inserted in point machine and rotated to set & lock the<br />
points in required position in presence of SM on duty.<br />
8. Before inserting crank handle care must be taken that the relevant lever/knob kept in the<br />
required position.<br />
9. Whenever points are operated by crank handle this must be clamped & padlocked<br />
before authorizing any train movement over them.<br />
10. After using crank handle if point showing steady aspect the crank handle may be<br />
restored in its place and signals taken ‗off‘ after clamping and padlocking.<br />
11. After failure is rectified, the crank handle is restored in the box and HKT key inserted<br />
and turned fully to right until key ‗in‘ indication appears in the panel.<br />
12. Box to be locked and sealed.<br />
13. Suitable entries made in the crank handle register.<br />
14. In case of Stations <strong>pro</strong>vided with end cabins, when route is locked crank handle can be<br />
extracted by pressing route cancellation button and after 120 seconds the free<br />
indication appears in the HKT and it must be rotated to extract the key.
24<br />
STATION MASTER<br />
15. Whenever S&T officials require crank handle for testing or maintenance, Disconnection<br />
will be given and entry in the register be made.<br />
9) Write a short notes on a) shunting permitted indicator<br />
b) Gate signal c) Route indication d) Signal repeaters<br />
a) Shunting permitted indicator (S.R.3.14.3)<br />
1. It is an appliance work in conjunction with the stop signal and <strong>pro</strong>vided for to control<br />
shunting movements.<br />
2. It shall be placed on a post by it self only.<br />
3. It can permit the shunt movements in both directions.<br />
4. It is <strong>pro</strong>vided in the non interlocked area of the yard where interlocked area is isolated.<br />
5. Normally it can be operated by a ground lever<br />
6. It shall not show any light when shunting is not permitted.<br />
7. It is of two types a] semaphore type b] colour light type<br />
a) Semaphore type:- It has a black disc with yellow cross in ;both directions, when<br />
shunting is permitted during day time and yellow cross light during night time.<br />
b) Colour light type: - When shunting is permitted it shows yellow cross light in both<br />
direction during day and night.<br />
8. When shunting permitted indicator become defective, authority to pass defective<br />
indicator is T.369 (3b) + <strong>pro</strong>ceed hand signals [PHS].<br />
9. Detailed instructions regarding the working of SPI are available in SWR.<br />
b) Gate signal.(G.R/S.R.3.34,3.73)<br />
1. Every level crossing gate which is normally kept open for road traffic is <strong>pro</strong>vided with a<br />
signal [Gate} .<br />
2. This signal shall show stop aspect in both up and down directions when the gate is open<br />
for the passage of traffic.<br />
3. When LC Gate is interlocked with <strong>station</strong> signals, there is no need to <strong>pro</strong>vide separate<br />
Gate signal.<br />
4. 'G' marker shall be <strong>pro</strong>vided on LC Gate signal except those controlling the entry into<br />
rail-cum road bridge or where there is bridge between gate signal and the gate<br />
5. In MAS in rear of Gate signal a Distant signal shall be <strong>pro</strong>vided.<br />
6. When a level crossing is located between the Home signal and the Distant signal on<br />
MAS, the Gate cum Distant signal shall be located at a distance of NLT 180m in rear of<br />
Gate. This signal shall be <strong>pro</strong>vided with a 'G' marker and normal Aspect is Stop. A Gate<br />
distant shall also be <strong>pro</strong>vided<br />
c) Route (indication) indicators (SEM Part I)<br />
These are <strong>pro</strong>vided to give information regarding which of the two or more lines is set<br />
for Loco Pilots.<br />
Route indicators are treated as stop signals
25<br />
STATION MASTER<br />
If the route indicator in the reception signal is not in working order, the relevant stop<br />
signal shall be treated as defective.<br />
If the LP finds, the route indicator on starter signal displaying incorrect route, he shall<br />
treat the starter signal at ON<br />
Methods of route indication<br />
1. Bracketed signal<br />
2. Placing of more than one signal on the same post.<br />
3. Single arm signal or colour light signal with route indicators<br />
Route indicators generally used are of three types<br />
[a] Stencil type [b] Multi lamp type [c] Junction type<br />
a. Stencil type route indicators:<br />
This indicating apparatus is placed on the same post below or above the stop signal.<br />
When the signal is taken OFF the number of description of the line for which signal is<br />
cleared, will appear on the indicator in the form of an illuminated number of alphabet.<br />
b. Multi-lamp Type route indicator:<br />
Here a number of electrical bulbs are arranged on a panel kept on the signal post.<br />
When the signal is cleared, the line number appears on the panel by selective lighting<br />
up of the electric bulbs in the required pattern.<br />
c. Junction type route indicator:<br />
It is also known as position type route indicator. It is <strong>pro</strong>vided with five miniature white<br />
lights. Six indicators can be fixed on a signal post. When signal is taken off for main<br />
line and when signal is at on there is no route indication. When signal is off [yellow<br />
MAS/green/TAS] with route indicator indicates signal is cleared for turnout.<br />
d) Electric repeater<br />
When the signal arm or light is not visible from the place of operation, the Aspect is repeated<br />
by the Electric Repeater at cabin or <strong>station</strong>.<br />
Provision of repeaters<br />
There are four kinds of repeaters in use.<br />
1. Signal arm repeaters.-<strong>pro</strong>vided in semaphore signalling territory<br />
2. Signal light repeaters.- <strong>pro</strong>vided in semaphore signalling territory<br />
3. Miniature light repeaters for colour light signals.<br />
4. Light emitting diode type repeaters.<br />
Miniature light repeater for colour light signals:-<br />
Miniature light repeaters are <strong>pro</strong>vided in the cabin in colour light signalling territory to repeat<br />
the aspect displayed by each signal. The repeat indications of Distant and Stop signals take<br />
the form of colour light.<br />
Whenever the miniature light repeater in the colour light signalling territory is found to be<br />
defective and the signal light aspect is not visible from the <strong>station</strong> / cabin, the signal which it<br />
repeats shall be treated as defective and not taken ‗off‘ for any train and action shall be<br />
taken as per Rule 3.68 to 3.72.
26<br />
STATION MASTER<br />
10. What are the duties of Station Master when signal become defective and how the<br />
trains are dealt when<br />
a) Home signal become defective b) Departure signals defective c) IB signal defective<br />
Defective Signals (App XI -6,G.R/S,R 3.68,3.69 and 3.70)<br />
Signal Fails to Clear<br />
Ensure that Station Master‘s key is in.<br />
Check all the buttons/knobs are in the required positions.<br />
Check the point position to see that the correct route is set and the track circuits on<br />
the route are showing white indication on the panel.<br />
Check whether the crank handle is IN.<br />
Ensure siding key IN and LC gate closed indication before clearing the signal.<br />
If signal lamp failure indication is flashing and audible warning is ringing, stop the<br />
warning bell by pressing the acknowledgement button.<br />
Duties of SM<br />
SM shall arrange to place the Signal at on.<br />
Report such defect to ESM/SI and copy to TI, DSTE, DSO, and SCOR.<br />
Make entry in the S&T failure register.<br />
If Signal detects any points, such points shall be treated as non-interlocked.<br />
SM shall personally ensure correct setting, clamping and padlocking of points, unless the<br />
train is dealt on calling- on Signal.<br />
a) Reception Signal (home) defective(G.R. &S.R.3.69)<br />
When LP has been advised (pre warned)<br />
The SM shall advise the SMs of rear/notice <strong>station</strong> and ask him to issue written<br />
authority [advance authority T.369 (1) to the loco pilots. (except at <strong>station</strong> where<br />
calling on/signal post telephone is <strong>pro</strong>vided)<br />
In the advance authority LP is authorized to pass the defective signal duly observing<br />
the PHS at the foot of the signal at a restrictive speed of 15KMPH.<br />
Depute competent railway servant to exhibit PHS<br />
LC shall not be given unless conditions for taking off of the Signal is fulfilled<br />
When LP has not been advised (not pre warned)<br />
The train shall be brought to a stand at the foot of the Signal.<br />
By taking off calling on Signal where <strong>pro</strong>vided or<br />
By authorising LP over Signal post telephone where <strong>pro</strong>vided or,<br />
T/369(3b) should be delivered to LP to pass defective Signal with<br />
15 kmph + PHS at the foot of the Signal
Signal got struck up in off position<br />
Light of the Signal shall be extinguished.<br />
Paste paper on the glass or put a cross.<br />
Stop hand Signal shall be shown at the foot of the Signal.<br />
The SM of rear <strong>station</strong> shall issue PLCT and T.369 (1).<br />
Departure Signal – PLCT or T/369 (3b).<br />
a) Departure Signal defective(G.R. &S.R.3.70)<br />
Starter defective<br />
Train shall be brought to a stand.<br />
By taking off calling on Signal or<br />
Authorise the LP by T/369(3b) + PHS at the foot of the Signal.<br />
Advanced starter<br />
Authorise the LP by PLCT.<br />
PHS not required except where it detects points.<br />
b) IB signal is defective (S.R.3.75)<br />
27<br />
STATION MASTER<br />
1. When SM is aware when the IB stop signal is defective or A/C failed or LSS failed or IB<br />
Distant failed or Block Instrument failed before dispatching a train,<br />
a. Treat two sections i.e. axle counter section and IB section as one block section and<br />
suspend the IB working.<br />
b. He shall stop the trains at <strong>station</strong> and obtain line clear.<br />
c. Issue paper line clear ticket +T.369.[3b] to pass IB stop signal at 'ON'.<br />
d. LP can <strong>pro</strong>ceed with normal speed.<br />
2. When Loco Pilot finds an IB signal is at 'ON' [defective]<br />
a. He shall stop the train and contact immediately SM of rear <strong>station</strong> on telephone.<br />
b. If block section is free and line clear is obtained, SM shall authorize the Loco Pilot to<br />
pass IB signal at 'ON' by Giving PN which was obtained from advance SM.<br />
c. Loco Pilot can pass the IB signal with normal speed.<br />
3. If the telephone is out of order.<br />
a. Loco Pilot shall after waiting 5 minutes pass the signal and <strong>pro</strong>ceed with a restricted<br />
speed of 15 kmph when view is clear and 8 kmph when view is not clear and during<br />
night up to the FSS of next <strong>station</strong> even if it is at 'OFF''.<br />
b. The Loco Pilot must report the failure to the SM of the block section ahead.
CHAPTER IV<br />
28<br />
STATION MASTER<br />
1) What are the circumstances engine pushing may be permitted out side <strong>station</strong><br />
limits? What is the <strong>pro</strong>cedure to push back the train?<br />
G.R.& S.R. 4.12 Engine pushing<br />
1. Engine pushing outside <strong>station</strong> limits may be permitted in the following<br />
circumstances.<br />
i. Passenger trains<br />
a When a train meets with accident or in emergency, Working of relief/<br />
transshipping trains<br />
b Not able to <strong>pro</strong>ceed further due to floods, breaches, landslides, etc..<br />
c To pickup an injured passenger.<br />
ii Goods trains<br />
a In connection with working of <strong>material</strong> trains.<br />
a. Engine unable to haul the load<br />
b. Trains are required to work to the point of obstruction.<br />
c. Working of relief/ transshipping trains during accidents.<br />
d. Not able to <strong>pro</strong>ceed further due to floods, breaches, landslides, etc..<br />
2. The Guard/Loco Pilot shall contact SMs/SCOR/TPC telephonically and obtain<br />
permission to push back.<br />
3. Such permission will be given by rear Station Master after ensuring that LC gates<br />
are closed supported by PN.<br />
4. If Guard/Loco Pilot cannot contact SMs/SCOR/TPC, the Guard/Assistant Loco Pilot<br />
shall walk to the nearest <strong>station</strong>. SM of the <strong>station</strong> shall issue caution order<br />
permitting pushing back after obtaining permission from Station Master in rear<br />
supported by PN<br />
5. The Guard shall travel in the leading vehicle if it is fitted with brake valve or hand<br />
brake, if not travel in the nearest vehicle fitted with brake valve.<br />
6. The speed of the Train is restricted 25 kmph when guard is traveling in the leading<br />
vehicle and 8 kmph when guard is not traveling in the leading vehicle.<br />
7. The Guard of the pushing train shall keep a good lookout and continuously exhibit<br />
PHS.<br />
8. In the absence of PHS, LP to stop train at once and ascertain the cause.<br />
9. Guard also shall ascertain LC gates closure & is responsible to warn passengers.<br />
10. Guard continuously whistle, keep sharp lookout and be prepared to stop train short<br />
of any obstruction.<br />
11. When goods train worked without Guard, such duties of Guard performed by ALP.<br />
12. For Goods train without BV, Guard to walk by side of track in rear of LV, exhibiting<br />
PHS continuously, LP <strong>pro</strong>ceed with walking speed .<br />
13. Reception on Single Line shall be made on Signal aspects.
29<br />
STATION MASTER<br />
14. On Double Line after ensuring the train has come to a stop at the same line LSS or<br />
Opposite Line FSS whichever Signal comes across first, train may be received on<br />
Pilot In Memo after correct setting, clamping and padlocking of the points.<br />
15. This rule shall not apply to a train the leading vehicle of which is equipped with<br />
driving apparatus [push - pull train]<br />
16. This rule shall not apply to an engine, assisting in rear of train (without being<br />
attached).<br />
17. Patrol or search light special with one or more vehicles in front of the engine may be<br />
permitted to run at a maximum speed of 40 kmph.<br />
2) Write a detail note on Brake van Equipment<br />
G.R.4.19.6 Brake Van Equipment<br />
1. Every coaching train are <strong>pro</strong>vided with BV equipment<br />
2. Loaded at Platform of Primary maintenance in both SLR (or more) inside cupboard<br />
locked with one time lock (OTL) and sealed jointly by SE/JE C&W and Dy SS<br />
3. EMU/MEMU loaded in low tension compartments in motor coach. DMU/DHMU space<br />
available in driving trailer cab.<br />
4. All SLR jointly checked in return direction at the Primary maintenance <strong>station</strong>.<br />
5. Provision/Responsibility /maintenance<br />
i. Portable Control Telephone – 1 set – SE/JE (TELE)<br />
ii. Portable train lighting equipment – 1 set – SE/JE (TL)<br />
iii. Fire Extinguisher - 2 No. – JE/SE C&W<br />
iv. Wooden wedges - 2 No. – SE/JE C&W<br />
v. Stretcher in good condition - 1 No. - DYSS<br />
6. After loading the staff <strong>pro</strong>vide OTL, cover with Rexene pouch, tie and seal<br />
7. SE/JE (C&W) keep spare OTL in cabinet<br />
8. Every trip monitored on PF on arrival<br />
9. A sticker pasted in the SLR with S.NO. of equipment and instructions for the guard<br />
10. JE/SE, DySS maintaining BV equipment <strong>pro</strong>cure initially for all SLR‘S+10% extra<br />
11. Dy SS/TNC to obtain acknowledgement of Guard in the register & VG at originating<br />
<strong>station</strong><br />
12. I/C and O/G Guard make entries in VG and rough journal about intactness of OTL.<br />
13. In case missing OTL or broken, Guard to give message to SM of the <strong>station</strong>, copy to<br />
SM of originating <strong>station</strong> indicating train number, SLR NO. Missing BV equipment<br />
with S.No. along with date, location etc.<br />
14. SM of originating <strong>station</strong> advice concerned and recoup on arrival of train.<br />
3) Write a short note on<br />
a) VG b) working time table
a) Vehicle Guidance (VG)(S.R.4.25.3)<br />
1. It is prepared by <strong>station</strong> staff or TNCs where available.<br />
30<br />
STATION MASTER<br />
2. The TNC should note down the particulars of vehicles in the hand book from the<br />
wagons/vehicles.<br />
3. This shall be prepared in ink carefully and legibly.<br />
4. VGs shall be prepared direct from the TNCs hand book.<br />
5. The entries should not be copied from one VG to another VG.<br />
6. The VG is prepared in a format suitable for computer transaction.<br />
7. The entries are made in the relevant columns and in serial order as per formation either<br />
from train engine or brake van.<br />
8. VGs of through goods trains shall be made in duplicate, one copy shall be handed over<br />
to the SM of the first terminal <strong>station</strong> of the Division for submission to the DRM and the<br />
original must go to the destination <strong>station</strong> by way of transfer from Guard to Guard.<br />
9. The particulars to be entered in VG are as follows,<br />
a) Owning Rly b) Painted No c) Wagon code d) Empty or loaded e) From and To<br />
<strong>station</strong> f) Tare weight g) Gross weight h) Remarks if any.<br />
10. When ever vehicles are attached the entries shall be made by the <strong>station</strong> staff and<br />
when vehicles are detached, the Guard should obtain the signature of <strong>station</strong> staff on<br />
the VG<br />
11. Before starting the train, the Guard is responsible for checking the load with the<br />
entries in the VG.<br />
12. On completion of journey the VG must be handed over to the SM.<br />
13. VGs of Mail/Express, Passenger, Troop trains and special trains to be sent to COM and<br />
Mixed and Goods trains to DRM along with a summary sheet every day.<br />
14. For calculation purpose a bogie coaching stock when attached to goods train shall be<br />
reckoned as 2 ½ units.<br />
b) Working Time Table (WTT)<br />
Large amount of information is required to be conveyed to the staff connected with<br />
running of trains and maintenance of Infrastructure on the <strong>Railway</strong>s. They must not only<br />
know the timings of the trains, but also a lot of information about what maintenance/attention<br />
like fuelling, watering, engine changing or any other service to be <strong>pro</strong>vided.<br />
In addition, the train crew needs lot of information about Track, Signals and other<br />
facilities and such information is conveyed to the staff through the Working Time Tables.<br />
These Time Tables are printed Division wise on the orders of COM every year in the month<br />
of July along with Public Time Table.<br />
Important items included in these Time Tables:<br />
1. Detailed timings of trains at each <strong>station</strong> namely arrival, departure, skip timings<br />
(advertised timings) on Section, even for <strong>station</strong>s where do not stop.<br />
2. Maximum permissible speed for various trains on each section.<br />
3. Type of locomotive permitted to run on each section.<br />
4. Normal running time for goods, passenger, express and superfast trains.<br />
5. Particulars of Engg allowance/Traffic allowance <strong>pro</strong>vided on each Section.
6. System of working of trains on each section.<br />
31<br />
STATION MASTER<br />
7. Details of System of Signalling available, Type of Interlocking <strong>pro</strong>vided and No. of<br />
Running lines at each <strong>station</strong> with line capacity.<br />
8. Ruling gradients, critical block section and precautions required to be taken for running<br />
of Trains across Section.<br />
9. Details of Permanent Speed restrictions on each Section.<br />
10. Details about <strong>station</strong>s Where Medical Equipment/vans and Accident relief Trains are<br />
based.<br />
11. Details of Emergency Sockets location and kilometerage.<br />
12. Important Rules about safety of Train operations including the JPO‘s and other bulletins.<br />
13. Telephone No‘s of Stations, List of all Revenue officials along with phone No‘s and<br />
Jurisdiction of Various Inspectors of each dept.,<br />
These copies are supplied to all <strong>station</strong>s, Loco Sheds/Crew Lobbies, and individual<br />
copies for Loco pilots, Asst. Loco pilots, Guards, Inspector of Track, Station Masters<br />
and other necessary staff.<br />
One copy of WTT of each division shall be sent to CRS for information.<br />
4) What are the precautions to be taken to work the train?<br />
a) Running of goods train without brake-van b) running of goods train without Guard<br />
a) Running g of Goods train without Brake-van (S.R.4.23)<br />
During emergencies to run a train without a brake-van the following precautions<br />
should be observed.<br />
Specific orders of Sr. DOM/DOM is required.<br />
Strictly <strong>pro</strong>hibited during total interruption of communication<br />
Separate Registers to be maintained in the control office.<br />
It shall be ensured that the train is <strong>pro</strong>vided with continuous and effective<br />
vacuum/compressed air from engine to rear most vehicle..<br />
In Automatic Block system no train must be allowed to follow until the preceding train<br />
without brake-van has arrived complete at the next reporting <strong>station</strong> in advance.<br />
Guard of the train shall travel in the engine.<br />
Tail board/tail lamp/ must be fixed on last vehicle.<br />
Station Master shall ensure that the train is complete by tail lamp/tail board.<br />
The <strong>station</strong> as well as the cabin staff should be particularly alert, when there is a<br />
doubt that the train is not complete and should draw the attention of GDR by showing<br />
‗train parting‘ signal.<br />
.When encounters trouble en route<br />
a. Guard and Asst. Loco Pilot should check and attend the trouble<br />
b. Within <strong>station</strong> limits the help of C&W staff or points man should be taken<br />
c. The Loco Pilot should regulate the speed depending on the ‗Feel test‘<br />
conducted by him..
) Running of Goods train without Guard (S.R.4.25.4)<br />
32<br />
STATION MASTER<br />
1. In exceptional circumstances, only goods trains may be run without Guard with the<br />
specific orders of Sr. DOM.<br />
2. Some of the duties of Guard shall devolve on the Loco Pilot and Assistant Loco Pilot.<br />
3. It should be ensured that the train is <strong>pro</strong>vided with continuous vacuum/air pressure from<br />
the engine to the rearmost vehicle.<br />
4. Loco Pilot shall ensure that the rear-most four pistons are in <strong>pro</strong>per working order if no<br />
Guard is <strong>pro</strong>vided at an intermediate <strong>station</strong> or at crew changing <strong>station</strong>.<br />
5. Loco Pilot shall ensure that the required amount of vacuum/air pressure is <strong>pro</strong>vided in<br />
the brake-van before signing BPC.<br />
6. Vacuum/air pressure gauge shall be <strong>pro</strong>vided to Loco Pilot.<br />
7. Tail board/Tail lamp must be fixed in rear of the last vehicle.<br />
8. SM shall issue caution order with an endorsement 'train is to run without Guard'.<br />
9. SM shall advise to SCOR under exchange of PNs who will inform the Station Masters en<br />
route. The SM will inform cabins and gates under exchange of PNs<br />
10. Where IB signal is <strong>pro</strong>vided, the SM shall not dispatch a train in rear of this train up to<br />
IBS unless the train w/o Guard reaches the <strong>station</strong> ahead.<br />
11. In Automatic block system, no train shall be allowed to follow the goods train without<br />
Guard until it reaches to next reporting <strong>station</strong>.<br />
12. The SM/SWM/cabin man shall ensure that the train has arrived complete and is standing<br />
clear of the fouling mark if such a train stops at a <strong>station</strong>.<br />
13. During tempestuous weather, total interruption of communication and TSL working,<br />
running of trains without Guard is strictly <strong>pro</strong>hibited.<br />
14. Extra detonators should be carried by the Loco Pilot.<br />
15. While going for <strong>pro</strong>tection, care shall be taken that Loco is not deserted if it is on rails.<br />
16. When encounters trouble en route<br />
a. Assistant Loco Pilot should check and attend the trouble<br />
b. Within <strong>station</strong> limits the help of C&W staff or points man should be taken<br />
c. The Assistant should ensure the continuity.<br />
d. The Loco Pilot should regulate the speed depending on the ‗feel test‘ conducted by<br />
him.<br />
Note: a. Running of passenger carrying train without guard should not be permitted<br />
b Two empty coaches or saloons may be permitted to run between HYB—SC—KCG<br />
and BZA— GNT. without Guard<br />
c. Running of goods train without guard should not be permitted if last vehicle is not<br />
b/van<br />
5) Write short notes on a. Hot axle/Hot Box b. working of damaged vehicle/engine<br />
c) Starting of trains
a) G.R. 4.29 Hot axle/Hot Box.<br />
33<br />
STATION MASTER<br />
Symptoms of Hot axle Symptoms of Hot Box [Seizure of Roller bearing]<br />
a] Smell a] Splashing of oil<br />
b] Smoke b] Smell of burnt grease<br />
c] Whistling sound c] Discolourisation of paint on hot box plate<br />
d] Flame d] Red glow during night<br />
e] Metallic sound<br />
f] Skidding of wheels<br />
g] Tilting of springs<br />
1. If hot axle box is found at a <strong>station</strong>, where the C&W staff is not <strong>pro</strong>vided, the vehicle<br />
shall be detached from the train.<br />
2. If hot axle is found between <strong>station</strong>s, train shall be brought to a stand immediately.<br />
Examine the axle box and attend it.<br />
3. In case of hot axle, Loco Pilot shall exercise his discretion with regard to the<br />
restricted speed at which it is safe.<br />
4. The SM receiving advice of Hot axle, receive the train on Main line. Loco Pilot can<br />
enter <strong>station</strong>.<br />
5. If it is not possible to receive the train on main line, train shall be brought to a stop at<br />
FSS and receive on any line.<br />
6. On arrival at <strong>station</strong> hot axle wagon shall be examined by C&W Staff or it has to be<br />
detached.<br />
7. It will be attached only after attended by TXR staff and given ‗Fit to run‘ certificate.<br />
8. Wagons involved in accident, should be moved only with the permission of DRM &<br />
‗Fit to run‖ certificate given by TXR.<br />
b) Attaching of Damaged Vehicle/ Engine(S.R.4.24.4)<br />
1. It shall be certified fit to run by TXR/CCC.<br />
2. It shall be attached in rear of the rear B/Van of Goods/ Mixed train during day light<br />
hours only.<br />
3. Only one such vehicle is permitted.<br />
4. Speed shall be maintained as specified in the ‗Fit to Run Certificate‘.<br />
5. At Sun set or when view is not clear it shall be detached at the first <strong>station</strong> and the<br />
Certificate shall be handed over to the SM on duty.<br />
6. It shall be escorted by the staff of Mechanical department.<br />
c) Starting of Trains (GRs/SRs 4.35)<br />
1. Before starting a train the LP must get permission from the Guard to start the train.<br />
2. Guard shall not give starting permission unless he gets permission from the SM to<br />
start.<br />
3. The SM before giving such permission must satisfy himself that:
a) All is right for the train to <strong>pro</strong>ceed.<br />
b) Line clear has been obtained from the <strong>station</strong> in advance,<br />
c) Correct starting signals have been taken off,<br />
d) ATP under the system of working has been given to the LP,<br />
34<br />
STATION MASTER<br />
4. To start a passenger carrying train the SM shall ensure all work in connection<br />
with it is completed,<br />
5. The permission to start passenger carrying trains may be given in the following<br />
manner,<br />
a) At important junction <strong>station</strong>s <strong>pro</strong>vided with PA system<br />
As stipulated in SWR,<br />
b) At all other <strong>station</strong>s by ringing the <strong>station</strong> bell as follows:<br />
i) 2 Beats for starting a DN train<br />
ii) 3 Beats for starting an UP train<br />
iii) 4 Beats for starting a Branch line train.<br />
6. At terminal junctions, Engine changing and refreshment room <strong>station</strong>s, there shall be a<br />
warning bell 5 minutes before the starting time.<br />
7. On receipt of SMs permission, when all work in connection with the train is<br />
completed the Guard shall sound his whistle and display a green flag by day and a<br />
green light by night to the LP to start his train.<br />
6) Write in detail about the „Exchange of All Right signals‟<br />
G.R.4.42 Exchanging of all rights signals<br />
1) All right signals are exchanged between Loco Pilot and Guard to ensure that the<br />
Guard is in his brake-van and that the train can <strong>pro</strong>ceed.<br />
2) All right signals are exchanged between Guard, Loco Pilot and Station Staff to<br />
ensure that the train is running in a safe and <strong>pro</strong>per manner.<br />
3) The All right signal is given by holding out the green flag horizontally by day and by<br />
waving the green light horizontally by night.<br />
4) This signal shall normally be exchanged on the platform /<strong>station</strong> buildings side<br />
(<strong>station</strong> limits) or left side (out side <strong>station</strong> limits ) unless the track is on curve, in<br />
which case signals be exchanged from the other side.<br />
5) All right signal shall be exchanged as detailed below.<br />
i. When train starts after stopping at <strong>station</strong>.<br />
ii. When train starts after stopping between <strong>station</strong>s<br />
iii. When train running through a <strong>station</strong>.<br />
iv. While passing through ghat sections.<br />
v. While ap<strong>pro</strong>aching important girder bridges<br />
vi. When any train passing on the adjacent line / s.<br />
vii. When last vehicle has cleared the speed restriction zone
i) When train starts after stopping at <strong>station</strong>.<br />
35<br />
STATION MASTER<br />
When train starts, the Guard shall look back and satisfy him self that no stop hand<br />
signals is given by <strong>station</strong> staff, he shall then exchange the ―All Right "signal with<br />
the Loco Pilot.<br />
All right signal shall be exchanged until the engine has passed the advanced starter /<br />
LSS except where the Guard hand signal cannot be seen for any reason, the Loco<br />
Pilot guided by the signals exhibited by Station Master and cabin staff.<br />
If the Loco Pilot does not get the signal from the Guard or the SM and the cabin staff,<br />
he shall stop the train and ascertain the cause.<br />
iii) when train runs through a <strong>station</strong> :<br />
1. When train runs through a <strong>station</strong>, SM shall exhibit all right signals to the train<br />
him self standing on the plat form side. Similarly Loco Pilot and Guard shall be on<br />
the look out for SM / C.ASM / SWM / C.MANs all right signals. A competent<br />
railway servant shall be sent to off side to exchange all right signals.<br />
2. Any thing unusual is noticed during passage of the train, the SM shall show stop<br />
hand signals to stop the train. If it is not possible to stop the train advise the LP<br />
through Gateman or IB telephone or TPC and inform SM of advance <strong>station</strong> to<br />
stop the train and examine. Trains on adjacent line may be permitted after<br />
issuing caution order.<br />
3. Cabin staff, where shunting is performed shall not exhibit any signal to passing<br />
trains when nothing irregular is noticed. But they shall show stop signals if any<br />
thing danger is noticed.<br />
4. All right signal shall be exchanged till engine has passed advanced starter /LSS<br />
5. If the Loco Pilot of trains fails to exchange the all right signals or /and fails give a<br />
continuous whistle, the SM shall advice the <strong>station</strong> in advance to stop the train<br />
and ascertain the reason.<br />
v). Loco Pilots and Guards of running trains will be responsible towards any train<br />
passing on the adjacent line/s and exchange 'All Right' signal with the Guard and<br />
Loco Pilot of such trains.<br />
Guards of trains <strong>pro</strong>vided with "Air conditioned" SLR/LR should show the "all right<br />
signal" to <strong>station</strong> staff by switching on the flickering tail light and to the Loco Pilot by<br />
speaking on telephone.<br />
7) a) What is the responsibility of SM when he notices train passing without tail<br />
board/tail lamp.<br />
b) Train held up at FSS<br />
a) Responsibility of SM when he notices train passing without tail board/tail lamp.<br />
(S.R.4.17)<br />
SM shall observe and ensure that all trains passing through the <strong>station</strong> are <strong>pro</strong>vided<br />
with tail board/tail light.<br />
When SM notices without tail board/tail lamp he must– intimate to the SM in advance<br />
to stop and examine (six pause two) and SM in rear that the train has arrived<br />
incomplete (six pause three) and shall not clear the block section.<br />
Where block <strong>pro</strong>ving axle counters available SM can clear the block section.<br />
On double line SM shall give caution order to observe special caution.
If train has already left SM shall<br />
36<br />
STATION MASTER<br />
o intimate the gateman to stop and advise the LP and Guard of the circumstances,<br />
o keep the IB signal at on,<br />
o in OHE area power supply shall be switched off and advise TPC to inform LP..<br />
b) G.R. 4.44 Train held up at home /FSS signal<br />
1) When train held up at home /FSS for 5 minutes or more without any apparent cause,<br />
the Loco Pilot shall sound continuous whistle to warn guard.<br />
2) Brakes man or Asst. Loco Pilot shall <strong>pro</strong>ceed to the cabin or <strong>station</strong> to warn the <strong>station</strong><br />
<strong>master</strong>.<br />
3) Brakes men or Asst. Loco Pilot <strong>pro</strong>ceeding to the <strong>station</strong> shall show stop hand signals<br />
towards the <strong>station</strong>.<br />
4) After 15 minutes guard irrespective of cause shall <strong>pro</strong>tect the train in rear as per GR<br />
6.03.<br />
5) If in the mean time the signal is taken off or authority received by Loco Pilot he shall<br />
sound continuous whistle to recall guard.<br />
6) Exchange hand signal with guard before starting the train.<br />
7) In the case of a train not accompanied by a guard, these duties shall devolve on the<br />
Loco Pilot<br />
8) Describe the <strong>pro</strong>cedure for working of Material train and stabling of it.<br />
Working of Material train (S.R.4.62)<br />
1. When <strong>material</strong> train is required to run for engineering purposes, the DRM shall make<br />
arrangements in good time advising the particulars of the work to all concerned.<br />
2. In case of emergency arising for breaches floods, SM or other senior official can order<br />
<strong>material</strong> train on the application of the engineering branch. The running and stabling of<br />
<strong>material</strong> train shall be arranged by SCOR.<br />
3. A <strong>material</strong> train shall work only between sunrise and sun set.<br />
4. During emergency a <strong>material</strong> train shall work between sunset and sunrise after getting<br />
permission from DRM.<br />
5. DRM shall give permission subject to following conditions<br />
a. Work spot shall be lighted.<br />
b. second class accommodation to labour<br />
c. Guard shall ensure no labour traveling on MT.<br />
6. At least one brake van shall be attached in rear of the train<br />
7. The authority to <strong>pro</strong>ceed for the <strong>material</strong> train during the line block are<br />
i. When the train is coming back to the same <strong>station</strong> from where it has started is –<br />
T.462 and<br />
ii. When the train is <strong>pro</strong>ceeding to the next <strong>station</strong> after completion of work – T/A.462<br />
10. The speed of the <strong>material</strong> trains shall not exceed the speed laid down for goods trains<br />
on section.
37<br />
STATION MASTER<br />
11. The Guard, the Loco Pilot of the <strong>material</strong>s trains shall <strong>pro</strong>tect the trains as per GR<br />
6.03 when working between <strong>station</strong>s.<br />
12. A <strong>material</strong> train shall not be divided except in emergency.<br />
13. In such cases only on the authority and personal supervision of PWI who shall be<br />
responsible to take precautions before dividing.<br />
14. Guard shall secure the formation before dividing.<br />
15. Dividing of the <strong>material</strong> train is not permitted on a gradient of 1 in 100 or steeper.<br />
16. No <strong>material</strong> which has been unloaded shall be left above train level infringe the<br />
standard dimensions.<br />
17. If the engine is pushing when guard is traveling in leading vehicle (B/VAN), the speed<br />
shall not exceed 25kmph on straight line and 8kmph on turnout and when Guard is not<br />
traveling in the leading vehicle the speed shall not exceed 8 kmph.<br />
18. A <strong>material</strong> train shall enter or work in the loco yard with the permission of the LF.<br />
19. Intensively checked BPC is valid for 30 days subject to examination of TXR once in a<br />
week.<br />
20. Brake power shall be not less than 90 % at the time of Intensive examination.<br />
9) Describe the <strong>pro</strong>cedure for working and stabling of Track Tamping Machine<br />
(TTM) and stabling of it.<br />
Track Tamping Machine (TTM)(S.R.4.65) is a self <strong>pro</strong>pelled vehicle fitted with head<br />
light and two parking lights and is having 2 parts, viz. the engine and the tampingcum-leveling<br />
units.<br />
The machine can run both by day and night.<br />
TTM will work under the direct supervision of an official not less than PWI, who is<br />
responsible for taking Traffic Block.<br />
No person shall be permitted to drive a TTM unless he is in possession of a<br />
competency certificate issued by DRM.<br />
Working<br />
1. The TTM shall be treated and signaled as a train.<br />
2. The sanction of CRS shall be available for working a TTM on the relevant section.<br />
3. The TTM shall not be permitted to work during Total Interruption of Communication.<br />
4. The TTM shall be allowed to work during Traffic block period only.<br />
5. The person in charge shall inform the SM in writing where he intends to stop in the<br />
mid section, whether he will <strong>pro</strong>ceed to next <strong>station</strong> or return to the starting <strong>station</strong>.<br />
6. The SM shall issue authorities as follows:<br />
Work & return = T / 465<br />
Work & clear next block <strong>station</strong> = T / A 465 –<br />
When more than one machine is permitted<br />
T / 465(1 st TTM) and CO s (for following units) -(return to same <strong>station</strong>) or<br />
COs for preceding and T / A 465 (last unit) ( <strong>pro</strong>ceeding to next block<br />
<strong>station</strong>)
38<br />
STATION MASTER<br />
the person in-charge shall personally supervise the movement by travelling in<br />
the rear most machine.<br />
7. The maximum speed of the TTM shall not exceed 40 KMPH, in block section and 10<br />
KMPH over points and crossings.<br />
8. If it is required to push back the following precautions shall be observed ,<br />
a) The official in-charge shall travel in the leading machine exhibiting hand signals<br />
to the following machine,<br />
b) The speed while pushing back shall not exceed 25 KMPH,<br />
c) The official in-charge of leading machine shall be responsible to ensure the all<br />
L/C gates are closed against road Tfc before passing,<br />
d) On Double line the In-charge shall stop the machine at LSS of the line or<br />
opposite to FSS of the adjacent line. Machines may be received on pilot in memo<br />
after ensuring that all points are correctly set and facing points are locked. On<br />
single line stop at FSS and machines may be received by taking off signals.<br />
e) On arrival at the <strong>station</strong> the In-charge shall sign in the TSR in token of complete<br />
arrival of the unit/ Units,<br />
f) Only after this the SM shall clear the Block Section.<br />
Stabling<br />
The SM shall arrange stabling of TTM in consultation with SCOR,<br />
It shall normally be stabled on a non running line,<br />
When a TTM is stabled on running line, the mechanical hand brakes shall be applied,<br />
chained to the rails, lever collars/ slide pins shall be used, no shunting shall be<br />
permitted on to that line,<br />
A TTM shall not be moved inside the Tfc yard without the permission of SM and into<br />
the LOCO yard without the permission of CCC.<br />
10) Write in detail about the Freight Train Examination (BPC) and GLP check<br />
Brake power certificate (freight trains) (C&W JPO NO. 5/2008)<br />
It is a certificate to be prepared in duplicate by TXR after examining the formation<br />
It will be signed by TXR, guard and loco pilot for goods train.<br />
It should be possessed by the LP till the train completes its journey<br />
There are be only 3 types of examinations in SCR<br />
CC rake examination<br />
Premium end to end examination<br />
End to end examination<br />
CC rake examination (Periodical Monitoring Examination)<br />
Formed from air brake stock only.<br />
100% brake power during PME.<br />
Validity – 7500 kms or 35 days whichever is earlier<br />
Black Rocket, Red Star, Green Arrow, Red arrow, Blue Flame, Galaxy etc. are some<br />
examples of CC rakes,
39<br />
STATION MASTER<br />
The rake will move over any <strong>station</strong> to any <strong>station</strong> in the zones mentioned on BPC<br />
LP must record the km run and sign with name, base and date, other wise BPC<br />
valid for 20 days only<br />
The integrity of rakes to be maintained and any changes to be done only during PME<br />
at base depot only<br />
BPC colour shall be yellow<br />
Premium end to end examination<br />
Formed from air brake open and covered stock only<br />
Examination points – BPA, RDM, GY, nominated lines of BZA, COA, SNF<br />
BPC is valid for 12 days<br />
Brake power – 95%<br />
Colour of the BPC - green<br />
To avoid examination in loaded condition 3 days grace period is permitted.<br />
After a lapse of 15 days even a loaded premium rake shall be offered for examination<br />
at the first TXR point in the direction of movement<br />
Loading after 12 th day should not be permitted.<br />
End to end examination<br />
This is for all stocks<br />
Validity – up to loading point & further up to unloading point.<br />
At loading point, the <strong>operating</strong>/commercial staff shall ensure that the destination is<br />
mentioned on BPC<br />
LP shall not move the loaded rake from the loading point unless the destination is<br />
clearly mentioned on BPC<br />
Green colour BPC – air brake<br />
Brake power –90 % - air brake<br />
Pink colour BPC – vacuum brake<br />
Rake power –85 % - vacuum brake<br />
Empty (vacuum) rake must reach the loading point within 4 days including the day of<br />
issue.<br />
Intensive examination for <strong>material</strong> train<br />
Must have a nominated base depot<br />
Trains must touch the base depot at least once in a month<br />
Brake power – 90%<br />
BPC become invalid<br />
cc rakes<br />
BPC valid for one month subjected to the TXR staff endorsement once in a week<br />
Rake integrity disturbed by more than 4 VUS<br />
Stabled for more than 24 hrs at any <strong>station</strong> except loading/un loading point.<br />
Moved to any zone not mentioned in BPC
Over due rakes is not moved in the direction of PME depot<br />
Running more than 35 days/7500km<br />
premium rakes<br />
Rake integrity disturbed by more than 4 VUS<br />
40<br />
STATION MASTER<br />
Stabled for more than 24 hrs at any <strong>station</strong> except loading/un loading point.<br />
Moves for loading after 12 days<br />
Empty rake running after the 12 th day.<br />
End to end rakes<br />
Rake integrity disturbed by more than 4 vus/ 10 FWU<br />
Stabled for more than 24 hrs at any <strong>station</strong> except loading/un loading point.<br />
Destination <strong>station</strong> not mentioned<br />
Un signed corrections of destination name<br />
Empty (vacuum) rake must reach the loading point within 4 days including the day of<br />
issue.<br />
GLP check - circumstances<br />
At the <strong>station</strong> after loading/un-loading or tippling (where there is no TXR) or while<br />
clearing stabled stock from a <strong>station</strong>, or in case of in valid BPC, the GLP check shall<br />
be conducted.<br />
At every loading point BPC revalidation should be done by GLP check for all type<br />
stock except steel consignment (TXR examination)<br />
Un loading point(post tippling examination) GLP check have to be done at ICL/KMH,<br />
L&T/JUR, YA & RTPP/MOO<br />
For end to end rakes, if the unloading point is not a TXR point.<br />
When the due cc rake is detected in loaded condition it shall be subjected to GLP<br />
check and pushed to destination. From there it shall be offered for examination<br />
Detected in empty condition it shall be pushed to nearest TXR point<br />
After examination it is permitted up to base depot only.(endorsement)<br />
Where back loading is done at a non TXR <strong>station</strong>.<br />
Running of trains on GLP check will be permitted only up to first train examination point in<br />
the direction of movement. The distance doest not exceed 400km<br />
GLP check list<br />
1) Rake integrity is not disturbed by 4VUs or more than 4 VUs. Only intensively examined<br />
wagons given fitness by TXR may be attached.<br />
2) All CBCs and Air hoses are <strong>pro</strong>perly coupled and locked<br />
3) All the cut off angle cocks are in open condition<br />
4) The last cut off angle cock in closed condition.<br />
5) Empty/load device handle is in <strong>pro</strong>per position.<br />
6) There are no loose fittings/hanging parts like push rod, pull rods, break beam, safety<br />
brackets, brake blocks and CBC <strong>operating</strong> handle etc. which may endanger safe running<br />
of the train.
7) There are no broken or displaced springs.<br />
8) There are no displaced Elastomeric pads.<br />
9) Hand brakes are released<br />
10) Doors of wagons are closed and locked/secured<br />
11) Ensure visually that there is no excessive body bulging, which is dangerous.<br />
41<br />
STATION MASTER<br />
12) Any symptoms of Hot axle like de- colourisation of bearing, heavy grease oozing,<br />
breakage of axle box cover plate, end plate etc.<br />
13) Any other abnormality noticed which may endanger the safety and action taken.<br />
14) Continuity of the brake pipe pressure is confirmed through VHF/Whistle code before<br />
starting the train.<br />
15) Efficiency of brake power<br />
16) Percentage of brake power<br />
Total No. of Cylinders - Number of in operative cylinders x 100<br />
Total No. of Cylinders<br />
17) Guard and Loco pilot shall prepare a memo jointly on a plain sheet in triplicate indicating<br />
the brake power and deficiency, if any, and shall append their signatures and both of<br />
them shall retain a copy of the same. Guard should obtain SM/YM‘s endorsement on two<br />
copies of joint memo and hand over the third for SM/YM‘s record. SM/YM will inform the<br />
section controller and obtain clearance for the train to move.<br />
PROFORMA FOR GLP CHECK<br />
1 Date :<br />
2 Train & Loco No. :<br />
3 From….. To<br />
4 BPC No. ,Date & Station of issue :<br />
5 Loaded at …… or Tippled at ….<br />
6 Time of locomotive attached :<br />
7 Total Load :<br />
8 Air/Vacuum levels TE….. BV…..<br />
9 Brake power percentage……… No. of cyl… No. of IOP‘s ….<br />
……………. ………………..<br />
(Signature of LP) (Signature of Guard)<br />
Name……………. Name ……………..
CHAPTER V<br />
1) Explain in detail about Station Working Rules<br />
Station Working Rules (G.R.5.06 and Appendix XIV)<br />
42<br />
STATION MASTER<br />
1. Station Working Rules applicable to each <strong>station</strong> shall be <strong>pro</strong>vided under special<br />
instructions.<br />
2. A copy of SWR or relevant copies of extracts shall be kept at cabins and level crossing<br />
gates.<br />
3. SWR shall be read in conjunction with G & SR and Block Working manual and language<br />
shall be simple and brief.<br />
4. SWR shall be prepared carefully keeping in view the conditions prevailing at the <strong>station</strong>.<br />
5. Only relevant rule numbers of GR / SR shall be mentioned in the brackets against<br />
relevant Para.<br />
6. The SWR pages shall be numbered, <strong>station</strong> name, code shall be written on every page<br />
and on every page it shall be signed by Sr. DOM / DOM, Sr. DSTE / DSTE at Interlocked<br />
<strong>station</strong> and at Non Interlocked <strong>station</strong> by Sr.DOM/DOM and Sr.DEN/DEN.<br />
7. Temporary working instruction for non interlock working shall be signed by Sr. DOM /<br />
DOM, Sr. DSTE / DSTE and Sr.DEN/DEN.<br />
8. Station diagram in the SWR shall be signed by Sr. DOM / DOM, Sr. DSTE / DSTE and<br />
DEN.<br />
9. The SWR‘s of all <strong>station</strong>s including <strong>station</strong>s to be newly opened and amendment slips<br />
shall be issued by the Sr.DOM / DOM and Sr. DSTE / DSTE who shall be responsible to<br />
ensure that these are correct, complete and current.<br />
10. Rules for working of trains in electrified section will be given in Appendix ‘G‘ and it shall<br />
be jointly signed by Sr. DOM / DOM and Sr. DEE [TRD] / DEE [TRD].<br />
11. The working rules for the level crossing gates situated out side the stop signals and also<br />
the <strong>pro</strong>cedure to be followed by the gateman shall be issued by the Engineering branch<br />
and kept at the gate lodge.<br />
12. A copy of working rules shall be kept at each level crossing gate in regional language.<br />
13. In case of a level crossing gate <strong>pro</strong>vided with gate stop signal, a copy of a signalling and<br />
inter locking shall also be made available at such gate.<br />
14. Ap<strong>pro</strong>val of CRS shall also be obtained where required before issuing SWR.<br />
15. SWR shall be issued a fresh once in FIVE years or after issue of THREE amendment<br />
slips and reviewed as and when required.<br />
16. The information in SWR shall be as per the format and working rules for cabins working<br />
independently shall be issued separately.<br />
17. The staff before taking up independent duty shall read, understand the SWR and sign in<br />
the declaration / assurance register.<br />
18. In case of Illiterate staff the SM shall explain the rules in vernacular language and take<br />
their acknowledgement in the register duly certifying that they understood the rules.<br />
19. Fresh declaration shall also be taken from the staff when a member joins or when there<br />
is a change in the SWR or staff resumes duty at a <strong>station</strong> after an absence of 15<br />
consecutive days or more.<br />
20. TI / SWR before preparing the draft instructions for SWR shall compare the Station<br />
diagram with actual lay out and discuss with the SMR / SS / SM of the concerned <strong>station</strong>.
43<br />
STATION MASTER<br />
21. One copy of the SWR along with signalling plan shall be sent to the CRS for ap<strong>pro</strong>val<br />
and Two copies of each <strong>station</strong> to the COM.<br />
22. The SWR contains 12 chapters and 7 appendix and they are,<br />
LIST OF CHAPTERS<br />
1. Station working diagram<br />
2. Description of <strong>station</strong><br />
3. System and means of working<br />
System of signalling and interlocking.<br />
Telecommunications<br />
System of train working<br />
Blocking of lines<br />
Shunting (various precautions and authorities)<br />
Abnormal conditions<br />
Visibility test object<br />
Essential equipment at <strong>station</strong>s<br />
Fog signal men nominated to be called in case of fog<br />
LIST OF APPENDICIES<br />
1. Appendix‘ A‘- Working of Level crossing Gates<br />
2. Appendix ‘B‘- System of signalling and Interlocking and Communication<br />
Arrangements at the <strong>station</strong><br />
3. Appendix ‘C‘- Anti collision Device [Raksha Kavach]<br />
4. Appendix ‘D‘- Duties of train passing staff and staff in each shift.<br />
5. Appendix ‘E‘- List of Essential Equipments <strong>pro</strong>vided at <strong>station</strong>s.<br />
6. Appendix ‘F‘- Rules for working of DK <strong>station</strong>, Halts,IBH,IBS and Out<br />
. Lying sidings.<br />
7. Appendix ‘G‘- Rules for working of trains in Electrified sections.<br />
2) Write down the <strong>pro</strong>cedure of<br />
a) Reception of a train on an obstructed line<br />
b) Reception of a train on a non-signalled line.<br />
c) Departure of a train from non-signalled line.<br />
a) Reception of a train on an obstructed line (G.R.5.09)<br />
In case of reception of a train on an obstructed line, the SM shall<br />
1. Wherever possible intimate the Loco Pilot through the rear SM about the reception<br />
on an obstructed line.<br />
2. Keep the reception at 'ON' ensure that the signal/s are not taken 'OFF'<br />
3. Ensure that all points leading to said line are correctly set and facing points locked.
44<br />
STATION MASTER<br />
4. After stopping the train at the relevant stop signal, it may be received by authorizing<br />
the Loco Pilot to pass the stop signal at 'ON'.<br />
a. By taking off the calling-on signal, if <strong>pro</strong>vided or<br />
b. Through signal post telephone if <strong>pro</strong>vided or<br />
c. By delivering a written authority (T/509) and piloting it.<br />
5. Stop the train at facing point leading to the obstructed line until hand signalled<br />
forward by a competent railway servant.<br />
6. Stop hand signal shall be shown at a distance of 45 m. from the obstruction.<br />
7. The Loco Pilot shall keep his train well under control and be prepared to stop short of<br />
an obstruction (not exceeding 15Kmph).<br />
b) Reception of a train on a non-signalled line (G.R.5.10)<br />
1. SM shall ensure that<br />
a) The train is brought to a stand at FSS.<br />
b) The line is clear up to the trailing points or up to the place at which the train is<br />
required to come to a stand.<br />
c) All the points are correctly set and facing points locked<br />
2. Loco Pilot is authorised to pass signal at 'ON' through T/509 and pilot the train by<br />
competent railway servant<br />
3. The Loco Pilot shall <strong>pro</strong>ceed cautiously and be prepared to stop short of any<br />
obstruction (not exceeding 15Kmph).<br />
c) Departure of a train from non-signalled line. (G.R.5.11/12)<br />
1. All the points have been set and lock the facing points.<br />
2. SM shall obtain Line Clear.<br />
3. Issue authority to <strong>pro</strong>ceed to the LP (if ATP is not tangible T.511 also shall be given).<br />
4. If a line is <strong>pro</strong>vided, with common departure signal in addition to ATP, a written<br />
permission for start (T.512) shall be given and common departure signal shall also be<br />
taken 'OFF'.<br />
SHUNTING<br />
Shunting means the movement of a vehicle or vehicles with or without an engine or of an<br />
engine or any other self-<strong>pro</strong>pelled vehicle for the purpose of attaching, detaching or transfer<br />
or for any other purpose. The following are the kinds of shunting:<br />
Flat Shunting: When vehicles are shunted by continuous forward and backward<br />
movements the locomotive remaining attached to the vehicles, it is known as flat shunting.<br />
Loose shunting: means pushing of vehicles by an engine and allowing them to run forward<br />
with the engine un-attached.<br />
Loose shunting of or against empty or loaded oil tank wagons, trucks loaded with heavy<br />
machinery/rails/timber, cranes, loaded explosive vans, livestock wagons, wagons labelled<br />
'not to be loose shunted' coaching vehicles etc., is <strong>pro</strong>hibited.
45<br />
STATION MASTER<br />
Fly shunting: It is a shunt movement in which two or more vehicles are given a push by an<br />
engine and or separated the points by the smart reversal of points within the vehicles in<br />
order to send them on to different lines. Fly shunting is allowed only in hump yards.<br />
Hump shunting: It is a kind of fly shunting in large yards where the shunting neck has<br />
camel hump to create an artificial gravity when wagons are pushed to its apex by the<br />
shunting engine and then detached; they roll down to specific classification lines by the force<br />
of gravity because of the steeply falling gradient towards the classification lines.<br />
Hand shunting: Movement of vehicles from one place to another by employing manual<br />
labour is called hand shunting<br />
3. What is shunting and describe in detail about control and responsibility of<br />
shunting (shunting precautions)<br />
Shunting means the movement of a vehicle or vehicles with or without an engine or of any<br />
engine or any other self <strong>pro</strong>pelled vehicle, for the purpose of attaching, detaching or transfer<br />
or for any other purpose.<br />
Control and responsibility for shunting (G.R/S.R 5.13/5.14)<br />
1. Shunting operations should be controlled by fixed signals or hand signals or by verbal<br />
instructions.<br />
2. The Loco Pilot shall , before moving on the stop signal taken off for him, observe the<br />
hand signals of the railway servant conducts shunting. The shunting staff need not<br />
accompany during shunt movements of light engine(s) on to a free line governed by fixed<br />
signals<br />
3. At the <strong>station</strong>s where separate shunting staff are employed, they shall attend to all<br />
shunting operations and at all other <strong>station</strong>s shunting operations shall be supervised by<br />
Guard.<br />
4. In the case shunting of trains from one line to another across main line or wagons<br />
containing explosives the shunting operations shall be carried out under personal<br />
supervision of SM.<br />
5. Loose shunting of or against empty or loaded oil tank wagons, trucks loaded with heavy<br />
machinery/ rails/timber, cranes, loaded explosive vans, livestock wagons, wagons<br />
labelled 'not to be loose shunted' coaching vehicles etc., is <strong>pro</strong>hibited.<br />
6. Carriages occupied by passenger shall not be moved for shunting purposes without the<br />
orders of the SM and also the Guard of the train who will jointly responsible to warn and<br />
prevent accident to the passengers in the carriage or those who entrain or detrain<br />
thinking that the train is leaving.<br />
7. In the case the shunt movements are governed by shunt signals or starter signal, which<br />
detect the facing points, the shunt signal or starter shall be taken off and in all other<br />
cases the facing points shall be clamped/cotter bolted and pad locked.<br />
8. Outer, Home and LSS shall not be taken off for shunting purpose.<br />
9. The speed during shunting operations shall not exceed 15kmph. In case of vehicles<br />
contains inflammable liquids, explosives. Coaching vehicles speed is restricted to<br />
8kmph.<br />
10. Slip coaches shall not kept on blocked line in the rear of passenger carrying trains.<br />
11. No engine should be allowed on any running line at a <strong>station</strong> occupied by a train carrying<br />
passengers, except train engine or banking engine or shunting engine.
46<br />
STATION MASTER<br />
i) If it is unavoidable to allow the engine(s) in rear of a passenger carrying train, such<br />
engine(s), shall be accompanied and hand signalled by shunting staff and stopped in<br />
rear of passenger carrying train at a safe distance.<br />
ii) The Shunter/Loco Pilot of light engine(s) shall be informed<br />
iii) All such light engine(s) should not be left unmanned .<br />
12. When shunting is carried out for attaching/detaching the coaches/slip<br />
coaches/saloons/dead engines on passenger carrying trains, shunting engine with or<br />
without coaches shall first come to a halt 20mts away from the train and there after<br />
perform shunting carefully.<br />
13. When vehicles moved by an engine for attaching to passenger train, the vacuum brake<br />
shall be connected up so that adequate brake power shall be available.<br />
14. In case of shunting on goods trains at intermediate <strong>station</strong> the vacuum brake shall, as far<br />
as possible, be connected with engine.<br />
Shunting on steep gradient: (G.R/S.R.5.20)<br />
1. Gradients of 1 in 400 or steeper and 1 in 260 or steeper are considered as steep<br />
gradients in respect of roller bearing stock and other than roller bearing stock<br />
respectively.<br />
2. At a <strong>station</strong> yard where the outer most points are on a steep gradient, shunting shall be<br />
done only with the engine attached towards the falling side of the gradient.<br />
3. Hand shunting of the roller bearing stock is <strong>pro</strong>hibited at a yard where the outer most<br />
point are on or with in 100mts of a steep gradient.<br />
4. What are the different authorities to be given for shunting on class 'B' <strong>station</strong>.<br />
Single line (Appendix XII)<br />
1. Within Station Section : T/806*<br />
2. Beyond Station Section up to Opposite FSS<br />
In Token Section - T/806<br />
In Token Less Section - T/806* + SHK or T/806 + P.No.<br />
3. Shunting beyond opposite FSS:<br />
a. Treated as Train movement<br />
b. Loco Pilot shall be given<br />
i. ATP<br />
ii. Manuscript memo to push back +T/806*<br />
iii. All Signals shall be taken OFF<br />
4. Shunting in the face of an ap<strong>pro</strong>aching train: Generally not permitted. Where<br />
permitted the following conditions shall be fulfilled.<br />
o Permission is indicated in SWR,<br />
o SLB/Advanced Starter is <strong>pro</strong>vided,<br />
o Shunting warning board is <strong>pro</strong>vided in rear of FSS.
Double line<br />
Shunting within <strong>station</strong> section: T/806*<br />
Shunting beyond LSS (When block section ahead is free of train)<br />
SM shall block forward and issue<br />
T/806* + LSS Lever Key if any or<br />
T/806* + Taking OFF Shunt Signal below LSS if any Or<br />
T/806 + P.No.<br />
Shunting beyond LSS (Following a train):<br />
It should be permitted by SWR<br />
Same as above without a P.No. in T/806.<br />
47<br />
STATION MASTER<br />
As soon as the preceding train clears the section, the line should be blocked forward,<br />
if the shunting is not completed.<br />
Shunting into block section in rear:<br />
The line should be blocked back<br />
T/806 + P.No.<br />
* Where shunting operations are supervised by Guard/Assistant Station Master, Loco Pilot<br />
shall be given Form No.T/806 (Shunting Instructions Form) duly filled in.<br />
**At major <strong>station</strong>s where separate staff viz., out door Station Master/Yard ASM/AYM/<br />
Shunting Jamedar/Shunting Master are <strong>pro</strong>vided for supervising the shunting, Form No.<br />
T/806 need not be given. Such <strong>station</strong>s shall be notified by the respective Sr.DOMs.<br />
5) What are the precautions to be observed during stabling and securing of<br />
vehicles/formation?<br />
Stabling on running lines (G.R./S.R.5.19)<br />
1. Vehicles detached from a train shall not be allowed on a running line for a longer period<br />
than absolutely necessary.<br />
2. They shall be coupled together and all the necessary hand brakes of vehicles and brake<br />
van to be applied.<br />
3. Vehicles not <strong>pro</strong>vided with hand brakes shall be secured by chains.<br />
4. At night, the side and tail lamp of coaching vehicles at both ends shall be switched on. If<br />
not, fix hand signal lamp showing red at both ends. In case of goods vehicle berthed on<br />
main line tail lamps, if available, duly lit, shall be fixed at both ends during night time.<br />
5. Red ink entry shall be made in TSR.<br />
6. The SM shall advise and exchange private numbers with cabin ASMs when running line<br />
is occupied and cleared.<br />
7. The occupation of running lines shall be recorded in the <strong>station</strong> dairy at the time of<br />
handing over and taking over charge.<br />
8. Whenever possible, track machines should be stabled on non- running lines or on lines<br />
which are isolated from other running lines. When the track machine is stabled on a<br />
running line due to unavoidable circumstances, the mechanical hand brake shall be<br />
applied and the machine shall be securely chained to the rails.
Securing the formation within <strong>station</strong> limits (S.R.4.57.1)<br />
48<br />
STATION MASTER<br />
1. The SM/Guard is responsible to ensure that the hand brakes of the vehicles are applied<br />
before the engine or brake-van is detached from the train.<br />
2. At <strong>station</strong>, if the gradient is not steeper than 1 in 600, the hand brake of the brake- van or<br />
in the absence of the brake – van, hand brakes of 6 vehicles shall be applied.<br />
3. If the gradient is steeper than 1 in 600 but not steeper than 1 in 260, hand brakes of<br />
brake – van and 6 vehicles or 12 vehicles shall be applied.<br />
4. If the gradient is steeper than 1 in 260, the hand brakes of the brake-van and 12 vehicles<br />
or 18 vehicles shall be applied.<br />
In case of roller bearing vehicles stabled on running lines/sidings (G.R./S.R.5.23)<br />
1. The formation should be wedged, chained and padlocked.<br />
2. Crossovers which give access to running lines shall be kept clear of vehicles.<br />
3. At least six wagons from each end shall have their brakes applied tightly in addition to<br />
the brake of the brake-van.<br />
4. The points must be set against the blocked line, clamped and padlocked. The padlock<br />
keys must be kept under the personal custody of the SM.<br />
5. The brakes shall be applied by the <strong>station</strong> staff under the personal supervision of SM /<br />
Guard as per the SWR.<br />
6. Wherever possible, such wagons shall be stabled on lines which are isolated from other<br />
running lines.<br />
6) Write about 12 <strong>operating</strong> forms and their significance?<br />
1. T.369 (3b) AUTHORITY TO PASS STOP SIGNAL AT „ON‟<br />
Authority to pass defective Outer/Home/Routing Home /Starter/Intermediate<br />
Starter/Advanced starter/IBS/Shunt Signal at ‗ON‘<br />
Printed on white paper, blue font<br />
Prepared in two foils LP/Record<br />
Speed restricted to 15 KMPH<br />
Signal Description and Number, line of admission mentioned<br />
Station name, date SM signature with stamp available.<br />
2. T.369 (1)(ADVANCE AUTHORITY BY REAR/NOTICE STATION<br />
o Advance authority to pass defective signals at next <strong>station</strong><br />
o Issued by SM of rear <strong>station</strong><br />
o White paper blue font<br />
o Two foils- record/LP<br />
o SR-15 kmph after passing the defective signal<br />
o LP to pass defective reception signal at ‗on‘ observing PHS at foot of signal<br />
o Station name, date, SM signature and stamp available
3. T.409 (DIVISIONAL/SECTIONAL CAUTION ORDER)<br />
It is Divisional/Sectional Caution Order<br />
White paper blue or black font<br />
Prepared in four foils- record/LP/ALP/guard<br />
Station name, date, SM signature with stamp available.<br />
49<br />
STATION MASTER<br />
Stations between, km, speed to be observed and reasons mentioned in<br />
geographical order given.<br />
4. T/A 409(„NIL‟ CAUTION ORDER)<br />
It is ‗NIL‘ caution order<br />
White paper , blue or black font<br />
Issued four foils LP/ALP/GD/record<br />
Issued at notice <strong>station</strong><br />
Station name, date, SM signature and stamp available.<br />
Issued when no caution order between two notice <strong>station</strong>s<br />
5. T/462(AUTHORITY FOR MATERIAL RETURN TO SAME STATION)<br />
Authority to <strong>pro</strong>ceed for <strong>material</strong> train<br />
White paper blue font<br />
Prepared in triplicate, record/LP/Guard<br />
Authority to go upto km, stop, work and return to the originating <strong>station</strong>.<br />
It has line clear ticket, authority to pass LSS at ‗on‘ and CO<br />
Station name, date, SM signature and stamp available<br />
6. T/A.462 (AUTHORITY FOR MATERIAL TRAIN WHEN GOING TO NEXT STATION)<br />
Authority to <strong>pro</strong>ceed for the <strong>material</strong> train.<br />
White paper, blue font<br />
Issued in three foils record/LP/GD<br />
Authority to go up to km, stop, work and <strong>pro</strong>ceed to next <strong>station</strong>.<br />
It contains line clear ticket, authority to pass LSS at ‗ON‘ and CO<br />
Station name, date, SM signature and stamp available<br />
7. T/A.602 (AUTHORITY FOR LP TO ENTER OBSTRUCTED BLOCK SECTION)<br />
Authority to <strong>pro</strong>ceed for relief engine/train into obstructed block section<br />
White paper with red font<br />
Direction up/dn written<br />
Prepared triplicate LP/GD/Record
It contains<br />
Block ticket to <strong>pro</strong>ceed W/O L/C<br />
Authority to pass LSS at ‗ON‘<br />
50<br />
STATION MASTER<br />
CO 15 KMPH when view is clear and 10 kmph when view is not clear and co up<br />
to point of obstruction.<br />
LP, guard to acknowledge.<br />
Station name, date, SM signature with stamp available.<br />
8. T/B.602 (AUTHORITY FOR LIGHT ENGINE TO OPEN COMMUNICATIONS)<br />
Authority for opening of communications during TIC on S/L<br />
White paper red font<br />
Prepared in two foils record/LP<br />
LP , GD to acknowledge in columns.<br />
Contains ATP W/O L/C, authority to pass LSS at ‗ON‘ CO-15/10 KMPH<br />
Day/Night, Line Clear Enquiry Message and Conditional Line Clear message(with<br />
PN)<br />
Station name, date SM signature and stamp available.<br />
9. T/C602 (AUTHORITY FOR TRAIN ON DOUBLE LINE DURING TIC)<br />
Authority for working of trains during TIC on D/L<br />
White paper red font<br />
Two foils- LP/Record<br />
Contains ATP W/O L/C, authority to pass LSS at ‗ON‘, CO- 25/10 KMPH<br />
Acknowledgement of LP and GD taken<br />
Station name, date, SM signature with stamp given<br />
10. T/D.602 (AUTHORITY FOR TRAIN DURING TSL WORKING)<br />
Authority for temporary single line working on D/L<br />
White paper red font<br />
Triplicate LP/GD/Record<br />
Contains L/C Ticket, Authority to pass LSS at ‗ON‘, CO -25 KMPH(1ST<br />
TRAIN),line of TSL and place of obstruction & assurance that trap points are<br />
clamped and pad locked<br />
Station name, date, SM signature with stamp available.<br />
11. T/609(AUTHORITY FOR TAKING PORTION OF TRAIN IN DIVEDED TRAIN<br />
WORKING)<br />
Written permission given by guard to LP when engine or portion of train allowed<br />
to <strong>pro</strong>ceed to next <strong>station</strong> from mid section
White paper blue font<br />
Two foils LP/Record<br />
No. Of vehicles and painted no. Of LV mentioned<br />
51<br />
STATION MASTER<br />
I It is authority for L/E to return back ( with the signature of SM) to clear the 2nd<br />
portion from block section<br />
12. T/806(SHUNTING ORDER)<br />
Shunting order<br />
White paper blue font<br />
Triplicate LP/GD/Record<br />
STN name date/time, SM signature with stamp given<br />
Instructions column available<br />
Authority to pass Signal at ON available.<br />
Acknowledge of LP and GD taken<br />
13. T/C.1425 (UP PLCT)<br />
o Paper Line Clear Ticket(UP)<br />
o White paper blue font<br />
o Two foils Record/LP<br />
o ATP to go to next STN with PN mentioned<br />
o Contains authority to pass LSS at ‗ON‘<br />
o Station name, date, time, SM signature with stamp available<br />
o Arrow mark upward on background<br />
14. T/D 1425(DN PLCT)<br />
Paper Line Clear Ticket(DN)<br />
White paper blue font<br />
Two foils Record/LP<br />
ATP to go to next STN with PN mentioned<br />
Contains authority to pass LSS at ‗ON‘<br />
Station name, date, time, SM signature with stamp available.<br />
Arrow mark downward on background<br />
15. T/A 912(AUTHORITY FOR PASSING INTERVENING AUTOMATIC SIGNALS)<br />
Authority to pass Automatic/Semi Automatic/Manually Operated/Gate Stop<br />
Signals at ‗ON‘<br />
White paper blue font<br />
Two foils, LP/Record
STN name, date /time, SM signature with stamp given<br />
Description of signal with No.s mentioned<br />
Acknowledgement from Guard and LP taken<br />
Note: Before issuing any authority the SM shall ensure<br />
52<br />
STATION MASTER<br />
1. All the relevant columns in the authorities are filled correctly, legibly and<br />
complete.<br />
2. Station names to be written in full and no codes used<br />
3. PN, Last Train particulars, Description and Number of signals written clearly<br />
wherever required.<br />
4. While issuing PLCT ensure T/A.1425 ‗A‘ column is filled and sent along with<br />
PLCT(i.e.T/C.1425 or T/D.1425)<br />
5. Ensure the authorities are kept at such places so as to be easily located during<br />
the failure and they must be serially numbered before and carbon kept ready in<br />
the books.<br />
6. If the authorised printed form is not available, a manuscript form containing all the<br />
particulars as the prescribed form is issued as an emergency measure, reasons<br />
to be recorded in the <strong>station</strong> diary.<br />
7. In case of T/A to T/H 602, T/J 602, T/609, T/A to T/D 1425, T/A to T/D 912,<br />
T/A 1525 and T/1525, the prescribed printed forms shall only be used.<br />
***************
CHAPTER VI<br />
1) What are the duties of Station Master when<br />
a) Lurch/ condition likely to affect running of trains is reported<br />
53<br />
STATION MASTER<br />
b ) Rail fracture is reported c) Train engine disabled in the block section<br />
a) LURCH/Conditions likely to affect running of Trains (S.R.6.07)<br />
If a Loco Pilot experiences any unsafe condition of track including lurch, he shall,<br />
Note the KM,<br />
In case of IBS and Automatic block territories, he must inform the SM and LPs of<br />
trains already left <strong>station</strong> in rear, to stop movement of trains,<br />
Stop his train at the next block <strong>station</strong> without clearing the block section and inform<br />
the SM through available means of communication,<br />
The LP shall stop his train at the <strong>station</strong> and deliver a written memo to the SM,<br />
Proceed further only after ensuring that SM under stood the situation.<br />
SM must issue message to SM in rear, JE/SE (P-way), AEN, DEN, DOM and SCOR.<br />
The SM shall then dispatch Rail Maintenance Machine/Tower wagon/Light Engine or<br />
in their absence a train accompanied by an Engg Official,<br />
The LP shall be given a caution order to stop short of the effected KM<br />
The Engg official will inspect the track and shall allow the train to pass only after<br />
satisfying that the track is safe for the passage of train,<br />
Advise the condition of the track and speed restrictions if any to the SM,<br />
In the absence of Engg official the train may be sent in to the section with a caution<br />
order to the LP to stop dead before the affected KM and to pass at 10 KMPH only<br />
after satisfying himself that it safe for him to pass,<br />
If he finds the line unsafe to pass, return to the <strong>station</strong> in rear,<br />
If the LP is not able to detect anything doubtful, subsequent trains shall be<br />
dispatched with a speed restriction of 10 Kmph till the track is certified to be safe by<br />
Engg officials,<br />
If the LP reports same unsafe condition no train movement shall be allowed till<br />
certified to be safe by the Engg officials.<br />
If guard experiences any of the unsafe conditions, he shall inform LP and same<br />
<strong>pro</strong>cedure shall be followed.<br />
If the LP/Guard experience any obstruction or any other unsafe condition on or near<br />
the track adjacent to the line over which his train has passed , and if in his opinion it<br />
is unsafe for train running, will take the following action,<br />
Immediately switch on the flasher light of his Loco,<br />
Inform the SM/Control through available means of communications,<br />
Stop his train and <strong>pro</strong>ceed with danger hand signals to <strong>pro</strong>tect the line,<br />
The LP will continue his journey to the next <strong>station</strong> cautiously keeping flasher light<br />
ON and
54<br />
STATION MASTER<br />
Be prepared to stop any incoming train by communicating on available means of<br />
communications and exhibiting stop hand signal.<br />
As soon as information of Sabotage or likely sabotage, Bomb blast, Explosion etc,<br />
received, the SM shall stop movement of trains in the affected block section as well<br />
as adjacent lines on Double/Multiple lines sections.<br />
The SM to consult SCOR May despatch only Rail Maintenance Machine/Tower<br />
Wagon/Light Engine accompanied by Engg official.<br />
b) Rail fracture (S.R.6.01)<br />
1. If a Loco Pilot realizes, while on run that there is rail fracture, he shall<br />
a) Stop the train and <strong>pro</strong>tect the train.<br />
b) Examine the track<br />
c) If considers safe, <strong>pro</strong>ceed. Otherwise certification from the engineering official is<br />
required.<br />
2. If a gang mate / key man /patrolman detects rail fracture of less than 30 mm gap he<br />
shall show stop hand signals and inform Loco Pilot of first train to pass the fracture<br />
spot at 10 Kmph and subsequent trains at 15 Kmph.<br />
3. Loco Pilot of the first train shall stop his train at the next block <strong>station</strong> and give memo<br />
about the rail fracture.<br />
4. SM, who received report from Loco Pilot about the rail fracture, shall inform the SM of<br />
the <strong>station</strong> at other end of the block section.<br />
5. Both the SMs shall arrange issue of caution order to trains to observe an SR of 15<br />
Kmph and also advise all concerned.<br />
6. If the gap is more than 30 mm or multiple fractures, only a PWM/PWI can pass the<br />
trains after attending the rail fracture.<br />
c) Train engine disabled in the block section (S.R. 6.05)<br />
When an engine is disabled, the Guard shall ascertain from the Loco Pilot whether<br />
the relief engine is required or not.<br />
If the Loco Pilot expects that putting the engine in working order will take more than 5<br />
minutes, he will request the Guard to arrange for a relief engine.<br />
The Guard advises the Station Master.<br />
The Guard / Loco Pilot shall contact Station Masters/SCOR/TPC telephonically,<br />
advise the location (Kilometreage) of engine and brake-van and ask for relief engine.<br />
If Guard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the<br />
Assistant Guard/Assistant Loco Pilot/Guard shall walk to the nearest <strong>station</strong> or send<br />
the message through the Loco Pilot of a train <strong>pro</strong>ceeding on an adjacent line and ask<br />
for relief engine<br />
Once relief has been asked for, the Loco Pilot of the disabled train, even if the engine<br />
on the train is fit to move subsequently, should not move unless he intimates the<br />
same and obtains an assurance from the Station Master to the effect that no relief<br />
engine or train has moved into the obstructed block section.<br />
If loco of passenger carrying train fails in the section, train shall not be divided
2) Write a short note on the following<br />
a) Block Ticket<br />
b) Trains unusually delayed<br />
55<br />
STATION MASTER<br />
c) Despatch of Relief engine/train into occupied/obstructed block section<br />
a) Block Ticket (S.R.6.02.5)<br />
1. To Despatch a train on wrong line on double line [other than TSL working], the SM<br />
shall issue a block ticket.<br />
2. The line shall be blocked back.<br />
3. A caution order also be issued indicating the following<br />
a. Speed - 15 kmph when view is clear and 8 kmph when view is not clear.<br />
b. Ascertain the condition of the train over the adjacent line.<br />
c. To look out for possible obstruction and take action accordingly.<br />
d. Report at next <strong>station</strong>.<br />
4. The SM of the other <strong>station</strong> shall not permit any obstruction out side the outer most<br />
points.<br />
5. The Loco Pilot shall also certify whether the line is clear for introduction of TSL<br />
working 0r not. Then SM can introduce the TSL working.<br />
6. Only one train will be permitted.<br />
7. Passenger carrying train is not allowed on Block Ticket.<br />
8. It is prepared in form no. T/J 602.<br />
b) Trains unusually delayed (G.R.6.04)<br />
1. Trains are said to be unusually delayed when passenger carrying train does not<br />
arrive within 10 minutes and goods trains within 20 minutes after normal running<br />
time.<br />
2. Guard and LP of train shall give information to nearest SM/TPC/SCOR with available<br />
means.<br />
3. SM shall advise SM in rear and SCOR.<br />
4. SM shall stop trains from either end and on adjacent lines.<br />
5. Warn LP‘s and Guards <strong>pro</strong>ceeding on adjacent line issuing with suitable caution<br />
orders.<br />
6. Arrange to send competent <strong>Railway</strong> servant into block section to get information of<br />
whereabouts and condition of train and nature of assistance required.<br />
7. Take necessary action as situation demands.<br />
8. SCOR shall immediately alert <strong>station</strong>s where ART & MRT are located to be in<br />
readiness.
56<br />
STATION MASTER<br />
c) Dispatch of relief engine/Relief train into an Occupied/obstructed block section in<br />
Absolute Block System and Automatic Block System (SR 6.02.6)<br />
Despatch of relief engine/Relief train into an occupied/obstructed block section to assist<br />
the crippled or disabled engine/train<br />
1. The authority in Absolute Block System is T/A.602 &<br />
2. The authority in Automatic Block System is T/C.912<br />
3. The authority contains<br />
i. Authority to <strong>pro</strong>ceed without Line Clear to <strong>pro</strong>ceed up to the Point of obstruction<br />
and return back or go to the next <strong>station</strong>.<br />
ii. Authority to pass signals at ‗ON‘<br />
iii. Caution Order to observe 15 Kmph when view ahead is clear during day and<br />
10Kmph during night and view ahead is not clear and Walking Speed preceded by<br />
one/two men on Double/Single line carrying Stop Hand signal and Detonators for<br />
ready use.<br />
4. In Automatic Block System it must be ensured the line is free from the Block Station to<br />
the point of obstruction.<br />
5. All movements carried out in consultation of SCOR.<br />
6. SM at other end advised about the relief engine sent and clearance under exchange of<br />
PN.<br />
7. LP advised of the obstructions, place of BV and Engine and <strong>station</strong> to which it has to<br />
clear.<br />
8. LP to keep sharp lookout, whistle frequently and be prepared to stop short of any<br />
obstruction.<br />
9. LP to bring stop short of obstruction and obey hand signals at the site.<br />
10. While returning LP to act according to the aspect of signal on single line.<br />
11. While clearing the <strong>station</strong> on double line the LP to act as per the aspect of the signal on<br />
right line or stop the train at LSS of the same line or FSS of the other line whichever<br />
comes first and after points are set correctly piloted in on ‗Pilot in memo‘.<br />
12. On arrival at the <strong>station</strong> the authority to be handed over the SM who shall keep with the<br />
<strong>station</strong> records.<br />
13. Record of timing entering/clearing and restoration of normal working of the section made<br />
in TSR in red ink.<br />
14. Before introduction of normal working SM‘s to<br />
i. Ensure Block section is free under exchange of PN.<br />
ii. ‗Track Fit‘ certificate to be obtained from Engineering Official in case of accident.<br />
15. Whenever engine is pushing Rules for pushing back as per G.R. 4.12 to be observed.
3) What is the <strong>pro</strong>cedure for working of trains during total interruption of<br />
communication on single line? (S.R.6.02.4)<br />
57<br />
STATION MASTER<br />
In the event of total interruption of communication i.e. when line clear cannot be obtained by<br />
any one of the following means.<br />
i. Block instrument, Track circuits or Axle counters<br />
ii. Telephone attached to the Block instrument<br />
iii. Station to Station Fixed Telephone.<br />
iv. Fixed Telephone such as <strong>Railway</strong> Auto Phone or BSNL phone<br />
v. Control Telephone<br />
vi. VHF Set.<br />
The following <strong>pro</strong>cedure shall be adopted for the working of trains.<br />
1. Train shall be brought to a stop at <strong>station</strong>.<br />
2. The SM who has trains to dispatch shall open communication with the SM of Block<br />
<strong>station</strong> other end by sending any one of the following vehicles in the order of preference.<br />
a) Light engine<br />
b) Train engine, after it is detached from the train<br />
c) Motor trolley/Tower car - accompanied by a guard or by off duty ASM<br />
d) Trolley/cycle trolley accompanied by a guard or by off duty ASM<br />
e) Diesel car/EMU/DMU after detraining the passengers.<br />
3. Loco Pilot/Guard/ASM shall be advised of the circumstances and obtain<br />
acknowledgement from the LP/Guard/ASM<br />
4. Loco Pilot/Guard/ASM shall be given T/B 602 (authority to open communication during<br />
TIC on single line) - to be prepared in duplicate.<br />
This authority contains<br />
a. authority to enter into Block section<br />
b. authority to pass departure signals at 'ON'<br />
c. caution order (15/10)<br />
d. line clear enquiry message – asking line clear for waiting trains<br />
e. conditional line clear message – line clear for light engine/vehicle with or without<br />
train to come back<br />
If line clear is required for more than one train LP shall be given T/B 602 and<br />
T/E 602(line clear enquiry message)<br />
If light engine or light engine with brake van is to be dispatched LP shall be<br />
given T/B 602 and items line clear enquiry message, condition line clear<br />
message shall be struck out.<br />
5. Except LSS all signals can be taken off.<br />
6. Loco Pilot shall be vigilant and <strong>pro</strong>ceed with 15 Kmph during day when view is clear<br />
and 10 Kmph during night.<br />
7. If view is obstructed train shall be piloted by two persons on foot with danger hand<br />
signals and fog signals.
58<br />
STATION MASTER<br />
8. Tunnel shall be entered only after ascertaining that it is clear, use headlight, lights of<br />
the engine shall be switched on.<br />
9. If two engines/vehicles meet in the section, the in charges decide the <strong>station</strong> to which<br />
they shall <strong>pro</strong>ceed, considering the importance of trains, distance of <strong>station</strong>, gradients,<br />
catch sidings etc.<br />
10. Engine/vehicles may either be coupled or may be loaded or may be followed.<br />
11. Loco Pilot shall stop at FSS. The engine or vehicle may be admitted either on signals<br />
or piloting.<br />
12. On arrival at <strong>station</strong> handover T/B 602 or T/B.602+T/E.602 to SM.<br />
13. The SM of other <strong>station</strong> shall give following documents to light engines with or without<br />
train.<br />
a. Conditional line clear ticket T/G. 602(Up) or T/H. 602(Dn).-ATP for light engine with<br />
or without train.<br />
b. Conditional line clear reply message T/F. 602- granting line clear for trains at other<br />
<strong>station</strong>.<br />
14. The Engine/Train while returning shall <strong>pro</strong>ceed with normal speed.<br />
15. The engine/vehicle on return shall stop at the FSS and there by it may be admitted on<br />
signals or piloting.<br />
16. CLC reply shall be handed over to SM.<br />
17. SM shall prepare conditional line clear ticket for waiting train.<br />
18. If line clear obtained for more than one train, second and subsequent train may be<br />
despatched after an interval of 30 minutes<br />
First train may <strong>pro</strong>ceed with normal speed.<br />
Each train shall be given CLCT.<br />
For II nd and subsequent trains Caution Order shall be given to observe 25/10<br />
kmph.<br />
An endorsement to be made on CLCT with particulars of the preceding and<br />
following trains.<br />
No backing is permitted. If unavoidable the train may be backed after <strong>pro</strong>tecting<br />
by placing one detonator at 250m and two at 500m, 10m apart beyond the point<br />
up to which it is to be backed.<br />
In case of accident, failure etc, Protection shall be done by placing one detonator<br />
at a distance of 250 m and two detonators at a distance of 500m 10m apart.<br />
19. Trains must continue to work in this system till any one of the means of communication<br />
is restored by competent authority.<br />
20. As soon as any one of the means of communication is restored, both SMs shall<br />
exchange messages in the form No. T/I 602 and ensure that no train in block section<br />
before resuming normal working.<br />
21. Entries in TSR in red ink should be made.<br />
22. TI of the section prepares and submits a report on working of trains during this period<br />
to DRM within 7 days of restoration of communication.
4. What is the <strong>pro</strong>cedure for working of trains during total interruption of<br />
communication on double line? (S.R.6.02.3)<br />
59<br />
STATION MASTER<br />
In the event of total interruption of communication i.e. when line clear cannot be obtained<br />
by any one of the following means<br />
1. Block instrument, Track circuits or Axle counters<br />
2. Telephone attached to the Block instrument<br />
3. Station to Station Fixed Telephone.<br />
4. Fixed Telephone such as <strong>Railway</strong> Auto Phone or BSNL phone<br />
5. Control Telephone<br />
6. VHF Set.<br />
The following <strong>pro</strong>cedure shall be adopted for working of trains<br />
Trains shall be brought to a stop at <strong>station</strong>.<br />
Guard and Loco Pilot shall be advised of the circumstances.<br />
The SM shall issue T/C. 602 to the Loco Pilot.<br />
This authority (T/C. 602) contains<br />
a) Authority to enter block section without LC<br />
b) authority to pass departure signal at ON<br />
c) caution order - to observe SR of 25 Kmph when view is clear, 10 Kmph when<br />
view is not clear<br />
Except LSS all signals can be taken off.<br />
When view is not clear trains shall be piloted by Assistant Loco Pilot.<br />
Tunnel shall be entered only after ascertaining that it is clear, switching on head light,<br />
marker lights.<br />
If train stops in the section and cannot <strong>pro</strong>ceed further, it shall be <strong>pro</strong>tected by placing<br />
one detonator at 250 mts and two detonators at 500 and 510 mts.<br />
During this period pushing back is not allowed. If unavoidable the train may be pushed<br />
back only after <strong>pro</strong>tecting [as mentioned above] beyond the point up to which backing<br />
is required.<br />
The Loco Pilot shall stop at FSS (even off) and give a long whistle continuously.<br />
If within 10 mts signals are not taken off or no one turns up, Assistant Loco Pilot to be<br />
sent to <strong>station</strong> and Guard has to <strong>pro</strong>tect in rear.<br />
On arrival into the <strong>station</strong> ahead T/C. 602 shall be handed over to SM.<br />
There should be clear interval of 30 minutes between the train that has preceded the one<br />
which has to follow.<br />
Trains must continue to work on this system, till any one of the means of communications<br />
is restored by competent authority.<br />
As soon as any one of the means of communication is restored, both SMs shall<br />
exchange messages in the form no. T/I 602 and ensure that no train in block section<br />
before resuming normal working.<br />
Entries in TSR in red ink should be made.
60<br />
STATION MASTER<br />
TI of the section prepares and submits a report on the working of trains to DRM within 7<br />
days of restoration of communication.<br />
5. What is the <strong>pro</strong>cedure for working of trains when one line is obstructed on double<br />
section? (S.R.6.02.1)<br />
1. Whenever any line is obstructed on double line due to accident or any other reason, the<br />
traffic may temporarily be worked over single line<br />
2. The SM must have reliable information in writing that one line is clear for introducing TSL<br />
working and also consult SCOR and other end SM<br />
3. If there is a doubt the clearances of the track ask PWI to certify the track.<br />
4. If there is no reliable information in writing, goods train or light engine can be despatched<br />
on block ticket with a restricted speed of 15/8 kmph to get information.<br />
5. TSL working shall be introduced between nearest <strong>station</strong>s <strong>pro</strong>vided with cross over<br />
between up and down lines on either side.<br />
6. Close the intermediate block huts if any, signal shall be kept in ON position.<br />
7. Block instruments of both <strong>station</strong>s and C class <strong>station</strong>s, if any, shall be kept locked in<br />
TOL position.<br />
8. SM <strong>pro</strong>posing TSL working shall issue a message containing following information under<br />
exchange of PNs to the SM of other end.<br />
Cause, line, source of information, place of obstruction, speed restrictions, name of<br />
the intermediate <strong>station</strong>s, assurance that all trap points are spiked/clamped and<br />
assurance that LSS/fixed signals are kept at ON, timings and particulars of the last<br />
train arrived/despatched<br />
9. LC will be obtained on block telephone or <strong>station</strong> to <strong>station</strong> fixed telephone or auto<br />
phone & BSNL phone or control telephone or VHF set.<br />
10. Trains run on T/D 602(authority for temporary single line working on double line section)<br />
11. This authority contains authority to enter into block section, authority to pass LSS or any<br />
other signal at ON and caution order.<br />
12. The maximum speed of first train over TSL working is restricted to 25 Kmph. The second<br />
and subsequent trains can <strong>pro</strong>ceed with normal speed. An endorsement shall be made<br />
in the T/D 602 issued to Loco Pilot of I train to inform all gang men gateman, patrolman,<br />
OHE and Telecom staff about the introduction of TSL working.<br />
13. In the T/D 602 Loco Pilot shall be informed about the line, Kilometreage of obstruction<br />
and any speed restriction, if any, and assurance about the setting of trap points.<br />
14. When a train is stopped on account of accident or engine failure or any other cause<br />
<strong>pro</strong>tection shall be done as per Rule 6.03<br />
15. When train is starting from wrong line train shall be piloted out on ‗Pilot out Memo‘ after<br />
ensuring that all points are correctly set and facing points are locked.<br />
16. On right line reception signal can be taken off.<br />
17. On wrong line stop the train at LSS (wrong line) or opposite to FSS (right line) which ever<br />
comes first. A competent railway servant shall stop the train at the signal and pilot it by<br />
on a pilot in memo after ensuring all the points are correctly set and locked.<br />
18. If the train is not admitted within 5 minutes, GDR to follow G.R. 4.44
61<br />
STATION MASTER<br />
19. Normal working shall be introduced only after obtaining written certificate from PWI and<br />
issuing message to other SMs under the exchange of PNs.<br />
20. When double line working is introduced all Block instruments, IB signal and fixed signals<br />
shall be brought into use.<br />
21. Entries in TSR should be made in red ink.<br />
22. TI of the section must scrutinise all the records and submit his report to DRM with in 7<br />
days.<br />
6. What are the duties of Loco Pilot in the following cases?<br />
a) Loco Pilot entered block section without ATP.<br />
b) Train parted in block section<br />
c) Engine unable to haul the load d) fire on a passenger coach in mid-section.<br />
a) Loco Pilot entered block section without ATP. (G.R/S.R.6.06)<br />
1. When a Loco Pilot enters the block section with out an authority to <strong>pro</strong>ceed or im<strong>pro</strong>per<br />
authority to <strong>pro</strong>ceed he shall immediately stop the train.<br />
2. The train shall be treated as an obstruction in the block section <strong>pro</strong>tect as such in<br />
accordance with Rule. 6.03.<br />
3. The Guard shall send the report of occurrence explaining the circumstances to the<br />
nearest <strong>station</strong> through brakes man/Assistant. Loco Pilot.<br />
4. When the report is sent to <strong>station</strong> in rear, the <strong>station</strong> <strong>master</strong> will issue PLCT to <strong>pro</strong>ceed<br />
to the next <strong>station</strong> duly suspending the Block working.<br />
5., In case the report is sent to the <strong>station</strong> ahead, the SM shall immediately inform the<br />
control, and SM of other end of the block section, and send Caution Order as Authority<br />
for the train to <strong>pro</strong>ceed to the <strong>station</strong>.<br />
6. On arrival of the train the SM shall intimate the <strong>station</strong> at the other end of the section<br />
supported by a PN to the effect that the train has arrived complete.<br />
b) Train parted in block - section (G.R./S.R.6.08)<br />
1. The Loco Pilot shall keep first portion on run if possible until the rear portion come to<br />
a stand.<br />
2. Loco Pilot shall sound — o — o whistle to inform Guard.<br />
3. If it is necessary to <strong>pro</strong>ceed act as per the aspects of the gate/<strong>station</strong> signals.<br />
4. The Guard shall apply the hand brake.<br />
5. Loco Pilot of banking engine if available shall stop rear portion and give —o—o.<br />
6. The Guard shall indicate the parting by waving in repeated motions a green flag by<br />
day or a white light by night up and down vertically as high and as low as possible.<br />
7. If both the portions have brought to a stand, the guard shall <strong>pro</strong>tect the rear portion<br />
on both sides as per the rules and take necessary precautions to secure the vehicles.<br />
8. If it is possible and safe to couple the portions, the train shall be coupled with due<br />
caution otherwise it shall be worked in two portion by issuing T/609<br />
9. It is necessary to <strong>pro</strong>ceed to <strong>station</strong> ahead; Loco Pilot shall give —o—o whistle<br />
repeatedly
62<br />
STATION MASTER<br />
10. SM shall admit the train on a vacant line, place 3 detonators to attract the attention of<br />
Guard and try to stop second portion by applying brakes/by heaping up earth or<br />
divert it to a vacant loop or siding line.<br />
11. If SM notices train parting he shall wave a green flag by day or a white light by night<br />
up and down vertically as high as and as low as possible.<br />
12. Tonnage shall be jointly checked by the guard and Loco Pilot and also by SM.<br />
C. Engine unable to haul the load.<br />
1. Loco Pilot shall bring the train to a stop on a level gradient and give 0000 whistle.<br />
2. Train shall be <strong>pro</strong>tected as per G.R. 6.03.<br />
3. Clear the block section by one of the three alternatives a) ask for relief engine<br />
b) Push back c) divided train working<br />
a) Ask for relief/assisting engine.(S.R.6.05.4)<br />
i) When the engine is disabled ask for relief engine telephonically.<br />
ii) Once relief engine is asked, if the engine is rectified subsequently he should not<br />
move unless he get permission from SM.<br />
b) Push back: The train shall be pushed back after obtaining permission from SM in<br />
rear with 25/8 Kmph. Guard shall show continuously PHS. (S.R.4.12)<br />
d) Divided train working (G.R/S.R.6.09)<br />
1. Secure the rear formation by applying hand brakes<br />
2. Guard shall prepare T/609, clearly Stating staling the number of vehicles and LV No.<br />
3. Guard shall handover T/609 to Loco Pilot after collecting tangible authority if any and<br />
shall not keep tail board / Tail lamp on LV of first portion.<br />
4. During night time Asst. Loco Pilot shall <strong>pro</strong>tect the train in rear and guard in front.<br />
5. Loco Pilot shall stop train at home signal (even in off) or outermost facing point and<br />
whistle —0—0 repeatedly.<br />
6. Then the SM and LP shall contact each other on VHF set then the SM will not clear block<br />
section and advice rear SM and train can be received on hand signals.<br />
7. The SM and Loco Pilot shall verify the intact on arrival of first portion with the help of<br />
T/609.<br />
8. Then the SM shall sign in the T/609. On T/609 light engine may sent into block section,<br />
the Loco Pilot shall not exceed speed of 25 Kmph.<br />
9. During day time stop the engine on seeing stop hand signal of Guard. Attach the engine,<br />
release the brakes, call the ALP and start the train.<br />
10. During night time stop the engine on seeing the stop hand signal of Guard, Guard shall<br />
pick up the 3 detonators, pilot the engine by riding on engine leaving intermediate<br />
detonator (600M) and LP shall stop the train when second portion is sighted. Guard will<br />
get down, pilot and couple the engine cautiously.<br />
11. On arrival at the <strong>station</strong>, Guard and SM shall check the tonnage of the train.<br />
12. If the engine of passenger train is unable to haul the load it will not be divided, ask for<br />
assisting/relief engine
63<br />
STATION MASTER<br />
13. In case train without Guard, LP shall prepare a written memo stating the no of vehicles in<br />
the first portion and last vehicle number of first portion. On arrival at the <strong>station</strong> Light<br />
engine may be dispatched on T/A 602 with a restricted speed of 15/10 kmph.<br />
d) Fire on passenger coach in mid-section. (G.R/S.R.6.10)<br />
1. The train shall be stopped at once.<br />
2. Detach the front portion of the vehicle behind the one on fire and move the front<br />
portion to a safe distance.<br />
3. Then detach the vehicle on fire and move the front portion again to a safe distance.<br />
4. If the train is with vestibuled stock, before isolating vestibule connections shall be<br />
disconnected.<br />
5. The safety of the passengers shall first be attended to, the guard shall switch off<br />
electric connections.<br />
6. Every effort shall be made to extinguish the fire by using fire extinguishers, water and<br />
soil/sand.<br />
7. In electrified section. Water should not be used and special type of the extinguishers<br />
shall be used.<br />
8. Fire is not extinguished ask for fire brigade through SM/SCOR.<br />
7. How would you <strong>pro</strong>tect your train in mid-section in absolute block territory on.<br />
a) Double line b) Single line c) Twin single line and in Automatic block<br />
territory.<br />
GR 6.03 Protection<br />
1) When a train is stopped between <strong>station</strong>s on account of accident failure or other<br />
cause and it can not <strong>pro</strong>ceed further, Loco Pilot shall apprise the guard of the fact by<br />
sounding the four short whistle repeatedly and exchange of danger signal with him.<br />
The guard shall fix red flag or reverse the side lights to show red towards the engine.<br />
2) The Guard and the Loco Pilot shall take the following action<br />
On single line<br />
a) The Guard either him self or competent person go back to <strong>pro</strong>tect the train.<br />
b) The person going back to <strong>pro</strong>tect the train shall, continuously. Show danger hand<br />
signal and place one detonator at 400/600 M and 3 detonators 10 M apart<br />
800/1200 M on MG/BG from the train.<br />
c) After <strong>pro</strong>tecting guard or competent person continue to show danger hand signal<br />
until he is re-called.<br />
d) The Loco Pilot or Asst. Loco Pilot shall show danger signal to the front and<br />
<strong>pro</strong>tect the train in front in manner prescribed in 2b.<br />
Above <strong>pro</strong>cedure (d) may followed during TSL working on double line or when relief<br />
engine has been asked on double line<br />
ON D/L section:<br />
a) The Loco Pilot or. Asst.Loco Pilot <strong>pro</strong>ceed to <strong>pro</strong>tect the adjacent line in front<br />
b) Loco Pilot or Asst. Loco Pilot shall place one detonator at 400/600 M. and 3 detonators<br />
NLT 800/1200 M 10M apart on MG/BG from train.
64<br />
STATION MASTER<br />
c) Guard shall sent a competent person if available to <strong>pro</strong>tect the train in rear and shall him<br />
self <strong>pro</strong>ceed ahead to assist and ensure <strong>pro</strong>tection of adjacent line in front.<br />
d) Guard shall after ensuring go back to <strong>pro</strong>tect the train in the rear in the manner<br />
prescribed in 'b' if he has not already sent competent person.<br />
e) In case it is not known whether the adjacent line is obstructed or not the LP shall <strong>pro</strong>tect<br />
adjacent line and Guard shall <strong>pro</strong>ceed to engine to check whether adjacent line is<br />
fouling or not. If adjacent line is obstructed, the Guard shall assist and ensure adjacent<br />
line <strong>pro</strong>tection. If not obstructed, the Guard shall after consultation with LP go back to<br />
<strong>pro</strong>tect the train in rear.<br />
Twin Single Line:-<br />
1) The Loco Pilot shall <strong>pro</strong>tect the adjacent line in front guard shall <strong>pro</strong>tect the adjacent<br />
line in rear.<br />
2) Only after <strong>pro</strong>tecting in the rear guard shall <strong>pro</strong>ceed ahead to assist and ensure to<br />
<strong>pro</strong>tect the line in front.<br />
3) Protect the same line in rear.<br />
Common Points.<br />
1) When guard / the person gone for <strong>pro</strong>tection, called back he shall leave 3 detonators<br />
and pick up inter mediate detonator.<br />
2) If the train is ap<strong>pro</strong>aching, place the detonators as far away from the train as possible.<br />
3) If there is a banking engine, banking engine Loco Pilot shall arrange <strong>pro</strong>tection in rear.<br />
4) When the train is ready to <strong>pro</strong>ceed, Loco Pilot shall recall railway servant <strong>pro</strong>tecting the<br />
train by sounding continuous whistle.<br />
5) When the train goes forward, Loco Pilot shall stop short of and pick up 3 detonators<br />
placed in front.<br />
6) In the case of without guard, the duties of guard shall devolve on Loco Pilot.<br />
7) In the event of disability of the Loco Pilot, the duties of Loco Pilot shall devolve on guard.<br />
Protection in Automatic block territory<br />
When a train is stopped in an Automatic block signalling section, the Guard shall<br />
immediately exhibit a Stop hand signal towards the rear and check up that the tail board or<br />
tail light is correctly exhibited.<br />
Single line and during TSL working on Double line.<br />
LP shall <strong>pro</strong>tect the train in front as per G.R/S.R. 6.03 and Guard shall <strong>pro</strong>tect in rear by<br />
placing one detonator at 90m and two detonators at 180m, 10m apart.<br />
Double line<br />
The Guard shall first ensure the <strong>pro</strong>tection of adjacent line in front by the LP and <strong>pro</strong>tect<br />
same line in rear by placing one detonator at 90m and 10m apart two detonators at 180m.<br />
Protection when relief engine is sought<br />
Relief engine is expected from advance <strong>station</strong>, during day time <strong>pro</strong>tection is not required<br />
but during night time <strong>pro</strong>tection shall be done as per G.R/S.R. 6.03
CHAPTER VII & VIII<br />
65<br />
STATION MASTER<br />
1. What is system of working how many systems are there in Indian railway and SC<br />
<strong>Railway</strong>?<br />
System of working means system adopted for the time being for the working for trains on<br />
any portion of railway. (G.R/S.R.7.01)<br />
On Indian railway all trains working between <strong>station</strong>s shall be worked on the one of the<br />
following systems namely<br />
a. The absolute block system<br />
b. The Automatic Block System<br />
c. The Following Trains System<br />
d. The Pilot Guard System<br />
e. The Train-Staff And Ticket System,<br />
f. The One Train Only System<br />
The systems used on the south central railway are<br />
1. The automatic block system used on the this <strong>Railway</strong> are, LPI - SC - MLY, HSJ –<br />
HYB(SC Division), SC – KCG –FM, SC –BMO(HYB division), BZA –KCC(BZA division)n<br />
double line and on BZA-KCC(BZA division) on single line.<br />
2. The absolute block system on all other sections of SC Rly.<br />
2. What are the essentials of the absolute block system and write the conditions for<br />
granting line clear at a class „B‟ <strong>station</strong>?<br />
Essentials of the Absolute Block System (G.R.8.01)<br />
1. Where trains are worked on the absolute block system:<br />
a. No train shall be allowed to leave a block <strong>station</strong> unless line clear has been received<br />
from the block <strong>station</strong> in advance, and<br />
b. On double lines such line clear shall not be given unless the line is clear, not only up to<br />
the first stop signal at the block <strong>station</strong> at which such Line Clear is given but also for an<br />
adequate distance beyond it;<br />
c. On single lines such Line Clear shall not be given unless the line is clear of trains<br />
running in the same direction ,not only up to the first stop signal at the block <strong>station</strong> at<br />
which such Line Clear is given, but also for an adequate distance beyond it, and is clear<br />
of trains running in the direction towards the block section to which such line clear is<br />
given,<br />
2. Unless otherwise directed by ap<strong>pro</strong>ved special instructions, the adequate distance<br />
referred to in clauses (b)and (c) of sub-rule (1) shall not be less than<br />
a. 400mts in case of TALQ signalling or TACLS, and<br />
b. 180mts in case of MAS or Modified Lower Quadrant Signalling.
Conditions for granting Line Clear (G.R.8.02/3/4)<br />
Conditions for granting Line Clear at a class ‗B‘ <strong>station</strong>.––<br />
66<br />
STATION MASTER<br />
(1) At a class ‗B‘ <strong>station</strong> on double line, the line shall not be considered clear and Line Clear<br />
shall not be given, unless -<br />
(a) The whole of the last preceding train has arrived complete ;<br />
(b) All necessary signals have been put back to ‗on‘ behind the said train; and<br />
(c) The line is clear -<br />
(i) At <strong>station</strong>s equipped with two-aspect signalling –up to the Home signal, or<br />
(ii) At <strong>station</strong>s equipped with multiple-aspect signalling or modified lower quadrant<br />
signalling – upto the outermost facing points or the Block Section Limit Board (if any).<br />
(2) At a class ‗B‘ <strong>station</strong> on single line, the line shall not be considered clear and Line Clear<br />
shall not be given, unless –<br />
(a) The whole of the last preceding train has arrived complete;<br />
(b) All necessary signals have been put back to ‗on‘ behind the said train; and<br />
(c) The line is clear –<br />
(i) at <strong>station</strong>s equipped with two-aspect signalling –upto the Shunting Limit Board or<br />
Advanced Starter (if any) at that end of the <strong>station</strong> nearest to the expected train, or<br />
upto the Home signal if there is no Shunting Limit Board or Advanced Starter, or<br />
upto the outermost facing points if there is no Shunting Limit Board or Advanced<br />
Starter or Home signal;<br />
(ii) at <strong>station</strong>s equipped with multiple-aspect signalling or modified lower quadrant<br />
signalling - upto the Shunting Limit Board or Advanced Starter (if any) at the end of<br />
the <strong>station</strong> nearest to the expected train, or up to the outermost facing points if there<br />
is no Shunting Limit Board or Advanced Starter.
67<br />
STATION MASTER
68<br />
STATION MASTER
CHAPTER IX<br />
Kinds of fixed signals in Automatic Block territory (G.R./S.R.3.12, 9.15)<br />
69<br />
STATION MASTER<br />
Stop signals in automatic block territory shall be colour light signals and may of the following<br />
kinds<br />
Automatic Stop signal:<br />
1. It is distinguished by ―A‖ marker plate.<br />
2. It is not depending on manual operation.<br />
3. Signals are operated automatically by the passage of the train.<br />
4. It can be passed at ‗ON‘ without any authority after waiting one/two minutes during<br />
day/night with a restricted speed of 10/8 kmph.<br />
5. Normal aspect of the Automatic signal is <strong>pro</strong>ceed.<br />
Semi automatic Stop signal:<br />
1. A fixed signal which can be operated either as an Automatic Stop signal or a Manual<br />
Stop signal, as required, is called Semi-Automatic Stop signal.<br />
2. A king knob is <strong>pro</strong>vided to make Semi-Automatic Stop signal to work either as an<br />
Automatic Stop signal or as a Manual Stop signal<br />
3. When King Knob is reversed it works as Automatic Stop signal.<br />
4. When King Knob is in normal position it works as a manual stop signal.<br />
5. When a Semi-Automatic Stop signal works as an Automatic Stop Signal, illuminated ‗A‘<br />
marker is available.<br />
6. When ‗A‘ marker is extinguished, the signal work as a Manual Stop signal.<br />
Manual stop signal: these signals are operated manually and it cannot work as Automatic<br />
or semi automatic signal<br />
Gate signal:<br />
1. Automatic signals interlocked with level crossing gates are distinguished by the <strong>pro</strong>vision<br />
of ‗G‘ marker i.e., letter ‗G‘ in black on yellow circular disc and white illuminated letter ‗A‘<br />
against black back ground.<br />
2. When the gate is in open condition, the gate signal exhibits stop aspect with<br />
extinguished ‗A‘ marker.<br />
3. When the gate is in closed condition, it works as Automatic Stop signal with illuminated<br />
‗A‘ marker.<br />
4. If the gate signal is at ‗on‘ and the ‗A‘ marker is extinguished, the Loco Pilot has to follow<br />
the gate rules [Rule 9.15(b)].<br />
5. If the ‗A‘ marker is illuminated and the signal is at ‗on‘, the Loco Pilot shall follow the<br />
rules for the automatic signal at ON. (Rule 9.02 and 9.07 and SRs there under)<br />
1) What is the <strong>pro</strong>cedure for working of trains?<br />
a) During <strong>pro</strong>longed failure of signals and communications are available in<br />
automatic block system.<br />
b) When LSS/Advanced starter becomes defective on single line/double line in<br />
automatic block system
70<br />
STATION MASTER<br />
a. working of trains during <strong>pro</strong>longed failure of signals and communications are<br />
available in automatic block system(S.R.9.12.1)<br />
1. Ensure no train in block section under exchange of PN.<br />
2. SM to inform SCOR.<br />
3. Train stopped at <strong>station</strong>, LP & Guard advised of circumstances.<br />
4. SM in rear obtains line clear by any one means of communication in order of priority.<br />
5. SM in advance grants L/C after satisfying conditions, adequate distance being 120m<br />
beyond starter.<br />
6. All points set correctly & locked.<br />
7. SM after obtaining line clear shall give ―authority to Proceed on automatic block system<br />
during <strong>pro</strong>long failure of signal‖- T/D.912 indicating the signal No. to pass them.<br />
8. Before giving authority ensure points correctly set & locked, LC gates informed under<br />
exchange of PN.<br />
9. LP of 1 st train with T/D.912 <strong>pro</strong>ceeds at 25 Kmph and lookout for obstruction. Second<br />
and subsequent trains can <strong>pro</strong>ceed with normal speed.<br />
10. LP to act at the <strong>station</strong> ahead as per the aspect of the signals.<br />
11. Entries of the train made in red ink in TSR.<br />
12. Clearance of section intimated under exchange of PN.<br />
13. As soon signals are put to work both SM exchange messages under exchange of PN.<br />
14. All records checked by TI and submit report to Sr.DOM/DOM within 7 days<br />
b) LSS defective on Single line.(S.R.9.06)<br />
In case of LSS defective on single line or the direction of traffic cannot be established, the<br />
Automatic block working shall be suspended.<br />
SM shall ensure that all trains arrived completely and treat the entire block section as one<br />
section.<br />
SM shall obtain line clear by any one of the alternative means of communication.<br />
Issue PLCT + T/A 912 to the LP. The speed of the first train shall be restricted to 25 kmph.<br />
Automatic block working may restored after the LSS or direction of traffic is rectified<br />
LSS defective on Double line: (S.R.3.12)<br />
LP shall be given T/369 3(b) + Caution order of 10 kmph when view is clear and 8 kmph<br />
when view is not clear upto the next Automatic stop signal.
2) Differentiate Absolute and Automatic block systems (Chapter VII & IX)<br />
Sl.No. Absolute block system Automatic Block system<br />
1 Block <strong>station</strong>s are classified as A, B<br />
,C and Special class <strong>station</strong>s<br />
2 Signals may be semaphore or colour<br />
light<br />
71<br />
Stations are not classified<br />
Signals are colour light only.<br />
STATION MASTER<br />
3 Only manual signals are <strong>pro</strong>vided. Signals may be automatic, semiautomatic<br />
and manual.<br />
4 Provision of continuous track<br />
circuiting or Axle counters on line<br />
is/are not required except IBS<br />
7<br />
5 Normal aspect of stop signal is<br />
'STOP'<br />
6 No stop signal can be passed at 'ON'<br />
unless LP receives a written authority<br />
or PN (except IB, Gate)<br />
To start a train line clear shall be<br />
obtained.<br />
8 Signals may be two aspects or<br />
multiple aspects. Permissive signals<br />
may be <strong>pro</strong>vided.<br />
9 . 'G' marker shall be <strong>pro</strong>vided on gate<br />
stop signal<br />
10 Time interval between two trains<br />
during TIC on double line is 30<br />
minutes.<br />
11 Protection shall be arranged as per<br />
6.03 on same line and adjacent line.<br />
12<br />
Normally block section between two<br />
<strong>station</strong>s will not be divided.<br />
13 During TIC on single line authority<br />
is T/B.602.<br />
14 During TIC on double line authority<br />
is T/C 6.02<br />
Line shall be <strong>pro</strong>vided with continuous track<br />
circuit or axle counter<br />
Normal aspect of stop signal is<br />
'PROCEED'.<br />
No authority is required to pass Automatic<br />
signal at 'ON'<br />
Line clear not required to start a train<br />
(but on single line, line clear shall be<br />
obtained to establish direction of traffic.<br />
Signals shall be multiple aspects only.<br />
Permissive signals are not <strong>pro</strong>vided.<br />
Besides 'G' marker an illuminated 'A '<br />
marker is available when gate is closed.<br />
Time interval between trains during TIC on<br />
double Line is 15minutes or running time of<br />
the train whichever is more.<br />
Protection shall be arranged on same line<br />
in rear as per the 9.10 and other lines as<br />
per 6.03.<br />
Block section between two <strong>station</strong>s are<br />
divided into number of automatic block<br />
signalling sections.<br />
During TIC on single line authority<br />
is T/B 602 +T/A.912.<br />
During TIC on double line authority<br />
is T/B 912.
15 During TSL working authority for all<br />
trains is T/D 602<br />
16 During TSL working the speed of the<br />
first train is restricted to 25 Kmph<br />
17 During TSL working the speed of the<br />
2 nd and subsequent trains is normal<br />
speed<br />
18 Authority to dispatch relief<br />
engine/train is T/A 602<br />
19 On single line when LSS become<br />
defective authority is PLCT.<br />
20 On double line when LSS become<br />
defective authority is PLCT.<br />
72<br />
STATION MASTER<br />
During TSL working authority for 1 st train on<br />
right line and all trains on wrong line is T/D<br />
602 + T/A 912. 2 nd and subsequent trains<br />
on right line <strong>pro</strong>ceed on signal aspects.<br />
During TSL working the speed of the first<br />
train on wrong line is restricted to 25 Kmph.<br />
During TSL working the speed of the 2 nd<br />
and subsequent trains on wrong line and all<br />
trains on right line is normal speed.<br />
Authority to dispatch relief engine/train is<br />
T/C 912<br />
On single line when LSS become<br />
Defective authority is PLCT +T/A 912.<br />
On double line when LSS become<br />
defective authority is T.369(3b)+CO<br />
10/8kmph up to next automatic signal.
BLOCK WORKING<br />
1) What are the conditions for closing the block section?<br />
Conditions for closing block section (G.R.14.10)<br />
1. The block section shall be cleared only after complete arrival of the train or the<br />
obstruction has been removed<br />
73<br />
STATION MASTER<br />
2. Before giving train out of block section SM shall ensure the train has arrived completely<br />
or the cause for blocking has been removed and conditions for granting L/C have been<br />
fulfilled<br />
3. Whenever block <strong>pro</strong>ving axle counter and complete track circuiting of <strong>station</strong> section is<br />
available and there is clear indication of block section and complete arrival of the train is<br />
given it would be taken as assurance for complete arrival of the train.<br />
4. SM will ensure complete arrival of train by<br />
a) *Clearance indication of BPAC or continuous track circuiting where <strong>pro</strong>vided and<br />
functioning or<br />
b) *Tail Board/Tail lamp of run through train or<br />
c) *Tail board/Tail lamp of stopping train which can be conveniently observed by SM.<br />
d) Exchanging PN with Guard on Walkie-Talkie of a stopping train where SM cannot<br />
see complete arrival.<br />
e) PN recorded by the Guard T.1410 register when walkie talkie or BPAC fail or<br />
f) *PN receiving from cabin men/lever men who can ensure complete arrival or<br />
g) PN exchanged by the Guard, who shall <strong>pro</strong>ceed in rear and ensure the train arrived<br />
within fouling mark by verifying last vehicle No. when train is running without BV or<br />
h) *PN received from Points man who shall be deputed to ensure complete arrival of the<br />
train in case of train running without Guard.<br />
* Exchange of PN by Guard is not required in these occasions.<br />
2) What are the indicators and Re-setting buttons <strong>pro</strong>vided at a <strong>station</strong> where IB<br />
signal is operated? (S.R.14.14)<br />
K1 indicator<br />
1. With audible alarm sounds when IBS passed at ‗ON‘. The alarm can be stopped by<br />
pressing acknowledgement button.<br />
2. Immediately SM must alert SM in advance and give time when it passed IBS at ‗ON‘<br />
3. In case train entered into occupied IB section then SM shall<br />
i. Advise gateman to stop & inform LP & guard<br />
ii. Inform TPC when handled by electric loco to switch off OHE power supply and<br />
informed through emergency socket<br />
iii. Advise SM in advance to issue CO to train coming on the other line to inform the<br />
LP of the train<br />
iv. In case train entered un occupied IB section, SM shall take action as per point No.<br />
2 above.
74<br />
STATION MASTER<br />
v. In both circumstances on complete arrival of train, the SM shall give clearance<br />
under exchange of PN duly making entries in TSR/Station Diary in red ink at both<br />
<strong>station</strong>s.<br />
vi. The indication disappears after normal restoration by using PB-1 and PB-3 at the<br />
other end<br />
vii. Till such time no train shall be allowed to enter the section<br />
K2 indicator<br />
1. K2 indicator appears and audible alarm sounds when train passes LSS in OFF position<br />
and enters A/C section<br />
2. Indications disappear and audible alarm stops as LSS knob is put back to normal.<br />
K3 indicator<br />
1. K3 indicator appears and audible alarm sounds as train passes IBS in ‗off‘ position<br />
and enters ‗IB‘ section<br />
2. The indication disappears and audible alarm stops as IBS knob is normalized<br />
K4 indicator<br />
3. K4 indicator appears and audible alarm sounds whenever the normal/clear aspect bulb<br />
of IBS/IB distant signal bulb fuses or power supply to IB fails.<br />
4. Pressing acknowledgement button stops the alarm.<br />
5. Indication will disappears after the replacement of fused bulb or resumption of power<br />
supply.<br />
RESETTING OF AXLE COUNTER (S.R.14.13)<br />
I ANALOG AXLE COUNTERS<br />
1. PB-I ; To reset A/C when IB passed at ‗ON‘<br />
2. PB-2 ; Reset A/C due to failure or im<strong>pro</strong>per counting<br />
3. PB-3 ; Give cooperation to <strong>station</strong> in rear<br />
4. PB-1 or PB-2 used with cooperation of <strong>station</strong> ahead. This cooperation is given<br />
by pressing PB-3 and indicated by white light near PB-1 or PB-2 buttons<br />
ii RESETTING DIGITAL AXLE COUNTER<br />
PB-1 ; to permit LSS of rear <strong>station</strong> to be taken ‗off‘ when IB passed at ‗ON‘<br />
PB-3 ; give cooperation to <strong>station</strong> in rear<br />
Reset button: to reset axle counter due to failure of im<strong>pro</strong>per counting<br />
1. PB-1 is used only with cooperation after pressing PB3 white light appears near<br />
PB-1 button<br />
2. When reset is initiated, digital A/C of rear section enters into preparatory reset<br />
mode. The first train dealt on written authority<br />
3. On clearing the section on preparatory reset, if A/C shows clear indication all<br />
subsequent trains dealt normally.<br />
4. If it is showing continuously occupied the A/C treated as defective.
75<br />
STATION MASTER<br />
3) What is <strong>pro</strong>cedure for resetting of Axle counters <strong>pro</strong>vided for loop line and<br />
for IBS/BPAC?<br />
Resetting button for axle counters <strong>pro</strong>vided for loop line: (S.R.3.69.5 &SWRs)<br />
When the axle counter equipment shows occupied indication even though the<br />
concerned line is clear of any obstruction, it indicates that the axle counter equipment<br />
has failed.<br />
When it has become necessary to reset the axle counter, the SM has to call for one<br />
<strong>operating</strong> / S&T staff..<br />
SM on duty shall verify the clearance of line for which axle counter is being reset,<br />
Then press the push button <strong>pro</strong>vided inside the plunger box which is <strong>pro</strong>vided on the<br />
platform/line/cabin<br />
An ‗YELLOW‘ indication will appear in the reset box on the panel.<br />
On observing this, the SM on duty and the <strong>operating</strong>/S&T staff deputed, shall<br />
simultaneously press the button in the plunger box and the push button reset key<br />
<strong>pro</strong>vided in the reset Panel in the SM‘s office.<br />
Before giving cooperation the <strong>operating</strong>/S&T staff shall ensure that the line is free.<br />
Whenever the Axle counter is reset, the ‗RED‘ indication will change to ‗GREEN‘ and<br />
the counter will register next higher number. Entries shall be made in the relevant<br />
registers.<br />
Reset operation on Digital Axle Counters <strong>pro</strong>vided for IBs and BPAC<br />
The resetting operation shall be resorted to only when there is ‗occupied‘ indication<br />
even though the section is clear.<br />
The SM on duty shall cross check the same with the other end SM on duty and<br />
advise him to reset the apparatus under exchange of PN for section clearance,<br />
following the <strong>pro</strong>cedure as under:<br />
(a) Insert SM‘s reset key, turn right and keep pressed.<br />
(b) Press reset push button<br />
(c) Release both SM‘s key and reset button.<br />
(d) Turn left and remove SM‘ key and reset key and keep in safe custody.<br />
(e) Reset counter number increases by one – SM on duty has to enter number in the register<br />
<strong>pro</strong>vided for this purpose with all details<br />
Similar operation is to be carried out at the adjacent <strong>station</strong> independently.<br />
After application of reset at both ends, the system will not show clear indication but<br />
enters in to the preparatory mode.<br />
The preparatory reset indication appears on the reset box.<br />
In case the other end SM does not operate the reset, the ‗occupied‘ indication<br />
continues. In such a situation, the SM at the other <strong>station</strong> shall be reminded to do<br />
reset operation so that the system enters into preparatory reset mode.<br />
The first train (pilot train) is to be dealt on written authority (PLCT and T369 (3b) to<br />
pass IBS at ON) when the system is in preparatory reset mode.
Reset of Analog axle counter <strong>pro</strong>vided for IBs.<br />
76<br />
STATION MASTER<br />
Wherever the Axle counter indication does not resume 'GREEN' even after the train<br />
has cleared IBS section, the SM on duty must inform the on duty SM at the other end<br />
and ascertain the clearance of the train.<br />
If this is confirmed by bell code of signals, a RED ink entry must be made supported<br />
by exchanging of private number in the Train Register.<br />
He must then notify the particulars of train time when the train has cleared the<br />
section in order to normalize the Axle counter.<br />
On receipt of confirmation from the SM on duty at the <strong>station</strong> in advance as to the<br />
train having cleared into that <strong>station</strong> complete, shall request on duty SM of that<br />
<strong>station</strong> to operate PB-3 for co-operation.<br />
On observing the indication for co-operation SM shall press PB-2 for a few seconds<br />
to normalize the axle counter.<br />
This operation is recorded in the numerical counter attached to PB-2 button.<br />
The particulars of operation and the <strong>pro</strong>gressive numbers appearing in the numerical<br />
counter must be recorded in RED ink in the Train Signal Register and the Counter<br />
Registers.
CHAPTER XV<br />
77<br />
STATION MASTER<br />
1) What are the various types of blocks and what are the instructions for line block<br />
Block (SR 15.06)<br />
Block means It is an arrangement of blocking of track against movement of traffic over a<br />
particular section, allowing only <strong>material</strong> train/ TTM/tower wagon for maintenance.<br />
There are four types of block.<br />
1. Line block = blocking for engineering purposes. no traffic except <strong>material</strong> train and TTM<br />
2. Power block: blocking against electric traffic. diesel may be allowed. exclusively for OHE<br />
maintenance<br />
3. Integrated block = block for maintenance work for more than one department (TRD, Engg<br />
and S&T) simultaneously.<br />
4. Shadow block – means a block, which may be or may not be integrated, availed from<br />
either end of the block section between two block <strong>station</strong>s simultaneously.<br />
Ex- Changing of bridge girders, replacement of turnouts<br />
Special instructions for line block<br />
Engineering works are classified under the following three categories<br />
Category - I - normal routine maintenance. no special precautions & advice to<br />
<strong>operating</strong> official<br />
ex: renewal of keys / bolts etc..<br />
Category - II - caution order by SM and SCOR to loco pilots (even without an SR )<br />
engg official to <strong>pro</strong>tect work spot<br />
ex: greasing of fish plates / bridge painting, scattered renewal of sleepers<br />
Category - III - interference to normal traffic /SR.<br />
Ex .renewal of rails/sleepers, loading/un loading of ballast re girdering and welding of<br />
rail joints<br />
Procedure for obtaining line block<br />
1. AEN / PWI nominated shall apply to DRM for blocking of running line outside <strong>station</strong><br />
limits.<br />
2. Engg.branch shall co-ordinate with <strong>operating</strong> branch to issue `circular notice‘. valid for<br />
3 months.<br />
3. if expires, fresh notice shall be obtained. If the work is taken up, it remains valid till the<br />
task is completed.<br />
4. Two days before the work, DOM shall issue an a/c message indicating name of the<br />
engg.official, last train will be specified. in the case of daily work on re-laying a / c<br />
message valid for 7 days<br />
5. Ack. of SMs, SCOR, TPC, CCC etc. shall be obtained on a/c message, other wise<br />
DOM shall stop the work. Material lorry may be allowed into the b/section<br />
6. Slots for integrated blocks for maintenance, least crowded time span have been<br />
indicated in WTT. Schedules for line blocks for the week- planned by Sr.DOM &Sr.DEN<br />
(co-ord) on previous week ends.<br />
7. S&T , Elec. depts. shall plan simultaneously if safety is endangered, PWI can impose<br />
an emergency CO
78<br />
STATION MASTER<br />
8. SCOR will advise the Station Masters on either side who in turn will advise official-incharge<br />
of the work about the commencement of the line block and the last train after<br />
the departure of which the line block will be taken up nominated official shall adhere to<br />
the block timings strictly.<br />
9. SM shall issue Caution Order to all trains into the affected area general precautions<br />
10. SCOR advice both SMs through a message of line block both SMs exchange<br />
messages with PNs about time & last train<br />
11. On D/L, commutator shall be turned to TOL & caps placed. On S/L , `line block‘ collars<br />
placed on plunger.<br />
12. Separate PNs taken for each unit and recorded in the authority red ink entries in TSR<br />
13. Before permitting the block SMs shall ensure B/S is clear of trains if communication<br />
fails ,block shall not be permitted<br />
Line block on field telephone<br />
1. Permitted for any reason on controlled sections only.<br />
2. Person nominated (not lower than PWI) in the circular notice shall only obtain line<br />
block.<br />
3. DOM`s all concerned message shall mention the name and last train<br />
4. PN sheet shall be supplied by DRM & returned on completion of work.<br />
5. Before leaving to the site he shall consult SCOR<br />
6. After the nominated train is passed, spot shall be <strong>pro</strong>tected; PWI shall call SCOR and<br />
give his name, designation, circular notice reference no. etc.<br />
7. SCOR shall then advice SMs on either side. SMs shall ack by giving PNs SCOR shall<br />
record in the chart.. SMs will block the line and advice SCOR & engg. official on<br />
telephone.<br />
8. Engg official then commence the work & keep in touch with SCOR<br />
9. During control interruption engg official shall consult SM. SM will issue a written memo<br />
to block the line.<br />
10. A <strong>material</strong> lorry may be allowed. A <strong>material</strong> train if mentioned in the circular notice may<br />
also be sent on T/462 OR T/A 462.<br />
11. On completion – PWI shall give ―safety certificate‖ and a separate certificate that the<br />
block section is clear of <strong>material</strong> train<br />
12. On completion of the work the engineering official-in-charge will contact the SCOR<br />
(SCOR will call both SMs) on the field telephone and then issue a message that track<br />
is certified fit for traffic, train working may be resumed. SCOR will issue train notice to<br />
both SMs and authorise them to cancel line block, resume normal working and obtain<br />
ack.<br />
13. Extension of block - engg official shall contact SCOR on field telephone and obtain<br />
the extension and in turn he shall send a written advice to SM on one end. SM shall<br />
advice SM on other end.<br />
Line block on VHF/ portable radio communication<br />
a) Nominated engg. Official only to obtain block<br />
b) After the nominated train has passed, PWI shall <strong>pro</strong>tect the line (Obstruction) and call<br />
SM on VHF & give a PN.<br />
c) SM shall advice SCOR & SM at other end
d) Once permission is obtained from SCOR ,SM shall advice PWI with a PN<br />
79<br />
STATION MASTER<br />
e) After completion of work and track made safe, remove <strong>pro</strong>tection convey a PN to his<br />
representative who is at <strong>station</strong> with a PWI signed written memo.<br />
f) Representative shall enter PN and time in the memo and hand over to SM<br />
g) SM will advise SCOR and SM of the other end and cancel the line block.<br />
Emergency/no circular notice<br />
SSE / SE / JE (P.way) shall give a written requisition to SM. SM shall co-ordinate with<br />
control for imposition of line block<br />
Despatch of <strong>material</strong> train into block section<br />
Work & return -T / 462<br />
Work & clear next block <strong>station</strong>-T/ A 462 - only one <strong>material</strong> train is permitted<br />
Despatch of track tamping machine<br />
Work & return = T / 465<br />
Work & clear next block <strong>station</strong> = T / A 465 - more than one machine is permitted<br />
T / 465(1 st TTM) and CO s (for following units) -(return to same <strong>station</strong>) or COs for<br />
preceding and T / A 465 (last unit) ( <strong>pro</strong>ceeding to next block <strong>station</strong>)<br />
Despatch of tower wagon<br />
Work & return = T / 1708 and work & clear to next block <strong>station</strong> = T / A 1708<br />
More than one t.wgn is permitted<br />
T / 1708 (first tower wagon)+ CO s for following units(return to same <strong>station</strong>)or COs<br />
for preceding + last unit T/A 1708 (<strong>pro</strong>ceeding to next block <strong>station</strong>)<br />
Speeds<br />
first TTM /T.wagon = normal speed and following = 25 / 10 kmph ( Day /Night )<br />
SM receiving T / 462, T / 465, T / 1708 shall advice other SM under exchange of PN<br />
about block section clearance.<br />
Integrated block<br />
Relevant authorities to be issued to different units<br />
CO mentioning preceding / following units & to maintain a gap of 150 mts. Each unit<br />
shall maintain 15 / 8 kmph. However only one unit is allowed along with TTM &<br />
T.wgn.<br />
Shadow block<br />
Relevant authorities issued by respective SMs. CO indicating the preceding /<br />
following units from both ends. Each shall maintain a gap of 150 mts & a good look<br />
out for obstruction from opposite side (15 / 8 ). Each unit shall return to the same side<br />
they started. No unit shall overlap the work spot. SMs shall collect back the<br />
authorities issued.<br />
General instructions<br />
Official in-charge shall ensure that every unit has effective brake power fitted with<br />
effective communication like walkie talkie, CUG, field telephone etc.<br />
Right line despatch – starter can be taken off.<br />
Wrong line – pilot out memo.
80<br />
STATION MASTER<br />
Every unit shall be <strong>pro</strong>tected at the work spot by a competent railway servant.<br />
If any unit is not moving ,it shall be <strong>pro</strong>tected by placing 2 detonators at 150 mts( 10<br />
mts apart ) and competent railway servant stand at 45 mts on D/L , in-charge shall<br />
ensure that the units doesn‘t infringe the adjacent line<br />
No shunting is allowed towards the b / section where MT / TTM is working under<br />
block <strong>pro</strong>tection.<br />
All units start back at one time & maintain 150 mts gap.<br />
Reception<br />
First unit on reception signal & following on calling-on or T 509, separately for each<br />
unit onto same line.<br />
Wrong line – stop at opposite LSS & pilot-in memo separately for each unit onto<br />
same line<br />
on clearance , official in-charge shall give ‖safety certificate‖ in writing mentioning<br />
speed restriction if any<br />
SM shall advice SCOR & SM on other end about cancellation of line block, exchange<br />
messages with PNs, remove caps & resume normal working.<br />
2) What is Trolly, Lorry, Motor trolly and Write the <strong>pro</strong>cedure for working Motor trolly<br />
on Single line token less/Double line sections<br />
Trolly, Lorry and Motor trolly (G.R/S.R.15.18)<br />
1. A vehicle which can be lifted bodily off the line by four men shall be deemed to be a<br />
trolly and any similar but heavier vehicle shall be deemed to be a lorry.<br />
2. Any trolly which is self-<strong>pro</strong>pelled, by means of a motor, is motor trolly.<br />
3. Push trollies and lorries shall always be pushed and not pulled.<br />
4. Cycle trollies or trollies which are <strong>pro</strong>pelled by pedaling instead of pushing, and<br />
moped trollies can either be driven by a motor or pedaled. It may be pushed when<br />
necessary, but not pulled.<br />
5. Cycle trollies and moped trollies shall be treated as push trollies in all respects<br />
6. Push trollies/motor trolly shall be manned by at least four trolly men<br />
7. Lorries shall be manned by at least six lorry men exclusive of any flagman<br />
8. A cycle trolly or moped trolly shall be manned by three persons including the persons<br />
pedaling or driving.<br />
9. Maximum number of men to be carried.<br />
i. Push trolly-ten on BG<br />
ii. Cycle trolly or moped trolly shall not exceed five.<br />
iii. motor trolly – ten on BG<br />
Working of Motor trolly (S.R.15.25)<br />
1. A motor trolley shall always run under block <strong>pro</strong>tection and it shall be treated and<br />
signaled as train. It shall not be placed on any line without permission of SM. Motor<br />
trolley may follow a train or another motor trolly during day light hours in clear light<br />
only.
2. SM shall obtain line clear on block telephone<br />
3. On IB section treat two block sections as one block section<br />
4. On single line – token less & double line: T/A.1525<br />
81<br />
STATION MASTER<br />
5. Relevant free starters can be taken off. Place ‗trolley on line‘ cap on the plunger<br />
6. On double line, turn the block handle to TOL position and place ‗trolly on line‘ cap on<br />
the commutator.<br />
7. On single line, Reception signals can be taken off<br />
8. On arrival in charge of motor trolley will sign with time and date on authority and<br />
deliver to SM with an endorsement. Authority shall be pasted in the Station Diary.<br />
9. Clearance may be informed to the SM in rear supported by PN.<br />
10. All entries should be made in red ink in the TSR.<br />
Motor trolley following a train:<br />
1. A motor trolly / motor trollies may be allowed to follow a train / motor trolly during<br />
day light hours and in clear weather only<br />
2. Train will be despatched on normal authority to <strong>pro</strong>ceed.<br />
3. Advise SM in advance by message and obtain his permission supported by PN<br />
4. Motor trolley will be despatched on T/ 1525.<br />
5. Out report shall be given separately and make an entry in TSR.<br />
6. In a section where IB is <strong>pro</strong>vided, treat two block sections as one.<br />
7. Motor trolley will be treated as last vehicle of the train which it is following.<br />
8. The reception signal lever/knob shall not be normalized after the arrival of the train<br />
and the points shall not be altered and the block section should not be cleared until<br />
the arrival of motor trolley.<br />
9. In report shall be sent separately for train/motor trolly and following motor trolly and<br />
make separate entries in the TSR.<br />
10. Red ink entry shall be made in the TSR.<br />
11. On arrival at the <strong>station</strong> , the official in-charge of trolley will hand over the T.1525<br />
with an endorsement that the motor trolly arrived complete with date and time and<br />
sign in the TSR<br />
12. The SM will intimate the block <strong>station</strong> in rear, supported by PN.<br />
13. Motor trolley following goods train on the sections specified ( 15.26.2.1)is not<br />
permitted.<br />
3) Write short notes on Lorry? (G.R/S.R.15.27)<br />
1. A heavy vehicle which can be readily lifted off the line by four men is called ‗Lorry‘.<br />
2. When trolley is loaded with engineering <strong>material</strong> or working in some specified sections<br />
it shall be deemed to be lorry.<br />
3. Lorries shall be manned by minimum six men.
82<br />
STATION MASTER<br />
4. Staff of Engineering/Elec./S&T to be certified by their respective authorized officers,<br />
DEN/DEE/DSTE and issue competency certificates.<br />
5. Trolleys/lorries not carried by M/E trains except in emergency.<br />
6. Lorries are carried in BV of goods/mixed trains.<br />
7. Will only work during daylight hours when visibility is clear up to 800 m.<br />
8. A trolley/lorry not insulated shall not be placed on line within <strong>station</strong> limits where track<br />
circuit is <strong>pro</strong>vided.<br />
9. Normally permitted without Block Protection.<br />
10. Run under Block Protection in following cases if it is permitted and SM shall place<br />
Lorry on line cap on the plunger of the Block Instrument.<br />
i In some specified sections<br />
ii. During thick foggy weather<br />
iii. During night<br />
iv. When loaded with heavy <strong>material</strong>s like rails, etc.<br />
11. Before placing the lorry on the line the official shall advise the SM in writing on the form<br />
No. T.1518 (Trolley/Lorry Notice)<br />
12. T.1518 specifies the duration of work, the line/lines over which it has to work within<br />
<strong>station</strong> limits, and the KM up to which it is requires to be worked outside <strong>station</strong> limits<br />
13. The Official In charge shall place the lorry on line only after receiving the<br />
acknowledgement of the SM on the record foil.<br />
14. SM shall arrange to give Caution Orders to all the trains entering the Block section.<br />
15. Whenever lorry is placed on line <strong>pro</strong>tection of the lorry is to be done as<br />
i. On Double line one or two men one at 400/600m, on MG/BG shall carry<br />
banner flags and at 800/1200m on MG/BG exhibit stop hand signal in the<br />
direction of train expected.<br />
ii. On Single Line one or two men at 400/600m on MG/BG show banner flag<br />
and at 800/1200m on MG/BG exhibit stop hand signal on either side.<br />
iii. Whenever stops the person at 400/600m shall keep banner flag across and<br />
exhibit stop hand signal and men at 800/1200m shall place 3 detonators 10<br />
m apart and show stop hand signal.<br />
16. Speed of lorry shall not exceed 10 kmph on straight line and 6 kmph on curves.<br />
17. When lorries following a distance of 2 telegraph post to be maintained.<br />
18. When lorries is not in use placed on Platform or beside the track it must be kept<br />
parallel to the track and the wheels chained and padlocked.<br />
4) Write short notes on Rail dolly? (S.R.15.27.8)<br />
1. Rail dolly is a device with two or more wheels moved manually on one rail to carry<br />
rail/sleeper in suspended position.<br />
2. When necessary the suspended position dropped and dolly cleared off track.<br />
3. Manned by not less then two persons.<br />
4. The in charge of working shall not be lower rank then key man.<br />
5. He must hold competency certificate issued by PWI, valid for 5 years.
6. Worked only when visibility is clear up to 1200 m.<br />
7. It shall not be worked in section having gradient steeper than 1 in 200.<br />
8. Not more than 6 rail dollies can work at a time in the block section.<br />
9. Not longer than 3 wielded rail to be carried by one dolly.<br />
83<br />
STATION MASTER<br />
10. Normally worked without block <strong>pro</strong>tection, but work under block <strong>pro</strong>tection in case of<br />
visibility is not clear and heavier rail is carried.<br />
11. On Single line stop hand signal exhibited at 1200m from either direction.<br />
12. While passing L/C gates the official shall ensure safe passage of rail dollies.<br />
5) Write short notes on RRV? (S.R.15.27.9)<br />
1. It is a self <strong>pro</strong>pelled vehicle which can run on <strong>Railway</strong> track and as well as on road.<br />
2. It shall be treated and signaled as a train.<br />
3. In case of IB Signalling both the section treated as one and worked.<br />
4. Will run on both track and road in section where maintenance work is done.<br />
5. Run under supervision of SSE/SE/JE. P.Way who shall be in charge.<br />
6. In charge is responsible for traffic block, <strong>pro</strong>tection and movement of RRV.<br />
7. Operator undergoes Pro. ALP training at ZRTI/MLY.<br />
8. Competency certificate issued valid for 3 years and renewed in the refresher course.<br />
9. He shall also posses heavy vehicle driving license for road vehicles.<br />
10. ‗ON‘ tracking and ‗OFF‘ tracking can be done both at the <strong>station</strong>s and at the LC gates.<br />
11. The in charge shall give a message supported by PN whenever it has to be ‗off‘ track<br />
at the LC gate.<br />
12. If it has to be ‗on‘ tracking then the in charge shall obtain permission of SM and can<br />
place on track only after receiving PN from the SM.<br />
13. SM before giving permission for ‗on‘ tracking shall take necessary precautions.<br />
14. Maximum of seven persons including operator are permitted.<br />
15. Maximum Speed shall be 80Kmph on road and 60 Kmph on rail in forward direction<br />
and 10Kmph in reverse direction.
CHAPTER XVII<br />
ELECTRIFIED SECTION<br />
84<br />
STATION MASTER<br />
a) Write a short note on a) Isolator switches (section and siding) b) Power Block<br />
a) Isolator switches (section and siding) (S.R.17.03.5.3)<br />
1. ‗Switch, interconnecting section or Isolator‘ means a switch used for connecting or<br />
disconnecting adjacent elementary sections of overhead equipments.<br />
2. In emergency, SM shall operate switches as per specific direction of the TPC.<br />
3. Every Station Master shall be fully aware of the location of the isolator switches<br />
<strong>pro</strong>vided for the control of power supply to overhead equipment at the <strong>station</strong> or near<br />
the cabin and shall be conversant with the correct method of opening and closing the<br />
same in an emergency.<br />
4. Every Station Master shall be trained in the operation of section and siding switches<br />
in an emergency.<br />
5. The Station Masters shall be examined for their competency in <strong>operating</strong> these<br />
switches once in three years and competency certificate issued by DEE/Tr.D or his<br />
authorized Inspector.<br />
6. The Station Master who holds a certificate of competency shall only be posted at<br />
such <strong>station</strong>s where these switches have been <strong>pro</strong>vided.<br />
7. They shall lock the switches in the position advised by the TPC and shall not part<br />
with the key until it is cleared by the staff of the traction department.<br />
8. Section switches are located as indicated in the diagram annexed to SWR and<br />
general sectioning diagram.<br />
9. These diagrams show the distinguishing numbers of section switches, the <strong>station</strong>s<br />
they control and the location of each switch.<br />
c) Power block (S.R.17.04.3,4)<br />
Power Block – means blocking of a section of line against movement of electric traffic. This<br />
block is exclusively used for OHE maintenance purposes.<br />
1. All Departments requiring traffic block, power block or ‗permit to work‘ in the danger<br />
zone shall give advance notice to DEE/Tr.D before 10.00 hours on Monday.<br />
2. The applications contains<br />
i. Nature of work<br />
ii. Persons carrying out the work<br />
iii. Location of work and section & line to be blocked<br />
iv. Train between which block required<br />
v. Whether Diesel traffic may be permitted during the block.<br />
3. DEE/Tr.D with DOM issue weekly <strong>pro</strong>gramme by 12 hours on every Wednesday.<br />
4. Weekly <strong>pro</strong>gramme sent by DOM by Friday evening to be commenced from Monday.<br />
5. Works of urgent nature taken up by obtaining emergency blocks from TPC.<br />
6. When Power Block is sanctioned, TPC issue to SCOR Power Block message either<br />
through messenger or through telephone under exchange of PN.
85<br />
STATION MASTER<br />
7. SCOR with consultation of SM acknowledge and permit indicating the exact time of<br />
permission supported by PN.<br />
8. TPC will arrange to isolate and make dead the portion of Electrical equipment and<br />
issue ‗Permit to Work‘ to concerned officials.<br />
9. In case of emergency TPC will isolate and advise SCOR.<br />
10. When more than one working party is issued ‗Permit to work‖ TPC will issue to one<br />
authorized person who is responsible that all have completed the works and then<br />
issue cancellation message.<br />
11. Cancellation of Block advised by TPC to SCOR under exchange of PN.<br />
12. In order to prevent electric rolling stock from being admitted into tracks where<br />
working carried out, the SM shall use ‗Power Block Collars‘<br />
13. Points and Signals to the concerned lines should be locked and keys kept with SM.<br />
14. SCOR on receipt of Power Block message from TPC repeat it to SM concerned.<br />
15. SM to record and acknowledge with PN and then block the electric traffic from time<br />
indicated and place Power Block collars, on the concerned levers.<br />
16. Power Block collars removed only on receipt of message from SCOR.<br />
17. Information of Power Block mentioned in the Station Diary.<br />
FORMS TO BE USED<br />
E/Tr.D/2 - Exchange of messages between TPC & SCOR when Power Block<br />
is imposed.<br />
E/Tr.D/3 - Used by TPC to SCOR for cancellation of Power Block.<br />
E/Tr.D/4 - Used by TPC and SCOR for cancellation of CO imposed by TPC.<br />
E/Tr.D/5 - Used by TPC for imposing speed restriction for OHE defective.<br />
E/Tr.D/6 - Used by field staff to permit other department to work on adjacent to<br />
electrical equipment.
APPENDIX – I CAUTION ORDER<br />
86<br />
STATION MASTER<br />
1) Describe the method of notifying, preparation, issue, record and preservation of<br />
Caution order.<br />
1. It is a written/printed advice to LP/Guard of a train directing him to observe speed<br />
restrictions, special precautions etc. while on run due to line repair or any other reason.<br />
Types of caution order<br />
Caution order (T.409) it is issued at notice <strong>station</strong>/<strong>station</strong>s and comprises all the<br />
caution orders between two notice <strong>station</strong>s and <strong>station</strong>s.<br />
Nil Caution order (T/A.409) issued at notice <strong>station</strong>/<strong>station</strong> when there is no<br />
cautions between notice <strong>station</strong>s/<strong>station</strong>s.<br />
Remainder caution order (T/B.409) Not in use in SCR.<br />
2. Method of notifying<br />
i. Officials of Engg./S&T/Elec/Mech/Security/Trafic, shall give a written advice to one of<br />
the SM‘s at either end of the block section.<br />
ii. He shall mention in the message exact km, <strong>station</strong>s between, reasons and likely<br />
duration of the CO.<br />
iii. He shall not commence the work until acknowledgement is received from SM.<br />
iv. SM shall not acknowledge unless he advises the SM at the other end of block section<br />
and obtain his acknowledgement under exchange of PN.<br />
v. After receiving the written advise the SM shall not permit any train in the block<br />
section unless<br />
a SCOR and SM of notice <strong>station</strong> are advised under exchange of PN<br />
b The LP and Guard are warned of speed restrictions by issue of CO.<br />
vi. The messages are communicated to the official in charge at divisional HQ<br />
responsible for preparation of CO or fed in the system if available.<br />
4. Method of obtaining acknowledgement by notice <strong>station</strong>s<br />
i. When notice <strong>station</strong> is situated in same control section SM shall call SM of notice<br />
<strong>station</strong> and advise message under exchange of PN with initials.<br />
ii. When notice <strong>station</strong> is situated on different control section/different division SM shall<br />
inform PN and initial to SCOR who shall in turn inform SM of the notice <strong>station</strong> and<br />
obtain his initial and PN, same may be communicated to SM.<br />
iii. Where auto phones are <strong>pro</strong>vided these messages exchanged by SM duly advising<br />
SCOR.<br />
iv. Then the SCOR will give train order for the SM to issue CO to the No. and<br />
description of train which are between the notice <strong>station</strong> and block <strong>station</strong>.<br />
5. List of notice <strong>station</strong>s<br />
The list of notice <strong>station</strong>s are mentioned in the respective WTT of the division.<br />
6. Description and preparation of CO<br />
i. CO should be serially numbered and name of <strong>station</strong>, issuing shall be stamped<br />
on each copy.<br />
ii. CO should have space between to include at least four CO.<br />
iii. No entries made on back side
87<br />
STATION MASTER<br />
iv. If more than one pages are there it should be serially numbered , Page-1, page-<br />
2,etc<br />
v. It shall specify km, <strong>station</strong>s at which or between which CO required to be<br />
observed, reasons for the imposition, names of the <strong>station</strong>s should be written in<br />
full, codes should not be used.<br />
vi. It shall contain all the speed restrictions (permanent & temporary) in geographical<br />
order in the direction of movement from one notice <strong>station</strong> to the other.<br />
vii. CO shall be made for each train. They shall be on white paper with blue or black<br />
font typed with caution order written on top in bold letters.<br />
viii. The SM shall check the cyclostyled/computer print out or the CO received from<br />
the divisional office and before delivering all CO in force shall be incorporated.<br />
ix. Details of total number of CO, number of additions & deletions shall be indicated<br />
x. Dated & signed in full by SM<br />
xi. In case of error or overwriting it shall be cancelled and fresh one prepared &<br />
issued.<br />
7. Procedure of issue CO at notice <strong>station</strong><br />
i. On receipt of the imposition/modification of SR the SM shall issue to each and<br />
every train which is passing over the affected block section.<br />
ii. When SM received no restriction of speed to be imposed up to next notice <strong>station</strong><br />
shall issue ‗NIL‘ CO (T/A.409) to all trains.<br />
iii. The LP shall not start a train from notice <strong>station</strong> without a divisional CO (T.409) or<br />
‗NIL‘ CO (T/A.409)<br />
iv. It shall be issued to LP, ALP, and guard of all trains personally or through a<br />
railway servant.<br />
v. The signatures of LP & guard obtained on record foil of the CO.<br />
In case train originating from other than notice <strong>station</strong>, SM to consult SCOR/ notice<br />
<strong>station</strong> and issue CO upto the notice <strong>station</strong>.<br />
8. Change of crew enroute<br />
The LP/Guard taking over charge must take over all CO relating to his train and give<br />
acknowledgement in log book/rough book of LP/guard<br />
9. Attaching assisting/banking engine<br />
Whenever assisting/banking engine is attached the LP/guard of the engine also shall<br />
be issued CO copy.<br />
10. In case of local/suburban trains the CO issued only once to the crew as per the link and<br />
mentioned in WTT.<br />
11. Action by SM after cancellation: When SM receives cancellation message shall advise<br />
notice <strong>station</strong>, adjacent <strong>station</strong> and SCOR. SR cancelled shall be scored out and signed<br />
by SM, before delivering CO to LP&Guard of the train.<br />
12. Record of CO message.<br />
i. At all <strong>station</strong>s & notice <strong>station</strong>s where CO are issued the messages are pasted in<br />
CO message book with serial number.<br />
ii. When cancellation message is received this message pasted juxtapose to the<br />
imposition with reference to S.No.
88<br />
STATION MASTER<br />
iii. The SM shall keep updated record of SR imposed, date & time of enforcement and<br />
cancellation.<br />
iv. This shall be brought forwarded every Monday 00.00 hours in geographical order in<br />
relation to direction of movement.<br />
v. The SM shall record in <strong>station</strong> diary the S.No. of CO in force at the time of signing<br />
on duty.<br />
vi. S.No. Used in both directions commencing from 1 st January to 31 st December.<br />
vii. After 31 st December the CO shall be brought forwarded and new S.No. issued.<br />
13. Preservation of CO.<br />
a One <strong>master</strong> copy of CO for each direction for each day shall be preserved.<br />
b Acknowledgement shall be obtained in the separate registers at Notice<br />
<strong>station</strong>s/Crew control lobbies.<br />
c COs are preserved for a period of six months after use.
APPENDIX-II LEVEL CROSSING GATES<br />
89<br />
STATION MASTER<br />
1) Classify the Level Crossing Gates and write the <strong>pro</strong>cedure of non-interlocked<br />
Engineering LC Gate working.<br />
1. Level crossing means a gate <strong>pro</strong>vided at the intersection of road with railway track at the<br />
same level.<br />
2. Level crossing gate means any form of movable barrier, including a chain, capable of<br />
being closed across the road at the level crossing.<br />
3. Level crossing gates are classified according to the train vehicle units (TVU) of the gate.<br />
4. Census for the purpose conducted once in 3 years.<br />
5. TVUs are calculated as No. of units x No. of trains<br />
6. L/C gates are classified as<br />
i. Special classes -- TVUs more than 50000<br />
ii. ‗A‘ class -- 50000 – 30000<br />
iii. ‗B‘ class --- 30000-20000<br />
iv. ‗C‘ class -- other than ‗A‘ ‗B‘ and special<br />
v. ‗D‘ class -- unmanned gates<br />
7. Level crossing gates situated within outermost stop signals of a <strong>station</strong> are under the<br />
control of Station Master which are called as Traffic LC Gates. Level crossing gates<br />
situated out side the outermost stop signals of a <strong>station</strong> are under control of PWI which<br />
are called as Engineering Gates.<br />
8. When LC gate is interlocked with Station signals or Gate signals it is called as<br />
interlocked gate. When LC gate is not interlocked with any signals it is called as Noninterlocked<br />
gate.<br />
9. Based on the traffic density, visibility and regular usage gates are converted from<br />
unmanned to manned.<br />
10. More than 3 accidents in 3 years occurs the gate to be manned.<br />
11. In case of obstruction keep the signal at ‗ON‘ and inform the SM.<br />
12. Different classifications of the gates are<br />
Annexure – I : Engg. L/C gate, interlocked and open for road traffic & telephone<br />
<strong>pro</strong>vided<br />
Annexure – II : Traffic L/C gate, interlocked and open for road traffic & telephone <strong>pro</strong>vided<br />
Annexure- III : Traffic L/C gate, non interlocked and closed for Road traffic & telephone<br />
<strong>pro</strong>vided<br />
Annexure – IV : Engg. Non interlocked gate, open for road traffic & telephone <strong>pro</strong>vided<br />
Annexure – V : Engg. Non interlocked L/C gate, closed for road traffic & telephone<br />
<strong>pro</strong>vided<br />
Annexure – VI : Engg. Non interlocked L/C gate, closed for road traffic and telephone<br />
not <strong>pro</strong>vided
Non interlocked gate , open for road traffic & telephone <strong>pro</strong>vided<br />
90<br />
STATION MASTER<br />
1. Before granting line clear, SM advise the gateman No. and description and direction of<br />
the train and issue a PN.<br />
2. Gateman will then close the L/C gate against the road traffic and issue a PN to the SM..<br />
3. Then the SM will grant line clear.<br />
4. SM at the despatching end before taking ‗off‘ dispatch signals shall exchange PN with<br />
gateman.<br />
5. In case of failure of telephone the SM shall arrange to issue CO to all the LP‘s entering<br />
the block section to observe gate rules.<br />
6. In case of failure of lifting barriers message to be issued under exchange of PN. The SM<br />
will arrange to issue CO to the LP to observe the gate rules.<br />
7. Gateman to fix a red flag before opening the L/C gate at 5 m on either side of the gate.<br />
8. In case of obstruction at the gate the gateman shall inform the SM and <strong>pro</strong>tect the gate<br />
as per GR 6.03.<br />
Non interlocked gate , closed for road traffic & telephone <strong>pro</strong>vided<br />
1. Before obtaining/granting Line Clear, Station Master shall inform the Gateman the<br />
particulars of train and give PN.<br />
2. Gateman shall record the particulars and after closing the gate, against road traffic<br />
shall communicate a PN to the Station Master.<br />
3. SM shall permit the gateman to open the gate for road traffic only after train passed the<br />
gate and when line clear is not granted/obtained for any train<br />
4. Gate closed can be opened by the Gateman with the permission of the Station Master.<br />
5. After passage of road traffic, the Gateman shall close the gate and confirm this to SM.<br />
6. In case of failure of telephone the SM shall arrange to issue CO to the entire LP‘s<br />
entering the block section to observe gate rules.<br />
7. In case of failure of lifting barriers message to be issued under exchange of PN. The<br />
SM will arrange to issue CO to the LP to observe the gate rules.<br />
8. Gateman to fix a red flag before opening the L/C gate at 5 m on either side of the gate.<br />
9. In case of obstruction at the gate the gateman shall inform the SM and <strong>pro</strong>tect the gate<br />
as per GR 6.03.<br />
10. In case of traffic gate if telephone communication fails the SM shall send a Porter with<br />
written advise to close the gate and after his return with PN from the gateman as<br />
having closed the gate he shall take off the signals.
NON-INTERLOCKED WORKING (APPENDIX III)<br />
91<br />
STATION MASTER<br />
1) What is Non-interlocking working? What is the <strong>pro</strong>cedure for NI working? How<br />
the trains dealt during NI working?<br />
Occasions for NI working<br />
Overhauling of lever frames/panels<br />
Remodeling of <strong>station</strong>/gauge conversion/doubling<br />
Introduction of panel interlocking/RRI<br />
Replacement of worn out frames/panels<br />
Cable meggering<br />
S&T engineering joint works etc.<br />
All preparatory work should be completed before NI working.<br />
The period for minor works should be decided by branch officers. Major work<br />
by DRM in consultation with Branch Officers.<br />
Shunting operation should be reduced.<br />
Less importance trains may be cancelled or short terminated.<br />
Precedence and crossing should be avoided.<br />
Major yards – NI working may be introduced in phases.<br />
Eng. S&T staff send a circular notice to SR.DOM at least 15 days in advance<br />
copy to SM<br />
SR.DOM shall issue special instructions – to A/C<br />
A notification showing the date and time, <strong>pro</strong>bable duration<br />
Action before commencement<br />
TI/SFC/Safety officer - overall in charge – DRM will decide Level of officer.<br />
DRM nominate SE/JE of S&T and eng to assist in charge.<br />
Sufficient number of clamps with pad locks H/S flags and lamps to be<br />
arranged.<br />
Contents of circular notice/special instructions to be explained to all the staff<br />
and take acknowledgement.<br />
Concerned records, memos should be arranged in advance.<br />
Caution order shall be issued by SM.<br />
S&T work and eng work should be carried out under the supervision of incharges<br />
of concerned depts...<br />
Yard shall be divided into number of areas <strong>pro</strong>vided with goomties – manned<br />
by SM/Guard/SWM assisted by points man/cabin/lever man/YP<br />
Furniture shall be <strong>pro</strong>vided by engineering branch.<br />
Proper communication shall be arranged by S&T department<br />
Lighting arrangements shall be made by electrical department.<br />
15kmph speed board shall be <strong>pro</strong>vided by S&T branch.
Preceding Sunday mock NI is to be conducted<br />
Before NI SI should give disconnection notice<br />
A common NI home with caution (off) without route indication.<br />
NI starter can be taken off to caution aspect<br />
LSS – disconnected at fag end with traffic block 2-3 hrs<br />
Normally no PLCT working<br />
Rules for NI working<br />
No run through.<br />
At a time more than one train movement not permitted<br />
92<br />
STATION MASTER<br />
On D/L all points between up and Dn line should be set to normal, clamp and pad<br />
lock. up and DN trains permitted<br />
Stop at FSS and take off Signals , allow the train with 15 kmph<br />
Outer most point must be manned LP should pass after PHS<br />
The SM on duty should nominate the line for reception/despatch with particulars<br />
In charge of goomty is responsible for correct setting, clamping and padlocking of<br />
points and exchange PN<br />
Responsible to ensure that the line is clear of obstruction<br />
SM on duty after ensuring by physical verification. PN received from goomty that the<br />
said line is free and points are correctly set and locked may permit to take off Signals<br />
On completion of work gear should be tested jointly then reconnection notice for<br />
normal working may be given
APPENDIX IV & VII<br />
SPECIAL INSTRUCTIONS REGARDING LINE PATROLLING<br />
G.R.15.05 AND PATROLLING OF LINES<br />
1) Write a detail note on Patrolling<br />
93<br />
STATION MASTER<br />
1. Patrolling is intensive inspection of line by foot arranged in addition to daily inspection<br />
of line by the key man.<br />
2. Occasion of patrolling<br />
i. Sudden storm or hurricane during day or night<br />
ii. Monsoon patrolling<br />
iii. Watch at vulnerable locations during monsoon<br />
iv. Security patrolling during civil disorders.<br />
I Sudden storm or hurricane during day or night<br />
1. Gang man on instructions of gang mate patrol the line.<br />
2. This is done in addition to monsoon patrolling.<br />
II Monsoon Patrolling<br />
1. Patrolling confined mostly to night times from sunset to sunrise<br />
2. DEN will decide the patrolling based on the report from irrigation department and<br />
prepare the patrol charts.<br />
3. Line divided into different sections called beat sections<br />
4. The patrolman appointed must patrol their beats according to patrol charts issued by<br />
DEN according to Time Table in force.<br />
5. The patrol charts will be issued to patrolman, AEN, PWI, Running room, Loco<br />
foreman, SCOR and <strong>station</strong>.<br />
6. Length between <strong>station</strong> divided into equal beats<br />
7. Patrol chart prepared including the passenger run between 18 Hrs to 6 Hrs<br />
8. Beat books maintained by SM should be serially numbered, contains name of<br />
patrolman, KM of patrol and it number.<br />
9. The pages of beat book will contain columns for date, <strong>station</strong> time of arrival and<br />
departure and signature of SM.<br />
10. Patrolman report for duty as per patrol chart contact SM, obtain beat book with<br />
departure time filled in with signature of SM.<br />
11. He must <strong>pro</strong>ceed to other end of beat present the beat book to the SM at other end<br />
who will write arrival time and give while he is returning.<br />
12. If other end is not a beat <strong>station</strong> then exchange the books at intermediate point with<br />
other patrolman and return.<br />
13. To show he is present and no danger is apprehended, patrolman for every<br />
passenger train stand on right hand side, whistle and exhibit his No. plate showing<br />
the light of his HS lamp on it.<br />
14. If after completing the beat his reliever does not turn up, he must continue to patrol<br />
the section.<br />
15. Report to the nearest SM any abnormalities after <strong>pro</strong>tecting the site.
16. SM‘s duties<br />
94<br />
STATION MASTER<br />
i. SM shall enter name and actual time of departure and arrival of patrolman in TSR<br />
in remarks columns and <strong>station</strong> diary.<br />
ii. If patrolman does not turn up within 15 minutes of his schedule arrival, shall stop<br />
all trains <strong>pro</strong>ceeding into block section and issue CO to LP to be alert and<br />
<strong>pro</strong>ceed with SR 40 Kmph.<br />
iii. Inform PWI, AEN & DEN, and SCOR and send gang mate to <strong>pro</strong>ceed in the beat<br />
section.<br />
III Watch at vulnerable points.<br />
IV SECURITY PATROLLING DURING CIVIL DISORDERS<br />
1. On apprehension of civil disturbance DEN contact local Police arrange security<br />
patrolling of <strong>Railway</strong> line.<br />
2. The patrol beat will be much shorter<br />
3. Primary duty of patrolman is to <strong>pro</strong>tect trains against any condition of danger as<br />
tampering of track or obstruction is placed on line<br />
4. There are three types<br />
i. Ordinary patrolling every 4 hours<br />
ii. Intensive patrolling every 2 hours<br />
iii. Special patrolling – Patrol special will be sent ½ hour before the<br />
scheduled departure of Passenger/ VIP special.<br />
2) Write a short note on Station detonator Register/Fog signal Register<br />
STATION DETONATOR REGISTER(APPENDIX VII)<br />
1. The <strong>station</strong> detonator register maintained at every <strong>station</strong>.<br />
2. It includes name of fog signalman, stock and utilization of detonators.<br />
3. SM obtain signature/thumb impression of all fog signalmen as having knowledge of<br />
rules for fog signalling of trains<br />
4. Usage of detonators mentioned in the register and both SM & fog signalmen shall<br />
sign the entry.<br />
5. After his duty hours the fog signalmen shall bring the used & unused detonator and<br />
handover to SM who shall enter the same in the register and both sign the entry.<br />
6. The register has four parts.<br />
7. Part I particulars of fog signalmen posted at the <strong>station</strong>.<br />
8. Part –II Particulars of receipt and stock of detonating signals at the <strong>station</strong> to be filled<br />
whenever detonators received.<br />
9. Part-III Periods of fog. Fog signalmen on duty & details of detonator used<br />
10. Part IV- particulars of issue and testing of detonators at depot <strong>station</strong>, loco shed etc.<br />
11. It is maintained for every quarter.<br />
12. In part I the signature of fog signalman taken as having knowledge of using the<br />
detonator with name and designation,<br />
13. TI to check the register. and stock on hand each time they visit.
1) How to marshal the following vehicles:<br />
a. Wagons containing explosives.<br />
APPENDIX VIII<br />
MARSHALLING<br />
b. Wagons containing petroleum and other inflammable liquids.<br />
c. Dead engines.<br />
d. Second class luggage brake van (SLR).<br />
e. Four wheelers.<br />
f. Officers saloon<br />
95<br />
STATION MASTER<br />
Marshalling means the systematic arrangement of vehicles on a train to meet specific<br />
transportation needs such as safety, operational efficiency, elimination of delay, optimum<br />
utilization of transport capacity etc.,<br />
1. a. Wagons containing explosives<br />
1 Maximum number of such wagons allowed by goods trains are ten , by mixed trains or<br />
parcel trains are three.<br />
2. They shall be separated by dummy wagons as follows: Not less than three dummy<br />
wagons from, brake van, passenger coaches, wagons containing dangerous goods or<br />
inflammable articles and one from electric or diesel loco.<br />
3. They shall be coupled close by each other as well as to other wagons.<br />
b. Wagons containing petroleum and other inflammable liquids<br />
1. No limit as regards to the number of such wagons.<br />
2. Must be coupled closely.<br />
3. Guard wagons: class A (flash point below 23 o C)<br />
From passenger coaches or brake van and other wagons containing explosives,<br />
dangerous goods and inflammable articles- not less than three<br />
Electric/diesel engines - not less than one<br />
Class B (flash point above 23 o C but below 65 o C)<br />
1. This wagon should be separated from Electric / Diesel Loco, B/Van, Pass Coach by one<br />
dummy wagon.<br />
2. Compressed and liquefied gases by two wagons.<br />
3. Explosives by three wagons.<br />
Class C (flash point at 65 o C and above)<br />
c. Dead engines<br />
1. Only one dead engine is permitted both on passengers and goods train.<br />
2. It shall be attached next to train engine only<br />
3. Dead engine shall be manned by a competent railway servant not below the assistant<br />
Loco Pilot.<br />
4. Dead engine is permitted in the section where double heading / triple heading is<br />
permitted.
96<br />
STATION MASTER<br />
5. In case of passenger carrying train dead engines shall not be taken into account for the<br />
purpose of calculating brake power.<br />
6. Shall not be attached by any superfast, Rajdhani/Shatabdi trains.<br />
d. Marshalling of SLRs<br />
1. In case of Mail/Express trains, anti-telescopic or steel bodies SLRs must be marshalled<br />
as the last coach at both ends of the formations. In the absence of front SLR the coach<br />
next to train engine be kept empty and locked.<br />
2. In case of old design SLR (one side passenger portions other side design portion) it<br />
should be marshalled in such a way that the luggage portions I trailing outer most or next<br />
to engine.<br />
3. In case of M/E trains two anti-telescopic or steel bodied coaches should be marshalled<br />
inside SLR at both ends. (Passenger trains - one coach).<br />
4. If wooden bodies SLR's to be used on ME trains it should be marshalled inside of two<br />
(incase of passenger one) anti-telescopic coaches.<br />
5. If sufficient number of anti-telescopic SLRs are not available anti-telescopic/steel bodies<br />
SLR's to be <strong>pro</strong>vided in this order M/E trains, Main line passenger, Branch line<br />
passenger short trains.<br />
6. In case of short trains, SLR whether anti-telescopic steel bodies or not should be<br />
marshalled in middle. Outer most vehicle shall be 1(1 st phase) or 2 (2 nd phase) antitelescopic/steel<br />
bodies coaches.<br />
e. Marshalling of four wheelers<br />
1. Single four wheelers must not be marshalled between two bogies, but a single four<br />
wheeler may be attached between the engine and a bogie vehicle to avoid delays in<br />
shunting en route.<br />
Note: This rule is not applicable when ever banking engine/assisting not required engine is<br />
attached in rear of rear brake van.<br />
2. A four wheeler coaching vehicle or goods wagon can be attached to a passenger train<br />
either in front i.e. next to engine or in the rear of the train.<br />
3. When four wheeler is attached to the passenger train the maximum speed of the train<br />
should not exceed 75 Kmph on BG and 50 Kmph on MG.<br />
f. <strong>Railway</strong> Officers saloons –<br />
1. Shall not be attached to race specials, postal express trains and military specials.<br />
2. Saloons of GM, HODs and CRS may be attached to any train except mentioned above.<br />
3. Not more than one saloon will be attached to a mail train.<br />
4. The saloons of Heads of Departments and Divisional <strong>Railway</strong> Managers shall ordinarily<br />
be attached to Passenger, parcel and Goods trains.<br />
5. COM‘s permission must be obtained for attaching their saloons to Mail or Express trains.<br />
6. The saloons of Divisional and other Officers may be attached to Passenger, Parcel and<br />
Goods trains only.<br />
7. Officers saloons may be attached to a light engine <strong>pro</strong>vided the saloon is fitted with<br />
Vacuum/air brake and a tail lamp or a tail board is fixed.
8. A saloon can be attached to a train if the prescribed load permits it.<br />
97<br />
STATION MASTER<br />
9. One saloon may be attached to a train in excess of the prescribed load but the actual<br />
tonnage must be shown in VG.<br />
10. Saloons while being attached care must be taken to see the detention is minimum and<br />
attached operationally convenient.<br />
11. Officers shall not take or send their saloons outside their jurisdiction without the prior<br />
consent of their Heads of Department and the COM.
PANEL INTERLOCKING(APPENDIX XI)<br />
98<br />
STATION MASTER<br />
1. It is modern signalling system <strong>pro</strong>vided at <strong>station</strong> where points and signals are operated<br />
from centrally located panels by mean of push buttons or knobs<br />
2. Provides for relay/solid state interlocking and safety features are augmented for<br />
consolidation of interlocking<br />
3. It eases the operation and eliminates time loss and confusion<br />
4. Status of points, signals and reception lines are readily available on hand to SM which<br />
makes for smoother operation<br />
5. Principal/ZRTI/MLY is responsible for Initial/Refresher training of staff in rules<br />
connected with panels<br />
6. There are two types of panels, they are<br />
a) Siemens panel (German system)<br />
b) Podanur workshop panel (British system)<br />
SIEMENS PANEL<br />
1. Stations diagrams depicted on panel board<br />
2. Push buttons of different colors codes are <strong>pro</strong>vided near the points , signal etc for<br />
their operations<br />
3. Buttons for other purposes such as cancellation etc are also <strong>pro</strong>vided<br />
4. Normal set up is as follows<br />
5. Buttons used are self restoring type return to normal on release<br />
6. Buttons are required to be pressed for not more than 3 seconds<br />
7. No function can be performed by pressing single button<br />
8. Two related buttons pressed and released simultaneously for <strong>operating</strong> given<br />
function<br />
9. Normal and reverse indications are displayed by strip indications at concerned points
99<br />
STATION MASTER<br />
10. The indications flash when operated and become steady when correctly set and<br />
locked<br />
11. Points locked indication appears as white dot near point<br />
12. Points cannot be operated when white dot near points available<br />
13. When points are occupied by train, the strip indications assume red<br />
14. Only two signal indications available ―red‖ and ‗green‘ for ‗on‘ and ‗off‘<br />
15. SM ensure route correctly set<br />
16. All points indications are steady<br />
17. Track circuit over route is clear<br />
18. Press signal button ‗GN‘ and corresponding route button ‗UN‘ simultaneously<br />
19. When signal cleared all track including overlap appear on panel<br />
20. Point lock dot indication appear near concerned point<br />
21. As train passes the aspect goes to ‗ON‘<br />
22. Route is released automatically<br />
23. As train occupies each section of route the track indication changes from white to red<br />
24. As train clears each section the indication disappears signifying route release<br />
25. In case the route is not released automatically the route will be cancelled by route<br />
cancellation method<br />
POINT POSITION INDICATION SHOWING RED:<br />
(a) Ensure Station Master‘s key is IN and turned to unlock the panel,<br />
(b) Verify the point track indication for occupation,<br />
(c) If it is clear, call for ESM to attend the track failure, and<br />
(d) If the particular point is required to be operated under conditions on track circuit failure,<br />
operate the point button ‗WN‘ with ‗EWN‘ button.<br />
Podanur workshop panel<br />
1. Station diagram depicted on panel with relevant point/signals/track indication<br />
2. Knobs of different color codes are <strong>pro</strong>vided on panel below the diagram. The<br />
number of points signals are painted on corresponding knobs for easy,<br />
identification.<br />
3. Buttons for other purpose such as cancellation etc are also <strong>pro</strong>vided<br />
4. Normal set up is<br />
Signal knobs: red , point knob-black shunt signal- yellow<br />
Siding signal- white emergency route cancellation-grey,<br />
power failure-grey<br />
5. The points and signals are operated by turning the knob switches to required<br />
position
100<br />
STATION MASTER<br />
6. Three indications are <strong>pro</strong>vided on top of each point button viz green-normal<br />
yellow-reverse, white-free. Green yellow flash during operation<br />
7. Signal indications repeated on panel are as per the signal on field<br />
8. When signal taken off white strip lights up for entire route indication the setting<br />
and locking of route<br />
9. Free indication above each point knob disappear when route is locked<br />
10. As train passes the aspect goes to ‗on‘<br />
11. Route is released automatically<br />
12. As train occupies each section of route the track indication changes from white<br />
to red<br />
13. After the completely train passes the route of the signal the route releases<br />
automatically<br />
14. In case the route is not released automatically the route will be cancelled by<br />
route cancellation method<br />
1) Write short notes on<br />
a. Panel become blank b. Point indication flashing<br />
c. Route cancellation d. Calling on route cancellation<br />
f. failure of main power supply<br />
a. Panel become blank<br />
1. Check the power supply, if it has failed<br />
2. On electrified section change the switches to other AT or State Electricity supply.<br />
3. On non-electrified section start generator.<br />
4. If power is available and the fault continues, call the ESM/SI<br />
5. Check the position of points and signals<br />
6. Use crank handle to set the points and trains shall be dealt on an authority T.369(3b)<br />
duly clamping and pad locking the points.<br />
7. If power is failed and alternative supply is not possible, take action as mentioned<br />
above.<br />
8. In non-electrified section DC calling on signal has been <strong>pro</strong>vided, this signal can be<br />
taken off in case of power failure without starting generator, but it should be done after<br />
ensuring the correct position of the points.<br />
b. Point indication flashing when point is operated<br />
1. If the flashing continues for 10 seconds, restore the points to its original position. Try<br />
to operate the points 4 to 5 times from N to R and R to N.<br />
2. If the flashing still continues physically verify the points at site and remove any<br />
obstruction in the points between the switch and stock rails.<br />
3. Again operate the points.<br />
4. If the flashing still continues, treat the point as defective and call for ESM/SI.
101<br />
STATION MASTER<br />
5. Use crank handle to set the point to the required position and after setting they shall<br />
be clamped and padlocked.<br />
6. After setting the points the crack handle should be restored to HKT.<br />
7. After setting the points if ‗N‘ or ‗R‘ indication available signals can be taken off after<br />
clamping and padlocking..<br />
8. Other wise receive the train on authority T.369 (3b) after clamping and padlocking<br />
the points.<br />
c. Route cancellation<br />
Cancellation of route on Siemens panel<br />
1. Route cancellation <strong>pro</strong>cedure will be adopted to cancel the signalled movement<br />
or to change the route already set.<br />
2. Before applying route cancellation ensure that the train has not passed the<br />
signal.<br />
3. Press the concerned signal button {GN} and Emergency signal button {EGGN} to<br />
bring the signal back to „ON‟ position.<br />
4. Keep pressing „GN‟ and „EUUYN‟ buttons simultaneously till such time<br />
cancellation indication white dot appears by the side of the concerned signal.<br />
5. After white dot appears, release ‗GN‘ and „EUUYN‟ buttons and the flashing<br />
cancellation will become steady after an in travel of ap<strong>pro</strong>ximately 2 minutes.<br />
6. Now press „GN‟ and „EUUYN‟ buttons. Keep „GN‟ pressed and release „EUUYN‟<br />
and press concerned route button.<br />
7. All track indications and white dot cancellation will disappear and the „EUUYN‟<br />
counter will record next higher number and the SM shall enter the counter<br />
number in the special register with reasons.<br />
Route cancellation on podanur panel<br />
1. Route cancellation <strong>pro</strong>cedure will be adopted to cancel the signaled movement or to<br />
change the route already set.<br />
2. Keep the signal knob in normal position after ensuring that the train has not passed<br />
the Signal.<br />
3. Press and release route cancellation button, white light indication appears below the<br />
counter and after 2 minutes route will be free.<br />
4. Route cancellation counter will record next higher number.<br />
5. Flashing white light indication below the counter will disappear.<br />
6. SM shall record the counter number with all the particulars in the concerned register.<br />
7. In case relay interlocked if route is locked after passage of the train, try to cancel the<br />
route by normal cancellation. In case route still remains locked cancel the route by<br />
calling on route cancellation and entries shall be in red ink TSR.
PROCEDURE FOR TAKING OFF AND CANCELLING CALLING ON SIGNAL<br />
Siemens panel<br />
102<br />
STATION MASTER<br />
1. The calling on signal is to be operated only when the train has occupied the calling<br />
on track and has come to a stop at concerned Home/starter signal and gets audible<br />
buzzer..<br />
2. Then the Main Signal button and COGGN button are to be pressed simultaneously<br />
and keeping the main signal button pressed. Route button is to be pressed duly<br />
releasing the COGGN button.<br />
3. The point in the route and isolation are operated automatically to the required<br />
position and gets locked..<br />
4. A row of White light appear on the panel for the concerned route and flashing circular<br />
white indication near the signal button appears<br />
5. Calling on signal will clear after a time interval of 120 sec. and flashing indication will<br />
disappear.<br />
6. Each operation of clearance of calling on signal is electrically counted and<br />
registered.<br />
7. The on duty SM must record the no. of counter after each operation duly putting his<br />
initial in the concerned calling on register.<br />
8. If the route is not cleared automatically the following <strong>pro</strong>cedure shall be adopted<br />
PODANUR PANEL<br />
a. The signal button and EGGN button shall be pressed simultaneously.<br />
b. The signal button and the Calling on Cancellation button shall be pressed<br />
simultaneously.<br />
c. Signal button and route button shall be pressed leaving Calling on<br />
Cancellation button.<br />
d. This will cause the calling on cancellation indication of the signal to flash.<br />
e. After the lapse of 240 sec, the route of the calling on signal shall be released.<br />
f. This action gets registered in the calling on signal cancellation counter<br />
g. The cancellation of calling on signal shall be recorded in the concerned<br />
register by SM.<br />
1. Calling-on signals shall be operated only when the train comes to a stop after<br />
occupying calling ON Track circuit and gets audible buzzer.<br />
2. SM on duty shall turn the calling on signal knob to reverse (R) duly ensuring the<br />
correct setting of all the points in the route.<br />
3. The SM on duty now shall press and leave the COGGN push button.<br />
4. A steady white light will appear under the relevant veeder counter<br />
5. A row of White light appears on the panel for the concerned route.<br />
6. After the lapse of 120 seconds, the calling on signal assumes OFF aspect which is<br />
displayed by a steady yellow light.<br />
7. The relevant veeder counter will register next higher number and make entry in the<br />
concerned register.
103<br />
STATION MASTER<br />
8. The route set will remain locked up even after the arrival of the train and it has to be<br />
released only though calling on cancellation.<br />
9. Calling -on signal knob is to be put back to normal and Calling–on cancel button is to<br />
be pressed.<br />
10. White light indication appears below the calling on cancel veeder counter.<br />
11. On completion of 240 seconds, the route illumination gets extinguished releasing the<br />
route and simultaneously cause the white indication to disappear.<br />
12. Make an entry in the calling on cancellation register.<br />
d. ROUTE CANCELLATION WHEN ROUTE LOCKED (Appendix XI- 4/SWR)<br />
1. At <strong>station</strong>s <strong>pro</strong>vided with relay interlocking the route may get locked up after the<br />
passage of the train due to track circuit failure<br />
2. Try to cancel the route by normal cancellation method and if the route still<br />
remains unlocked, the same may be cancelled by ‗calling-on‘ cancellation<br />
method as given below.<br />
{A} Normalize home signal knob<br />
{B} Reverse calling-on signal knob.<br />
{C} Press and release calling-on initiation button {COGGN}<br />
{D} Normalize calling-on signal knob.<br />
{E} Press and release the ‗calling-on‘ route cancellation button.<br />
3. A white indication appears near the ‗calling-on‘ route cancellation button and<br />
after 240 seconds the route will get released.<br />
4. The ‗calling-on‘ cancellation counter will record next higher number and the SM<br />
shall record the same in the special register with all the particulars.<br />
f. Failure of main power supply:<br />
1. When main power supply fails, an audible warning along with a red light<br />
indication is given on the panel.<br />
2. Stop the buzzer by pressing the acknowledgement button.<br />
3. The red light will continue to burn,<br />
4. Start generator No.1 by using push button arrangement. If it does not start, use<br />
crank handle to start it,<br />
5. Change the main/generator switch to generator position and change Generator<br />
(1)/(2) switch to generator (1) position.<br />
6. Check whether all indications are available on the panel and resume normal<br />
working.<br />
7. After 4 hours, if main power supply does not resume, start generator (2) and<br />
change over the generator (1)/(2) switch to generator (2) position.<br />
Main power supply resumes:<br />
1) Once again audible warning comes on the panel. Stop it by pressing acknowledgement<br />
button. Now the red light indication disappears,<br />
2) Stop the generator,
3) Change the main/generator switch to main position, and<br />
4) Check the availability of all indications on the panel.<br />
Frequent failure of main power supply:<br />
104<br />
STATION MASTER<br />
If frequent and intermittent failure of main power supply is experienced, to avoid<br />
signals going blank in the face of an ap<strong>pro</strong>aching train, the power supply shall not be<br />
changed over to the main till the required train movement is completed even if the main<br />
supply resumes. Send a report to DEE.<br />
2) Write short notes on a) RRI b) BPAC c) SSI<br />
a) Route Relay Interlocking (RRI) (Operating Manual W.R.)<br />
The route relay interlocking is an im<strong>pro</strong>vement on the panel interlocking and<br />
generally adopted for big yards, junctions having large number of points and signals<br />
and frequent yard movements.<br />
In this system, points in the route overlap and isolation get set automatically to the<br />
required position when a route setting is initiated from a signal to a required route.<br />
Entrance- exist (N-X) system is being adopted on Indian <strong>Railway</strong> but generally N-X<br />
type Siemens‘ system is adopted on Western <strong>Railway</strong>.<br />
Operation of RRI:<br />
If the point are required to be operated individually for testing and maintenance<br />
purposes, the concerned point button and common group point button (COPB) is<br />
pressed simultaneously and released<br />
.For clearing the signal, the signal button is pressed in conjunction with the relevant<br />
route button and the buttons are released after 2 or 3 seconds.<br />
This operation sets all the points in the route, overlap and isolation to the required<br />
position and then clears the signal.<br />
The whole route from that signal to the signal in advance is also set.<br />
This is indicated by white light continuously including the overlap. If all the conditions<br />
for taking off signals are fulfilled one signal clears ‗OFF‘ aspect.<br />
The whole route from one signal to the next signal comprises of one or more subroutes.<br />
As the train passes the signal and occupies and clears the track circuits in a<br />
sequential order the sub-route gets released automatically one by one till the train<br />
comes to on berthing track.<br />
The sub routes released in this way in the rear can be immediately used for any<br />
subsequent movement involving that sub-route.<br />
The time delay ensures that the points in the overlap do not get released when the<br />
train is ap<strong>pro</strong>aching. The ap<strong>pro</strong>ach and back locking is also <strong>pro</strong>vided.<br />
b) Block <strong>pro</strong>ving by Axle Counters: (Operating Manual W.R.)<br />
In conventional Block signalling last vehicle check is done by the Cabin man / ASM of<br />
receiving <strong>station</strong> to ensure complete arrival of train.
105<br />
STATION MASTER<br />
Human error can play a vital role in correct detection if a parted bogie stays in the block<br />
section.<br />
This can be avoided if block is <strong>pro</strong>ved by the Axle counter.<br />
Axle counter block working monitors the train movement to the block section.<br />
Automatic checking up of the clearance of track upto Block overlap and restoration of all<br />
signals to ON position.<br />
After arrival of last train with locking of relevant points ensure reduction in block<br />
<strong>operating</strong> time.<br />
The SMs at both the <strong>station</strong>s get automatic display of status of the track (line closed and<br />
train on line) and direction of train movement (train going to / train coming from).<br />
The Axle counter block working is possible for both single line and double line section.<br />
In single line sections one axle counter is placed at either side of the <strong>station</strong>.<br />
The track device is mounted on the advance track circuit of both ends of the block<br />
section.<br />
In double line section both up and down lines have axle counter at the receiving <strong>station</strong>.<br />
Track device are mounted on the advance starter and home signal track circuits of each<br />
line.<br />
The system consists of relay logic circuit and combiner / converter units at both ends and<br />
relay status data is exchanged by using fails safe digital multiplexing.<br />
As in count of axles at dispatching <strong>station</strong> are tallied with out count of axles at receiving<br />
<strong>station</strong> for block <strong>pro</strong>ving, the possibility of leaving any stock in the block section is<br />
nullified.<br />
In case of failure of axle counter block resetting is possible with co-operation from the<br />
other end of <strong>station</strong> <strong>master</strong>.<br />
c) Solid State Interlocking (SSI) (Operating Manual W.R.)<br />
o Relay Interlocking requiring thousands of relays and wirings has inherent limitation in<br />
regards to flexibility, high cost of installation, requiring large space and<br />
regular/preventing maintenance schedules.<br />
o These factors leads to the high cost of operations which is overcome by new type of<br />
interlocking system called Solid State Interlocking (SSI) are being installed on Indian<br />
<strong>Railway</strong>s.<br />
o Reduction in Relay room sizes, air conditioners and power requirements are other<br />
advantages in addition to reduced cost for installation and alterations even in case of<br />
major yard alterations.<br />
o The <strong>operating</strong> domino type panel is used by SM for <strong>operating</strong> SSI. Push buttons of the<br />
panel are read by input modules of SSI and panel indications are <strong>pro</strong>vided through<br />
separate panel <strong>pro</strong>cessors which is connected to SSI through a serial data link.<br />
o Two panels can be <strong>pro</strong>vided for End panel operation.<br />
o A data logger logs the input and output of SSI with time stamping for later off- line<br />
operational and failure analysis.<br />
o A maintainer terminal is <strong>pro</strong>vided to monitor SSI status including failures.
106<br />
STATION MASTER<br />
o The reliability of SSI system is very high as the <strong>pro</strong>cessors are not only duplicated but<br />
additional state is <strong>pro</strong>vided in Hot standby mode.<br />
o A safety monitor detects the <strong>pro</strong>cessor failures and switches to standby <strong>pro</strong>cessors<br />
automatically.<br />
o In short this technology <strong>pro</strong>vides maintenance free and easy fault localizing system of<br />
interlocking giving fault indications on the faulty unit. If the hot stand by is not available<br />
for automatic change over, faulty unit is replaced by maintenance staff immediately.<br />
Advantage of SSI<br />
Increase in section capacity<br />
User friendly operation<br />
Fail safe technique<br />
Multiple mode operation<br />
Significance of SSI for <strong>operating</strong> staff<br />
Reduce man power<br />
<strong>Central</strong>ized operation<br />
Multiple mode of operation<br />
Control cum indication Panel<br />
Video display unit (PC)<br />
<strong>Central</strong>ised traffic Control (CTC) permits remote operation<br />
Significant reduction of traffic block time<br />
Easier and simple operation
APPENDIX XVII WORKING OF SIDING<br />
107<br />
STATION MASTER<br />
1) Write in detail about the working of trains between serving <strong>station</strong> to siding<br />
Siding are classified into following categories<br />
1. Public siding – owned and operated by railways<br />
2. Assisted siding – owners of the siding use it and construction cost jointly by<br />
railways and siding owners<br />
3. Private siding – for use of owners of siding entire cost of construction borne by<br />
siding owners<br />
4. Departmental siding – sidings used by different department of railways<br />
5. Military siding – owned and entirely used by military authorities.<br />
These sidings are served through block <strong>station</strong>s which are called serving <strong>station</strong>s<br />
According train from and to siding run under<br />
I ONE PILOT SYSTEM<br />
II MULTIPLE PILOT SYSTEM<br />
COMMON FEATURES OF THE SYSTEM<br />
1. The system to be adopted is decided by Sr. DOM, will be incorporated in SWR.<br />
2. SM maintains ―Pilot movement register‖ for recording the details of movements of<br />
trains to and from the siding.<br />
4. Guard or in his absence <strong>operating</strong> staff deputed by SM will be the in charge of the Pilot.<br />
5. Person in charge of pilot responsible for safe working, correct setting and securing of all<br />
points concerned using cotter & bolt/clamp and padlock while entering/leaving siding and<br />
during shunting operations.<br />
I ONE PILOT SYSTEM<br />
1. SM to ensure clearance before despatch of the pilot by seeing pilot movement register.<br />
2. SM advice in charge of Pilot and LP about work to be done in siding through written<br />
memo. Handover the load slip, LV No. & Caution Order to observe both ways on the<br />
siding line.<br />
3. SM there after set the route for dispatch, clear shunt signal and hand over written<br />
authority to LP in the prescribed format and take acknowledgment.<br />
4. SM in a position to admit shall set the route and receive into <strong>station</strong> by taking ‗off‘ shunt<br />
signals or pilot in on memo.
II MULTIPLE PILOT SYSTEM.<br />
108<br />
STATION MASTER<br />
1. SM advise Pilot in charge & LP about working to be done through written memo.<br />
2. Handover the load slip of wagon particulars and LV No. CO to be observed both ways on<br />
siding line.<br />
3. SM set the route for dispatch, handover written authority to LP in format and obtain<br />
acknowledgement.<br />
4. LP <strong>pro</strong>ceed to siding duly observing prescribed SR if any.<br />
5. Pilot stop start of top points/stop board/ earmarked place at the siding yard.<br />
i. On arrival inside the siding , Pilot in charge assure the SM duly supported<br />
by PN that pilot arrived complete into the siding and line between <strong>station</strong>s<br />
and siding is clear<br />
8. On completion of work in siding yard, Pilot in charge advise SM the load particulars and<br />
LV No. of Pilot to return to <strong>station</strong> and seek his permission to start.<br />
9. SM shall give permission supported by PN only after ensuring line between siding &<br />
<strong>station</strong>s is free through Pilot movement register.<br />
10. On receiving SM‘s permission Pilot in charge ensure correct setting and locking of points<br />
for dispatch from siding and handover written authority to LP in format.<br />
11. SM in a position to admit set the route & receive the Pilot into <strong>station</strong> yard by taking ‗off‘<br />
shunt signal or by Pilot in memo.
BLOCK WORKING MANUAL<br />
BLOCK INSTRUMENTS<br />
109<br />
STATION MASTER<br />
1. Block Instrument is an appliance which shall be kept in the SM‘s office at every block<br />
<strong>station</strong>.<br />
2. It is used in the absolute block system to grant or to take line clear<br />
3. It ensures that no train is dispatched into occupied block section.<br />
4. It works like a visual reminder to the SM to ensure the presence of a train in the block<br />
section.<br />
5. At present on this railway, token and token less block instruments are in use.<br />
6. On single line token and token less block instruments are in use, but on double line<br />
only tokenless instrument is in use.<br />
7. On double line ‗SGE‘ {Siemens general electric} token less block instrument is in use.<br />
8. On single line token less ‘DAIDO‘ handle type, ‘KYOSAN‘ push button and<br />
‗PODANUR‘ push button type instruments are available.<br />
9. In case of single line token, there are two types of block instruments namely ‘NEALS<br />
TABLET‘ and ‗NEALS BALL‘ token.<br />
10. Dispatch signals like Advanced starter/ starter/ IB, will be interlocked with the block<br />
instrument .<br />
11. When the block instrument is defective, signals will not obey which are interlocked<br />
with the block instrument.<br />
12. When the block instrument or the signals interlocked with the block instrument are<br />
defective, the authority to <strong>pro</strong>ceed given to the driver shall be PLCT [Paper line clear<br />
ticket].<br />
13. The ‗ON‘ position of the FSS and LSS <strong>pro</strong>ves in the block instrument. ‗SNR‘ [Signal<br />
Normal Relay] indication is <strong>pro</strong>vided in the Podanur push button type and Daido<br />
handle type block instruments.<br />
1) Write short notes on a) Private Numbers b) TSR<br />
c) Red ink entries in the TSR d) Station Diary<br />
a) Private Numbers (BWM Part A-3.22,B-3.18,C-3.13)<br />
1. PN books shall be supplied to <strong>station</strong> by T.I<br />
2. They shall be signed by T.I<br />
3. They shall be numbered in the order in which they shall be used.<br />
4. Only Two books shall be available with the staff on duty.<br />
5. Only one PN book shall be in use at a time.<br />
6. PN shall be given for each train for which SM grants line clear or informs gateman or any<br />
other occasion as per rules.<br />
7. The SM shall record the PN given and obtained in the TSR/PN exchange register.<br />
8. When a number is allotted, a line shall be drawn horizontally.
9. The train number, date of issue shall be entered in the column.<br />
10. The TI visiting <strong>station</strong> shall check the PN sheet.<br />
110<br />
STATION MASTER<br />
11. Same number shall not be issued for consecutive train, the SM shall cancel such number<br />
and give next number.<br />
12. The SM receiving the number shall be responsible to ensure that no two consecutive<br />
numbers are received from the same <strong>station</strong>.<br />
13. If PN book is lost, misplaced or out of stock, the SM shall prepare a manuscript book till<br />
such time a new one is supplied.<br />
14. It shall be preserved and sent to the TI in a sealed cover six months after one year.<br />
b) Train Signal Register (BWM Part A-2.6, B-2.6, C-2.7)<br />
1. It is an important register and SM shall keep separate register for each block<br />
instrument.<br />
2. All the signals sent on Block Instrument and timings shall be recorded.<br />
3. The timings recorded shall be actual and can be rounded of to next higher<br />
minutes.<br />
4. All the entries in TSR must be made in ink.<br />
5. All signatures shall be mad in full.<br />
6. No erasure or overwriting shall be made in TSR.<br />
7. A line shall be drawn through on a wrong entry.<br />
8. Testing of Block instrument, handing over and taking over, Signing ON and<br />
signing OFF shall be recorded in TSR.<br />
9. A red ink line shall be drawn below the entry of the last train of the date.<br />
10. The SM shall continue to remain on duty till all the entries of the train are<br />
complete. In case of any delay both SM‘s shall put their initials.<br />
11. The in-charge SM/SS shall daily check the TSR and pass remark in TSR.<br />
12. TSR shall not be removed from cabin/SM with out the orders of DRM.<br />
13. TSR shall be retained at the <strong>station</strong> for one year after the half year in which it is<br />
completed.<br />
14. All the TSR books shall be preserved for any pending enquiry if any pending and<br />
back shall be kept in safe custody of SM.<br />
c) Red ink entries in TSR (BWM Part A-2.6,B-2.6,C-2.7)<br />
1. When the section is Block Forwarded or Blocked Back.<br />
2. Working of Material Train.<br />
3. M.T., Lorries and trollies entering the block section<br />
4. Testing signals exchanged.<br />
5. Block working is interrupted.<br />
6. Trollies and lorries working with out line clear.<br />
7. Line block is given to engineering department.
8. Running line is blocked with a stabled load at a <strong>station</strong>.<br />
9. Balancing of tokens.<br />
10. Train passed IB at ON<br />
11. Any other special occurrence in connection with block working.<br />
d) Station diary<br />
1. It is an important record maintained at all the <strong>station</strong>s.<br />
2. It is maintained shift wise.<br />
111<br />
STATION MASTER<br />
3. The outgoing SM before signing OFF duty complete the columns pertaining to his shift<br />
and mention in the <strong>station</strong> diary.<br />
4. The Incoming SM before signing ON duty shall read the columns written by the previous<br />
SM and understand the contents clearly and then take over charge by mentioning in the<br />
<strong>station</strong> diary.<br />
5. The various columns maintained shift wise are<br />
i. Date & time and Name of the SM/ASM in that shift & name of other staff working<br />
under him.<br />
ii. Condition of working of Block Instrument, Block Phone, Group Phones, Auto &<br />
BSNL Phones, Control Phones and VHF sets and if failed mention of failure time<br />
made in remarks column.<br />
iii. Condition of all the seals and locks of the S&T gears at the <strong>station</strong><br />
iv. Condition of working of all S&T gears of the <strong>station</strong> and if Disconnection and<br />
Reconnection is given mention will be made in the remarks column of the diary.<br />
v. Condition of the Up and Dn Block Sections in both directions and if blocked the<br />
reasons pertaining to it mentioned in the remarks column.<br />
vi. If any trolley on line is in the section or not<br />
vii. Conditions of all the running lines and non running lines of the <strong>station</strong>, if blocked<br />
what are the vehicles and on which line and how secured.<br />
viii. S.No. of all the caution orders in force in both Up and Dn directions mentioned.<br />
ix. Condition of weather, cloudy, raining or drizzling and actual condition of weather<br />
to be mentioned<br />
x. Whether any weather warning received, if so when and whether messages sent<br />
to the concerned officials or not<br />
xi. Name of the Patrolman with the arrival and departure timing<br />
xii. Whether any unusual incidents taken place during the duty hours, if so mention<br />
the same in remarks.<br />
xiii. Whether any detentions have occurred to the trains during the duty hours and if<br />
so the reasons.<br />
xiv. Handing over of the duty by the SM/ASM to be mentioned with the last PN issued<br />
by him.<br />
6. When Signals are tested by SM or S&T staff entry shall be made in this register<br />
7. SS/SM of the <strong>station</strong> should scrutinize the <strong>station</strong> diary daily and fill the relevant columns<br />
pertaining to him.
8. The columns pertaining to the SS/SM include the following<br />
112<br />
STATION MASTER<br />
i. Condition of cleanliness of the <strong>station</strong> buildings, Offices, Yards, Platforms, and<br />
waiting halls.<br />
ii. Daily Inspection of Signals and S&T gears and record the results in the diary<br />
iii. Visits by various Inspecting officials/Officers at the <strong>station</strong><br />
iv. Signature of the SS/SM with remarks if any.<br />
9. Inspecting officials whenever inspect <strong>station</strong>, check the <strong>station</strong> diary and ensure it is<br />
correctly maintained and discrepancies to be reported to the higher officials.<br />
10. If prescribed form of authority not available and manuscript memo used mention to be<br />
made in the diary.<br />
11. Extension of line block, power block and other blocks mentioned in the diary.<br />
12. The permit for the motor trolley given, to be surrendered at the next <strong>station</strong> after clearing<br />
the block section to be pasted in the <strong>station</strong> diary<br />
13. The track fit certificate or fit certificate of the vehicle/loco issued by the concerned<br />
officials after the accident taken place to be pasted in the diary.<br />
2) Write short notes on the following<br />
a) Is line clear when to be asked<br />
b) Stop and examine signal<br />
c) Vehicles running away into the block section<br />
a) IS LINE CLEAR WHEN TO BE ASKED‟ (BWM Part A-3.8,B-3.12,C-3.5)<br />
1. At train originating <strong>station</strong> for a passenger carrying train ‗IS LINE CLEAR‘ shall be<br />
asked five minutes before the booked departure time.<br />
2. In case of a Goods train‘ IS LINE CLEAR‘ shall be asked when the train is formed<br />
and ready in all aspects.<br />
3. At an Intermediate <strong>station</strong>, for all stopping trains with less than five minutes halt ‗IS<br />
LINE CLEAR‘ shall be asked when the train is sighted.<br />
4. At an Intermediate <strong>station</strong> ‗IS LINE CLEAR‘ shall be asked for a run through train<br />
seven minutes before the train is due to pass through the <strong>station</strong>.<br />
5. If the running time of a run through train is less than seven minutes, ‗IS LINE CLEAR‘<br />
shall be asked immediately after receiving ‗Train entering block section‘ signal.<br />
6. The ‗IS LINE CLEAR‘ signal shall not be given until ‗Train Out of Block Section‘<br />
signal has been received for the last preceding train.<br />
7. In order to avoid excessive detention to trains of lesser importance, a Mail/Express<br />
train running less than ten minutes late may be detained up to ten minutes to save a<br />
delay of 30 minutes or more for a passenger train or 45 minutes to a goods train.(non<br />
controlled section)<br />
8. A passenger train running less than 10 minutes late may be detained up to a total of<br />
10 minutes to avoid a delay of 30 minutes or more of a goods train.(non controlled<br />
section)
) STOP AND EXAMINE SIGNAL (BWM Part A-5.6, B-5.7, C-5.8)<br />
113<br />
STATION MASTER<br />
1. When SM observes anything unusual ( other than absence of tail lamp or tail board)<br />
on a train during its passage through the <strong>station</strong>, such as goods falling off, vehicle on<br />
fire, broken axle or coupling etc., he shall try to stop the train. If he failed to stop the<br />
train, stop & examine signal (six pause one on block instrument) may be sent to SM<br />
in advance<br />
2. SM to intimate the nature of irregularity.<br />
3. SM in advance acknowledges by giving six pause one and on arrival, even a run<br />
through train out of course and take remedial action.<br />
4. After ensuring all is clear, send ―train out of block section‖ to SM in rear<br />
5. SM of the <strong>station</strong> who notices or suspects it would have caused damage or<br />
obstruction to block section in rear, inform the SM in rear about irregularity<br />
6. Both SMs to issue CO for trains entering the block section until it is confirmed all is<br />
right<br />
7. On double line CO will be issued to the LPs <strong>pro</strong>ceeding on the adjacent line.<br />
c) VEHICLES RUNNING AWAY INTO THE BLOCK SECTION (BWM Part A-5.9,B-5.10,C-<br />
5.11/12)<br />
1. SM aware vehicles escaped in Block Section shall give vehicles running away into<br />
the block section signal (six pause four/six pause five bell beats) to the other SM.<br />
2. No train shall be allowed to enter Block section from either end.<br />
3. If any relief engine has to be sent only after information is received that vehicle has<br />
come to a stop or after 30 minutes more than the running time of slowest speed<br />
goods train in that direction.<br />
4. SM on receiving signal, acknowledge and take <strong>pro</strong>tective measures as may be<br />
considered expedient under the circumstances to prevent accident.<br />
5. If <strong>station</strong> is on gradient falling towards next <strong>station</strong>, SM shall try to stop the vehicles<br />
by covering rails heavily with sand, earth or small broken stones for great distance<br />
and set points to loop line or dead end siding.<br />
6. If can‘t be stopped, the trailing points set to force trail through them<br />
7. If no train ap<strong>pro</strong>aching or line is not on a falling gradient, the vehicles may be allowed<br />
to run through and warn the other SM.<br />
8. If vehicle contain passenger shall not be set to dead end siding unless to prevent<br />
more serious accident.<br />
9. On controlled section, SCOR be informed.<br />
10. If portion of train or BV has run away detonators placed on track to attract attention of<br />
guard.<br />
11. When the obstruction has been removed, Train out of block section signal shall be<br />
sent .
3) How to obtain Line clear through control and VHF set ?<br />
LC TROUGH CONTROL(BWM Part A-8.8,B-8.8,C-8.8)<br />
114<br />
STATION MASTER<br />
1. Whenever the <strong>station</strong> block instrument/phone is defective and no other means of<br />
communication is available, the SM shall immediately inform the SCOR & other<br />
concerned officials through a message.<br />
2. Both SMs shall record all the particulars in TSR with red ink and exchange messages<br />
in a <strong>pro</strong>-forma as given in the Block working manual<br />
3. The SCOR shall record the failure on the control chart and shall acknowledge while<br />
taking over / handing over the charge.<br />
4. The SM who is having a train to dispatch will take permission from SCOR and the<br />
SCOR shall call the SM at other end on control phone and establish communication<br />
between both SMs.<br />
5. Both SMs before granting / obtaining line clear shall identify each other by calling out<br />
their <strong>station</strong> names and also their full names.<br />
6. Both SMs shall repeat the arrival and departure timings of last three trains to the<br />
SCOR, who shall cross check the timings with the control chart.<br />
7. The SM who requires line clear shall clearly mention train number, description of the<br />
train {Express/Passenger/Goods} and also the direction {UP/DN}.<br />
8. The SM at other end before giving line clear supported with a PN shall comply with<br />
all the conditions for granting line clear.<br />
9. Both SMs shall record in TSR with red ink the train number in full, description, arrival<br />
& departure timings of each train run between two <strong>station</strong>s during block failure.<br />
10. Both SMs shall record the means of communication through which line clear is<br />
obtained or granted on the T/A 1425{outward} & T/B 1425{inward} documents.<br />
11. After obtaining line clear the SM shall prepare the Paper Line Clear Ticket on Form<br />
No. T/C 1425 for UP direction & T/.D 1425 for DN direction and take the<br />
acknowledgement of loco pilot in T/A 1425 before handing over PLCT to him..<br />
12. Both SMs shall record the ‗Train Entering Block Section‘ and ‗Train Out Of Block<br />
Section‘ particulars in T/A 1425 & T/B 1425, TSR, communicate each other on<br />
control phone and also inform the SCOR.<br />
13. All trains shall be stopped for issuing PLCT, the serial numbers of PLCTs issued to<br />
each train shall be recorded in remarks column of TSR against the entry.<br />
14. Whenever line clear is cancelled, both SMs shall record the same in the‘D‘ column of<br />
T/A 1425 and T/B 1425 duly informing the SCOR.<br />
15. The SCOR shall co-ordinate between both SMs to fulfill all the transactions and<br />
record all the PNs in the control chart which were issued by SM for granting line clear<br />
and also ensure that the block section is clear at the time of granting line clear.<br />
16. Both SMs shall record the name of the Section controller in the remarks column of<br />
the TSR.
Line clear through VHF set. (BWM Part A-8.9,B-8.9,C-8.9)<br />
115<br />
STATION MASTER<br />
1. Before actually signalling a train through VHF, the SM shall exchange messages in<br />
the <strong>pro</strong>forma given in the BWM and record in red ink in TSR.<br />
2. SM of both <strong>station</strong>s contact each other on common frequency/channel in their VHF<br />
sets and switch over to the freezed channel<br />
3. The common channel and freezed channel mentioned in SWR<br />
4. Both SMs shall cross check PNs given for last three preceeding trains, trains nos.<br />
and record these particulars in red ink in TSR.<br />
5. SM at despatching clearly mention train no. In full description and direction for which<br />
LC required.<br />
6. SM at other end after complying condition for granting LC shall grant LC supported<br />
by PN.<br />
7. The train no., description, direction and arrival/departure of each train and PN<br />
obtained issued recorded in red ink in TSR by both SM‘s<br />
8. SM record the means of communication in T/A.1425 and T/B.1425<br />
9. After obtaining L/C SM prepare PLCT (T/C.1425 or T/D.1425) and deliver to LP<br />
taking his acknowledgement in T/A.1425<br />
10. S.No. of PLCT mentioned in remarks column of TSR for each entry<br />
11. SM‘s communicate train entering block section or train out of block section in TSR.<br />
12. When L/C cancelled same to be recorded in ‗D‘ column<br />
13. All trains stopped for issue of PLCT<br />
14. SM switch over to common channel after necessary transaction completed<br />
15. the common and freezed channel are<br />
4) Write short note on<br />
Common channel/frequency - channel 13<br />
Freezed channel/frequency - channel 8 - 1 st adjoining <strong>station</strong><br />
channel 9 - 2 nd adjoining <strong>station</strong><br />
channel 10 – 3 rd adjoining <strong>station</strong>.<br />
a) PLCT working (BWM Annexure) b) Testing signal (testing block instrument)<br />
a) PLCT working (BWM Annexure)<br />
Failure/suspension of B/I, LC shall be obtained by alternative means<br />
Both SMs shall exchange messages in the <strong>pro</strong>forma and record in the TSR in red<br />
ink.<br />
Ensure that the entries in the TSR are complete and block section is clear<br />
The LC enquiry message for despatch (T/A 1425 out ward), lcm received(T/B1425<br />
inward) shall be written by both SMs with initials<br />
No abbreviation or curtailment of words or train description shall be used.<br />
The SM stamp should be affixed on PLCT<br />
All entries shall be made in red ink in TSR
116<br />
STATION MASTER<br />
When block working is resumed make entry in red ink in TSR showing time and date<br />
of resumption advise each other under exchange of PNs<br />
b) Testing signal (testing block instrument by S&T staff)<br />
The ‗Testing‘ signal shall be used for the purpose of testing the block instruments.<br />
Authorised persons to test the block instrument are SI and ESM.<br />
The Instruments and Apparatus connected with them may only be tested.<br />
Whenever no authorised person is present at one end, he may request the Station<br />
Master to test the block instrument on his behalf.<br />
The block instrument and apparatus connected with them shall be tested only when the<br />
block instrument is displaying ‗Line closed‘ condition.<br />
Assuming that the SI/ESM is at ‗X‘, he shall first exchange testing signals(16) with<br />
‗Y‘.(Station Master)<br />
The SI/ESM shall obtain line clear and shall take ‗OFF‘ the Last Stop Signal at ‗X‘ .<br />
The SI/ESM shall then cancel ‗Line clear‘ and again attempt to take ‗OFF‘ Last Stop<br />
Signal at ‗X‘ to see that it cannot be taken ‗OFF‘.<br />
This operation shall be repeated in the reverse direction, the Station Master at ‗Y‘<br />
commencing with the ‗Testing‘ signal.<br />
Whenever the SI/ESM opens the instrument or for maintenance work or when fixing a<br />
new instrument, he shall test the block instrument,<br />
After the ‗Testing signals‘ are exchanged, the Station Master shall ensure that the<br />
block instrument and other appliances are restored to normal and locked and sealed,<br />
whenever required.<br />
Entries in red ink shall be made in the Train Signal Register immediately below the<br />
entries for last train and signed by both the SI/ESM and the Station Master.<br />
The time given shall be the time when the ‗Testing‘ signals were completed.<br />
5) Describe in detail regarding cancel last signal<br />
a) Cancellation of line clear before the train enters block section?<br />
b) Cancellation of line clear after the train enters the block section?<br />
Cancel last signal<br />
The ‗Cancel last signal‘ cancels the last signal given from the block <strong>station</strong> from which it is<br />
sent.<br />
Where ‗Is line clear‘ signal has been forwarded and it is afterwards found that the train to<br />
which it referred has to be detained for shunting or other purposes, or has to returned to<br />
block <strong>station</strong> from which that signal was sent, the ‗Cancelling signal‘ shall be sent to the<br />
block <strong>station</strong> in advance, so that the previous signal may be cancelled.<br />
a) Cancellation of line clear before the train enters block section<br />
1. SM of X (sending <strong>station</strong>) shall ask consent for cancellation<br />
2. Explain the circumstances supported by a Private Number.<br />
3. SM of Y (receiving <strong>station</strong>) will give consent and repeat the PN.
I) Token Block instrument<br />
1. Insert token in the block instrument,<br />
2. SM will give cancel last signal code and <strong>pro</strong>long the last beat.<br />
3. SM Y turn the <strong>operating</strong> handle to Line closed position and<br />
4. Give cancel last signal and <strong>pro</strong>long the last beat.<br />
5. SM X will turn the <strong>operating</strong> handle to line closed position.<br />
ii) Daido token less handle type block instrument<br />
117<br />
STATION MASTER<br />
1. SM X shall turn cancellation switch S-1 for cancellation from Normal to<br />
Reverse.<br />
2. Wait for 120 seconds until ‗Time Release‘ Indicator shows "Free".<br />
3. Concerned counter registers next higher number.<br />
4. Restore S-1 to normal and send ‗Cancel last signal.‘<br />
5. Keep PB 1 and PB 2 pressed for 5 seconds on the last beat.<br />
6. SM Y will turn the block handle to line closed position and<br />
7. SM Y will give cancel last signal and keep pressing PB1 and PB 2.<br />
8. SM X will turn the block handle to line closed position.<br />
iii) Podanur/Kyosan push button block instrument<br />
1. SM X shall operate the ‗Cancellation‘ button/ along with Bell Code Button (BCB).<br />
2. Counter registers next higher number.<br />
3. Time release 'Free' indication appears after 90 seconds<br />
4. SM X give 'Cancel last signal' bell, press ‗Line closed‘ button and BCB<br />
5. At the end of the last beat, SM Y will co-operate by pressing ‗Line closed‘ button<br />
and Bell Code Button till ‗Line closed‘ indication appears.<br />
6. „Line closed‘ indication appears in both the block Instruments.<br />
7. Acknowledge ‗Cancel last signal‘ bell by SM Y.<br />
iv) Double line SGE block instrument<br />
1. SM X shall give ‗Cancel last signal‘.<br />
2. SM Y will acknowledge ‗Cancel last signal‘;<br />
3. Holding the bell plunger pressed during last beat, SM Y turn the <strong>operating</strong><br />
handle to ‗Line Closed‘ position.<br />
4. TCF dial displays ‗Line Closed‘ indication at Y.<br />
5. TGT dial displays ‘Line Closed‘ indication at X.<br />
b) Closing of Block Section after pushing back of the train:<br />
1. SM X shall advise about the train pushing back.<br />
2. SM Y will note the advice.<br />
3. Put back all relevant signals to ‗ON‘ position.<br />
4. SM X on complete arrival of train ensures the conditions for closing the block section<br />
are complied give clearance time supported by Private Number.
5. SM Y will repeat PN and note arrival time.<br />
i) Token Block instrument<br />
1. SM X will give ‗Train out of block section‘ signal and <strong>pro</strong>long last beat.<br />
2. SM Y will turn <strong>operating</strong> handle to ‗Line closed‘ position.<br />
3. SM Y <strong>pro</strong>long the last beat.<br />
4. SM X will turn the Operating handle to ‗Line closed‘ position.<br />
ii) Daido token less handle type block instrument<br />
1. Before pushing back SM X shall operate S2 switch<br />
2. Take off reception signals.<br />
3. On complete arrival of train restore the S-2 to normal.<br />
118<br />
STATION MASTER<br />
4. Send ‗Train out of block section‘ signal through PB 1 and keep PB 2 also pressed<br />
for 5 seconds on the last beat.<br />
5. SM Y turn block handle to ‗Line closed‘ position.<br />
6. Acknowledge ‗Train out of block section‘ signal and press PB 1 & PB 2 for 5<br />
seconds on the last beat.<br />
7. SM X turn the block handle to ‗Line closed‘ position.<br />
iii) Podanur/Kyosan push button block instrument<br />
1. SM X shall take ‗OFF‘ the reception signals.<br />
2. On arrival operate the ‗Cancellation‘ button along with the Bell Code Button.<br />
3. Counter registers next higher number.<br />
4. SM X will give ‗Train out of block section‘ signal; press BCB along with ‗Lineclosed‘<br />
button<br />
5. At the end of last beat, SM Y will press BCB and ‗Line closed‘ button till ‗Line<br />
closed‘ indication appears.<br />
6. „Line closed‘ indication appears at <strong>station</strong> X.<br />
7. SM Y will acknowledge ‗Train out of block section‘ signal<br />
6) Write short notes on<br />
a) Block Forward b) Block Back<br />
a)Shunting or obstruction on double line in the block section in advance (right line)-<br />
Block Forward (G.R.1.02(9)).<br />
Block forward ( Rule 1.02.9 ) means to despatch a message from a block <strong>station</strong> on<br />
double line intimating to the block <strong>station</strong> immediately in advance the fact that the block<br />
section is obstructed or is to be obstructed.<br />
1. SM X (sending <strong>station</strong>) will intimate about shunting.<br />
2. If SM ‗Y‘ (receiving/advance <strong>station</strong>) is prepared to allow the block section to be<br />
obstructed, he will give Private Number.<br />
3. SM Y will turn the <strong>operating</strong> handle to Train On line position.<br />
4. SM X will give block forward time and train entering block section time to Y.<br />
5. After completion of shunting SM X will give clearance time supported by PN.
119<br />
STATION MASTER<br />
6. SM Y will note the timings and PN and turn the <strong>operating</strong> handle to line closed<br />
position.<br />
7. Entries shall be made in red ink in TSR by both SMs.<br />
b) Shunting or obstruction on double line in the block section in rear (wrong<br />
line)-Block back (G.R.1.02 (8)).<br />
Block back [Rule 1.02 (8)] means to despatch a message from a<br />
block <strong>station</strong> intimating to the block <strong>station</strong> immediately in rear on<br />
a double line or to the next block <strong>station</strong> on either side on a single<br />
line, that the block section is obstructed or is to be obstructed.<br />
1. SM X (sending <strong>station</strong>) will intimate about shunting.<br />
2. If SM ‗Y‘ (receiving/rear <strong>station</strong>) is prepared to allow the block section to be<br />
obstructed, he will give Private Number.<br />
3. SM X will turn the <strong>operating</strong> handle to Train On line position.<br />
4. SM X will give block back time and train entering block section time to Y.<br />
5. After completion of shunting SM X will give clearance time supported by PN and<br />
turns the <strong>operating</strong> handle to Line closed position.<br />
6. SM Y will note the timings and PN.<br />
7. Entries shall be made in red ink in TSR by both SMs.<br />
7) What are the various circumstances under which the Block Instrument is to be<br />
treated as defective and suspend the block Instrument?<br />
Circumstances Block Instrument interrupted and block working suspended.<br />
1. Call attention cannot be obtained on the block instrument.<br />
2. The bell codes are received indistinctly or failed together.<br />
3. When there is reason to believe that there is a contact between the block wire and any<br />
other circuit.<br />
4. The instrument or its battery counter is found unlocked or seal missing.<br />
5. If the block instrument can be normalized before the arrival of the train.<br />
6. When LSS lever can be reversed without line clear except token section.(Taking off LSS<br />
without line clear)<br />
7. A train is required to enter the obstructed block section due to an accident or any other<br />
cause.<br />
8. Operating handle cannot be turned to any of the three position in spite of correct <strong>pro</strong>cess<br />
of operation ( except in push butto9n)<br />
9. When a train arrives at a <strong>station</strong> without ATP.<br />
10. Glass front of galvanometer/dial indicator if broken ( except in token less Podanur BI)<br />
11. When a <strong>material</strong> train/TTM/Tower wagon is required to be taken into a block section<br />
after line block has been imposed.<br />
12. No deflection in the galvanometer for bell beats in token and token less handle type BI.
13. Line clear cannot be cancelled after correct operation.<br />
14. If it is known that the instrument is defective in any way not specified above.<br />
Token Block Instrument<br />
1. Token broken/damaged<br />
2. There is no token in the instrument.<br />
3. Token lost or over carried.<br />
4. FSS/LSS key or LSS control key<br />
5. Token cannot be extracted even after exchange of correct bell codes.<br />
Token less Block instrument<br />
1. Train on line buzzer fails<br />
2. Train arrival buzzer fails<br />
120<br />
STATION MASTER<br />
3. Train on line indication fails to appear after the train has entered the block section.<br />
Double line block instrument<br />
1. Indication of the TGT of X <strong>station</strong> does not correspond with TCF of Y <strong>station</strong>.<br />
2. Whenever single line working is introduced.<br />
3. When train entered block section on line clear and pushed back.<br />
4. When the <strong>operating</strong> handle cannot be turned to TOL or ‗Line Clear‘ or to ‗Line<br />
Closed‘ in the <strong>pro</strong>cess of granting or cancelling ‗Line Clear‘<br />
Bell codes (Special signals)<br />
Ref.No Indication Code how signaled and ack.<br />
1 (A) Cancel last signal<br />
(B) Signal given in error<br />
00000<br />
2 (A) Obstruction danger signal (general) 000000<br />
3 (B) Stop and examine train 000000 - 0<br />
4 (C )Train passed without tail lamp or tail board 000000 - 00<br />
5 (D) Train divided 000000 - 000<br />
6 (E) Vehicles running away in wrong direction<br />
on double line or into the block section on<br />
single line<br />
7 (F)Vehicles running away in right direction on<br />
double line<br />
000000 - 0000<br />
000000 - 00000<br />
8 Testing 0000000000000000
ACCIDENT MANUAL<br />
121<br />
STATION MASTER<br />
Accidents: (AM 101) For the purpose of railway working, accident is an occurrence in the<br />
course of working of railway which does or may affect the safety of the railway, its engine,<br />
rolling stock, permanent way and works, passengers or servant or which affect the safety of<br />
others or which does or may cause delay to train or loss to the railway. For statistical<br />
purposes accident has been classified in categories from 'A' to 'R' excluding 'I' and 'O'.<br />
Classification of accident: Accident is classified under the following heads: (AM 101)<br />
1. Train accidents<br />
2. Yard accidents<br />
3. Indicative accidents<br />
4. Equipment failure<br />
5. Unusual incidents<br />
1. Train accidents:<br />
Train accident is an accident that involves a train. Train accidents further divided as<br />
a. Consequential train accidents and<br />
b. Other train accidents<br />
a. Consequential train accidents: Having serious repercussions in term of loss of human<br />
life, injury, loss to railway <strong>pro</strong>perty or interruption to rail traffic.<br />
Collision - A-1 to A-4, Fire - B-1 to B-4, Level crossing - C-1 to C-4<br />
Derailments - D-1 to D-4, Miscellaneous - E-1<br />
b. Other train accidents: Not covered under consequential train accidents.<br />
B-5, B-6, C-5 to C-8, D-5 and E-2.<br />
II. Yard accidents: Take place in yard and does not involve train- A-5, B-7, C-9 and D-6.<br />
III. Indicative accidents: They are serious potential hazards.<br />
Averted collision – F<br />
Breach of block rules – G<br />
Train entering block section without any authority or with im<strong>pro</strong>per authority<br />
Train received on blocked line not constituting an averted collision.<br />
Train received on/or entering wrong line at a <strong>station</strong> or catch siding or slip<br />
siding or sand hump etc.,<br />
Train passing signal at danger – H<br />
IV. Equipment failure: Failure of loco, rolling stock(J), permanent way(K), OHE(L), S&T<br />
equipment.(M)<br />
J, K, L, and M.<br />
V. Unusual incidents: Related to law and order but not resulted into the train accidents –<br />
Train wrecking/sabotage (N), Casualties (P), other incidents (Q) & Misc-cattle run over(R).<br />
Engine Failure and Time Failure: (AM 113)
122<br />
STATION MASTER<br />
(a) An engine is considered to have failed when it is unable to work its booked train from<br />
start to destination. Reduction of the load for a part of the journey would constitute an<br />
engine failure, <strong>pro</strong>vided this is due to a mechanical defect on the engine or<br />
mismanagement on the part of the engine crew.<br />
(b) When an engine causes a net delay of one hour or more throughout the entire run<br />
owing to some mechanical defect or mismanagement on the part of the engine crew, it<br />
would constitute a time failure. Trains stalling due to engine trouble or mismanagement<br />
by the engine crew necessitating working or the train in two portions would constitute a<br />
time failure <strong>pro</strong>vided the net loss of time on the entire journey exceeds an hour.<br />
Accident Sirens (AM APPENDIX I -1)<br />
1) 2 long - Accident takes place in the loco shed or traffic yard adjoining loco<br />
shed.<br />
2) 3 long - Accident takes place at out <strong>station</strong> but main line is clear. Only ART<br />
required.<br />
3) 3 long one short - Accident takes place at out <strong>station</strong> but main line is clear and the<br />
relief train is to be turned out with medical van.<br />
4) 4 long - Accident takes place at out <strong>station</strong> and main line is blocked and<br />
the relief train is to be turned out without medical van.<br />
5) 4 long one short - Accident takes place at out <strong>station</strong>s the main line is blocked and<br />
the relief train to be turned out with medical van.<br />
The duration of long given shall be 1/2 minute and 5 seconds for short with 1/2 minute<br />
interval between two successive calls.<br />
MRT and ART (Appendix 2 a)<br />
- MRT Stands for medical Relief train<br />
- MRT Comprises of c) Medical van b) Auxiliaxy Van<br />
- ART Stands for Accident relief Train<br />
- ART Comprises of<br />
i) Crane ii) Hydralic rerailing equipment (MFD or LUAS)<br />
iii) Power and tool van iv) engineering equipment van<br />
v) Mechanical equipment van<br />
vi) Electrical equipment van vii) Staff kitchen car and brake van<br />
MFD stands for-Maschiven Fabrick Deutshland<br />
- Mock drills shall be conducted once in 3 months<br />
- ART shall be turned out within 30 minutes during day and within 45 minutes during<br />
night.<br />
- MRT shall be turned out within 15 mts with a direct despatch facility and within 20mts<br />
without direct despatch facility.
1) Write short notes on a) serious accident b) averted collision:<br />
a) Serious accidents: (AM 102)<br />
123<br />
STATION MASTER<br />
Accidents to a train carrying passengers which is attended with loss of life or with grievous<br />
hurt to a passenger or passengers in the train, or with serious damages to railway <strong>pro</strong>perty<br />
of the value exceeding Rs 25, 00,000.Any other accident which in the opinion of the Chief<br />
Commissioner of <strong>Railway</strong> Safety or Commissioner of <strong>Railway</strong> Safety requires the holding of<br />
a inquiry by the commissioner of <strong>Railway</strong> Safety shall also be deemed to be a serious<br />
accident. However the following shall be excluded.<br />
a. Cases of trespassers/passengers run over or /and injured or killed through their own<br />
carelessness.<br />
b. Cases of railway servant or other persons holding pass/tickets are killed or grievously<br />
injured which travelling outside rolling stock but excluding vestibule or run over at LC or<br />
elsewhere on track by a passenger train.<br />
c. No railway servant/passenger killed at LC gate accident unless CRS is of the opinion to<br />
hold an inquiry by him self.<br />
b) Averted collision: (AM 111)<br />
1. It is a circumstance under which, but the vigilance shown by any person or persons, a<br />
collision would have occurred.<br />
2. Collision was averted due to the vigilance shown by any person or persons.<br />
3. Averted collision may be in the block section or with in the <strong>station</strong> limits between the<br />
trains or between a train and an obstruction.<br />
4. If, outside the <strong>station</strong> limits, the distance between the two trains or the train and<br />
obstruction is 400 mts or more- it may not be treated as an averted collision.<br />
5. If, within the <strong>station</strong> limits there is intervening stop signal at danger governing the moving<br />
train and that moving train averted the collision by obeying the stop aspect - may not be<br />
treated as an averted collision<br />
6. Averted collisions come under indicative accidents.<br />
7. Inside <strong>station</strong> limits the SM shall immediately reckon the distance between the two trains<br />
or between train and obstruction in the presence of Loco Pilot and Guard and enter it in<br />
the <strong>station</strong> Diary. In case of outside <strong>station</strong> limits the Guard of train shall reckon the<br />
distance between two trains or train and obstruction in the presence of Loco Pilot and<br />
enter in the CTR.<br />
2) What are the duties of Station Master in case of serious accident to passenger<br />
carrying train?<br />
DUTIES OF SM IN CASE OF SERIOUS ACCIDENT<br />
I. OBJECTIVES TO BE ACHIEVED (AM 118)<br />
1. Save life and alleviate suffering.<br />
2. Protect <strong>pro</strong>perty including mails.<br />
3. Provide succor and help to other passengers at the site of accident.<br />
4. Ascertain the cause of accident, and
5. Restore through lines of communication.<br />
II. DUTIES OF SM.(SCR DM Plan)<br />
124<br />
STATION MASTER<br />
1. Ensure to put back the signals clamp and pad lock the points against the line on<br />
which accident took place and also arrange to <strong>pro</strong>tect adjacent line if<br />
required.(Accident in the yard)<br />
2. Ensure to put back the signals controlling the movement of trains entering into<br />
affected block section and no train shall be allowed into obstructed block section<br />
except relief trains.<br />
3. Note the position of signals, points, levers and record the same.<br />
4. Put ‗Line blocked‘ lever collars in the cabin and on SMs slide control.<br />
5. The following information shall be collected and repeated to the control office by the<br />
SM,<br />
A] Time of accident, location with KM number and between <strong>station</strong>s.<br />
B] Line UP or DN, Single / Double line. And Gauge BG or MG,<br />
C] Train / Trains involved i.e. Mail / Express / Passenger / Goods / Mixed train etc.<br />
D] In case of goods train type of wagons involved.<br />
E] Nature of accident viz. Collision, Derailment, LC gate etc.<br />
F] Causalities / Injured.<br />
6. Any accident falls under section 113 of <strong>Railway</strong> act 1989, SM shall inform DM, SP.<br />
Police <strong>station</strong>.<br />
7. SM shall fill up the above information on form no, ACC-I before repeating to the<br />
control.<br />
8. Call ART / MRT as the case may be.<br />
9. Arrange first aid and take the assistance from staff qualified in first aid.<br />
10. Call local doctors and inform dispensaries and hospitals.<br />
11. Arrange immediate transport of injured to the hospitals / dispensaries.<br />
12. Arrange shelter for injured and make a list of dead and injured<br />
13. In case of suspected sabotage, preserve clues, inform local police, district<br />
magistrate, SP, CSC of railways and GRP etc. .<br />
14. Arrange photographer and commence restoration work after getting clearance from<br />
police.<br />
15. Arrange drinking water and catering to the passengers and arrange to <strong>pro</strong>tect their<br />
luggage.<br />
16. Assist ladies, children, and aged people and injured and also arrange to issue<br />
complementary passes.<br />
17. Open information centre and assistance booth to give the particulars of passengers<br />
injured / died and also display the names of injured / died at the <strong>station</strong>.<br />
18. Arrange tarpaulins to cover goods and white cloth to cover dead bodies and<br />
announce through PA system about the diversion and regulation of trains.<br />
19. Arrange ex-gratia amount to the injured and kin of the dead as per the extant rules<br />
and cash can be drawn from <strong>station</strong> out standings.
3) Write short note on Weather warning message<br />
WEATHER WARNING (AM Appendix VI)<br />
125<br />
STATION MASTER<br />
1. Whenever storms, gales or heavy rainfall are expected the meteorological department<br />
issues telegram of warning.<br />
2. Rainfall above 5 cm in 24 hours is considered as dangerous.<br />
3. Heavy wind velocity above 65 kmph is considered dangerous.<br />
4. SCR divided into 7 zones for the purpose of weather warning.<br />
5. Weather warning telegram classified as ‗XXW‘ (weather warning) or ‗OOO‘ weather<br />
immediate.<br />
6. State meteorological centers functions at Hyderabad (AP), Bangalore (Karnataka),<br />
Mumbai (M.S) and Cyclone warning centre at Visakhapatnam.<br />
7. These telegrams are issued to the central control office and divisional control offices<br />
concerned.<br />
8. The Chief Controller of <strong>Central</strong> Control shall give the copy of message to all controls<br />
i.e. Engineering Control, other controls and Divisional Control office concerned. It is the<br />
responsibility of these controls in their turn, to inform the officers, Supervisors and all<br />
concerned pertaining to their departments for taking necessary steps to be in readiness<br />
for meeting any eventualities.<br />
9. The Chief Controller of the division shall give the copy of message to all controls i.e.<br />
Engineering Control, other controls. It is the responsibility of these controls in their turn,<br />
to inform the officers, Supervisors and all concerned pertaining to their departments for<br />
taking necessary steps to be in readiness for meeting any eventualities.<br />
10. The Section Controller shall repeat the message to Station Masters on section likely to<br />
be affected and record the names of Station Masters on duty to whom the telegram<br />
has been repeated<br />
11. On receipt of weather warning from SCOR, SM take action as follows:<br />
i. SM where AEN/PWI are headquartered immediately hand over a copy of verbatim<br />
telegram and obtain acknowledgement<br />
ii. If they are not available at HQ SCOR advised who shall be responsible to repeat.<br />
iii. SM call for gang mate and explain him and obtain his acknowledgement.<br />
iv. A register(Weather warning Register) maintained at <strong>station</strong> in prescribed Performa<br />
includes<br />
A. Date & time of receipt<br />
B. Text of message in full<br />
C. Names & designation of officials to whom message repeated and their<br />
acknowledgement taken.<br />
D. Suitable action by PWI/Gang.mate will be taken including introducing<br />
monsoon patrolling<br />
v. A copy of the message on which acknowledgement is obtained should be pasted in<br />
the Weather Warning Register
Write short notes on Over Dimensional Consignment [ODC](IR Operating<br />
Manual/WTT)<br />
126<br />
STATION MASTER<br />
1. A consignment the dimensions of which exceeds the standard moving ones is called an<br />
over dimensional consignment [ODC] or Infringed Standard Moving Dimensions [ISMD].<br />
2. An over dimensional consignment is one which, when loaded upon a truck with lashing<br />
and packing, infringes the standard moving dimension at any point on the entire route<br />
from the booking <strong>station</strong> to the destination.<br />
3. ODCs are classified in different categories according to the extent to which the clearance<br />
in respect to length, width and height of any consignment.<br />
4. The clearance referred to above is of two types - gross clearance and net clearance.<br />
5. Gross clearance means the extent of clearance when the consignment is <strong>station</strong>ary and<br />
the net clearance means the extent of clearance as after allowing for horizontal lurching<br />
and vertical bouncing.<br />
6. Classification of ODC:<br />
Clas<br />
s<br />
Gross clearance:<br />
Class ‗A‘ - With gross clearance of 22.8cm (9inches) and above<br />
Class ‗B‘ - With gross clearance of 15.24 cm (6inches) and above but less than<br />
22.86 cm (9 inches)<br />
Class ‗C‘ - With gross clearance of less than 15.24 cm (6 inches) but not less<br />
than 10.16 cm (4 inches)<br />
Clearance Sanction<br />
A Net clearance of<br />
150mm (6‖) and<br />
above<br />
B Net clearance of<br />
NLT<br />
75mm (3‖) & NMT<br />
150mm (6‖)<br />
C Net clearance of<br />
less<br />
Than 75 mm (3‖)<br />
Authority<br />
Time of<br />
Movement<br />
Speed[Kmph]<br />
BG MG<br />
COM Day/Night 75 25 Not<br />
Escort<br />
Necessary<br />
COM/CE Day/Night 40 25 PWI, TXR,<br />
TI/Spl.Gd, OHE<br />
official in OHE<br />
area<br />
COM,CE<br />
CRS<br />
Day only 25 15 SSEs(PWAY,<br />
C&W, S&T, OHE)<br />
TI<br />
7. Whenever ODC consignment is offered for booking, SM shall verify the consignment.<br />
8. Apply to Sr.DOM who shall obtain sanction from competent authority.<br />
9. Application must show length width, height & weight of load accompanied by sketch.<br />
10. While comminuting sanction for movement, route through which it has to be moved<br />
mentioned.<br />
11. Restrictions according to class of ODC must be strictly observed.
12. It should be loaded carefully and avoid change of shifting enroute.<br />
127<br />
STATION MASTER<br />
13. While examination by SE(C&W) he must see load is well secured, within CC of wagon,<br />
axle load restriction & under gear of wagon.<br />
14. After loading Sr.SE(C&W) advise SM of various dimensions & issue ‗fit to run‘ certificate<br />
for movement.<br />
15. SS/SM inform Sr.DOM and office of COM<br />
16. Operating Branch arrange to advise COM of other railways.<br />
17. SS/SM shall furnish full particulars of wagon to control office.<br />
18. CO given to Guard & LP to observe any other speed restriction and precaution to be<br />
observed.<br />
19. Movement:-<br />
i. Will be moved only after getting ap<strong>pro</strong>val from competent authority.(COM)<br />
ii. The Number of wagon entered in Red ink in VG and handover to guard.<br />
iii. SS/SM advice SCOR, the train No.<br />
iv. Dy Chief Controller informs adjacent control office and sees it is moved only<br />
through authorized route.<br />
v. The load must be evenly placed when more than one wagon used.<br />
20. For the movement of ODC a minimum clearance of 390 mm has been laid down in<br />
case of 25 KV AC traction. If the clearance is less than 390 mm up to 340 mm, speed<br />
shall not exceed 15 Kmph and OHE staff escort is required. If it is less than 340 mm<br />
ODC has to be moved with power of at a speed of 15 Kmph.<br />
21. A circular shall be issued to all <strong>station</strong>s on the route to reach them sufficiently in<br />
advance. ODC shall be normally cleared by through goods trains.<br />
22. 'C' class ODC shall <strong>pro</strong>ceed with a restricted speed of 5 Kmph while passing through a<br />
<strong>station</strong>, yards, curves, gradients and turnouts.<br />
23. The Guard shall not allow the train to enter into electrified section (clearance is less<br />
than 340 mm) until permit to work is received by him. SM at starting point shall advise<br />
the Loco Pilot in writing to follow the instructions of authorised person (who will give<br />
permit to work) to stop the train as and when required.<br />
24. The LP and the Guard shall follow all the restrictions as per the letter/caution order<br />
given to them.<br />
Causes of Accidents and Preventive measures (accident cases)<br />
Consequential Train accidents are Collisions (A1-A4), Fire on trains (B1-B4), Level<br />
Crossing accidents (C1-C4) and Derailments (D1-D4)<br />
Collisions constitute 7% of total accidents but account for 38% of total fatalities. Derailments<br />
constitute 75% of total accidents but account for only 14% of total fatalities. Fire accidents<br />
constitute 2% of total accidents and account for 2% of total fatalities. Level Crossing<br />
Accidents constitute 16% of total accidents but account for 46% of total fatalities. Social<br />
awareness <strong>pro</strong>grammes<br />
Overall consequential train accidents per million train kilometers will be reduced from 0.44 in<br />
2002-03 to 0.17 in 2012-13.
Causes for Collisions<br />
Performing shunting in face of an ap<strong>pro</strong>aching train on single line.<br />
128<br />
STATION MASTER<br />
Performing shunting in the block section after granting line clear on single and double<br />
line.<br />
Granting line clear without ensuring clearance of Block over Lap/block section.<br />
Im<strong>pro</strong>per stabling and securing of formation/vehicles.<br />
Not securing the Loco and formation when train stopped on a gradient due to<br />
accident or engine failure<br />
Not securing the second portion during divided train working.<br />
Disregard of signals by Loco Pilot.<br />
Poor brake power or LP did not test the brake power at first opportunity.<br />
Guard not <strong>pro</strong>tected the train when train held up at FSS for more than 15 minutes.<br />
Guard not shown stop hand signals to wards rear when train stopped in Automatic<br />
block signalling section or at Automatic stop signal.<br />
LP did not follow the speed restriction while <strong>pro</strong>ceeding on T/A 602 or T/609.<br />
Removing the tail lamp/tail board before completion of journey.<br />
Not setting the point against the occupied line, immediately on arrival of the train.<br />
Taking off signals without ensuring correct setting of facing points and trailing points<br />
Taking off signals without ensuring clearance of the line including signal over lap.<br />
During failure of signals, authority is issued without ensuring correct setting and<br />
locking of points.<br />
During failure of track circuit, authority is issued without ensuring clearance of line.<br />
During failure of Axle counter, re-set the axle counter without ensuring clearance of<br />
line.<br />
LP stopped the train without clearing fouling mark.<br />
Guard not ensured clearance of fouling mark and not shown stop hand signals to<br />
ap<strong>pro</strong>aching train.<br />
SM closed the block section before complete arrival of the train.<br />
SM did not put back the signal when he received information about<br />
accident/obstruction.<br />
Not switching on flasher light on Loco and/or not giving frequent short whistle during<br />
accident.<br />
Not <strong>pro</strong>tected the adjacent line or no time to <strong>pro</strong>tect the adjacent line during accident.<br />
Tail lamp/Tail board not fixed on the last vehicle or not removed the Tail lamp/tail<br />
board from the vehicle other than Last vehicle.<br />
Loco Pilot not observed the speed restriction when they pass Automatic/IB signal at<br />
ON up to the next stop signal even though that signal is taken off.<br />
LP not observed the Gate rules while passing gate signals at ON.<br />
Issued PLCT without ensuring clearance of block section.
129<br />
STATION MASTER<br />
Not cross checked the arrival/departure of last three preceding trains when LC is<br />
obtained through Control and Control too not ensured and cross checked.<br />
Not cross checked the PNs issued to last three preceding trains when LC is obtained<br />
through Block telephone /VHF set.<br />
Not obtained Line clear through freezed channel whenever VHF set is used for<br />
obtaining LC.<br />
During PLCT working train number and timings not spell out fully but spell out last<br />
two digits only.<br />
Un authorized interference of S&T staff.<br />
Sabotage/train wrecking by anti social elements.<br />
Preventive measures<br />
Following the rules scrupulously.<br />
Providing Track circuits, Axle counters, BPAC, Auxiliary Warning system/Train<br />
Protection Warning system, Anti collision device, Mobile train radio communication,<br />
Automatic flasher units on Locos, Im<strong>pro</strong>ved crash worthiness of coaches,<br />
Introduction of tight light couplers and anti climbing features.<br />
Im<strong>pro</strong>ved training facilities enhancement of human skills<br />
Causes of Derailments<br />
During failure of signals, authority is issued without ensuring correct setting, clamping<br />
and pad locking of points.<br />
During failure of signals, LP not observed the PHS at the foot of the signals.<br />
During Non interlocked working, signals permitted to take off without ensuring<br />
clearance of line and correcting setting clamping and pad locking of points.<br />
Un even loading or Excess loading.<br />
New cautions/emergency cautions not included in the caution order.<br />
Not exchanged all right signals or failed to observe dangerous condition in the train.<br />
Altering the points before completion of movement.<br />
Not secured and stabled the vehicles/formation<br />
Station Master altered the points before complete arrival of the train.<br />
Disregard of signals by Loco Pilot<br />
Excess speed – at speed res traction spot, more than Maximum permissible speed,<br />
while negotiating turnouts.<br />
Im<strong>pro</strong>per maintenance of track at Level crossings.<br />
Track defections – failure of formation, failure of sleepers, and failure of rails, cross<br />
level defects, Gauge variation, and defective maintenance.<br />
Vehicle defects – Flange defects, wheel defects, axle boxes and axle guards, etc,<br />
buffer and buffer defects, under frame defects, brake and brake gear defects.<br />
Un authorized interference of S&T staff.<br />
Sabotage/train wrecking by anti social elements<br />
Preventive measures<br />
Following the rules scrupulously.
130<br />
STATION MASTER<br />
Replacement of over aged tracks, bridges, S&T gears and rolling stock under SRSF<br />
and current arisings under DRF.<br />
Elimination of four-wheeler tank wagons, which are accident-<strong>pro</strong>ne. .<br />
Im<strong>pro</strong>ved training facilities enhancement of human skills.<br />
Im<strong>pro</strong>vement of quality of rails<br />
USFD Testing of rails<br />
Reduction in thermit welds by mobile flash butt welding<br />
Way-Side Detection of overloaded rolling stock by in-motion weigh bridges<br />
Lubrication of Gauge Face and Friction Modifier on top of Rail<br />
Modern Bridge Inspection and Management System<br />
Causes of Fire on trains<br />
Passenger carrying explosive (crackers etc.,), inflammable articles.<br />
Hawkers carrying lighted stoves, sigris and naked flames.<br />
Hot axle in the coaches or wagons of running trains.<br />
Tank wagon valves not <strong>pro</strong>perly secured.<br />
Not observed the marshalling rules.<br />
Short circuit in the electrical connections of the coach.<br />
Booking and loading of explosives without observing rules.<br />
Throwing lighted cigarette butts, bidis, match sticks in the compartment.<br />
Using gas cylinders, stoves in the pantry car without <strong>pro</strong>tective measures as per the<br />
rules.<br />
Sabotage/train wrecking by anti social elements<br />
Preventive measures<br />
Use of fire retardant <strong>material</strong>s<br />
Provision of emergency exit<br />
Providing fire extinguishers in all coaches.<br />
Ensure <strong>pro</strong>per function of Alarm chain apparatus.<br />
Constant vigilance by the staff and passengers.<br />
Staff should be trained in fire fighting.<br />
Regular drives/checks to be conducted.<br />
Booking and loading of explosives with strictly as per rules.<br />
Causes of Manned LC gate accidents<br />
SM did not inform and exchange PNs with gateman before/obtaining Line Clear.<br />
SM did not inform and exchange PNs with gateman before taking off signals.<br />
Gateman not closed the Gate or opened the closed gate even after exchanged PN<br />
with Station Master.<br />
Gateman not fixed the Banner flag or Red light at non interlocked gates when gate is<br />
opened for road traffic.
131<br />
STATION MASTER<br />
Gate man opened the gate without the permission of SM at Non interlocked gate<br />
normal position closed for road traffic.<br />
Gateman put back the gate signal and opened the gate while train is ap<strong>pro</strong>aching the<br />
gate at interlocked gate.<br />
Disregard of the Gate signal by LP.<br />
LP not observed the Gate rules while passing gate signals at ON.<br />
Preventive measures<br />
Following the rules scrupulously.<br />
Providing and maintenance of infrastructure as per rules.<br />
Construction RUB.s/ROBs when TVUs exceeding One lakh.<br />
Widening of road at selected high density locations.<br />
Retro-reflective indicators will be <strong>pro</strong>vided on Lifting barriers.<br />
Provision of phones & interlocking of level crossing gates<br />
Use of Train Actuated Warning Device (TAWD) and Anti-Collision Device (ACD)<br />
Interlocking of non interlocked gates where running time exceeds 10 minutes<br />
irrespective of TVUs.<br />
Providing time release at interlocked gate to open when ever signals are put back to<br />
ON.<br />
Frequent checks to be conducted and counsel the Gateman.<br />
Causes of UN Manned LC gate accidents<br />
Negligence of Road user. Road user not followed the section 131 of Motor vehicle<br />
act 1988.<br />
LP not given whistle while passing un manned LC gate.<br />
Deficiency in the infrastructure like speed breakers, boards etc., <strong>pro</strong>vided at UN<br />
manned LC gate.<br />
Preventive measures<br />
All unmanned level crossings shall be <strong>pro</strong>vided with modified design of Stop Boards<br />
in retro-reflective sheets<br />
Basic infrastructure on all unmanned level crossings will be ensured and it includes<br />
<strong>pro</strong>vision of adequate width, normal gradient, level surface for 5 m from centre of the<br />
nearest track, Whistle Boards in retro-reflective sheets, specified Road Warning<br />
Boards, road surface in good condition and speed breakers/rumble strips etc.<br />
Compulsory whistling by train drivers by linking loco whistle to the Vigilance Control<br />
Device (VCD).<br />
On sections where there are a number of unmanned level crossings, at close<br />
<strong>pro</strong>ximity, RUBs may be constructed at a convenient location and the remaining level<br />
crossings closed.<br />
Checking visibility levels at all unmanned level crossings, and taking corrective action<br />
for their im<strong>pro</strong>vement.<br />
Ap<strong>pro</strong>priate ap<strong>pro</strong>ach road gradients within railway boundary to be ensured.<br />
Intensive social awareness campaigns to counter misadventure in front of<br />
ap<strong>pro</strong>aching trains.
Station Master can prevent the accident by<br />
SM shall ensure that signals are taken off for the train correctly.<br />
132<br />
STATION MASTER<br />
Once signal is taken off, SM shall not alter the point until whole of the train either come<br />
to a stop or run through the <strong>station</strong>.<br />
SM shall not give permission to take off the signals until facing points are correctly set<br />
and locked and trailing points are correctly set and line is clear of obstruction.<br />
When running line is blocked by a stabled load or immediately after the arrival of the<br />
train, the points in rear on double line and either side on single line should be set<br />
against the occupied line.<br />
After the operation of motor operated point, SM must check the ‗N‘ and ‗R‘ indications<br />
to see that points are in working order.<br />
Before taking off signals, SM shall ensure that condition for taking off that signal<br />
including overlap is fulfilled.<br />
Whenever train is received on loop line which is <strong>pro</strong>vided with sand hump/buffer stop,<br />
Points must be set to sand hump/buffer stop when block section is not free.<br />
During disconnection period, SM before authorizing any movement shall ensure that<br />
points are set and clamped for correct route.<br />
Whenever VTO is not visible SM shall advise the rear SM to issue caution order to the<br />
LP and arrange to sent fog signal men.<br />
During failure of signals, SM shall personally ensure correct setting and clamping and<br />
padlocking of points.<br />
SM shall arrange PHS before authorizing LP to pass defective signal at ON.<br />
SM shall inform Gateman before permitting to push back the train.<br />
When train passed the <strong>station</strong> without tail lamp/tail board, SM shall advise advance<br />
and rear <strong>station</strong> Master and shall not clear the block section (where BPAC is not<br />
<strong>pro</strong>vided) and trains on adjacent line may be sent on caution order or advice LP<br />
through IB telephone/Gate telephone/TPC.<br />
While exchanging all right signals, when SM notices any dangerous condition, he shall<br />
try to stop the train or inform LP through IB/Gate/TPC and inform advance SM to stop<br />
and examine the train.<br />
Whenever engine is detached from the formation within <strong>station</strong> limits, SM before<br />
detaching the engine shall ensure that required number of hand brakes is pinned down<br />
and necessary precautions are taken to secure the formation.<br />
SM shall not allow any private engine into <strong>Railway</strong> boundaries without special<br />
instructions.<br />
SM shall ensure that the working of <strong>station</strong> is carried out as per SWR.<br />
No un authorized person is permitted to operate signals, points and block instruments.<br />
SM shall see that the shunting is carried out without any danger and strictly as per<br />
SWR.<br />
When a report of accident/obstruction is received by SM, he shall see that all<br />
necessary precautions have been taken to <strong>pro</strong>tect the traffic.<br />
SM shall not perform shunting in face of an ap<strong>pro</strong>aching train on single line unless<br />
SWR permits.<br />
SM shall not perform shunting in the block section once line clear is granted.
133<br />
STATION MASTER<br />
Before granting line clear, SM shall ensure that condition for granting line clear is<br />
fulfilled.<br />
SM shall include emergency caution order in the caution order. He shall repeat the<br />
caution order to all concerned under exchange of PN.<br />
Before granting/obtaining line clear or before take off signals SM shall ensure that gate<br />
man is informed under exchange of PN/<br />
Before obtaining line clear through control phone SM shall repeat and cross check the<br />
particulars of the last three preceeding trains. In case of line clear through VHF set<br />
repeat and cross the PNs issued for last three preceeding trains.<br />
Before issuing PLCT, SM shall ensure that block section is clear of trains. Exchange<br />
messages in the T/A 1425 and T/B 1425.<br />
Punctuality of passenger carrying trains<br />
In the era of Globalization due to rapid industrial and scientific growth in various fields<br />
mankind is becoming increasingly aware of the value of time. Every one rations out one‘s<br />
time between pleasure, work, social obligations and other activities in a planned manner.<br />
Executives, white collared and even blue collared population plan their activities well<br />
in advance for fulfilling various commitments and like to reach places in time. Therefore uses<br />
and concept of Punctuality is that Train should reach his destination in time i.e., as<br />
Advertised in Public Time Table.<br />
On Indian railways the concept of Punctuality is that a train left right time at the<br />
originating <strong>station</strong> shall reach the destination to time, though the train may not reach enroute<br />
<strong>station</strong>s in time. However if the train reaches late by 15 minutes at the destination the train is<br />
considered as punctual under the concept of Not Loosing Time.<br />
The success of Passenger train operation lies in Punctuality, Cleanliness of Stations&<br />
Trains, Time Tabling and efficiency of Staff.<br />
Factors affecting Punctuality:<br />
Operating department:<br />
Adequate Terminal Facilities:<br />
Adequate Berthing, shunting and stabling facilities are to be required.<br />
Platform availability at all stoppages to be ensured.<br />
Maintenance facilities like Pit line slot or Terminal attention with adequate staff are to be<br />
ensured.<br />
Proper Time Tabling:<br />
Passenger Time Tabling should be realistic from a railway men‘s point of view.<br />
Judicious crossings and precedence are to be planned to avoid Bunching of trains due to<br />
inadequate platform facilities.<br />
Traffic allowance and Engg allowance are to be <strong>pro</strong>vided evenly with great care and<br />
analysis.<br />
A thorough analysis of Punctuality performance of Bad Runners is to be carefully<br />
examined to have necessary changes for im<strong>pro</strong>vement of such trains in Time Tabling.<br />
Efficiency of Staff:<br />
Staff working in operations is to be <strong>pro</strong>mpt and alert in their duties.<br />
Correct operation of signals, points and closure of LC Gates are to be ensured.
Efficiency of shunting operations resulting in avoiding delay to trains.<br />
Efficiency of Loco pilots and Guards are to be separately graded.<br />
134<br />
STATION MASTER<br />
Efficiency of Section controllers while planning of trains movement and timely instructions<br />
to be evaluated.<br />
Factors affecting by other departments:<br />
Failure of locomotives or defect in locomotives<br />
Failure of coach or defects in the formation<br />
Signal and telecommunication failures<br />
Rail fractures and other infra-structural defects<br />
Speed restrictions should be within norms.<br />
Other miscellaneous reasons/ACP/ commercial activities like loading/unloading of<br />
parcels<br />
Detentions due to Security reasons/Public agitations.<br />
Station Master can im<strong>pro</strong>ve the punctuality in the following manner.<br />
Berthing the rake in time.<br />
Ensure that LP and Guard are reached the train in advance.<br />
Ensure that brake van equipment is loaded and sealed in the SLR.<br />
Ensure that Guard box and LP line box reached the SLR and Loco.<br />
Obtaining Line clear well in advance as per rules.<br />
Informing LC gates well in advance in case of interlocked gates, in case of non<br />
interlocked gate, exchange PNs before granting or obtaining line clear.<br />
Timely take off the signals<br />
Send the caution order to LP and Guard in advance.<br />
Alert the LP and Guard to start when signals are cleared and immediately make<br />
arrangements to rectify the complaints if given by the LP and Guard.<br />
Test the block instrument, signals and crossovers as per instructions.<br />
Efficient shunting operations wherever shunting is required.<br />
Clearing block section immediately after complete arrival of the train.<br />
Clear the incoming rake from platform after stipulated time.<br />
Exchange all right signals with LP and Guard of run through trains.<br />
Follow the rules and avoid accidents.<br />
When ever crossing is arranged, first receive less importance train on loop line and<br />
give through important/express train via main line.<br />
Advise SCOR about the unloading and availability of room for loading.<br />
Alert the Loco department for availability of Loco and crew.<br />
Alert the C&W staff for the release of rake.<br />
Alert the C&W staff for BPC/continuity test or endorsement in the BPC.<br />
Alert the commercial staff for reservation charts, loading and unloading.
135<br />
STATION MASTER<br />
In case of signal/point failure, arrange authority after clamping and padlocking<br />
without delay.<br />
Alert the C&W staff for carriage watering and cleaning at intermediate <strong>station</strong>s.<br />
Alert the Electrical department staff for electrical complaints at intermediate <strong>station</strong>s.
FIRST AID<br />
136<br />
STATION MASTER<br />
The immediate treatment given to the victim of an accident or sudden illness<br />
before the arrival of the doctor is called first aid.<br />
Aim / Objectives:<br />
Save the life.<br />
Promote the recovery.<br />
Prevent the worsening of the condition.<br />
Arrange transport to shift him to hospital<br />
Contents of the First Aid box:<br />
1. Set of splints : 1<br />
2. Roller Bandage : 10<br />
3. Triangular bandages : 4<br />
4. Tourniquet/Rubber bandages : 2<br />
5. Cotton Wool : 4<br />
6. Safety Pins : 10<br />
7. Adhesive Dressing : 20<br />
8. Paracetamol Tab : 20<br />
9. Diazepam Tab : 10<br />
10. Antiseptic Cream : 1<br />
11. Injury Card : 1<br />
Types of accident relief medical equipment:<br />
With a view to <strong>pro</strong>vide <strong>pro</strong>mpt medical aid, the following types of accident relief<br />
medical equipments are <strong>pro</strong>vided in our railways.<br />
1. Scale one medical equipments (MRV) are available at nominated <strong>station</strong>s mentioned in<br />
working time table.<br />
2. POMKA (Portable Medical Kit for Accidents) available in all health units, poly clinics,<br />
sub-divisional, divisional and zonal hospitals.<br />
3. Scale two medical equipments (ARME) are available at specified <strong>station</strong>s in boxes<br />
mentioned in working time table.<br />
4. First Aid boxes are <strong>pro</strong>vided with <strong>station</strong> <strong>master</strong>s, passenger carrying train guards,<br />
workshops, marshalling yards, loco sheds and C&W depots.<br />
5. Special First Aid boxes are <strong>pro</strong>vided in all long distance super fast, shatabdi, rajdhani<br />
expresses, Dy.SS (Commercial), AC coaches of some of the nominated trains.<br />
6. First Aid boxes for gang men.<br />
First aid boxes available with <strong>station</strong> <strong>master</strong>s and guards of passenger trains<br />
are to be inspected by ADMO once in a month.<br />
The augmented first aid box is available with train superintendent, AC coach<br />
attendant, Dy. SS (Comma).<br />
This box contains around 49 items and this is to be utilized for giving medical aid to<br />
the passengers by a doctor only.<br />
Keys of the first aid boxes for locations such as <strong>station</strong>s, marshalling yards,<br />
workshops, loco sheds, carriage and wagon depots etc, which will be kept with the<br />
supervisors on duty.<br />
The first aid boxes with guards of train carrying passengers will have no keys.
Utilization of first aid box:<br />
Splints:<br />
These are used to immobilize and support the fractured limbs.<br />
Roller Bandages:<br />
It is used to retain dressings and splints in position<br />
Triangular Bandage:<br />
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STATION MASTER<br />
To retain dressings and splints in position and to immobilize the fractures.<br />
To support an injured pact or in the form of slings.<br />
To control bleeding.<br />
To reduce or prevent swelling.<br />
To assist in the lifting and carrying of casualties. Mainly used as bandages like head<br />
bandage, chest bandage, shoulder bandage, elbow bandage, hand bandage, hip<br />
bandage, foot bandage etc. It is also used as slings like arm sling, triangular sling<br />
and cuff and collar sling.<br />
Tourniquet / Rubber Bandage:<br />
It is used to stop bleeding and to stop spreading of poison when snake bites. It is<br />
used only for hands and legs. It is to be released at regular interval.<br />
Cotton wool:<br />
It is used to clean/pad the wounds. It is also to be utilized to absorb discharges when<br />
there is a wound.<br />
Safety Pins:<br />
It is used when Triangular bandage used for victim.<br />
Adhesive Dressings:<br />
It is used for minor & superficial wounds only.<br />
Paracetamol Tab:<br />
These are used to relieve minor pains.<br />
Diazepam Tab:<br />
It is a sleeping pill to be used in case of severe pains such as fractures etc.<br />
Antiseptic Cream:<br />
It is used to minimize or prevent infection to wounds.<br />
Injury Card: It is for maintaining the account of the first aid box items.<br />
Rules of First Aid:<br />
The best advice to the First Aider is Make Haste slowly.<br />
a) Reach the accident spot quickly.<br />
b) Be calm, methodical and quick.<br />
c) Look for breathing, bleeding and shock.<br />
d) Start artificial breathing if casualty not breathing stop bleeding and then treat the<br />
shock .Avoid handling of the casualty unnecessarily.<br />
e) Reassure the casualty.<br />
f) Arrange for despatch to the Doctor or to the Hospital.
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STATION MASTER<br />
g) Do not attempt too much. Give minimum assistance so that the condition does not<br />
become worse and life can be saved.<br />
The three emergency situations where a casualty is especially at risk because of<br />
interference with vital needs are:<br />
a) Lack of breathing and / or heart beat.<br />
b) Severe bleeding<br />
c) A state shock.<br />
Steps to be followed while rendering effective help to a person<br />
who met with an accident.<br />
D-Danger<br />
R-Response<br />
A-Airway<br />
B-Breathing<br />
C-Circulation of Blood.<br />
1. Remove the casualty from the danger; shift him / her to a safe place.<br />
2. Find out whether the casualty responding or not. If responds he / she is conscious<br />
otherwise unconscious.<br />
3. If unconscious check ABC if any failure restore artificially immediately.<br />
AIRWAY- Airway may get blocked due to<br />
Tongue falling back<br />
Foreign body in the airway<br />
To check airway<br />
Lay the casualty on his back<br />
Open the mouth and see in side<br />
If tongue fallen back tilt the head slightly back. to bring the tongue to its normal<br />
position and open the mouth.<br />
If any foreign body visible in side the mouth it is to be removed by inserting two<br />
fingers in to the mouth carefully.<br />
After clearing the airway the casualty to be put in recovery position.<br />
Once air way clear breathing starts automatically.<br />
Breathing<br />
Look for the person's chest to rise and fall.<br />
Listen for the sounds of inhaled or exhaled air.<br />
Feel for exhaled air by putting your finger near the casualty‘s nose<br />
If no breathing give two inflations of artificial respiration.
Circulation<br />
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STATION MASTER<br />
Feel for a pulse, by gently pressing two fingers (do not use the thumb) on<br />
the person's neck between the Adam's apple, or voice box, and the<br />
muscle on the side of the neck.<br />
If you are not feeling the pulse it indicates that heart not functioning<br />
Restore the heart through cardiac massage<br />
ASPHYXIA (SUFFOCATION)<br />
Definition:<br />
When lungs are not getting sufficient fresh air, important organs of body<br />
mainly brain deprive of oxygen, it is a dangerous condition called asphyxia.<br />
Causes:<br />
Drowning<br />
Breathing polluted air<br />
Pressing of wind pipe (Hanging, Throttling and Strangulation)<br />
Choking<br />
Pressure/weight on chest.<br />
Electric shock<br />
Some poisons.<br />
Signs and Symptoms of Asphyxia/Suffocation:<br />
Low / No Breathing<br />
Blue colour of cheeks and lips with congestion of face.<br />
Swelling of veins at neck.<br />
Unconsciousness.<br />
General Treatment for Asphyxia:<br />
Remove cause from casualty or casualty from cause.<br />
Ensure more fresh air (By opening doors and windows and removing the people<br />
surrounded); loosen the tight clothing at chest and neck regions.<br />
Start artificial Respiration without wasting even few seconds.<br />
Arrange medical aid.<br />
Note:- (1). Normal Breathing (Respiration) Rate 15 – 18 times per minute.<br />
(2) Normal Heart Beat/pulse rate 72 times per minute.<br />
Methods of Artificial Respiration:<br />
Mouth to Mouth Method of artificial respiration<br />
Mouth to Nose Method of artificial respiration
Mouth to Mouth Method of Artificial Respirations:<br />
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STATION MASTER<br />
Place the casualty on his back on a plain and hard surface.<br />
Sit by the side of the face and place the hand by the side of chin and tilt the head<br />
slightly back so that clear ventilation at throat.<br />
Cover the casualty‘s mouth with clean cloth and pinch the nostrils.<br />
Open your mouth and take fresh air and cover the lips of casualty with your lips and<br />
blow the air into the mouth of casualty @ 10-12 times per minute.<br />
While blowing ensure that nostrils are pinched and chest is rising. If chest is not<br />
raising it indicates some obstruction in air passage clear the air passage and restart<br />
mouth to mouth artificial respiration. This <strong>pro</strong>cess to be continued till the normal<br />
breathing resumed or Doctor arrives which ever is earlier.<br />
Mouth to Nose method of artificial Respiration:<br />
This method will be adopted only when mouth can not be opened due to injury inside<br />
the mouth or jaw fracture or the person suffering with fits convulsions .In this method blow<br />
the air into the nose of the victim by closing the mouth of the victim with fingers.<br />
WHEN HEART STOPS FUNCTIONING<br />
If the Heart is not working you will notice the following:<br />
The face is blue or pale.<br />
Heart beat and pulse at the root of Neck (carotid pulse) are not felt.<br />
Note:- (1). Even if the casualty is breathing but the breathing is not normal, it is wise to start<br />
artificial respiration.<br />
(2). Do not begin heart compression until you are sure that the heart has stopped<br />
beating.<br />
External heart compression or External cardiac massage:<br />
1. Place the casualty flat on his back on the ground and remove the cloths over the<br />
chest.<br />
2. Sit on the right side of the casualty on your knees<br />
3. Feel and mark the lower part of the sternum.<br />
4. Place the heel of your left hand on the marked point make sure that the palm and<br />
fingers are not in contact with chest.<br />
5. Place the heel of the right hand over the left hand.<br />
6. Push the sternum towards the spine. It can be pressed upto 1 to 1.5 inches.<br />
7. Adults should be given about 100 compressions per minute. For children from 2<br />
to 10 years compressions with one hand heel will be enough, but compressions<br />
should be @ 100 times per minute. For infants below 2 years compressions with<br />
two fingers is good enough and applied at a rate of 100 times per minute.<br />
8. Press firmly but carefully, carelessness may cause injury to ribs.<br />
If the treatment is effective<br />
colour will become normal.<br />
Pupil will contract.<br />
Carotid pulse begins.
CPR (Cardio Pulmonary Resuscitation)<br />
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STATION MASTER<br />
If heart and breathing both are failed give CPR - Cardio Pulmonary Resuscitation<br />
Give 30 heart compressions of cardiac massage than two inflations of artificial respirations<br />
and repeat the <strong>pro</strong>cess.<br />
SHOCK<br />
Definition:<br />
Shock is severe depression to vital functions of organs like brain, heart, lungs<br />
etc. due to less blood supply to the brain.<br />
Causes:<br />
Wounds<br />
Fractures<br />
Burns & Scalds<br />
Snake bite<br />
Sunstroke<br />
Heart attack<br />
Dog bite<br />
Electrical shock etc.<br />
Sign and symptoms of Shock:<br />
1. Giddiness (symptom)<br />
2. Pale colour of face (Sign)<br />
3. Coldness (symptom)<br />
4. Cold clammy skin (skin touch to cold with seating) (sign)<br />
5. Rapid and weak pulse (sign)<br />
6. Nausea (vomiting sensation) (symptom)<br />
7. Vomiting (sign)<br />
8. Unconsciousness (stupor/coma) (sign)<br />
General Treatment for Shock:<br />
1. Reassure (Encourage) the casualty if he is conscious.<br />
2. Keep the casualty in supine position (Face upward) and head lower than body by<br />
raising the foot side of cot and head must turn to one side. Head lower to supply<br />
more blood to brain and turn one side to avoid tongue fall back and block wind<br />
pipe.<br />
3. Cover with blanket to warm. Do not use hot water bottles, do not massage and do<br />
not give alcoholic drinks.<br />
4. If he is conscious give sips of water, tea / coffee on request but do not give if<br />
suspects any operation.<br />
5. Give pain relievers and arrest bleeding if necessary.<br />
6. Arrange medical aid.
WOUNDS AND HEMORRHAGES (BLEEDINGS)<br />
Definition:<br />
Wound is caused due to breakage of skin / tissue.<br />
Types of Wounds:<br />
Contused Wounds<br />
Lacerated Wounds<br />
Punctured Wounds<br />
Incised Wounds.<br />
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STATION MASTER<br />
1. Contused wounds are caused by blunt instruments where there is no<br />
opening. Treatment put an ice piece over the wound.<br />
2. Lacerated wounds are caused by irregular edges of instruments like glass<br />
pieces metal pieces, machine injuries, animal sites and occurrences where<br />
the edges of wound is irregular. Clean the wound with water and pick any<br />
floating foreign body. Cover the wound with a clean cloth or apply antiseptic<br />
cream.<br />
3. Incised wounds are caused by sharp edged instruments like razor / knife<br />
where the edge of wound is in straight line. Loss of blood is more hence<br />
arrest the bleeding immediately.<br />
4. Punctured wounds are caused by sharp edged instruments like needles,<br />
nails and most of gun-shot wounds where less opening and more deep.If any<br />
wound on the chest to be covered and packed with a pad and ensure <strong>pro</strong>per<br />
blood supply to brain.<br />
The circulatory system consists – Heart, arteries, veins and capillaries.<br />
Heart beat rate 72 times per minute average.<br />
Pulse rate also 72 times per minute average.<br />
While noticing the pulse we have to observe rate, rythm and strength .<br />
Types of Bleedings (Hemorrhages):<br />
Artery Bleeding – Bright red in colour and flow in jets.<br />
Vein Bleedings – Dark red in colour and flow continuously.<br />
Capillary Bleedings – Red in colour and oozing from all parts of<br />
wound.<br />
According to the place of wound bleeding are two types:<br />
External bleeding<br />
Internal bleeding<br />
Danger of wounds:<br />
It allows precious blood to escape from body.<br />
It permits harmful bacteria/virus or other injurious agents to enter into body.<br />
Methods to arrest Bleeding:<br />
Direct Pressure Method- Whenever a person suffering with external<br />
bleeding and wound is free from any foreign body direct pressure method to be<br />
used for arresting the bleeding. Clean the surroundings of the wound. Put a<br />
dressing/pad and press the wound. Bleeding gets stopped
143<br />
STATION MASTER<br />
Indirect Pressure Method-<br />
It is applied by two ways<br />
By using Tourniquet bandage<br />
By pressing Pressure Points<br />
For the amputated limbs, when a foreign body in the wound which can not be<br />
removed, very big wound and direct pressure method fails. Tourniquet bandage is<br />
used to stop bleeding for hands and legs only. For other parts pressure points to be<br />
pressed. Tourniquet bandage to be tied above the wound towards the heart side at<br />
single bone area. It is to be relaxed once in 15 minutes.<br />
Important Pressure Points:<br />
1. Carotid pressure point on the neck either side of voice box.<br />
2. Sub-clavian pressure point on the inner end of collar bone.<br />
3. Bronchial pressure point. on the inner side of upper arm.<br />
4. Femoral pressure point on the thigh bone.<br />
General Treatment (First Aid) to Wounds:<br />
1. Place the victim in sitting/lying position and elevate the injured part if possible.<br />
2. Expose the wound and clean the wound and surrounding area but do not disturb<br />
blood clot if already there.<br />
3. Remove any foreign bodies which are floating.<br />
4. Arrest bleeding by applying pressure directly on the wound by putting a pad.<br />
5. If bleeding could not be controlled by direct pressure method or if you find any<br />
foreign body inside the wound or wound is too big apply indirect pressure<br />
method.<br />
6. Apply antiseptic cream, dressing and bandage.<br />
7. Immobilize the part where it is possible.<br />
8. Give pain relievers and treat for shock.<br />
9. Arrange medical Aid.<br />
Nose bleeding Treatment (Hemorrhage):<br />
1. Advice the victim to take breath through mouth.<br />
2. Place the victim near a window or against current of air in sitting position with the<br />
head slightly bent forward.<br />
3. Pinch the junction of the nose just below the hard part.<br />
4. If available put ice piece over the nose or a wet cloth.<br />
5. Warn him not to blow the nose.<br />
6. Do not block the nostrils.<br />
7. Arrange medical aid.<br />
Ear bleeding Treatment:<br />
1. Place the victim on his back.<br />
2. Do not block the ear passages<br />
3. If one ear bleeding turn the head to the same side from which blood is coming<br />
out. and see that the affected ear is down.<br />
4. If both ears bleeding keep face upward and head little bit low for free drainage of<br />
blood and raise the legs.<br />
5. Do not block the ear.<br />
6. Arrange medical aid.
Internal Bleeding:<br />
Symptoms of internal bleeding<br />
Giddiness.<br />
Skin becomes pale, cold and clammy.<br />
Pulse gets rapid but very weak.<br />
Sweating, Thirsty, feels vomiting sensation.<br />
Become unconscious.<br />
Treatment for internal bleeding:<br />
Head injury:<br />
144<br />
STATION MASTER<br />
1. If the person id unconscious, check air-way, breathing and circulation of blood. If<br />
any failure is noticed, restore them.<br />
2. Lay him on his back and raise the legs by using pillow to enable the blood supply<br />
to the brain.<br />
3. If he is conscious lay him on his back and raise the legs by using pillow to enable<br />
the blood supply to the brain.<br />
4. Shift him to hospital as early as possible.<br />
As a result of head injury, blood and brain fluid may flow out of the nose, ear or mouth.<br />
Symptoms:<br />
Treatment:<br />
Definition:<br />
Giddiness.<br />
Skin becomes pale, cold and clammy.<br />
Pulse gets rapid but very weak.<br />
Sweating, Thirsty, feels vomiting sensation.<br />
Become unconscious.<br />
Ask the person not to blow his nose.<br />
Do not pack ear or nose.<br />
Lay the person on the affected side.<br />
Ensure tongue should not fall back.<br />
If any ear bleeding noticed, do not block the ear passage.<br />
BURNS AND SCALDS<br />
Burn is an injury caused by<br />
Dry heat – such as fire / flame<br />
Friction – touching speedy moving objects<br />
Corrosive (burning nature) chemicals like acids / alkalis<br />
Touching an object which was charged with high tension electric current.<br />
Scald is an injury caused by moist heat such as hot water, milk, oil, tar, steam etc.
Degrees of burns:<br />
1st degree - Redness of skin, blister formation<br />
2nd degree - Internal tissue damage<br />
3rd degree - Complete charring of part.<br />
General treatment for burns and scalds:<br />
145<br />
STATION MASTER<br />
If a person‘s cloth catches fire do not allow him to run. Pour plenty of water or gently<br />
place him on ground and roll him slowly to put off flames.<br />
Cool and clean the affected area with wet cloth / cotton or flood with water or dip the<br />
effected area into water if it is possible.<br />
Remove any constraint articles like bangles, rings, watches immediately. Otherwise<br />
they can not be removed later.<br />
Remove the burnt cloths by cutting which is not stick to the skin.<br />
Cover the area preferably with clean cloth but do not disturb blisters.<br />
Do not apply antiseptic cream for major burns<br />
If he is conscious give water with pinch of salt to make good of lost salt and water,<br />
weak tea with more sugar also may be given if he is not diabetic patient.<br />
For major burns do not apply antiseptic cream.<br />
FRACTURE, DISLOCATION, SPRAIN AND CRAMP<br />
Definitions:<br />
“If you dont like something, change it. If you can't change<br />
it, change your attitude. Don't complain”<br />
Fracture is breakage, crack / bend of a bone.<br />
Dislocation is displacement of one or more bones from joint.<br />
Sprain is wrenching tearing of cartilage near a movable joint.<br />
Strain is over lapping of muscles at a particular place.<br />
Cramp is sudden painful involuntary contraction of voluntary muscles.<br />
Causes of Fractures: Direct force, indirect force and muscular contraction.<br />
Signs and symptoms for Identification of fracture:<br />
Pain<br />
Swelling<br />
Loss of power<br />
Deformity (change in shape or size).<br />
Tenderness (Sever pain by gentle touch)
Types of Fractures:<br />
146<br />
STATION MASTER<br />
Simple Fracture means the broken ends of the bone do not come out by opening the<br />
skin and thus remain inside only.<br />
Compound Fracture means the broken ends of the bone comes out by opening the<br />
skin and the fractured bone is in contact with outside air as a result of an injury.<br />
Complicated Fracture means the fractured bone damages an important internal<br />
organ like the brain, a major blood vessel, the spinal cord, lungs, lever, spleen etc.<br />
General Treatment for Fractures:<br />
Immobalise and support the affected part/limb by means of splints, Bandages/Slings<br />
etc.<br />
It is important to immobilize the area both above and below the injured bone.<br />
Give pain relievers and treat for shock if necessary.<br />
Ice packs can be applied to reduce pain and swelling (Not to be placed directly over<br />
the wound.<br />
Arrange medical aid as early as possible.<br />
Sprain and Strain Treatment:<br />
Definition:<br />
Place in suitable position and put firm bandage and in case of strain wet it with water<br />
frequently.<br />
Arrange medical aid.<br />
POISONS<br />
Any substance (liquid, solid or gas) when enter into body in sufficient quantity which is<br />
harmful to the body and has power to injure health or destroy life is called poison.<br />
Gaseous poisons:<br />
These are entered in to the body through breathing.<br />
Treatment:<br />
Take the person to safe place and start artificial respiration if necessary. Before<br />
entering into room, make <strong>pro</strong>per ventilation and first aider has to cover his face with wet<br />
cloth. Take long breath and hold it. Shift the victim to the hospital as early as possible.<br />
Swallowed Poisons:<br />
These are entered in to the body through mouth.<br />
Treatment:<br />
Act quickly and collect poison or container and send messenger for doctor. Before<br />
doctor arrives,<br />
Check whether he is conscious or not. If unconscious, check air way, breathing and<br />
circulation. If there is no breathing, start artificial respiration and if there is no pulse<br />
start CPR.<br />
If conscious, dilute the poison by making him to drink more water, milk, tender<br />
coconut, white portion of the raw egg.<br />
If the poison is corrosive in nature, do not induce vomit.
Snake bite:<br />
147<br />
STATION MASTER<br />
Neutralize the poison by giving antidotes. For acids – chalk powder mixed in water<br />
and for alkalis – lemon juice.<br />
If the poison is non corrosive such as pesticides, excess dose of sleeping pills,<br />
mosquito killers, rat killers etc. induce the person to vomit by tickling or by giving<br />
large quantity of concentrated salt water.<br />
SNAKE / DOG / SCORPION BITE TREATMENT<br />
Tie rubber (Constriction) bandage (if the bite took place on legs / hands) above the<br />
wound towards the heart side. This must be released at regular intervals.<br />
Wash the area immediately with flow of water.<br />
Reassure the victim because most of the persons are dying due to fear.<br />
Don‘t allow him to run or walk.<br />
Treat the wound.<br />
Treat for shock.<br />
Give artificial respiration if there are any signs of failure of breathing.<br />
Arrange medical aid or carry the person to the doctor.<br />
Dog bite:<br />
Wash the bitten area with soap water and with antiseptic solution.<br />
Encourage bleeding and do not cover the wound.<br />
Collect information about dog and dog bite such as it is pet / stray dog and whether it<br />
is a <strong>pro</strong>voking / non <strong>pro</strong>voking bite.<br />
Arrange medical aid.<br />
Scorpion bite:<br />
Wash the bitten area.<br />
Apply sodium bi-carbonate or potassium permanganate and sodium bi-carbonate<br />
mixture on the bitten area.<br />
Arrange medical aid.<br />
Drowning:<br />
Remove the person from the water.<br />
Lay him on the ground on his stomach and turn the head to one side.<br />
Apply pressure on the back (waist portion) or raise the belly so that the water gone<br />
into lungs should come out.<br />
Once lungs got vacated, breathing will start. If it has not started, give artificial<br />
respiration to restart the breathing.<br />
Arrange medical aid.<br />
UNCONSCIOUSNESS (INSENSIBILITY)<br />
When sensory organs are not in working condition except in sleep, the condition is<br />
called unconsciousness. Unconsciousness is due to interruption of the brain action through<br />
some interference with the functions of the nervous system.<br />
It is of two types.(1) Stupor (partial) 2) Coma (complete)
Causes:<br />
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STATION MASTER<br />
Ensure abundant supply of fresh air.<br />
If breathing stops or appears to be failing, start artificial respiration.<br />
If breathing is not noisy, keep face upward and head and shoulders to be raised<br />
slightly.<br />
If breathing is noisy keep in recovery position.<br />
Undo all tight clothing, especially around neck and chest.<br />
Apply the specific treatment for the cause.<br />
Wrap the victim in a blanket.<br />
Do not leave the casualty alone.<br />
Do not attempt to give food / fluids while in unconscious through mouth.<br />
Shift him to hospital.<br />
Signs and Symptoms:<br />
EPILEPSY (FITS)<br />
1. Suddenly looses consciousness.<br />
2. Sometimes remain rigid with flush face.<br />
3. Convulsions start with froth at mouth.<br />
4. Pulse will be in bouncing condition.<br />
5. Body becomes stiff.<br />
Treatment:<br />
Do not stop convulsions by force.<br />
Try to remove hard articles away from the victim.<br />
Wipe away the froth from his mouth.<br />
Keep careful watch for a possible failure of breathing and heart.<br />
Wait till he comes to the normal condition.<br />
Protect the tongue by placing soft <strong>material</strong> between the teeth.<br />
Once he becomes normal, advice the casualty to see the doctor.<br />
Do not keep any metal in to the hands and do not pour water<br />
“If money is your hope for independence you will<br />
never have it. The only real security that a man<br />
will have in this world is a reserve of knowledge,<br />
experience and ability”
149<br />
STATION MASTER<br />
ZONAL RAILWAY TRAINING INSTITUTE<br />
MOULA ALI<br />
OBJECTIVE QUESTIONS OF<br />
G&SR, ACCIDENT MANUAL,<br />
BLOCK WORKING MANUAL
CHAPTER NO – I & II<br />
150<br />
STATION MASTER<br />
1. The General Rules for Open Lines of the <strong>Railway</strong>s 1976 have been framed under<br />
Section ____________ of the <strong>Railway</strong>s Act 1989 by the Government of India.(Preface<br />
of G&SR)<br />
2. General Rules can be amended by ____________________________.(Preface of<br />
G&SR)<br />
3. Ap<strong>pro</strong>ved special instructions are issued or ap<strong>pro</strong>ved by _____________.(G.R.1.02(4))<br />
4. ___________________ is the authorized officer of <strong>South</strong> <strong>Central</strong> railway. (S.R.1.02(5))<br />
5. Subsidiary rules are framed by _________________________________.(S.R.1.02(5))<br />
6. Who is the Commissioner of <strong>Railway</strong> Safety for <strong>South</strong> <strong>Central</strong> Circle<br />
________________.(CRS office/SC)<br />
7. Present Chief Operations Manager of SCR _____________________.(COM‘s office)<br />
8. A fixed stop signal of a <strong>station</strong> controlling the entry of trains into next block section is<br />
called _____________________________.(G.R.1.02(33))<br />
9. ______________ and its cognate expressions include a train, vehicle or obstacle on or<br />
fouling a line, or any condition which is dangerous to trains. (G.R.1.02(43))<br />
10. A train, which has started under an A T P and has not completed its journey, is called<br />
____________________________________.(G.R.1.02(48))<br />
11. Special instructions are issued by ______________________________.(G.R.1.02(50))<br />
12. Station Limits are available between ________________ signals at a Block Station.<br />
(G.R.1.02(52))<br />
13. At Class ‗D‘ <strong>station</strong>, <strong>station</strong> limits are available between ______________.(S.R.1.02.52)<br />
14. ________________________means the person on duty who is for the time being<br />
responsible for the working of the traffic within <strong>station</strong> limits. (G.R.1.02(53))<br />
15. On Double line class ‗B‘ <strong>station</strong> Multiple Aspect Signalling, <strong>station</strong> section lies between<br />
_____________________________ and ________________________.(G.R.1.02(54))<br />
16. On single line ‗B‘ class MAS <strong>station</strong>, Station section lies between<br />
___________________or _______________ or __________________.(G.R.1.02(54))<br />
17. Station Section is available only at ________________________ <strong>station</strong>. (G.R.1.02(54)<br />
18. ________________________ means the system adopted for the time being for the<br />
working of trains on any portion of a railway. (G.R.1.02(56))<br />
19. Block <strong>station</strong>s are sub-classified as ______________, ______________,<br />
______________ &________________. (G.R/S.R.1.03(2))<br />
20. At a ‗A‘ class <strong>station</strong> line clear may not be given for a train unless the line is clear for at<br />
least __________ mts beyond the Home signal, or up to ____________.(G.R.1.03(2))<br />
21. The classification of a <strong>station</strong> shall be mentioned in the _______ . (S.R.1.03(1))<br />
22. Any Block Station which cannot be worked under Class ‗A‘ Class ‗B‘ or Class ‗C‘<br />
conditions is termed as _____________________. (S.R.1.03(2))<br />
23. Whenever L Ps / AL Ps / SMs / Guards / Switchmen join this Zonal <strong>Railway</strong>, on<br />
transfer, they shall attend ___________________ before taking independent charge.<br />
(S.R.2.03.2)
151<br />
STATION MASTER<br />
24. No <strong>Railway</strong> Servant directly connected with the working of trains shall take or use any<br />
alcoholic drink, sedative, narcotic or stimulant drug or preparation within<br />
_________________ hours before the commencement of his duty or take or use any<br />
such drink, drug or preparation when on duty. (G.R.2.09(2))<br />
25. If train parting is observed by any <strong>Railway</strong> Servant, _____________________ signal<br />
should not be exhibited.(G.R.2.11.2(d))<br />
26. If any railway servant notices that a train has parted, he shall try to attract the attention<br />
of the LP and Guard by ________ and put both his hands together above his head and<br />
separate them smartly. (S.R.2.11.1)<br />
27. When there is a severe storm endangering the safety of passengers trains, SM shall<br />
not _____________________ or _______________________________.(S.R.2.11.2.1)<br />
28. Wind velocity can be measured by ______________________________.(S.R.2.11.3)<br />
****<br />
CHAPTER NO. I I I<br />
1. Signals used for controlling movement of trains as per G & SR are ___________,<br />
_________, _________________ and ________________. (G.R.3.02)<br />
2. In colour light area Distant signal is identified by ___________________.(G.R.3.07(4))<br />
3. The normal aspect of Distant signal is _________________.(G.R.3.07(4))<br />
4. Whenever two yellow lights are exhibited in Distant signal the Aspect is<br />
_____________.(G.R.3.07(4))<br />
5. Whenever one yellow light is exhibited in Distant signal the Aspect is _____________<br />
.(G.R.3.07(4))<br />
6. The indication of the Distant signal in Caution Aspect is<br />
__________________________________ .(G.R.3.07(4))<br />
7. The indication of the Distant signal in Attention Aspect is<br />
_______________________________________________________.(G.R.3.07(4))<br />
8. Distant signal tells about the aspect of ____________________ signal ahead.<br />
(G.R.3.07(5))
152<br />
STATION MASTER<br />
9. Whenever Inner Distant is <strong>pro</strong>vided, Distant Signal is capable of displaying __________<br />
&______________aspects only. (G.R.3.07(6))<br />
10. The normal aspect of Distant signal on double distant signal area is ____________ .<br />
(G.R.3.07(6))<br />
11. When colour light Distant signal is combined with Gate/LSS, the normal aspect of that<br />
signal is _______________________.(G.R.3.07(7))<br />
12. Distant signal is <strong>pro</strong>vided at a distance of ___________________ meters in rear of the<br />
stop signal.(SEM 7.30.4)<br />
13. Wherever double distant is <strong>pro</strong>vided, distant signal location is _____________ meters<br />
from the stop signal. (S.R.3.07.2)<br />
14. _________________ is eliminated wherever two Distant signals are <strong>pro</strong>vided.<br />
(S.R.3.07.2)<br />
15. At <strong>station</strong>s <strong>pro</strong>vided with Advanced starter and starter, the ________________shall be<br />
taken off first and then the ____________.(S.R.3.10.1)<br />
16. ______________ are <strong>pro</strong>vided at certain cabins which when reversed, lock the levers of<br />
all running Semi-Automatic signals and enable the signals to function as Automatic<br />
signals. (S.R.3.12.2)<br />
17. When a colour light Distant is combined with LSS/Gate signal, _________________<br />
marker shall be dispensed with on the signal post. (G.R.3.17,S.R.3.73.3)<br />
18. Colour light calling ON signal is identified by ______________________.(G.R.3.13(1)b)<br />
19. Calling On signal may be <strong>pro</strong>vided below any stop signal except ___________.<br />
(G.R.3.13(2))<br />
20. Calling ON signal will show ____________ light in ―ON‖ position. (G.R.3.13(4))<br />
21. Calling On signal shows _____________ colour light in ‗OFF‘ position. (G.R.3.13(6))<br />
22. The Aspect of the Calling On signal when taken ‗OFF‘ is<br />
________________.(G.R.3.13(6))<br />
23. Calling ON signal cannot be taken ―OFF‖ during ________________________ (end)<br />
point failure. (SEM 7.19.5(c))<br />
24. Calling ON signal is to be used only on two occasions, they are<br />
____________________, ______________________________________.(G.R.3.69,<br />
G.R.5.09)<br />
25. Condition for taking off calling on signal is that the train has been brought to a<br />
_______________at the stop signal.(G.R.3.45)<br />
26. To take ―OFF‖ calling ON signal, the train must be in the _____________ Zone and if<br />
calling ON is taken ―OFF‖. it will take __________time . (SEM 7.19.5(c))<br />
27. Shunt signals are of ________ types, and they are ____________________.<br />
______________ and __________________________.(G.R.3.14(1))<br />
28. Shunt signal may be <strong>pro</strong>vided below any stop signal except _____________.<br />
(G.R.3.14(3))<br />
29. Shunt signal below stop signal will show _________________ light in ―ON‖ position.<br />
(G.R.3.14(6))<br />
30. Position light shunt signal shows ____________ colour lights in ‗OFF‘ position.<br />
(G.R.3.14(9))<br />
31. The Aspect of the shunt signal when taken ‗OFF‘ is ________________.(G.R.3.14(9))
32. The Aspect of the shunt signal at ‗ON‘ is ________________.(G.R.3.14(9))<br />
33. Shunt signal detects ________________.(S.R.5.14.5))<br />
153<br />
STATION MASTER<br />
34. ________________________ type of shunt signals shall be <strong>pro</strong>vided in colour light area.<br />
(SEM 7.42.2)<br />
35. _______________ is the authority to pass defective Independent shunt signal or shunt<br />
signal below stop signal at ―ON‖. (S.R.3.14.1)<br />
36. When Shunting Permitted Indictor is defective, ____________ is the authority for the LP.<br />
(S.R.3.14.3.3)<br />
37. Detailed working instructions about Shunting Permitted Indicator are available in<br />
_______. (S.R.3.14.3.4)<br />
38. I. B signal is identified by ______________________________________.(G.R.3.17.1)<br />
39. Gate signal in Automatic section is identified by _____________________.(G.R.3.17.1)<br />
40. When a fixed signal is not in use, it shall be distinguished by _________________<br />
(G.R.3.18.1)<br />
41. Route indicators are treated as _________________________________.(S.R.3.19.1)<br />
42. Route indicators are of ______ types and they are(a) ___________________________,<br />
(b) _________________________________ (c) __________________________. (SEM<br />
Part -I -7.4)<br />
43. There are four types of Electric repeaters and they are<br />
(a)_____________________________ (b)________________________ (c)<br />
_____________________ (d) _____________________.(S.R.3.23.1)<br />
44. Whenever the miniature light repeater in the colour light signaling territory is found to be<br />
defective and aspect is not visible, the corresponding signal shall also be treated as<br />
_______________________ . (S.R.3.23.2.4)<br />
45. When a signal is newly erected or shifted, it shall be jointly inspected by<br />
______________, _____________________ &____________________.(signal sighting<br />
committee(S.R.3.26.1)<br />
46. When a signal is newly erected or shifted, caution order shall be given for a period of<br />
____________________ days and notified in __________of lobbies. (S.R.3.26.1)<br />
47. Signal sighting committee will go on footplate inspection once in ____________.<br />
(S.R.3.26.2)<br />
48. The minimum equipment of signals at a class ―B‖ <strong>station</strong> with M A S are<br />
_______________ _____________________, _____________________.(G.R.3.27(a))<br />
49. At a class ―C‖ MAS <strong>station</strong> the minimum equipment of signals are _______,<br />
________.(G.R.3.27(b))<br />
50. Shunting limit board/Advanced starter is <strong>pro</strong>vided at a single line <strong>station</strong> where<br />
shunting(obstruction) is permitted out side the outermost facing points in the direction of<br />
__________.(G.R.3.32(1))<br />
51. At a Class ‗B‘ <strong>station</strong>, Single line with MAS, the distance from Home signal to outermost<br />
facing points shall not be less than ________________<br />
meters.(G.R.8.01(2)b,G.R.3.40(3)b)<br />
52. Block Section Limit Board is <strong>pro</strong>vided at ____________ <strong>station</strong> with _____________<br />
signals where the first point is a trailing point or where there are<br />
_________________.(G.R.3.32(2))
154<br />
STATION MASTER<br />
53. The distance from Home signal to B S L B shall not be less than __________________<br />
metres. (G.R.3.32(2))<br />
54. Gate signal is identified by ________________________________.(G.R.3.34.2)<br />
55. Detailed working instructions about outlying siding are incorporated in _______.<br />
(S.R.3.35.1)<br />
56. Outlying siding points are indicated by ___________________ mark board.(S.R.3.35.2)<br />
57. Home signal lever/switch will be normalized after the passage of __________________.<br />
(G.R.3.36.(2)(b))<br />
58. Taking ‗off‘ the ap<strong>pro</strong>ach Stop signals can be delayed to ensure busy level crossing<br />
gates, if any, are closed only for ____________ before the arrival of the train, to avoid<br />
complaints from road users. (S.R.3.36.1)<br />
59. SM shall test the working of the reception signal ________ and record results of the<br />
tests in ________.(S.R.3.36.3.2)<br />
60. The speed of a goods train while entering goods terminal yard is restricted to _______<br />
kmph. (S.R.3.36.4)<br />
61. A signal which is taken ―OFF‖ for a train will be put to ―ON‖ position only in emergency to<br />
____________ ___________________________. (S.R.3.36.5.1)<br />
62. To put back starter/advanced starter for departing train LP of the train should be advised<br />
by a _________________ and obtain acknowledgement. (S.R.3.36.5.3.1)<br />
63. Fixed signals except Automatic Signals shall always show their most ____________<br />
aspect in the normal position. (G.R.3.37)<br />
64. Even though departure signals are taken off, LP shall stop at <strong>station</strong>s where stoppages<br />
are scheduled in the _________________.(S.R.3.37.1)<br />
65. On single line immediately after the arrival of a stopping train, the points at<br />
____________ should be immediately set against the _________________.<br />
(G.R.3.38(2))<br />
66. On double line immediately after the arrival of a train, the points in ___________should<br />
be immediately set against the___________________________.(G.R.3.38(2))<br />
67. When all the line at a <strong>station</strong> are blocked by passenger carrying trains, and still line clear<br />
is granted for a train, the points shall be set for __________________________.<br />
(S.R.3.38.6)<br />
68. After the operation of every motor operated point, the ______and ______indications<br />
must be checked by the SM to see that the points are in working condition.<br />
(S.R.3.38.7.1)<br />
69. Signal over lap in M A S shall not be less than _________________ metres, which<br />
shall be reckoned from ______________on single line (G.R. 3.40.(1)(b),(3)(b))<br />
70. Signal over lap in M A S shall not be less than _________________ metres, which<br />
shall be reckoned from ______________on Double line. (G.R. 3.40.(1)(a),(3)(b))<br />
71. To receive a stopping train on loop line having sand Hump or buffer stop, the points must<br />
be set for _______________________ only when block section ahead is occupied.<br />
(S.R.3.40.2)<br />
72. _____________________________ signals are <strong>pro</strong>hibited to be used for shunting<br />
purposes.(G.R.3.46)<br />
73. Slip siding is intended to <strong>pro</strong>tect ___________________________.(S.R.3.50.3.1)<br />
74. Catch siding is intended to <strong>pro</strong>tect __________________________.(S.R.3.50.3.2)
155<br />
STATION MASTER<br />
75. When there is a falling gradient of ________________ towards <strong>station</strong> the <strong>pro</strong>vision of<br />
catch siding is compulsory. (The <strong>Railway</strong>s opening for public carriage of Passenger<br />
Rules2000, Form XV , Sl no.46)<br />
76. When there is a falling gradient of _______________ towards block section the <strong>pro</strong>vision<br />
of slip siding is compulsory. (The <strong>Railway</strong>s opening for public carriage of Passenger<br />
Rules2000, Form XV , Sl no.46)<br />
77. Catch and slip sidings shall not be used for _______________ and ____________<br />
purposes. (S.R.3.50.3.1, 3.2)<br />
78. Normal setting of points wherever catch/slip sidings are <strong>pro</strong>vided is for<br />
_________________.(S.R.3.50.3.3)<br />
79. Catch/Slip siding points key can be extracted from the block instrument, only when the<br />
block instrument is in _____________________________________ position. (BWM-<br />
Part B-3.4)<br />
80. When Trap indicator is <strong>pro</strong>vided, it shall show _________________ during day and<br />
_________________ light during night when it is in open position. (S.R.3.50.2)<br />
81. All points shall normally be set for the __________line. (G.R.3.51(1))<br />
82. Point indicator wherever available shall show _______________________ during day<br />
and ______________________ light during night when point is set for straight(Main)<br />
Line. (S.R.3.51.3.1)<br />
83. Point Indicator, where ever available shall show _______________________ during day<br />
and ___________________ light during night when point is set for turnout( loop line).<br />
(S.R.3.51.3.1)<br />
84. Whenever points/signals/Block Instrument is disconnected by SI/ESM, SM shall ensure<br />
that ________________________________________ is issued by SI/ESM. (S.R.3.51.6)<br />
85. SM shall inform cabin man/CASM/SWM under exchange of ________________<br />
whenever the points/signals/block is disconnected. (S.R.3.51.6)<br />
86. When the disconnected signal/point is reconnected, SI/ESM shall test jointly with<br />
___________________.(S.R.3.51.6)<br />
87. From the time of disconnection to reconnection, the trains shall be admitted by<br />
_________ method. (S.R.3.51.7.1)<br />
88. Whenever signal Inspector is testing the signal, the remark shall be recorded in<br />
________.(S.R.3.51.9.1)<br />
89. By waving green flag by day and a white light by night up and down vertically as high<br />
and as low as possible indicate ____________________________.(G.R.6.08(3))<br />
90. Violently waving a white light horizontally across the body of a person indicates<br />
_________ __________________________________.(G.R.3.53)<br />
91. A green flag/green light moved slowly up and down indicates<br />
_____________________.(G.R.3.56)<br />
92. Detonators are also known as _________________________________.(G.R.3.59)<br />
93. VTP is painted _____________&___________________ alternatively. (S.R.3.61.3)<br />
94. FSP is painted _______________&_________________ alternatively. (S.R.3.61.3)<br />
95. VTP is located at __________ meters from either side of ________________________.<br />
(S.R.3.61.3)<br />
96. _____________ number of detonators are given to each fog signalman. (S.R.3.61.5)
156<br />
STATION MASTER<br />
97. FSP is located at _________ meters from ________________________ signal.<br />
(S.R.3.61.9)<br />
98. When pre-warning is given about foggy weather to SM in rear, the caution order contains<br />
the restriction of ________________ kmph to be observed after passing<br />
_____________________.(Note below G.R.8.04)<br />
99. Nominated fog signalmen are two from _________________________ department and<br />
two from _____________________ department. (S.R.3.61.12)<br />
100. Fog signalman shall remain at FSP for a period of ______ hours on Main line<br />
section. (S.R.3.61.12)<br />
101. For signalmen‘s assurance will be taken in _________________________ register<br />
by SM. (S.R.3.61.16)<br />
102. ____________ shall prescribe the no. of detonators which shall be kept in stock at a<br />
<strong>station</strong>. (S.R.3.64.1.2)<br />
103. The knowledge of the staff that is required to use detonators shall be tested by the<br />
testing officials once in ______________________________.(S.R.3.64.4.2)<br />
104. TI/SM/PWI shall test detonators once in<br />
_________________________.(S.R.3.64.5.2)<br />
105. Normal life of a detonator is ________________________.(S.R.3.64.5.3)<br />
106. After testing the detonator, the life can be extended by maximum of ___________<br />
extensions. (S.R.3.64.5.3)<br />
107. Testing of detonator shall be done by moving an empty wagon hauled by a<br />
locomotive at a speed of ________ kmph. (S.R.3.64.5.6)<br />
108. The signals to be used to warn the incoming train of an obstruction shall be a<br />
_______________at night or a red flag during day.(G.R.3.65)<br />
109. Whenever a signal/point/block instrument is defective, SM shall make an entry in<br />
_________________________________________.(S.R.3.68.2)<br />
110. Whenever a signal which is detecting a point becomes defective, these points are<br />
treated as ________________________________.(S.R.3.68.5)<br />
111. A blank signal under complete power off situation is to be treated as<br />
___________signal. (S.R.3.68.6)<br />
112. Pre-warning about defective reception signal is not required when there is<br />
______________ signal <strong>pro</strong>vision or when ____________________________ is<br />
<strong>pro</strong>vided.(G.R.3.69(1))<br />
113. When home is defective and pre warning is given, the LP may pass such signal on<br />
receipt of __________________ at the foot of the signal.(G.R.3.69(1))<br />
114. When Loco Pilot is pre warned about the defective signal, Station Master shall<br />
ensure that the conditions for _____________________ that signal have been fulfilled.<br />
(G.R.3.69(3))<br />
115. Pre-warning when given it will be given in the form No. ____________________ .<br />
(S.R.3.69.2.1)<br />
116. When train is received on Calling ON, in Podanur Panel, Calling ―ON‖ cancellation<br />
takes _____________________ seconds.(App. XI-5(v)<br />
117. The axle counter shall be reset only after ensuring that the monitored portion is<br />
________.(S.R.3.69.5.1)
157<br />
STATION MASTER<br />
118. Whenever axle counters are to be reset , it should be done by <strong>station</strong> <strong>master</strong> on duty<br />
along with one _____________/________staff. (S.R.3.69.5.3)<br />
119. Authority to pass defective starter signal (if it is not LSS) is ___________________.<br />
(G.R.3.70(1))<br />
120. When I B distant fails in ―OFF‖ position _____________________________ is the<br />
authority for trains before despatching. (G.R.3.71(2)/G.R.3.75)<br />
121. On Double line when LSS is defective _______________ is the authority to start a<br />
train. (G.R.3.70(2))<br />
122. On Single line token less section when LSS is defective _____________authority<br />
shall be given to LP. (G.R.3.70(2))<br />
123. When Loco Pilot passes starter at ―ON‖ partly and stopped before Advanced Starter,<br />
subsequently line clear is taken, ________________________________ will be given.<br />
(S.R.3.70.2)<br />
124. When Gate signal is at ON, the LP shall wait _____by day/night and gateman not<br />
available, LP may pass the gate on the hand signals of _________________after<br />
ensuring that gate is closed..(G.R.3.73(2))<br />
125. When Gate signal is at ON, the LP shall wait _____by day/night and gateman<br />
exhibiting hand signals. LP may _______________________..(G.R.3.73(2)(b))<br />
126. When LP passed the Gate signal at ON and gateman is not available, the LP of the<br />
first train shall__________________________________..(S.R.3.73.2)<br />
127. Gate-cum-distant signal will be located at a distance of _________ meters in rear of<br />
the gate. (S.R.3.73.3)<br />
128. If a signal is showing white light in place of a colour light, it is treated as signal is<br />
showing____________.(G.R.3.74(1)(C))<br />
129. When Loco Pilot finds a reception stop signal in semaphore area in OFF condition<br />
without light, he shall observe ___________________________.(G.R.3.74(1)(e))<br />
130. Whenever colour light signal is flickering / bobbing and does not pick up a steady<br />
aspect at least for __________________ time, the signal shall be treated as<br />
defective.(S.R.3.74)<br />
131. When I B S is defective ______________________ is the authority to be given to<br />
Loco Pilot . (S.R.3.75.2)<br />
132. I. B signal will have ____________________________________ facility.<br />
(S.R.3.75.4)<br />
133. When I B S is at ―ON‖ the Loco Pilot shall stop and contact ________________<br />
immediately.(S.R.3.75.4)<br />
134. When IBS is at ―ON‖ and the telephone is out of order, Loco Pilot after waiting for<br />
_________ minutes shall <strong>pro</strong>ceed at a speed of _____________ kmph when view is<br />
clear/not clear upto next stop signal. (S.R.3.75.4)<br />
135. Whenever axle counter of I B S is functioning im<strong>pro</strong>perly, SM in rear with the cooperation<br />
of SM in advance shall operate _____________ buttons to reset axle counter.<br />
(S.R.14.13.1)<br />
136. Wherever I B S is <strong>pro</strong>vided, LSS is interlocked with ___________________ and I B S<br />
is interlocked with ________________________(Appendix B of SWRs where IBS is<br />
<strong>pro</strong>vided)<br />
137. When Loco Pilot pass I B S at ―ON‖ ___________ indication will appear to SM in<br />
rear.(S.R.14.14.1.1)
158<br />
STATION MASTER<br />
138. When Loco Pilot passes LSS in ―OFF‖ position ___________ indication will appear<br />
which will become normal by putting back<br />
______________________________.(S.R.14.14.1.2)<br />
139. When Loco Pilot passes I B S in ―OFF‖ position, ________ indication will appear after<br />
which block instrument is to be put in _____________________ position. (S.R.14.14.1.3)<br />
140. Whenever I B S or I B distant signal bulb is fused OFF, _________ indication shall<br />
appear along with buzzer. (S.R.14.14.1.4)<br />
141. Under no circumstances should a train be ______________ over the trailed through<br />
points.. (S.R.3.77.2)<br />
142. The Loco Pilot shall whistle intermittently when his engine explodes detonator and<br />
take every possible caution including ___________as necessary.(G.R.3.78.(2)(a))<br />
143. After exploding the detonator, the Loco Pilot shall <strong>pro</strong>ceed cautiously upto a distance<br />
of ____________ and can pick-up normal speed if there is no obstruction beyond that<br />
distance. (G.R.3.78(2)(vi))<br />
144. When the Loco Pilot notices a signal warning of an obstruction, except detonator, he<br />
shall ____________immediately. (G.R.3.78.(4))<br />
145. When the Loco Pilot notices a signal warning of an obstruction and no further details<br />
are noticed, after stopping _________by day/night, he shall <strong>pro</strong>ceed _______________<br />
up to the next block <strong>station</strong>. (G.R.3.78.(5))<br />
146. Signal warning board is located at a distance of ______________ meters in rear of a<br />
stop signal. (S.R.3.78.1)<br />
147. The LP shall clearly understand that if no signal indication is available from the<br />
Warning board he should control the speed as if the stop signal ahead is at<br />
________.(S.R.3.78.1)<br />
148. The Loco Pilot and guard will be given ______ no. of L R trips before they are<br />
booked for regular working including one trip between _______ &__________hours.<br />
(S.R.3.78.2.1)<br />
149. If Loco Pilot has not operated on a section for 3 to 6 months, he should be<br />
given_______ road learning trips. (S.R.3.78.2.2)<br />
150. A ______________ to record observations of Loco Pilot during his run must be<br />
maintained in all lobbies.(S.R.3.85)<br />
******
CHAPTER – IV<br />
159<br />
STATION MASTER<br />
1. The control office should advise the standard time by a general call to the <strong>station</strong>s at<br />
_________daily. All SMs should correct the time and make an entry in the<br />
___________.(S.R.4.01)<br />
2. Guard shall set his watch by the <strong>station</strong> clock or the clock at the authorized place of<br />
reporting for duty and communicate the time to the LP and make entry in the<br />
__________.(S.R.4.03)<br />
3. ODC shall be allowed to be attached by a train for transport only with the prior sanction<br />
of ________.(App.VIII 9.2)<br />
4. All Passenger carrying trains should run at ________________________ even under<br />
normal circumstances subject to observance of permanent / temporary speed restrictions<br />
in force. (S.R.4.08.1.1)<br />
5. Loco Pilot shall not make up between any two <strong>station</strong>s more time than is allowed in<br />
_____________(G.R.4.08(2))<br />
6. Maximum speed of a train shall be restricted to ____________kmph on Absolute block<br />
system and _______________kmph on Automatic block system during dense fog.<br />
(S.R.4.08.2)<br />
7. Unless permitted under ap<strong>pro</strong>ved special instructions the maximum speed permitted on<br />
loop line is ___________________ kmph. (G.R.4.10(1))<br />
8. The speed of trains over Non-Interlocked points, turnouts and crossover shall not exceed<br />
_________________ KMPH normally(G.R.4.10(1))<br />
9. The speed of a passenger/goods train on 1 in 8 ½ turnout (straight switch) is restricted to<br />
________/_________ kmph. (S.R.4.10)<br />
10. The speed of a passenger/goods train on 1 in 8 ½ turnout (curved switch of 52/60 km<br />
rails) on PSC sleepers is restricted to _________________ kmph. (S.R.4.10)<br />
11. Isolation is necessary where the trains are permitted to run through a <strong>station</strong> at a speed<br />
exceeding _____________ kmph. (G.R.4.11(1))<br />
12. Engine pushing is not permitted with out the prior permission of<br />
__________________.(S.R.4.12.2.1)<br />
13. When engine is pushing a train and Guard is travelling in brake van, which is leading, the<br />
speed shall not exceed __________________ kmph, and Guard is not travelling in<br />
leading vehicle, the speed shall not exceed _________ kmph. (S.R.4.12.2.3)<br />
14. During engine pushing, in the absence of PHS of Guard, LP shall ___________<br />
(S.R. 4.12.2.4)<br />
15. When engine is pushing a train without guard the duties of guard is devolved on<br />
_________(S.R.4.12.3)<br />
16. When the train is working without BV, while pushing back the LP has to observe the<br />
_________ signals of guard and <strong>pro</strong>ceed with __________speed. (S.R.4.12.4)<br />
17. An engine exclusively deployed for shunting purpose shall put on ___________ colour<br />
marker lights on both sides. (G.R.4.14(2))<br />
18. When head light is defective after putting marker lights ‗on‘ the train can go with a<br />
restricted speed of ________________________________________ kmph(G.R.4.14(5))<br />
19. In normal position side lights shall show __________towards rear and ________towards<br />
engine.(S.R.4.15.1)
160<br />
STATION MASTER<br />
20. At night, when passenger carrying train waiting at a <strong>station</strong> for precedence, Guard shall<br />
change the side light adjacent to the line on which the following train is to be admitted, to<br />
show __________light towards rear __________light towards engine. (S.R.4.15.1)<br />
21. Side lights may be dispensed with for ____________ and _____________trains.<br />
(S.R.4.15.4)<br />
22. Last vehicle indicator during night shall be ___________red light.(G.R.4.16.1.(b))<br />
23. When an assisting engine is attached in rear of a train, ___________________ shall be<br />
fixed behind the assisting engine. (S.R.4.16.2)<br />
24. It will be the duty of the Guard to ensure that _____________ is affixed only in the rear<br />
of the last vehicle. (S.R.4.16.3)<br />
25. Light engines or coupled engines shall have __________________________in rear.<br />
(S.R.4.16.4)<br />
26. When a Station Master observes that a train has passed without tail lamp/tail board,<br />
should _______________bell signal to rear and _________________bell signal to<br />
<strong>station</strong> in advance. If BPAC is not <strong>pro</strong>vided, he shall also stop the trains <strong>pro</strong>ceeding on<br />
adjacent line and issue ____________.(S.R.4.17.2.2)<br />
27. In case of obstruction on track, Guard must exhibit the______________<br />
___________________ hand signal lamp at night or _____________during<br />
day,(G.R.3.65)<br />
28. Whenever alarm chain is pulled the Guard shall record the fact in the __________ and<br />
submit a special report to ___________.(S.R.4.18.2)<br />
29. Guard shall report to the Station Master of the next important <strong>station</strong>, any stoppage or<br />
other irregularities in train working record the details in ________and send a special<br />
report to the _________. . (S.R.4.18.2)<br />
30. The full form of OTL of BV equipment is __________________.(S.R.4.19.4.1.1)<br />
31. Dy.SS/TNC of the originating <strong>station</strong> shall record the intactness and availability of the BV<br />
equipment in the register and obtain acknowledgement of the __________in the register<br />
apart from VG, (S.R.4.19.4.4.1)<br />
32. Fire-Extinguishers: Replacement shall be done once in __________.(S.R.4.19.4.6.1)<br />
33. The 2/4 wire telephone will be tested once in ___________ by SE/JE-Tele.<br />
(S.R.4.19.4.6.2)<br />
34. .Contents of the EL Box shall be tested once in ____________ by the SE / JE-TL.<br />
(S.R.4.19.4.6.3)<br />
35. Guard shall obtain acknowledgement of Dy.SS or SE / JE-C&W in the<br />
___________________ at destination <strong>station</strong> about the intactness of OTL and seal.<br />
(S.R.4.19.4.8.7)<br />
36. In case of emergency the Assistant Loco Pilot can be authorized to drive the train at a<br />
restricted speed not exceeding ___________ up to the nearest point where he can be<br />
relieved. (S.R.17.09.5.7)<br />
37. When leading compartment of an electric engine is defective and the train is driven from<br />
trailing compartment by Assistant LP, the speed shall not exceed ___________<br />
kmph.(S.R.17.09.12.2)<br />
38. When leading compartment of an electric loco is defective and the train is driven from<br />
trailing compartment by loco pilot the speed shall not exceed ____________ kmph.<br />
(S.R.17.09.12.3)
161<br />
STATION MASTER<br />
39. In any case, there shall not be more than __________officials/staff including engine crew<br />
at any time on the engine except in emergencies.(S.R.4.22)<br />
40. The number of persons permitted to travel in the brake-van of goods trains, in addition to<br />
the Guard, should not exceed ___________.(S.R.4.23.1)<br />
41. In emergency a goods train with out brake van is ordered by ________ /<br />
____________.(S.R.4.23.2.1)<br />
42. Maximum number of coaches in addition to the officers inspection coach attached in rear<br />
of SLR of Passenger or Mail&Express trains is_________. (S.R.4.24.1)<br />
43. Maximum number of bogies or its equivalent attached by a goods train is<br />
________bogies. (S.R.4.24.2)<br />
44. Only _________damaged vehicle or damaged engine shall be attached behind the rear<br />
brake van of goods/mixed train. (S.R.4.24.4)<br />
45. Attaching of damaged vehicle/engine may done during _________and in clear weather.<br />
(S.R.4.24.4)<br />
46. Damaged vehicle/engine when attached to a goods train shall be accompanied by<br />
____________.(S.R.4.24.4)<br />
47. All irregularities in connection with the working of trains or accidents must be reported in<br />
the _____________by Guard. (S.R.4.25.2.1)<br />
48. Entries of vehicles attached to a train at intermediate <strong>station</strong>s must be made by the<br />
__________________ at those <strong>station</strong>s. (S.R.4.25.3.1)<br />
49. Before starting, the guard will be responsible for checking the load on the train with the<br />
entries on the _____________of wagon numbers, booking and destination <strong>station</strong>s, type<br />
of wagons etc., (S.R.4.25.3.5)<br />
50. In an emergency, a goods train without Guard can be ordered by __________________.<br />
(S.R.4.25.4)<br />
51. ________________shall be issued to the Loco Pilot by Station Master with necessary<br />
endorsement stating that the train is to run without Guard. (S.R.4.25.4.3)<br />
52. Where IBS is <strong>pro</strong>vided, the SM shall not dispatch a train in rear of the train running<br />
without Guard reaches the ________________.(S.R.4.25.4.4)<br />
53. In Automatic block territory, no train shall be allowed to follow a train without brake<br />
van/guard until it arrives complete at the next __________________(S.R.4.25.4.9)<br />
54. Running of goods train without___________ is strictly <strong>pro</strong>hibited during tempestuous<br />
weather, total interruption of communications and during temporary single line<br />
working.(S.R.4.25.4.6)<br />
55. Running of goods train without Guard should not be permitted if the last vehicle is not<br />
_________________.(S.R.4.25.4.10.4 note 2)<br />
56. Trucks loaded with girders, machinery, long timber etc. shall be inspected by Guard at<br />
stopping <strong>station</strong>s and if the fastenings have __________ or the loads _______________<br />
they shall be re-secured before the train is allowed to <strong>pro</strong>ceed or else the trucks<br />
detached. (S.R.4.28)<br />
57. In case a hot axle box found running between <strong>station</strong>s, the train shall be brought to a<br />
________immediately and after attending LP should exercise his discretion with regard<br />
to the __________________. (S.R.4.29.2)<br />
58. When SM receives advice of Hot axle, that train shall preferably be admitted on<br />
_________ line. (S.R.4.29.3)
162<br />
STATION MASTER<br />
59. The Fit to <strong>pro</strong>ceed (Brake power certificate form No. _________ must be possessed by<br />
the Loco Pilot of the train till the train completes its ___________.(S.R.4.31.4)<br />
60. At the <strong>station</strong> after loading/un loading; or tippling; or while clearing stabled stock from a<br />
<strong>station</strong>; or incase of invalid BPC, the ________check shall be conducted. (S.R.4.31.5)<br />
61. Whenever train engine is changed, _______________test should be conducted and<br />
same shall be recorded by the LP and Guard in their_______________.(S.R.4.31.5)<br />
62. Time permitted for GLP check of a train consisting of 60 units (four wheeler) is<br />
_______minutes. (S.R.4.31.5(note))<br />
63. Guard and Loco Pilot shall prepare a GLP check memo jointly on a plain sheet in<br />
__________.(S.R.4.31.5B)<br />
64. At <strong>station</strong>s, where PA system is not <strong>pro</strong>vided, SM gives permission to Guard to stat the<br />
train by ringing _______bear for Down train, ________beats for Up trains and 4 beats for<br />
branch line.(S.R.4.35.2.1.2)<br />
65. Guard shall report to Station Master of the next <strong>station</strong>, any stoppage or other<br />
irregularities in train working, record the details in the __________.(S.R.4.36)<br />
66. While at a <strong>station</strong>, the Loco Pilot is to obey ___________________ orders.(GR.4.39(b))<br />
67. The Loco Pilot and Assistant Loco Pilot shall _________ each signal; call out the<br />
__________ of the signal to each other. (S.R.4.40.1)<br />
68. The validity of CC rake BPC is ________days or _____________km which ever is<br />
earlier.(C&W JPO 5/2008-3.3)<br />
69. The validity of Premium rake BPC is ______________.(C&W JPO 5/2008-4.7)<br />
70. The grace period given for Premium end to end BPC is ____________.(C&W JPO<br />
5/2008-4.7)<br />
71. The validity of End to end BPC is _______________.(C&W JPO 5/2008-5.1.II)<br />
72. LP and ALP shall look back frequently during journey to see whether the train is following<br />
in a _________________________manner.(G.R.4.41)<br />
73. The Loco pilot /ALP and Guards must look back at the Gang Staff and Level Crossing<br />
Gates to see whether any __________signal is exhibited by them.(S.R.4.41.2)<br />
74. S M shall arrange points man to show all right signals for a run through train from<br />
_____________________ side. (S.R.4.42.5.1)<br />
75. Loco Pilots/Motormen of DEMUs, DHMUs, EMUs and MEMUs are __________ from<br />
exchanging ‗All right‘ signals. (S.R.4.42.7.4)<br />
76. Cut off angle cock must be in ___________ position except front side of loco and rear<br />
side of L V to ensure brake continuity. (App.VI-2.1)<br />
77. A goods train having 56 wagons, the B P pressure in engine shall be _____________<br />
and in BV shall be____________________________.(App. VI -2.2)<br />
78. A goods train having 58 wagons, the B P pressure in loco shall be ________________<br />
and in B V _________________________.(App. VI -2.2)<br />
79. Normally _____ minutes allowed to goods trains to start after engines have been<br />
attached. However, in case of formations tested by Vacuum Exhausters/Air-<br />
Compressors, the time taken for starting the train, after engine is attached, shall not<br />
exceed _______ minutes. (App. VI -3.4)<br />
80. Empty / Load handle shall be kept in load position when the gross load is above<br />
________________ Tones. (App.VI-5.5)
163<br />
STATION MASTER<br />
81. ―At the first opportunity, after starting, destroy a part of vacuum/air pressure in order to<br />
get an idea of the _________ of your train. (App. VI -6.1)<br />
82. When train is stabled for more than _________ hours at <strong>station</strong> other than loading and<br />
unloading <strong>station</strong>, fresh B P C is required.( C&W JPO 5/2008)<br />
83. Fresh B P C is required whenever more than ______________________ eight-wheeler<br />
vehicles are attached or detached, to/from a train. (App.VI – 13.1)<br />
84. All passenger carrying trains of all description shall have ______operative vacuum<br />
cylinders with effective brake power at the starting <strong>station</strong>. (App. VI -14.1)<br />
85. F P pressure in loco shall be ________________________ and in BV<br />
_______________.(App. VI -14.2)<br />
86. D V isolating handle in vertical position indicates DV is in ________________ position.<br />
(Maintenance manual for wagons -802)<br />
87. D V isolating handle in horizontal position indicates D V is in _______________position.<br />
(Maintenance manual for wagons -802)<br />
88. Reduction in B P pressure causes __________________________________<br />
(Maintenance manual for wagons -802)<br />
89. Creation of B P pressure causes _____________________________________.<br />
(Maintenance manual for wagons -802)<br />
90. All ___________________ trains shall have Twin Pipe working. (App. VI -14.2)<br />
91. The effective brake power in case of Mail/Express at the originating <strong>station</strong> should be<br />
_____% and enroute can be not less than________%(App. VI -16.2)<br />
92. The effective brake power in case of passenger and CC rakes at the originating <strong>station</strong><br />
should not be less than _____% and enroute shall be ________(App. VI -16.2)<br />
93. When a train is held up at F S S for more than _______ minutes, the Loco Pilot shall<br />
depute Assistant Loco Pilot to go to Station. (G.R.4.44.(1))<br />
94. When a train is held up at F S S for more than _______ minutes, the Guard shall<br />
__________in rear. (G.R.4.44.(1))<br />
95. If Guard notices any danger condition in the train, he shall try to attract the<br />
__________________. If he failed to attract the attention, the Guard may apply<br />
__________gradually to stop the train. (G.R.4.45.(1to 4))<br />
96. Whenever the engine is to be detached out side <strong>station</strong> limits when the gradient is not<br />
steeper than 1 in 600 hand brakes of _________vehicles must be applied. (S.R.4.48.2)<br />
97. Whenever the engine is to be detached out side <strong>station</strong> limits when the gradient is<br />
steeper than 1 in 600 hand brakes of ___________ vehicles must be applied.<br />
(S.R.4.48.2)<br />
98. With in <strong>station</strong> limits where gradient is 1 in 400, to detach the loco of goods train, BV<br />
and__________________ number of wagons‘ hand brakes are to be put<br />
ON.(S.R.4.57.1)<br />
99. When working a passenger train the Loco Pilot shall ensure that the passenger bogies<br />
do not over shoot the ______________.(S.R.4.49.1)<br />
100. Whenever a train is stopped on a gradient for any reason like accident, loco failure,<br />
OHE supply failures etc., it is essential and important to apply the ____________ and<br />
________________ so as to hold the train safely on the gradient. (S.R.4.49.2)<br />
101. When SM / Station Staff does not exchange ‗ all-right‘ signals, the Loco Pilot shall<br />
give ____________ engine whistle code.(S.R.4.50.2)
164<br />
STATION MASTER<br />
102. The Whistle Board in case of ap<strong>pro</strong>ach to un manned level crossing gates is at a<br />
distance of ________ meters. On single line it should be reduced to<br />
____________meters when view is clear. (S.R.4.50.3)<br />
103. When engine whistle fails on run, after clearing block section, the loco shall be<br />
attended or it shall be _________________________________.(S.R.4.50.4)<br />
104. Engine Whistle code for Guard to Protect in rear is ____________(S.R.4.50.5)<br />
105. Engine Whistle for Guard to come to Engine is __________.(S.R.4.50.6)<br />
106. Passing Signal at ‗ON‘ with <strong>pro</strong>per Authority, the LP shall sound<br />
______________Whistle (S.R.4.50.7)<br />
107. Engine whistle code 0 0 - indicates _____________________________.<br />
(S.R.4.50.11)<br />
108. The Bell Code used in EMU/DMU trains for Automatic Signal or IBS passing in ‗ON‘<br />
when telephone is defective is _______________.(S.R.4.51.3)<br />
109. The Bell Code used in EMU/DMU for Zone of Speed restriction is over and to resume<br />
normal speed is ___________.(S.R.4.51.6)<br />
110. Whenever train stopped without clearing fouling mark, Guard shall inform the SM at<br />
once and ________________________to prevent any movement on the fouled<br />
line.(G.R.4.56)<br />
111. At Stations, the LP of the train shall bring his engine to a stop as close as possible to<br />
the _________________to ensure clearing of the fouling mark. (S.R.4.58.2)<br />
112. Material train shall be ordered to work with the permission of<br />
____________________(S.R.4.62.1.1)<br />
113. To despatch a <strong>material</strong> train for working in the block section and return back to the<br />
same <strong>station</strong>, ___________authority is given to the LP.(S.R.15.06.4)<br />
114. To despatch a <strong>material</strong> train for working in the block section and <strong>pro</strong>ceed to the next<br />
<strong>station</strong>, ___________authority is given to the LP.(S.R.15.06.4)<br />
115. Dividing of <strong>material</strong> train in the block section where the gradient is steeper than<br />
________________________________ is <strong>pro</strong>hibited. (S.R.4.62.6.1)<br />
116. The B P C of a <strong>material</strong> train is valid for ________ subject to examination of the train by<br />
T X R once in ________________ days.(S.R.4.62.11.2)<br />
117. The required brake power of <strong>material</strong> train shall be _____________________.<br />
(S.R.4.62.11.2)<br />
118. While stabling a <strong>material</strong> train at a <strong>station</strong>, the responsibility to secure it lies with the<br />
_____________________________________. (S.R.4.64.1.1)<br />
119. The maximum speed of T T M is ______________ kmph and over points and crossing<br />
is _____________kmph.(S.R.4.65.1.1)<br />
120. TTM is permitted to work in the block section only during ______________________.<br />
(S.R.4.65.6.3.1)<br />
121. When TTM‘s are following each other the distance to be kept between each is<br />
________mts. (S.R.4.65.7)<br />
122. When TTM‘s are following each other the speed of the second TTM is restricted to<br />
__________KMPH. (S.R.15.06.4.3)<br />
*****
CHAPTER – V<br />
165<br />
STATION MASTER<br />
1. The SWR must be signed by the ________________and _______________(S.R.5.06.2)<br />
2. SWR diagram must be signed by the ______________, _______________ and<br />
______________________.(S.R.5.06.4)<br />
3. SWR should be issued afresh once in _______years or after issue of _______<br />
amendment slips which ever is earlier. (S.R.5.06.8)<br />
4. Fresh declaration shall be obtained from a member of staff resumes duty at a <strong>station</strong><br />
after an absence of _________consecutive days or more. (S.R.5.06.13)<br />
5. In case of T/A to T/H 602, T/J 602, T/609, _______to ____________,T/A to T/D 912, T/A<br />
1525 and T/1525, the prescribed printed forms shall only be used. (S.R.5.07)<br />
6. To receive a train on to an obstructed line, the Loco Pilot shall be given ___________<br />
authority where there is no calling ON signal and signal post telephone. (S.R.5.09)<br />
7. While receiving a train on obstructed line, SM shall arrange to post one competent<br />
<strong>Railway</strong> servant to show __________________ hand signal from ___________ meters<br />
before the obstruction. (G.R.5.09(4))<br />
8. To receive a train on to non signalled line, the Loco Pilot shall be given<br />
__________(Note below G.R.5.10)<br />
9. To start a train from a <strong>station</strong> having common starter, the Loco Pilot shall be given<br />
____________ + _____________________ + ______________________.(G.R.5.11(1))<br />
10. To despatch a train from non-signaled line, where tangible authority is not given as A T<br />
P, __________________ authority should be given in addition to ATP.(S.R.5.12)<br />
11. As per G & S R Shunting operations shall be controlled by __________________or<br />
___________________or______________________________.(G.R.5.13(1))<br />
12. The speed during shunting operations shall not exceed ___________.(G.R.5.13(3))<br />
13. The shunting staff need not accompany during shunt movement of light engine/s on to a<br />
__________________________.except in case of doubt. (S.R.5.13.1)<br />
14. Slip coaches shall not be kept on blocked line in the rear of a<br />
_____________.(S.R.5.13.2)<br />
15. While performing shunting on passenger carrying trains, the shunting engine or train<br />
engine with or without sectional coaches, before coming on to the formation should be<br />
stopped ________________ metres before the formation.(S.R.5.13.3)<br />
16. At <strong>station</strong> where separate shunting staff are not employed, shunting operations shall be<br />
personally supervised by ______________.(S.R.5.14.1)<br />
17. While backing a full train from one line to another via main line the shunting supervision<br />
is done by __________________________.(S.R.5.14.2)<br />
18. Carriages containing passengers shall not be moved for shunting without the personal<br />
order of the _______________and _______________.(S.R.5.14.4)<br />
19. While performing shunting, the points which are not <strong>pro</strong>tected by signals must be locked<br />
by _____________________ or by ______________________ method. (S.R.5.14.5)<br />
20. While shunting wagons containing explosives, the supervision shall be done by<br />
_______________________.(S.R.5.14.6)<br />
21. The maximum speed while shunting of wagons containing explosives and P O L<br />
<strong>pro</strong>ducts shall be ________ kmph. (S.R.5.14.6(b))
166<br />
STATION MASTER<br />
22. Where shunting operations are supervised by Guard/SM, Loco Pilot shall be given Form<br />
No. __________(shunting instruction form) (S.R.5.14.9)<br />
23. Shunting of roller bearing vehicle on a steep gradient shall be done only with locomotive<br />
attached towards the ___________________.(G.R.5.20(b))<br />
24. For shunting purpose_____________________ gradient is considered as steep gradient<br />
for roller bearing wagons and ____________________ gradient for non roller bearing<br />
wagons. (G.R.5.20(b)Note)<br />
25. Maximum Hand shunting speed is ________________________ kmph. (S.R.5.20.5.6)<br />
26. To detach loco of a goods train having BOX ‗N‘ / BCN / BRH, etc., minimum ________<br />
no. of vehicles hand brake are to be applied from both ends including hand brakes of<br />
B V.(S.R.5.23..4.6)<br />
*****<br />
CHAPTER – VI<br />
1. When Loco Pilot of the train experienced any abnormal condition in the track, stop his<br />
train at next block <strong>station</strong> without clearing _________________ and inform Station<br />
Master.(SR 6.07.1(a))<br />
2. When Loco Pilot of the train experienced any abnormal condition in the track, in case of<br />
IBS and Automatic block territories, he must inform _________________ and<br />
____________to stop the movement of trains..(SR 6.07.1(a))<br />
3. When ‗lurch‘ is reported and subsequently a train is sent with engineering official, caution<br />
order is given to the LP to _____________ short of the expected portion of the track .(SR<br />
6.07.1(d))<br />
4. When ‗lurch‘ is reported and subsequently a train is sent in the absence of engineering<br />
official, caution order is given to the LP to stop dead and <strong>pro</strong>ceed at ______kmph if<br />
considered safe otherwise ___________to <strong>station</strong>. SR 6.07 (e).<br />
5. Rail fracture of less than 30mm, the speed of first train shall be ___________ kmph, the<br />
speed of second and subsequent trains shall be ____________ kmph. (SR 6.01.3.1).
167<br />
STATION MASTER<br />
6. The Station Master who received the message about the rail fracture through LP, he<br />
shall arrange to issue caution order of _____________kmph over the fractured rail.(SR<br />
6.01.3.3)<br />
7. Rail fracture of more than 30 mm or multiple fractures, certification by<br />
____________________ is required to pass trains. (SR 6.01.3.4)<br />
8. On Double line to dispatch the train against the established direction of traffic for any<br />
reason other than introduction of TSL working, the SM shall issue ____________to Loco<br />
Pilot. (SR 6.02.5)<br />
9. TSL working shall be introduced between the nearest <strong>station</strong>s <strong>pro</strong>vided with -<br />
______________________ on either side of the obstruction.( SR 6.02.1.4 )<br />
10. During T S L working the block instruments shall be kept and locked in __________<br />
position. (SR 6.02.1.4)<br />
11. ______________train shall not be dispatched on T/J.602. (SR 6.02.5)<br />
12. When a train is dispatched on T/J602(shall not be passenger carrying train), the speed<br />
shall not exceed ____________________ kmph. ( T/J 602 (SR 6.02.5)<br />
13. During Temporary Single Line working, Loco Pilot and Guard shall be given<br />
authority_______________.(SR 6.02.1.8)<br />
14. During T S L working, the speed of first train shall be ____________ kmph.(SR<br />
6.02.1.11)<br />
15. During T S L working the speed of second and subsequent trains shall<br />
______________( SR 6.02.1.11).<br />
16. During TSL working when the train is <strong>pro</strong>ceeding on wrong line, the train shall be piloted<br />
out on a ______________. ( SR 6.02.1.14.1)<br />
17. During T I C on double line ___________________ is the A T P authorizing the Loco<br />
Pilot to <strong>pro</strong>ceed with a restricted speed of __________________ kmph.( SR 6.02.3.3)<br />
18. When trains are dealt on T/C 602, the time interval between two trains shall be<br />
_____________________ minutes.( SR 6.02.3.5)<br />
19. During T I C on Single Line /Double line and T S L working, except _____________<br />
signal, all other signals can be taken OFF ( SR 6.02.3.6).<br />
20. During TIC on double line, when a train is stopped in the block section on account of<br />
accident, Guard shall <strong>pro</strong>tect the train by placing one detonator at _________meters<br />
and two detonators 10 meters apart at ___________meters from the train.( SR 6.02.3.9)<br />
21. During TIC on Double line, if no one from the <strong>station</strong> turns up within ________minutes,<br />
Guard shall <strong>pro</strong>tect the train in rear and ALP may be sent to <strong>station</strong>. (SR 6.02.3.12)<br />
22. When motor trolley / Tower car is sent for opening communication, it shall be<br />
accompanied by _________________________________(SR 6.02.4.2.4).<br />
23. Light engine/vehicle which is going to open communication shall <strong>pro</strong>ceed on<br />
_____________ authority.( SR 6.02.4.3)<br />
24. When enquiry is made for more than one train during TIC on S/L,<br />
_______________________________ forms are given to the light engine/vehicle which<br />
is going to open communication. ( SR 6.02.4.4.2)<br />
25. Light engine/vehicle, which is going for opening of communication, shall <strong>pro</strong>ceed with a<br />
restricted speed of _____________________ kmph.(SR 6.02.4.6.1)<br />
26. After opening communication _________________________is A T P for the light<br />
engine/vehicle to come back.( SR 6.02.4.9)
168<br />
STATION MASTER<br />
27. UP / DN CLCT is prepared in Form No._______________/_____________(SR<br />
6.02.4.15)<br />
28. When there is even flow of trains, enquiry and reply messages are sent through<br />
___________________________.( SR .6.02.4.16)<br />
29. After opening the communication, the speed of first train waiting shall be<br />
_____________________.( SR 6.02.4.18)<br />
30. If enquiry is made for more than one train and reply is also received, the second train<br />
can be allowed to go with a restricted speed of ______ kmph, after a clear interval of 30<br />
minutes.( SR 6.02.4.18)<br />
31. As soon as any one of the communication restored, the Station Master must send a<br />
message to the SM of other <strong>station</strong> in the prescribed form __________.(SR 6.02.4.22)<br />
32. If it is required to dispatch a relief engine or relief train into obstructed block section, it<br />
can be dispatched by issuing ____________.( SR. 6.02.6.1)<br />
33. On Double line, <strong>pro</strong>tection in__________ is required(in addition to adjacent line and in<br />
rear) during TSL working or when assistance has been asked.( G.R 6.03.1(g) )<br />
34. If a passenger train/goods train does not turn up even after normal running time<br />
and______/_______ minutes, S M shall arrange to send competent railway<br />
servant.(BWM Part I 5.5.2)<br />
35. If for any reason, a train is brought to a stand for more than ______minutes, the hand<br />
brakes of Locomotive and formation brakes shall be applied.( SR 6.04.2.1)<br />
36. If that stoppage happened (more than 15 minutes) on a grade steeper than 1 in 150 for<br />
roller bearing stock, the hand brakes of 1/3 wagons of the train or next to engine hand<br />
brakes of _____________wagons and next to brake van hand brakes of _________<br />
wagons whichever is more shall be applied in addition to the application of brake van<br />
hand brake. (SR 6.04.2.1)<br />
37. When engine disabled, if the LP expects that putting the engine in working order will take<br />
more than ______ minutes, he will request the Guard to arrange for a relief engine. (SR<br />
6.05.4)<br />
38. If Loco Pilot enters block section with out authority and subsequently sends his Assistant<br />
Loco Pilot with a memo to SM in rear, that S M shall give<br />
___________________________( SR 6.06.2)<br />
39. If Loco Pilot enters block section with out authority and subsequently sends his Assistant<br />
Loco Pilot with a memo to SM in advance, that S M shall give<br />
___________________________.( SR 6.06.2)<br />
40. When a train parts, If the Loco Pilot finds it necessary to <strong>pro</strong>ceed to the <strong>station</strong> ahead, he<br />
shall, on ap<strong>pro</strong>aching the <strong>station</strong> give __________whistle and act as per aspects of<br />
signals of <strong>station</strong>/gate.(SR 6.08.1.1).<br />
41. When a train parts on its journey, the tonnage of the train shall be jointly checked by the<br />
___________ and the _____________ and also by the _______________(SR 6.08.1.3).<br />
42. When train stopped due to inability of the engine to haul the load and If it is not possible<br />
to get the relief engine or push back the train, the crew can decide to _____________<br />
the train.( SR 6.09.1)<br />
43. During divided train working, the Guard will prepare a written permission in the form<br />
_______and give to Loco Pilot to <strong>pro</strong>ceed to the next <strong>station</strong>.( SR 6.09.3.2)<br />
44. During _____________________________________________________, the second<br />
portion of the train left in section shall be <strong>pro</strong>tected in the front by Guard.(SR 6.09.4)
169<br />
STATION MASTER<br />
45. During divided train working, on ap<strong>pro</strong>aching the <strong>station</strong>, the LP shall stop at home<br />
signal eventhough it is off and give __ 0 __ 0 whistles. The SM and LP shall contact<br />
each other on ________/_________.and SM may then exhibit ______________ hand<br />
signals to LP to enter into <strong>station</strong>. (SR 6.09.5)<br />
46. The light engine which is coming on T/609 to pick up the second portion shall come with<br />
a restricted speed of _______________ kmph.(SR 6.09.7)<br />
47. When a goods Train runs without Guard has to be divided, the Loco Pilot shall bring first<br />
portion by preparing a ________________.( SR 6.09.9.1)<br />
48. When a train without guard is divided in the section, after dropping the first portion, light<br />
engine returning to pickup second portion shall <strong>pro</strong>ceed on ________________authority.<br />
( SR 6.09.9.4)<br />
49. In case of fire accident in a passenger carrying train, the first objective to be achieved is<br />
to _____________________________________________( GR 6.10.1)<br />
50. If a fire is noticed in a running train, the LP shall at once stop the train. The vehicles<br />
behind the one on fire shall be ___________and the front portion of the train then moved<br />
forward to prevent the catching of fire.(S.R.6.10.1.1)<br />
51. In the event of a fire on fire on any part of the electrical equipment, the affected part is<br />
first to be completely _____________from the Distribution System. (S.R.6.10.11)<br />
52. ____________shall not be used for extinguishing fires on electrical equipment.<br />
.(S.R.6.10.11)<br />
*****
CHAPTER – VII, VIII & IX<br />
170<br />
STATION MASTER<br />
1. The System of working used between Lingampally – Secunderabad Junction – Moula-ali<br />
of SC division is ________________________.( SR 7.01.1)<br />
2. On SCR single line, Automatic Block System is used between _____________and<br />
__________________.(SR 7.01.II)<br />
3. On Absolute Block System, no train shall be allowed to leave a block <strong>station</strong> unless<br />
________________has been received from advance Block <strong>station</strong>.(GR 8.01(1) (a)<br />
4. The adequate distance (BOL) beyond FSS on multiple aspect signaling for granting line<br />
clear is ______________________.(GR 8.01(2)(b).<br />
5. At a class ‗B‘ <strong>station</strong> on double line equipped with MACLS, to grant line, clear line must<br />
be clear up to ______________or ______________.(GR 8.03 (1) (c) (ii)<br />
6. At a class ‗B‘ <strong>station</strong> on single line equipped with MACLS, to grant line, clear line must<br />
be clear up to ______________or ______________or_________________(GR<br />
8.03(2)(c) (ii).<br />
7. At a class ‗C‘ <strong>station</strong> line clear shall not be given unless- the whole of the last preceding<br />
train has passed complete at least 400 metres beyond the Home signal and<br />
is_______________________.(GR 8.04 (a)<br />
8. One important essential required for automatic block system is that the track shall be<br />
<strong>pro</strong>vided with continuous ________________or _________________(GR 9.01(1) (a)<br />
9. The line between the block <strong>station</strong>s, when required, be divided into series of<br />
____________________Sections. GR 9.01(1) (b)<br />
10. The automatic signal shall not assume OFF position unless the line is clear not only upto<br />
the next Automatic signal but also for an adequate distance of not less than<br />
____________metres on D/L ( GR 9.01.(1) (c)(i)<br />
11. Automatic stop signal is identified by _____________________board GR 3.17(1)<br />
12. Semi automatic stop signal is identified by _______________________light when<br />
working as automatic signal. GR 3.17(1)<br />
13. Normal aspect of Automatic signal is _____________ (GR .3 37(2)<br />
14. All Guards, Loco Pilots, Assistant Loco Pilots, Motor men who are required to work in<br />
automatic block system shall undergo one day intensive training and a certificate shall be<br />
renewed once in ________________months. (SR 9.01 4)<br />
15. SMR/SS/TI shall renew the competency certificates (Automatic section) for the<br />
___________and LI for ________. (SR 9.01.5)<br />
16. When Loco Pilot passes an automatic signal at ON, he shall observe an SR of<br />
______________.( S.R 9.02.3)<br />
17. The Guard shall show a _____________hand signals towards the rear when the train<br />
has been stopped at an Automatic stop signal. (GR 9.02(2)<br />
18. After passing an automatic signal at ON, the Loco Pilot of the following train hauled by<br />
any locomotive shall ensure that a minimum distance of ___________metres is<br />
maintained between his train and preceding train. The distance may be reduced to<br />
________in case of EMU train.( SR 9.02.7.1)<br />
19. On Automatic Block System, single line, the _________________ shall be established<br />
only after line clear has been obtained.( GR 9.03(1)(b)<br />
20. The minimum equipment of fixed signals in automatic block system on single line shall<br />
be ______________________and _____________________signals (GR 9.04)
171<br />
STATION MASTER<br />
21. When LSS fails on single line automatic block system, __________________shall be<br />
given to Loco Pilot and the first train shall go with a restricted speed of<br />
_________________kmph (SR 9.06.4 and 5)<br />
22. When LSS fails on double line automatic block system, __________________shall be<br />
given to LP of the train to go with a restricted speed of _________________kmph<br />
(SR 3.12.3).<br />
23. When a train is stopped in an automatic block signaling section on single line and train<br />
cannot <strong>pro</strong>ceed further, the Guard shall <strong>pro</strong>tect in rear duly placing one detonator at<br />
_________ meters and 3 detonators 10 meters apart at __________________ (SR<br />
9.10.3).<br />
24. When a train is stopped in an automatic block signaling section on double line and train<br />
cannot <strong>pro</strong>ceed further, the LP/ALP shall <strong>pro</strong>tect adjacent line in front duly placing<br />
___________________________________and ___________shall ensure it.(SR 9.10.4)<br />
25. During <strong>pro</strong>longed failure of signals but communications are available on DL Automatic<br />
Block System, the authority given to Loco Pilot _____________.The Loco Pilot of first<br />
train shall go with a restricted speed of ________kmph.(SR 9.12.1 5.1)<br />
26. When signals and communication fail on DL Automatic Block System, the authority given<br />
to the Loco Pilot is ________________which authorizes the LP to go with a restricted<br />
speed of ______________kmph.(SR 9.12 2.2.4)<br />
27. The time interval between two trains during signal and communication failure on DL<br />
Automatic Block System shall be __________________minutes.(SR 9.12.2.2.5)<br />
28. During TSL working Automatic Block System, the first train <strong>pro</strong>ceeding on right line when<br />
signal and communications are working shall <strong>pro</strong>ceed on<br />
_________________________authorities (SR 9.12.3.14.1.1)<br />
29. During TSL working Automatic Block System when signals and communications are<br />
working, the second and subsequent trains <strong>pro</strong>ceeding on right line shall <strong>pro</strong>ceed on<br />
______________________________. (SR 9.12.3.14.1.2)<br />
30. The first train running in the wrong direction during TSL working on Automatic block<br />
system shall <strong>pro</strong>ceed with a restricted speed of ______________kmph.(SR 9.12.3.10)<br />
31. The second and subsequent trains running in the wrong direction during TSL working on<br />
Automatic block system shall <strong>pro</strong>ceed with a speed of ______________. (SR 9.12.3.10)<br />
32. Authority to dispatch a light engine on single line Automatic Block system during<br />
<strong>pro</strong>longed failure of all signals when no communications are available is<br />
______________ (SR 9.12.5).<br />
33. To dispatch a relief loco/train into the occupied block section<br />
_______________________is given as the ATP for the relief loco/ train. in the automatic<br />
block system. (SR 9.12.6)<br />
34. Relief loco/train shall <strong>pro</strong>ceed with a restricted speed of __________________kmph<br />
(SR 9.12.6.1.3)<br />
35. On Automatic Block System when the train is unable to <strong>pro</strong>ceed further, obtain<br />
permission only from _______________________to push back. Such permission can be<br />
given only <strong>pro</strong>vided that ____________________.(SR 9.13.2)<br />
36. A fixed signal which can be operated either as an Automatic stop signal or a manual stop<br />
signal, as required, is called ___________________.(GR 3.12(1) (b)<br />
37. Gate stop signal in Automatic signaling territory is distinguished by the <strong>pro</strong>vision of<br />
__________and illuminated A marker when gate is closed condition. (SR 9.15.1)
172<br />
STATION MASTER<br />
38. When Gate signal in Automatic signaling territory is at ‗ON‘ and ‗A‘ marker is illuminated,<br />
LP shall follow the rules of passing _______________signal at ‗ON‘.(SR 9.15.3)<br />
39. When Gate signal in Automatic signaling territory is at ‗ON‘ and ‗A‘ marker is not<br />
illuminated, LP shall follow the rules of passing _______________signal at ‗ON‘ till he<br />
passes the gate and further follow the rules of passing ___________signal at ‗ON‘. (SR<br />
9.15.3)<br />
40. LP shall pass a Semi Automatic signal with extinguished .A‘ marker at ‗ON‘ on receipt of<br />
written authority _______________+PHS. (SR 9.14.6)<br />
*******<br />
CHAPTER NO. XIV, XV, XVI, XVII<br />
1. No person shall operate the electrical block instruments unless he holds a<br />
_____________________________issued by Principal/ZRTI which shall be valid for a<br />
period of ______ years.(GR 14.04(1).<br />
2. ______________________________________ is the normal authority to <strong>pro</strong>ceed on<br />
Single Line token less sections/Double line sections. (G.R.14.08)<br />
3. At <strong>station</strong>s where cabin is not <strong>pro</strong>vided, the Guard of the train, after verifying the last<br />
vehicle is standing clear of the fouling mark, shall give an all right signal to Station<br />
Master by ______________________by day/night.(SR 14.10.3.1)<br />
4. The Station Master on duty shall send the ―train out of block section‖ signal only seeing<br />
the ___________________.( SR 14.10.3.2)<br />
5. Resetting button ___________ is used to reset the axle counter whenever the IB Home<br />
is passed at ‗on‘. ( SR 14.13.1)<br />
6. Where IB signal is <strong>pro</strong>vided, resetting button ___________is used to give co-operation<br />
to the <strong>station</strong> in rear. ( SR 14.13.1)<br />
7. Where IB signal is <strong>pro</strong>vided, resetting button ________is used to reset the analog axle<br />
counter due to failure or im<strong>pro</strong>per counting. ( SR 14.13.1)<br />
8. Where IB signal is <strong>pro</strong>vided, when reset is initiated, digital axle counter enters into<br />
preparatory reset mode. The first train shall be dealt on _______________.( SR<br />
14.13.2.3 (a)<br />
9. When K1 indication appears, on complete arrival of the train at the <strong>station</strong> in advance,<br />
SM must inform arrival to SM of rear <strong>station</strong> under ______________________and<br />
make all entries in the TSR/Station Diary in ___________. ( SR 14.14.1.1.4)
173<br />
STATION MASTER<br />
10. When a train passes IBS at ‗on‘ and k1 indication appears and IB section is occupied<br />
by a train, SM shall advise ____________to stop the train. (SR 14.14.1.1.2.1)<br />
11. On Double line or on Single Line when block instrument is defective ______________<br />
is given as A T P for the Loco Pilot.(SR 14.25)<br />
12. ________________block means blocking of a portion of line for maintenance work by<br />
more than one department. ( SR 15.06.1.3)<br />
13. ______________block means a block, availed from either end of the block section<br />
between two block <strong>station</strong>s simultaneously. ( SR 15.06.1.4)<br />
14. Engineering works comes under category III (loading/unloading of ballast) requires<br />
_________________. ( SR 15.06.2.1.6.1)<br />
15. Engineering branch will arrange with the Operating branch for the issue of a circular<br />
notice, which shall be valid for ____________. ( SR 15.06.2.1.6.3)<br />
16. After issuing circular notice, the DOM will issue an all concerned message at least<br />
_________days in advance. ( SR 15.06.2.1.6.4)<br />
17. The engineering official, who shall not be below the rank of a ___________will be<br />
authorized to obtain blocks on the field telephone.( SR 15.06.2.4.1)<br />
18. When more than one TTM/Tower Car are <strong>pro</strong>grammed to go in the same block section<br />
and return to the same <strong>station</strong> the authority for the first TTM/Tower car is<br />
________/_______and authority for the subsequent TTM/Tower car is _____________<br />
(SR 15.06.4.!(c).<br />
19. When more than one TTM/Tower Car are <strong>pro</strong>grammed to go in the same block section<br />
and <strong>pro</strong>ceed to the next <strong>station</strong> the authority for the first TTM/Tower car is<br />
_______________and authority for the subsequent TTM/Tower car is<br />
______/_______( SR 15.06.4.1(d).<br />
20. ____________authority is given to the Tower Wagon to go into the section work and<br />
return to the same <strong>station</strong> during power block. ( SR 15.06.4.2(a)<br />
21. ____________authority is given to the Tower Wagon to go into the section work and<br />
<strong>pro</strong>ceed to the next <strong>station</strong> during power block. (SR 15.06.4.2(b)<br />
22. The Speed of the Tower Wagon when following each other is restricted to<br />
________kmph during day/night and the distance to be kept is ____________meters.(<br />
SR 15.06.4. 3)<br />
23. When <strong>material</strong> train, TTM and Tower wagon are permitted in the same block section to<br />
work the distance to be kept between them is __________meters and the speed I for<br />
the following is restricted to ___________________kmph during day/night ( SR<br />
15.06.4.4.1)<br />
24. During integrated block/shadow block, if it is necessary to dispatch <strong>material</strong> train and<br />
TTM and tower wagon into the block section, they shall maintain the speed of<br />
______kmph when view is clear and during day time and _____kmph when view is not<br />
clear and during night time.( SR 15.06.4.4.1/2).<br />
25. Number of <strong>material</strong> trains permitted during the line block or integrated block or shadow<br />
block is________________. (SR 15.06.4.4.2)<br />
26. During line/integrated/shadow block, if the units are allowed on to the wrong line, units<br />
shall be piloted out on ________________after ensuring correct setting, clamping and<br />
padlocking of the points. ( SR 15.06.7)<br />
27. During line block, to receive the units coming on right line, the first unit can be received<br />
on ____________and the following units will be admitted on ______________or written<br />
authority T/509.( SR 15.06.10.1)
174<br />
STATION MASTER<br />
28. During line/integrated/shadow block, if the units are coming on wrong line, units shall<br />
be received on ________________after ensuring correct setting , clamping and<br />
padlocking of the points. ( SR 15.06.10.2)<br />
29. On completion of work and after ensuring that the block section is free, the respective<br />
official in charges of various units will hand over to the SM a ______________.( SR<br />
15.06.11.1)<br />
30. When the train is required to stop and the restriction is likely to last only for a day or<br />
less, a Banner flag shall be exhibited at a distance of __________on BG. In addition,<br />
stop hand signal shall be shown at a distance of _______m from the place of<br />
obstruction, at the Banner flag and at a distance of 45 m from the three detonators.(<br />
GR 15.09.1(a))<br />
31. Stop indicator is located at____ metres from the obstruction (work spot)<br />
(G.R 15.09.1 (b))<br />
32. Speed indicator is located at ___________from the obstruction (work spot).<br />
(G.R 15.09.1. (d))<br />
33. Engineering indicators are (a).____________ b)_____________________<br />
(c)______________ (d) ______________________ (e) ___________________(SR<br />
15.09.1.1.2)<br />
34. Caution indicator is located at ________ metres before the spot on BG and<br />
_______metres on MG. (SR 15.09.1.2.1)<br />
35. After stopping at the stop indicator, Loco Pilot shall sign in the _________ book and<br />
<strong>pro</strong>ceed with ___________ kmph.( SR 15.09.3)<br />
36. When major work such as relaying and re girdering is in <strong>pro</strong>gress a speed restriction of<br />
______ kmph shall be observed on the adjoining line of DL//MULTIPLE/ line section.(<br />
SR 15.09.6)<br />
37. When water over tops the ballast level but is below rail level, the track should be<br />
walked over by _______________one at either end of the sleepers. (SR 15.17.3.1)<br />
38. When water over tops the rail ________ shall certify by walking over and <strong>pro</strong>bing that<br />
the track is safe and allow the train to go at a speed not exceeding ___________<br />
kmph.(SR 15.17.3.2)<br />
39. Minimum number of persons required to go along with a Push Trolley/Motor Trolley are<br />
__________________. (SR 15.18.2)<br />
40. Maximum number of men to be carried on a push trolly/motor trolly shall not exceed<br />
_____________on the BG. (SR 15.18.3.1.2)<br />
41. In track circuited areas trolleys shall have ______________________(SR 15.24.2.1).<br />
42. In token less section _____________ is given as ATP for the movement of motor trolley<br />
(SR 15.25.7.2.1.2.)<br />
43. On single line, Station Master, after the arrival of motor trolly inform the Station Master<br />
of the rear <strong>station</strong> supported by a _____________. (SR 15.25.7.2.3.1)<br />
44. When motor trolley is following a full length train or engine or another motor trolley,<br />
____________________ authority is given as A T P (SR 15.25.7.4.3)<br />
45. When a motor trolley is following a train, it is treated as ____________ of the train<br />
which it is following. (SR 15.25.7.4.5)<br />
46. On arrival at the <strong>station</strong>, the official in charge of the motor trolly will deliver the authority<br />
to the SM with a ________________to the effect that the motor trolly has arrived. SM<br />
shall paste that authority in the ________________. (SR 15.25.7.2.2)
175<br />
STATION MASTER<br />
47. On arrival of the (last) following motor trolly at the <strong>station</strong>, the official in charge will sign<br />
in the __________in token of his motor trolly having arrived intact.(SR 15.25.7.4.8)<br />
48. Trolley/Lorry notice is given in form No. ________________ by P W I.(SR 15.27.1.1)<br />
49. When Station Masters of both ends received Trolly/Lorry Notice, they shall stop all the<br />
trains entering into the section and issue ______________. (SR 15.27.2.1)<br />
50. During night a lorry or when lorry is loaded with rails, girders or heavy <strong>material</strong> shall<br />
always be worked under the rules for working of _____________. (SR<br />
15.27.2.1/2.2/2.3)<br />
51. ________________ is a device with two or more wheels which in balanced condition<br />
can be moved manually on one rail of track and can carry one rail/sleeper in suspended<br />
condition. (SR 15.27.8)<br />
52. Rail dollies shall not be worked on sections having gradients steeper than _________<br />
(SR 15.27.8.3(ii)<br />
53. Not more than ____rail dollies should be worked in a group in any one block section.<br />
(SR 15.27.8.3(iii)<br />
54. In case, a Rail dolly is to carry rails longer than 3 rail panel , then it should work under<br />
______________.( SR 15.27.8.3.(v))<br />
55. ______________is a self <strong>pro</strong>pelled one which can run on railway track as well as on<br />
road. It shall be treated and signaled as a ___________. (SR 15.27.9.1.1)<br />
56. The RRV shall run under the supervision (in charge) of ____________________.(SR<br />
15.27.9.2.1)<br />
57. When RRV is to be dispatched from a <strong>station</strong> <strong>pro</strong>vided with track circuit/panel, such<br />
movements in the block section would be dealt only on _____________.(SR<br />
15.27.9.5.3.1)<br />
58. On tracking and offs tracking of RRV in mid-section shall be done from a ___________<br />
(SR 15.27.9.5.4.1).<br />
59. Neutral section lies between two consecutive __________________________ (SR<br />
17.02(3)).<br />
60. ―Danger Zone‖ means the zone lying within __________ metres radius around any live<br />
equipment. (SR 17.02.7.3, 19)<br />
61. Engine crew of all trains shall report any defect/irregularity noticed in the OHE to<br />
_____________ in electrified section. (SR 17.03.4.3.1)<br />
62. When a train comes to a stop in an electrified section and the cause of stoppage is not<br />
immediately obvious, the LP and Guard shall immediately take action to<br />
________________. (SR 17.03.4.9.1)<br />
63. The competency certificate issued by DEE (TRD) to SM for <strong>operating</strong> the isolators in<br />
emergency is valid for _______________ years. (SR17.03.5.3.4)<br />
64. Warning boards shall be fixed on the OHE masts in rear of neutral sections at a<br />
distance of ________________and ___________metres respectively. (SR 17.07.1)<br />
65. The speed of the train while passing through Neutral section shall not be less than<br />
____________ kmph.(SR 17.07.1)<br />
66. When the tower wagon is moved, attached to a train, it should be inside the<br />
_______________.and the speed of the train should be restricted to the speed of the<br />
__________________.(SR 17.08.8.3.4)
176<br />
STATION MASTER<br />
67. The maximum speed of tower car shall be ________________________ (SR<br />
17.08.8.3.4).<br />
68. When healthy section is temporarily isolated and re-energised, if no train entered faulty<br />
section, Station Master to issue caution order to the LP of the first train on healthy<br />
section to ____________________________.(SR 17.09.16(b))<br />
69. When healthy section is temporarily isolated and re-energised, if train entered faulty<br />
section, the speed of the first train shall be ______________________ kmph by day /<br />
night. (SR 17.09.16(c)<br />
70. During power block _______________ trains are only permitted to run.(SR 15.06.1.2)<br />
71. The Guard shall not allow the train with the ODC to enter the section (electrified) until<br />
the ________________is received from the authorized person. (S.R.17.08.1.5.10.2)<br />
******<br />
APPENDIX I & II<br />
1. The notice <strong>station</strong>s, where divisional caution order shall be issued are specified in the<br />
______________________.( Appx I (2.3(i) )<br />
2. In the Caution order, the names of the <strong>station</strong>s concerned should be written in full<br />
_________should not be used.( Appx I ( 5.2).<br />
3. The caution order should have all the speed restrictions in force in<br />
__________________order.( Appx I (5.3)<br />
4. The LP shall not start the train/the Guard shall not give signal to start from a notice<br />
<strong>station</strong> until they have received ___________________.(Appx I (6.3)<br />
5. In case of change of train crew en route, the Loco Pilot/Guard taking over charge must<br />
take over all Caution Orders from the __________________ who is being relieved.<br />
(Appx I (8)<br />
6. In case a train is worked with an assisting engine / banking engine, the LP and ALP of<br />
such engines shall also be issued with the ________________.(Appx I (9.1)<br />
7. SM shall bring forward the caution orders in the caution order register every<br />
__________at ________hrs in geographical order.(Appx I (12.1)
177<br />
STATION MASTER<br />
8. Serial numbers shall be used for both imposition and cancellation of speed restrictions in<br />
the caution order message register throughout the year commencing from<br />
_________to_________. ( Appx I (12.3 ))<br />
9. At notice <strong>station</strong>s instead of preserving train wise record copies, one ______________ of<br />
caution order for each direction for each day be preserved.( Appx I ( 13.1))<br />
10. Record copies of the caution orders shall be preserved for a period of ________months.<br />
( Appx I (13.3))<br />
11. Once in every ________years, periodical census of traffic at all level crossings shall be<br />
carried out for ________days. ( Appx II (I))<br />
12. Expand TVU ___________________________________(Appx II (I)).<br />
13. Interlocking is compulsory for LC gate , when TVUs are more than ____________(Appx<br />
II ( II))<br />
14. If any unmanned level crossing gets involved in more than ______ accidents in 3 years,<br />
it should be manned immediately. (Appx II (III))<br />
15. Level crossing gates situated within outermost stop signals of a <strong>station</strong> are under the<br />
control of ____________.(PWay Manual 909(1))<br />
16. Level crossing gates situated out side the outermost stop signals of a <strong>station</strong> are under<br />
control of ______________.(PWay Manual 909(2))<br />
17. At non interlocked gates, the gateman, before opening the gate for road traffic shall fix a<br />
banner flag by day and red light by night at a location ______distance from the<br />
gate.(Appx II-IV-1.4.2 ))<br />
18. During passage of trains, Gateman during day time will stand and hold<br />
______________in a furled condition and during night time, he shall hold<br />
____________light facing the track. (App II-IV- 1.5(2) ))<br />
19. If a Gateman observes a train running in two or more portions, he will draw the attention<br />
of the Loco Pilot and Guard By _____________________and also shall show parting<br />
hand signal. (App II-IV-1.5 (4) (iv))<br />
20. At engineering level crossing interlocked gate, if the running time is less than 10 minutes,<br />
the Station Master will advise the gateman particulars of the train after/before<br />
____________________. (App II Annex ! (1 (iii)).<br />
21. The interlocked level crossing gate should be treated as _________________when the<br />
signal <strong>pro</strong>tecting the LC gate becomes defective. (Appx II Annex I ( 3 ))<br />
22. At engineering/traffic level crossing non interlocked gate, normal position closed to road<br />
traffic, the Station Master will advise the gateman particulars of the train before-<br />
____________________. (Appx II Annex III 2.(i))<br />
23. If the communication with L C Gate fails, SM shall stop all trains and issue ________<br />
(Appx II. Annex III 3 (1))<br />
24. At engineering/traffic level crossing non interlocked gate, normal position open to road<br />
traffic , the Station Master(gate is connected to dispatching end) will advise the gateman<br />
particulars of the train before ___________________(Appx II Annex IV 2 (a) (ii))<br />
25. At engineering/traffic level crossing non interlocked gate, normal position open to road<br />
traffic , the Station Master(gate is connected to receiving end) will advise the gateman<br />
particulars of the train before ___________________(Appx II Annex IV 2 (b) (iii))<br />
26. Certificate of competency issued to Gateman will be valid for a period of<br />
__________(Appx II Annex VII 2)
178<br />
STATION MASTER<br />
27. After exchanging PN with gate man, if the train has not left due to change in planning,<br />
SM shall inform gate man about the cancellation of train movement supported by<br />
________. (Appx II Annex VII . 4)<br />
28. The instructions for working of L C gates are incorporated in the Appendix _____ of<br />
SWR (Appx XV -list of Appendices)<br />
*****<br />
APPENDIX III, IV, V, VI VII and VIII<br />
1. During non interlocking working, the ___________line should not be used for reception<br />
of trains coming from opposite direction. ( Appx III 2.4)<br />
2. Engineering and S&T officials shall send a circular notice to the Sr.DOM/DOM at least<br />
___________days before the work is due to commence. ( Appx III 3.)<br />
3. The staff should also sign in _____________register in token of having understood the<br />
train working instructions during NI working. (Appx III 4.1(ii)).<br />
4. A common NI home signal without route indicator should be <strong>pro</strong>vided with _________<br />
aspect for any indirect reception of trains. (Appx III 4.4)<br />
5. _______________signal shall not be disconnected throughout the NI working except at<br />
the fag end.( Appx III 4.6)<br />
6. All trains must be brought to a __________ the FSS and then allowed to enter (taking off<br />
signals) cautiously at speed not exceeding _________kmph.(App III 5.2)<br />
7. During non interlocking working, speed of the trains on main line shall not exceed<br />
______kmph. (Appx III 5.2).<br />
8. During NI working, the LP shall not pass the outermost facing points even though signals<br />
are taken off unless he also receives __________at points. ( Appx III 5.3)<br />
9. During NI working the ASM/Guard/SWM in charge of the goomties shall be responsible<br />
for correct _____________________before exchanging PN to take off signals.(Appx III<br />
5.4.3)<br />
10. Patrolling of line means _________________________________________________ of<br />
the line in addition to the daily inspection carried out by key man of the gang.(Appx IV )<br />
11. Patrolling of railway line is done on four occasions. They are<br />
(a)_________________________ (b)__________________<br />
(c)_________________________ (d)__________________ (Appx IV 2)<br />
12. Security patrolling is of three types. They are<br />
(a)_____________________________ (b)___________________________________<br />
(c)____________________________ (Appx IV 2.6.2)<br />
13. The line to be patrolled during the monsoon is divided into different sections called<br />
_________..( Appx IV 4)
179<br />
STATION MASTER<br />
14. Patrol man must patrol their beats according to the Patrol charts issued by the<br />
____________.( Appx IV 4.2)<br />
15. The beat of the Patrolman shall no case exceed ____km. Under no circumstances a<br />
patrolman should be rostered to walk more than __________km.(Appx IV 4.3.2/4.3.3)<br />
16. Patrolman, when there is no danger, stand on the right hand side of the train, whistle<br />
and exhibit ______________showing the light on it. (Appx IV 7.4)<br />
17. The name of the night patrolman with arrival and departure time shall be recorded by<br />
SM in ___________book and also in the ___________and _________(Appx IV 10.2)<br />
18. If the night patrolman does not turn up even after _____________ minutes beyond the<br />
schedule arrival time, SM shall stop all the trains and issue caution order restricting the<br />
speed to ____________ kmph.(Appx IV 10.4).<br />
19. As per the Section ________of the <strong>Railway</strong> act 1989, no <strong>Railway</strong> shall be opened for<br />
the public carriage of passengers until the <strong>Central</strong> Government has, by order,<br />
sanctioned.(Appx V 2.1)<br />
20. The <strong>Central</strong> Government shall before giving its sanction to the opening of a <strong>Railway</strong><br />
obtain a report from the ______________.( Appx V 2.2.1)<br />
21. Application to the CRS for sanction shall be made by the ___________ through the<br />
Heads of the Departments for track, bridge and signaling and interlocking works.<br />
(Appx V 3)<br />
22. As and when there is change of traction and reversal of engine<br />
_________________test must be conducted. (Appx VI 15)<br />
23. Fog signal men shall be selected partly from ____________staff and partly from<br />
_________gang men. (Appx VII .1)<br />
24. Fog signal men shall not show any hand signals to the LP of ___________train, but on<br />
single line sections, for a train ____________ fog signal men shall show <strong>pro</strong>ceed hand<br />
signals. ( Appx VII 6 (ii) )<br />
25. Station Detonator Register contains __________parts.(Appx VII 9 (a) ).<br />
26. Particulars of Fog Signalmen posted at the <strong>station</strong> from time to time shall be recorded in<br />
the Part of _________ Station Detonator Register.(Appx VII 9 (a) )<br />
27. Particulars of receipt and stock of detonating (fog) signals at the <strong>station</strong>, to be filled in<br />
whenever detonators are used or received are to be recorded in the Part of_________<br />
Station Detonator Register.(Appx VII 9 (a) )<br />
28. The rules laid down in the I. R. C. A., ______________ in regard to marshalling of<br />
explosives and other dangerous goods should be rigidly complied. ( App VIII )<br />
29. Maximum number of wagons containing explosives permitted by goods trains<br />
is__________ and ____________________________ by mixed train.(Appx VIII 1.1)<br />
30. Minimum _________ number of wagons is to be given as support wagons from Loco<br />
when wagons containing explosives are attached by Goods Train.(Appx VIII 1.3.1)<br />
31. Minimum _______________ number of wagons is required to be given as support<br />
wagons from B V / Passenger coach / other inflammables when explosives are carried<br />
by a train.(Appx VIII 1.3.2.)<br />
32. The liquids, the vapours of which have flash point below 23 C classified under<br />
________Class. ( Appx VIII 2)<br />
33. Class ‗A‘ POL <strong>pro</strong>duct when carried, minimum number of___________ wagons are<br />
given as support wagon from loco and ______________from brake van or passenger<br />
carriage. ( Appx VIII 2.3)
180<br />
STATION MASTER<br />
34. Class ‗B‘ POL <strong>pro</strong>duct when carried, minimum number of___________ wagons is given<br />
as support wagon from loco and BV.( Appx VIII 2.4)<br />
35. For the purpose of marshalling, the empty oil tanks also shall be treated<br />
___________tank wagons.( Appx VIII 2.6)<br />
36. Tank wagons containing petroleum and other inflammable liquids and ________<br />
oxygen/air not to be carried together.( Appx VIII 2.10)<br />
37. A single four wheeler must not be marshaled between two ___________Appx VIII<br />
8.5.1)<br />
38. To attach a dead engine to a train, a certificate ‗fit to run‘ issued by Section<br />
Engineer/___________/Power controller is required.( Appx VIII 9.5.1 (i) )<br />
39. Dead engine shall be escorted by competent railway servant not lower<br />
than___________________( Appx VIII 9.5.1 (i) ).<br />
40. __________number of dead engines is/are permitted to attach to passenger carrying<br />
train.(Appx VIII 9.5.2 (I) )<br />
41. No dead engine should be attached to any _____________train under any<br />
circumstances.(Appx VIII 9.5.2(v) )<br />
42. Officers inspection carriages are not to be permitted by (a) ____________________<br />
(b)_______________________(c)_________________(d)____________________train<br />
s.( Appx VIII 10.1 and rake link)<br />
43. More than one Inspection Carriage is not permitted by ________________ trains.(Appx<br />
VIII 10.2 )<br />
44. __________________can be attached in excess of the permitted load.( Appx VIII 10.6)<br />
45. A mail/express train shall have at least one ______________________________ after<br />
loco and as rearmost vehicle. ( Appx VIII 11.1.1)<br />
46. In rear of rear S L R ___________________ coaches can be attached excluding one<br />
Inspection carriage for express trains.(SR. 4.24.1)<br />
47. In case of short trains running with single SLR, the SLR, should be marshaled in the<br />
___________ of the formation. .(Appx-VIII11.2)<br />
48. When center S L R is <strong>pro</strong>vided in short trains, a maximum of ___________ coaches are<br />
permitted on either side of S L R. (SR. 4.24.1<br />
*****
APPENDIX X and XI<br />
181<br />
STATION MASTER<br />
1. Caution board before automatic danger level indicator shall be <strong>pro</strong>vided at ________<br />
(Appx X 3).<br />
2. When automatic danger level indicator is flashing red light the Loco Pilot shall stop the<br />
train _____________metres before the indicator.( Appx X 6)<br />
3. When Loco Pilot stopped the train before flashing red light of Automatic Danger Level<br />
Indicator, train shall be piloted by _________________ (Appx X 6).<br />
4. At standard – I R interlocked <strong>station</strong> the maximum speed permitted for the train over main<br />
line points is _______________________ kmph.( Appx XI 1.3 )<br />
5. At standard – II R interlocked <strong>station</strong> the maximum speed permitted for the train over<br />
main line points is _______________________ kmph. Appx XI 1.3 )<br />
6. At standard – III R interlocked <strong>station</strong> the maximum speed permitted for the train over M<br />
L points is _______________________ kmph.( Appx XI 1.3 )<br />
7. At standard – IV R interlocked <strong>station</strong> the maximum speed permitted for the train over<br />
main line points is _______________________ kmph.( Appx XI 1.3 )<br />
8. At standard – III interlocked <strong>station</strong> the maximum speed permitted for the train over M L<br />
points is _______________________ kmph.( Appx XI 1.3 )<br />
9. Double Distant signal is compulsory in the Standard _________and ________<br />
interlocking.( Appx XI 1.3 )<br />
10. Double distant is required on sections where goods trains have a braking distance of<br />
more than _______ KM.(Appx XI 1.4.2)<br />
11. In Siemen‘s panel to take ―OFF‘ signal ______ and ______ buttons are to be<br />
pressed.(Appx XI II 4 iii (b3)<br />
12. In Siemen‘s panel route button colour is _________________. ( Appx XI II . 4(b))<br />
13. In Siemen‘s Panel colour of the point button is _______________. ( Appx XI II . 4(b))<br />
14. In siemen‘s/Podanur Panel colour of the signal button/knob is ______. ( Appx XI II.4(b))<br />
15. EGGN button is for _________________________________.( Appx XI II . 4(b))<br />
16. EUUYN button is for _________________________________.( Appx XI II . 4(b))<br />
17. EUYN button is for ___________________________________.( Appx XI II . 4(b))<br />
18. WN button is for _____________________________________.( Appx XI II . 4(b))<br />
19. GN button is for ____________________________________ ( Appx XI II . 4(b))<br />
20. WWN button is for __________________________________ ( Appx XI II . 4(b))<br />
21. In the Siemen‘s panel ‗NCR‘ indication along with audible warning appears after a<br />
button is kept pressed for a <strong>pro</strong>longed period of _________ seconds or more.( Appx<br />
XI II 4. c (i))<br />
22. In the Siemen‘s panel ___________related buttons have to be pressed and released<br />
simultaneously to operate a given function. .( Appx XI II 4. c (ii)(a))<br />
23. Emergency point button code is ________________________( Appx XI II 4(b) ).<br />
24. Points can be altered only when _____________ indication is available.(Appx XI II<br />
4.(ii)(b) )
182<br />
STATION MASTER<br />
25. To put back the signal to ―ON‖ position in Siemens‘s panel _____________ and<br />
________________ buttons are to be pressed.(Appx XI II 4 V 2)<br />
26. In Podanur Panel Point button has _________ positions and<br />
___________indications.(Appx XI II 5 b(2) )<br />
27. Point switch in Podanur panel is ______________ colour, where as point button in<br />
Siemen‘s panel is ___________________ colour.(Appx XI . II 5 b .2)<br />
28. Route cancellation takes ___________ seconds after initiation ( Appx XI II 5 (v))<br />
29. After the arrival of the train on calling ―ON‖ in Podanur panel the time taken to cancel<br />
calling ―ON‖ is _________________ seconds.( Appx XI II 5 (v) )<br />
30. Whenever panel is not in use, it should be ___________________ (Appx XI II 6 (1)).<br />
31. When power supply fails in Non-electrified area, one generator can be used for a<br />
maximum of _________________ hours at a time.( Appx XI II 6 ii (f 4)<br />
32. Even though route is locked, Gate can be opened by using _____________which takes<br />
_______seconds to release Gate key.(Appx XI II 6.e (c) )<br />
33. Frequent power failures are to be reported to _________________..( Appx XI II 6 ii (i )<br />
34. ―Rusty‖ rail caps are to be placed when any line is not used for more than _____<br />
hrs.(Appx XI II 6 Dos for SMs)<br />
35. At the Panel interlocked <strong>station</strong>, the Station Master shall test emergency cross over<br />
________________to ensure its <strong>pro</strong>per functioning.(Appx XI II 6 Dos for SMs)<br />
36. When points are flashing the SM shall ensure that there is no<br />
______________________ between stock rail and switch rail.(Appx XI II 6 Dos for<br />
SMs).<br />
37. OYN knob is for _________________________________( Ref S W R )<br />
38. For resetting the loop line axle counter, the SM shall take the co-operation of<br />
__________________________________ (S.R.3.69.5.3)<br />
*****
APPENDIX XII, XIII, XIV and XV<br />
183<br />
STATION MASTER<br />
1. In case of train shunting, written instructions will be given in form No.________(Appx XII ).<br />
2. On double line section, shunting within the <strong>station</strong> section can be_____________ when<br />
line clear is granted for a train.(App XII 7.1)<br />
3. On Double line, to perform shunting beyond LSS, SM shall do ________________and<br />
give _______________written authority.(Appx XII 8)<br />
4. On double line, when shunting is permitted beyond LSS in SWR in rear of a travelling<br />
away train, the authority is ____________.(Appx XII 8)<br />
5. On single line tokenless sections, to perform shunting beyond LSS and up to FSS, the<br />
authority is ___________.(Appx XII 9.2)<br />
6. On double line, to perform shunting beyond Outer most facing points/BSLB, the authority<br />
is __________________.(Appx XII 10)<br />
7. To shunt beyond the FSS on single line sections, the movement should be treated like a<br />
___________movement and LP shall be given ____________+ a memo to push<br />
back.(Appx XII 11).<br />
8. S & T works which don‘t require the permission of SM for maintenance are grouped as<br />
___________________________________ (Appx XIII-4).<br />
9. S & T works for maintenance which require the permission in writing by SM are grouped<br />
as ___________________________________ (Appx XIII-4 ).<br />
10. S & T works for maintenance which definitely require Disconnection/Reconnection are<br />
grouped as _________________________(Appx XIII-4 )<br />
11. Disconnection Notice will be accepted by Station Master in consultation with<br />
____________.(Appx XIII 5)<br />
12. _______________ message from the Station Master is only the intimation for the S&T<br />
maintenance staff to attend the defect/failure.(Appx XIII 7)<br />
13. The Relay room shall be kept locked with two independent locks or single lock with<br />
double key, one key of the lock shall be kept with ________________ and other key<br />
with _____________.(Appx XIII-4)<br />
14. The Station Master shall hand over the Relay room key to the S&T staff after obtaining<br />
the signature in the ________________register.(Appx XIII-6)<br />
15. SWR consists of ____________paras and ______________appendices.(Appx XIV )<br />
16. Para 8 of SWR deals with the topic ________________(Appx XIV 8).<br />
17. Information regarding System and means of working is available in the _______of<br />
SWR.(Appx XIV .3)<br />
18. Working of Level Crossing Gates are given in the Appendix ____________of SWR.<br />
(Appx XIV )<br />
19. Duties of Train passing staff and Staff in each shift are given in the Appendix<br />
_________of SWR.(Appx XIV)<br />
20. Appendix ‗E‘ of SWR deals with _________________ (Appx XIV).<br />
21. The general precautions to be observed by <strong>station</strong> staff at O H E worked <strong>station</strong> is<br />
depicted in Appendix ______________ of S W R.(Appx XIV)<br />
*****
APPENDIX XVI and XVII<br />
1. In the EMU/MEMU Bell code 000 pause 000 indicates<br />
__________________________________. (Appx XVI 1.1)<br />
184<br />
STATION MASTER<br />
2. Only _____________persons other than the Loco Pilot/Motorman or Guard are<br />
authorized to travel in the Cab of EMU/MEMU with special permits.(Appx XVI 2)<br />
3. ________________test should be conducted before taking out MEMU/EMU on the 1st<br />
daily service run from MEMU/EMU shed, stabling siding and platform line. (Appx XVI 5)<br />
4. When the power go off the line, while the EMU/MEMU is standing on a grade, the Loco<br />
Pilot/Motorman must immediately apply the _______________ in both cabs to the full<br />
extent and apply the wedges towards the _______________.(Appx XVI 7)<br />
5. If the detention exceeds or it is likely to exceed ___________ minutes, the EMU/MEMU<br />
shall be <strong>pro</strong>tected as per Rule 6.03/9.10 (Appx XVI 8)<br />
6. In the event of fire on any part of the electrical equipment, the affected part is first to be<br />
completely ______________ from the distribution system.(Appx XVI 9.1)<br />
7. In the event of fire on EMU/MEMU, the Loco Pilot/Motorman shall immediately<br />
_________________ and lowers the pantograph.(Appx XVI 9.2)<br />
8. In cases where the leading cab of an EMU/MEMU has become defective, the maximum<br />
speed shall be ______________ Kmph.(Appx XVI 10)<br />
9. In cases where the leading cab of an EMU/MEMU has become defective, brake<br />
equipment in the leading cab is inoperative; the maximum speed shall be<br />
______________ Kmph.(Appx XVI 10)<br />
10. According to the density of traffic to the sidings, the rakes will be moved as per (A) One<br />
Pilot Only System or (B) __________________________System.(Appx XVII )<br />
11. ____________________is authorized to prescribe either one pilot only system or<br />
multiple pilot system of working on the basis of traffic to be dealt.(Appx XVII)<br />
12. At serving <strong>station</strong> where sidings are take off, the Station <strong>master</strong> must maintain<br />
_________________register to record the detail of all pilot movements.(Appx XVII )<br />
13. _____________of the train or in his absence any _______________staff deputed by<br />
Station Master is in charge of the Pilot.(Appx XVII )<br />
14. _________________of the Pilot is responsible for the safe working of the Pilot and for<br />
the correct setting and securing of points.(Appx XVII )<br />
15. In the _________________system, before leaving <strong>station</strong>, LP will be given authority to<br />
<strong>pro</strong>ceed to the siding and return to the <strong>station</strong>.(Appx XVII )<br />
16. On complete arrival of the Pilot train inside the fouling mark, the<br />
___________________shall make an endorsement in the Pilot Movement Register.<br />
(Appx XVII )<br />
17. In the _____________________system, LP will be given separate authorities from<br />
<strong>station</strong> to siding and siding to <strong>station</strong>.(Appx XVII )<br />
18. Reception of pilot train into <strong>station</strong> can be done by taking off _______________or<br />
_______________.(Appx XVII)<br />
19. In the Multiple Pilot system, in the event of failure of means of communication with<br />
siding, SM has to adopt ________________system till restoration of any one of the<br />
communication.(Appx XVII ).<br />
******
BLOCK WORKING MANUAL<br />
185<br />
STATION MASTER<br />
1. In the Daido handle type block instrument, to cancel the Line clear, when train has not<br />
left the <strong>station</strong> __________switch is to be operated. (BWM-B-1.2(j))<br />
2. In the Podanur push button block instrument ____________indicator is an aid to the SM<br />
to verify if all relevant controls, levers/knobs, signals etc., are normal. (BWM-B-1.3(o))<br />
3. When Home signal is defective on D/L, its lever/knob should be kept in<br />
_________position to prevent_________________.(BWM-C-1.5 note)<br />
4. Five beats are given for cancelling last signal and_______________. (BWM-A-B-C-2.3.5)<br />
5. Bell code to be given SM in advance when unsafe condition on a run through train is<br />
observed is _________.(BWM-A-B-C-2.3.6(b))<br />
6. The number of bell beats that are to be given when the block instrument is tested by SI<br />
is______________.(BWM-A-2.3.7, B-2.3.7,C-2.3.7)<br />
7. When acknowledgement cannot be obtained for ‗Call attention‘ bell beat, after _______<br />
seconds, again Call attention shall be given by SM. (BWM-A-2.5(d), B-2.4(d),C-2.4(d))<br />
8. The Station Master taking over charge shall test the block instrument and make a record<br />
of the result then and there in the _____________.(BWM-A-2.6 (e)note,B.2.6 (e)(i),C-<br />
2.7(e) note)<br />
9. The Station Master who ask/grants line clear shall remain on duty till the<br />
__________________signal is received /acknowledged. (BWM-A-2.9 (a) ,B.2.7 (a), C-<br />
2.8(a))<br />
10. The TSR shall be retained at <strong>station</strong> for _______________________in which it is<br />
completed. (BWM-A-2.8, B.2.9, C-2.10)<br />
11. SM shall test the Podanur push button block instrument /SGE block instrument by<br />
attempting to take off_______________ without obtaining line clear..(BWM-B-2.6<br />
(e)(iii),C-2.7 note (e) iii)<br />
12. The time of relief and handing over the block instruments shall be recorded by the<br />
outgoing SM in the _________ along with the last number registered in the counters.<br />
(BWM-A-2.6 (e), B.2.6 (e),C-2.7(e))<br />
13. On double line block instrument will be operated for obtaining line clear, by<br />
________________ and for closing block section by<br />
__________________________.(BWM-C-3.2(A) i 9)<br />
14. In push button token less block instrument, _______button is to be operated for<br />
cancellation of line clear along with BCB. (BWM-B-3.3(B)4)<br />
15. In podanur push button block instruments, when cancellation button is operated,<br />
________________ indication appears after lapse of _______________seconds.<br />
(BWM-B-3.3(B) 5)<br />
16. Slip/Catch siding key cannot be removed when Block instrument is in_____________<br />
position. (BWM-B-3.6)<br />
17. In Single line Electrified sections _________________type of block instruments are only<br />
<strong>pro</strong>vided.(No.74/W3/SGF/6 dated 18.05.1982)<br />
18. In push button token less block instrument when shunt key cannot be extracted for<br />
shunting purposes, the SM shall advise the SM at the other end to extract shunt key<br />
and keep it in his personal custody and LP shall be given ___________for performing<br />
shunting.(BWM-B-3.7.7)<br />
19. For all Goods trains at originating <strong>station</strong> ―is line clear‖ should be<br />
asked_____________.(BWM-A-3.10,C-3.5(c))
186<br />
STATION MASTER<br />
20. At train starting <strong>station</strong> ‗is line clear‘ shall be asked ____________minutes before the<br />
booked departure of the passenger carrying traina. (BWM-A-3.10,C-3.5(c))<br />
21. At intermediate <strong>station</strong>s, for all stopping trains with a halt of less than five minutes‗ is line<br />
clear‘ shall be asked when _____________________.(BWM –A-3.10,C-3.5(c))<br />
22. in the case of train is booked to run through a <strong>station</strong>, is line clear shall be asked<br />
_______minutes before the train is due to pass. (BWM-A-3.10, C-3.5(c))<br />
23. For run through trains whose running time is less than seven minutes, Line clear is to be<br />
obtained immediately after the ____________________________signal is<br />
received.(BWM-A-3.10, C-3.5(c))<br />
24. ___________Private Number sheets shall be supplied to each Station Master. Only<br />
__________sheet shall be in use at a time. (BWM-A-3.22 (e), B-3.18 (e),C-3.13(e))<br />
25. To prevent Line clear from being taken by the SM of <strong>station</strong> in advance through Push<br />
button token less block instrument, the SM<br />
shall___________________________.(BWM-B-5.1 Note}<br />
26. When SM does not want to grant line clear, he shall give _____________bell code<br />
signal. (BWM-A-B-C-5.1(a))<br />
27. On double line sections when a train is pushed back after entering the block section on<br />
normal ATP, the next train shall be dispatched on_________________(BWM-C-5.5<br />
note)<br />
28. When Block forward or Block back is done on double line sections, the block instrument<br />
shall be kept in __________________position directly. (BWM-C-5.3.1,5.4.1)<br />
29. The Guards/Loco Pilots of all trains who are <strong>pro</strong>vided with VHF sets and Portable Field<br />
telephone, when delayed in the block section for over ________for passenger<br />
carrying/goods trains shall inform the Station Master/controller. (BWM-A-5.5 (b), B.5.6<br />
(b),C-5.7(e))<br />
30. A relief engine should be sent, if the engine or vehicles running away have not arrived<br />
even after a lapse of _______minutes more than the running time of the slowest speed<br />
goods train. (BWM-A-5.9 (a), B.5.10 (a),C-5.11(b),5.12(b))<br />
31. After the testing signals are exchanged, entries in red ink shall be made in the<br />
__________ and signed by both SI/ESM and the Station Master. (BWM-A-7.4 (f), B-7.4<br />
(d),C-7.3(d))<br />
32. Message for token balancing shall be given when the token balance falls<br />
to_____________.(BWM-A-7.7(c))<br />
33. While balancing of tokens is done, the block instrument shall be in<br />
____________position.(BWM-A-7.7(e))<br />
34. When ‗ Train on line‘ buzzer fails, the block instrument shall be<br />
_________________.(BWM-A-8.1(a)vii)<br />
35. ―Lost Token‖ notice shall remain pasted at the both <strong>station</strong>s for a period<br />
of______________.(BWM-A-8.2(e))<br />
36. Block instrument failure either at <strong>station</strong> ‗X‘ or <strong>station</strong> ‗Y‘ shall be recorded by both<br />
Station <strong>master</strong>s of ‗X‘ and ‗Y‘ in their ____________________register. (BWM-A-8.3, B-<br />
8.3,C-8.3II)<br />
37. In the event of failure or suspension of block instrument, before signaling a train through<br />
any alternative means of communication both SMs shall _________________ and<br />
record in the TSR in red ink. (BWM-A-8.5(d), B-8.5(d),C-8.6(d))
187<br />
STATION MASTER<br />
38. Before despatchig a train using the Block telephone, Both SMs shall cross check<br />
__________________for the last three preceding trains and record these particulars in<br />
the TSR. (BWM-A-8.7(b), B-8.7(b),C-8.7(b))<br />
39. Before despatchig a train using the Control telephone, Both SMs shall cross check<br />
__________________for the last three preceding trains and record these particulars in<br />
the TSR. (BWM-A-8.8(c), B-8.8(c),C-8.8(c))<br />
40. VHF sets as a means of communication for <strong>pro</strong>longed duration of ______hours or more<br />
should be permitted only in the presence of supervisory staff. (BWM-A,B,C-8.9 Note(i))<br />
41. When BPAC fails, it goes to ___________mode after resetting the instrument with<br />
cooperation with SM/advance.(S.R.14.3.2.3)<br />
42. When there is no response for call attention bell, efforts shall be made to attract attention<br />
of SM/advance on other means after a lapse of ________minutes. (BWM-A-B-8.5(a),C-<br />
8.6(a))<br />
43. Authorised means of communications in the order of priority are [i]block instrument, -----<br />
----or track circuits. (BWM-A-B-8.5(b),C-8.6(b))<br />
44. When block telephone fails next means of communications for obtaining line clear<br />
is__________________ where <strong>pro</strong>vided. (BWM-A-B-8.5(a),C-8.6(a))<br />
45. To obtain/grant line clear through VHF set SM shall switch over from common<br />
frequency/channel to freezed channel/frequency No._________ (BWM-A-B-C-8.9 a/l)<br />
46. Freezed channel/frequency are channel __________for 1 st adjoining section, channel<br />
________for 2 nd adjoining section and channel ________for 3 rd adjoining section(BWM-<br />
A-B-C-8.9 (l))<br />
47. _________________ trains are not allowed when VHF set is used as sole means of<br />
communication. (BWM-A-B-C-8.9 note ii)<br />
48. VHF set shall not be used as means of communication where ______________<br />
are <strong>pro</strong>vided. (BWM-A-B-C-8.9 note iii)<br />
49. In Automatic block system, alternate means of communications are (i)<br />
_____________________ wherever available (ii) Fixed telephone such as <strong>Railway</strong><br />
auto-phone and _____________(iii)_________________ and (iv)VHF<br />
set.(S.R.9.12.3.5.1)<br />
50. Even if tail lamp/tail board is not found closing block section need not be held up where<br />
_____________________________________________ are <strong>pro</strong>vided.(S.R.4.17.2 Note)<br />
51. During PLCT working entries shall be made at receiving end in ____________________<br />
in addition to TSR.(BWM-Annex-1.1(b))<br />
52. While issuing PLCT, loco pilot‘s signature is to be obtained in<br />
__________________________.(BWM-Annex-1.5(a))<br />
53. All block instruments are <strong>pro</strong>ving ____________position of First stop and Last stop<br />
signal(S.R.3.24/No: 93/SIG/M/11 dated 16.02.1996)<br />
*******
ACCIDENT MANUAL<br />
1. Accidents are classified as<br />
a]______________b)________________c)________________<br />
d)_________________e)___________________. (AM 101)<br />
188<br />
STATION MASTER<br />
2. An example of consequential accident is_____________________.(AM 101 I a)<br />
3. An example of indicative accident is____________________(AM 101 III)<br />
4. Passing stop signal at Danger is _______________type of accident. (AM 101 III)<br />
5. In an accident if the damage to <strong>Railway</strong> <strong>pro</strong>perty exceeds Rs25,00,000,such accident<br />
shall be treated as _______________ accident (AM 102)<br />
6. On trunk routes when traffic is disrupted for __________hours or more, it is treated as<br />
serious dislocation of traffic. (AM 105)<br />
7. If, outside <strong>station</strong> limits, the distance between two trains is _________or more, such<br />
occurrence may not be treated as averted collision. (AM 111 (a))<br />
8. Reportable Train accidents means all accidents falling under the purview of section<br />
___________.of the <strong>Railway</strong> Act 1989.(AM202)<br />
9. Target time to submit the enquiry report by the committee to DRM/GM is<br />
______________. (AM 213(3)(b))<br />
10. When SM receives message about unsafe condition of tanks, rivers and bunds, he shall<br />
stop the train and issue caution order to observe____________________.(AM 401)<br />
11. When persons are knocked down or run over and dead, no responsible person is<br />
available, body shall be handed over to nearest ________________or<br />
________________in the direction of movement.. (AM 402 (b) iii)<br />
12. When murder is reported in second class compartment, carriage will be detached at the<br />
<strong>station</strong> where the ________________.(AM 408 (b))<br />
13. As per classifications, Collisions come under ___________ category. (AM 501 A)<br />
14. As per classifications, Fire accidents come under ___________ category. (AM 501 B)<br />
15. An example of breach of block rules is________________________.(AM 501 G)<br />
16. If gate telephone fails for more than _______ minutes, it shall be treated as equipment<br />
failure. (AM 501 M7)<br />
17. The thresh hold value in terms of loss of <strong>Railway</strong> <strong>pro</strong>perty is fixed at Rs __________in<br />
an accident. (AM 602 (f))<br />
18. Whenever accident takes place, blood samples are to be collected from ____________<br />
in addition to GLP of the ill fated train.(AM 206(ii)(1)(b))<br />
19. Accident siren three long indicates____________________.(App. I -1(b)(II))<br />
20. Accident siren when accident takes place at out <strong>station</strong>, main line obstructed and MRT<br />
required is _____________________________.(App. I -1(b)(II))<br />
21. The target time for turning out ART is ___________by day and ___________by night.<br />
(App. I -1(f)(i))<br />
22. ARME scale –I comprises of _________________ and_________________.(App. I -<br />
4(a)(ii))<br />
23. Scale II ARME is stored in boxes in specials rooms at two extremes on<br />
the_______________________________.(App. I -4(a))
189<br />
STATION MASTER<br />
24. The target time for turning out MRT is________________ for direct/indirect dispatch.<br />
(App. I -4(f))<br />
25. DMO should inspect the Medical Van scale I equipment once in ______________and<br />
scale II equipment once. (App. I -6)<br />
26. Trail run on passenger train shall be done once in a _____________.(App. I -7)<br />
27. Mock drills for ART shall be conducted once in___________________. (App. I -23)<br />
28. Rainfall above _______________ cm in 24 hours is considered as dangerous for<br />
running trains. (App. VI-1.1(a))<br />
29. Heavy wind above _____________ kmph is considered dangerous for running trains.<br />
(App. VI-1.1(b))<br />
30. <strong>South</strong> <strong>Central</strong> <strong>Railway</strong> is divided into ____________zones for the purpose of Weather<br />
Warning.(App. VI-2.1.1)<br />
31. On receipt of weather warning message, the Station Master should immediately arrange<br />
to hand over to the parties concerned and obtain __________________.(App. VI-2.3.1)<br />
32. In case of death in Train accident/manned LC gate accident Rs __________ /_______is<br />
paid as ex-gratia. (App. VII-1)<br />
33. In case of serious injury in a train accident Rs. _____________ is paid as ex-gratia<br />
(App. VII-1)<br />
34. Whenever accident takes place, SM and GLP has to prepare report in forms No.<br />
_____________and _____________respectively. (AM App IX)<br />
35. The amount of compensation to be paid in case of death in railway accident is<br />
Rs_______________.(App.-Part-I)<br />
36. The claim for compensation shall be made within ________________from the date of<br />
accident through_____________________.(App.XV)<br />
*******
S.No<br />
VARIOUS SPEED RESTRICTIONS<br />
DESCRIPTION<br />
[AT STATION]<br />
190<br />
STATION MASTER<br />
SPEED[kmph] RULE REF.<br />
1. Failure of LSS in Automatic block –D/L 10/8 up to next signal SR.3.12.3<br />
2. Goods trains –entering terminal yards 15 SR.3.36.4<br />
3. While testing detonators 8--11 SR 3.64.5.6<br />
4. Maximum speed on calling on ‗off‘ 30 SR 3.79<br />
5. On non-interlocked points 15 GR. 4.10<br />
6.<br />
1 in 8½ turnout—a]goods<br />
b] Passenger carrying trains<br />
c] with curved switches, PSC sleepers<br />
and52/60 kg rails---- both passenger<br />
and goods<br />
15<br />
10<br />
15<br />
SR.4.10<br />
7. TTM speed over points and crossings 10 SR 4.65.1.1<br />
8.<br />
During thick and foggy weather impairing<br />
visibility—LP is issued with caution Order-<br />
-- after stopping at FSS the speed<br />
10 Note under<br />
GR.8.04<br />
9. Trolly over points and crossings 15 SR.15.25.10.2<br />
10.<br />
11.<br />
12.<br />
STD.I (R) Interlocked M/L facing points Up to 50 Appendix XI<br />
1.3<br />
STD.II (R) Interlocked M/L facing points Up to 110 Appendix XI<br />
1.3<br />
STD.III (R) Interlocked M/L facing points Up to 140 Appendix XI<br />
1.3<br />
STD.IV (R) Interlocked M/L facing points Up to 160<br />
13.<br />
Appendix XI<br />
1.3<br />
14. STD III interlocked M/L facing points MPS SEM Part I<br />
[ IN BLOCK SECTION]<br />
15. IBS at ‗ ON‘-----phone defective 15/8 SR.3.75.4<br />
During dense fog—in section<br />
16.<br />
a) Automatic-30<br />
b) Absolute-60<br />
SR.4.08.2
While pushing the train—<br />
a) Guard in the leading vehicle<br />
17.<br />
b)Guard is not in the leading vehicle<br />
18.<br />
c) without brake van<br />
Patrol or Search light special with one or<br />
more vehicles in front<br />
191<br />
25<br />
8<br />
Walking speed<br />
STATION MASTER<br />
SR.4.12.2.3<br />
40 GR 4.12.1<br />
19. Failure of Headlight 40 or severest SR SR.4.14<br />
Shunting<br />
Generally<br />
20.<br />
Explosives<br />
21.<br />
22.<br />
23.<br />
24.<br />
Non-roller bearing—Hand shunting<br />
Rail breakage---up to 30mm<br />
I train<br />
II and subsequent trains<br />
When train/engine is sent into occupied<br />
block section on T/A602<br />
Light engine <strong>pro</strong>ceeding on T/B602 to<br />
open communication<br />
During TIC on D/L Train <strong>pro</strong>ceeding on<br />
T/C602<br />
15<br />
08<br />
05<br />
10<br />
15<br />
SR 5.13<br />
SR 5.20.5.3<br />
SR.6.01.2.3.3<br />
15/10 SR 6.02.6.1<br />
15/10 SR 6.02.4.6.1<br />
25/10 SR 6.02.3.3.2<br />
25. When Block Tkt [T/J 602] is issued 15/8 SR 6.02.5<br />
26. First train during TSL. working 25 SR 6.02.1.11<br />
27.<br />
During TIC on S/L When line clear is<br />
obtained for more than one train----speed<br />
of second and subsequent trains<br />
25/10<br />
SR.6.02.4.18<br />
28. On seeing flasher light 20/10 SR 6.03.7<br />
29.<br />
30.<br />
31.<br />
When ‗lurch‘ is reported and subsequently<br />
a train is sent with engineering official,<br />
caution order<br />
When ‗lurch‘ is reported and subsequently<br />
a train is sent without engineering official,<br />
caution order<br />
Light engine returning on T/609 to clear<br />
left over portion<br />
Stop dead short of<br />
expected portion of<br />
the track.<br />
Stop dead before the<br />
affected KM and<br />
<strong>pro</strong>ceed with 10km<br />
after satisfying<br />
condition of the track<br />
SR.6.07.1(d)<br />
SR.6.07.1(e)<br />
25 SR 6.09.7
32.<br />
33.<br />
When LOCO PILOT passes Automatic<br />
signal at ON<br />
Failure of LSS in Automatic block S/L--I<br />
Train<br />
192<br />
STATION MASTER<br />
10/8 SR.9.02.3<br />
25 SR.9.06.5<br />
34. First train is <strong>pro</strong>ceeding on T/D912 25 SR.9.12.1.6.2<br />
35. When train is <strong>pro</strong>ceeding on T/B912 25/10 SR.9.122.4.3<br />
36.<br />
During TSL Working in automatic block<br />
First train on wrong line<br />
25 SR.9.12.3.10<br />
37. Speed of the relief engine on T/C 912 15/10 SR 9.12.6.1.3<br />
38.<br />
39.<br />
Speed of the following tower wagon/TTM<br />
(day/night)<br />
Speed of the Material train/tower<br />
wagon/TTM during integrated/shadow<br />
block (day/night)<br />
25/10 SR 15.06.4.3<br />
15/8 SR 15.06.4.4.1<br />
40. After stopping at Stop Indicator 8 SR15.09.3<br />
41.<br />
42.<br />
43.<br />
When major work is in <strong>pro</strong>gress—speed<br />
of trains on adjacent line<br />
When water rises over ballast level but<br />
below rail level<br />
50 SR 15.09.6<br />
Stop and <strong>pro</strong>ceed<br />
8 ( 2 gang men<br />
should walk abreast<br />
on sleepers)<br />
When water overtops the rail Stop and <strong>pro</strong>ceed 8<br />
after certification by<br />
PWI<br />
SR.15.17.3<br />
SR.15.17.3<br />
44. Motor trolly during night 30 SR.15.25.10<br />
45. Passing neutral section —minimum 30 SR.17.07.1<br />
46.<br />
47.<br />
In cases of emergency Asst.Loco Pilot<br />
drives the train up to next point where he<br />
can be relieved<br />
Electric loco leading driving<br />
compartment is defective---<br />
a)Loco Pilot remains in leading driving<br />
comp. Train is driven by Asst.Loco Pilot<br />
from rear driving compartment<br />
B) Loco Pilot drives from rear driving<br />
compartment. Asst. remains in the<br />
leading compartment<br />
40 SR.17.09.5.7<br />
40<br />
15<br />
SR.17.09.12.2<br />
SR.17.09.12.3
48.<br />
49.<br />
50.<br />
51.<br />
52.<br />
First train to enter healthy section which is<br />
temporarily isolated and re-energized<br />
When patrolman has not turned up after<br />
15 mts beyond schedule arrival<br />
When a four wheeler vehicle is attached<br />
to passenger carrying train.<br />
Unsafe condition of bunds of Tanks or<br />
Rivers<br />
When ODC is by train<br />
Class A<br />
Class B<br />
Class C<br />
193<br />
STATION MASTER<br />
60/30 SR.17.09.16<br />
40 App.IV (10).4.3<br />
BG—75<br />
MG—50<br />
App.VIII..8.5.3<br />
Special caution Accident<br />
Manual 401<br />
BG MG<br />
75 25<br />
40 25<br />
25 15<br />
WTT
AUTHORITIES<br />
194<br />
STATION MASTER<br />
1. Normal authority to <strong>pro</strong>ceed on Single Line token section is _____________TOKEN<br />
2. Normal authority to <strong>pro</strong>ceed on Single Line token less section and on Double line section<br />
is _____________OFF POSITION OF L.S.S.<br />
3. When a Loco Pilot has been advised of a defective reception stop signal of a <strong>station</strong> in<br />
advance through the S.M. of <strong>station</strong> in rear, the authority to pass such signal<br />
is__________T/369(1) +PHS AT THE FOOT OF THE SIGNAL<br />
4. Authority to pass defective OUTER/HOME/STARTER signal is ___T/369(3b)+PHS<br />
5. Authority to pass defective Shunt signal / Shunting permitted indicator is<br />
___T/369(3b)+PHS<br />
6. When train has passed starter signal partly when the signal is at ON and stops, it shall<br />
be started on_T/369(3b)+MEMO(COUNTER SIGNED BY GUARD)+PHS+ATP<br />
7. When LSS becomes defective on Double Line in Automatic block system ________<br />
(T.369(3b)+CO (10/8kmph up to next signal.)<br />
8. Caution order ( Divisional/Sectional)______T/409<br />
9. Caution order (Nil)______T/A 409<br />
10. Authority for the <strong>material</strong>, after completion of work coming back to the same <strong>station</strong> –<br />
T.462<br />
11. Authority for the <strong>material</strong> after completion of work going to the next <strong>station</strong> ----T/A.462<br />
12. Authority for the TTM, after completion of work coming back to the same <strong>station</strong> –T.465<br />
13. Authority for the TTM, after completion of work going to the next <strong>station</strong> –T/A.465<br />
14. Authority when more than one TTM is permitted in the same section and returning back<br />
to the same <strong>station</strong> for the First TTM is—T.465 and subsequent TTM‘s-----CO<br />
15. Authority when more than one TTM is permitted in the same section and going to the<br />
<strong>station</strong> in advance first TTM is given---CO and last TTM is given---T.A 465<br />
16. Authority to receive a train on to an obstructed line/ non-signaled line____T/509<br />
17. To start a train from a line not <strong>pro</strong>vided with Starter Signal and ATP is not<br />
tangible__ATP+T/511<br />
18. To start a train from a line <strong>pro</strong>vided with a common starting signal for a group of<br />
lines_________ATP+T/512 +common starter taken „off‟<br />
19. To send a relief engine/train or train into occupied block section_______T/A.602<br />
20. Engine going for opening up communication during total interruption of communication<br />
on Single Line________T/B602<br />
21. To dispatch a train during total interruption of communication on Double Line<br />
sections________________T/C602<br />
22. For working trains during T S L working on double line__________T/D602<br />
23. For engine going for opening up communication during total interruption of<br />
communication on Single Line when Line Clear is required for more than one<br />
train________T/B602+T/E602<br />
24. In case of even flow of traffic during TIC on S/L, after opening up of communication, Line<br />
clear enquiry can be made for subsequent trains through___T/E602<br />
25. Conditional line clear reply message___________T/F602
195<br />
STATION MASTER<br />
26. Conditional Line Clear Ticket for UP/DOWN trains____UP-T/G602. DOWN-T/H602<br />
27. Form that has to be used for exchanging messages after any one of the means of<br />
communication is restored______T/I602<br />
28. Block Ticket is prepared in Form No.______T/J602<br />
29. Written permission given by Guard to Loco Pilot during divided train working __T/609<br />
30. When a train without guard is divided in the section, after dropping the first portion,<br />
authority for light engine returning to pickup second portion ________T/A 602<br />
31. Shunting order (Shunting instruction form) ___________T/806<br />
32. Authority to go up to opposite FSS for shunting purpose in Token area____T/806<br />
33. Authority to go up to opposite FSS for shunting purpose in Token less<br />
area__T/806+SHUNT KEY OR T/806+PN<br />
34. Authority to go beyond opposite FSS for shunting purpose on Single<br />
line____ATP+WRITTEN MEMO TO PUSH BACK+TAKING OFF SIGNALS<br />
35. Authority to enter block section in rear on Double line section for shunting<br />
purpose______T/806(WITH PN)<br />
36. Authority to enter block section in advance on Double line section for shunting<br />
purpose_______ TAKING OFF SHUNT SIGNAL BELOW LSS/LSS LEVER KEY/T-<br />
806(WITH PN)<br />
37. Authority to enter block section in advance on Double Line section for shunting purpose<br />
behind the travelling away train _________ taking off shunt signal below LSS or LSS<br />
laver key or T/806 without PN<br />
38. When LSS becomes defective on Single line Automatic block<br />
system____(T/A912+PLCT)<br />
39. During <strong>pro</strong>longed failure of all signals and communication on Double Line Automatic<br />
block system______T/B912<br />
40. For relief engine/train to enter occupied block section in Automatic block<br />
system___T/C912<br />
41. During <strong>pro</strong>longed failure of all signals and communication is available on Double Line<br />
Automatic block system______T/D912<br />
42. Authority to despatch the trains during temporary single line working on Automatic block<br />
system (first train on right line and all trains on wrong line) – T/D 602 + T/A 912<br />
43. Authority to open communication on single line automatic block system is – T/B 602 +<br />
T/A 912<br />
44. Before issuing PLCT –Line Clear Enquiry _____________T/A1425<br />
45. Before issuing PLCT –Line Clear Reply________________ T/B1425<br />
46. PLCT-UP ____T/C1425<br />
47. PLCT-DOWN__ T/D1425<br />
48. To pass Home Signal of class C <strong>station</strong> on Double line section ____PLCT<br />
49. In IBS area, before a train leaves the <strong>station</strong> if it is known that the IBS/LSS/AXLE<br />
COUNTER/TRACK CIRCUIT is failed_______PLCT+T/369(3B)<br />
50. When Loco Pilot enters block section without an ATP and report is sent to <strong>station</strong> in rear,<br />
the SM gives _______PLCT<br />
51. Trolley/Lorry/Ladder Trolley Notice_____T/1518
196<br />
STATION MASTER<br />
52. Motor trolley permit in token less single line and double line sections on Absolute Block<br />
system__T/A1525<br />
53. Motor trolley permit in single line and double line sections on Automatic Block<br />
system__T/A1525<br />
54. Motor trolley permit to follow a train/engine/another motor trolley_____ T/1525<br />
55. Authority for Tower Wagon, after completion of work coming back to the same <strong>station</strong>-<br />
T.1708<br />
56. Authority for Tower Wagon, after completion of work going to the <strong>station</strong> in advance –<br />
T/A.1708<br />
57. Authority when more than one Tower wagon is permitted in the same section and<br />
returning back to the same <strong>station</strong> for the First Tower car is—T.1708 and subsequent<br />
Tower cars-----CO<br />
58. Authority when more than one Tower wagon is permitted in the same section and going<br />
to the <strong>station</strong> in advance first Tower wagon is given---CO and last tower wagon is<br />
given---T/A 1708<br />
59. S&T Disconnection and Reconnection Notice_____S&T(T/351)<br />
60. Train Examination Advise______T/431<br />
61. Combined Train Report________T/720.<br />
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