Railway Line Patrolling PDF

CHAPTER – 10 PATROLLING OF THE RAILWAY LINE ********************* 1001 Types of Patrolling – The following types of patrolling are in vogue (1) Key man’s daily patrol. (2) Gang pat...

CHAPTER – 10 PATROLLING OF THE RAILWAY LINE ********************* 1001 Types of Patrolling – The following types of patrolling are in vogue (1) Key man’s daily patrol. (2) Gang patrol during abnormal rainfall or storm. (3) Monsoon Patrolling. (4) Hot/Cold weather patrolling for long welded rails/continuous welded rails (5) Watchmen at vulnerable locations (6) Security patrolling during civil disturbances and special occasions. 1002 Key man’s Daily Patrol – Every portion of the permanent way shall be inspected daily on foot by the key man of the beat in which the portion of the track falls. Provided that, the interval between such inspections may, under special instructions, issued by Chief Engineer be increased to once in two days in the case of specified section of lines with light and infrequent traffic. The Keyman shall preferably be provided with a GPS tracking device, to monitor his movements so as to ensure effective patrolling. 1003 Gang Patrol during Abnormal Rainfall or Storm – In the event of abnormal rainfall or storm during day or night, the Gang Mate should, on his own initiative, organize patrolling over the length affected, independently of other patrolling, if any, being done. This patrol should, in case of heavy rainfall, confine its inspection to known points of danger, such as cutting or culverts likely to scour, banks affected by tanks likely to breach and bridge approaches. In case of high winds, the Patrolman should inspect the length of track likely to be fouled by falling of tree etc. Arrangements exist with the Meteorological Department of the Government of India for sending electronic communication regarding warning, wherever storms, gales or heavy rainfall is expected. On receipt of such information from the Control, the JE/SSE/P.Way will arrange to advise monsoon patrolmen, watchmen and Gang Mates to be extra vigilant and be prepared to introduce patrolling, as necessary (for detailed instructions regarding weather warning and action to be taken Para 1129 may be referred to). The beat length of Gang Patrolling shall be similar to the monsoon patrolling. 1004 Monsoon Patrolling – (Back to Para 1005) During the monsoon, certain section of the railway line, as may be specified, shall be patrolled to detect damage by flood, such as breaches, settlements, slips and scours and immediate action be taken to protect trains, when so warranted. (1) Commencement and Termination – The sections, which are normally to be patrolled during monsoon will be identified and notified by the Divisional Engineer. For every such section, the Divisional Engineer shall prescribe the period of year, when normal monsoon patrolling is to be done; patrolling should be started on these notified sections on the dates specified. If the local conditions warrant, the JE/SSE/P.Way of the section concerned may introduce or continue monsoon patrolling outside the stipulated dates, duly advising all concerned. (2) Preparation of Patrol Charts – (a) The Divisional Engineer will issue patrol charts for each of the sections where monsoon patrolling is required to be done, taking into consideration the train timings of the timetable in force during this period. The principles governing the preparation of patrol charts shall be – Page 352 of 417  (i) Ordinarily patrolling will be carried out by a single Patrolman, but in regions where danger from wild animals, dacoits and other risks exist, as in Ghat sections, suburban section or other specified sections, patrolling in pairs may be introduced with the approval of Sr DEN Co. (ii) All trains carrying passengers between sunset and sunrise get the maximum protection possible. (iii) As far as possible, each block section will be treated as a unit and the length will be divided into equal beats. The length of each patrol beat should not normally exceed 5 km where the block section is more than 10 km an intermediate flag station, if any, or any other suitable point may be fixed as intermediate station, to keep the length of beat at about 5 km. (iv) The walking speed of a Patrolman may be taken as 3 Kmph. (v) The maximum distance covered by a Patrolman should not normally exceed 20 km in a day. (vi) A period of at least half an hour rest is desirable between consecutive beats. (vii) For giving better protection to passenger trains between sun-set and sun-rise, it would be advantageous to plot the scheduled paths of all passenger trains and then plot the patrol movement in such a way, so as to minimize the time interval between patrolling of the beat and passage of train. (viii) Patrol charts should show all vulnerable locations where stationary watchmen are posted. (b) Sample patrol charts are appended for guidance, as Annexure - 10/1, 10/2, 10/3. (3) Distribution of Patrol Charts – Before commencement of the monsoon, requisite number of copies of patrol charts should be supplied by the Divisional Engineer to the Assistant Divisional Engineers, SSE/P.Way (In-charge), the Divisional Operating Manager (for distribution to the Control staff), Station Masters and Loco Inspectors of running rooms. The Loco inspectors will acquaint Loco pilot of passenger trains, when they may expect to pass patrolmen, if running to time. By inviting Loco pilots to lookout for patrolling, an immediate and practical means of supervising the patrolmen is introduced. The task of dispatching patrolmen at the right time and signing their patrol book when they arrive at or depart from a station devolves upon the Station Master/Block Hut-in- charge. (4) Patrol Books and Systematic Patrolling – A patrol book containing sufficient number of pages should be supplied to each patrolman with a tin case. The books shall be serially numbered to correspond with the number of patrol beat on each section. The first page of the book shall contain the name of Patrolman, kilometerage of patrolling section and its number. The remaining pages will contain columns for date, station, time of arrival and departure and signature of Station Master. Patrolmen shall be on duty at the time specified in the patrol chart. The Patrolman whose beat commences/terminates at a station shall present the patrol-book in his possession to the Station Master/Block hut In-charge who will enter therein the time of arrival and departure and sign the book. The Station Master/Block hut-in-charge will also record the time of arrival and departure in his Diary/Train Register Book. The Patrolman shall then patrol his length at the end of which, he will exchange his patrol book with that of the next Patrolman and retrace his beat. The intermediate patrolman shall do likewise. In this way each patrol-book will be conveyed from one station to the other and back again. Owing to close proximity of stations, patrol books may be passed through one or more intermediate stations, before it is Page 353 of 417  returned to the original station. If a Patrolman on arrival at the end of his beat does not find the next Patrolman to take over the book, he must proceed ahead, until he meets him. The Patrolman should report the absence of any Patrolman from his beat to the Gang Mate the next day. Station Masters will see that the Patrolmen come on duty sober and fully equipped, their lamps are trimmed and filled with oil or the batteries are fully charged (in case of rechargeable lamps ) and they leave for their patrol duty in time. If a Patrolman who is due to arrive at a station does not turn up in time or does not turn up at all, the Station Master/Block hut-in-charge will advise Station Master/Block hut-in-charge at the other end of the block section about the absence of the Patrolman and both Station Masters/Block hut-in-charges will issue caution orders to all trains entering the section until the Patrolman from the other end of the “patrol-section” arrives at the station and reports that all is well. The Patrolman shall preferably be provided with a GPS tracking device, to monitor his movements so as to ensure effective patrolling. (5) Equipment of Monsoon Patrolmen – (a) Each Patrolman shall be provided with the following equipment and such other, as may be prescribed by special instructions: (i) One staff (preferably foldable). (ii) Number plate 15 cm Square (to be numbered consecutively from the beginning of each SSE/P.Way (In-charge) length in white letters on black background). (iii) 10 detonators in a tin case. (iv) Warning signals (a red flashing rechargeable LED torch/hand signal lamp at night or red flag during day as per Para 3.65 of GR). Three warning signals on double/multiple lines, Ghat sections, suburban and automatic block territories and two warning signals on single line sections (v) Protective clothing according to local dress regulations including industrial safety shoe / Gum boots, Safety jacket, Rain coat, Helmet with Head light. (vi) One match box. (vii) Two red flags and one green flag (day patrol only). (viii) Patrol book in a tin case. (ix) One three cell Electric torch. (x) Whistle thunderer. (xi) One haversack. (b) Where patrolling is undertaken in pairs or stationary patrol consists of two men, the equipment need not be duplicated but the additional Patrolman will be provided with an extra rechargeable LED torch/hand signal lamp, whistle thunderer, protective clothing and one spanner, hammer and light crowbar for emergency use. (6) Selection of Patrolman – (Back to Para 1124) Literate, Intelligent, experienced and trustworthy track maintainer should be selected from the Permanent Gangs by JE/SSE/P.Way to work as Patrolmen and Watchmen. Twice the number required should be selected to serve as relief, in case of illness, to provide for rest giver Patrolman etc. The track maintainer selected from each gang should be sent to the Divisional Medical Officer for vision test and shall not be employed as patrolmen unless they have passed the requisite medical test. (7) Certificate to be submitted by SSE/P.Way (In-charge) – The SSE/P.Way (In-charge) shall submit a certificate to the DEN through ADEN, a Page 354 of 417  month in advance before the commencement of the monsoon that he has made all arrangements for monsoon patrolling and for watching vulnerable locations/bridges and that the patrolmen and the watchmen have been made conversant with their duties, rules for the protections of the line and vulnerable locations in their beats. He will also submit to the ADEN a list of names of patrolmen and watchmen with their duties/locations assigned during the patrolling season. (8) Action When Damage is observed – (Back to Para 117 (1) (c), 117(4)(a), 1006) In the event of any portion of the line being breached or otherwise rendered unsafe for traffic the following procedure shall be observed (a) In the case where two patrolmen are employed – (i) Protecting the line – (a) The danger signal must be exhibited in both the directions (b) The two patrolmen shall then proceed in opposite directions showing the danger signals (red flag by day and red light by night) and when at 600 m from the point of danger, each should place one detonator on to the rail; they shall then proceed to a distance of 1200 m from the point of danger where they should place three detonators on the rail about10 metres apart. On the double line the detonators must be placed on the line, in the direction on which the trains will approach. (c) Should the nature of obstruction be such as to render it impossible for either of patrolmen to get across the gap, as for instance a wash away with strong flood, one of the men should show the danger signal and endeavour to stop trains approaching the gap from the other side while the other man should proceed towards the station on his side of the gap, fix the detonators and act as in (b). (ii) Reporting the damage to Station Master and Gang Mate – (a) After protecting the track one of the two patrolmen who is nearest to the station and in case mentioned in (c) above, the patrolmen who has protected the track will proceed in all haste, showing the danger signal, to the station and inform the station master of the danger. On his way back, if he meets with any gang quarter, he should inform the Gang Mate of the occurrence and the gang must immediately proceed to the affected kilometerage and take necessary action to attend to the repairs. (b) After protecting the track, the other Patrolman will proceed to the site of obstruction, and remain there showing the danger signal, until the first Patrolman joins him. In case the other Patrolman has not been able to locate the gang hut on his way back from the station, one of them should proceed to the gang hut and inform the Gang Mate. (b) In case where One Patrolman is Employed – (i) Protection of line – (a) When damage is detected on single line – (1) Place a red lamp during the night and a red flag during the day in a prominent position to warn a train, which may approach from one direction. Then run in the opposite direction from which train is likely to come, with a danger signal (red flag by day and red light by night) and place one detonator at 600 m and three detonators at 10 metres apart at 1200 m from the site of obstruction/ damage. (2) Return to the site of obstruction/ damage, and protect the other side with detonators similarly. (3) In the event of it being impossible to get the other side of the obstruction/ Page 355 of 417  damage (as in a wash away)place the red lamp so that it can be seen from as great distance as possible by a train approaching from that direction and protect the other side with the detonators etc. as detailed in Sub-Para (a) (1). (b) When damage is detected on double line – (1) Place the red flag/lamp in prominent position so as to warn an approaching train on one track. Then run along the other track on which train is expected first and place the detonators as in Sub-Para (a) (1) (2) Run back and protect with detonators the line on which the lamp/flag was prominently placed earlier. (ii) Reporting the damage to the Station Master – the Patrolman will return to the site of obstruction after protecting the line in both the directions and shall remain at the place of obstruction and send word about the danger through the first railway employee or other persons he is able to contact at the spot itself. (9) Responsibility of Engineering Officials in the Matter of Patrolling – (a) Inspection of Patrol Books – JE/SSE/P.Way must examine the patrol books, initial the entries each time he inspects and take corrective measures for irregularities noticed. The ADEN should examine the patrol books during his inspection. (b) Supply of Equipment to Patrolmen and Watchmen – JE/SSE/P.Way will be responsible for ensuring that each Patrolman is provided with the equipment specified, and for periodical distribution of consumable stores like kerosene oil, match box etc. The Gang Mate will be responsible for seeing that the Patrolman and stationary watchman possesses the correct equipment specified. (c) The JE/SSE/P.Way will be responsible for instructing the patrolmen in their duties about the rules for the protection of the lines and in acquainting them with all vulnerable points on their beats. In addition to oral instructions, the JE/SSE/P.Way shall by practical demonstrations, drill the patrolmen in their detailed duties and responsibilities. (d) Inspection of Equipment – JE/SSE/P.Way should check the equipment of all patrolmen and watchmen once a month, record the results in patrol book and take steps to recoup deficiencies. (e) Check over Patrolling at Nights – (i) By JE/SSE/P.Way – The following are the schedule of inspection of night patrolling for JE/SSE/P.Way (Sectional) and the SSE/P.Way (In-charge) by train: Official By train JE/SSE/P.Way(Sectional) Once a fortnight SSE/P.Way (In-charge) Once a month (ii) ADEN shall cover his entire sub-division once in a month by Train in the night and check the patrolmen. (10) Action by ADEN and JE/SSE/P.Way on Receipt of Information Regarding Damage to the Line – On the receipt of information of any damage to the line, ADEN and SSE/P.Way (In- charge) and JE/SSE/P.Way concerned should proceed to site by the quickest possible means and take necessary action for restoration. Page 356 of 417 1005 Hot and Cold Weather Patrolling for LWR/CWR – (Back to Para 117(4)(a), 353) (1) Hot Weather Patrolling: Period for hot weather patrolling shall be laid down by the Chief Track Engineer for each section and patrol charts prepared where necessary. Patrolling shall be organised by JE/SSE/P.Way accordingly. In addition, the JE/SSE/P.Way and the Gang Mate shall be vigilant during summer and on hot days. Patrolling will be introduced when the rail temperature rises above: (a) td + 25° C on PSC sleeper track with sleeper density 1540 nos. / km and above. (b) td + 20° C on PSC sleeper track with sleeper density less than 1540 nos. / km Patrol beat for Hot weather patrolling will be as follows:- (i) On single line or where only one road in a double line section is having LWR/CWR- One patrolman for 2 km. (ii) On double line section when LWR/CWR exist on both roads - One patrolman for 1 km length of UP and DN road. The beats of each hot weather patrolman will thus be restricted to 2 km. (iii) Changes in beat length and man power deployment as given above, if found necessary, may be decided by the Sr. DEN (Co) of the division depending on prevailing local conditions, frequency of train service, weather conditions etc., The hot weather patrolman should always carry the following equipment:- HS Flags - Red 2 Staff for Flags 1 Detonators 10 Canne-a-boule fitted with rubber ball 1 (2) Hot Weather Patrolman: He shall patrol the track during the hottest part of the day, to look for prominent kinks, incipient buckles or tendency towards buckling. He shall protect the track at the site of the prominent kinks, incipient or actual buckles and report the same to nearest Station Master and JE/SSE/P.Way immediately. The patrolman shall preferably be provided with a GPS tracking device, to monitor his movements so as to ensure effective patrolling. He will walk over his beat slowly over one rail/on sleeper non gauge side of rail in one direction and on the other rail/on sleeper non gauge side of rail in the return direction. On double lines, he will repeat this procedure alternately on UP and DN tracks. He will be vigilant and look out for kinks in the rail especially during the hottest part of the day. When a kink is observed, he shall immediately examine at least 100 sleepers ahead and in the rear of the kink for any floating condition of track. He should meticulously sound each and every sleeper, 100 sleepers on either side of the kink, to determine any floating condition. The amount of rebound will be noted by dropping a Canne-a-boule on each end of the sleeper to determine the extent of void under the sleeper. Should the amount of rebound reveal a floating condition, under which a buckle may be anticipated or the patrolman has detected actual buckling of track, he will take immediate steps to protect the affected portion by display of hand signals as per rules in force. After protecting the track, the patrolman will arrange to advise the Gang Mate, JE/SSE/P.Way of his apprehension of a buckle/actual buckle. The Gang Mate on receipt of advice of a danger of buckle will proceed to the site quickly with all available men. On arrival at site, he will first ensure protection of affected portion. He should then inspect the condition of track 100 m on either side of this suspected zone and commence heaping of surplus ballast, if available, on the shoulders and upto the rail head and keep on compacting the ballast with available Page 357 of 417  means. No attempt should be made to slew or align the track or disturb the existing ballast section. The Gang Mate should continue to remain at site till the arrival of JE/SSE/P.Way. The rail temperature will also be noted by one of these officials at the place of apprehended/actual buckle. The rail facing the sun will be covered up to the level of rail head on the outside by ballast or leaves etc. to bring down the temperature of the rail. (3) Cold Weather Patrolling: Period and section where cold weather patrolling is to be done shall be laid down by Sr. DEN (Co) of the division based on rail/weld fracture analysis, extent of rail corrosion ,overdue rail renewals and traffic density. Cold weather patrolling shall compulsorily be started when rail temperature goes below (td- 300 C). Patrol charts will be prepared where necessary. Patrolling shall be organized by JE/SSE/P.Way (In-charge) accordingly. Following guidelines may be followed for issuing detailed instructions. (Back to Para 337, 346) Patrol Beat for Cold Weather Patrolling shall be as follows: (a) On single line or where only one road in a double section is having LWR/CWR - One patrolman for four kilometre. (b) On double line section when LWR/CWR are on both roads - One patrolman for Two kilometre length of UP and DN road. (c) Changes in beat length and man power deployment as given above, if found necessary, may be decided by the Sr. DEN (Co) of the division depending on prevailing local conditions, frequency of train service, weather conditions etc. Cold Weather Patrolman should carry the following equipment: (i) 10 fog signals in a tin case (ii) Two tri-colour hand signal lamps/Rechargeable LED torch (iii) One match box (iv) Two red flags and one green flag (v) One three-cell electric torch (vi) One staff (vii) Number plate (viii) Spanner (ix) Protective clothing according to local dress regulations including industrial safety shoe / Gum boots, Safety jacket, Rain coat, Helmet with Head light. (x) Patrol Charts shall be prepared as per Para 1004 (2). (4) Cold Weather Patrolman: He shall patrol the track during the coldest part of the night and lookout for weld/rail fractures and excessive gaps at SEJ. He shall protect the track at the site of weld/rail fractures or excessive gaps at SEJ and report the same to nearest Station Master/JE/SSE/P.Way. The patrolman shall preferably be provided with a GPS tracking device, to monitor his movements so as to ensure effective patrolling. He will walk over his beat slowly along one rail in one direction and on the other rail in the return direction. On double line, he will repeat this procedure alternately on UP and DN tracks. He will be vigilant and look out for rail/weld failure. He will also notice the gaps at SEJs if they fall in his beat. In case he notices a rail/weld failure or gap at SEJ becomes more than the designed maximum gap, he will take immediate action to suspend the traffic and protect the line as per Para 812. After protecting the track, the patrolman will arrange to report to Keyman/Gang Mate, JE/SSE/P.Way who shall arrange for making emergency repairs to pass the traffic. Page 358 of 417 1006 Watchmen at vulnerable locations – In addition to patrolmen, stationary watchmen are posted at known or likely locations of danger or trouble. (1) Definition – Vulnerable Locations (Points) are those, where conditions unsafe for the passage of trains are apprehended and there is need for stopping of trains in time in case such conditions develop e.g. (a) Bridges, having inadequate water-way, liable to scour in foundations, oblique/ Parallel flow of water to the approaches, rise of flood above danger level frequently. (b) Bad banks liable to slips and subsidence. (c) Bridges located across river courses fed by Railway affecting tanks. (d) Cuttings and Hill designated as vulnerable by DEN/Sr. DEN. (e) Water over-flowing over the track, and (f) Any other condition likely to affect the safety of the track. (2) List of Vulnerable Locations – A list of Vulnerable Locations should be maintained by each Assistant Divisional Engineer/Divisional Engineer in a register form and should be reviewed and brought up-to-date. (3) Guarding of Vulnerable Locations – (a) Stationary Watchman should be posted round the clock at every nominated location during the monsoon period, as required. (b) He should keep a watch on vulnerable location and in case he apprehends danger he should take action to protect the line in accordance with Para 1004(8). (c) The equipment for the watchman should be on the same scale as Patrolman except that a watch man will not be provided with – (i) Number plate. (ii) Haversack. (iii) Patrol book in tin case. A notebook should however be provided to the watchman. 1007 Security Patrolling during Civil Disturbance and on Special occasions: (1) On apprehension of a Civil Disturbance, the Divisional authorities should contact the local Civil authority and arrange, as circumstances may warrant for security patrolling of the railway line. This may be arranged on the pattern of the monsoon patrolling with modifications, as deemed necessary, in consultation with Civil authorities. (2) Security patrolling on special occasions should be carried out according to the special instructions issued by the administration. (3) The primary duty of the Patrolman employed on Security patrolling shall be to protect trains against any condition of danger, such as tampering with track or obstruction placed on line. Page 359 of 417  Annexure - 10/1 Para 1004 SPECIMEN PATROLLING CHART MAIN LINE AND BRANCH LINE LOW DENSITY TRAFFIC 2 BEATS LENGTH 8.45 km JODHPUR – MARWAR SECTION Page 360 of 417  Annexure - 10/2 Para 1004 Page 361 of 417  Annexure - 10/3 Para 1004 Page 362 of 417