Chapter 3: Signals PDF

CHAPTER III SIGNALS A. General Provisions 3.01. General use of signals.–– The signals prescribed in these rules shall be used for controlling the movement of trains in all cases in which exceptions are not allowed by approved special instructions. 3.02. Kinds of signals.–– The signals to be used for controlling the movement of trains shall be - (a) fixed signals, (b) hand signals, (c) detonating signals, and (d) flare signals. 3.03. Use of night signals by day.–– The signals prescribed in these rules for use by night shall also be used by day in tunnels and in thick, foggy or tempestuous weather impairing visibility. 3.04. Placing of signals and signal arms; painting of signal arms.–– (1) Fixed signals shall be clearly visible to the Loco Pilots of trains approaching them and shall be placed immediately to the left of or above the line to which they refer unless otherwise authorised by special instructions. (2) In the case of semaphore signals, signal arms shall be placed on left hand side of the post as seen by the Loco Pilot of any approaching train to which they refer. (3) (a) Except as provided for in clauses (b) and (c), signal arms shall be painted the same colour as the light exhibited in the ‘on’ position with a white bar on the side facing trains to which they refer and white with a black bar on the other side. Such bars shall be parallel with the end of the arms. (b) In the case of a yellow arm, a black bar shall take the place of the white bar on the side facing trains. (c) Calling-on arms shall be painted white with a red bar on the side facing trains to which they refer, and white with a black bar on the other side. (AS No.9, dated 17.07.11 – item No.1) SR 3.04 is added SR 3.04: Under special instructions where ever any signal is located on right side of the track, that signal post shall have an arrow showing the line to which the signal is referred. 12 B. Description of Fixed Signals 3.05. Use of fixed signals.–– (1) Except under approved special instructions, all railways shall be equipped with fixed signals as prescribed in these rules. (2) The aspects of a semaphore signal shall be displayed by the position of the arm by day and by a light or lights by night. Note.– In the illustrations given in this Chapter, which are not drawn to scale, the day aspect of the semaphore signals is shown by the position of the arm and the night aspect is shown by the light or lights to the right of the signal concerned. (3) The aspects of a colour light and position light signal both by day and by night shall be the same and shall be displayed by fixed light or lights. (4) The arm of a semaphore signal shall work in - (a) the lower quadrant in two-aspect signalling, and (b) the upper quadrant in manually operated multiple-aspect signaling. (5) The ‘off’ position of a semaphore signal shall be displayed by day by the inclined position of the arm from 450 to 600 below the horizontal in case of two-aspect lower quadrant signals, and 450 or 900 above the horizontal in case of multiple-aspect upper quadrant signals. S.R.3.05. The approved special instructions required by G.R. 3.05 (1) shall be embodied in the SWR. 3.06. Description of Warner signals and their indications.–– (1) A semaphore Warner signal has a fish-tailed arm. (2) A Warner signal is intended to warn a Loco Pilot - (a) of the condition of the block section ahead, or (b) that he is approaching a Stop signal. (3) A Warner signal may be placed either- (a) on a post by itself with a fixed green light 1.5 to 2 metres above it by night, or (b) on the same post below the first Stop signal or the last Stop signal. (4) When placed in accordance with clause (b) of sub-rule (3), the variable light of the Stop signal shall take the place of the fixed green light of the Warner signal and the mechanical arrangement shall be such that the Warner signal cannot be taken ‘off’ while the Stop signal above it is ‘on’. (5) The aspects and indications of a semaphore Warner signal are shown below:– 13 (a) Semaphore Warner signal in Two-Aspect Signalling Territory –– on a post by itself ‘On’ position ‘Off’ position ASPECT: Proceed with Proceed caution Indication: Proceed with Proceed caution and be prepared to stop at the next Stop signal 14 (b) Semaphore Warner signal in Two-Aspect Signaling Territory — below a Stop signal ‘On’ position ASPECT: Stop Proceed with Caution Indication: Stop dead Proceed with caution and be prepared to stop at the next Stop signal. 15 Semaphore Warner signal in Two-Aspect Signaling Territory — below a Stop signal ‘Off position’ ASPECT: Proceed Indication: Proceed 16 (6) The aspects and indications of a colour light Warner signal are shown below: (a) Colour light Warner signal in Two-Aspect Signalling Territory — on a post by itself ‘On’ Position ‘Off’ Position ASPECT: Proceed with caution Proceed Indication: Proceed with caution Proceed and be prepared to stop at the next Stop signal 17 (b) Colour Light Warner signal in Two-Aspect Signalling Territory—below a Stop signal ‘On’ position Off’ position ASPECT: Stop Proceed with caution Proceed Indication: Stop dead Proceed with caution Proceed and be prepared to stop at the next Stop signal (7) A Warner signal with a fixed green light above it by night, on a post by itself, shall be located at an adequate distance in rear of the Stop signal, the aspect of which it pre-warns: Provided that when such a Warner signal applies to a gate Stop signal, it shall not display the ‘Proceed’ aspect unless there is adequate distance between the gate Stop signal and the first Stop signal of the station ahead. The adequate distance in such a case shall never be less than 1200 metres. 18 (8) Where special circumstances justify the use of an unworked Warner, it shall be secured in the ‘on’ position and not be coupled or duplicated for directing purposes. 3.07. Description of Distant signals and their indications— (1) A semaphore Distant signal has a fish-tailed arm. (2) The aspects and indications of a semaphore Distant signal working in the lower quadrant are shown below:- Semaphore Distant signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Caution Proceed Indication: Proceed and be Proceed prepared to stop at the next Stop signal Note: This signal shall be provided only in Modified Lower Quadrant signaling. 19 Replacement page to G & SR 2008 for AS No. 10 (3) The aspects and indications of a semaphore Distant signal working in the upper quadrant are shown below:- Semaphore Distant signal in Multiple-Aspect Signalling Territory ‘On position’ ‘Off position’ (AS No.10,, dated 05.11.12 – item No.1) GR 3.07 (3) is amended ASPECT: Caution Attention Proceed Indication: Proceed Proceed and be prepared to Proceed and be pass next stop signal at such Block Section ahead is prepared restricted speed as may be clear, Train is to pass to stop at prescribed by special run through the next stop instructions.Train is being station via., Main Line signal received either on Main Line and is required to stop at the starter signal: or a Loop Line required to stop at the starter signal or it pass run through via Loop Line Note: The distance between the two yellow lights shall be 1.5 metres, when this signal displays ‘Attention’ aspect at night. 20 (4) The aspects and indications of a colour light Distant signal are shown below:- Colour light Distant signal in Multiple-Aspect Signalling Territory "On" position "Off" Position (AS No.10,, dated 05.11.12 – item No.1) GR 3.07 (4) is amended ASPECT: Caution Attention Proceed Indication: Proceed and Proceed and be Proceed be prepared prepared to pass next Block Section to stop at next Stop signal at such ahead is clear, stop signal restricted speed as may be trains is to prescribed special instructions pass run Train is being received either through the on Main Line and is required station via., to stop at the starter signal: Main Line. or on a Loop Line required to stop at the starter signal or to pass run through via Loop Line. Note: The change in aspect or indications of a distant signal is applicable for single distant signal territory and not for double distant territory. (5) A Distant signal shall be located at an adequate distance in rear of the Stop signal, the aspect of which it pre-warns. (6) Where necessary more than one Distant signal may be provided. In such a case, the outermost signal, to be located at an adequate distance from the first Stop signal, shall be called the Distant signal and the other called the Inner Distant signal, with the Distant signal capable of displaying ‘Attention’ or ‘Proceed’ aspect only. 21 (7) Under approved special instructions, when a colour light Distant signal may be combined with the last Stop signal of a station in rear or with a Stop signal protecting a level crossing. When a colour Distant signal is combined with the last Stop signal of the station in rear or with a Stop signal protecting a level crossing, arrangement shall be such that the signal shall not display a less restrictive aspect than the ‘Stop’ aspect till Line Clear has been obtained from the station ahead in the former case and until the level crossing gates have been closed and locked for the passage of trains in the latter case. (AS No.10,, dated 05.11.12 – item No.2) GR 3.07 is amended (AS No.15,, dated 04.02.15 – item No.2) note under SR 3.07.2 replaced after SR 3.07.1 S.R.3.07.1. The indications of the aspects of signals on single Distant Territory are as under: t Distant Home Main Line Loop line Advanced S.No. Indication to Loco Pilot o signal signal Starter starter starter 1. Yellow Red - - - Stop at Home. Double 2. Yellow Red - - Stop at Main line Starter Yellow Double Yellow with 3. -- Red -- Stop at loop line Starter yellow indicator Double Yellow with To run through via loop 4. - yellow Green yellow Route indicator To runthrough the station 5. Green Green Green - -- Green via., Main Line Note: The two yellow lights of a distant signal constitute the ‘attention’ aspect and signify ‘proceed, preparing to pass the next stop signal at restricted speed’. Restricted speed indicates the speed which is well under control of the Loco Pilot/Motorman considering the local condition, brake power of the train etc., so that it can be stopped at the next signal if required. The speed as such, to be adjusted by the Loco Pilot / Motorman himself 2. Two Distant signals (Distant and Inner Distant) have been provided in some multiple aspect signalling sections. The outermost signal is called ‘DISTANT’ and the next signal is called ‘INNER DISTANT’. The Distant signal is generally placed at a distance of 2 KMs from the Stop Signal. There is no warning board in double distant sections. The indications of the aspects of these signals are as under:- Inner Main Loop Distant Home Advanced Indication to S.No. Distant Line line signal signal starter Loco Pilot signal Starter starter Double 1. Yellow Red - - - Stop at Home. Yellow Double Stop at Main 2. Green Yellow Red - - Yellow line Starter 3. Green Green Green Green - Green To run through Yellow Double Double Stop at loop line 4. with route - Red - yellow yellow starter indicator Yellow Double Double To run through 5. with route - yellow Green yellow yellow via loop line indicator 22 3. The aspect and indication of distant signal provided before the gate stop signal and IB signal in both single as well as double distant territories is as follows: ASPECT: Caution Attention Proceed Indication: Proceed and be prepared Proceed and to pass next the next Stop be prepared signal at such restricted speed Proceed to stop at as may be prescribed by signal special instructions 4. In case of combination of signals, the indications shall be as under: (i) Gate-cum distant signal – a. When the LC gate is open to road traffic – Red b. When the LC gates are closed and the train is required to stop at the Home signal – Yellow. c. When the LC gate is closed and the train is required to stop at the Main line Starter or Loop line Starter or is required to pass through via Loop line – Double Yellow. d. When the LC gate is closed and the train is required to pass run through via Main line – Green. (ii) Intermediate Block Signal (IB) – cum Distant signal – a. Whenever the block section ahead is not clear – Red b. When the train is required to stop at the Home signal of station ahead – Yellow. c. When the train is required to stop at the Main line or Loop line Starter or is required to pass through via Loop line – Double Yellow. d. When block section ahead is clear, train is to pass run though the station via Main line – Green. (iii) Last Stop Signal-cum Distant signal of LC gate. a. When the line clear has not been obtained from the station in advance – Red. b. When the line clear has been obtained and the LC gate is open to road traffic – Yellow. c. When the line clear has been obtained and the LC gate is closed to road traffic – Green. (iv) Last Stop Signal-cum distant signal of Intermediate Block signal (IB) – a. When the block section is not clear for an adequate distance beyond Intermediate Block Signal – Red. b. When the block section is clear for an adequate distance beyond Intermediate Block Signal (IB) and the train is required to stop at Intermediate Block Signal (IB) – Yellow. c. When the train is required to pass Intermediate Block Signal (IB) – Green. 23 3.08. Description of Stop signals and their indications.–– (1) A semaphore Stop signal has a square ended arm. (2) The aspects and the indications of a semaphore Stop signal working in the lower quadrant are shown below:- Semaphore Stop signal in Two-Aspect Signaling Territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed Indication: Stop dead Proceed 24 (3) The aspects and indications of a semaphore Stop signal working in the upper quadrant are shown below:- Semaphore Stop signal in Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Caution Proceed Indication: Stop dead Proceed and be Proceed prepared to stop at the next Stop signal 25 (4) The aspects and indications of a colour light Stop signal are shown below:- (a) Colour light Stop signal in Two-Aspect Signaling territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed Indication: Stop dead Proceed 26 (b) Colour light Stop signal in Multiple Three Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Caution Proceed Indication: Stop dead Proceed and be Proceed prepared to stop at the next Stop signal 27 (c) Colour light Stop signal in Multiple Four Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Caution Attention Proceed Indication: Stop dead Proceed and be Proceed and Proceed prepared to stop be prepared at the next to pass next Stop signal signal at such restricted speed as may be prescribed by special instructions 28 (AS No.10,, dated 05.11.12 – item No.3) GR 3.08.1 &2 deleted 3.09. Kinds of fixed Stop signals for approaching trains. –– (1) The Stop signals which control the movement of trains approaching a station are of three kinds, namely- Outer, Home and Routing signals. (2) The Outer signal, where provided, is the first Stop signal of a station and is located at an adequate distance outside the point up to which the line may be obstructed after Line Clear has been granted to or obtained by the station in rear. (3) The Home signal is the first Stop signal of a station at which an Outer signal is not provided and the second Stop signal of a station at which an Outer signal is provided. It shall be located outside all connections on the line to which it refers. (4) The Routing signal is a signal used to indicate to a Loco Pilot which of two or more diverging routes is set for him, when the Home signal is, in consequence of its position, inconvenient for this purpose. 3.10. Kinds of fixed Stop signals for departing trains. –– (1) The Stop signals which control the movement of trains leaving a station are of two kinds, namely-Starter and Advanced Starter. (2) When a train leaving a station is guided by only one starting signal, it is the last Stop signal of the station and is called the Starter. (3) When a train leaving a station is guided by more than one Starter signal, the outermost starting signal is the last Stop signal of the station and is called the Advanced Starter. (4) The Starter, where only one such signal is provided, or the Advanced Starter, shall be fixed at the limit beyond which no train may pass, unless the Loco Pilot is given the authority to proceed required under the system of working, and shall be placed outside all connections on the line to which it refers except where otherwise allowed by approved special instructions. Shunting operations beyond this limit shall be carried out only in accordance with special instructions. (5) Where an Advanced Starter is provided, the Starter referring to any line shall be placed so as to protect the first facing points or fouling mark of the connections to another running line. S.R.3.10.1. At stations provided with Advanced Starter and Starter/Starters, the Advanced Starter shall be taken ‘off’ first and then the Starter/Starters. 2. An interlocked gate signal provided on a running line and detecting the points shall also be considered as a starting signal for the purpose of this rule. 3.11. Intermediate Block Stop signal.–– Intermediate Block Stop signal is the Home signal provided at an Intermediate Block Post. 29 30 3.12. Kinds of fixed Stop signals in Automatic Block territories, --- (1) Stop signals in Automatic Block territory shall be colour light signals and may be of the following kinds- (a) an Automatic Stop signal which is not dependent upon manual operation but is controlled automatically by the passage of a train into, through and out of the automatic block signalling section; (b) a Semi-Automatic Stop signal which is capable of being operated either as an Automatic Stop signal or as a Manual Stop signal, as required; (i) when a Semi-Automatic Stop signal works as an Automatic Stop signal, it assumes ‘on’ and ‘off’ aspects automatically according to the conditions of the automatic block signalling sections ahead; (ii) when a Semi-Automatic Stop signal works as a Manual Stop signal, it assumes ‘on’ aspect automatically on the occupation of the automatic block signalling section ahead, but assumes ‘off’ aspect when operated manually, provided the relevant automatic block signalling sections ahead are clear; iii) when a Semi-Automatic Stop signal works as an Automatic Stop signal, the ‘A’ marker provided under the signal is illuminated. When the ‘A’ marker is extinguished, the signal shall be deemed to work as a Manual Stop signal; and (AS No.8, dated 10.01.12 – item No.4) (ba) “a Modified Semi-Automatic signal by converting one of the Automatic stop signal in mid-section under special instructions. When the ‘A’ marker is illuminated the signal works as Automatic Stop signal, and when the ‘A’ marker is extinguished it works as modified Semi- Automatic stop signal and assumes ‘off’ aspect automatically or is taken ‘off’ manually as required; and” (c) a Manual Stop signal operated manually and which cannot work as an Automatic or a Semi-Automatic Stop signal. (2) Colour light signals in Automatic Block territory shall be three-aspect or four-aspect. S.R.3.12.1. Semi-Automatic/Manual signal levers are provided with normal locks designed to prevent full movement of the lever back to its normal position and release of the locking, unless the train has had sufficient time to come to a stand at the signal or has passed the signal and had cleared the points on the route and the signal is displaying a red indication. In case of emergency the lever can be put back to three quarter position, which will cause the signal to display ‘on’ aspect. 2. King levers are provided at certain cabins which when reversed, lock the levers of all running Semi-Automatic signals in the reverse position and enable the signals to function as Automatic signals. (AS No.8, dated 10.01.12 – item No.2) SR 3.12.3 is amended 3. Whenever any manual Stop signal (including Semi-Automatic signal with extinguished ‘A’ marker) of reporting station fails, the Station Master shall authorize the Loco Pilot to pass such signal at ‘on’ by issuing T/369(3b). When LSS (on double line) is to be passed at ‘on’ in addition to T/369(3b), Caution Order restricting the speed to 10 KMPH up to next Automatic Stop signal, shall be issued. (AS No.8, dated 10.01.12 – item No.12) added 4. modified Semi – Automatic Stop signals are not available on South Central Railway 31 3.13. Calling-on signals.–– (1) A Calling-on signal is a subsidiary signal which has no independent aspect in the ‘on’ position and shall be- (a) a short square ended semaphore arm, or (b) a miniature colour light provided with a ‘C’ marker. (2) A Calling-on signal, where provided, shall be fixed below a Stop signal governing the approach of a train. Under approved special instructions, a Calling-on signal may be provided below any other Stop signal except the last Stop signal. (3) A Calling-on signal, when taken ‘off’, calls on the Loco Pilot of a train to draw ahead with caution, after the train has been brought to a stop even though the Stop signal above it is at ‘on’ and indicates to the Loco Pilot that he should be prepared to stop short of any obstruction. (4) A Calling-on signal shall show no light in the ‘on’ position. (5) The aspects and indications of a semaphore Calling-on signal are shown below:- (a) Miniature Semaphore Arm type Calling-on signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Proceed slow Indication: Loco Pilot shall obey the Stop and then draw aspect of the Stop signal ahead with caution and be prepared to stop short of any obstruction 32 (b) Miniature Semaphore Arm type Calling-on signal in Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Proceed slow Indication: Loco Pilot shall obey the Stop and then draw aspect of the Stop signal ahead with caution and be prepared to stop short of any obstruction 33 (6) The aspects and indications of a colour light type Calling-on signal are shown below:- (a) Colour light type Calling-on signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Proceed slow Indication: Loco Pilot shall obey the Stop and then draw aspect of the Stop signal ahead with caution and be prepared to stop short of any obstruction 34 b) Colour light type Calling-on signal in Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Proceed slow Indication: Loco Pilot shall obey the Stop and then draw aspect of the Stop signal ahead with caution and be prepared to stop short of any obstruction 3.14. Shunt signals.— (1) (a) A Shunt signal is a subsidiary signal and shall be either- (i) a white disc with a red bar across it, or (ii) a position light signal. (b) Under special instructions, a Shunt signal may be a miniature semaphore arm. 35 (2) Shunt signals control shunting movements. (3) A Shunt signal may be placed on a post by itself or below a Stop signal other than the first Stop signal of a station. (4) More than one Shunt signal may be placed on the same post and when so placed the topmost Shunt signal shall apply to the extreme left hand line and the second Shunt signal from the top shall apply to the next line from the left and so on. (5) When a Shunt signal is taken ‘off’, it authorises the Loco Pilot to draw ahead with caution for shunting purposes although Stop signal, if any, above it is at ‘on’. (6) When a Shunt signal is placed below a Stop signal, it shall show no light in the ‘on’ position. (7) In case Shunt signals are not provided, hand signals may be used for shunting. (8) The aspects and indications of a disc type Shunt signal are shown below:- (a) Disc type Shunt signal in Two-Aspect Signalling Territory ASPECT Stop Proceed slow Indication: Stop dead Proceed with caution for shunting 36 (b) Disc type Shunt signal in Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed slow Indication: Stop dead Proceed with caution for shunting 37 (9) The aspects and indications of a position light type shunt signal are shown below:- Position light type Shunt signal in Two-Aspect or Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed slow Indication: Stop dead Proceed with caution for shunting 38 (10) The aspects and indications of a semaphore arm type shunt signal are shown below:- (a) Miniature Semaphore Arm type Shunt signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed slow Indication: Stop dead Proceed with caution for shunting 39 (b) Miniature Semaphore Arm type Shunt signal in Multiple-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Stop Proceed slow Indication: Stop dead Proceed with caution for shunting S.R.3.14.1. In case the Shunt signal, including a Shunt signal placed below a Stop signal is defective, the Loco Pilot shall be authorized by a written authority in form No.T/369 (3b) to pass such signal at ‘on’ position. In addition to the written authority, a Proceed hand signal shall also be exhibited at the foot of the defective Shunt signal. 2. Gate Stop signals protecting level crossings inside station limits shall be taken ‘off’ for shunt movement past them. 3. Shunting permitted indicators are provided at certain stations 3.1. Shunting permitted indicators are not signals but appliances, which work in conjunction with Stop signals and are provided for shunting movement in either direction in the non- interlocked portion of yard after being isolated from the interlocked portion. It shows in both the directions, by day, a black disc with a yellow cross painted on it and by night, a yellow cross light or both by day and by night a yellow cross light when shunting is permitted. 3.2. The person operating the ground lever of a ‘shunting permitted indicator’ for performing shunting shall, before returning the lever to normal, personally ensure that the fouling marks of the concerned points are clear. 3.3. When the ‘Shunting Permitted Indicator’ is defective, the Station Master shall arrange to issue to the Loco Pilot T/369 (3b) and Proceed hand signals to be shown at the defective ‘Shunting Permitted Indicator’. 40 3.4. Detailed instructions regarding the working of the ‘shunting permitted indicator’ shall be incorporated in the Station Working Rules. 4. The ‘point indicators’, where provided, shall also be observed during shunting operations. 3.15. Co-acting signals,— (1) Co-acting signals are duplicate signals fixed below ordinary signals and are provided where, in consequence of the height of the signal post, or of there being an over-bridge or other obstacle, the main arm or light is not in view of the Loco Pilot during the whole time that he is approaching it. (2) Co-acting signals shall be fitted at such height that either the main arm or light or the co-acting arm or light, is always visible. 3.16. Repeating signals.— (1) A signal placed in rear of a fixed signal for the purpose of repeating to the Loco Pilot of an approaching train the aspects of the fixed signal in advance is called a Repeating signal. (2) A Repeating signal shall be provided with an ‘R’ marker and shall be of__ (a) banner type, or (b) a square ended semaphore arm, or (c) a colour light signal. (3) The aspects and indications of a banner type Repeating signal are shown below:- Banner type Repeating signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Signal ‘on’ Signal ‘off’ Indication: Signal which it Signal which it repeats is at ‘on’ repeats is ‘off’ 41 (4) The aspects and indications of a semaphore arm type Repeating Signal are shown below:- Semaphore Arm type Repeating signal in Two-Aspect Signalling Territory ‘On’ position ‘Off’ position ASPECT: Signal ‘On’ Signal ‘Off’ Indication: Signal which it Signal which it repeats is at ‘on’ repeats is ‘off’ 42 (5) The aspects and indications of a colour light type Repeating signal are shown below:- Colour light type Repeating signal ‘On’ position ‘Off’ position ASPECT: Signal ‘On’ Signal ‘Off’ Indication: Signal which it Signal which it repeats is at ‘on’ repeats is ‘off’ S.R.3.16.1. When a Stop signal located in two-aspect signaling territory cannot be seen from a proper distance, repeating signal shall be provided at an adequate distance in rear of it. 2. A Repeating signal shall not be treated as a Stop signal. It can be passed in the ‘on’ position with caution preparing to stop at the Stop signal ahead. 3. A banner type repeating signal shall not be lit at night. 4. If a Loco Pilot notices the repeating signal in any way defective, he shall advise, in writing, the Station Master of the next stopping station. 5. Starter indicator shall be provided to repeat the aspect of the starter as an aid to the Guard to enable him to know the aspect of the starter. This indicator may be provided at a convenient place. The starter indicator shall exhibit no light when starter is at ‘on’ and yellow light when it is ‘off’. 43 3.17. Distinguishing markers and signs for signals:— (1) Where necessary, signal shall be distinguished by prescribed markers. Such markers shall be fixed on the signal posts below the signals as under:— 44 Note: Letter ‘A’ shall be lit only when the gates are closed and locked against road traffic. 45 (2) Where necessary, signal arms shall be distinguished by prescribed signs as under:- (3) Other distinguishing markers or signs may be used with the approval of the Railway Board. 46 3.18. Signals out of use.— (1) When a fixed signal is not in use, it shall be distinguished by two crossed bars, each bar being not less than one metre long and 10 centimetres wide, as illustrated below:- (2) A semaphore or disc signal when not in use shall be kept fixed in the ‘on’ position. (3) Signals not in use shall not be lit. 3.19. Placing of Stop signals at diverging junctions.— Unless otherwise permitted by approved special instructions where two or more lines diverge, the signals shall be fixed on a bracket post or an approved type of route indicator shall be provided instead of separate signals: Provided that for speeds upto 75 Kilometres an hour with manually operated multiple-aspect signals, only single arm home signal may be provided instead of separate signals on a bracket post or a route indicator, the facing points must be provided with point indicators. S.R.3.19.1. Route indicators are treated as Stop signals. 2. If the route indicator on a reception signal is not in working order, the relevant signal shall also be treated as defective. 3. If the Loco Pilot of a train leaving a station finds the route indicator on a starter displaying an incorrect route, he shall treat the Starter to be at ‘on’. 4. It shall be possible to receive or despatch trains on to the same line via alternative routes to facilitate simultaneous movements in major yards. 3.20. Placing of Stop signals at converging junctions.— Unless otherwise permitted by approved special instructions, where two or more lines converge, signals shall be placed on separate posts. Where the number of signals is considerable, these may be provided on a bracket post or a signal bridge or gantry. 3.21. Signals on bracket post or signal bridge or gantry.— Where signals are placed on a bracket post or a signal bridge or a gantry, these shall be- 47 (a) so grouped that the respective signals are easily distinguishable for each running line and are placed as nearly as possible over the running lines to which they refer, (b) so placed that the signal referring to the main line is higher than the signal or signals referring to the other running line or lines and (c) so arranged that the extreme left hand signal refers to the extreme left hand line and the second signal from the left refers to the next line from the left and so on. 3.22. Placing of more than one signal on the same post.— (1) Not more than one signal referring to trains moving in the same direction, whether on the same line or on separate lines, shall be placed on the same post, except- (a) as prescribed in these rules for Calling-on, Shunt, Co-acting and Warner signals, or (b) under approved special instructions. (2) Where under approved special instructions more than one signal is placed on the same post, the top most signal shall apply to the extreme left hand diverging line and the second signal from the top shall apply to the next line from the left and so on: Provided that in exceptional cases where two Home signals are placed on the same post, under approved special instructions, the top signal shall apply to the main line and the lower signal shall apply to the other lines. 3.23. Electric repeater.— The arm and light of any fixed signal which cannot be seen from the place from which the signal is worked shall be repeated to such place by means of an efficient electric repeater. S.R.3.23.1. Provision of repeaters There are four kinds of repeaters in use. 1.1. Signal arm repeaters. 1.2. Signal light repeaters. 1.3. Miniature light repeaters for colour light signals. 1.4. Light emitting diode type repeaters. SIGNAL ARM REPEATERS:- This consists of a dial with an indicator. The Indicator usually takes the form of a miniature semaphore arm. The indicator is arranged to assume one of the three positions i.e., ‘on’, ‘off’ or ‘wrong’ under the following conditions:- 1.1.1. ‘on’ when the signal arm is at ‘on’. 1.1.2. ‘off’ when the signal arm is at ‘off’. 1.1.3. ‘wrong’ when the signal is either drooping or not fully ‘off’ or when the indicator is defective. When the indicator points to ‘wrong’, the Station Master shall test the signal by arranging to pull the signal lever concerned and putting it back smartly. This would correct the indicator, if there is no defect in the signal. Even after this test, if the indicator points to ‘wrong’, the repeater shall be treated as defective. Note: Cabin wire adjusters where provided, may be used for adjusting the signal wires when the indicator points to ‘wrong’. 48 SIGNAL LIGHT REPEATERS:- The signal light repeaters consist of – 1.2.1. A dial with a visual indicator which shows ‘in’ when the signal lamp is burning and ‘out’ when the signal lamp is not burning. 1.2.2. An alarm bell for the purpose of audibly indicating when the signal lamp is not burning and 1.2.3. A bell switch provided in conjunction with the bell- it has two positions, one marked ‘day’ and the other ‘night’. The switch shall be kept in the ‘night’ position during night and the ‘day’ position during day. The alarm bell shall be tested every day. Immediately before the signal lamp is lit, the bell switch shall be turned from ‘day’ to ‘night’. If the bell rings, the repeater shall be considered to be in order and if it does not ring, the repeater shall be treated as defective. MINIATURE LIGHT REPEATER FOR COLOUR LIGHT SIGNALS:- 1.3 Miniature light repeaters are provided in the cabin in colour light signaling territory to repeat the aspect displayed by each signal. The repeat indications of Distant and Stop signals take the form of colour light. LIGHT EMITTING DIODE TYPE REPEATERS (LED):- 1.4.1. A ‘red’ miniature light lit by LED when the signal arm is at ‘on’ or not fully ‘off’ or drooping and a miniature ‘green’ light lit by LED when the signal arm is fully ‘off’ indicate the positions of the signal arm which they repeat respectively both by day and by night. 1.4.2. A miniature white light lit by LED indicates that the signal lamp is burning and no light indicates that the signal lamp is extinguished or put out. 2. Responsibility of Station Master regarding failure and restoration of repeater:- 2.1. At stations, where signal arm with back light or arm and light repeaters are provided, the Station Master shall satisfy himself by observing the arm and back light or the indications of the repeaters — the arm repeaters by day and the arm and light repeaters by night, that the signal is working properly. Whenever the arm repeater or the light repeater or its audible indication in the semaphore signaling territory is not in working order, the relevant fixed signal need not be treated as defective, if it is possible for the Station Master to observe personally the position of the signal arm by day or the back-light by night by proceeding to a convenient place outside his office from where it can be seen. If it is not possible for the Station Master to personally ensure that the arm is in the correct position by day or back- light is visible by night, by proceeding to a convenient place outside his office, he shall, at stations provided with cabins at either end of the yard ascertain from the Switchman / Cabinman / Leverman of the cabin concerned that the arm or back-light is visible to him and exchange private numbers. 2.2. The defect shall be reported to the officials concerned after making necessary entries to this effect in the S&T failure register. The procedure (referred to in para 2.1), however, will not be applicable in the case of departure signals, which should be considered as defective, if the repeater is not in working order. 2.3. In case it is not possible for the Station Master to ensure the visibility of the arm or back light by any of the methods as stipulated under para 2.1 above, the relevant signal shall be treated as defective and not taken ‘off’ for any train and action taken in accordance with rules 3.68 to 3.72 and the subsidiary rules thereunder until it is rectified by the authorized official of the S&T department. 2.4. Whenever the miniature light repeater in the colour light signaling territory is found to be defective and the signal light aspect is not visible from the station / cabin, the signal which it repeats shall be treated as defective and not taken ‘off’ for any train and action taken in accordance with Rule 3.68 to 3.72 and the Subsidiary Rules thereunder until it is rectified by the authorized official of the S&T department. 49 3.24. Back-lights.— (1) Every semaphore or disc signal, the light of which cannot be seen from the place from which the signal is worked, shall be provided with a back-light to indicate whether the signal light is burning or not. (2) Back-lights of signals shall show a small white light when ‘on’ and no light at all in any other position. (3) Any fixed light used in conjunction with a semaphore signal shall show a back-light. (4) Back-lights may not be provided when alternative arrangements are made at the place from which the signal is worked to indicate whether signal lights are burning or not. S.R.3.24. The Station Master shall not grant Line Clear for a train to approach unless the back-lights of the relevant signals are clearly visible, wherever the ‘on’ position of reception signals is not proved in the block instrument. C. Equipment of Signals 3.25. Obligation to provide fixed signals at stations.— Fixed signals prescribed in this sub-chapter shall be provided at every station except – (a) At stations between which trains are worked on the One Train Only System, and (b) At stations which are exempted from the provision of signals under approved special instructions. 3.26. Commissioning of fixed signals.— Fixed signals shall not be brought into use until they have been passed by the Commissioner of Railway Safety as being sufficient to secure the safe working of trains. S.R.3.26.1. When a signal is newly erected or shifted, it shall be jointly inspected by a ‘Sighting Committee’ consisting of Transportation, Signal and Loco Inspectors, before it is brought into use. The Sighting Committee shall satisfy itself that the signal is correctly placed and focused for day and night indications, before certifying it as fit for use. They shall fill in and sign the report in the prescribed form provided for the purpose. A caution order shall be issued for a period of 10 (TEN) days and the same information should be notified through SOB, after the signal has been brought into use, in order to draw the attention of the Loco Pilots to the change effected. 2. All signals on a section shall be jointly inspected by the Signal, Transportation and Loco Inspectors atleast once in quarter and joint reports pertaining thereto shall be submitted to the DSTE, DSO and DME. 3.27. Minimum equipment of fixed signals at stations provided with manually operated multiple-aspect signaling.— The minimum equipment of fixed signals to be provided for each direction shall be as follows– (a) at class ‘B’ stations… a Distant, a Home and a Starter, and (b) at class ‘C’ stations… a Distant and a Home. 50 3.28. Minimum equipment of fixed signals at stations provided with modified lower quadrant signaling.— Modified lower quadrant signaling may be introduced only where it is expressly sanctioned by a special order of the Railway Board. The minimum equipment of fixed signals to be provided for each direction shall be as follows– (a) at class ‘B’ stations … a Distant, a Home, a Warner below the Main Home and a Starter, and (b) at class ‘C’ stations … a Distant and a Home. S.R.3.28. Modified lower quadrant signaling is not provided on this railway. 3.29. Minimum equipment of fixed signals at other stations provided with two- aspect signaling.— The minimum equipment of fixed signals to be provided for each direction shall be as follows – (a) at class ‘A’ stations … a Warner, a Home and a Starter. (b) at class ‘B’ stations— on a single line … an Outer and a Home, on a double line … an Outer, a Home and a Starter, and both on a single and a double line, a Warner shall be provided in accordance with Rule 3.06, if trains run through at a speed exceeding 50 kilometres an hour without stopping, and (c) at class ‘C’ stations … a Warner and a Home. 3.30. Additional fixed signals at stations generally.— In addition to the minimum equipment of signals prescribed in Rules 3.27, 3.28, 3.29 and 3.32 such other fixed signals shall be provided at every station as may be necessary for the safe working of trains. 3.31. Signals at class ‘D’ stations.— At a class ‘D’ station, a train may be stopped in such a manner as may be authorised by special instructions. 3.32. Provision of an Advanced Starter, Shunting Limit Board or Block Section Limit Board.— (1) On a single line class ‘B’ station worked on the Absolute Block System, if the obstructing of the line outside the Home signal or the outermost facing points in the direction of an approaching train is permitted under special instructions under Rule 8.09, a Shunting Limit Board or an Advanced Starter shall be placed at such shunting distance from the Home signal or the outermost facing points as local conditions may require, provided the distance between the Shunting Limit Board (bearing the words ‘Shunting 51 Limit’ on the side which faces the station, and fitted with a lamp showing a white light in both directions to mark its position by night) or the Advanced Starter and the opposing first Stop signal is never less than 400 metres in the two-aspect signaling territory and 180 metres in the multiple-aspect or modified lower quadrant signalling territory. The location of such board or Advanced Starter shall mark the limit upto which shunting may be permitted. (2) On a double line Class ‘B’ station worked on Absolute Block System equipped with multiple-aspect or modified lower quadrant signalling and where there are no points or the outer most points at the approaching end are trailing, a Block Section Limit Board (bearing the words ‘Block Section Limit’ on the side which faces the station and fitted with a lamp showing white light in both directions to mark its position by night) shall be provided. It shall be placed at a distance of not less than 180 metres in advance of the Home signal and shall protect the fouling mark of the outermost trailing points, if any. The location of such board shall mark the limit of the block section at such stations. 3.33. Exceptions to Rules 3.27, 3.28, 3.29 and 3.32.— Notwithstanding anything contained in Rules 3.27, 3.28, 3.29 and 3.32— (a) If the station has only one connection off the main line, the station shall be worked in accordance with approved special instructions; (b) On any section, where the traffic is light and speed slow, one Stop signal only in each direction may be provided at each station; such signal to be located at an adequate distance outside the outermost facing points of the station and trains worked in accordance with approved special instructions; and (c) On any railway having very light traffic, all signals may be dispensed with and trains worked under approved special instructions. Provided that at stations with manually operated multiple-aspect signals, where the speed of trains through a station does not exceed 50 kilometres an hour, a Distant signal and a Home signal only may be provided in each direction, under approved special instructions. S.R.3.33. The approved special instructions shall be embodied in the Station Working Rules. 3.34. Fixed signals at level crossings. – (1) Unless exempted under approved special instructions, every level crossing gate which closes across the line at a level crossing shall, except when interlocked with station signals, be provided with signals fixed at an adequate distance from the level crossing showing Stop aspects in both Up and Down directions when the gates are open for the passage of road traffic. (2) Except where otherwise prohibited under special instructions, a ‘G’ marker shall be provided on a gate Stop signal. 52 S.R.3.34.1. Every gate Stop signal in non-automatic signaling territory except those controlling the entry into a railway-cum-road bridge or where there is a bridge between the gate signal and the gate, shall be provided with a ‘G’ marker in accordance with Rule 3.17(1). Note: For passing a gate Stop signal at ‘on’, see Rule 3.73. 2. When a level crossing located in rear of a Home signal at a station equipped with manually operated multiple-aspect signals, is required to be protected by a gate signal, a Stop signal to function as a Gate-cum-Distant signal may be provided. 3.35. Protection and working of points of outlying siding.— Where there are points in the main line at a place which is not a block station, provision for the protection of such points, by signals or otherwise, and for working them, shall be made in order to secure the safe working of trains, as laid down under approved special instructions. S.R.3.35.1. Detailed instructions regarding the working of points, signals and interlocking installations and the procedure for working trains into and out of outlying sidings shall be embodied in the Station Working Rules of the stations controlling the outlying siding. 2.An ‘S’ marker indicator should be provided for indicating to the Loco Pilot the position of facing points at the outlying siding. 53 D. Working of Signals and Points. 3.36. Fixed signals generally.— (1) Every fixed signal shall be so constructed that, in case of failure of any part of its connections, it shall remain at, or return to its most restrictive aspect. (2) A signal which has been taken ‘off’ for the passage of a train shall not be placed to ‘on’ until the whole of the train which it controls has passed it, except— (AS No.16, dated 06.07.15 – item No.2) SR 3.36 (2) (a) is amended (a) in case of emergency to avert an accident, (aa) Where starter and Advanced Starter taken ‘off’ for departing trains that is trains starting from station after coming to stop are required to be put back for the purpose of movement of another train for precedence or crossing shall be put back only after taking following precautions:- (i) Relevant Starter and Advanced Starter may be replaced to ‘on’ position and thereafter the Loco Pilot of the train for which the signals had been taken ‘off’ shall be advised by on-duty station Master through a secured means of communication, specified under special instructions or where secured means of communication are not available, through a written memo to the effect that the said signals have been replaced to ‘on’ and that the Loco Pilot shall not start. (ii) Till the Loco Pilot has been advised through secured means of communication referred to in sub-clause (or through written memo and his acknowledgement received, the route set shall not be altered except to avert an accident; or (b) where arrangement is provided to restore the signal to ‘on’ automatically, the control operating the signal shall not be restored to its normal position till the whole of the train has passed it. (3) No fixed signal within station limits shall be taken ‘off’ without the permission of the Station Master, and in the case of a signal outside the station limits without the permission of such person as may for the time being be in independent charge of the working of such signal. S.R.3.36.1. Taking ‘off’ the approach Stop signals can be delayed to ensure busy level crossing gates, if any, are closed only for 10 minutes before the arrival of the train, to avoid complaints from road users. 2. The staff responsible for working the signal at a station shall see that the signal arm obeys the lever actuating it. The Station Master shall also assure himself, in all cases either personally or by means of the repeater, where provided, that the concerned signals, governing the movement of a train, are taken ‘off ‘ for the train correctly and that, such signals are put back to ‘on’ immediately after the train has completely passed the signal. However, the position of the points shall not be changed, until the whole train has either come to a stop at the station or run through the station, except where sectional route release facility is provided. 3.1. At interlocked stations with two cabins, one on either side, where signal reversers are provided and the taking ‘off’ of the reception and despatch signals controlled by means of 54 control slides in the Station Master’s office and slot lever control in the cabin, the Station Master shall daily, during day time, when no train is due to arrive or leave the station, test the working of the reception signals in one direction for one line as for a stopping train. For example, at a station with two running roads the signals shall be tested as under- 3.1.1. The Station Master shall arrange for the taking ‘off’ of the Up reception signals for road No.1. He shall then put back his control slide and personally see whether the reception signals have gone back to ‘on’ position. The Station Master shall again arrange for the taking ‘off’ of the Up reception signals for road No. 1 and instruct the Switchman / Cabinman / Leverman in the concerned cabin to put back the cabin slot lever to normal and personally see whether the reception signals have gone back to ‘on’ position. 3.1.2. The Station Master shall similarly test on the second day, the Down reception signals for road No. 1 and on the third day, the Up reception signals for road No. 2. On the fourth day, the Down reception signals for road No. 2 and so on, every day repeating the procedure laid down in para 3.1.1. above. 3.2. The Station Master shall immediately after each test, record the results of the test in the Station Diary. If the signals do not go back to ‘on’ position when the Station Master’s control slide or cabin slot is restored to its normal position, the signal shall be treated as defective and immediate action taken as laid down in the General Rules 3.68 and 3.69 and Subsidiary Rules thereunder. 3.3. This procedure of testing the reception signals shall also be adhered to at stations provided with a central cabin with Station Master’s control slides in the Station Master’s office. At stations where Cabin Assistant Station Masters are in-charge of cabins, the Station Masters of such stations shall similarly test the working of the reception signals daily and record the results of the tests in the Station Diary maintained in the cabin. 3.4. Inspecting Officials shall, whenever they inspect the stations, check the Station Diary and ensure that these rules (Paras 3.1, 3.2 and 3.3) are being carried out scrupulously. 4. Under special instructions, certain goods yards are declared as ‘terminal yards’ for the purpose of reception and despatch of goods trains and regulating goods yard shunting. At such terminal yards, stop boards are provided on each goods reception line and adequate distance for reception is reckoned, with the condonation of the CRS from the Stop Board to the fouling mark at the trailing end, unless the Stop Board is fixed at the fouling mark, when the adequate distance is reckoned as zero. Speed of incoming goods trains inside the station section is restricted to 15 KMPH and requisite speed restriction boards should be exhibited below the respective goods Home signals. The Station Working Rules of such ‘terminal yards’ will clearly specify the procedure to be followed for reception and despatch of goods trains and regulation of shunting movements. The trailing points on the line, on which the incoming goods train is being received should be set and locked against the line, so that a conflicting reception or shunting movement is not permitted. The Station Working Rules should clearly specify the staff, who should ensure this. 5 If in an emergency, a reception signal has to be placed to ‘on’ position before the arrival of the train to which it refers, no points shall be altered until the train has come to a stand except to prevent an accident. 6. Certificate of competency – Cabinman / Leverman Every Cabinaman / Leverman shall be tested after completion of initial / refresher training course and be issued with a certificate of competency by the in charge of the training centre in the form No. T.336 before he is put to work independently. The certificate of competency will be valid for a period of 3 years from the date of issue. 3.37. Normal aspect of signal.— (1) Unless otherwise authorised under approved special instructions, fixed signals, except automatic signals, shall always show their most restrictive aspect in their normal position. 55 (2) The normal aspect of an Automatic Stop signal is ‘Proceed’. Where, however, the signal ahead is manually operated, the aspect normally displayed may be ‘Caution’ or ‘Attention’. S.R.3.37.1. Loco Pilots shall bring their trains to halt at stations where stoppages are scheduled in the Working Time Table, even though signals governing departure from the stations are ‘off’. 2. No approach lighted signals are provided on this railway. 3.38. Points affecting movement of train.— (1) The Station Master shall not give permission to take signals ‘off’ for a train until- (a) all facing points over which the train will pass are correctly set and locked, (b) all trailing points over which the train will pass are correctly set, and (c) the line over which the train is to pass is clear and free from obstructions. (2)When a running line is blocked by a stabled load, wagon, vehicle or by a train which is to cross or give precedence to another train or immediately after the arrival of a train at the station the points in rear on double line sections and at either end on single line sections should be immediately set against the blocked line except when shunting or any other movement is required to be done immediately in that direction on that line. S.R.3.38.1 The trailing points shall be correctly set or where the interlocking installation requires it, also locked. 2. During crossing of trains at key locked stations interlocked to standard-I and key locked modified non-interlocked stations, the setting of the outermost trailing points against the line on which the first train is to be received, does not constitute an obstruction for the purpose of this rule. 3.1. At an interlocked station, a train may be allowed to run through a loop line with 1 in 8 ½ turnout, provided the points are correctly set and the signal taken ‘off’ and at a non- interlocked station, in addition to this precaution, the train shall be brought to a halt at the Outer signal and then the signals taken ‘off’. The Loco Pilot shall not exceed a speed limit of 10 kmph when running through a loop line at interlocked as well as non-interlocked stations. When a run through train passes over a loop line, the authority to proceed shall be handed over to the Loco Pilot opposite to the station building. 3.2. In no circumstance a train is to be allowed to run through an interlocked or a non- interlocked station over a goods loop with 1 in 8 ½ turnout. If it is necessary to pass a non- stopping train over a goods loop with 1 in 8 ½ turnout it shall, first, be brought to a stand on that line and then signals, if any taken ‘off’ and the authority to proceed handed over to the Loco Pilot. At a non-interlocked station the train shall, in addition, be brought to a halt at the Outer signal and then the signals taken ‘off’ for its admission. 3.3. Warning Boards have been provided at all 1 in 8 ½ turnouts for warning the Loco Pilots to restrict the speed to 10 kmph. 4.1. At non-interlocked stations, bolts and cotters shall be provided for each switch rail at all points on and giving access to running lines. One padlock shall be provided for each such set of points. 4.2. The DEN is responsible for the provisions of bolts, cotters and padlocks and/or clamps and padlocks for the points, when renewals and repairs are being carried out until the points are formally handed over to traffic. 56 4.3. The DSTE is responsible for the provision of padlocks and/ or clamps at stations when disconnection of the interlocking gear is taken up for the purpose of renewals, repairs etc. 5.1. Lever collars are provided for the lever frames at stations. These lever collars shall be placed on the handle of the signal levers to prevent the catch handle being released and to give a visual warning to the operator. 5.2. Lever collars bearing the words “line blocked” are intended for fixing on the handles of the levers, working points and signals or fixing on the relevant lever of a line on which a train or vehicle is left standing or otherwise obstructed. These lever collars shall also be used when a train stops at a station to cross and/or to give precedence to another train or trains. The lever collars shall be removed only when the line has been cleared. 5.3. Lever collars or slide pins are provided for the Station Master’s control instruments. They shall be used on the relevant slide control or the Station Master’s key control in the same manner and for the same purpose for which the lever collars are used on the handle of the levers in the cabins. 5.4. Detailed instructions regarding the use of lever collars or slide pins shall be incorporated in the Station Working Rules of all stations. 5.5. A board shall be provided in the cabins and at stations indicating the cabin lever numbers and the Station Master’s slide control numbers in respect of each running line on which the lever collars and slide collars/pins are required to be placed, whenever the running line/lines is/are occupied. This board shall be provided by the S&T department. 6. If all the lines at a station happen to be blocked, when line clear has been granted to a train, the point should be set for the line occupied by a stabled load or a goods train in that order so that, in case of mishap, the chances of casualties are minimized. In case, all the lines at a station are occupied by passenger trains, points should be set for a loop line, to negotiate which, the speed of the incoming train would be reduced, which in turn would minimize the consequences/ casualties. While doing so, points may be set for a loop line occupied by a train, if any, whose engine is facing the direction of approach of the incoming train rather than for the loop line occupied by a train where a passenger coach, will, in the case of a collision, receive the impact. These precautions shall be taken in addition to the observance of other precautions like use of lever collars etc. 7.1. Motor-Operated Points— Wherever the points are operated by motor, the normal and reverse position of the motor- operated points are repeated in the cabins. The ‘N’ and ‘R’ indications provided in the cabins correspond to the normal and reverse position of the points. The indicators in the cabin would be lit up only when the relevant lever/switch/button is operated. After operation of every point, the ‘N’ and ‘R’ indications must be checked by the Station Master on duty to see that the points are in working order. 7.2. Provision of Emergency Crank Handles— Where points are operated by point motor, emergency crank handles required for the operation of point machine during failure of points are provided. The emergency crank handle should be secured in a glass fronted wooden box/case and sealed in the Cabin along with the keys of the pad lock of point machine by the S&T staff. The station staff concerned should be trained properly in the use of the emergency crank handles. 7.3. Failure of Motor Operated Points— If the Station Master on duty does not get the correct indications after every operation of motor operated points, the points must be inspected by him to see if there is any obstruction in the points and if any obstruction is found it must be carefully removed and once again the points operated from the cabin. If after verification of the points, the points cannot still be set from the cabin, this should be treated as failure of the points. The Station Master on duty shall thereafter break the seal of the wooden box/case and 57 utilize the relevant padlock key and the emergency crank handle for operating the points manually as follows— 7.3.1. The padlock of the points machine should be unlocked and removed. 7.3.2. The emergency crank handle should be inserted in the point machine and rotated to set and lock the points to the required position in the presence of the Station Master on duty. Care should be taken to continue the rotation of the emergency crank handle till it comes to a stop to ensure that the points are correctly set and locked. However before inserting the emergency crank handle in the point machine, it must be ensured that the relevant point lever is in the required position. 7.3.3. The Station Master on duty shall personally be responsible to ensure the correct setting of points. He must also ensure that the points are clamped, padlocked and the lever collars are put on the relevant point/levers and must retain the keys of the padlocks in his personal custody before authorizing any movement over the affected points. The reception/dispatch of trains shall be arranged in accordance with the rules. 7.3.4. At stations where crank handles provided to operate the point machines manually or interlocked with the signals, authority to pass the signal governing the movement over the points, which are set by crank handle need not be issued if the signal can be taken ‘off’ and proper ‘N’ or ‘R’ indication, showing that the points have been properly set and locked in the normal or reverse position, is available in the cabin. The points should, however, be clamped and padlocked by the staff deputed to set them by means of crank handle, before the crank handle is restored back to the electrical lock and the relevant signals are taken ‘off’. 7.3.5. In case of manual operation of defective motor operated points by crank handles, for passage of traffic, the trains may be received on signals provided— 7.3.5.1. A transportation staff not lower in rank than that of an Assistant Station Master is deputed to operate the defective motor operated points which is to be clamped and padlocked. 7.3.5.2. Private Number is exchanged between the transportation staff at the points and the Assistant Station Master / Switchman taking ‘off’ the signals to ensure the position of the points and safe custody of the crank handle with the former, and 7.3.5.3. Correct setting of the defective points, has been proved in the electrical circuit after manual operation 7.3.6. The use of emergency crank handle be continued till such time the points are rectified by the S&T staff. 7.3.7. Whenever the emergency crank handle is used, an entry to this effect should be made in the emergency crank handle register specially maintained for this purpose and the station diary, duly advising the concerned Signal Inspector/ESM for rectification. 7.4. Handing over Emergency Crank Handle of motor operated points to S&T staff for maintenance work etc— If the emergency crank handle is required by the S&T staff for maintenance work or for the purpose of testing, disconnection and reconnection notices should be issued in accordance with procedure laid down. Whenever the emergency crank handle is handed over to the S&T staff, an entry should be made in the emergency crank handle register showing the points on which the emergency crank handle is required to be used. The lever collars should, at the same time, be put on the relevant levers. During the time, the emergency crank handle is in use, the reception/despatch of trains should be arranged in accordance with the rules. 7.5. Mechanically operated points with ‘N’ and ‘R’ indication in the Cabin/Station— At certain stations ‘N’ and ‘R’ indications are also provided for the mechanically operated points. At these stations the Station Master on duty should check up the indications in the cabin/station after the operation of the points to ensure that they are in 58 working order. If the correct indication is not displayed after the operation of points, the points must be inspected by the Station Master on duty to check up if there is any obstruction in the points. Any obstruction found must be removed and the points once again set and locked and the signals taken ‘off’ for reception / despatch of trains. Even after the correct setting and locking of the points, if the ‘N’ and ‘R’ indications fail to respond, this should be treated as a case of signal failure and the trains dealt in accordance with the provisions of rules. (AS No.5, dated 31.08.10 – item No.7) Modified and added note Note : Refer S.R.4.10 for enhanced speeds on improved turn-outs. 3.39. Locking of facing points.— Facing points, when neither interlocked nor key locked, shall be locked for the passage of a train either by a clamp, or by a through bolt, with a padlock. It is not sufficient to lock the lever working the points. 3.40. Conditions for taking ‘off’ Home signal.— (1) When a train is approaching a Home signal otherwise than at a terminal station, the signal shall not be taken ‘off’ until the train has first been brought to a stand outside it, unless- a) on a double line, the line is clear for an adequate distance beyond the Starter; or b) on a single line, line is clear for an adequate distance beyond the trailing points, or under approved special instructions for an adequate distance beyond the place at which the train is required to come to a stand. (2) Where a train has first been brought to a stand outside the Home signal, the signal may be taken ‘off’, if- (a) on a double line, the line is clear upto the Starter, or (b) on a single line, the line is clear upto the trailing points or under approved special instructions up to the place at which the train is required to come to a stand. (3) Except under approved special instructions, the adequate distance referred to in sub-rule (1) shall never be less than- (a) 180 metres at stations equipped with two-aspect lower quadrant or two-aspect colour light signals, or (b) 120 metres in the case of stations provided with multiple-aspect signals or modified lower quadrant signals. (4) Where a sand hump of approved design, or under approved special instructions a derailing switch, has been provided for the line on which a train is to be received, they shall be deemed to be efficient substitutes for the adequate distance referred to in sub-rule (3). S.R.3.40.1. The adequate distance for taking ‘off’ signals shall be specified in the Station Working Rules of the stations concerned and when the approval of the CRS has been obtained in terms of Rule 3.40 (1) (b) and (4), this shall also be indicated in the Station Working Rules. (AS No.5, dated 31.08.10 – item No.3) Modified 2. Whenever a stopping train is to be received on a line not provided with track circuit or axle counter, Station Master shall ensure personally that the nominated line is clear of vehicles not only upto berthing place but also for an adequate distance beyond it. 59 3.41. Conditions for taking 'off' Outer signal.— (1) When a train is approaching the Outer signal otherwise than at a terminal station, the signal shall not be taken 'off' until the train has first been brought to a stand outside the signal, unless the line on which the train is to be received in the station is clear-- (a) in the case of a double line, up to the Starter signal, and (b) in the case of a single line, for an adequate distance beyond the first facing points. (2) Where the train has first been brought to a stand outside the Outer signal, the signal shall not be taken 'off' unless the line is clear up to the first facing points, or upto the Home signal at a station where there are no facing points. S.R.3.41. The Outer signal shall not be taken 'off; until the Home signal has been taken 'off’. The Outer signal shall normally be put back to 'on' before the Home signal. If the Loco Pilot finds the Outer signal in 'off position, when the relevant Home signal is 'on' or drooping, he shall treat both the Home and the Outer signals as defective and stop his train. 3.42. Conditions for taking 'off' last Stop signal or Intermediate Block Stop signal.— The last Stop signal or Intermediate Block Stop signal shall not be taken 'off' for a train unless Line Clear has been obtained from the block station in advance. 3.43. Conditions for taking 'off' Warner signal.— A Warner signal shall not be taken 'off' for a train that is booked to stop or for a train that has to be stopped out of course. 3.44. Conditions for taking 'off' gate Stop signal.— A gate Stop signal shall not be taken 'off' until the concerned level crossing or crossings is or are free from obstruction and the gates of such level crossing or crossings are closed and locked against road traffic. Where a gate Stop signal is interlocked with station signals, it shall be worked in accordance with special instructions. 3.45. Conditions for taking 'off' Calling-on signal.— A Calling-on signal shall not be taken 'off' until the train has been brought to a stand at the Stop signal below which the Calling-on signal is provided. 3.46. Use of fixed signals for shunting.— (1) The Outer, Home and the last Stop signal of a station shall not be taken ‘off’ for shunting purposes. (2) At stations where Advanced Starters are provided, Starters may be taken ‘off’ for shunting purposes, except where the interlocking interferes with this practice, in which case hand signals shall be used where Shunting signals are not provided. 3.47. Taking 'off' signals for more than one train at a time.— When two or more trains are approaching simultaneously from any direction, the signals for one train only shall be taken 'off', other necessary 60 signals being kept at 'on', until the train for which the signals have been taken 'off' has come to a stand at the station, or has cleared the station, and the signals so taken 'off' for the said train have been put back to 'on', except where under special instructions, the interlocking or the layout of the yard renders a contrary procedure safe. 3.48. Stoppage of trains out of course at stations provided with two aspect signaling.— When a train which is booked to run through has to be stopped out of course at a station equipped with two aspect signals, it shall not be received until- (a) at stations provided with working Warners but not provided with Starters, the working Warner is kept at 'on', (b) at stations provided with Starters but not provided with working Warners, the relevant Starter is kept at 'on', (c) at stations provided with both working Warners and Starters , both the signals are kept at 'on', and (d) at stations provided with neither a working Warner nor a Starter, the first Stop signal is kept at 'on', and the train brought to a stand outside it. S.R.3.48. For all the purposes, in this connection, goods trains should be considered as through goods trains and this rule should be applied accordingly since with the introduction of air brake operation, and with intensive BPC with the validity for 7500 Kilo Metres or 30 days whichever is earlier, sectional goods trains have been abolished. 3.49. Care and lighting of signal lamps.— (1) The Station Master shall see that lamps of fixed signals, indicators and boards such as Shunting Limit Board, Block Section Limit Board and Stop Board at his station are lighted at sunset, and are not put out until after sunrise, or at such earlier or later time as may be prescribed by special instructions. (2) Sub-rule (1) shall not apply to- (a) approach lighted signals, (b) colour light and position light signals which shall be kept lit throughout the day and night, and (c) the sections where no train is scheduled to run at night. (3) The Station Master shall ensure that the lamps of fixed signals, indicators and boards such as Shunting Limit Board, Block Section Limit Board and Stop Board, when lit, are burning brightly and that the lenses of lamps and spectacle glasses are properly cleaned and back- lights clearly visible. (4) Whenever night signals are used, the Station Master shall not grant Line Clear unless he has ensured, either personally or in the manner prescribed under special instructions, that the lamps of fixed signals at his station which are not approach lighted and 61 which apply to the train are burning. If signal lights cannot be kept burning he shall, before giving Line Clear, initiate action in accordance with the procedure prescribed in Rules 3.68 to 3.72. (5) Before lighting a semaphore signal or indicator lamp, the railway servant deputed for lighting it, shall inspect the lenses and spectacle glasses. In case he finds the red roundel broken, cracked or missing, he shall not light the lamp and shall report the fact immediately to the Station Master who shall treat the signal as defective. (6) Every railway servant in charge of signals shall see that the greatest care is taken in the focusing, cleaning and trimming of signal lamps. S.R.3.49.1. Whenever power fails and colour light signals become blank, the Station Master shall not grant Line Clear unless he has initiated action in accordance with the procedure prescribed in G. R. 3.68 and 3.69. 2. The railway servant who lights the signals shall inspect roundels for cracks or breakages and if any defect is noticed, immediately report the matter to the Station Master on duty who will enter the report in the Station Dairy. Such signals shall be treated as defective during the period they are required to be kept burning and action shall be taken in accordance with the procedure prescribed in G.R.3.68 to 3.72 and Subsidiary Rules there under provided further that if there is any crack or breakage in the red roundel, the signal shall not be allowed to remain lit and a railway servant shall be deputed to show Stop hand signal to the approaching trains from the foot of the signal. 3. After the lighting up time of signals, if there is any heavy storm, particularly hail storm or cyclone, the Station Master shall depute a competent railway servant to inspect the signals and note the condition of the roundels. If any roundel is found broken, cracked or missing the signal shall be treated as defective and action taken in accordance with G.R.3.68 to 3.72 and Subsidiary Rules thereunder. 4.1. Before giving Line Clear for a train, the Station Master shall ensure that the arms of the reception signals pertaining to the train are at ‘on’ and at night, the signal lamps are lighted and back-light is visible or the repeater provided for the purpose confirms the same. If any reception signal arm is not at ‘on’ and at night the signal lamp is not lighted, the Station Master shall place the signal arm to ‘on’ or light the signal lamp and until this has been ensured Line Clear shall not be given for a train. 4.2. The Station Master shall comply with Para 3.1 by personally observing the signal arm by day and the back-light by night. If it is not possible to see the signal arm or back-light owing to thick, foggy or tempestuous weather impairing visibility or for any other reason, he shall proceed to a convenient place outside his office from where it can be seen. 4.3. In case of signals with electric repeaters, the arm repeater by day and both the arm and the light repeaters by night shall be observed. In the colour light signalling territory, the Station Master shall observe the aspect of the signal as indicated by the miniature light repeater provided. 4.4. At stations provided with block instruments and Station Master’s slide control in the same office, the Station Master shall comply with Para 4.1 by ensuring that the slide pertaining to the signal is in normal position by day and night and the back-light is visible by night or if the back-light is not visible, by exchanging Private Numbers with the Cabinman / Leverman. 62 4.5. In case, it is not possible for the Station Master to ensure the visibility of the arm or back-light, he shall before giving Line Clear initiate action for receiving the train in accordance with the procedure laid down in G.R.3.68 to 3.72 and the subsidiary rules thereunder [See G.R.3.49 (4)]. 4.6. The time at which the lamps of fixed signals, indicators and boards, such as Shunting Limit Board, Block Section Limit Board and Stop Board at the station are to be lighted and put out shall be prescribed in the Station Working Rules. 5. Maintenance of signal lamps: The following instructions regarding the cleaning, lighting and maintenance of signal lamps are to be adhered. 5.1. Founts: 5.1.1. All founts must be taken to the station lamp room every day in the forenoon on the trays provided for the purpose, for cleaning and refilling. Founts must not be cleaned and refilled at the signals. 5.1.2. Cleaned and refilled founts must be taken out to the signals from the station lamp room after 16 hours. The founts must be available for inspection by Station Master and inspecting officials of Operating and S & T departments during the day. 5.1.3. Lamp cases must be thoroughly cleaned, and all soot and dirt removed from the interior, especially from the top, every day. 5.1.4. Founts must not be emptied daily, but only refilled to make up the quantity used the previous night. Founts must not be filled full or otherwise the lamps will catch fire. Founts must be filled not higher than the bottom of the burner collar and afterwards wiped clean. 5.1.5. A fount when filled to its normal height contains 10 fl.oz (1/2 pint) and the standard S & T burner will burn about 3 ½ hours per fl.oz. Hence, the quantity of oil required is approximately 1 ½ pints per 100 burning hours and supply to stations must be regulated accordingly. 5.1.6. Filler caps must be kept in place to prevent dirt or water getting into the oil. Leaky founts and lost filler caps must be promptly reported to the Signal Inspectors for replacements. 5.1.7. During the first week of every month, all founts must be emptied and drained and thoroughly cleaned to remove sediment and water. Oil drained from founts must never be used again in founts, but may be used for general cleaning purposes. 5.2. Burners: Burners must be thoroughly cleaned and air vents opened every day with brushes provided for the purpose and not with any other metal implement. Burners gummed with oil, soot or incrustations will be periodically withdrawn for chemical cleaning by S & T staff. Broken and defective burners must be reported promptly to Signal Inspector for replacement. 5.3. Wicks: Wicks must be carefully trimmed every day. When trimming wicks, the charred portion must be broken off with the fingers or cut off with scissors or trimmers and the wick left clean and even. Wicks too short to reach the bottom of the fount or clogged with dirt or gummy oil must be periodically renewed by S & T staff. New wicks should be perfectly clean and dry and must be saturated in oil before using. 5.4. Lighting of Lamps: Founts must be lighted with the matches provided for this purpose and not with piece of oil waste. The wick when lighted must be adjusted until it burns steadily without smoking. Too high a flame will smoke but too low a flame will cause the flame to be out of focus with the lens and give a defective light. It will also be the cause for the failure of light 63 repeaters wherever provided at the station or cabin. Special care must be taken during monsoon to keep water away from oil and wicks, lamp doors and tops must be kept closed, except when cleaning, lighting or extinguishing. Lamps defective or in need of repairs must be reported to the Signal Inspector. The inner and outer surfaces of the lenses of the signal lamp shall be cleaned daily. 5.5. General: 5.5.1. The Operating staff are responsible for cleaning, lighting of signals, point indicator lamps and founts. 5.5.2. The Station Masters are responsible for explaining these instructions to their staff and for periodically inspecting to see that they are properly and regularly carried out. 5.5.3. Traffic Inspectors must inspect the station lamp rooms periodically to see that these instructions are carried out by station staff concerned. 5.5.4. Each Signal Inspector must examine all the signals and point indicator lamps on his monthly inspections to see that the lamps and founts are in good order and are being kept clean. Lamps and founts found defective must be replaced promptly. Cases of excessive damage to lamps or neglect in cleaning should be reported to DSTE and DSO. All signal lamps should be over-hauled once in a year and the date of over-haul should be marked on each lamp. 3.50. Traps, slip sidings and catch sidings.— The Station Master shall take steps to ensure that the points of all traps, slip sidings and catch sidings and other points are set against the line which they are intended to isolate, except when it is not necessary that they should be open for the purpose of isolation. S.R.3.50.1. Traps on siding (which may be Scotch Block, Derail, Derailing Switch or Trap Switch) are intended to derail vehicles, which escape from the sidings. Except when required to be taken away from the line or reversed for the passage of trains or vehicles, the Traps shall normally be kept as under :- 1.1. Scotch Blocks and Derails shall be kept locked in position on the rail. 1.2. Derailing switches shall be kept locked in the open position; and 1.3. Trap switches shall be set against the running line and locked in that position. The staff in possession of the keys of the traps shall be held responsible for carrying out these instructions. 2. Trap indicators are used to indicate the position of derailing switches or derails, protecting the siding or running line. They show a red target by day and a red light by night in both the directions, when the derailing switch is open or the derail is on the rail, and the knife edge of the disc by day and a green light in both directions by night when the derailing switch is closed or derail is off the rail. Points leading to a short dead-end and used solely for the purpose of trapping the running line or sidings shall be treated as derailing switches. 3.1. Slip sidings are intended to prevent vehicles at stations from escaping on to the main line. On no account shall slip sidings be used for shunting purposes. Stabling of vehicles on slip siding is prohibited. 3.2. Catch sidings/kopcke sid

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