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CHAPTER VI ACCIDENTS AND UNUSUAL OCCURRENCES 6.01. Accident or obstruction.— (1) When a report of any accident or obstruction is received by the Station Master, he shall see that all necessary precautions are taken by the most expeditious means possible, for the protection of traffic. (2) If an accident happens to a train, the Station Master shall arrange for all necessary assistance to be sent to the train. (3) The Station Master shall, as soon as practicable, report each accident in accordance with special instructions. S.R.6.01.1.1. In the event of a Loco Pilot experiencing a lurch, unusually slack or rough running, the instructions referred in SR 6.07 should be followed by all the staff concerned. 2.1. If a Loco Pilot realises, while on run that there is a rail fracture he shall bring his train to a stop immediately and protect the train in accordance with GR 6.03 and SRs thereunder, treating this as an obstruction. He shall then examine the track and proceed further only if he is personally satisfied that the track is safe for the passage of the train. In case it is found that the track is not safe for the passage of the train, he shall arrange to advise the Station Master and the SCOR. 2.2. The Station Master and the SCOR, on being advised of this occurrence, shall advise all concerned and not permit any train to enter the section unless the track is certified fit for the safe passage of the train. 2.3. The Loco Pilot of the affected train shall proceed onwards only after the track is certified for the safe passage of his train. 3.1. If a mate/keyman / patrolman detects rail/weld fracture of less than 30 mm gap, he shall show Stop hand signal and inform the Loco Pilot of the first train to pass the fractured spot at 10 KMPH and subsequent trains at 15 KMPH. 3.2. The Loco Pilot of the first train shall stop his train at the next block station and give memo about the rail / weld fracture to arrange issue of caution order, to observe 15 KMPH over the fractured rail / weld. 3.3. Station Master, who received report from the Loco Pilot about rail/weld fracture, shall inform the Station Master at the other end. Both the Station Masters shall arrange issue of caution order of 15 KMPH and also advise all concerned. 3.4. In cases where the gap at the fractured location is more than 30mm or where multiple fractures have taken place resulting in a piece of rail or the head getting dislodged, the mate / patrolman / keyman cannot pass the train. He should take immediate action to protect the line and only a PWM / PWI can pass the traffic, after attending to the fracture appropriately or taking necessary safety precautions. 6.02. Working in case of accident or failure of communications.— In case of accidents to the line or to any train, or of failure or interruption of communications, or in an emergency, trains shall be worked between stations in accordance with special instructions. S.R. 6.02.1. Rules and regulations for temporary single line (TSL) working on a double line section when one line is obstructed. 1. Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line under one of the following systems:- 151 1.1 By obtaining line clear on electric speaking instruments. 1.2 By the installation of single line block instruments and shunting limit boards demarcating the block section in the wrong direction if the affected line is likely to remain out of use for a substantial period. 2. When it is desired to introduce TSL working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall, on receipt of reliable information in writing that one line is clear, take steps to introduce TSL working on that line in consultation with the SCOR and the Station Master of the station at the other end of the section. 3. If there is reason to suspect that the line over which TSL working is to be introduced is also fouled or damaged, TSL working must not be introduced until a responsible Engineering official of the rank not less than that of an Inspector has inspected that section and certified that the road is safe for the passage of trains. 4. TSL working shall be introduced between the nearest stations provided with cross-over between the up and down lines on either side of the obstruction. If there is an IB hut between the above two stations, the same shall be treated as closed and the commutators of the block instruments at such block huts shall be kept locked in ‘ train on line’ (TOL) position throughout the period TSL working is in force. The commutators shall also be locked in that position, with Station Master’s key, wherever possible. The signals at such block huts shall be kept in the ‘on’ position throughout and these shall be passed by the Loco Pilots on a written authority in the prescribed form issued by the Station Master of the adjoining block station in operation. 5. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and line clear shall be obtained on the telephone attached to block instruments or station to station fixed telephones wherever available or fixed telephone such as railway auto phones and BSNL phones or control telephone or VHF set. 6. At all stations on the portion of the section on which TSL working has been introduced, the commutators of the block instruments pertaining to both obstructed and unobstructed lines shall be kept in TOL position throughout the period TSL working is in force. The commutators shall be locked also in that position with Station Master’s key, wherever possible. At these stations, if the train is running on the right line, the LSS shall be kept in the ‘on’ position. In case the train is running on the wrong line, all fixed signals shall be kept in the ‘on’ position. 7. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing TSL working shall issue a message containing the following information under exchange of Private Numbers to the Station Master at the other end of the affected section: 7.1 Cause of introduction of TSL working. 7.2 The line by which TSL working is proposed. 7.3 Source of information that the said line is clear. 7.4 Place of obstruction. 7.5 Restriction of speed, if any, on the line. 7.6 Name of intermediate stations if any, which would be out of use. 7.7 Assurance that the trap points, if any, have been spiked or clamped and padlocked. 7.8 Assurance that if the train is running on the right line, the LSS shall be kept in the ‘on’ position. In case the train is running on the wrong line, all fixed signals shall be kept in the ‘on’ position; and 7.9 The number and timings of the last train which arrived or left the block station issuing the message. 152 8. On receipt of acknowledgement from the Station Master confirmed by a Private Number, TSL working may be introduced. Line clear will be obtained on telephone attached to block instrument or station to station fixed telephones wherever available or fixed telephone such as railway auto phones and BSNL phones or control telephone or VHF set and trains run on “Authority for Temporary Single Line working on Double Line” (T/D 602) in accordance with the instructions contained in this book and the Block working manual. 9.1. The Loco Pilot and Guard of each train shall be handed over “Authority for Temporary Single Line working on Double Line” (T/D 602) indicating: 9.1.1. the line on which the train or light engine is to run, 9.1.2. the kilometreage between which the obstruction exists, 9.1.3. any restriction of speed which may have been imposed by Way and Works staff and 9.1.4. an assurance to the effect that any trap points on the line in question have been spiked or clamped. 9.1.5. In case the LSS is the starter, in addition to the written authority, he shall also be shown PHS at the foot of this signal. 10. An endorsement shall also be made in the T/D 602 given to the Loco Pilot of the first train to inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff and any other staff on the way about the introduction of temporary single line working and specifying the road on which the trains will run. This information shall be conveyed through the Loco Pilot of a subsequent train also if necessary. 11. The speed of the first train passing over the TSL, will be restricted to 25 KMPH. Subsequent trains may run at their booked speed, subject to observance of the other speed restrictions imposed by Way and Works staff. 12. When a train is stopped between stations on account of accident, failure, obstruction or other exceptional cause and the Loco Pilot finds that it cannot proceed, it shall be protected as per GR 6.03. 13. In case of a train proceeding on the right line: 13.1. The LSS of the station in rear of the affected section may be passed in the ‘on’ position on the basis of T/D 602. 13.2 The approach Stop signals, if any, of the station in advance of the affected section, may be taken ‘off’. 14. In the case of a train proceeding on wrong line: 14.1 The train shall be piloted out of the station on a written authority issued by the Station Master after all the facing points have been correctly set and locked and trailing points correctly set, over which the train will pass. The Loco Pilot should switch on the flasher light and dim the head light of the train engine while running on the wrong line. 153 SOUTH CENTRAL RAILWAY PILOT - OUT memo (Loco Pilot / Record ) Date: Time: From To SM / ……………. The Loco Pilot of ………………….. You are hereby authorized to start your train from line No. ………………. to the wrong line. All the points on the path are correctly set and locked. Observe hand signals and proceed forward. Signature of the Loco Pilot Signature of Station Master Station stamp 14.2. On approaching the next station, the Loco Pilot shall bring his train to a stop opposite the FSS pertaining to the right line or at the LSS pertaining to the wrong line (on which he is running), whichever he comes across first. 14.3. The Station Master of the station in advance shall depute a railway servant in uniform at the foot of the signal (whichever the train would encounter first), who shall stop the train on stop hand signal and thereafter ‘pilot – in’ into the station on a written authority issued by the Station Master. SOUTH CENTRAL RAILWAY PILOT - IN memo (Loco Pilot / Record ) Date: Time: From To SM / ……………. The Loco Pilot of ………………….. : You are hereby authorized to bring your train on to line No. ……………….. All the points on the path are correctly set and locked. Observe hand signals and proceed forward. Signature of the Loco Pilot Signature of Station Master Station stamp 14.4. If the Loco Pilot finds that no railway servant in uniform has been deputed at the foot of the signal to pilot the train into the station, GR 4.44 (1) shall be observed. 15. All the cross over points in the facing direction, over which the train shall proceed, while TSL working is in force, shall be clamped and pad-locked. 16. Resumption of normal working. 16.1 On receipt of a written certificate from a responsible Engineering official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations as the case may be, under exchange of Private Numbers and decide, in consultation with SCOR, the train after passage of which, the normal working has to be introduced. 16.2. When double line working is introduced, the block instruments and all fixed signals, including those of IB huts which were treated as closed, shall be brought into use 154 immediately. An entry shall also be made in TSR of all stations concerned showing the time double line working was suspended, time single line working was introduced and the time normal working was resumed. The Loco Pilot of the first train entering the section after normal working is resumed shall inform all Gatemen and Gangmen on the way about resumption of normal working. 17. All the records in connection with TSL working shall be retained at the station and the Traffic Inspector of the section must scrutinize them and submit his report to the DRM within seven days of the resumption of normal working. Note:- The term Station Master wherever used in this part includes Switchman. 6.02.2. Rules and regulations for temporary single line working on double line section during total interruption of communications. The following rules must, in addition to the prescribed rules and regulations for working of trains during total interruption of communications on single line, be observed by the staff: 1. Whenever an accident to a train or track or other obstruction precludes the use of one line on a double line section during total interruption of communications, TSL working shall be introduced only after a responsible official of the Engineering department not less than an Inspector in rank, has certified that the other line on which TSL working is to be introduced is free and safe for passage of trains. Such an Engineering official shall give the certificate only to the Station Master of the station at the end of the affected section for which the unobstructed line shall be the right line for despatching train. On receipt of this certificate, the Station Master will follow the rules prescribed for opening of communications. 2. Loco Pilots of trains, including light engines, shall be given T/B602 (Authority for opening communication during total interruption of communication on Single Line Section) on which, shall be stated clearly:- 2.1. the line on which the train is to run; 2.2. kilometreage where the obstruction exists; 2.3. any restriction of speed which may have been imposed by Way and Works staff, 2.4. an assurance to the effect that any trap points on the line in question have been spiked or clamped and pad locked. 3. All the cross-over points in the facing direction over which the train shall proceed, while TSL working is in force, shall be clamped and padlocked. 4. In the case of train proceeding on the right line: 4.1. The LSS of the station in rear of the affected section may be passed in the ‘on’ position on the basis of T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section). 4.2. The approach Stop signals, if any of the station in advance of the affected section may be taken ‘off’. 5. In the case of a train proceeding, on the wrong line: 5.1 The train shall be piloted out of the station on a written authority issued by the Station Master after all the facing points have been correctly set and locked and trailing points correctly set over which the train will pass. 5.1.1 The endorsement shall also be made in the T/B 602 given to the Loco Pilot of the first train to stop and inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff and any other staff on the way about the introduction of temporary single line working and specifying the road on which the trains will run. This information shall be conveyed through the Loco Pilot of a subsequent train also if necessary. 155 SOUTH CENTRAL RAILWAY PILOT - OUT memo (Loco Pilot / Record ) Date: Time: From To SM / ……………. The Loco Pilot of ………………….. : You are hereby authorized to start your train from line No. ………………. to the wrong line. All the points on the path are correctly set and locked. Observe hand signals and proceed forward. Signature of the Loco Pilot Signature of Station Master Station stamp 5.2 On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the FSS pertaining to the right line or at the LSS pertaining to the wrong line (on which his train is running), whichever he comes across first. 5.3 The Station Master of the station in advance shall depute a railway servant in uniform at the foot of the signal (whichever the train would encounter first) who shall stop the train on stop hand signal and thereafter ‘pilot in’ into the station on a written authority issued by the Station Master. SOUTH CENTRAL RAILWAY PILOT - IN memo (Loco Pilot / Record ) Date: Time: From To SM / ……………. The Loco Pilot of ………………….. : You are hereby authorized to bring your train on to line No. ……………….. All the points on the path are correctly set and locked. Observe hand signals and proceed forward. Signature of the Loco Pilot Signature of Station Master Station stamp 6. It will be the responsibility of the person in charge of the first engine or self propelled vehicle or other vehicle, sent under T/B 602 to inform all the Gatemen, Gangmen, Patrolmen, OHE staff, Telecom staff and any other staff enroute about the introduction of TSL working as also the line on which it is proposed to run the train. 7. Resumption of normal working. 7.1 If after the introduction of TSL working, communications are restored between the two affected stations, the trains will continue to run under special rules until action is taken in accordance with the instructions contained in these rules for the cancellation of the procedure. Thereafter, trains will be run in accordance with the instructions for the movement of traffic during TSL working on double line. 156 7.2. If however before communications are restored the other line is released for the passage of traffic, trains shall be worked, in accordance with the instructions for running of trains on double line section during total interruption of communications. S.R. 6.02.3. Rules and regulations for working of trains during total interruption of communications on double line sections. 1. In the event of total interruption of communications occurring between two block stations on a double line section, i. e., when Line Clear cannot be obtained by any one of the following means stated in the order of preference viz., 1.1. Block Instruments, Track Circuits or Axle Counters, 1.2. Telephone attached to the Block Instrument, 1.3. Station to Station fixed telephones wherever available, 1.4. Fixed telephone such as Railway auto phones and BSNL telephones, 1.5. Control telephone and 1.6. VHF set. The following procedure shall be adopted for train passing. 2. Before any train is allowed to enter a block section in advance, it shall be brought to a stop and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the Station Master on duty. 3. The Station Master shall give T/C 602 (Authority for working of trains during total interruption of communication on double line section) to the Loco Pilot of each train which includes: 3.1 An authority to proceed without line clear, 3.2. A caution order restricting the speed to 25 KMPH over the straight and 10 KMPH when approaching or passing any portion of the line where the view ahead is not clear due to curve, obstruction, rain, fog or any other cause, 3.3. An authority to pass LSS in the `on `position. 4. In the event of a Loco Pilot approaching or passing any portion of the line where the view ahead is not clear, a railway employee with hand signals must be sent in advance to guide the further movement of train. A sharp look out ahead should be kept and the engine whistle freely used. 5. No train shall be allowed to enter the block section until there is a clear interval of 30 minutes between the train about to leave and the train which has immediately preceded. 6. Fixed signals with the exception of the LSS may be taken `off ` for the reception and departure of trains. The FSS shall, however, be taken ‘off’ only after the train has been brought to a stand outside it. 7. A tunnel should be entered only after it has been ascertained that it is clear. If there is any doubt on this point, the train should be piloted by a railway employee equipped with hand signals and detonators. 8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a Stop hand signal to prevent the approach of a train from the rear and to protect it if necessary. 9. When a train is stopped in the block section, the Guard shall immediately exhibit a stop hand signal towards the rear and check up that the tail board or the tail lamp is correctly exhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the prescribed code of whistle to apprise the Guard of the fact, whereupon the Guard shall protect the train by placing one detonator at 250 metres from the train on the way out and 2 detonators, 10 metres apart, at 500 metres from the train, irrespective of the gauge. When a train is detained outside signals and if the detention exceeds or is likely to exceed 10 minutes, it shall also be protected accordingly. In the absence of the Guard, the duty of protecting the train shall devolve on the Loco Pilot. 157 10. No train shall be backed. In exceptional circumstances when it may be unavoidable to back a train, the train shall be backed only after providing protection by placing one detonator at 250 metres and two detonators, 10 metres apart, at 500 metres in rear of the point upto which the train is to be backed. 11. Before entering a tunnel, the head lights, side and tail lights and other lights (where provided) shall also be lit. 12. When approaching the station ahead, the Loco Pilot must bring his train to a stop outside the FSS and sound continuous whistle (or any other code prescribed by special instruction). If no one from the station turns up within 10 minutes, the train shall be protected as per para 9 above and the Loco Pilot may send his Assistant Loco Pilot immediately thereafter, to the station or the cabin to inform the Station Master or Cabinman of the fact that the train is waiting at the signal for its admission into the station. In the absence of the Assistant Loco Pilot, the Guard, after protecting the train, shall give this information. 13. The Loco Pilots of all trains shall make over the T/C 602 (Authority for working of trains during total interruption of communication on double line section) to the Station Master of the station at the other end of the affected section. These shall be kept by the Station Master in his safe custody for inspection by the Traffic Inspector of the section, who shall prepare a report on the working of trains and shall forward the same along with his report to the DRM within 7 days of resumption of normal working. 14. A record of all trains passed over the block section on T/C 602 (Authority for working of trains during total interruption of communication on double line section) during the course of total interruption of communications, shall be maintained in the TSR at both the stations concerned. 15. Trains must continue to work on this system until one of the means of communications, mentioned in para 1 above, is restored by the competent authority. 16. As soon as any one of the means of communications has been restored, the Station Master must send a message to the Station Master at the other end of the section on the prescribed form T/I 602 (Message on restoration by any one of the communication). 17. Thereafter an intimation about this shall be given to SCOR also, on controlled sections, if communications with the SCOR has also got restored and normal working resumed. If, however, communications with the SCOR has not got restored along with restoration of communication between two stations, the SCOR shall be advised of the position immediately on restoration of communication with him. S.R. 6.02.4. Rules and regulations for working of trains during total interruption of communications on single line section 1. In the event of total interruption of communications occurring between two block stations on a single line section i. e., when Line Clear cannot be obtained by any one of the following means stated in order of preference viz., 1.1. Block instruments, Track circuits or Axle counters, 1.2. Telephone attached to the Block Instrument, 1.3. Station to Station fixed telephones wherever available, 1.4. Fixed telephone such as Railway auto phones and BSNL telephones, 1.5. Control telephone and 1.6. VHF set. The instructions laid down in succeeding paragraphs shall be followed for working trains between block stations. Note:- These instructions shall also be followed whenever during total interruption of communications, an accident to a train or track or other obstructions precludes the 158 use of one of the lines on a double line section or whenever total interruption of communications occurs during TSL working on a double line section. 2. The Station Master who has a train to despatch through the affected block section shall open communication by establishing contact with the Station Master of the block station at the other end of the affected block section by sending an engine or self- propelled vehicle or any other vehicle enumerated below, in the order of preference laid down. 2.1. Light engine. 2.2. Train engine, after it is detached from the train by the Loco Pilot on instructions from the Station Master on duty. 2.3. Motor trolley/Tower wagon duly accompanied by a Guard or by a Station Master other than the Station Master on duty. 2.4. Trolley/Cycle trolley /Moped trolley duly accompanied by a Guard or by a Station Master other than the Station Master on duty. 2.5. Diesel Car/Rail Motor Car/EMU Rake etc., after ensuring that all passengers have detrained. 3. Before the Light engine/Train engine/Motor trolley/Tower wagon/Trolley/Cycle trolley/Moped trolley/Diesel car/Rail motor car/EMU rake is sent into the affected block section to open communications, the Loco Pilot/Motorman/Guard/Station Master being sent to do so shall be advised by the Station Master on duty of the circumstances in which and the purpose for which he is being sent. The Station Master on duty shall also satisfy himself that the Loco Pilot/ Motorman/Guard /Station Master being sent to open communications, thoroughly understands the rules for working of trains during total interruption of communications on the single line. If the Loco Pilot/Motorman/Guard/Station Master, who is being sent to open communications, is not conversant with the rules for working of trains during total interruption of communications on single line, the Station Master on duty shall explain these rules to such staff. The Station Master on duty shall also obtain the signature of the Loco Pilot/Motorman/Guard/Station Master on T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) in token of such staff having fully understood the circumstances in which and the purpose for which he is being sent and the rules for working of trains during total interruption of communications on single line. 4.1 Before despatching the Light engine/Train engine/Motor Trolley/Tower wagon/Trolley/Cycle trolley /Moped trolley/Diesel Car/Rail Motor Car/EMU rake, the Station Master on duty shall hand over T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) to the Loco Pilot/Motorman /Guard/Station Master who is being sent to open communications, which includes:- 4.1.1. Authority to proceed without Line Clear. 4.1.2. Authority to pass signals in ‘on’ position i.e., the authority to pass the departure signal/signals in the `on` position. 4.1.3. A caution order, specifying the speed up to which the engine or self propelled vehicle or other vehicle referred to in para 2 may run through the affected block section. 4.1.4. A line clear enquiry message addressed to the Station Master of the block station at the other end of the affected block section asking for Line Clear for the train waiting to be despatched to his station. 4.1.5. A conditional line clear (CLC) message to the Station Master of the block station at the other end of the affected block section permitting him: 4.1.5.1. to return the Light engine/train engine, either light or attached to a train waiting to be despatched from his station or attached with another engine; or 159 4.1.5.2. to return Tower wagon/Diesel car/Rail motor car/EMU rake running by itself; or 4.1.5.3. to return motor trolley/trolley/cycle trolley /moped trolley either running by itself or loaded in a train waiting to be despatched from his station. 4.2 Line clear enquiry message: T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section).--- for only one train, if to be despatched; or T/E 602 (Line clear enquiry message asking Line Clear for despatch trains during total failure of communication on single line section) --- for more than one train, if to be despatched, along with T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) shall be sent through the Loco pilot / Motorman / Guard / Station Master going to open communications. 4.3. The Loco Pilot / Motorman / Guard / Station Master going to open communications shall, on receipt of ‘Authority for opening communication during total interruption of communication on single line section’ (T/B.602) and sign on its original and carbon copy in token of his having understood its contents. 4.4. In case a light engine or an engine and brake-van is to be dispatched to proceed to the next block station and then continue its journey onward after arrival at the next block station and is not meant for opening communication, the Loco Pilot of engine or the engine and the brake-van shall be given T/B602 (Authority for opening communication during total interruption of communication on Single Line Section).and the items ‘line clear enquiry message’ and ‘conditional line clear message’ shall be struck out in the form T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section). Should it be necessary to despatch another light engine or another engine and brake- van in the same direction, an interval of at least 30 minutes shall be allowed to lapse before it is despatched. 4.5. The LSS shall not be taken ‘off’ while permitting an engine or self-propelled vehicle or other vehicle to proceed to the next station on T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section). 5. After an engine or self propelled vehicle or other vehicle is despatched to the next station to open communications with LC enquiry message and CLC messages for the return journey of the engine or self propelled vehicle or other vehicle, no other train or engine or self propelled vehicle or other vehicle shall be allowed to leave the station and proceed in the same direction until the engine or self propelled vehicle or other vehicle sent to open communications returns. This does not, however, prevent an engineering official going into the section on his push trolley for his work on a section on which push trolleys do not run on line clear. 6.1. The engine or self propelled vehicle or other vehicle proceeding on T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) shall switch on the flasher light and dim the head light and shall proceed at a speed not exceeding 15 KMPH by day when the view is clear and 10 KMPH during night or when the view is obstructed, making free use of the engine whistle or horn of the self propelled vehicle, where provided. In thick, foggy or tempestuous weather or in dust storm etc, when visibility is impaired, the engine or self propelled vehicle or other vehicle proceeding on T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) shall proceed at walking pace only making repeated use of the engine whistle or horn of self propelled vehicle, preceded at an adequate distance by two men on foot, one displaying a red light and the other carrying fog signal ready for immediate use. Normally one of these men will be provided by the Station Master from his group ‘D’ staff and the other from the 160 crew of the engine or the person whose motor trolley/trolley/cycle trolley/moped trolley is being used. In case of single manned self-propelled vehicle, both these men shall be provided by the Station Master. The Station Master on duty shall explain to both of them their duties, in the presence of the Loco Pilot/Motorman/Guard/Station Master in charge of the self-propelled vehicle or other vehicle being sent to the next station and satisfy himself that they understand the same. 6.2. Both by day and night, a tunnel must not be entered until the Loco Pilot/Motorman/Guard/Station Master has ascertained that it is clear. Should there be any doubt on this point the engine or other vehicle etc, should be piloted by a railway servant equipped with hand signal and detonators. Before entering the tunnel the head lights, side and tail lights and other lights (where provided) shall also be lit. 6.3. No obstruction of the line beyond the outermost facing points shall be allowed until the return of the engine/tower wagon/diesel car/rail motor car/EMU rake/motor trolley/trolley/cycle trolley/moped trolley. 7. In the event of an engine/self propelled vehicle/other vehicle proceeding on T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) meeting in the mid-section, an engine/self propelled vehicle/other vehicle sent from the other end, the Loco Pilot/Motorman/Guard/Station Master as the case may be, shall taking into consideration the importance of the train for which they are proceeding to get Line Clear, the distance from the nearest station, gradients to be encountered, the presence of catch sidings, etc., decide to which of the two stations, the engines/self propelled vehicle/vehicles should proceed. Before proceeding, the engines or self propelled vehicles shall, if possible, be coupled up. If the engines/self-propelled vehicle cannot be coupled up, they should run at a safe speed and adequate distance apart. In the case of motor trolley/trolley/cycle trolley/moped trolley, meeting an engine and brake- van/diesel car/rail motor car/EMU rake, the motor trolley/trolley/cycle trolley/moped trolley shall, if possible, be loaded in the brake- van/diesel car/rail motor car/EMU rake. 8. On sighting the station to which the engine/self propelled vehicle/other vehicle running by itself or with another similar unit coupled together or separately, to which it is/they are proceeding, the leading engine/self propelled vehicle/other vehicle shall stop outside i.e., in rear of the FSS of the station. The engine or self-propelled vehicle or other vehicle following the leading engine/self propelled vehicle / other vehicle, shall stop at a safe distance behind the leading engine/self-propelled vehicle/other vehicle. The Station Master shall be advised of the stoppage outside the FSS either by using the engine whistle/horn of the self-propelled vehicle, if provided, or by sending a man if necessary. They shall not enter the station till permitted by the Station Master to do so either by taking ‘off’ the relevant signals or otherwise. 9. When the engine or engines / self propelled vehicle or self propelled vehicles/other vehicle or vehicles have been admitted into the station, the T/B 602 (Authority for opening communication during total interruption of communication on Single Line Section) shall be delivered to the Station Master on duty, who shall keep these documents in his safe custody. On the authority of the CLC message for the return journey, the Station Master on duty shall make out conditional line clear ticket (T/G 602 or T/H 602) and hand it over to the Loco Pilot/Motorman/Guard/Station Master to return to the block station from where he came with his engine (either light or attached to a train or another engine or a self propelled vehicle if one is waiting to proceed in that direction)/ self propelled vehicle/other vehicle. 10. In case of the engine or self-propelled vehicle or other vehicle returning to the station from which he was sent without reaching the next station, the T/B602 (Authority for opening communication during total interruption of communication on Single Line 161 Section) shall be taken back by the Station Master on duty of the station from which this was issued and cancelled. The cancelled forms shall be pasted for record purpose. 11. The Station Master on duty before despatching the engine either light or attached to a train/self-propelled vehicle/other vehicle, on the return journey shall hand over to the Loco Pilot/motorman/Guard /Station Master, CLC message (reply) for the line clear enquiry message giving Line Clear for the train waiting at the other station, thereby authorising the Station Master at that station to start the train waiting there on complete arrival of the engine, either light or attached to a train/self-propelled vehicle/other vehicle at his end. 12. The CLC message (reply) shall be prepared on T/F 602 (Conditional Line Clear Message). 13 On the return journey, the engine either light or attached to a train/Diesel car/Rail motor car/EMU rake/train loaded with Motor trolley/trolley/Cycle trolley/Moped trolley may run at booked speed observing speed limits in the Working Time Table and other relevant rules. The Motor trolley/trolley/Cycle trolley/Moped trolley returning by itself may run at their normal speed observing the rules governing their running on Line Clear. 14. On reaching the station, the engine either light or attached to a train/self-propelled vehicle/other vehicle shall again stop outside (i.e. in rear of) the FSS of the station and thereafter be guided by the instructions from the Station Master who may arrange to receive in by taking ‘off’ the relevant signals or otherwise. 15. On arrival at the station, T/F 602 shall be handed over to the Station Master who shall prepare T/G 602 or T/H 602 (Conditional Line Clear Ticket) for the waiting train. 16. If there be an even flow of trains in both directions, T/E 602 for each succeeding train may be sent through the Guard of the preceding train. 17. The arrival and departure time of all trains, engines, trolleys etc., which are passed under the above rules, must be carefully recorded in the TSR. 18. If the Station Master at one end of the interrupted section has more than one train to despatch in the same direction before another train is normally expected from the opposite direction, he shall, in such cases, send the available engine of a train to obtain Line Clear not only for that train but also for the following trains which may be waiting or expected at his station. In T/E 602, it shall be stated that these latter trains will be despatched after the first train at intervals of 30 minutes. After the Loco Pilot returns with the Line Clear for the required number of trains to the station at which he had left the train, the Station Master shall despatch the first train on T/G 602 or T/H 602 and shall also endorse on T/G 602 or T/H 602 that a particular train (giving its number and description in full) shall follow at a specified interval. The Loco Pilots of the second and subsequent following trains shall be given a Caution Order restricting the speed to 25 KMPH over the straight when the view ahead is clear and to 10 KMPH when approaching or passing any portion of the line where the view ahead is not clear due to curve, obstruction, rain, fog or any other cause. When despatching a second and subsequent trains, the particulars of the last preceding train along with its time of departure will be endorsed on the T/G 602 or T/H 602 as also the particulars of the train which would follow. The T/G 602 or T/H 602 for the last train of the series should be endorsed with the particulars of the preceding train together with its time of departure. While adopting this procedure, the Guard and the Loco Pilot should be instructed to keep a sharp look out and be prepared to stop short of any obstruction. 19. When a train is stopped in the block section the Guard shall immediately exhibit a Stop hand signal towards the rear and check up that the tail board or tail lamp is correctly exhibited. If the stoppage is on account of accident, failure or obstruction or other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the 162 prescribed code of whistle to apprise the Guard of the fact, whereupon the Guard shall protect the train by placing one detonator at 250 metres from the train on the way out and 2 detonators, 10 metres apart, at 500 metres from the train, irrespective of the gauge. When a train is detained outside signals and if the detention exceeds or is likely to exceed 10 minutes it shall also be protected accordingly. In the absence of the Guard, the duty of protecting the train shall devolve on the Loco Pilot. 20. When trains follow one another, no train shall be backed. In exceptional circumstances when it may be unavoidable to back a train, the train shall be backed only after providing protection by placing one detonator at 250 metres and two detonators, 10 metres apart, at 500 metres from the point up to which the train is to be backed. 21. Trains must continue to work on this system until any one of the means of communications mentioned in para 1 is restored by the competent authority. 22. As soon as any one of the means of communications has been restored, the Station Master must send a message to the Station Master at the other end of the section on the prescribed form T/I 602. 23. Thereafter an intimation about this shall be given to SCOR also on controlled sections, if communication with SCOR has also got restored and normal working resumed. If however communication with SCOR has not got restored along with restoration of communication between two stations, the SCOR shall be advised of the position immediately on restoration of communication with him. 24. On the section where total interruption of communications occurs, the Traffic Inspector of the section must scrutinise the train passing records of the station and submit his report to the DRM within 7 days of the resumption of communications. S.R.6.02.5. On a double line section, if for any reason other than introduction of temporary single line working, it becomes necessary to run a train against the established direction of traffic, the line concerned shall be blocked as per GR 1.02 (8), indicating the station to which the train is to proceed, after obtaining the acknowledgement from the Station Master of the station at the other end, the Station Master intending to despatch the train, shall issue a block ticket (T/J 602) indicating the following :- 1. Speed at which the train is to run, 2. The precautions to be observed, 3. To ascertain the condition of the train/obstruction over the adjacent line, 4. To look out for possible obstruction and take action accordingly and 5. Report (in writing) at the next station. The Station Master at the other end of the block section, after acknowledging the message vide GR.1.02 (8) shall not permit any obstruction outside the outermost points on the line at the end of the station nearest to the expected train. The Loco Pilot after reaching the next block station will also certify (in writing) whether the line over which the train has passed on ‘block ticket’ is safe for introduction of single line working. The Station Master, on receipt of such certificate from the Loco Pilot, shall take steps to introduce TSL working, under the procedure detailed in SR. 6.02.1. Movement of train shall be restricted to one train only and the train shall not, in any case, be a passenger carrying train. SR.6.02.6. Despatch of relief engine / relief train into an occupied /obstructed block section to assist the crippled or disabled engine / train. When a block section between two block stations is occupied / obstructed due to accident / disabled train, if it is required to despatch a relief engine / relief train into such 163 block section, it can be despatched by issuing “Authority for Relief engine / train to enter into an occupied block section” (T/A.602), which contains the following:- (i) ‘Authority to proceed without line clear’ – authorizes to proceed cautiously without Line Clear upto the point of obstruction at KM on up/down line and clear back to the station from which it is started or to the station at the other end of the affected block section. (ii) ‘Authority to pass signals in ‘on’ position’ – authorises to pass the signal/signals in ‘on’ position with speed not exceeding 15 KMPH observing hand signals at the foot of the signal post/s, if it protects the points. (iii) Caution Order – to observe the speed of 15 KMPH during day when view is clear or 10 KMPH during night or when view ahead is not clear or proceed at walking speed preceded by two men on Single Line/one man on double line on foot with Red light and fog signals incase of foggy/tempestuous weather or electric light of the loco not working. 2. If control is working, all operations shall be carried out in consultation with the Section Controller. 3. The Station Master on duty at the other end of the affected section shall be advised of the relief engine/relief train, allowed into the section and the station into which they will clear under exchange of Private Numbers. 4. When a relief engine is sent, the Loco Pilot should be given clear instructions in the caution order regarding nature of obstruction as far as known, the station to which the crippled train/engine could be moved, the location of the train engine and brake van of the crippled/disabled train. 5. The Loco Pilot must keep a sharp look out at all times and be prepared to stop short of any obstruction and should use engine whistle frequently. 6. The Loco Pilot shall bring his train/engine to stop short of obstruction and thereafter will obey the hand signals at the site. 7. While returning to the station from which it was started or the station ahead, the Loco Pilot shall act according to the aspect of signal on single line/the right line on double line and stop at LSS on wrong line and sound continuously whistle. Thereafter, the train shall be piloted-in by the station staff. 8. On arrival at the station, the authority (T/A.602) should be handed over to the Station Master on duty, who shall retain in the station records. 9. A record of timings of relief loco/relief train etc., entering/clearing the obstructed section shall be made in the TSR in red ink. However, in case of accident, ‘track fit’ certificate shall be obtained before resuming normal working. Before introducing normal working, the Station Masters at either end shall ensure that the block section is clear of any obstruction under exchange of Private Numbers. An entry shall be made to this effect in TSR and station diary in red ink. 10. When it is required to push the train, follow the guidelines given in SR 4.12. Note: Whenever it is necessary to despatch any self propelled vehicle such as Track Tamping Machine, Tower Car etc., into such block section, they may be despatched on T/A.602. 6.03. Protection of trains stopped between stations.— (1) When a train is stopped between stations on account of accident, failure, obstruction or other exceptional cause and the Loco Pilot finds that his train cannot proceed, he shall apprise the Guard of the fact by sounding the prescribed code of whistle, or through walkie- talkie or other means and exchange hand danger signals 164 with him. Then the Guard shall immediately exhibit a hand danger signal towards the rear and check up that the tail board or tail light is correctly exhibited and switch on flasher light if provided in the rear of his brake-van. The Guard and Loco Pilot shall then immediately take the following action in the rear and the front:- (i) On a single line section or a section of double or multiple lines when temporarily worked as a single line section. – a) The Guard shall either himself go back or send a competent person to protect the train. If the Guard has deputed a competent person to protect the train, he shall go to the Loco Pilot for consultation. b) The person going back to protect the train shall continuously show his hand danger signal to stop any approaching train and in addition to his hand signal shall take detonators and place them upon the line on which the stoppage has occurred, as follows:- One detonator at 600 metres from his train, to be placed on the way out and three detonators, 10 metres apart, not less than 1200 metres from his train or at such distance as has been fixed by special instructions. Provided that on the Metre gauge and Narrow Gauge, the first detonator shall be placed at 400 metres and the three detonators 10 metres apart not less than 800 metres or at such distance as has been fixed by special instructions, from the place where the train has stopped. c) If a person other than the Guard has gone back to protect the train, he shall after taking action as per sub-clause (b), continue to show his hand signal to stop any approaching train, until he is recalled. d) When the Guard has himself gone back to protect the train, he shall, after taking action as in sub-clause (b), depute a competent person, if available to show a hand danger signal to stop any approaching train until he is recalled and shall himself return to his train to ascertain the cause. e) Unless the Guard has succeeded in getting another competent person to show a hand danger signal, as in sub-clause (b) he shall after consultation with the Loco Pilot once again return to the place at which he placed three detonators, showing his hand danger signal to any approaching train and continue to do so until he is recalled. f) When the Guard or the person deputed by him is recalled, he shall leave down the three detonators and on his way back pick up the intermediate detonator. g) On a section of double or multiple lines, if assistance has been asked for or on a single line section or during 165 temporary single line working on a section of double line or multiple lines, the Loco Pilot shall at once show a danger signal to the front and proceed to protect the train in front in the manner prescribed in clauses (b) and (f) either by going himself or by sending his Assistant Loco Pilot or some other competent person; and (h) Should any train be seen approaching, the person going to protect the train shall immediately place one detonator on the line, as far away from the disabled train as possible and will continue to show his hand danger signal to stop any approaching train. If the person has already placed one detonator on 600 or 400 metres in BG or MG/NG respectively and he is not in a position to reach at a distance of 1200 metres or 800 metres in BG or MG/NG respectively, he will again place one detonator as far away from the train which has met the accident. (ii) On a double line section where trains on the two lines run in the opposite direction. – (a) As soon as the Loco Pilot comes to know that his train has met with an accident he shall at once switch on the flasher light and switch off the head light and thereafter either go himself and send his Assistant Loco Pilot or some other competent person to protect the adjacent line in front in the manner prescribed in clause (i) above. The Guard shall himself first immediately proceed ahead to assist and ensure protection of the adjacent line in front in the manner prescribed in clause (i) above and if a competent person is available send him to protect the train in the rear in the manner prescribed in clause (i) above. (b) In case it is not known whether the adjacent line is obstructed or not – The Loco Pilot shall take action to protect the adjacent line as mentioned above. The Guard shall proceed towards the engine watching the train carefully. If the Guard finds that the adjacent line is obstructed, he shall proceed ahead to assist and ensure protection of the adjacent line as mentioned above. In case he finds that the adjacent line is not obstructed, he shall, after consultation with the Loco Pilot, go back to protect the train in the rear in the manner prescribed in clause (i) above, if he has not already sent another competent person for the purpose. iii) On a multiple line section with uni-directional traffic on the nominated lines. – (a) As soon as the Loco Pilot comes to know that his train has met with an accident, he shall at once take action to protect 166 the adjacent line/lines in the manner prescribed in clause (ii) above. (b) As soon as the Guard comes to know that his train has met with an accident, he shall at once protect such adjacent line/lines in the manner prescribed in clause (i) above. (2) (i) In the case of a train without a Guard, the duties of Guard, as laid down in this rule shall devolve on the Loco Pilot or on a railway servant deputed by him. (ii) In the event of any disability of the Loco Pilot, the duties devolving on the Loco Pilot, as laid down in these rules shall devolve on the Guard or on a railway servant deputed by him. S.R. 6.03.1.When a train is stopped between stations for any reason and the Loco Pilot finds that his train cannot proceed further and it is necessary to protect the train, the Loco Pilot shall give four short whistles repeatedly and wave a red flag by day and red light by night towards the Guard of the train until he acknowledges this signal by repeating it. The Loco Pilot shall acknowledge the Guard’s signals, by giving one long whistle. Thereafter, the Loco Pilot shall proceed immediately to protect the train in front in accordance with GR 6.03 unless he has already sent the Assistant Loco Pilot or some other competent railway servant for this purpose. 2. The Guard shall, during day, fix a red flag on the side light bracket of his brake-van or on the handle of the door or at such place on the brake-van which can be easily seen by the Loco Pilot and at night reverse the side light of his brake-van to show red towards the engine. He shall also ensure that during day, the tail board is in position and at night that the tail and side lights are burning brightly and then arrange to protect the train in accordance with the GR 6.03. 3. If there is a banking engine, the Loco Pilot of the banking engine shall arrange to protect in the rear. 4. After the train has been protected, the Guard and the Loco Pilot shall proceed towards each other on the left hand side of the train (as from the brake-van towards the engine) for consultation and take further action as necessary. 5. When the train is again ready to proceed, the Loco Pilot shall recall the railway servants protecting the train by sounding a continuous whistle. After the railway servants have returned, the Guard shall give the starting signal for the train. When the train goes forward, the Loco Pilot shall endeavour to stop short and pick up the three detonators placed in front. 6. In case of Light Engine or coupled Light Engines, the Loco Pilot or the Loco Pilots shall be responsible to protect the engine or engines in accordance with these rules. (AS No.4, dated 11.01.10 – item No.9) Modified 7. Flasher light units have been provided on Diesel/Electric locomotives. The unit, when switched on, flashes amber coloured light. At the same time the headlight, if on, is automatically switched off or switched off by the Loco Pilot. When taking over charge of the electric/diesel locomotive from the shed/yard, the Loco Pilot shall test the working of the unit and make an appropriate entry in the loco log book. When a train comes to a stop between stations or at a station, on account of any accident or any cause which is not immediately obvious (including tripping of traction power on OHE in electrical section) and the Loco Pilot finds that his train cannot proceed, he shall immediately switch on the flasher light if provided on his engine to attract the attention of the Loco Pilot of a train coming in the opposite direction and give four (4) short whistles to apprise the Guard of his inability to proceed. Then the Guard and the Loco Pilot will take action to protect the train as per GR 6.03. 167 The Loco Pilot shall then ascertain either by going personally or deputing his Assistant Loco Pilot or any other qualified railway servant available that any part of the disabled train (or traction over head equipment or masts in the electrified section) is not obstructing the adjacent track, if any. The Flasher Light shall be switched off only when the Loco Pilot finds that his train is in a position to proceed or after it had been assured that the adjacent line, if any, is free from obstruction and it is not necessary to stop any approaching train to obtain assistance. The Loco Pilot or the Guard of the disabled train will then contact the SCOR/TPC through field/emergency phone or send the information through a messenger or through the Loco Pilot of an approaching train on the adjacent track, if any, about the occurrence and the assistance required, if any. He should also specifically indicate whether the other line, if any, is free and safe for the passage of trains. The Loco Pilot of the train (diesel/electric) coming in the opposite direction on the adjacent track, if any, on seeing the flashing light will immediately acknowledge by switching on and off the flasher light, if provided on his engine, 3 times. He shall immediately take action to stop his train short of the obstruction just as he would act when he sees a danger signal or hears the distress whistle code of another engine or explodes a detonator. Then he should reduce the speed of his train to 20 KMPH during day and when visibility is clear and 10 KMPH when visibility is not clear and during night time. He should approach the disabled train at such a restricted speed (not exceeding the speed limits mentioned above) that will enable him to stop his train short of any obstruction. He should then bring his train to a stop as near to the engine of the disabled train as possible and shall find out from the Loco Pilot of the latter the cause for putting on the flashing light and render all possible assistance to the affected train. He will continue his journey at normal speed, only after ascertaining that the line on which he is proceeding is free from any obstruction. If, however, he finds that the line on which he is to proceed is obstructed, the Loco Pilot and Guard of that train will protect their train by placing detonators etc., as per GR 6.03. The Loco Pilot of the train proceeding on the adjacent track, if any, shall invariably stop at the next station and report the occurrence immediately and the assistance required. 6.04. Trains unusually delayed.— (1) If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for its normal running time from the station in rear, the Station Master at the station in advance shall immediately advise the station in rear and the Control of this fact. Thereafter on double or multiple lines, the Station Masters at either end of the block section shall 168 immediately stop all trains proceeding into the block section on adjacent line or lines in either direction and warn the Loco Pilots and Guards of such trains by issue of suitable Caution Orders and shall also ascertain the whereabouts and the condition of the delayed train. (2) The action mentioned above shall be taken earlier, should the circumstances so require. S.R. 6.04.1 The instructions contained in Rule. 6.04 shall equally apply where lines of different gauges or same gauge run parallel, adjacent to each other. 2.1 If, for any reason, a train is brought to a stand for a period longer than 15 minutes, the hand brakes of the locomotive shall be applied in addition to the application of vacuum/air brake etc. If such stoppage happens to be of train having vehicles with roller bearings on sections with a grade of 1 in 150 and steeper and train having vehicles with other than roller bearings on sections with a grade 1 in 100 and steeper, the following additional precautions shall be taken :- On trains carrying passengers, the Guard shall apply hand brakes in the brake-van and sprags or wedges or scotch blocks as the case may be, to the wheels of two vehicles nearer to the descending steep incline. On goods trains, hand brakes of at least one third of the wagons in the train or 10 wagons behind the engine and 5 wagons inside the brake-van, whichever is more, shall be pinned down, in addition to the application of Guard’s hand brake in the brake-van. Special care shall be taken for the train with special type of wagons such as BOX, BOBS, BOI, BFR, etc., which are fitted with roller bearings, while taking the above precautions. 2.2 When the train is expected to start, proper vacuum/air pressure must be recreated/re- charged, as the case may be, and the vacuum brake/air brake must be applied before the sprags or wedges or scotch blocks removed and/or hand brakes released. Thereafter, the vacuum/air brakes may be released to start the train. 2.3 The Loco Pilot himself or, on his direction, the Assistant Loco Pilot, shall be responsible for application and release of the hand brakes of wagons behind the engine. The Guard shall be responsible for similar action in regard to the wagons inside the brake-van. 2.4 Considering the condition of brake power on train, the Loco Pilot may take additional precautions as mentioned in sub-rule 2.1 above, during the stoppage of his train on sections steeper than 1 in 150 or 1 in 100 to avoid run-away. 6.05. Sending advice of accident or break down.— If the engine is, for any reason unable to proceed, the Guard or in his absence the Loco Pilot, shall convey, by the most expeditious means, advice to the nearest station, stating the location, nature and cause of the accident, and if assistance has been asked for the train shall not be moved until such assistance arrives, provided that if the train is subsequently able to move, it may do so at walking pace, but not unless a competent railway servant has been sent with hand signals and detonators to protect the train, such railway servant keeping at least 400 metres in advance of the train, the other end of the train being protected in a similar manner. S.R.6.05.1.1 The Guard / Loco Pilot shall contact Station Masters/SCOR/TPC telephonically, advise the location (Kilometreage) of engine and brake-van and ask for relief engine. If Guard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the Brakesman/Assistant Loco Pilot/Guard or any other railway servant 169 deputed by the Guard shall walk to the nearest station or send the message, indicating the location (Kilometreage) of engine and brake-van and ask for relief engine through the Loco Pilot of a train proceeding on adjacent line (Double/Multiple) seeking relief engine. 1.2. The report shall be sent by the engine, when the Loco Pilot and his staff can be of no assistance at the site of the accident. When the engine is detached from its train in mid- section and sent with the report, the procedure laid down in G R 6.09 shall be strictly observed. 1.3. On the way out, the messenger or the Loco Pilot carrying the report shall inform the Gatemen at the level crossings which they pass, of the obstruction, and warn them to be prepared for unusual warning and in the case of Double Line, wrong line movement. The messenger shall not stop and wait for the Gateman or the Loco Pilot shall not stop his train for this purpose if the Gatemen are absent; it shall be clearly understood, that no time should be lost on this account. The Gateman shall inform the adjacent station, if telephone communication is provided. 2. On receiving the report, the Station Master shall act in accordance with the instructions given in the Accident Manual. 3. Once relief has been asked for, the Loco Pilot of the disabled train, even if the engine on the train is fit to move subsequently, should not move unless he intimates the same and obtains an assurance from the Station Master to the effect that no relief engine or train has moved into the obstructed block section. 4. When an engine is disabled, the Guard shall ascertain from the Loco Pilot if it is necessary to requisition a relief engine. If the Loco Pilot expects that putting the engine in working order will take more than 5 minutes, he will request the Guard to arrange for a relief engine. The Guard requisitioning a relief engine advises the Station Master in accordance with SR 6.05.1.1. 5. If the engine of a passenger train fails in a section, the train shall not be divided. After protecting the train in accordance with GR 6.03, a relief engine shall be requisitioned. The train shall be detained with the engine coupled to the train till the assistance arrives. The train shall then be worked forward with the assisting engine coupled up, to the station ahead, where the Loco Pilot will decide whether he is in a position to haul the load forward with his engine or double headed with an assisting engine. 6.06. Train in a block section without authority to proceed.— (1) When a Loco Pilot becomes aware in a block section that he does not have an authority to proceed or a proper authority to proceed, he shall immediately stop the train. (2) The train shall be treated as an obstruction in the block section and protected as such, in accordance with Rule 6.03. (3) The Guard, or in his absence the Loco Pilot, shall convey the report of the occurrence to the nearest block station by the most expeditious means and the train shall thereafter move only in accordance with the instructions which may be issued by the Station Master to whom the occurrence has been reported : Provided that when a proper tangible authority to proceed is lost on the run, the Loco Pilot may proceed to the next station and report the occurrence to the Station Master. S.R.6.06.1. If a Loco Pilot enters a block section without an authority to proceed or without a proper authority to proceed, after taking action as stipulated in GR 6.06 (1) and (2), 170 the report of occurrence explaining the circumstances shall be sent to the Station Master of nearest station through the Brakesman or the Assistant Loco Pilot. When the report is sent to the station in rear, the Station Master shall arrange to send a PLCT to the Loco Pilot of the train to proceed to the next station duly suspending the block working. Proper entries should be recorded in the TSR. In case the report is sent to the station in advance, the Station Master shall immediately inform the control and the Station Master at the other end of the block section and send a Caution Order for the train to come to his station duly suspending the block working. Proper entries should be recorded in the TSR. On arrival of the train, the Station Master shall intimate the station at the other end of the block section by a message supported by a Private Number of the complete arrival of the train at his station. 2. Before starting forward with PLCT or the Caution Order, the Loco Pilot should pick up the detonators placed in front for protecting the train. 6.07. Report of conditions likely to affect running of trains to Controller or Centralised Traffic Control Operator.— (1) Loco Pilots, Guards and Station Masters shall advise the Controller or the Centralised Traffic Control Operator of any known conditions or unusual circumstances likely to affect the safe and proper working of trains. (2) The Controller or the Centralised Traffic Control Operator, on becoming aware of such defect or failure, shall inform the same to the railway servant responsible for the maintenance of the equipment and other railway servants concerned. (AS No.9, dated 17.07.11 – item No.7) SR 6.07.1(a) is Modified SR 6.07.1. In the event of the Loco Pilot and/or Guard experiencing any abnormal condition in the track over which his train has passed and he considers that the portion of the track over which his train has passed is detrimental for safe running of subsequent trains will take action as under:- (a) Stop his train at the home signal of the next block station and inform the Station Master through available means of communication not to permit any train from either end of the affected block section in case of single line and from the rear in case of double line. In case of IBS and automatic block territories, the Loco Pilot must inform the Station Master and Loco Pilot of trains already left station in rear through available means of communications to stop movement of trains; (b) Proceed further, only after satisfying himself that Station Master has clearly understood so as not to permit further movement over the line until a written memo indicating the details of the occurrence is received by Station Master from the Loco Pilot. He will then again stop at the station at a convenient place so as to deliver the written memo to the Station Master; (c) The Station Masters on receipt of such a memo must issue a message addressed to the Station Master of the block station at the other end of the block section, and Junior Engineer / Section Engineer (P.Way), Assistant Engineer, Divisional Engineer, Chief controller and Divisional Operations Manager; Arrange to dispatch by rail, maintenance machine / tower wagon / light engine or in their absence a train accompanied by an engineering official with a Caution Order to the effect to stop dead sufficiently short of the expected portion of the track. The engineering official accompanying will inspect the track and shall allow the train to 171 pass only after satisfying that the track is safe for the passage of train. Advise the condition of the track and any restriction of speed to be (d) imposed to the Station Master personally or through written memo which may be sent through the Loco Pilot. (e) In the absence of engineering officials the train with a Caution Order instructing the Loco Pilot to stop dead before the affected kilometres and after satisfying himself about the condition of track, pass over the track in question at 10 Kilometres per hour or if he finds the line unsafe to pass, return to station in rear. If the Loco Pilot is not able to detect anything doubtful, subsequent trains shall be dispatched with a speed restriction of 10 kilometres per hour till the track is certified to be safe by engineering officials. (f) If the condition as reported earlier is confirmed by the Loco Pilot, no train movement shall be allowed till certified to be safe by engineering officials; Note: In case the Guard of the train experiences any abnormal occurrence in the track while working his train, he must inform the Loco pilot of his train through walkie-talkie or other available means of communication between the Loco Pilot and the Guard about the occurrence, after which the Loco Pilot shall take action as mentioned in SR 6.07.1.(a). In the event of Guard unable to contact the Loco Pilot, he should take action to stop the train and inform the Loco Pilot. 2. As soon as information of sabotage or likely sabotage, bomb blast, explosion etc. to the track, bridges or other fixed installation is received, the Station Master who becomes aware of it, will stop movement of trains in the affected block section as well as on adjacent lines on double / multiple line sections and will take action as per SR 6.07.1 (d) in consultation with the Section Controller except that only rail maintenance machine / tower wagon / light engine shall be sent to ascertain for the line to be safe for the movement of the train. 3. In the event of the Loco Pilot and / or Guard experiencing any obstruction or any other unsafe condition, on or near the track adjacent to the line over which his train has passed and which in his opinion is detrimental to safe train running, will take the following remedial action:- (a) immediately switch on the flasher light of his loco; (b) inform the Station Master(s) concerned / control through the available means of communication, and concurrently; (c) stop his train and proceed with danger hand signals to protect the line in question in terms of GR 3.62; (d) thereafter, he will continue journey to the next station cautiously keeping flasher light on; and (e) be prepared to stop any incoming train approaching on the affected line by communicating on walkie talkie or other available means of communication and exhibiting danger hand signal; (f) on arrival at the next station he shall inform the Station Master through a written memo about the occurrence. (g) On receipt of such information the Station Master must take action as per SR 6.07.1(c) to (f ). 6.08. Train parting.— (1) If any portion of a train should, while in motion, become detached- (a) The Loco Pilot shall use his judgment to keep the front portion in motion, if possible, until the rear portion has been brought to a stand so as to avoid the chance of a collision between the two 172 portions ; and sound the prescribed code of whistle to inform the Guard of the parting. (b) the Guard or Guards in the rear portion shall- (i) do all they can to prevent a collision with the front portion, and (ii) promptly apply their hand-brakes, where provided, and (c) the Loco Pilot of a banking engine, if any, shall bring the rear portion to a stand and sound the prescribed code of whistle to attract the attention of the Loco Pilot in the front portion. (2) As soon as the rear portion of a train has been brought to a stand, the Guard of the train shall protect that portion in accordance with Rule 6.03 both in the front and the rear, and take steps to secure the vehicles in stationary position by pinning down hand brakes and wherever necessary and prescribed by special instructions by use of sprags and chains also. (3) The Guard shall indicate the parting of the train, by waving in repeated motions a green flag by day, or a white light by night, up and down vertically as high and as low as possible. (4) When both portions of a parted train are brought to a stand within sight of each other and it is possible and safe to couple them, the train shall be coupled with due caution under hand signals from the Guard provided necessary precautions have been taken to secure the rear portion in the manner described in sub-rule (2). (5) If the Loco Pilot of the parted train has already reached the block station in advance before he could bring the front portion to a stop, he shall instantly warn the Station Master of the parting as also the railway servant in charge of a cabin, if passed on the way, and shall not give up the tangible authority to proceed, if any, till the block section is cleared of all the vehicles of his train. (6) The duties of the Guard specified in this rule shall devolve on the Loco Pilot in the absence of the Guard. SR 6.08.1.1 If the Loco Pilot finds it necessary to proceed to the station ahead, he shall, on approaching the station, give ‘one long, one short, one long, one short’ whistle repeatedly to warn the station staff. 1.2 The Loco Pilot shall act as per the aspect of the signals at gate or station, while proceeding. 1.3 The Station Master shall promptly admit the train into the station on a vacant line, and immediately inform the station in rear and SCOR that the train has parted and that the rear portion may roll back. 1.4 If, however, the rear portion is following the front portion, the Station Master shall place three detonators on the line to attract the Guard’s attention and endeavour to bring it to a stand by the application of wagon brakes or by heaping up earth on the rails or other suitable means or divert it, if possible, to a vacant loop or siding line. 2. If the Station Master notices a train running in two or more portions, he will endeavour to attract the attention of the Loco Pilot and the Guard by waving a green flag by day or a white light by night up and down vertically as high and as low as possible provided the line ahead is clear and take action as stipulated in the Block Working Manual. 173 3. When a train parts on its journey, the tonnage of the train shall be jointly checked by the Guard and the Loco Pilot and also by the Station Master, where the train is taken in two portions. This information shall be embodied in the accident report. 4 If the parted portion / portions cannot be coupled up due to any reason, the procedure for divided train working as per GR 6.09 and SRs thereunder shall be followed. 6.09. Portion of train left in a block section.— (1) When a train stopped in a block section has to be divided in consequence of an accident or the inability of the engine to take the whole train forward, the Guard of the train shall immediately take steps to protect the rear portion of his train in accordance with Rule 6.03. (2) If the engine is capable of proceeding either with or without vehicles, the Guard shall, after taking action as provided for in sub-rule (1) and before uncoupling, put down the brakes and shall, if necessary, otherwise carefully secure the rear portion of the train to ensure its remaining stationary. (3) When the Guard has taken action as provided for in sub-rule (2), he shall give a written permission to the Loco Pilot to uncouple and proceed to the next station and may, if he thinks fit, give him written instructions to return on the same line. (4) On sections of the single line where token working is in force, the Loco Pilot shall, before leaving any portion of his train in a block section, hand over the token to the Guard from whom he shall obtain a written receipt. The Guard shall retain the token until the block section has been cleared of all vehicles of his train. (5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as the engine, whether with or without vehicles is drawn forward, the Guard shall- (a) protect his train in the front also in accordance with Rule 6.03, and (b) also see that a red light is shown on the front vehicle of the rear portion of the train. (6) When the front portion of the train is taken forward, no tail lamp or tail board shall be placed on the rear vehicle of that portion of the train but the Guard shall give its number in full in the written permission referred to in sub-rule (3). (7) On entering a station with the knowledge that the block section in rear is obstructed, the first duty of the Loco Pilot is instantly to warn the Station Master of this fact. If a cabin is passed on the way to the station, the railway servant in charge of the cabin shall also be informed of the fact. (8) When, under written instructions referred to in sub-rule (3), the engine is to be brought back, the Guard shall, until the arrival of the engine, continue to remain in rear of the portion of the train left in the block section and shall not permit a following train, if any, to move any of the vehicles under his charge. 174 (9) (a) The Loco Pilot shall not bring his engine, with or without vehicles, back on the same line unless he has received written instructions under sub-rule (3) from the Guard to do so. (b) In addition, on a multiple line section, the Loco Pilot shall also have a written authority from the Station Master, who shall ensure that no train is diverted on to or crossing the same line on that portion of the track over which the said Loco Pilot would be returning. (c) The Station Master, before giving such written authority, shall obtain necessary assurances as prescribed by special instructions from the Station Masters having diversion facilities and also inform the Controller of the circumstances. (10) On double or multiple line sections, the Loco Pilot may, under instructions from the Station Master, take the train back on the proper line, according to the system of working, until he can cross on to the line on which he has left the rest of his train and may then proceed by that line and after attaching the engine shall work the train to the station to which he is directed. (11) When moving under written instructions against the direction of traffic on a double line, or against the established direction of traffic on a single line, the Loco Pilot shall proceed cautiously and make frequent use of the prescribed code of whistle. S.R.6.09.1. Whenever a Loco Pilot has to stop his train between stations, in consequence of an accident or the inability of the engine to haul the whole train forward, he shall invariably, unless special circumstances render such a procedure unsafe, bring his train to a stand in front on a level portion of the road and then apprise the Guard, by giving four short whistles. If it is not possible to get the relief engine or push back the train to the station in rear as per SR 4.12, the crew can decide to divide the train duly observing the following instructions. If it is not possible, to work the train on to a level portion and consequently the train has to be divided when it is standing on a grade steeper than 1 in 600, the Guard shall act in accordance with Rule 4.48. 2. The Guard shall protect the train in rear in accordance with Rule 6.03. Then he shall proceed towards the engine, on the left hand side of the train (as from the brake-van), for consultation with the Loco Pilot and the Loco Pilot/Assistant Loco Pilot (engine shall not be left unmanned) shall also proceed, on the same side of the train towards the brake-van, to meet the Guard. 2.1 During night time or in thick, foggy / tempestuous weather impairing visibility, the protection in rear of the train shall be done by the Assistant Loco Pilot, who shall proceed with the hand signal lamp and detonators given by the loco pilot. 3. Divide the train with the help of Assistant Loco Pilot as mentioned below: 3.1.1. In the case of air brake stock, close the cut-off angle cocks in between the wagons to be separated. Wait for a minute for the entrapped air between coupling hoses to escape. Then, detach the air hoses and place them in the respective suspension brackets. Open the front Cut-off angle cock of the first wagon of the rear portion of the formation to ensure application of Formation Brake in the rear portion. 3.1.2. In the case of vacuum stock, detach the vacuum hosepipes in between the wagons to be separated. Place the rear hose pipe of the last wagon of the front portion 175 on the dummy and the front hose pipe of the first wagon of the rear portion should be kept loose to ensure application of formation brakes in the rear portion. 3.1.3. Wait till train brakes are fully applied in the rear formation, then only the CBC/Coupling should be uncoupled in between the wagons to be separated. 3.2. The Guard will prepare a written permission in the prescribed Form (T/609) in duplicate and give a copy to the Loco Pilot to proceed to the next station, clearly stating the number of vehicles and also the painted number and the owning railway of the last vehicle on the load attached to the engine and the kilometerage at which the second portion of the train is detached. On a single line token section, the Loco Pilot shall hand over the Token or the Line Clear Ticket to the Guard. The Guard shall retain the Token or the Line Clear Ticket until the block section has been cleared of all the vehicles of his train. 3.2.1 After the departure of the first portion, Guard shall stand at a distance of 45 metres in front of second portion, exhibiting Stop hand signal. 4. At night, or in thick, foggy or tempestuous weather impairing visibility, the second portion of the train left in section shall be protected in the front by Guard in accordance with Rule 6.03. 5. On approaching the station ahead with the knowledge that the block section behind is obstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at the outermost facing points (where a Home signal is not provided) and repeatedly give ‘one long, one short, one long and one short whistle’ to warn the station staff that only a part of the load has arrived and that the block section in rear is obstructed. The Station Master and Loco Pilot shall contact each other on the VHF sets / walkie talkie sets. Then the Station Master will take immediate steps to ensure that the block section is not cleared and will advise the Station Master at the other end of the block section and also the SCOR. He may then exhibit an ‘All Right’ hand signal to the Loco Pilot to enter into the station. 5.1 On arrival at the station within fouling marks, Loco Pilot shall deliver the written authority given by the Guard (T/609) to the Station Master on duty. The Loco Pilot and Station Master shall jointly check the load and last vehicle number as recorded in the authority to see that the first portion of the train has arrived complete. Then, the Station Master on duty shall sign in the authority (T/609) in the prescribed column permitting the Loco pilot with light engine to enter into the block section to clear the second portion of the train left in the block section. 6. As per written permission given by Guard (T/609), the train engine has to return to clear the second portion of the train. The Guard in-charge of the train shall not permit any other train or engine to move any of the vehicles under his charge, unless he receives advice in writing from the Station Master of the station ahead or the Loco Pilot of his train that the train engine will not return. 7. When returning to pick up the load left in a section, the Loco Pilot shall keep a sharp look-out and proceed cautiously at a speed not exceeding 25 KMPH making frequent use of the engine whistle. 7.1.1 During the day, the Loco pilot on sighting the Stop hand signal exhibited by the Guard shall stop the locomotive and the Guard shall pilot the locomotive and couple up with the second portion. 7.1.2 During night the Guard shall pick up the three detonators and pilot by riding on the engine towards the second portion, leaving the intermediate detonator to be exploded which will alert the Loco Pilot that he is approaching the place of obstruction. As soon as the portion of the load left in the section is sighted either by the Guard or the Loco Pilot, the engine will be brought to a halt. The Guard will get down from the engine and pilot the engine onto the load walking at a safe distance ahead of the engine. 176 7.1.3 Then the Loco shall be coupled up to the second portion. The Assistant Loco Pilot deputed to protect the train in rear during night time, shall be recalled by giving a long whistle. The Assistant Loco Pilot will return leaving the three detonators on the line and picking up the intermediate detonator. 7.1.4 After creating required air pressure/ vacuum, ensuring the continuity of the brake pipe pressure and releasing of hand brakes etc., the train will be started. 7.2 On arrival of the second portion at the station, Guard shall collect T/609 from the Loco Pilot and hand over back the token or PLCT if any to the Loco Pilot. The Station Master shall check along with the Guard for complete arrival of the train as per Vehicle Guidance and clear the block section. 8. In case, the engine of a passenger train is unable to haul the full load, it shall not be detached. It shall remain coupled up to the train until an assisting engine arrives. And the train shall be protected in rear in accordance with Rule 6.03. If the information cannot be conveyed to the Station Master on duty / SCOR for assisting engine, the Assistant Guard or Assistant Loco Pilot will be sent to the nearest block station with a written memo for assistance. 9. Goods Train running without Guard When a goods Train runs without Guard has to be divided, such of the duties of the Guard as can be performed by the Loco Pilot shall devolve on the Loco Pilot and Assistant Loco Pilot. The Assistant Loco Pilot will protect the train in rear as per GR 6.03. Then the Assistant Loco Pilot shall proceed towards the engine for consultation with the Loco Pilot. 9.1 As per the instructions of Loco Pilot, the train will be divided as laid down under SR 6.09.3. Loco Pilot will prepare a written memo clearly stating the number of vehicles and also the painted number and the owning railway of the last vehicle of the front portion attached to the engine and the kilometre at which the second portion of the train is detached. On single line Token section, the Loco Pilot shall hand over the token or the PLCT to the Assistant Loco Pilot and obtain a receipt from him. 9.2 After the departure of the first portion, Assistant Loco Pilot shall stand at a distance of 45 metres in front of second portion, exhibiting Stop hand signal. 9.3 On approaching the station ahead with the knowledge that the block section behind is obstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at the outermost facing points (where a Home signal is not provided) and repeatedly give ‘one long, one short, one long and one short whistle’ to warn the station staff that only a part of the load has arrived and that the block section in rear is obstructed. The Station Master and Loco Pilot shall contact each other on the VHF sets / walkie talkie sets. Then the Station Master will take immediate steps to ensure that the block section is not cleared and will advise the Station Master at the other end of the block section and also the SCOR. He may then exhibit an ‘All Right’ hand signal to the Loco Pilot to enter into the station. (AS No.5, dated 31.08.10 – item No.12) Modified 9.4. On arrival into the station within fouling marks, Loco Pilot shall deliver the written memo prepared by him to the Station Master on duty. Loco Pilot and Station Master shall jointly check the load and last vehicle number according to the written memo to see that the first portion of the train has arrived complete. Then the Station Master shall issue T/A.602 to the Loco Pilot to clear the second portion not exceeding 15 KMPH when view is clear and 10 KMPH when view is not clear. 9.5 The Loco pilot on sighting the stop hand signal exhibited by the Assistant Loco Pilot shall stop the locomotive short of obstruction and couple up the locomotive with the second portion. After ensuring the continuity of the brake power and releasing of hand brakes etc., the Loco Pilot shall start the second portion and clear the block section. 177 9.6 On arrival of the second portion at the station, Station Master shall collect T/A.602 and the token / PLCT if any from the Loco Pilot and check along with the Loco Pilot for complete arrival of the train as per the Vehicle Guidance. 9.7 Dividing of train without guard during thick, foggy or tempestuous weather is not permitted. 6.10. Fire.— (1) A railway servant noticing a fire, likely to result in loss of life or cause damage to property, shall take all possible steps to save life and property, to prevent it from spreading and to extinguish it. (2) In case the fire is on or adjacent to any electrical equipment, the railway servant shall, if he is competent in handling electrical equipment and specially trained for the purpose, have the affected part immediately isolated from its source of supply of electrical energy. (3) The occurrence of a fire shall, in every case, be reported to the nearest Station Master by the most expeditious means and the Station Master shall take such action as may be prescribed by special instructions. S.R.6.10.1. Fire in a running train-Isolation. 1.1. Train with non-vestibuled stock- If a fire is noticed in a running train, the Loco Pilot shall at once stop the train. The vehicles behind the one on fire shall be detached and the front portion of the train then moved forward so as to prevent the rear vehicles catching fire. As soon as the front portion of the train has moved forward, a sufficient distance, to secure the desired object, the burning vehicle shall be detached and the vehicles in front of it shall then be moved forward to a safe distance. 1.2. Train with vestibuled stock- When a fire occurs in a train composed of vestibuled stock, the following precautions shall be taken in order to separate the burning vehicle, from the rest of the train. 1.2.1. The ‘Link’ holding the Fastening Lever on both the sides of the vestibule connection shall be disconnected immediately and then the vestibule separated by means of the handle provided. 1.2.2. The couplings of the vehicles shall be unfastened and then the vehicles separated. 1.2.3. If circumstances do not permit unfastening the vestibule fitting, immediate action shall be taken to unfasten the couplings beneath the corridor foot-plate and an attempt made to separate the vehicles by making the engine pull them apart, thereby tearing off the vestibule. 2. Using water from the nearby spot- After isolating the vehicle as detailed in S.R.6.10.1, every effort shall be made to extinguish the fire and to save the contents of the burning vehicle. 3. The Guard shall immediately switch off the electric lights and fans, by operating the control switch to the ‘off’ position. 4. The Guard shall disconnect the Kent couplers, at each end of the vehicles in which the fire has occurred. SR 6.10.5 Fire in a passengers carrying carriage --- If a passengers carrying carriage catches fire, safety of the passengers shall first be attended to. Then the procedure as

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