Railway Permanent Way & Works Procedures PDF

CHAPTER XV PERMANENT WAY AND WORKS A. Railway Servants Employed on the Permanent Way or Works 15.01. Condition of Permanent Way and Works.–– Each Inspector of Way or Works shall be responsible for the condition of the permanent way and works under his charge. 15.02. Maintenance of Line.–– Each Inspector of Way or Works shall – (a) see that his length of line or works in his charge are efficiently maintained, and (b) promptly report to the Engineer-in-charge all accidents to, or defects in the way or works, which he considers likely to interfere with the safe running of trains, at the same time taking such action as may be necessary to prevent accidents. 15.03. Keeping of material.–– Each Inspector of Way or Works shall see to the security of all rails, chairs, sleepers, and other material in his charge, and ensure that such of the said articles as are not actually in use are properly stacked clear of the line so as not to interfere with the safe running of trains. 15.04. Inspection of Permanent Way and Works.–– (1) Every portion of the permanent way shall be inspected daily on foot by some railway servant appointed in this behalf by special instructions: Provided that the interval between such inspections may, under approved special instructions, be increased to once in two days in the case of lines with light and infrequent traffic. (2) All bridges and works including signals, signal wires, interlocking gear, points and crossings, overhead equipment and any other equipment affecting the safety and working of all trains shall be inspected regularly in accordance with special instructions. S.R.15.04.1. The Keyman of the Gang shall walk over his length at least once in a day in each direction, examining the permanent way and attending to the tightening or replacement of loose keys or fastenings. If he discovers any dangerous condition, such as a broken rail etc., he shall at once protect the line in accordance with rule 3.62, take such immediate action as necessary and report the matter, without delay, to the Gangmate and nearest Station Master who shall arrange to communicate the same to the PWI concerned. 2. The PWIs shall trolly over their lengths in accordance with the instructions issued by the Engineering Department. 15.05. Patrolling of lines.–– (1) In addition to the inspection referred to in Rule 15.04, whenever any portion of a railway is likely to be 251 endangered by abnormal conditions such as heavy rains, breaches, floods, storms and civil disturbances, the line shall be patrolled in accordance with special instructions. (2) When a railway servant deputed to patrol the line notices any condition likely to affect the safety of trains or otherwise apprehends danger, he shall take action in accordance with special instructions prescribed for the purpose to protect the obstruction on line and thereafter inform the nearest Station Master by the most expeditious means. see also Rule 3.62 S.R.15.05. For special instructions regarding patrolling of line, see Appendix IV 15.06. Work involving danger to trains or traffic.–– A gang shall not commence or carry on any work which will involve danger to trains or to traffic without the previous permission of the Inspector of Way or Works, or of some competent railway servant appointed in this behalf by special instructions; and the railway servant who gives such permission shall himself be present to superintend such work, and shall see that the provisions of Rules 15.08 and 15.09 are observed: Provided that, in case of emergency, when the requirements of safety warrant the commencement of any such work before the said railway servant can arrive, the Gangmate may commence the work at once and shall himself ensure that provisions of Rule 15.09 are observed. SR 15.06.BLOCK It is an arrangement of blocking of track against movement of traffic over a particular section duly allowing the required material train or track machines or tower wagons of departments concerned for maintenance. 1. Types of Blocks 1.1. Line Block – means blocking of a portion of line for engineering purposes wherein no traffic is permitted except Material trains and Track Machines. 1.2. Power Block – means blocking of a section of line against movement of electric traffic. However, during this block period, diesel traffic may be dealt. This block is exclusively used for OHE maintenance purposes. 1.3. Integrated Block – means blocking of a portion of line for maintenance work by more than one department i.e, Engineering, TRD and S&T departments simultaneously. 1.4. Shadow Block – means a block, which may be or may not be integrated, availed from either end of the block section between two block stations simultaneously. (These shadow blocks can be planned during special works like changing of bridge girders, replacement of turnouts, changing of contact wire etc). 2.SPECIAL INSTRUCTIONS FOR LINE BLOCK ON SINGLE AND DOUBLE LINES Engineering works affecting traffic- 2.1. For the purpose of these rules, Engineering works are classified under the following three categories:- 2.1.1. Category I - Works of normal routine maintenance, such as renewals of keys and bolts, isolated renewals of a chair, pot or sleeper, picking up of slacks, overhauling etc. 2.1.2. Category II - Works such as scattered renewals of pots, sleepers, oiling of bolts, greasing of fish plates, painting of bridges, lifting and packing or other works necessitating observance of hand signals or ‘Stop’ or ‘Proceed with Caution’ signals etc. 252 2.1.3. Category III - Works involving renewal of rails/sleepers, re-laying, temporary diversions, loading / unloading of ballast, re-girdering, welding of rail joints or other works causing interference with the traffic. 2.1.4. Engineering works listed under 2.1.1. (Category I): No special precautions are necessary and no advice need be given to any Operating Official. 2.1.5. Engineering works listed under 2.1.2. (Category II): SCOR and Station Master shall arrange to issue suitable Caution Order to the Loco Pilots indicating the speed restrictions. However, Caution Order shall be issued even in the absence of speed restriction indicating to look out for engineering signals. The Engineering Official-in-charge will also arrange for the protection of the affected area in accordance with SR 15.09.1. 2.1.6. Engineering works listed under 2.1.3. (Category III): 2.1.6.1. In all cases of engineering works involving renewal of rails/sleepers, re-laying, temporary diversions, loading / unloading of ballast, re-girdering, welding of rail joints or other works causing interference with the traffic or observance of any other restrictions in normal train running, the engineering department will interact with the operating department for obtaining line block. 2.1.6.2. Procedure for obtaining Line Block: When it is necessary to obstruct totally any portion of the running line outside the station limits for engineering purpose, the AEN or the PWI or any other official of the engineering branch specially authorized by the DEN should apply to the DRM for line block order. 2.1.6.3. Engineering Branch will arrange with the Operating Branch for the issue of a ‘Circular Notice’. The circular notice shall be valid for 3 months from the date of issue, i.e., the work notified must be taken in hand within 3 months. If the work cannot be commenced within 3 months, a fresh circular notice must be issued. Once the work is taken in hand, the Circular Notice will be effective as long as the work is in progress. 2.1.6.4. On receipt of advice from the Official-in-charge of the work and before the work is taken in hand, the DOM will issue an all concerned message to the officials mentioned in the aforesaid circular notice. The name of the Engineering official-in-charge of the work and the last train which may be allowed on the section before imposing the ‘line block’ shall be specially mentioned in the ‘all concerned message”. This message will be issued at least two days in advance of proposed Line Block. 2.1.6.5. In the case of daily work on re-laying, the message may cover a period of seven days, on the expiry of which a fresh message shall be issued. 2.1.6.6. The work must not be taken in hand until acknowledgements have been received from the Station Masters concerned, the SCOR, the TPC and Chief Crew Controller. If acknowledgements are not received, the DOM will take steps to prevent the work being taken in hand. 2.1.6.7. A material lorry may be allowed to work in the block section for which the line has been blocked, but the Engineering Official-in-charge must ensure that before the line is declared safe for traffic, the lorry is removed off the track. 2.1.6.8. The Engineering Official-in-charge will also arrange for the protection of the affected area in accordance with S.R.15.09.2. 2.2.1. Slots for integrated blocks for maintenance, identifying the least crowded time span, have been indicated in the Divisional Working Time Tables. The schedule for Line Block required every week for carrying out maintenance works is to be jointly planned by Sr.DOM & Sr.DEN(Co-ord) in previous weekends. All other departments like S&T, Electrical should invariably plan their work coinciding with these blocks. However if safety is endangered, the PWIs can impose emergency Caution Order for ensuring safety. 253 2.2.2. In case of operational exigencies like late running of scheduled express/ passenger trains/accidents/bunching etc., the block timings can be modified and advised to Engineering Control in advance in the morning hours so as to enable them to plan revised utilisation of blocks accordingly. 2.2.3. SCOR will advise the Station Masters on either side who in turn will advise Official-in- charge of the work about the commencement of the Line Block and the last train after the departure of which the Line Block will be taken up. Official-in-charge of the work shall adhere to block timings, complete all preliminary works and ensure completion of maintenance work strictly within the time as advised to them by the Station Masters through the memo while granting the Line Block. 2.2.4 The general precautions stipulated in rule No.3 should be adhered to. 2.3. Caution Orders shall be issued by the Station Masters concerned to the Loco Pilots of all trains proceeding to the affected area as imposed by the respective department. 2.4. Blocking the line on field telephone:- When for any special reasons, it is decided to permit blocking of the line on the field telephone, the following procedure shall be observed. This procedure is permissible only on controlled sections. 2.4.1. The name of the Engineering Official-in-charge of the work, who shall not be below the rank of a PWI should be mentioned in the ‘Circular Notice’. Except the railway official so mentioned, no other person, will be authorized to obtain blocks on the field telephone. 2.4.2. The ‘all concerned message’ issued by the DOM will mention the name of the Engineering official-in-charge of the work and the last train before permitting Line Block and will also state the Line Block will be allowed on advice from the section on the field telephone. 2.4.3. On application to the DRM, the official-in-charge of the work will be issued a PN sheet to be used. On completion of the work, the PN sheet should be returned to the DRM. 2.4.4. Before leaving the station for the site of the work, the Engineering official-in-charge will consult the SCOR who will advise him the approximate time and the number and description of the last train after which the Line Block will be allowed. 2.4.5. After the passage of the nominated train, the Engineering official-in-charge will arrange to protect the place of obstruction in accordance with Rules 15.08 and 15.09 and after having satisfied himself that the obstructed area is properly protected, will call the SCOR on the field telephone, give his name and designation and also reference number of the ‘circular notice’ under which the work is being carried out. 2.4.6. The SCOR will then call the Station Masters at each end of the block section and ascertain from them if the block section is clear of all trains. 2.4.7. The Engineering Official-in-charge will then issue a message on the field telephone as follows:- Date:……………………………… From: Engineering Official / PWI TO: SCOR / SMs/ X & Y No……………… Refer DRM message number ………………………………….. dated ………………………………………. Line (Up or Down in the case of double line) between station X & Y will be blocked from…………Hrs to ……………..Hrs. PN Name………………………………………… Designation………………………………….. 254 2.4.8. The SCOR will then issue a message to the SMs X and Y and also to the Engineering official-in-charge as follows:- Date: …………………. From : SCOR To : SMs/X&Y Copy to PWI T.N. number ……………………………………. you are authorized to block the line (Up or Down in the case of double line) between stations X and Y from……………… Hrs. to …………………… Hrs. SCOR (Name) : …………………………. 2.4.9. The Station Masters concerned will acknowledge the SCOR message supported by a PN. The SCOR will make a note in his chart in the remarks column and record the name of the Engineering official-in-charge and the PNs received from the Engineering official and the Station Masters. 2.4.10. On receipt of the above message form the SCOR, the Station Masters concerned will block the line in accordance with the rules and issue a message to the Engineering official-in-charge with copy to the SCOR on the telephone as follows :- Date: ………………….. From: SM To: PWI/………………. Copy to SCOR Number: ………………………………. Line (Up and Down in the case of double line) has been blocked From ………………………….. Hrs. to ………………… Hrs. PN. ……………………. Name: ……...................... Designation: …………………. 2.4.11. The Engineering official-in-charge will then commence the work. He will keep himself in constant touch with the SCOR. 2.5. During interruption of Control: When control lines are interrupted, before the line is blocked for the work, the Official-in- charge of the work will consult the Station Master in regard to the movement of trains in the section and the Station Master after ensuring that the block section is clear of trains, will block the line and issue a written memo as specified under 2.4.10 above to the Official-in- charge of the work to the effect that the line has been blocked and specify therein the duration of the block. 2.6. Immediately after blocking the line, the Station Masters at both ends of the block section should place the Line Block caps on the plunger of the block instruments and ‘line blocked collars’ on the signal lever of the LSS. The ‘line block caps’/‘line blocked’ collars, should be removed only when the normal working is resumed. Entries regarding the Line Block should be made in red ink in the TSR. 2.6.1. While the Line Block is in force, no traffic train shall be allowed to enter the obstructed section under any circumstances whatsoever. The Station Masters at both ends of the obstructed block section shall not ask for or grant Line Clear for any train to enter the section. A material lorry may be allowed to work in the block section but the Engineering official-in-charge should ensure that before the line is certified safe for resuming normal traffic, the lorry is removed off the track. Only when specially mentioned in the ‘circular notice’, a material train is allowed to work in the block section during the period of the Line Block. This train will be given an Authority to proceed to 255 enter into an obstructed block section (T/462 / T/A.462) and piloted by a responsible Engineering official not below the rank of a PWI and the train will work under his personal supervision. 2.6.2. On completion of the work and after the track is certified safe for the passage of trains, the Engineering official-in-charge will contact the SCOR on the field telephone on controlled sections again and advise him about the completion of the work. The SCOR will call the Station Masters at both ends of the block section and the Engineering official-in-charge and then issue a message in the following form:- Date:…………………. From PWI To: SMs/X and Y Copy - SCOR No…………………….. Your No……………………………. Track is certified fit for traffic (up / dn line in case of double line) between X & Y stations. Train working may now be resumed (speed restriction, if any, to be mentioned). P.N.…………………… Name:……………………….. Designation……………………… On receipt of the above message the SCOR will issue a ‘train notice’ to the Station Masters concerned and authorize them to cancel the Line Block and resume normal working and obtain their acknowledgements. 2.6.3. When control is interrupted, after completion of the work, the Official-in-charge of the work will hand over to the Station Master a message as per para 2.6.2 above for resumption of normal traffic and specify therein, whether any speed restriction is to be observed or Caution Order to be issued. On receipt of this certificate, the Station Master will advise all concerned specified in the ‘circular notice’ to cancel the Line Block and resume normal working. In addition, the Official-in-charge will also hand over a certificate stating that the block section has been cleared of the material train. 2.6.4. Extension of the Line Block: If the Line Block is required to be extended beyond the time specified in the ‘circular notice’ and the ‘all concerned message’, the Engineering official-in-charge of the work shall intimate the SCOR, contacting him on the field telephone and send the Station Master at one end of the block section a written message expeditiously notifying him the time upto which Line Block has been extended. The Station Master, who receives the written message, shall immediately advise the Station Master at the other end, of the revised time upto which the Line Block has been extended by the Engineering branch. 2.6.5. The advice extending the time of the Line Block shall be recorded in the TSR and the station diary, at both ends of the block section and after the expiry of the extended time, traffic trains may resume running over the section as provided for in paras 2. 6.2 and 2.6.3. 2.7. Obtaining line block on Portable Radio Communication/VHF: 2.7.1. The name of the Engineering official in charge of the work, who shall not be below the rank of PWI should be mentioned in the “Circular Notice”. Except the railway official so nominated, no other person will be authorized to obtain blocks on Portable Radio Communication/VHF. 2.7.2. All concerned message issued by the DOM will mention the name of the Engineering official-in-charge of the work and the last train before permitting Line Block and also state the Line Block will be allowed on advice from the section on Portable Radio Communication/VHF. 256 2.7.3. If PWI is not in possession of PN sheet, he shall obtain one from section Traffic Inspector and return the same on completion of the work. 2.7.4. Before leaving the station for the site of the work, the Engineering official-in- charge will consult the SCOR who shall advise him the approximate time and the number and description of the last train after which the Line Block will be allowed. 2.7.5. After passage of the nominated train, the Engineering official-in-charge will arrange to protect the place of obstruction in accordance with the Rules 15.08 and 15.09 and after having satisfied himself that the obstructed area is properly protected, will call the Station Master on Portable Radio Communication/VHF and inform about protecting the work spot and give a PN. 2.7.6. The Station Master will inform SCOR and the Station Master at the other end. After obtaining permission from SCOR for Line Block, the Station Master will give message to PWI on Portable Radio Communication/VHF regarding the permission granted by the SCOR and give a PN. He will also inform Station Master at the other end of the block section about the Line Block given to PWI with permission of SCOR. 2.8. During emergencies requisition for Line block when Circular Notice is not in force: The SSE/SE/JE/P.Way will give written requisition to the on duty Station Master for Line Block, indicating the mode of block, the location of work spot, time required for the working, the nature of work required to be done and the station to which the engineering unit will clear. Station Master shall in turn co-ordinate with the control for imposition of Line block. 2.9. Cancellation of Line Block: 2.9.1. On completion of the work and after the track is made safe for the passage of trains the engineering official-in-charge shall remove the protection and convey to his representative at the station on Portable Radio Communication/VHF (PWI shall keep his representative at the station with a signed written memo from his side with the time and PN columns being kept blank) 2.9.2. The PWI shall also communicate a PN to his representative. His representative shall enter the PN and time of cancellation of Line Block and hand over the memo to the Station Master. 2.9.3. On receipt of Line Block cancellation memo signed by the PWI, the Station Master will advise SCOR and the Station Master at the other end of the block section and take necessary action for the cancellation of Line Block. Note: In the event of failure of Portable Radio Communication/VHF, the procedure laid down in SR 15.06.2 will be followed. 3. General Instructions for the other Blocks SCOR shall call both the Station Masters on either side of the block section and convey the message permitting the Block. Then the Station Masters on either side of the block section exchange messages in relation to the imposition of the Block, the number of units work in the section in each direction, duration of the Block, where the units to clear under exchange of private numbers. On double line, block commutator should be kept in TOL and a Line Blocked collar should be placed on the plunger of the block instruments. On single line, in token and tokenless sections, a Line Blocked collar shall be placed on the plunger of the block instruments as a reminder. Separate private number should be taken for each unit and recorded in the authority. All the entries must be made in red ink in TSR. Before introducing the Block, both the SMs should ensure that the block section is free from obstruction. 257 When it is not possible to establish the communication with the adjacent station, Block shall not be permitted. 3.1 In case of power block, the instructions for permit to work as per the procedures contained in SR 17.04 should be strictly complied with. 4. If it is necessary to despatch a material train into the block section during the period of Line Block: (a) When material train is programmed to go into the block section and return to the station where from it started, T/462 shall be issued. (b) When material train is programmed to go into the block section and then proceed further to the next block station, T/A 462 shall be issued. (c) Only one material train at a time is permitted. 4.1. When track machine/machines is/are programmed to be sent into the block section during the period of block: (a) If one track machine is programmed to go into the block section and return to the station where from it started, T/465 shall be issued. (b) When one track machine is programmed to go into the block section and then proceed further to the next block station, T/A 465 shall be issued. (c) If more than one track machine are programmed to go into the block section and return to the station where from they started, the first one will be given T/465 and the succeeding ones will be given Caution Order. When T/465 is received back by the Station Master, it ensures that the block section is clear. (d) If more than one track machine are programmed to go into the block section and then proceed further to the next block station, the first one will be given Caution Order and the last one will be given T/A 465. When T/A 465 is received by the Station Master of the next station, it ensures that the block section is clear. 4.2. When Tower wagon / wagons is / are programmed to be sent into the block section during block: (a) If one tower wagon is programmed to go into the block section and return to the station where from it started, T/1708 shall be issued. (b) When one tower wagon is programmed to go into the block section and then proceed further to the next block station, T/A 1708 shall be issued. (c) If more than one tower wagon are programmed to go into the block section and return to the station where from they started, the first one will be given T/1708 and the succeeding ones will be given Caution Order. When T/1708 is received back by the Station Master, it ensures that the block section is clear. (d) If more than one tower wagon are programmed to go into the block section and then proceed further to the next block station, the first one will be given Caution Order and the last one will be given T/A 1708. When T/A 1708 is received by the Station Master of the next station, it ensures that the block section is clear. 4.3 Speed of track machine / tower wagon: The speed of the first track machine / tower wagon will be booked speed and the following ones will observe a speed restriction of 25KMPH during day and when view is clear and 10kmph during night and also during day when view is not clear. 4.3.1 Station Master whoever receives T/462, T/A 462, T/465, T/A 465, T/1708 and T/A1708 shall intimate to the other Station Master under exchange of private number in token of block section being free of material trains or track machines or tower wagons. 4.4 If it is necessary to despatch material train and/or track machine and/or tower wagon into the block section during the period of integrated block: 4.4.1. If material train and/or track machine and/or tower wagon are programmed to go into the block section and return to the station where from they started, they are issued 258 with the relevant authorities i.e., T/462, T/465 and T/1708 and information in the Caution Order regarding the number of material train / track machines / tower wagons are permitted to precede / follow to work in the same block section and to maintain a distance of 150 metres among them all the time. They shall maintain the speed of 15 KMPH when view is clear and during day time and 8 KMPH when view is not clear and during night time. The receipt of all the authorities back by the Station Master ensures that the block section is clear. 4.4.2. If material train / track machine / tower wagon are programmed to go into the block section and proceed further to the next block station, they are issued with the relevant authorities i.e., T/A 462, T/A 465 and T/A 1708 and information in the Caution Order regarding the material train / track machines / tower wagons that are permitted to precede / follow to work in the same block section and to maintain a distance of 150 metres among them all the time and to maintain the speed of 15 KMPH when view is clear and during day time and 8 KMPH when view is not clear and during night time. The receipt of all the authorities by the Station Master of the block station at the other end ensures that the block section is clear. However, only one material train is permitted along with TT machines and / or tower wagons 4.5. If it is necessary to despatch material train and/or track machine and/or tower wagon into the same block section from both the ends during shadow block the following procedure shall be observed: 4.5.1 If material train and/or track machine and/or tower wagon are programmed to go into the block section from either end, they are issued with the relevant authorities i.e., T/462, T/465 and T/1708 and information in the Caution Order how many material train / track machines / tower wagons are permitted to precede / follow to work in the same block section from either end and to maintain a distance of 150 metres among them all the time and always look out for the obstruction in the opposite direction and on sighting the obstruction, maintain atleast 150 metres distance from the opposite obstruction. During this block the speed should not exceed 15 KMPH when view is clear and during day time and 8 KMPH when view is not clear and during night time. During the shadow block, only one material train can be permitted in the block section. All the units should return to the station from where they started. The receipt of all the authorities back by the Station Masters at either end of the block section ensures that the block section is clear. 4.5.2. This shadow block can be permitted only when the units at either end can work at their work spot without overlapping. In case the work spot of any unit is beyond the work spot of the other unit towards the other end of the block section, the units shall be permitted from only one end. 5. Brake Power: The driver of every TT Machine/Tower wagon shall check the fitness of the unit and its brake power. The Official-in-charge and the driver must personally satisfy with the efficacy of brake power before the unit enters the block section. 6. Communication: All the units shall be equipped with adequate communication facilities i.e., walkie talkie / CUG phones / Field telephones etc. 7. Despatch: If the unit is to be allowed on to right line, Starter signal can be taken ‘off’. If the unit is allowed on to the wrong line, all the points over which the unit/s move shall be correctly set, clamped and padlocked. The unit shall be piloted out of the station on PILOT-OUT 259 memo. Invariably, the machine that is programmed to work at a farther distance from the station shall be despatched first. 8. Protection: While moving into the block section, a competent railway servant shall be deputed with stop hand signals to look out for the other units and in any case walkie-talkie sets shall be used to know the whereabouts of other units. At the time of working, each machine shall be protected by a competent railway servant walking at a distance of 150 metres with hand danger signals exhibiting towards the direction of the other machine. If any one of the machines stops at a particular place without movement, the machine shall be protected by placing two detonators, 10 metres. apart, at 150 metres away in the direction of the other machine expected and a competent Railway servant standing at 45 metres beyond the detonator exhibiting hand danger signal. The distance may suitably be increased in case of curves / poor visibility. 8.1. On double line sections, when one line is obstructed for working of these units, the officials-in-charge of the units at the work spot shall ensure that the units should not infringe the movement of traffic on the adjacent line. 9. Shunting: No shunt movement is permitted towards the block section, in which the material train / track machine / tower wagon are working under block. 10. Reception: On completion of the block, the units shall clear at their designated ends. All the units should start back at one time, duly maintaining the distance of 150 metres among the units. 10.1. Right Line: The first unit can be received on reception signals. The following units will be admitted on Calling-on signal or all the points over which the unit/s move shall be correctly set, clamped and padlocked and the units one after the other shall be received on a written authority (T/509) with proceed hand signals separately for each unit on the same line duly observing the precautions for reception on an obstructed line. 10.2. Wrong Line: They shall be brought to a stop at LSS of the wrong line and then give a continuous long whistle. The units one after the other shall be received on ‘Pilot-in’ memo separately for each unit on the same line after all the points over which the unit/s move shall be correctly set, clamped and padlocked. 11. Resumption of normal working: 11.1. On completion of the work and after ensuring that the block section is free from material train/track machine/tower wagon, the respective officials-in-charge of various units who have carried out the works during block will hand over to the Station Master a ‘Safety Certificate’ in writing for resumption of normal traffic and specify therein whether any speed restriction is to be observed. On receipt of this certificate, the Station Master will advise the SCOR, the Station Master at the other end and all concerned. 11.2. Before cancelling the block and resuming normal working, Station Masters at both ends must scrutinise the TSR entries to satisfy themselves that the section is clear of all units such as material train / track machine / tower wagon. They shall exchange the messages to that extent supported by private numbers. Then the Line Blocked collars from the block instruments shall be removed and normal working can be resumed. 260 15.07. Work in thick, foggy or tempestuous weather impairing visibility.— In thick, foggy or tempestuous weather impairing visibility, no rail shall be displaced and no other work which is likely to cause obstruction to the passage of trains shall be performed, except in case of emergency. 15.08. (1) Precautions before commencing operations which would obstruct the line.— No person employed on the way or works shall change or turn a rail, disconnect points or signals, or commence any other operation which would obstruct the line until Stop signals have been exhibited and where prescribed detonators used; and if within station limits, he has also obtained the written permission of the Station Master and all necessary signals have been placed at ‘on’: Provided that the exhibition of Stop signal may be dispensed with, if such operations are performed or carried out after the necessary signals, other than Automatic Stop signals, have, in addition to being placed in the ‘on’ position, been disconnected, so that such signals cannot be taken ‘off’ again until it is safe to do so and the corresponding adequate distance beyond such signals is kept clear: Provided further that when the area of work is controlled by Automatic signals, the railway servant in charge of the work shall post a competent railway servant at an adequate distance in rear of the site of the work to stop and warn any train approaching the affected area. (2) No work involving removal of any rail from the track shall be undertaken without traffic block, except as provided in sub- rule (3) below. (3) In emergent cases, the Engineering official not below the rank of PWI – Grade III, undertaking such operations shall first bring the train to a stop and advise the Loco Pilot of the train about the need to stop the train through a written memo. The Engineering official shall simultaneously arrange to send a message to the Station Master for the need to block the track and obtain written confirmation of the same. In such emergent cases work may be commenced only after bringing the train to a stop and the Loco Pilot has been advised. 15.09. Showing of signals.–– (1) Whenever due to lines being under repair or due to any other obstruction it is necessary to indicate to the Loco Pilot that he has to stop or proceed at a restricted speed, the following signals shall be shown and, where prescribed, detonators used, if on a double line in the direction from which trains approach, and if on a single line in each direction –– 261 (a) When the train is required to stop and the restriction is likely to last only for a day or less — A banner flag shall be exhibited at a distance of 600 metres on the Broad Gauge and 400 metres on the Metre Gauge and the Narrow Gauge and three detonators shall be placed, 10 metres apart, at a distance of 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge from the place of obstruction. In addition, Stop hand signal shall be shown at a distance of 30 metres from the place of obstruction, at the banner flag and at a distance of 45 metres form the three detonators. The railway servant at the place of obstruction shall give Proceed hand signal to indicate to the Loco Pilot when he may resume normal speed after the train has been hand-signalled past the place of obstruction. (b) When the train is required to stop and the restriction is likely to last for more than a day — A stop indicator shall be exhibited at a distance of 30 metres from the place of obstruction and a caution indicator at 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge from the place of the obstruction. In addition, termination indicators shall be provided at the place where a Loco Pilot may resume normal speed. (c) When the train is not required to stop and the restriction is likely to last only for a day or less — Proceed with caution hand signals shall be exhibited at a distance of 30 metres and again at a distance of at least 800 metres from the place of obstruction. The distance of 800 metres shall be suitably increased by special instructions, where required. The railway servant at the place of obstruction shall give Proceed hand signal to indicate to the Loco Pilot when he may resume normal speed after the train has been hand-signalled past the place of obstruction. (d) When the train is not required to stop and the restriction is likely to last for more than a day — A speed indicator shall be exhibited at a distance of 30 metres from the place of obstruction and again a caution indicator at a distance of at least 800 metres from the place of obstruction. The distance of 800 metres shall be suitably increased by special instructions, where required. In addition, termination indicators shall be provided at the place where a Loco Pilot may resume normal speed. (2) In case the place of obstruction is within station limits –– (a) the provision of sub-rule (1) may be dispensed with if the affected line has been isolated by setting and securing of points or by securing at ‘on’ the necessary manually controlled Stop signal or signals, and 262 (b) approach signals shall not be taken ‘off ’ for a train unless the train has been brought to a stop at the first Stop signal, except in cases where the Loco Pilot has been issued with a Caution Order at a station in rear, informing him of the obstruction and the details thereof. (3) If the place of work is situated in Automatic Signalling territory, and if the distance between the place of obstruction and the Automatic signal controlling the entry of train in the signalling section concerned is less than 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and provided the Automatic signal has been secured at ‘on’–– (a) the banner flag and three detonators referred to in clause (a) of sub-rule (1) may be provided at 90 and 180 metres respectively; and (b) the caution indicator referred to in clause (b) of sub-rule (1) may be dispensed with. (4) The shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule (1) may be prescribed by special instructions. S.R.15.09.1. Engineering fixed signals where special precautions are necessary: 1.1. The Engineering indicators shall be provided both by day and night, to indicate the place where a stop or a reduction of speed is temporarily required in terms of Rule.15.09 (1) (b) and (d). 1.2. There are four types of Engineering speed restriction indicators viz., Caution, Speed, Stop and Termination, the description of which are given below.:–– 1.2.1. Caution Indicator:–– This board indicates that the line ahead is under repairs necessitating speed restriction with the Loco Pilot to be prepared for either a Speed Indicator or Stop Indicator ahead. This shall consist of a horizontal board 1.371 metres, wide by 0.381 metre deep fish tailed at one end as shown in diagram ‘A’. The Caution Indicator shall be situated not less than 1200 metres for B. G. and 800 metres for M. G. from the point, where speed is to be restricted or where stoppage is required. This indicator shall be provided both for permanent and temporary restrictions. When used for permanent restrictions, no lights need be displayed. When used for temporary restriction, it shall display at night two horizontal yellow lights towards approaching trains. 1.2.2. Speed Indicator:— This shall consist of a yellow equilateral triangular board with 0.914 metre sides, painted yellow and bearing 0.305 metre high black figures giving the speed at which a train is to proceed past the indicator as shown in diagram ‘B’. The speed indicator shall be provided for both permanent and temporary restrictions, the indicator for temporary restriction shall be illuminated by night by fixing a lamp in front of it, the indicator for permanent speed restrictions will not be illuminated. Note : (i) The Caution and Speed indicator boards shown in diagrams ‘A’ and ‘B’ along with the legend “goods trains only” on metal plates fixed below the Caution Indicator and the Speed Indicator shall be provided where speed restrictions exist due to continuous falling gradients. The legend shall be in black letters on yellow background. (ii) On the MG the maximum permissible speed of all goods trains on the continuous falling 263 gradients of 1 in 200 and steeper existing for a stretch of 2 kilometres and over shall not exceed 30 KMPH. (iii) While reckoning the continuous falling gradient, short intervening stretches of level or easier gradients of half a kilometre or less shall be ignored and the entire length shall be reckoned as continuous falling stretch. (iv)The particulars of the sections where such continuous falling gradients exist shall be notified in the WTT. 1.2.3. Stop Indicator:— This shall consist of a horizontal board 1.371 metre wide by 0.381 metre deep and painted with red and white vertical stripes as shown in diagram ‘C’. The indicator will display two red lights by night in a horizontal line. This indicator will be used when trains are required to stop. 1.2.4. Termination Indicator:— There are two Termination Indicators namely Termination Indicators for passenger trains and Termination Indicators for goods trains. These shall consist of one metre diametre disc; painted yellow and bearing 250 mm high 40 mm thick letter ‘T/P’ and ‘T/G’ in black as shown in diagram ‘D’. The Termination Indicator bearing letters T/P shall be located at a distance equal to the length of the longest passenger train operating on the section. The Termination Indicator bearing letters T/G shall be located at a distance equal to the length of the longest goods train operating on the section. These shall indicate the point from which the normal speed may be resumed. Note:— In the case of speed restrictions imposed on account of inadequate sighting distance available for first Stop signal, the Termination Indicator shall be placed at a point from where the signal can be sighted. (AS No.9, dated 17.07.11 – item No.3) para 1.2.5 is added 1.2.5: Loop line clearance Board : Loop line clearance Board with legend “T/Loop ” to be provided at stations at a distance of 720 meters after the loop line cross over point. 1.3. In areas controlled by Automatic or Semi-Automatic signalling, prior notice shall be given to the CSTE to enable him to arrange to alter the control of the signals governing the section where Engineering Speed Indicators have to be provided 1.4. Fortnightly advice of Engineering Speed restrictions and Caution Orders shall be issued by the DRM to all concerned. 1.5. Reflective type indicator for temporary speed restriction need not be lit. 2.1. Before commencing any work in terms of Rule.15.09 (1) (a) outside station limits, the PWI or any other authorized railway servant shall notify the Station Master at each end of the block section and obtain their acknowledgements. The Station Master shall issue Caution Orders to Loco Pilots in accordance with Rule. 4.09 and subsidiary rules thereunder. 2.2. The Engineering official in charge of the work shall protect the line as follows.–– 2.2.1. Post a Flagman with hand signals at a point not less than 30 metres in rear of the work spot. 2.2.2. Fix a banner flag across the line at a point not less than 600 metres on BG and 400 metres on MG in rear of the work spot and post a Flagman with hand signals to take his stand in rear of the banner flag, at a place from which he can obtain a clear view of an approaching train. 2.2.3. Post a Flagman with hand signals and detonators at a point not less than 1200 metres on BG and 800 metres on MG in rear of the work spot. This Flagman shall place 3 detonators on the line about 10 metres apart and take his stand at a distance of not less than 45 metres in rear of the rearmost detonator, from where he can obtain a clear view of an approaching train and show Stop hand signal. Note :—(i) On the single line, the line shall be protected in both directions and on the double line, in the direction from which trains will approach. 264 (ii) At places where there are curves or falling gradients and at times of poor visibility, the distances laid down in paras 2.2.2 and 2.2.3 above may be suitably increased, wherever necessary, in order that the Stop hand signal and banner flag may be visible to the Loco Pilot of an approaching train from an adequate distance of not less than 400 metres or in order to avoid a girder bridge or any other obstruction which may prevent the fixing of the banner flag, the intermediate Flagman, as and when necessary, shall be posted to relay the hand signals. 2.3.1. The Loco Pilot of an approaching train shall come to a dead stand on seeing the Stop hand signal shown by the Flagman farthest from the obstruction, vide clause 2.2.3 above. Only after the train has come to a stand, the Flagman shall remove the detonators and allow the train to proceed by showing ‘proceed with caution’ hand signal. 2.3.2. The Loco Pilot shall, thereafter, restart and ‘proceed with caution’ and be prepared to stop his train short of the banner flag fixed in accordance with clause 2.2.2 above. If it is necessary to stop the approaching train short of the banner flag, the Flagman shall show a Stop hand signal to the train. Note:— After the train has passed, the Flagman farthest from the obstruction shall place three detonators again on the line and continue to show a Stop signal, until recalled. 2.3.3. The Flagman nearest the obstruction at the 30 metres point shall, if it is necessary to stop the approaching train, show a Stop hand signal to the train. He shall, on receiving orders from the Engineering official in charge of the work to allow the train to pass over the obstruction at reduced speed, show ‘proceed with caution’ hand signal and intimate the intermediate Flagman at the 600 or 400 metres point who shall thereafter, remove the banner flag. The train shall then be hand signalled forward by both the Flagmen showing ‘proceed with caution’ hand signal. Note:.–– After the train has passed, the intermediate Flagman shall fix the banner flag again across the line and be prepared to show a Stop hand signal and stop approaching trains, until recalled. 2.4. If, in an emergency, it becomes necessary to carry out the work at night, the provisions of clauses 2.1 to 2.3 above shall be complied with, except that red lights shall be exhibited, in the direction from which trains will approach, instead of the flags and banner flags used during day. 3. Procedure for passing trains in block section for work requiring, ‘stop dead’ speed restriction— For works requiring ‘stop dead’ speed restriction, Caution, Stop and Termination Indicators shall be fixed as indicted in Rule. 15.09 (1) (b). The Loco Pilot of a train shall, on approaching the Caution Indicator, reduce the speed as necessary and bring his train to a deadstop in rear of the Stop Indicator. The Engineering Watchman posted at the Stop Indicator shall, after the train has actually come to a dead stop, hand over his restriction book Form ER 7 to the Loco Pilot. The Loco Pilot shall fill in the date, train number and time in the respective columns, affix his signature in full in the column provided for this purpose and return the book to the Watchman. The Watchman shall, after satisfying himself that the columns have been filled in, exhibit a ‘proceed with caution’ hand signal to the Loco Pilot. The Loco Pilot shall then restart and proceed cautiously at a speed not exceeding 8 KMPH and continue at this speed until the train has cleared the restricted length, after which he may resume normal speed in accordance with para 5 below. 4.1. In the case of works inside station limits, special instructions shall be issued by the DRM in regard to the use of the indicators in conjunction with the station fixed signals, detailing the position of the indicators. In such cases, the work shall not be commenced until the special instructions are issued to all concerned and their acknowledgements obtained. 265 (AS No.5, dated 31.08.10 – item No.16) 4.2, 4.3, 4.4, 4.4.1, 4.4.2, 4.4.3, 4.5-deleted and renumbered 4.2. In case of works within station limits, when a train is required to stop and the restriction is likely to last only for a day or less, banner flags and detonators shall also be placed on the line in accordance with Rule. 15.09. (1) (a), wherever necessary preceding the point of obstruction. All trains proceeding towards the obstruction shall be brought to a stand at the FSS or banner flag. The banner flag and detonators may then be removed, signals taken ‘off’ and the train then hand signalled past the obstruction as necessary. This shall be done only under the personal instructions of the Engineering official in-charge. After the train has passed complete, the banner flag and detonators shall be placed. 5. Responsibility of Loco Pilot and Guard. 5.1. The Loco Pilot of a train shall, on approaching the Caution Indicator, reduce speed as necessary and while actually passing over the speed restricted length, take care to see that his train is under proper control, that the speed restriction is strictly observed and avoid the use of brakes as far as possible. In the case of a goods train, the Loco Pilot shall resume normal speed only after his engine has passed the Termination Indicator having the legend ‘T/G’. In the case of a passenger train, the Loco Pilot shall resume normal speed only after his engine has passed the Termination Indicator having the legend ‘T/P’. In the case of passenger train shorter than the longest passenger train operating on the section, the Loco Pilot shall resume normal speed only after getting the ‘All right’ signal from the Guard and acknowledging it by giving a short whistle. In the case of the light engine, single unit rail car or rail motor coach or electric train, the Loco Pilot shall resume normal speed after clearing the speed restricted length. 5.2. The Guard of a train shall be on the look-out for signals and be prepared to help the Loco Pilot to keep the train under proper control while passing over a speed restricted length. The Guard shall exhibit the ‘all-right’ signal to the Loco Pilot after the last vehicle has cleared the restricted length. 6. When a major work, such as, relaying or regirdering is in progress, a speed restriction of 50 KMPH shall be observed on the adjoining lines in the Zone of obstruction, if necessary. The prescribed Engineering Indicators shall also be provided. 266 (AS No.9, dated 17.07.11 – item No.4) Diagram as ‘E’ is added The following Diagrams ‘A’, ‘B’, ‘C’ , ‘D and ‘E’’ show the prescribed standard types of indicators: Diagram ‘A’ Diagram ‘B’ Diagram ‘C’ Caution Indicator Speed Indicator Stop Indicator Diagram ‘D’ Diagram 'E; Termination Indicator 267 SR 15.09.7.1 Multi speed restriction (i.e. existence of two or more than two speed restrictions in continuation)— When work of deep screening or sleeper renewal is in progress, there is a situation of having two or more then two speed restrictions in continuation. In such a situation, placement of speed indicators for following speed restriction shall be as under: In case of following speed restrictions being more restrictive, a minimum of two hundred metres of track should be under earlier speed restriction zone. If not, then only one speed indicator board should be provided considering that the previous speed restriction is at par with the following speed restriction which is more restrictive. In case of following speed restrictions being less restrictive, corresponding speed indicator board for following speed restriction shall be placed at a distance equal to the length of the longest goods train operating on the section after termination point of previous speed restriction zone. 268 269 15.10. Assistance in protection of train.–– Every railway servant employed on way or works shall, on the requisition of the Guard of a train or the Loco Pilot thereof, render assistance for the protection of the train. 15.11. Gangmate in each gang.–– Each Inspector of Way or Works shall see that in every gang employed in his length of line there is a competent Gangmate. 15.12. Knowledge of signals and equipment of gang.–– Each Inspector of Way or Works shall see – (a) that every Gangman and Gangmate employed under him has a correct knowledge of hand signals and detonating signals; and (b) that every gang employed in his length of line is supplied with a permanent way gauge, two sets of flag signals, two hand signal lamps and twelve detonators, in addition to such other tools or implements as may be prescribed by special instructions. S.R.15.12. In addition to the equipment specified in Rule 15.12(b) every gang shall be supplied with two banner flags for use in cases of emergency envisaged in the provision to Rule 15.06. 15.13. Inspection of Gauges, signals, tools and implements.–– (1) Each Inspector of Way or Works shall at least once in every month inspect the permanent way gauges, flags, signal lamps, detonators, tools and implements supplied to the gangs under clause (b) of Rule 15.12 and ascertain whether the above equipment is complete and in good order. (2) He shall also see that any defective or missing articles are replaced. 15.14. Responsibility of Gangmate as to safety of line.–– Each Gangmate shall -– (a) see that his length of line is kept safe for the passage of trains; (b) that the signals supplied to him under clause (b) of Rule 15.12, are kept in proper order and ready for use; (c) that the men in his gang each have a correct knowledge of hand signals and detonating signals, (d) endeavour to prevent any trespassing by persons or cattle on his length of line or within the fences thereof, and (e) when repairing, lifting or lowering the line or when performing any other operation which shall make it necessary for a train to proceed cautiously himself be present at the spot and be responsible that the caution signals prescribed in Rule 15.09 are shown. S.R.15.14. Tools and materials, precautions–– The Gangmate will be responsible for the safe custody of the tools issued to him. These shall be placed, when not in use, in a tool box properly padlocked. These tool boxes will 270 ordinarily be placed near the Gangman’s quarters or at gate lodges. On no account shall permanent way men throw out tools or materials from moving trains. 15.15. Blasting.–– No railway servant employed on the way or on any works shall carry on any blasting operations on or near the railway except as permitted by special instructions 15.16. Putting in or removing points or crossings.–– Except in cases of emergency, no railway servant shall put in or remove any points or crossings otherwise than as permitted by special instructions. S.R.15.16. For special instructions regarding putting in or removing points and crossings, see Appendix V. 15.17. Duties of Gangmate and Gangman when apprehending danger.–– If a Gangmate or Gangman considers that the line is likely to be rendered unsafe, or that any train is likely to be endangered in consequence of any defect in the way or works or of abnormal rain or floods or any other occurrence, he shall take immediate steps for securing the stability of the line and the safety of trains, by using the prescribed signals for trains to proceed with caution or to stop, as necessity may require; and shall as soon as possible report the circumstances to the nearest Station Master and the Inspector of Way or Works. S.R.15.17.1. In the circumstances detailed in Rule.15.17, the Gangmate or any other railway servant on the spot shall, if it is considered necessary to stop any approaching train, protect the line in accordance with Rule. 3.62. 2. In the case of permanent causeways that are flooded and the velocity of current is insignificant, trains may be permitted to pass when the depth of water above rail level does not exceed the following values, provided in each case the PWI has satisfied himself by walking over and probing that the permanent way is intact and in a fit condition: Gauge Passenger and Mixed trains Goods trains BG 300 mm (12 inches) 450 mm (18 inches) MG 230 mm (9 inches) 300 mm (12 inches) In electrified area special gauges are provided at places liable to flood, to indicate when the different types of electric stock have to be stopped. 2.1. Indication posts about 1200 mm (4’) in height shall be fixed at each dip, one at each end of the level position, with flat bars attached to them to indicate the levels in sub-para (2). The posts should be painted black and white in 300 mm (one foot) length, so arranged that the flat bars which shall be painted white, show up against 300 mm (one foot) length of black colour. 2.2. The posts shall be fixed 3 metres (10 feet) from the centre of the track in the case of BG and 2.5 metres (8 feet) from the centre of track in the case of MG. Where desirable, the posts may be graduated in millimetres (inches), provided this is clearly marked so as to avoid interference with visibility. 271 3. Special precautions when water level rises:— The following precautions shall be observed, in each case trains being stopped dead and allowed to proceed at a speed not exceeding 8 KMPH. 3.1. If water rises over the ballast level but is below rail level, the track should be walked over by two men abreast one at either end of the sleepers before each train and only if the track has not been disturbed, should the train be allowed over the track. 3.2. When water overtops the rail, the PWI should certify by walking over and probing that the track is safe. 3.3. Message shall be sent by the PWI to the AEN and DEN when water rises above ballast level and again when it subsides. This should be followed up with special reports. 3.4. Records of all such occurrences should be entered in the PWIs section register. B. The Working of Lorries, Trollies and Motor Trollies 15.18. Distinction between trolly, lorry and motor trolly.–– (1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be a trolly and any similar but heavier vehicle shall be deemed to be a lorry. (2) Any trolly which is self-propelled, by means of a motor, is a motor trolly. (3) A trolly shall not, except in cases of emergency, be used for the carriage of permanent way or other heavy material; and when a trolly is so loaded, it shall be deemed, for the purposes of these rules, to be a lorry. S.R.15.18.1. Marking of Trollies, Lorries and Motor Trollies:- 1.1. Each Push trolly, Cycle trolly, Moped trolly, Lorry or Motor trolly shall be painted conspicuously, the number, the code initials of the headquarters station and the designation of the official to whom it is allotted. 1.2. Push trollies and lorries shall always be pushed and not pulled. (AS No.13, dated 30.07.2014 – item No.1) Modified 1.3 Cycle trollies or trollies which are propelled by pedaling instead of pushing, and Light Motor trollies/Moped trollies/scooter trollies are driven by a motor. They may be pushed when necessary, but not pulled. Cycle trollies and Light Motor trollies/ Moped trollies/scooter trollies are so designed as to be capable of being removed from the track by two men. Seats should also be provided in Cycle trollies and Light Motor trollies/Moped trollies/scooter trollies for at least one person other than the person or persons pedaling or driving to sit facing towards the rear continuously to give adequate warning of approaching trains. 1.4 Use of sails or any other unauthorised aid for propulsion of trollies or lorries is strictly prohibited. (AS No.13, dated 30.07.2014 – item No.2) Modified 1.5 Light Motor trollies/ Moped trollies/scooter trollies shall be treated as Motor trollies in all respects for the purpose of these rules except where otherwise provided for. Cycle trollies shall be treated as push trollies for all purposes. 2. Minimum number of men to accompany Push trollies, Lorries and Motor Trollies. 2.1. Push trollies shall be manned by atleast four trolly men exclusive of any Flagman who may be required for the protection of Push trolley in accordance with special instructions. 2.2. Lorries shall be manned by atleast six lorry men exclusive of any Flagman who may be required for the protection of the lorry in accordance with special instructions. 2.3. A Cycle trolly or Moped trolly shall be manned by three persons including the persons pedaling or driving. (Replacement page (3) to G&SR 2008) 272 2.4. Motor trolly shall be in all cases be manned by not less than four able bodied Trolly men. When a motor trolly is running, there shall be atleast two persons seated in the front. 3. Maximum number of men to be carried. 3.1. The number of men that may be carried on a push trolly shall not exceed:- 3.1.1. ‘eight men on the MG. 3.1.2. ten men on the BG, provided the push trolly is structurally safe to take the men prescribed. 3.2. The total number of men including trolly men who can be carried on a cycle trolly or moped trolly shall not exceed five. 3.3 The maximum number of men that may be carried on a motor trolly shall not exceed:- 3.3.1. Eight on the MG. 3.3.2. Ten on the BG. This is subject to the condition that the motor trolly is structurally fit to carry the number prescribed. 15.19. Red flag or light to be shown.— Every lorry or trolly when on the line shall show a red flag by day and a red light by night, during thick, foggy or tempestuous weather impairing visibility or in a tunnel in the directions from which a train may come. 15.20. Equipment of trolly, lorry or motor trolly.— Each trolly, lorry or motor trolly shall have the following equipment:- (a) two hand signal lamps, (b) two red and two green hand signal flags, (c) sufficient supply of detonators, (d) a chain and a padlock, (e) a copy of the Working Time Table and all correction slips and appendices, if any, in force on that section of the railway over which the trolly, lorry or motor trolly is to run, (f ) a motor horn and a search light (for motor trolly only), (g) two banner flags (for lorry only), and (h) such other articles as may be prescribed by the Railway Administration in this behalf. Note:–The official in charge of the trolly, lorry or motor trolly shall also be in possession of a watch in addition to the prescribed equipment. S.R. 15.20.1.1 Each push trolly, cycle trolly, moped trolly or lorry shall be provided with five red flags instead of two red flags mentioned in Rule 15.20(b). 1.2. The number of detonators to be supplied for each push trolly, cycle trolly, moped trolly, lorry or motor trolly shall be ten. 1.3. Each motor trolly, cycle trolly and moped trolly, shall also be provided with a five cell electric torch in good order for use during night or when visibility is poor. 2.1. On the single line and when single line working is in force on the double line by day for all trollies and lorries a red flag shall be shown so as to be conspicuously visible in both directions and at night a red light shall be shown in both the directions. On the double line, by day, a red flag shall be shown conspicuously in the direction from which trains approach and at night, a red light shall be shown in the direction from which trains approach and a white light in the other direction. Inside station limits, by day, a red flag shall be shown so as to be conspicuously visible in both directions and at night a red light shall be shown in both directions. Note;– The night signals shall be shown during day at times of poor visibility. (Replacement page (4) to G&SR) 273 2.2. On sections where there are tunnels the night signals prescribed for single line or double line, as the case may be, shall be displayed during the day, in addition to the red flag. Further trollies or lorries not provided with head lights, shall carry a petromax lamp or its equivalent and five cell electric torch to illuminate the track ahead. 3.1. A motor trolly shall show during day on the single line and when single line working is in force on double line section, a red flag so as to be conspicuously visible in both directions and on double line a red flag conspicuously to be shown in the direction from which trains will approach. It shall carry a side lamp (for use by night) so as to show a red light in both front and rear on single line, and when single line working is in force on the double line and a red light in the direction in which trains will approach and a white light in the other direction. Note:– The night signals shall also be shown during day in long and dark tunnels and at times of poor visibility in addition to the red flag. 3.2. Inside station limits a motor trolly shall show during day a red flag conspicuously in both directions and at night red light both in front and rear. 3.3. As soon as a motor trolly is removed from the line and placed clear off the track, the red flags or lights should be removed. 15.21. Efficient brakes.— No lorry or trolly shall be placed on the line unless it is fitted with efficient brakes. S.R.15.21. Before a trolly or lorry is placed on line, the official in-charge shall examine and test the brakes and satisfy himself that they are in good working order. 15.22. Qualified person to be in charge of lorry or trolly when on the line.–– (1) No lorry or trolly shall be placed on the line except by a qualified person appointed in this behalf by special instructions. (2) Such qualified person shall accompany the lorry or trolly, and shall be responsible for its proper protection and for its being used in accordance with special instructions. (AS No.2, dated 29.07.09 – item No.2) S.R. 15.22.1.1 Staff permitted to use push trollies and lorries:- Subject to their being certified competent by the authorized officer, all Officers and Inspectors of the Engineering, Traction Distribution and S & T departments and such other Officers and staff of the Operating and Commercial departments as may be required. Section Mates and Head Trolly man of the Engineering department and Signal and Block maintainers of the S&T department, as may be authorized, may be permitted to use push trollies and lorries. 1.2. Cycle trollies and moped trollies:- All Officers and Inspectors of the Engineering, Traction Distribution and S&T departments, such staff of the Engineering, Traction Distribution and S&T departments as are specifically authorised by he DRM and such staff of the Operating department as are authorised by the CSO. 1.3. In respect of Officers on the division, the DRM is the authorised officer to issue the certificate of competency. The DEN, the DEE/Tr.D, the DSTE and the DOM are the authorised officers in respect of staff working under them. 1.4. Before a competency certificate is issued to any one, in the first instance, a written test shall be held in rules pertaining to the working of trollies and lorries and only those who qualify in the test shall be issued the competency certificate by the authorised officer. The competency certificate issued will be valid for one year. (Replacement page (5) to G&SR 2008) 274 1.5. The staff who are given the competency certificate for working lorries/trollies should be literate, having minimum knowledge of Hindi or other languages. No staff who is an illiterate shall be issued with the competency certificate. 1.6. Before the end of December of each year, every trolly or lorry holder will submit a certificate of declaration to the authorised officer in the following form:- I, (name) ………..working in the capacity of (designation)……… at (station)………. hereby declare that I am fully conversant with the sections on which I have to use my trolly/lorry and with the rules in respect of working trollies/lorries and as well as the latest changes made in them and undertake to conform meticulously to these rules. In the event of any failure to comply with these rules I shall alone be held responsible. Signature………….. Date……… 1.7. This declaration shall be carefully examined in the divisional headquarters office and if a certificate holder fails to submit it, in time, he will be treated as having forfeited his right to use the certificate until such time the declaration is submitted by him and will also render him liable for disciplinary action. 2 Official in-charge:- When a trolly is accompanied by more than one railway official qualified to be in-charge of a trolly, the railway official, who is actually manning the brakes, shall act as the official in- charge of a trolly. Senior officials who are being conveyed by the trolly are however expected to take intelligent interest in the working of the trolly and shall call attention to any breach of rules which come to their notice and to the need for adequate protection. 3. Conveyance of non-railway officials:– (AS No.2, dated 29.07.09 – item No.3) 3.1. Trollies – Normally persons who are not railway servants shall not be conveyed on trollies. A railway official qualified to be in-charge of a trolly may, however, convey on his trolly, if it will not interfere with his duties and responsibilities. Magistrates and Police Officials (not below the rank of Sub-Inspector) proceeding to the site of a serious accident in the performance of their official duties and other Government officials in general (Civil, P&T, Military, Medical etc.) when their journey concerns with the working of the railway or a person requiring medical aid. Railway contractors and their agents proceeding in connection with their work may also be conveyed by trollies. In such cases the prior permission of the DEN or the DEE/Tr.D or the DOM or the DSTE, shall be obtained by phone. However, in emergency, such permission may be obtained from the AEN, ASTE who shall, at once, advise the DEN regarding the grant of such permission. Prior to being conveyed, the person(s) concerned shall execute an indemnity bond in the prescribed form. Note:– In cases of emergency or when such a journey does not interfere with his duties and responsibilities, the railway official in-charge of a trolly may convey railway employees on his trolly when employees are travelling on duty. 3.2. Lorries:- No person unconnected with the working of lorry shall be conveyed on a lorry. 15.23. Attachment to train prohibited.–– No lorry or trolly shall be attached to a train. S.R.15.23 Conveyance of trollies and lorries by trains— 1. Trollies and lorries shall not be carried by Mail and Express trains except in an emergency. (Replaement page (6) to G&SR 2008) 275 2. Trollies may be carried in the brake-van of goods and mixed trains and also by passenger trains, if there is room and provided the loading and unloading can be done without delaying the passenger train and they are not likely to cause damage to the packages in the van. 3. Lorries will, ordinarily, be carried in the brake-vans of goods and mixed trains and on sections where goods and mixed train services are insufficient, they can be carried by passenger trains, provided the conditions prescribed for the carriage of trollies by passenger trains are fulfilled. 15.24. Time of running.— A lorry shall ordinarily be run only by day and when the weather is sufficiently clear for a signal to be distinctly seen from an adequate distance, which shall never be less than 800 metres. S.R. 15.24.1.Working of trollies/lorries:- 1.1. Ordinary trollies and lorries shall be worked only during day light hours. However, during day, when there is rain, thick, foggy or tempestuous weather impairing visibility and always at night, trollies and lorries shall be worked under the rules for working of trains. 1.2. Whenever a trolly/lorry is to be worked under block protection on a double line section or on a single line section where tokenless block instruments are provided, the Station Masters on either side of the block section shall adhere to the procedure given in S.R.15.25.7.2. ‘Trolly/Lorry on line’ cap shall be placed at both stations on the plunger of the block instruments to serve as a visual reminder that the section is occupied. 1.3. When trolly/lorry is to be worked under block protection, if the visibility is impaired, due to rain, thick, foggy or tempestuous weather or any other cause, the trolly/lorry shall be removed from the line and not replaced until the visibility is adequate. 2. Placing of trollies/lorries in track circuited yards:- 2.1. A trolly/lorry which is not insulated shall not enter or be placed on the line within station limits at stations where track circuits are provided. 2.2. The person in-charge of a trolly or lorry before placing the trolly/lorry on line at such stations shall give in writing to the Station Master concerned that the trolly/lorry is insulated. 2.3. The Station Master shall permit a trolly/lorry to be placed on the line after getting the written advice referred in clause 2.2. 2.4. The person in-charge of a trolly/lorry should have the insulation of his trolly tested and certified once in every six months by an Inspector of the S&T department. 15.25. Motor Trolly.–– A motor trolly shall only be run in accordance with special instructions. (AS No.2, dated 29.07.09 – item No.4) S.R.15.25.1.Railway Officials permitted to use motor trollies:- No official can place a motor trolly on line, unless he holds a competency certificate. Officers of Engineering, Traction Distribution, S&T, Operating and Commercial departments and such Inspectors of these departments as may be authorized and motor trolly Drivers are permitted to operate motor trollies, subject to their being certified competent by the authorised officer as mentioned below:- 276 Category of Staff Officer authorized to issue competency certificate Group ‘C’ staff of the division DSO Officers of the division DRM Officers in headquarters of the railway (other than deputy/ heads of department and above) CSO 2. Certificate of Competency:- 2.1. The Competency certificate shall be issued, in the first instance, only after the staff or officer is subjected to a written test regarding the rules relating to motor trollies and the relevant General and Subsidiary rules and rules in block working manual, and found fit by the authorised officer. 2.2. Every Official holding a competency certificate for working motor trolly shall give a declaration before the end of December of each year that he is well conversant with the rules for working motor trolly and apply to the authorised officer for renewal of the competency certificate. The authorized officer shall then renew the same after conducting an oral test. 2.3. The certificate of competency shall be kept in the personal custody of the staff working the motor trolly. 3. Person in charge of motor trolly and his responsibilities:- 3.1 When a motor trolly is accompanied by more than one railway official qualified to work, the railway official operating the motor trolly shall act as the person in-charge. 3.2 The person in-charge of the motor trolly is responsible at all times for its safe working. However, senior officials who are being conveyed by the motor trolly are expected to take an intelligent interest in the working of the motor trolly and shall call attention to any breach of rules which come to their notice. 4. Conveyance of non-railway officials:- Normally persons who are not railway servants shall not be conveyed on motor trollies. Railway official in-charge as an Officer, he may, however, convey on his motor trolly if it will not interfere with his duties and responsibilities, the non-railway servants mentioned in subsidiary rule 15.22(3) in accordance with procedure laid down therein. 5. Provision of brakes:- A motor trolly shall not be placed on the line, unless it is fitted with efficient brakes. The person in charge shall test the brakes and satisfy himself that they are in working order before the commencement of each journey. 6. Motor trollies not in use:- Whenever a motor trolly is placed on the platform for being loaded in a train or for any other purpose, it shall be invariably placed parallel to the track properly locked and in-charge of a railway servant. It shall be so placed, as not to come in the way of passengers and railway staff, when not in use, it shall either be placed clear off the track with the wheels secured by a chain and padlock or berthed on a non-running line with the wheels chained to the rail and padlocked. 7. Working of motor trollies:–– 7.1 A motor trolly shall always run under block protection and shall be treated and signalled as a train. Motor trolly shall not be placed on any line without the permission of the Station Master in writing. 7.2 Procedure when working under block protection on double line and single line sections provided with tokenless block instruments. 7.2.1 Whenever a motor trolly has to enter a double line section or a single line section, where tokenless block Instruments are provided, the Station Master of the block station from where the motor trolly has to leave, will obtain Line Clear from the Station Master at 277 the other end of the block section on block telephone without the operation of the block instruments. 7.2.1.1 When a motor trolley is to be despatched into a block section provided with IBS, the block section between the two block stations shall be treated as one block section, till the motor trolley clears into the block station in advance. 7.2.1.2 Then Station Master will prepare an authority to enter the block section in duplicate in the prescribed form (T/A1525) which includes (a) authority to proceed and (b) authority to pass LSS and IBS, if any, at ‘on’ and hand over one foil to the person in-charge duly obtaining his signature in the counterfoil. 7.2.1.3 While leaving the station, the relevant free starter signal, may however, be taken ‘off’. Immediately after the departure of the motor trolley, the Station Masters at both ends of the block section shall immediately place the ‘trolly on line’ cap on the plunger of the block instruments to serve as a visual reminder that the section is occupied by the motor trolly. 7.2.1.4 On double line section, the Station Master of the station from where motor trolly has left shall advise the Station Master of the station at which the motor trolly has to arrive, to turn the block commutator at his station to TOL and lock the same in that position. The TOL red indication shall serve as an additional visual warning at both the stations. 7.2.1.5. At the receiving station, the Station Master will arrange for the reception signals to be taken ‘off’. 7.2.2 On arrival at the station in advance, the official in-charge of the motor trolly will deliver the authority to the Station Master with an endorsement to the effect, that the motor trolly has arrived duly signing with date and time on it. The authority will be retained by the Station Master and pasted in the station diary. 7.2.3 On double line, the Station Master at the receiving station after verifying and ensuring that the motor trolly has arrived into his station, shall turn the block handle from TOL position to ‘line closed’ position and clear back the block section supported by a private number. 7.2.3.1 On single line, Station Master of the station in advance, after the arrival of motor trolly into the station, inform the Station Master of the station in rear, the time of arrival of the motor trolly supported by a private number. 7.2.4 All the entries should be made in red ink in the TSR at both the stations 7.3. Procedure for working of Motor trolley in Automatic Block System: Automatic Block System shall be suspended duly introducing Absolute Block System for working motor trolly/s. Let the block stations be’ X’ and ‘Y’ [Rule 9.01 (b)]. 7.3.1.’X’ shall obtain Line Clear from ‘Y’ for motor trolley. 7.3.2.’Y’ shall grant line clear to ‘X’ for motor trolley only when ‘Y’-‘X’ Automatic block section is clear of all trains. 7.3.3.’X’ shall prepare T/A.1525 and hand over to the in charge motor trolley and ‘X’ shall not allow any train into ‘X-Y’ Automatic block section till the motor trolley reaches ‘Y’. 7.3.4 A motor trolley / motor trollies may be allowed to follow a motor trolly during day light hours and in clear weather only. Following motor trollies shall be given T/1525. ‘X’ shall not allow any train into ‘X-Y’ Automatic Block section till the last motor trolley reaches ‘Y’. 7.3.5 Entries should be made in red ink in the TSR at both the block stations. 278 7.4 Procedure when a motor trolly / motor trollies following a train or motor trolly:- 7.4.1. A motor trolly / motor trollies may be allowed to follow a train / motor trolly during day light hours and in clear weather only. However, motor trolly shall not be allowed to follow a goods train on the sections specified in subsidiary rule 15.26.2.1. 7.4.2. Before a motor trolly / motor trollies is / are permitted to follow a train or another motor trolly, the Station Master of the station from where the motor trolly / motor trollies is / are to leave, shall advise the Station Master of the station in advance by a message and obtain his permission supported by a private number for each motor trolly. The messages shall be exchanged in the following form:- From: SM ‘X’ To: SM ‘Y’ Message No.------------------- Grant permission for (1) motor trolly No. -----------------occupied by ------------ (2) motor trolly No.___________ occupied by _______ (3) motor trolly No.____________occupied by _______ (4) motor trolly No.____________occupied by _______ to follow train / motor trolley No.---------------to your station. Date Signature of SM /’X’ Time From: SM ‘Y’ To: SM ‘X’ Message No------------------- Your Message No.-------------------- Permitted (1) motor trolly No._________occupied by __________ P.No.____________ (2) motor trolly No._________occupied by___________P.No.____________ (3) motor trolly No._________occupied by___________P.No.____________ (4) motor trolly No._________occupied by___________P.No.____________ to follow train / motor trolly number---------------to my station. Section will not be cleared till the arrival of the last following motor trolly No._________ at my station. Date: Time: Signature of SM / ‘Y’ 7.4.3 The Station Master of the station, from where the motor trolly / motor trollies is / are following, will prepare a motor trolly permit / permits (T/1525) in duplicate, which includes authority to pass the LSS, if any at ‘on’ and deliver it to the official in charge of the motor trolly / motor trollies and obtain his signature/s in the counter-foil. The out report for the preceding train/motor trolly and the following motor trolly / motor trollies shall be sent separately and recorded in the TSR. 7.4.4. In a block section provided with IBS, if a motor trolly / motor trollies is / are permitted to follow a train / motor trolly, Station Master shall treat the entire section between the two block stations as one block section, till the following / last motor trolley clears into the block station in advance. 7.4.5 The motor trolly / motor trollies following the train or another motor trolly shall obey the signals for the train or the leading motor trolly. When following a train / motor trolly, the last following motor trolly shall, in this sense, is regarded as the last vehicle of the train / motor trolly. In other words, signals taken ‘off’ for the preceding train or the motor trolly shall not be put back to ‘on’ until the last following motor trolly has passed such 279 signals. The motor trolly / motor trollies will be admitted on the same line as the train or the motor trolly, which it / they, is / are following. 7.4.6 At station, where automatic reversers are in use in conjunction with track circuiting, the signal levers shall not be put back to normal and the road for the reception of the preceding train or motor trolly shall not be altered until the last following motor trolly has been admitted on the same line. The person in-charge of the following motor trolly / motor trollies shall pass the signal/signals at ‘on’ and enter the station with special caution. 7.4.7 The ‘in report’ for the preceding train/motor Trolly and the following motor trolly / motor trollies shall be sent and recorded separately in the TSR. Where the block instruments are in use, the block section should not be cleared on the block instrument after the arrival of the preceding train/motor trolly, but the ‘in report’ should be sent. Where token working is in force, the token received from the preceding train/motor trolly shall be kept in his safe custody by the Station Master on duty and inserted in the block instrument for clearing the section only after the arrival of the last following motor trolly. 7.4.8 On arrival of the (last) following motor trolly at the station, the official in-charge will sign in the TSR in token of his motor trolly having arrived intact, indicating the time of arrival. The Station Master on duty at the station in advance, on receipt of the motor trolly permit, will advise the Station Master of the station in rear by issuing the following message and then clear the block section:- From: SM ‘Y’ To: SM ‘X’ Message No.---------------------------------------------- Your Message No. -------------------- My Message No. ------------------- Last following motor trolly No.------------- occupied by _______________arrived here at------------Hrs. Block section between your station__________ and my station ____________ is clear. My private number is ___________ Date: Time: Signature of Station Master/’Y’ 7.4.9 Till receipt of this message, the Station Master of the station allowing the motor trolly / motor trollies to follow a train/motor trolly shall not grant / obtain LC on single line and shall not grant LC on double line for another train. All these messages exchanged shall be recorded in the TSR at both the stations. 7.4.10 When a motor trolly / motor trollies is / are following another motor trolly, the leading / succeeding motor trolly / motor trollies will in addition to the usual ‘authority to proceed’ be given a Caution Order to the effect that a motor trolly / motor trollies is / are following. 7.4.11 When a motor trolly follows train / another motor trolly, the distance between the train and motor trolly or motor trollies should be at least 150 metres. This should be ensured by the official in charge of the following motor trolly. 7.4.12 Entries should be made in red ink in the TSR at both the stations for the motor trolly / motor trollies following the train / motor trolly in the usual manner. 8. Breakdown of motor trolly 8.1 In the event of complete breakdown of motor trolly in the section, the same shall be removed clear off the track and the Station Master of the nearest station advised in writing to clear the section. The token or the line clear ticket, if any, shall also be sent with the memo. The same procedure shall be observed, if for any reason, a motor trolly 280 is removed from the track while in the section. Once a motor trolly has been removed from the line, it shall not be replaced on the line, unless the line has been blocked for it. 8.2. Before a motor trolly is to be replaced on the line, intimation in writing shall be sent to the nearest Station Master stating in which direction the motor trolly will proceed. The Station Master will, when the train service permits, arrange to block the line from a specified hour or after the passage of a particular train. The LC token or the written authority in form T/1525 will, then be sent to the official in-charge of the motor trolly together with the manuscript memo given below:- To -----------------------------(Designation of the official in charge) at Km---------------------- Line is blocked for your motor trolly from -------------------- hours-------------- after the passage of --------------- train until the arrival of your motor trolly at ---------------- station. Token number --------------------- or authority number------------------sent herewith. Signature of official (To whom handed over) Signature of Station Master The carbon copy of this memo shall be kept by the issuing Station Master. The person in- charge shall not place the motor trolly on the line until he has received the above memo together with the LC token or the written authority in form T/1525. 8.3. In the event of breakdown of the following motor trolly in section, it shall be removed clear off the track and the official in-charge shall send intimation in writing to the Station Master of the nearest station to this effect along with the motor trolly permit. 8.4. If the breakdown is of the preceding motor trolly, this advice may be sent to the Staion Master of the station in advance through the official-in-charge of the following motor trolly. The official in-charge of the preceding motor trolly will also hand over to the official–in- charge of the following motor trolly, the LC token or the written authority (T/A.1525) as the case may be, which shall be handed over to the Station Master of the station in advance by the official in-charge of the following motor trolly in addition to the motor trolly permit in his possession. 9. Spring points in the path of motor trolly:- 9.1 Motor Trollies by virtue of their lightness are not able to trail through spring-loaded points and, therefore, will derail while passing over such points. 9.2.1 The Station Master, before granting LC for the motor trolly shall advise the Station Master at the other end of the block section to issue Caution Order to the official in-charge of the motor trolly warning him about the presence of the spring points duly furnishing the location.. 9.2.2 Similarly if the station from where the motor trolly is being dispatched has a catch siding taking off the running line or any other spring points over which the motor trolly has to pass while being dispatched from a station, the Station Master of that station shall issue a Caution Order to the official in-charge of the motor trolly warning him of the presence of the spring points duly furnishing the location. 9.3 Warning boards have been provided for the guidance of motor trollies short of spring points. The official in-charge of the motor trolly shall stop short of the spring points, lift the motor trolly off the track, if necessary, and place it on the correct line, before proceeding further. 10.Speed of motor trollies: 10.1. At night a motor trolly shall run at a speed not exceeding 30 KMPH. 10.2. The speed of a motor trolly shall not exceed 15 KMPH over points and crossings. 281 11. Responsibility of person in-charge of motor trolly with regard to level crossing gate:- The Official in-charge/Driver of a motor trolly while approaching level crossing gates should exercise caution and ensure that the level crossing gates are closed against road traffic before passing the gate. He may, however, pass the gate signals, where provided, in the ‘on’ position, if they are not taken ‘off’ 12. General:- 12.1 Attaching to train prohibited:- A motor trolly shall under no circumstances be attached to a train. 12.2 Movement of motor trolly, within station limits:- A motor trolly shall not be placed on any line at a station without the permission of the Station Master. A motor trolly which has arrived at a station or which has been placed on line can be moved from one line to the other only with the consent of the Station Master. The movement may be either a shunt move or by lifting the motor trolly off the track.. 12.3 Care over curves and cuttings:- Great care shall be exercised while approaching curves or cuttings and at such places where the view ahead is not clear. The person in- charge of motor trolly shall apprehend danger in such places and reduce the speed of motor trolly efficiently to stop short of any obstructions. 12.4 Working of motor trollies during total interruption of communications:- If there is total interruption of communications, the Station Master on duty shall advise the official in-charge of motor trolly of the same and the motor trolly shall be worked on the section under the rules of working of trains during total interruption of communications. 15.26. Protection of trolly on the line.–– The qualified person in charge of a t

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