Chapter 4: Working of Trains Generally PDF

CHAPTER IV WORKING OF TRAINS GENERALLY A. Timing and Running of Trains 4.01. Standard time.— The working of trains between stations shall be regulated by the standard time prescribed by the Government of In...

CHAPTER IV WORKING OF TRAINS GENERALLY A. Timing and Running of Trains 4.01. Standard time.— The working of trains between stations shall be regulated by the standard time prescribed by the Government of India, which shall be transmitted daily to all the principal stations of the Railway at 16.00 hours in the manner prescribed. S.R.4.01.1.The control office should advise the standard time by a general call to all stations on controlled sections at 16.00 hours daily. 2. All Station Masters should correct the time at 16.00 hours and make an entry in the TSR. 3 At all class ‘D’ stations where there is no telephone connection either with the adjacent stations or Control, the clerks-in-charge shall check their station clocks daily with the time of Guard of the first stopping train for the day. 4.02. Adherence to advertised time.— No passenger train or mixed train shall be despatched from a station before the advertised time. 4.03. Setting watch.— Before a train starts from a terminal or crew-changing station, the Guard shall set his watch by the station clock or the clock at the authorised place of reporting for duty and communicate the time to the Loco Pilot who shall set his watch accordingly. S.R.4.03. In token of complying with G.R. 4.03, Guard shall enter the time in ‘Combined Train Report’ (CTR). 4.04. Time of attendance for train crew.— Every Guard, Loco Pilot and Assistant Loco Pilot shall be in attendance for duty at such place and at such time as may be prescribed by special instructions. S.R.4.04. Loco Pilots, Assistant Loco Pilots, Guards and Assistant Guards should report for duty at such times before the scheduled departure of the trains as the DRM may prescribe from time to time. 4.05. Proper running line.— The Loco Pilot shall take his train along the proper running line. 4.06. Direction of running.— (1) On a double line, every train shall run on the left hand line unless otherwise prescribed by special instructions. (2) If there are two or more parallel lines, the direction in which trains are to run on each line shall be prescribed by special instructions. 98 4.07. Supply of Working Time Table and Schedule of Standard Dimensions.— (1) A copy of the Working Time Table for the time being in force shall be supplied to each station, Guard, Loco Pilot, Inspector of Way or Works, and any other railway servant requiring the use of the Working Time Table during the course of his duties. (2) A copy of the Working Time Table shall, on issue, be supplied to the Commissioner of Railway Safety. (3) A copy of the Schedule of Standard Dimensions for the time being in force shall be supplied to each Inspector of Way or Works and Train Examiner. B. Speed of Trains 4.08. Limits of speed generally.— (1)(a) Every train shall be run on each section of the railway within the limits of speed sanctioned for that section by approved special instructions. (b) The sectional speed sanctioned and permanent speed restrictions shall be shown in the Working Time Table. (c) The Loco Pilot shall observe the sanctioned sectional speed except when either one speedometer in case of electric loco or two speedometers in case of other locomotives are defective. In such cases of defective speedometers, both the maximum permissible speed and booked speed of coaching train shall be reduced by 10 % from the speed otherwise permissible. (2) The Loco Pilot shall.— (a) regulate and control the running of the train according to the Working Time Table, so as to avoid either excessive speed or loss of time, and (b) not make up between any two stations more time than is allowed in this behalf in the Working Time Table, and shall also observe all speed restrictions. (3) When it is necessary to indicate to the Loco Pilot where trains are to run at a restricted speed or where trains have to come to a stop due to the line being under repairs or due to any other obstruction, action shall be taken as specified in Rule 15.09. SR.4.08.1.1. All Passenger carrying trains should run at Maximum Permissible Speed even under normal circumstances, i.e., even when the trains are not running late, subject to observance of permanent / temporary speed restrictions in force. 1.2 All Railway Officers and Inspectors who are concerned with running of trains and maintenance of the track, as well as Guards, shall from time to time check the speed of trains to ensure that Loco Pilots do not exceed the maximum permissible speed limits prescribed for the track or class of locomotive or any lower speed that may be laid down either in the rules or in the permanent or temporary speed restrictions. If it is found that.the authorized speed has been exceeded, they should inform the Loco Pilot at the next stop and submit a report immediately to the DOM and DME/DEE. 99 (AS No.6, dated 25.11.10 – item No.2) – S.R. 4.08.2 deleted. (AS No.8, dated 10.01.12 – item No.7) added S.R. 4.08.2.1: In case both the speedometers of Diesel Loco or one speedometer of Electrical Loco are found defective at crew changing points, the train should not be worked till the speedometers are attended to or Loco to be changed, in case it is not feasible to attend the defective speedometers at that crew changing point. S.R. 4.08.2.2: In case both the speedometers of Diesel Loco or one speedometer of Electrical Loco are found defective during the run, the train should be run with 10% reduction in maximum permissible speed of the train. In this case as soon as the defective speedometers are noticed, message should be given by the LP to the nearest power controller for arranging attention to the defective speedometer or change of Loco at the next crew changing point or earlier, as the case may be. 4.09. Caution Order.-- (1) Whenever, in consequence of the line being under repair or for any other reason, special precautions are necessary, a Caution Order detailing the kilometers between which such precautions are necessary, the reasons for taking such precautions, and the speed at which a train shall travel, shall be handed to the Loco Pilot at the stopping station immediately short of the place where such precautions are necessary, or at such other stations and in such manner, as prescribed under special instructions. (2) Sub-rule (1) does not apply in the case of long continued repairs when fixed signals are provided at an adequate distance short of such place and have been notified to the running staff concerned. (3) The Caution Order referred to in sub-rule (1) shall be on white paper in blue or black font or typed or made out on computers with the words “caution order’ written on top of the form in bold letters of appropriate font size to draw attention distinctly and signed in full. ( See appendix-I) 4.10. Limits of speed over facing points.— (1) The speed of trains over non-interlocked facing points shall not exceed 15 kilometres an hour in any circumstances, and the speed over turn-outs and cross-overs shall not exceed 15 kilometres an hour unless otherwise prescribed by approved special instructions, which may permit a higher speed. (2) Subject to the provisions of sub-rule (1), a train may run over interlocked facing points at such speed as may be permitted by the standard of interlocking. 100 (AS No.5, dated 31.08.10 – item No.6) Modified S.R.4.10.1 The speed over the turnouts having 1:8:5 straight switches should be restricted to 10 kmph for passenger carrying trains and 15 kmph for goods trains. However, on 1:8:5 turn- outs with curved switches of 52/60kg rails on PSC sleepers, the maximum speed permissible over such turn-outs should be 15 kmph both for passenger carrying trains and goods trains. Requisite speed restriction boards, depending upon the type of turn-outs, should be provided at suitable locations for the guidance of Loco pilots. 4.10.2. In case of 1:8:5 symmetrical split with curved switches 52/60 kg including TWS (thick web switch) on PSC sleepers, a maximum speed of 30 kmph is permitted under Approved special instructions. 4.11. Limits of speed while running through stations.–– (1) No train shall run through an interlocked station at a speed exceeding 50 Kilometres an hour, or such less speed as may be prescribed by approved special instructions unless the line on which the train is to run has been isolated from all other lines by the setting of points or other approved means, and interlocking is such as to maintain this condition during the passage of the train. (2) In every case in which trains are permitted to run through on a non- isolated line, all shunting shall be stopped and no vehicle unattached to an engine or not properly secured in accordance with Rule 5.23 may be kept standing on a connected line which is not isolated from the through line. 4.12. Engine pushing.— (1) No engine or self-propelled vehicle shall push any train outside station limits except in accordance with special instructions and at a speed not exceeding 25 kilometres an hour: Provided that this sub-rule shall not apply to a train the leading vehicle of which is equipped with driving apparatus and which may be operated under approved special instructions: Provided further that this sub-rule shall not apply to an engine, assisting in rear of a train, which may be permitted under approved special instructions to run without being coupled to the train: Provided also that no train which is not equipped with continuous vacuum/air brake shall be pushed outside station limits except in case of emergency: Provided further that a ‘Patrol’ or ‘Search-light’ special with one or more vehicles in front of the engine may be permitted to run at a maximum speed of 40 kilometres an hour. (2) For movement of trains outside station limits with engine pushing during night or in thick, foggy or tempestuous weather impairing visibility or where otherwise prescribed by special instructions, the leading vehicle of such trains shall be equipped with the prescribed head light and marker lights except in case of emergency. 101  (3) When trains are worked as described in sub-rules (1) and (2), the engine pushing the load when it is the rearmost or the rearmost vehicle if any, shall carry a tail board or a tail lamp. S.R. 4.12.1.1 No engine may push a passenger carrying train outside station limits except under the following circumstances: i) When a train meets with an accident or in emergency, working of relief trains, transshipping of passengers etc., ii) If it is not possible for the train to proceed further due to floods, breaches, landslides etc. iii) To pick up an injured passenger or a person knocked down by the train, if considered necessary. 1.2 No engine may push a train other than passenger carrying train outside station limits except under the following circumstances: i) In connection with the working of ‘material train’ in accordance with the G.R. 4.62 and Subsidiary Rules there under. ii) Inability of engine to haul the load. iii) Line obstructed and trains required working to and from the point of obstruction. iv) When a train meets with an accident or in emergency working of relief trains, v) If it is not possible for the train to proceed further due to floods, breaches, landslides etc. 2 Once a train enters a block section, normally it should not be pushed back. However, in the circumstances mentioned above, the Guard in consultation with the Loco Pilot can decide to push back the train after the following precautions are taken: 2.1.The Guard/Loco Pilot shall contact Station Masters/SCOR/TPC telephonically and obtain permission to push back. Such permission shall be given only by Station Master of station in rear, supported by a Private Number. This is not applicable for SR 4.12.1.1 (iii). 2.2.1 If Guard / Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, the Guard/Assistant Loco Pilot shall walk to the nearest station. Station Master of the station shall then issue a Caution Order permitting pushing back. Station Master of station in advance shall issue Caution Order only after obtaining permission, supported by a Private Number, from Station Master of station in rear. This permission shall be given only after ensuring the level crossing gates, if any, are closed against the road traffic. This is not applicable for Rule No.4.12.1.1 (iii). 2.2.2 The Guard shall ascertain that the level crossing gates are locked and the hand signals are displayed by the Gateman before proceeding further. The Guard shall be responsible for taking all precautions to warn passengers that the train is pushed back to the station and to prevent accidents to the passengers in the carriages. 2.3 The Guard of the pushing train shall travel in the leading vehicle if it is fitted with a vacuum/air brake valve or hand brake. If the leading vehicle is not so fitted, the Guard shall travel in the nearest vehicle thereto which is so fitted. The speed of the train, when the Guard is travelling in the leading vehicle, shall not exceed 25 KMPH and, in any other vehicle, 8 KMPH. 2.4 The Guard of a pushing train shall keep a sharp lookout while passing through unmanned level crossings, tunnels, bridges, and cuttings and continuously exhibit PHS to the Loco Pilot. 102 2.4.1 The absence of PHS may be due to an obstruction and the Loco Pilot shall stop the train at once. 2.4.2. The Guard shall also continuously whistle to warn the Gangmen, patrolmen/ security patrolmen, OHE staff, telecom staff and any other staff on the way to make them aware about the pushing back of train and to stand clear of the track. 2.4.3. The Loco Pilot shall continuously whistle and keep a sharp lookout, especially in the direction, in which the train is running and be prepared to stop the train short of any obstruction. 3. While pushing back the goods train running without Guard, such of the duties of the Guard as can be performed shall devolve on the Assistant Loco Pilot. 4. While pushing back the goods train without brake van, the Guard shall walk by the side of the track in rear of the last vehicle of the train exhibiting PHS continuously to the Loco Pilot. The Loco Pilot shall observe walking speed on this occasion. (AS No.5, dated 31.08.10 – item No.8) Modified and added 5. When a train is pushed back; it can be received by taking ‘off’ reception signals on single line. On double line, the train can be received by issuing pilot-in memo after setting, clamping and padlocking of relevant points. 4.13. Limits of speed with engine tender foremost.— (1) (a) A passenger train or a mixed train shall not be drawn outside station limits by a steam engine running tender foremost, except- (i) under a written order issued by the authorised officer; or (ii) in a case of unavoidable necessity, to be established by the Loco Pilot. (b) When any such train is so drawn, the speed shall not exceed 25 kilometres an hour, or such higher speed, not exceeding 40 kilometres an hour, as may be authorised by approved special instructions. (2) In cases of unavoidable necessity, goods trains may run with steam engines tender foremost at a speed not exceeding 25 kilometres an hour or such higher speed, which shall, in no circumstances, exceed 40 kilometres an hour, as may be laid down by special instructions. (3) When trains have to be worked with steam engines tender foremost as a regular measure under sub-clause (i) of clause (a) of sub-rule (1) and sub- rule (2), the head light and marker lights as prescribed in Rule 4.14 shall be provided on the tender. C. Equipment of Trains and Train Crew 4.14. Head light, marker lights and speedometer.— (1) A train shall not be worked at night or in thick, foggy or tempestuous weather impairing visibility or in long tunnels, unless the engine carries an electric headlight of an approved design and in addition, two oil or electric white marker lights. (2) An engine employed exclusively on shunting at stations and yards shall, at night or during thick, foggy or tempestuous weather impairing visibility, display such head lights as are prescribed by the Railway Administration, and exhibit two red marker lights in front and in rear. 103  (3) The electric head light on the engine shall be fitted with a switch to dim the light and shall be dimmed - (a) when the train remains stationary at a station; (b) when the train is approaching another train which is running in opposite direction on double or multiple track of same or different gauges; and (c) on such other occasions as may be prescribed by special instructions. (4) In case the electric head light fails or a train has to be worked with the engine running tender foremost in an emergency, the engine shall display the two oil or electric white marker lights referred to in sub-rule (1) pointing in the direction of movement and the train shall run at a speed prescribed by special instructions. (5) In case of defective electric head light of locomotive running in a section provided with reflective type of engineering fixed signal during night or thick, foggy weather impairing visibility, on BG and MG, the Loco Pilot shall work the train cautiously at a speed not exceeding the severest temporary speed restriction imposed in the block section or 40 KMPH, whichever is less. (6) Coaching locos should not be turned out from home shed if the speedometers/recorders are in defective condition. In case of speedometer/recorder becoming defective during the run, the train should run at a speed prescribed by special instructions. S.R.4.14.1. If the electric head light becomes defective en-route during the hours of darkness and/or thick and foggy weather, the Loco Pilot shall ensure that the two buffer beam marker lights are burning and work the train cautiously at a speed not exceeding 40 KMPH and sound the engine’s whistle frequently. The Loco Pilot shall also inform the Station Master of the next block station in advance of the incident so that the latter may inform the SCOR if any. 2.1. Before leaving the loco shed, the Loco Pilot of a train shall ensure that he has the head light on his engine effective. 2.2. The electric head light Fitter on duty at the Loco shed will be responsible for certifying in the register maintained for the purpose that the electric head light equipment is in proper working order and the electric head light is provided with a bulb of not less than 250 watts power. 2.3. The Loco Pilot shall also test the electric head light and satisfy himself that it produces sufficient illumination to enable him to see ahead clearly for a distance of 250 metres or more. 2.4. When there is no electric head light Fitter on duty, the Loco Pilot’s test as prescribed above, shall determine whether the electric head light is effective. 3. If the engine has neither a head light nor marker lights and the train is running through, the Station Master shall send the stop and examine train signal to the station in advance advising the Station Master on the block or control telephone. The Station Master of the other station on receipt of this information will stop the train and find out the reason for the head light and marker lights not burning and instruct the Loco Pilot to switch on the electric head light and marker lights. If the train is scheduled to stop at the station, the same procedure shall be followed by the Station Master before starting the train. 104 4. The electric head light on the engine shall also be dimmed in the following cases –– 4.1. when it is necessary to avoid running into the dazzled cattle, and 4.2. to pick up the light indication of a Distant/Warner, Outer/Home or Gate signal. (AS No.8, dated 10.01.12 – item No.8) 4.14.5 Added 5. In case of speedometer/Recorder becoming defective during the run, instructions laid down in S.R. 4.08.2.2 to be followed 4.15. Tail and side lights.— (1) At night or in thick, foggy or tempestuous weather impairing visibility, no train shall be worked outside station limits unless it has- (a) in the case of an engine with vehicles attached, save in a case to which sub-rule (2) applies, at least one red tail light and two side lights showing red towards the rear and white towards the engine: provided that, provision of side lights on goods trains and electric multiple unit trains may be dispensed with. (b) in the case of a single engine without vehicles attached at least one red tail light; and (c) in the case of two or more engines coupled together without vehicles attached, at least one red tail light affixed to the rear engine. (2) A colliery pilot i.e., a train used for collecting or distributing vehicles in colliery sidings, when working in a block section or in the colliery sidings taking off from a block section, need carry a red tail light only as it enters or leaves the block station, at either end of such block section, provided that special instructions are issued to ensure that no other train is permitted to proceed into the block section until the Guard of the colliery pilot has certified that he has left no vehicle obstructing the block section in which he has been working. (3) When trains may run in the same direction on parallel lines, the side lights mentioned in clause (a) of sub-rule (1) may be arranged in accordance with special instructions. (4) When a train has been shunted for a following train to pass, the tail and side lights mentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special instructions. (5) Within station limits or in a siding, an engine employed in shunting shall have tail lights in accordance with special instructions. S.R.4.15.1. At night, when a train is waiting at a station to give precedence to another train in the same direction, the Guard of the train shall, before the following train is admitted into the station, change the side light adjacent to the line on which the following train is to be admitted to show white towards the rear of the train and red towards the engine, the other side light being left in its normal position i.e., showing red towards the rear and white towards the engine. After the following train has been admitted into the station, the Guard shall immediately put back the side light to its normal position. 2. When vehicles are attached behind the rear brake-van of a train in accordance with S.R. 4.24— 105 2.1. The Guard shall ensure at night or in thick, foggy or tempestuous weather that the tail light of the brake-van is extinguished and instead the tail light, if any is lighted on the rear most vehicle. 2.2. If the rearmost vehicle is provided with the side lights or brackets therefor, the side lights shall be lighted on this vehicle, the side lights of the brake-van being extinguished. 2.3. If there is no provision for side lights on the rearmost vehicle, the side lights, if any, on the nearest vehicle thereto shall be lighted, the side lights of the brake-van being extinguished. 2.4. If there is no provision for side lights on any of the vehicles attached in rear of the rear brake-van, the side lights of the brake-van shall be used. 3. When an Inspection or Officer’s carriage is attached in rear of a train in accordance with S.R. 4.24, the carriage so attached shall be provided with side and tail lights and the Guard shall ensure, that the side and tail lights of the brake-van are extinguished and those on the last carriage are lighted. 4. The provision of side lights on goods trains and EMUs may be dispensed with. 4.16. Tail board or tail lamp.–– (1) In order to indicate to the staff that a train is complete, the last vehicle shall, except as provided for in sub-rule (2), be distinguished by affixing to the rear of it- (a) by day, a tail board of approved design or a red painted tail lamp of approved design which may be unlit, or (AS No.4, dated 11.01.10 – item No.5) Modified (b) by night, as well as in thick, foggy or tempestuous weather impairing visibility during day, a red tail lamp of approved design displaying flashing red light to indicate last vehicle check device, or (c) such other device as may be authorised by special instructions. (2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery sidings when working in a block section or in the colliery sidings taking off from a block section, need carry a tail board or tail lamp or such other device as may be authorised by special instructions, only as it enters or leaves the block station at either end of such block section, provided that special instructions are issued to ensure that no other train is permitted to proceed into the block section until the Guard of the colliery pilot certifies that he has left no vehicle obstructing the block section in which he has been working. (3) In emergencies only, and under special instructions in each case, a red flag may be used in lieu of a tail board or an unlit tail lamp. S.R.4.16.1. The last vehicle of a train shall be indicated by placing a tail board by day and a tail lamp by night or in thick, foggy or tempestuous weather impairing visibility. 2. When an assisting engine is attached in rear of a train, the tail board or tail lamp shall be removed from the last vehicle and fixed behind the assisting engine. 3. The built in red light of SLR/Inspection carriage should be switched off when another vehicle is attached in rear of such SLR/Inspection carriage. It will be the duty of the Guard to ensure that tail lamp/tail board is affixed only in the rear of the last vehicle. 4. A light engine moving in a block section shall have marker lights on, showing red indication in the rear, during day or night. If two or more engines are moving coupled 106 together, the rear most engine should have marker lights on, showing red indication in the rear, during day or night. 5.1. In case of EMU/MEMU/MMTS/DHMU/DMU trains, a red ‘X’ mark on white background on metal flap is provided on either end of formation. The last vehicle of the train is indicated during day by the exhibition of this red ‘X’ mark. To exhibit this red ‘X’ mark, the metal flap has to be kept in open position when the vehicle is worked as last vehicle and it should be kept in closed position when the vehicle is not worked as last vehicle. 2. In the same way, the flashing red light of the built-in tail lamp is the last vehicle indication during night. Guard to switch it ‘on’ when the train starts and switch it ‘off’ when the train terminates. (AS No.5, dated 31.08.10 – item No.9) Modified 3. In case of obstruction on track, guard must exhibit a red flashing hand signal lamp at night or a red flag by day. 4.17 Responsibility of Station Master regarding tail board or tail lamp of passing trains.–– (1) The Station Master shall see that the last vehicle of every train passing through his station is provided with a tail board or tail lamp or such other device in accordance with the provisions of Rule. 4.16. (2) If a train passes the station without such indication to show that it is complete, the Station Master shall- (a) immediately advise the station in advance to stop the train to see that the defect is remedied and to advise whether or not the train is complete, (b) meanwhile withhold the closing of the block section to ensure that no train is allowed to enter the block section from the station in rear, and (c) unless the station in advance has advised that the train is complete, neither consider the block section in rear as clear nor close it. (3) Where in a section, a block proving axle counter or continuous track circuiting between block stations and complete track circuiting of station section excluding non-running lines of the receiving station is installed and is functioning and there is a clear indication of clearance of block section as well as complete arrival of the train as per indication given, if a train passes a station without conforming to the provisions of sub-clause (1) above, the Station Master shall still advise the station in advance to stop the train to see that the defect is remedied and he need not withhold closing of block section in rear as prescribed in clause (b) and (c) of sub-rule (2) in such cases. S.R.4.17.1. For detailed procedure see Block Working Manual. (AS No.4, dated 11.01.2010 – item No.13) Modified 2. On single line/double line/twin single line/multiple line sections when a Station Master observes that a train has passed without tail lamp/tail board, should send train passed without tail board/tail lamp (bell code) signal to station in advance and ‘train divided signal’ to station in rear and shall not close the block section. He shall also take the following precautions to avoid any possible collision in mid-section. 107 2.1. Stop all trains from entering the said block section on adjacent line/lines by putting back all dispatch signals to ‘on’ and/or by showing Stop hand signal and alert the crew by placing detonators. 2.2. Issue a Caution Order to the Loco Pilot and Guard advising the circumstances and to proceed cautiously and be prepared to stop short of any obstruction. 2.3. Advise the Station Master of the station in rear to issue a similar Caution Order to the train which may enter block section on adjacent line/lines from the other end. 2.4. In case if a train has already entered block section on adjacent line/lines, the Station Master shall– 2.4.1. advise the Gateman in section to stop the train and inform Loco Pilot and Guard of the circumstances and/or 2.4.2. keep IBS, if any at ‘on’ and advise Loco Pilot of the circumstances when he contacts on IB phone and 2.4.3. inform TPC in case of electrified section to switch off OHE power supply and advise Loco Pilot of the circumstances when he contacts on emergency phone. (AS No.4, dated 11.01.10 – item No.13) Modified Note: However, at those stations where block proving axle counters or continuous track circuiting between block stations and complete station section, excluding non-running lines of the receiving station, is provided and is functioning and there is a clear indication of clearance of block section as well as complete arrival of train, the divided train bell codes signal i.e. 6 pause 3 need not be given to the station in rear and SM shall not withhold closing of block section in rear, and the precautions mentioned above under 2.1 to 2.4.3 need not be observed 4.18 Means of communication.–– (1) No passenger train or mixed train shall be despatched from any station, unless every passenger carriage is provided with means by which communication can be made with the Guard or the Loco Pilot. (2) Sub-rule (1) shall not apply to - (a) passenger or mixed trains in case of complete or partial failure of vacuum; and (b)such particular trains as may be exempted under approved special instructions. (3) If a Railway Administration is satisfied that mischievous use of the means of communication referred to in sub-rule (1) is prevalent, it may, notwithstanding anything contained in that sub-rule, direct the disconnection, for the time being, of the means of communication provided in all or any of the passenger carriages in any such train. (4) A goods vehicle in which passengers are carried is not a “passenger carriage” within the meaning of this rule. S.R.4.18.1. Whenever the automatic vacuum brake is applied, the Loco Pilot shall bring the train to a stand clear of tunnels, bridges, viaducts, cuttings, catch siding points or other unsuitable place of a similar nature. 2. The Guard shall promptly act according to the circumstance of case. If the chain had been pulled for mischief or for insufficient cause, the Guard shall question the occupants of the carriage and try to find out the name and address of the person who used it. He shall also take the names and addresses of the other persons in the compartment and report the matter at the next important station where the train is booked to stop. The Guard shall record the fact in the CTR and also send a special report to the DRM with full details of the use of communication, the name of the passenger, tickets held by him etc. 4.19. Guard’s and Loco Pilot’s equipment.–– (1) Each Guard and Loco Pilot shall have with him, while on duty with his train, the following equipment- (a) a copy of these rules or such portions thereof as have been supplied to him under Rule 2.01, 108 (b) 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 train is to run, (c) a hand signal lamp, (d) a whistle (for Guards only), (e) a red flag and a green flag, (f) a stock of detonators sufficient to comply with the relevant rules as may be prescribed by special instructions, (g) a first aid box (for Guards of passenger carrying trains only), and (h) such other articles as may be prescribed by the Railway Administration in this behalf. (2) If any Guard or Loco Pilot is not in possession of any article mentioned or referred to in sub-rule (1), he shall report the fact to his superior who shall make good the deficiency. (3) Each Guard and Loco Pilot shall have with him while on duty with his train, two pairs of such spectacles as he is required to wear under medical advice. Note.–– Each Guard and Loco Pilot should also be in possession of a watch in addition to the equipment prescribed in sub-rule (1). S.R.4.19.1.1.The Guard while working a passenger carrying train shall be in possession of the following personal equipment. (1) Hand signal lamp (10.1) Working Time Table (2) Hand signal flags (Green - 1; Red - 2) (10.2) Guard’s Certificate Book (3) Tail lamp/Flashing tail lamp (10.3) Rough Journal Book (4) Tail Boar (10.4) Hand book on G&SR for Loco Pilots (5) First aid box and Guards (6) Detonators - 10 (11) Whistle (7) Washers – 3 (12) Spectacles, if required (AS No.4, dated 11.01.10 – item No.7) S.No. 8 fusee deleted and renumbered (8) Padlocks - 4 (50mm - 2 and 35mm-2) (13) CBC operating Handle key (9) Chain for securing the box (14) Private number book(s) (AS No.5, dated 31.08.10 – item No.11) added (10) Reference books & Stationery (15) universal key for opening and closing Guard’s compartment of SLR (AS No.8, dated 10.01.12 – item No.15) Serial No 15 added 1.2. Equipment of Guards working freight trains: The equipment would be the same as per those working passenger carrying trains except that they need not carry first aid box and Guard’s certificate book but should carry a book of T/609 forms, vacuum gauge and detachable pressure gauge with adapter. 2. Items of personal equipment and stores for Loco Pilots: (1) Hand signal lamp (5.1) Working Time table (2) Hand signal flags (5.2) Hand book on G&SR for Loco Pilots and (Green-1; Red -2) Guards (3) Detonators – 10 (6) One electric head light bulb and one cab light bulb (4) Washers – 5 (7) Spectacles, if required. (AS No.5, dated 31.08.10 – item No.19) (AS No.4, dated 11.01.10 – item No.7) S,No.8 fusee deleted (5) Rough journal book, reference books and stationary (8) CBC operating handle key (AS No.3, dated 16.10.09 – item No.2) 2.1. Assistant Loco Pilot shall be in possession of the following personal equipment, while working a train:- 109 (1) Tri-colour Hand Signal Lamp – 1 No. (3) Working Time Table (2) Hand Signal Flags--Green-1 No.; Red - 2 Nos. (AS No.5, dated 31.08.10 – item No.19) (4) deleted 3. Brakesman shall be in possession of the following personal equipment. - (1) Hand book on G&SR for Loco (6) A carriage key Pilots and Guards (2) Working Time Table (7) Sufficient number of padlocks (3) Ten detonators in a tin case (8) Guard’s memo book (4) Two red flags and a green flag (9) Two pairs of spectacles with the name (5) Hand signal lamp engraved thereon, if required. 4. Brake-van equipment in Coaching Trains originating in South Central Railway should be provided as given below:- 4.1.0. Loading of Brake-van Equipment 4.1.1. The BV Equipment would be loaded at the platform of the primary maintenance station in both SLRs (i.e. Front and Rear SLR), or in some trains three SLRs (i.e., Front, Centre and Rear SLRs) inside a cupboard / cabinet which shall be locked with One-Time Lock (OTL) and sealed jointly by the SE/JE-C&W and Dy.SS. 4.1.1.1. In case of EMU/MEMU, the brake van equipment shall be loaded in Low Tension Compartment in the Motor Coach. In case of DEMU/DHMU, the space available in Driving Trailer Cab shall be utilized for loading the brake van equipment. 4.1.2. All two / three SLRs shall be checked in the return direction at the platform jointly by the SE/JE-C&W and Dy.SS of destination station. 4.1.3. The following in-charges mentioned against item shall arrange for initial loading of BV Equipment in working condition in the dedicated cabinet provided in the SLR. Dy.SS should co-ordinate loading in two / three SLRs on the platform. a) Portable Control Telephone 1set SE/JE-Tele 2/4 wire type as required b) Portable Train lighting equip- 1 set SE/JE-TL ment c) Fire extinguisher 2 Nos. SE/JE-C&W (DCP type) d) Wooden Wedges/Skids 2 Nos. SE/JE-C&W e) Stretcher in good condition 1 No. Dy.SS 4.1.4. After full complement of BV equipment is loaded, SE/JE-C&W shall provide OTL and cover it with rexine pouch, tie with necessary tape / cord and seal the same. 4.1.5. The SE/JE-C&W of train-originating station shall also keep one spare OTL in unlocked condition in the cabinet for use by the Guard en-route, whenever required. 4.1.6. After initial loading and sealing is done, SLRs, shall be continuously monitored on each and every trip both outgoing and incoming rakes by SE/JE-C&W at the Platform and maintain record of the BV Equipment available in the SLRs. 4.2. Painting of details inside SLRs and securing: 4.2.1. On the cabinet containing the BV Equipment are loaded, painting/sticker shall be provided, indicating SLR No., details of BV Equipment with serial number and due date of testing. 4.2.2. Instructions to Guards on usage of OTL should also be painted or pasted in the form of sticker. 4.2.3. Cabinet containing BV Equipment shall be provided with clamping / locking arrangement to facilitate locking with the use of the OTL. 4.2.4. Wire mesh/weld mesh shall also to be provided to see the availability of BV Equipment, to facilitate at the time of handing over / taking over the BV Equipment without having to open the cabinet door. Necessary lighting arrangements inside the 110 cabinet with control switch outside the cabinet shall be provided. New ICF SLRs are turned out with toughened glass windows for the cabinet. 4.3. Procurement of BV Equipment: 4.3.1. The SEs/JEs of concerned Departments and Dy.SS at the primary maintenance station of the rake shall be in possession of the required number of BV Equipment + 10% extra for initial provision in all SLRs of all the rakes primarily maintained at that station. 4.4. Handing over & Taking over charge of BV Equipment: 4.4.1. Dy.SS/TNC of the originating station shall record the intactness and the availability of the BV Equipment/seal in the register specially maintained for this purpose. They shall obtain acknowledgement of the Guard in the register apart from Vehicle Guidance (VG). 4.4.2. Both the incoming and outgoing Guards shall make entries in the VG and the Rough Journal Book, and acknowledge about the intactness of seal and OTL. 4.5. Replacement of OTL & BV Equipment: 4.5.1. In case of seal missing or OTL broken or BV Equipment missing, the Guard of the train shall give a message to the Station Master of the station with a copy to the Station Master of the train originating station indicating the train number, SLR number, missing BV Equipment serial numbers, along with date, location etc. 4.5.2. The Station Master of the originating station in turn shall advise the concerned SEs/JEs for recouping the item/s. 4.5.3. Concerning SE/JE should replace/recoup BV Equipment after testing. 4.6. Due date for replacement / testing of BV Equipment: 4.6.1. Fire-Extinguishers: Replacement shall be done once in a year. Due date shall be stenciled on each fire-extinguisher for easy identification and replacement as and when required. 4.6.2. Portable Telephone: The 2/4 wire telephone will be tested once in six months by SE/JE-Tele. The sticker indicating the due date should be pasted (eg., Due – Nov.06). 4.6.2.1. The practice of issuing PT sets to Guards at the time of signing ON and collecting back while signing OFF will continue. 4.6.3. Portable Train Lightning Equipment: Each box be serially numbered on the cover and inside the EL Box for easy identification. Contents of the EL Box shall be tested once in six months by the SE / JE-TL and the next due date should be written on the sticker. 4.7. No SLR in the formation shall be detached en-route on Traffic account. 4.8. Duties of Guard: 4.8.1. The Guard of the train shall ensure before departure of the train that the BV Equipment is correctly available, OTL is in locked condition and the seal is put on. When the seal is broken, but OTL is intact, the Guard shall advise the Station Master of the originating Station for providing rexine cover and seal. 4.8.2. The cabinet seal containing the BV Equipment shall be broken by the Guard of the train for use during accidents/emergencies. 4.8.3. After usage of the equipment, the Guard shall give a message to the SE/JE – C&W and the Dy.SS of the originating station indicating date, time and place of usage so as to facilitate re-coupement of equipment if required. 4.8.4. He shall also check for its intactness en-route. 4.8.5. Whenever, cabinet/cupboard is opened in emergency, he shall intimate the same to the Dy.SS under a written message. He shall pass a remark on the VG and Rough Journal Book as to where the equipment was taken out; he shall lock the equipment with the spare OTL. 4.8.6. He shall also give a message to the Dy.SS of the originating station for providing the rexine pouch and seal. 4.8.7. He shall obtain the acknowledgement of the Dy.SS of SE/JE-C&W in the VG/ Rough Journal Book at the destination station about the intactness of OTL and seal. 111 (AS No.11, dated 23.01.13 – item No.9) SR 4.19.5 is added 5: Brake van equipment, Loco Pilot / Motorman’s and Guard’s equipment in MEMU/ EMU / DEMU / DHMU trains: 5.1: Brake van equipment The following brake van equipment in working condition shall be loaded in low tension compartment in each motor coach of MEMU / EMU by the MEMU /EMU shed and in the space available in each Driving Power car of DEMU / DHMU by DSL sheds responsible for primary maintenance. In- charges of the sheds are responsible for ensuring the loading of the stipulated equipment in working condition. Stretcher – one Fire extinguishers – two Wedges – two 5.2: Loco Pilot’s equipment Loco Pilot / Motorman shall be in possession of the following equipment while working MEMU / EMU / DEMU / DHMU trains: Red flags – two Green flag – one HS lamp (tri-colour) – one Detonators – Ten Hand book of G&SR for LPs and Guards 5.3: Guard’s equipment Guard shall be in possession of the following equipment while working MEMU / EMU / DEMU /DHMU trains: Red flags – two Green flag – one HS lamp (tri-colour) – one Detonators – Ten Hand book of G&SR for LPs and Guards Portable first aid box – one 4.20. Manning of engine in motion.— (1) Except when otherwise provided by special instructions, no engine shall be allowed to be in motion on any running line unless the Loco Pilot as also the Assistant Loco Pilot are upon it. (2) Subject to the provision of sub-rule (3), in no circumstances shall a person other than the Loco Pilot or a railway servant duly qualified in all respects, drive an engine on any running line. (3) If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant Loco Pilot, if duly qualified, may work the train to the next station cautiously and where the Assistant Loco Pilot is not duly qualified, he shall bring the train to a stop and send a message to the Station Master of the nearest station to make arrangements for a Loco Pilot to take over the train, and for so doing he may take the assistance of the Guard. 112 S.R.4.20.1. Shunters may be allowed to perform shunting inside station limits, but, except under special instructions issued by the DRM, they shall not be allowed to work any train outside station limits. 2. No person must be allowed to work as Loco Pilot unless he is duly qualified in initial/refresher training (both transportation and technical) and holds valid certificate of competency for transportation, issued by the Principal/ZRTI/ MLY and holds valid certificate of competency for technical, issued by DME/P or Sr.DME for Diesel or Sr.DEE/TRSO for Electrical, of the concerned division.The booking official is responsible for complying with this rule. 4.21. Driving an electric train.— (1) In the case of electric trains, the Loco Pilot shall be in the leading driving compartment when the train is in motion or when the train is standing on any running line except as otherwise prescribed in these rules. (2) (a) In the case of a single or multiple unit train, if the driving apparatus in the leading driving compartment becomes defective, the train shall be driven cautiously from the nearest driving compartment which is serviceable; in this event, the Guard shall travel in the leading driving compartment and shall convey the necessary signals to the Loco Pilot, the Guard shall also sound the horn or whistle as necessary and apply the brake in case of emergency and shall be responsible for stopping the train correctly at signals, stations and obstructions. (b) In the case of an electric engine, if the leading driving compartment becomes defective, the train shall be driven from the trailing driving compartment by the Assistant Loco Pilot if he is duly qualified to drive; and the Loco Pilot shall remain in 112(i) BLANK 112(ii) the leading driving compartment, and shall be responsible for the correct operation of the train. (AS No.15,, dated 04.02.15 – item No.1) Add SR 4.21.1 and renumber SR4.21 as SR4.21.2 SR.4.21. 1 All the instruction given under GR.4.21 (1) & (2) which is applicable to electric engine shall also be applicable for working of trains by diesel engine having twin cab. SR.4.21.2 Assistant Loco Pilots may be allowed to drive the engines/trains on certain sections as specified by the DME/DEE (RS) under direct supervision of a Loco Pilot so that in case of emergency the Assistant Loco Pilot can be authorized to drive the train at a restricted speed not exceeding 40 KMPH up to the nearest point where he can be relieved. 4.22. Riding on engine or tender.–– (1) No person other than the engine crew shall be authorized to ride on the engine or tender of a steam locomotive, except in accordance with special instructions. (2) Except as may be permitted by special instructions, no person other than the engine crew shall be authorised to enter any driving compartment of a single or multiple unit train or a train propelled by electric, diesel or petrol engine. (3) No unauthorised person shall manipulate any apparatus contained therein. S.R.4.22. The following persons may travel on the engine provided they are authorised by ‘engine pass’ or orders – 1. Loco Pilot on learning road 2. Guard when no brake-van is provided 3. Traffic staff carrying out shunting operations 4. Inspecting officials on duty 5. Staff specially authorised by DRM or by special instructions. Note: In any case, there shall not be more than five officials/staff including engine crew at any time on the engine except in emergencies as and when specially required. 4.23. Brake-vans.–– (1) No train shall be allowed to enter a block section, unless one or more brake-vans or hand braked vehicles are attached to it, except in emergency or as provided for under special instructions. (2) This rule does not apply to railcars, light engine or light engines coupled together. S.R.4.23.1. No person, except officers of the railway or persons holding brake-van passes or persons specially permitted shall be allowed to travel in the brake-vans. Railway Police Officials may, in cases of emergency, be permitted to travel in the brake-van of goods trains. The number of persons permitted to travel in the brake-van of goods trains, in addition to the Guard, should not exceed 5 (five). However, in emergent cases exception may be made for security staff, police, repair gangs of S&T, medical staff etc. with the prior approval of Sr. DOM of the concerned division. 2. During emergencies when it becomes absolutely necessary to run a train without a brake- van, the following precautions should be observed rigidly: 2.1. The decision to run a train without brake-van will not be taken without specific orders of Sr. DOM/DOM. 113 2.2. Running of trains without brake-van is strictly prohibited during total failure of communications. 2.3. Separate registers shall be maintained in the Control office for this purpose with details of the train viz., dates, train number, from and to station. 2.4. It shall be ensured that the train is provided with continuous and effective vacuum/air pressure from the engine to the rear most vehicle. 2.5. In Automatic Block Section, no train must be allowed to follow until the preceding train which has been allowed to run without brake-van has arrived complete at the next reporting station in advance. 2.6. Guard of the train shall travel in the engine. 2.7. Last vehicle indicator viz., tail board/tail lamp must be invariably fixed on the last vehicle. 2.8. Station Master/ASM/CASM/Switchman/Cabinman will ensure that the train is complete by the last vehicle board/lamp. 2.9. When the train is worked under this system, the station as well as the cabin staff should be particularly alert. When there is a suspicion that the train has not arrived complete, they should draw the attention of the Loco Pilot and Guard by waving a green flag by day or a white light by night up and down vertically as high and low as possible. 2.10. When a train running without brake-van encounters trouble enroute, the following steps which are normal for train operation are required to be taken by the Guard of a train. 2.10.1 The Guard along with Assistant Loco Pilot should check complete train for any hose pipe disconnection or leakage etc. The help of C&W staff or Pointsman should be taken when the vacuum/air pressure trouble occurs within the station limits. 2.10.2 The Guard should arrange to connect the hosepipe, plug the leakage etc., with the help of Assistant Loco Pilot and start his train after ensuring that the vacuum/air pressure trouble has been fully attended to and the requisite amount of vacuum/air pressure is maintained in the locomotive. 2.10.3. The Loco Pilot should regulate the speed of the train depending on the ‘feel test’ conducted by him in the first block section. 4.24. Position of brake-van on train.–– Unless it be otherwise directed by special instructions, one brake-van shall be attached to the rear of the train, provided that reserved carriages or other vehicles may, under special instructions, be placed in rear of such brake-van. S.R.4.24.1. In the case of Express trains, a maximum of 2 coaches may be attached in rear of the rear brake-van (SLR). The vacuum brakes of such additional coaches must be in good working order. When necessary, an Officer’s carriage can also be attached in addition to the 2 coaches in rear of the rear brake-van. These instructions will also apply to passenger trains except that a 4-wheeler carriage is also permitted to be attached. As a special case, on short distance passenger/mixed trains, working within zonal railway, to reduce the unnecessary shunting, SLR can be positioned in the middle of the composition. A maximum of 3 coaches (including an Officer’s carriage) only is allowed in rear of rear SLR on both BG and MG. As far as possible, Officer’s carriage should be kept as the rearmost coach of the train. 2. In the case of goods trains, a maximum of 2 bogies or their equivalents may be attached in rear of the rear brake-van. When an Officer’s carriage is to be attached, it will also be counted within the 2 bogies limit, as prescribed. 3. In the case of Mixed and Goods trains, not worked with vacuum throughout, only an Inspection or Officer’s carriage (bogie or otherwise) fitted with hand brake in good 114 working order, which can be operated by its occupant during the run, may be attached in rear of the rear brake-van, provided that this shall not be permitted except under the written authority of the occupant, who shall be held personally responsible for safe working and for protecting his carriage in case the train parts between his carriage and the rear most brake- van. (AS No.5, dated 31.08.10 – item No.10) Modified 4. Damaged vehicle or damaged engine working of.–– The Station Master may attach a damaged vehicle or damaged engine behind the rear brake-van of goods train during day light and in clear weather on receipt of written advice in duplicate from the TXR or the SSE/LOCO respectively, as the case may be. On sections where no goods trains are booked to run, the damaged vehicle or damaged engine may be attached behind the rear brake-van of a mixed train on the same conditions. A copy of the original advice should be handed over to the Guard of the train for submission along with the CTR. After sunset or if the weather is thick, foggy or tempestuous impairing visibility, the damaged vehicle or damaged engine shall be detached from the train at a station en route and attached again to mixed or goods train during day light hours when the weather is clear. In case the damaged vehicle or damaged engine is detached at a station en route, the Guard of the train shall make over the original advice for attaching the said vehicle or damaged engine to the Station Master concerned for the latter to hand it over to the Guard of the train by which the damaged vehicle or damaged engine is subsequently despatched. Only one such vehicle or damaged engine shall be attached behind the rear brake-van of mixed or goods train. A competent railway servant deputed by the Mechanical department shall accompany the train. Note:- When a damaged vehicle or damaged engine is attached, the provisions of S.R.4.24.2 shall not be applicable. 4.25. Guards.–– (1) Except under special instructions or in an emergency, every running train shall be provided with one or more Guards. (2) The Guard of a running train shall travel in his brake-van, except- (a) in an emergency, or (b) under special instructions. (3) When a train is worked without a Guard, such of his duties as can be performed by the Loco Pilot shall devolve on him as may be specified by special instructions. S.R.4.25.1.1. No person must be allowed to work as Guard in charge of any train unless he is qualified in initial/refresher training at ZRTI/MLY and holds valid certificate of competency (in form No.T.28) issued by the Principal/ZRTI/MLY. The booking official is responsible for complying with this rule. 1.2. Guards in charge of trains shall ordinarily ride in the rear brake-van. Every Assistant Guard when running on a passenger train will normally travel in the front brake-van and will be under the orders of the Guard of the train. 2. Combined Train Report (CTR) 2.1. The CTR on the prescribed form must be filled by the Guard. This form shall be used for every train (except suburban and material trains for which separate forms are provided). In explaining detentions to trains, the cause of each detention must be clearly explained. All irregularities in connection with the working of trains such as absence of signals or improper exhibition of signals, lax working of staff, complaints made by Loco Pilots or the travelling public or accidents must be reported in the CTR. Remarks on the following heads must also be passed at the foot of the CTR–– 115 Time checked with the SCOR, number of inches of vacuum maintained in the brake-van, weather conditions, whether cautious driving observed, condition of the rolling stock and fittings, defects in lighting on the train, correctness of the brake-van, side and tail lamps and other brake-van equipment. In the case of passenger and special trains, the number of the first aid box and portable field telephone must be recorded. 2.2. The Guard of a train must, at the end of each trip, before he leaves the station, make over his CTR to the Station Master for submission to the DRM. Before doing so, he must see that Caution Orders, Line Clear tickets, etc., if any, are obtained from the Loco Pilot and attached to the CTR. 2.3. Station Masters must maintain a register on the prescribed form (to be kept in carbon process) in which particulars of trains run and CTR received should be recorded. One foil will be retained by the Station Master and the other will be sent to the DRM’s office with the CTR daily. In the case of passenger and mixed trains, a copy of the CTR should also be forwarded to the COM. 2.4. Dating of Guard’s CTR and Vehicle Guidance: The advertised departure according to the time table or train ordering message is to be taken as being the date on which a train runs, i.e., if a train is timed to leave a terminal station, for example at 23.20 hours on the 1st, but does not start till, 00.10 hours on the 2nd, it should be shown as a train running on the 1st. 3. Vehicle guidance. 3.1. Vehicle guidance for all Goods, Passenger, Mail and other trains must be entered by the staff at the starting station and handed over to the Guard in charge of the train. The VG at each terminal/starting station must be prepared directly from the Train Clerk’s hand book in which the Train Clerk must record the numbers of each individual vehicle of the train by physical verification. The numbers are not to be copied out from one VG to another. Entries of vehicles attached to a train at intermediate stations must be made by the station staff at those stations. The Guard must obtain the signature of the station staff in the VG for any vehicle detached from his train. 3.2. The VG must be carefully and legibly prepared in ink at the starting station. 3.3. VG for Passenger trains must be sent through to the destination station on this railway. 3.4. VGs for through Goods trains must be prepared in duplicate, one copy must be made over to the Station Master of the last terminal station of the Division for submission to the DRM. The original copy is to go to the destination station. These through VGs are to be transferred from Guard to Guard. Guards handing over through VG will obtain acknowledgement in their ‘memo book’ of having done so; otherwise they will be held responsible if the VGs go astray. 3.5. Before starting, the Guard will be responsible for checking the load on the train with the entries on the VG of wagon numbers, booking and destination stations, type of vehicle (open or covered), four-wheeler, bogies or special types, tare weights, weights of contents and gross weights, etc. 3.6. On arrival at destination, the Guard of an in-coming train will make over the VG to the Station Master or the YM or other Yard staff specially deputed for the purpose, who will sign for the same in the Guard’s memo book. 3.7. The Station Master or the YM will despatch daily VGs for Mail, Express, Passenger, Troop and other Special trains to the COM and for Mixed and Goods trains to the DRM along with a summary on a prescribed form, in separate covers marked Vehicle Guidance, in order that they may be readily sorted out from the rest of the dak. 3.8. The Station Master or the YM will be responsible that VGs are duly received from Guards are sent to the COM or DRM as prescribed in the foregoing para. 116 3.9. When a bogie carriage i.e., (Coaching stock) is attached to a goods train, it should be counted as equivalent to 2 ½ four-wheeler units for the purpose of calculating the vehicle load of the train. (AS No.5, dated 31.08.10 – item No.1.2) Modified 3.10.- The guards of all trains shall be supplied with Walkie-Talkie sets in good working condition and private number sheet(s) by the in-charge Station Masters. The guard of the train shall complete arrival of his train within fouling marks and give his PN to SM on duty as per S.R.14.10.2 or S.R.14.10.3, as the case may be. For this purpose, the list of stations, the number of reception lines at these stations which require the exchange of private numbers by the guard to ensure complete arrival of train within the fouling mark at the respective stations, together with the provision of BPACs, shall be circulated to all concerned under acknowledgement and through SOB. 4. Running of goods trains without Guard: Running trains without Guard should be avoided as far as possible. However, in exceptional circumstances, only goods trains may be run without Guard with the specific orders of Sr.DOM and a record of such orders shall be maintained in respective control office in a separate register. In case trains are run without Guard, such of the duties of the Guard as can be performed by the Loco Pilot, shall devolve on the Loco Pilot and Assistant Loco Pilot. The following precautions should be taken in all such cases.–– 4.1. It should be ensured that the train is provided with continuous vacuum/air pressure from the engine to the rearmost vehicle, which may be a brake-van. If no Guard is provided either at an intermediate point or the crew changing station, the Loco Pilot on being informed by the Station Master, shall examine the brake power of the train and ensure that the rear-most four pistons are in proper working order. Before signing the BPC, the Loco Pilot shall ensure that the required amount of vacuum/air pressure is provided in the brake-van. Vacuum gauge/air pressure gauge shall be provided by the originating station. 4.2. Last vehicle indicator must be made available to the Loco Pilot and it shall invariably be fixed to the tail end of the rear-most vehicle by the Loco Pilot. The tail lamp is essential in running such a train in the night time. 4.3. Caution Order shall be issued to the Loco Pilot by Station Master with necessary endorsement stating that the train is to run without Guard and SCOR shall also be advised of the fact under exchange of Privates Numbers, who will inform the stations en route. The Station Master on getting the train number, will inform the end cabins, where provided and Gatemen of all the LC gates enroute provided with telephonic communication accordingly under exchange of Private Numbers. 4.4. The Station Master of the block station controlling the IBS, on becoming aware that the train is running without Guard, shall not dispatch a train in rear of this train up to IBS unless the goods train without Guard reaches the station ahead. 4.5. When such a train stops at a station, the Station Master/Switchman/Cabinman shall ensure that the train has arrived complete and is standing clear of the fouling mark. 4.6. During tempestuous weather, total interruption of communications and single line working on double line section, running of trains without Guards is strictly prohibited. 4.7. Extra detonators should be carried by the Loco Pilot who shall be responsible for protection of the train. 4.8. When such a train is stopped between stations on account of accident, failure, obstruction or other exceptional cause and the Loco Pilot finds that this train cannot proceed further, he shall immediately protect the train as per G.R. 6.03. While going for protection, care shall be taken that loco is not deserted if it is on rails. 4.9. In Automatic Block territory, no train shall be allowed to follow until the preceding train which has been allowed to run without Guard, has arrived complete at the next reporting station in advance. 117 4.10. When a train running without Guard encounters vacuum/air pressure trouble en route, the following steps are required to be taken by the Loco Pilot /Assistant Loco Pilot.–– 4.10.1. The Assistant Loco Pilot should check complete train for any leakage, hose pipe disconnections etc., and attend to it. The help of C & W staff or Pointsmen shall be taken when the vacuum/air pressure trouble occurs within station limits. 4.10.2. The Assistant Loco Pilot should also ensure that all the cut-off angle cocks of air braked wagons are in open condition except the rear angle cock of rear most vehicle and the front angle cock of the train engine. 4.10.3. The Assistant Loco Pilot should ensure the vacuum/air pressure continuity by operating the brake-van valve/cut-off angle cock of the last vehicle. 4.10.4. The Loco Pilot should regulate the speed of the train depending on the ‘feel test’ conducted by him in the first block section. Note:1. Running of passenger carrying trains without Guard should not be permitted. 2. Running of goods train without Guard should not be permitted if the last vehicle is not brake-van. 3.Whenever coaches/saloons not carrying any passengers, up to a maximum of two (2) are required to be moved from one station to other, it is sufficient if the last vehicle of the train is provided with tail board/tail lamp and no Guard is required to work. Such movement shall be permitted only between Hyderabad – Secunderabad – Kachiguda and between Vijayawada – Guntur. While working in Automatic Block section territories, para 4.9 shall be adhered to. 5. 1. Every Guard should be given three trips including one night trip from 20.00 hrs to 06.00 hrs for road learning (three to and fro) for familiarizing himself with the sections on which he is rostered for duty. 5.2. On hill and ghat sections, the Guard shall operate minimum of six trips including two night trips from 20.00 hrs to 06.00 hrs for road learning (six to and fro) for familiarizing himself with hill and ghat sections. 4.26. Couplings.–– No vehicle that is not fitted with a coupling or couplings of approved pattern shall be attached to any train. D. Vehicles and Cranes 4.27. Cranes.–– (1) No travelling crane shall be attached to a train until it has been certified by a duly authorised person that it is in proper running order, and with a dummy truck for the jib, if necessary. (2) When a crane is to work on any line provided with electric traction or any line adjacent to it, the procedure and precautions as laid down under special instructions shall also be followed. 4.28. Loading of vehicles.–– (1) No wagon or truck shall be so loaded as to exceed the maximum gross load on the axle fixed under sub-section (1) of section 72 of the Act, or such varied carrying capacity if any, as may have been prescribed by the Railway Administration under sub-section (4) of the said section. (2) Except under approved special instructions, no vehicle shall be so loaded as to exceed the maximum moving dimensions prescribed from time to time by the Railway Board. (3) When a load in a truck projects to an unsafe extent beyond the end of a truck, an additional truck shall be attached to act as a dummy. 118  (4) The Guard shall, unless this duty is by special instructions imposed on some other railway servant, carefully examine the load of any open truck which may be attached to the train, and if any such load has shifted or requires adjustment, shall have the load made secure or the truck removed from the train. Note: Section 72, referred in para (1) of GR 4.28 is section of the Railways Act, 1989. S.R.4.28. Trucks loaded with girders, machinery, long timber etc. shall be inspected by the Guard at stopping stations and if the fastenings have slackened or the loads shifted, they shall be re-secured before the train is allowed to proceed or else the trucks detached. 4.29. Damaged or defective vehicles.–– (1) No vehicle which has been derailed shall run between stations, until it has been examined and passed by a competent Train Examiner: Provided that in case of a derailment between stations, the Loco Pilot may, if the vehicle has been re-railed and if he considers it safe to do so, take such vehicle to the next station at a slow speed. (2) If a Guard or Station Master has reason to apprehend danger from the condition of any vehicle on a train before it can be inspected by a Train Examiner, the Loco Pilot shall be consulted, and if he so requires, the vehicle shall be detached from the train. S. R. 4.29.1. If an axle box of a vehicle is found running hot at a station, where the C&W staff are not provided, the vehicle shall be detached from the train. 2. In case an axle box is found running hot between stations, the train shall be brought to a stand immediately and the axle box examined by the Loco Pilot after opening the axle box face plate. The Loco Pilot should attend to the axle box and exercise his discretion with regard to the restricted speed at which it is safe for the vehicle to run. On arrival at the next station the vehicle shall be detached from the train. 3. The Station Master receiving advice of a hot axle vehicle on a train shall receive it on the Main Line. If he is unable to do so, he shall bring the train to a stop outside the FSS before admitting it on any other line. After the arrival of the train at the station, the hot axle vehicle shall be examined by the C&W staff, where provided or by the Loco Pilot of the train. The wagon shall be detached if considered unsafe to run. 4. When the Station Master receives advice of a vehicle on a train whose running gear is in any way considered dangerous, he shall bring the train to a stop outside the FSS and the train shall be thoroughly examined before being admitted into the station yard. 5. In the event of any vehicle derailing or meeting with an accident, no repairs, except those absolutely necessary, shall be carried out. No such vehicle shall be worked away from the station at which the accident took place or to which it has been brought for stabling from the accident spot except with the permission of the DRM, as it is important, in the event of any enquiry, to have the vehicle as near the scene of the accident and in the same condition as possible. The vehicle, before being moved with the permission of the DRM, shall be examined and certified by the TXR as ‘fit to run’. 6. When a vehicle has been detached from a train due to defect or damage, the nearest TXR shall be advised. This vehicle shall be stabled and secured separately. Unnecessary shunting with or against such vehicle shall be avoided. The vehicle shall not be accepted again for traffic use or worked away from the station until certified fit by the TXR. 119  E. Precautions before Starting Train 4.30. Loco Pilot and Guard to examine notices before starting.–– Every Loco Pilot and Guard before starting with a train shall examine the notices issued for their guidance, and ascertain therefrom whether there is anything requiring their special attention on that section of the Railway over which they have to work. S.R.4.30. All Loco Pilots and Guards shall acknowledge the relevant orders issued for their guidance and special attention on the section over which they are working. The Loco Pilots shall in addition assimilate information displayed on the illumination boards in the Loco sheds. 4.31. Examination of trains before starting.–– When a train is examined by a Train Examiner at a station, the Station Master shall not give permission to start the train until he has received a report from such examiner to the effect that the train is fit to proceed and has the prescribed brake power. S.R.4.31.1. At all train starting stations as well as at all train examining stations enroute, the TXR on duty shall, after examining a train, issue to the Station Master a ‘fit to proceed’ certificate in the prescribed form in accordance with the instructions issued by the DRM. 2. When a vehicle has been detached from a train due to defect or damage, the TXR concerned shall at once be advised. Such vehicle shall not be accepted again for use until the TXR issues ‘fit memo’ in a prescribed form. 3. Loco Pilots and Guards shall ensure before starting their trains that the minimum prescribed level of vacuum (given in the following table) is available on the locomotives and brake-vans respectively. In other words, Loco Pilots shall ensure that the prescribed level of vacuum has been obtained in the locomotives and Guards shall ensure that the prescribed level of vacuum has been obtained in their brake-vans. Type of Engine Brake-van Average Service M/E 53 47 50 Passenger 50 44 47 Goods 46 38 42 Whenever a coaching train runs initially on passenger and subsequently on express services, vacuum levels on such rakes will be maintained as those prescribed on M/E trains. 4. The Fit to proceed (Brake power certificate - RS 6) must be possessed by the Loco Pilot of the train till the train completes its journey. (AS No.9, dated 17.07.11 – item No.8) SR 4.31.5 is Modified 4.31.5 At the stations after loading/unloading, or tippling(where there is no TXR), or while clearing stabled stock from a station or in case of invalid BPC, the GLP check shall be conducted as per the check list given below. Other instructions as contained in JPO on freight train examination issued from time to time shall be followed. When a train is ordered without guard and GLP check is necessary the Loco Pilot is completely responsible for conducting GLP check. However, one Pointsman from the station shall be deputed to assist the Loco Pilot in conducting GLP check. Note.–– The time prescribed for Guard and Loco Pilot (GLP) check of train consisting of 60 units is 30 minutes When the train is ordered without guard, if GLP check is necessary and Loco Pilot is alone conducting GLP check, 60 minutes time is allowed for a rake consisting of 60 units. (Unit may be a 4 wheeler or 8 wheeler). 120 A. GLP (Guard & Loco Pilot) check list: 1. Rake integrity is not disturbed by ten or more than 10 FWUs. Only intensively examined wagons given fitness by train examining staff may be attached. 2. All CBCs and air hoses are properly coupled and locked. 3. All the angle cocks are in open condition. 4. The last Angle cock is in closed condition. 5. Empty/Load device handle is in proper position. 6. There are no loose fittings/hanging parts like push-pull rod, brake beam, safety brackets, brake blocks and operating handle etc., which may endanger safe running of the train. 7. There are no broken or displaced springs. 8. There are no displaced elastomeric pads. 9. Hand brakes are released. 10. Doors of wagons closed and secured. 11. Ensure visually that there is no excessive body bulging, which is dangerous. 12. Any symptoms of Hot axle like de-colorization of bearing, heavy grease oozing, breakage of axle box cover plate, end plate etc. 13. Any other abnormality noticed which may endanger the safety and action taken. 14. Continuity of brake pipe pressure is confirmed before starting the train. 15. Efficacy of Brake power. 16. Brake Power percentage. B. Guard and Loco Pilot shall prepare a memo jointly on a plain sheet in triplicate indicating the brake power and deficiency, if any, and shall append their signatures and both of them shall retain a copy of the same. Guard should obtain the endorsement of SM/YM on two copies of joint memo and hand over the third for the record of SM/YM. SM/YM will inform the section controller after making the endorsement on the joint memo and obtain clearances for the train to move. C. Pro-forma for joint check by the Loco Pilot and Guard 1. Date Station: 2. Train No. and Loco No. 3. From….To………….. 4. BPC No., date & station of issue 5. Loaded at or tippled at 6. Time of Locomotive attached 7. Total Load. 8. Brake power percentage. 9. Continuity test conducted. Signature of Loco Pilot Signature of Guard (Name of Loco Pilot) (Name of Guard) (AS No.4, dated 11.01.10 – item No.15) Modified 4.31.6. Whenever train engine is changed, brake continuity test from engine to last vehicle should be conducted and it should be ensured that the requisite amount of vacuum/air pressure is obtained in loco and brake-van. The same shall be recorded by the Loco Pilot and Guard in their rough journal book / reference book and confirm to each other through walkie-talkie. 121  4.32. Examination of train by Loco Pilot.–– The Loco Pilot shall, before the commencement of the journey and after performing any shunting en route, ensure – (a) that his engine is in proper working order, (b) that the coupling between the engine and the train is properly secured, and (c) that the head light and marker lights as prescribed in sub-rule (1) of Rule 4.14 are in good order, and these are kept burning brightly, when required. S.R.4.32. Loco Pilots shall personally ensure that the coupling and the hose pipe connection between the engine and the train are properly connected up. 4.33. Examination of single and multiple units by Loco Pilot.–– When coupling single or multiple units or coaches of any such units together, the Loco Pilot shall be responsible for observing that all electrical couplings are properly made. After all couplings have been made, the Loco Pilot while taking over the complete train shall satisfy himself that the control and power apparatus and brakes of the complete train are in proper and prescribed working order. 4.34. Duties of Guard when taking over charge of a train.–– The Guard when taking over charge of a train shall satisfy himself, before the train is despatched – (a) that the train is properly coupled, (b) that the train is provided with the prescribed brake power, (c) that the train carries tail board or tail lamp and side lamps and that such lamps are lighted and kept burning brightly, when required, (d) that the appliance, if any, for communication between the Guard and the Loco Pilot, is in proper working order, and (e) generally that, as far as he can ascertain, the train is in a state of efficiency for travelling. S.R.4.34.1. In the case of a passenger carrying train worked throughout with the vacuum brake, the Guard shall not give the signal to start at the train starting station or at a station at which vehicles have been attached or detached, until he has satisfied himself that prescribed vacuum as shown in SR. 4.31.3 is available on vacuum gauge in the rear brake-van. If prescribed vacuum cannot be maintained, the train shall not be started until the fault is rectified and if the fault cannot be rectified, the defective engine or vehicle shall be detached. 2. The Guards shall ensure that the marshalling on trains is in accordance with the instructions in force. 3. Guards of all goods trains (including material trains) before starting shall examine the side and end doors of all stock that open outwards and ensure that all such doors are properly secured or locked in the closed position so that they cannot swing out. In case of wagons whose doors cannot be secured and locked in the closed position, they shall be secured in the open position and hooks put on so that they will not swing out. 4. When taking over charge of a train and before signing the BPC, the Guard of a train shall ensure that the TXR has signed in the BPC form that: (i) The doors of all carriages and wagons are in proper working order and can be closed and fastened. 122  (ii) Vestibule connections are properly secured and the doors, when necessary, are locked and bolted. (AS No.8, dated 10.01.12 – item No.16) added 5. For coaching trains, at originating station, the TXR staff shall close the doors of Guard's compartment (if it is not leased) and luggage portions (if it is not leased or not loaded with parcels) of front / middle SLR and lock with Universal lock. TXR to make an endorsement on BPC to this effect 4.35. Starting of trains.–– (1) A Loco Pilot shall not start his train from a station without the authority to proceed. Before starting the train, he shall satisfy himself that all correct fixed signals and, where necessary, hand signals are given and the line before him is clear of visible obstructions and the Guard has given the signal to start. (2) The Guard shall not give the signal for starting the train unless he has received the permission of the Station Master to start, in the manner prescribed by special instructions. (AS No.14, dated 05.12.2014 – item No.2) Modified “(3) The Guard shall not give the signal for starting unless he has satisfied himself that, except in accordance with special instructions, no person is travelling in any compartment or vehicle or roof of the vehicle not intended for the use of passengers.Guard, Loco Pilot or Assistant Loco Pilot shall take help, if necessary from Government Railway Police, Railway Protection Force and Station Staff to remove the unauthorized persons from the compartment or vehicle or roof of the vehicle.” (4) The Station Master shall see, before he gives the Guard permission to start a train, that all is right for the train to proceed. (5) The permission of the Station Master referred to in sub-rule (2) may be dispensed with in case of suburban trains on such sections of a railway as may be specified by special instructions. (6) When permission of the Station Master to start has been dispensed with under sub-rule (5) or at a station where no Station Master is posted, the Guard shall see, before giving the starting signal, that all is right for the train to proceed. S.R.4.35.1. The Station Master shall give permission to start a train only when the following conditions are fulfilled–– 1.1. Line Clear has been obtained from the station in advance. 1.2. Correct Starter signal has been taken ‘off’ or where required ‘starting permit’ has been sent to the Loco Pilot. 1.3. The LSS has been taken ‘off’ on the double line/single line tokenless areas and authority to proceed has been sent to the Loco Pilot on single line token sections. 2.1. When a train carrying passengers is due to leave and all work in connection with it is completed, the Station Master shall give permission to the Guard to start the train in the following manner – 2.1.1. At important junction stations provided with public address system as stipulated in the Station Working Rules. 2.1.2. At all other stations by ringing the station bell as follows –– 2 beats for starting a Down train, 3 beats for an Up train and 4 beats for a Branch line train. 2.2. At terminal, junction, engine changing and refreshment room stations, there shall be a warning bell 5 minutes before the starting time. At stations provided with refreshment rooms, the passengers shall be warned by means of a warning bell before the starting bell is given. 123 3. On receipt of Station Master’s permission to start the train and when all the work in connection with the train is completed, the Guard shall sound his whistle and display a green flag by day and a green light by night to the Loco Pilot to start his train. If there is a Brakesman on the train, the Guard shall give the starting signal to the Loco Pilot only after getting a green hand signal from the Brakesman. 4. At all stations except those provided with public address system, sharp continuous beats shall be given on the station bell to announce the approach of a stopping train. 4.36. Guard to be in charge of train.–– After the engine has been attached to a train, and during the journey, the Guard or (if there be more than one Guard) the Head Guard shall be in charge of the train in all matters affecting stopping or movement of the train for traffic purposes. In the case of any self-propelled vehicle, such as a motor coach without a trailer and unaccompanied by a Guard, the duties of the Guard shall devolve on the Loco Pilot. S.R.4.36. Guard shall report to the Station Master of the next station, any stoppage or other irregularities in train working record the details in the CTR and send a special report to the DRM. 4.37. Subordination of Guards in station limits.–– When a train is within station limits, the Guard shall be under the orders of the Station Master. 4.38. Assistant Loco Pilots to obey Loco Pilots.–– The Assistant Loco Pilots shall obey the lawful orders of their Loco Pilots in all particulars. 4.39. Loco Pilot to obey certain orders.–– After an engine has been attached to a train and during the journey, the Loco Pilot shall obey- (a) the orders of the Guard, in all matters affecting the starting, stopping or movement of the train for traffic purposes, and (b) all orders given to him by the Station Master or any railway servant acting under special instructions, so far as the safe and proper working of his engine will admit. F. Duties of Staff Working Trains during Journey 4.40. Loco Pilot and Assistant Loco Pilot to keep a good look-out.–– Every Loco Pilot shall keep a good look-out while the train is in motion, and every Assistant Loco Pilot shall also do so when he is not necessarily otherwise engaged. S.R.4.40.1. The Loco Pilot and Assistant Loco Pilot shall identify each signal, call out the aspects of the signal to each other. They shall also call out similarly when the train approaches the engineering indicator boards which serve the purpose of reminder to the Loco Pilot that he is approaching engineering speed restriction spot. 2. When in doubt regarding any infringement to the safe running of train, the Loco Pilot shall stop short of the infringement and proceed only after satisfying himself that it is safe for him to proceed. 124 4.41. Loco Pilot and Assistant Loco Pilot to look back.–– The Loco Pilot and the Assistant Loco Pilot shall look back frequently during the journey to see whether the train is following in a safe and proper manner. S.R.4.41.1. At night, the Loco Pilot and the Assistant Loco Pilot shall frequently look back on the run and verify that the side lights are burning in terms of G.R. 4.15. If the side lights are not visible, the Loco Pilot shall call the attention of the Guard by giving two short sharp whistles. If the train is complete and if only the side lights are not burning or not provided, the Guard shall acknowledge by showing a green hand signal. 2. The Loco Pilots/Assistant Loco Pilots have to pay special attention after passing permanent way gangs on line or a manned level crossing gate to see whether any danger signal is being exhibited by them, warning the Loco Pilot /Assistant Loco Pilot of a danger of an accident. 4.42 Exchange of signals between Loco Pilot, Guard and station staff.–– (1) The Loco Pilot and the Guard of a train shall exchange signals with each other, at such times and in such manner as may be prescribed by special instructions. (2) The Loco Pilot and the Guard of a train shall, while running through a station, look out for and, except under special instructions, acknowledge the ‘all-right’ signals which the Station Master and such other staff at the station as may be specified by special instructions shall give if the train is proceeding in a safe and proper manner. If the train is not proceeding in a safe and proper manner, the Station Master or the other staff shall exhibit a Stop hand signal on receipt of which the Guard and the Loco Pilot shall take immediate steps to stop the train. S.R.4.42.1. Exchange of ‘all-right’ signals. 1.1. The ‘all-right’ signal is given by holding out the green flag horizontally by day and by waving the green light horizontally by night. This signal shall normally be exchanged on the platform side unless the track is on a curve and signals cannot be seen from that side. When a train starts after stopping outside the station limits, the signals shall be exchanged on the left hand side, unless the track is on a right hand curve, in which case signals shall be exchanged from the other side. 1.2. The Loco Pilot may depute the Assistant Loco Pilot to exchange ‘all-right’ signals on his behalf. 2. Exchange of ‘all-right’ signals between the Guard and the Loco Pilot. To ensure that the Guard is in his brake-van and that the train can proceed, ‘all-right’ signals shall be exchanged between the Guard and the Loco Pilot as detailed below.–– 2.1. When a train starts after stopping at a station. 2.2 When a train starts after stopping between stations. 2.3. When a train runs through a station. 2.4. While passing through ghat section. 2.5. When approaching important girder bridges. 2.6. When the last vehicle of the train has cleared the restricted length i.e.Caution order spot. (AS No.9, dated 17.07.11 – item No.2) SR 4.42.2.7 added 2.7: After clearance of the loop line cross-over points, when a train passes through loop lines at a station. In the case of clauses 2.1. and 2.3. above, the ‘all-right’ signals shall be exchanged until the engine has passed the Advanced Starter, except in case of longer loads where the 125 Guard’s hand signals cannot be seen for some reason or other, the Loco Pilot must exercise utmost vigilance and be guided by the signals exhibited by the Station Master and the Cabin staff and thereby satisfy himself that it is safe to proceed. If the Loco Pilot does not get the signal from the Guard or the Station Master and the Cabin staff, he shall stop the train and ascertain the cause. 3. When a train starts after stopping at a station. 3.1. Where there is a Brakesman on the train he shall, as soon as his work is completed, show a green hand signal to the Guard and the Guard will give the starting signal to the Loco Pilot only after getting this signal from the Brakesman. Under no circumstances should the Loco Pilot start his train on the Brakesman’s signal and should do so only on receiving a green signal from the Guard. The only signal that the Loco Pilot will obey from the Brakesman is a Stop hand signal. 3.2. When a train starts after stopping at a station, the Guard shall look back and satisfy himself that no Stop hand signal is given by any of the station staff as a warning that there is anything wrong with the train and that the train is complete. He shall then exchange the ‘all- right’ signal with the Loco Pilot of the train. The Loco Pilot shall acknowledge it by giving a long whistle in addition to exchanging the signals with the Guard of the train. 4. When a train starts after stopping between stations. The Guard shall give the usual starting signal and the Loco Pilot shall acknowledge it by giving one long and one short whistle and start the train. After the train has started the Guard and the Loco Pilot shall exchange the ‘‘all-right’’ signals as indicated in para 1. If the Loco Pilot does not get the signal from the Guard, he shall give two short whistles and if there is no response, he shall stop the train to ascertain the cause. 5. When a train runs through a station. 5.1. When a train runs through a station, the Station Master shall exhibit ‘all-right’ signals to the train himself standing on the platform side, if all is right for the train to continue the journey. Similarly the Cabin Assistant Station Master or SWM or Cabinman shall exhibit ‘all- right’ signal from the cabin except as provided for in sub clause 5.4 below. A competent railway servant in proper uniform shall be deputed for showing ‘all-right’ signal from off side. While running through a station the Loco Pilot and the Guard shall be on the look-out for such signals. In case the Loco Pilot and the Guard do not receive such a signal, they shall exercise extra caution to ensure that all is right for the train to run through. Failure on the part of the station staff to display the signal shall be reported in the CTR. 5.2. If anything unusual is noticed during the passage of the train such as, goods falling off, vehicle on fire, hot axle box or other mishap likely to foul or obstruct the railway line, the Station Master or Cabin Assistant Station Master or Switchman or Cabinman shall show a Stop hand signal to stop the train. In case it is not possible to stop the train by the exhibition of a Stop hand signal and/or information received from Loco Pilot and/or Guard, who have noticed the unusual in the passing train either at station or mid section, as in the case of SR 4.42.8, he shall at once (i) advise the Gateman in section to stop the train and inform Loco Pilot and Guard of the circumstances and/or (ii) keep IBS, if any at ‘on’ and advise Loco Pilot of the circumstances when he contacts on IB phone and/or (iii) inform TPC in case of electrified section to switch off OHE power supply and advise Loco Pilot of the circumstances when he contacts on emergency phone and/or (iv) advise the station in advance to stop and examine the train. 126 Till such time the affected train arrives complete at the station in advance, the Station Master/Cabin Assistant Station Master/ Switchman on either end of the block section shall not allow any train or trains running on adjacent line or lines to enter the section. Thereafter the trains may be permitted to enter the section after advising the Loco Pilots of the circumstances and warning them through a Caution Order to keep a sharp look-out. Issuing of Caution Order shall be discontinued only when it has been ascertained that the block section is free from obstruction. 5.3. On the double line section when two trains are running through the station at the same time, the Station Master on duty will exchange ‘all-right’ signal with the Guard and t