Chapter 8: Engineering Restrictions & Indicators PDF

CHAPTER – 8 ENGINEERING RESTRICTIONS & INDICATORS, WORKING OF TROLLIES, LORRIES & MATERIAL TRAINS PART – ‘A’ ENGINEERING RESTRICTIONS & INDICATORS 801 Work Involving Danger to Train or Traffic – A gang shall not commence or...

CHAPTER – 8 ENGINEERING RESTRICTIONS & INDICATORS, WORKING OF TROLLIES, LORRIES & MATERIAL TRAINS PART – ‘A’ ENGINEERING RESTRICTIONS & INDICATORS 801 Work Involving Danger to Train or Traffic – A gang shall not commence or carry on any work which will involve danger to trains or to traffic without the previous permission of the JE/SSE/P.Way or of some competent Railway servant appointed on this behalf by special instructions. The Railway servant who has given the permission should be himself present at site to supervise the work. 802 Carrying Out of Works, in case of Emergency – In the case of emergency, when the requirements of safety warrant the commencement of the work by the railway servant at site, he shall himself ensure that Engineering signals are exhibited at specified distances according to rules and flagmen are posted with necessary equipment to man them, before commencing the work. 803 Responsibility of the Railway Servant In-charge of the Work – The Railway servant in- charge of the work, who is present at the site of work, shall ensure that Engineering signals are exhibited at the specified distance according to rules and flagmen are posted with necessary equipment to man them. Trains shall be permitted over the track under repair at such restricted speed as is specified, only after the track is rendered safe for the traffic. He should ensure that the provisions of Para 804 are fulfilled before commencing the work. 804 Works, which Obstruct the Line – (1) Precautions before commencing operations, which would obstruct the line – No person employed on the way, works or bridges shall, cause discontinuity in track, disconnect points or signals or commence any other operation which would obstruct the line without obtaining the written permission of the Station Master who shall ensure that all necessary signals have been placed at ‘ON’. In addition, the employee mentioned above shall also ensure that the necessary stop signals like banner flags ,detonators and hand signal flags have also been placed/exhibited at the prescribed locations as per Para 806. Provided further that in emergent cases the persons undertaking such operations shall first bring the train to stop as stipulated in Para 812 and advice the driver of the train about the need to stop the train through a written memo. The railway servant shall simultaneously arrange to send a message to the Station Master for the need to block the track as per Para 810 and obtain written confirmation of the same. The work which may lead to obstruction to the track shall however be done only during the traffic block, the written confirmation for which shall be obtained from the concerned Station Master. On completion of the work again the authorized railway servant shall advise the driver through a written memo to proceed at the prescribed speed. (2) Works requiring complete block protection – The following category of works will necessarily require complete block protection: (a) Category of works where track is required to be occupied: (i) Working of on-track machines (ii) Working of Material trains or girder specials (iii) Working of dip-lorries (iv) Working of motor trollies (v) Working of push trolley in heavily graded sections. Page 292 of 417  (vi) Working of push trolley in sections where visibility is obstructed (vii) Push trolley in long tunnels. (b) Works where discontinuity in track is created or such conditions are created which may result in discontinuity or obstruction to running track: (i) Through rail renewal (ii) Casual replacement of rail (iii) Replacement of SEJs or replacement of buffer rail with SEJ (iv) Insertion or replacement of glued joints (v) Temporary/Permanent repairs of rail fractures (vi) Temporary/Permanent repairs of rail on account of buckling (vii) Replacement of switch/crossing or any part of turnouts (viii) De-stressing of LWRs (ix) In-situ welding of rails (x) End cropping and welding (xi) Through renewal of bridge sleeper (xii) Replacement of girders with slabs (xiii) Removal of rail from track for any purpose (xiv) Renewal of sleeper on important and major bridges, (xv) Changing of guard rails on important and major bridges. Note: 1. Some of the works listed above may also necessitate mandatory imposition of speed restrictions. 2. The list of works indicated above is indicative only and other works may be required to be done under block protection based on site-specific conditions as decided by P.Way officials. 805 Categories of Engineering Works: Engineering works can be broadly divided into three categories – (1) Category 1 – Works of routine maintenance, requiring no speed restriction, not necessitating exhibition of hand signals and involving no danger to trains or traffic. These include works of routine maintenance such as through packing, picking up slacks and overhauling of track etc. (2) Category 2 – works of short duration – (a) Works such as casual renewals of rails and sleepers, adjustment of creep and lubrication of rail joints which are completed by sunset of the day of commencement and no restriction of speed thereafter is required, are termed “works of short duration”. (b) Hand-signal and banner flags and fog-signals shall be used at specified distances to protect the trains. (3) Category 3 – Works of Long Duration – (a) Works such as relaying and deep screening of track, bridge construction, diversions which extend over a few days or weeks during which period a continuous restriction of speed is to be in force, are termed as “works of long duration”. (b) Temporary Engineering fixed signals shall be used at specified distances to protect the trains. These works should be carried out to a programme, about which all concerned will be advised in advance. Page 293 of 417 806 Works of Short Duration (Back to Para 114(9), 114(17), 321(7), 619, 804,868) Protection in block section and procedure for passing of trains – Before commencing any work of such category the JE/SSE/P.Way or authorised Railway servant should issue a notice to the Station Master/Block-hut in-charge at each end of the Block section and obtain their acknowledgment. Depending as to whether the train is to be passed through the work site after stopping or at a restricted speed, the line should be protected in the following manner – (1) When the train is required to stop at the site of work (in Block section) – (a) Post a flagman with hand signals at a distance of 30 metres in rear of the place of obstruction, to show stop hand signals. (b) Post a flagman with hand signals and place a banner flag across the track at a distance of 600 metres in rear of the work. The flagman will show stop hand signals. (c) Post a flagman with hand signals and detonators at a distance of 1200 metres in rear of the work. The flagman shall fix three detonators on the line 10 metres apart and stand at a place not less than 45 metres from the three detonators, from where he can obtain a clear view of the approaching train. He will show stop hand signals. (d) The man at the site of obstruction shall give proceed hand signal to indicate to the Driver, when he may resume normal speed after the train has been hand signalled past the obstruction (Annexure - 8/1). (2) When the train can pass over the work spot at restricted speed in Block section - The following protections should be adopted in the above cases – (a) Post a flagman exhibiting caution hand signals at a distance of 30 metres from the place of obstruction. (b) Post a flagman exhibiting caution hand signals at a distance of 1200 metres for Broad Gauge from the place of obstruction. (c) Post an intermediate flagman with hand signals at a distance of 600 metres for Broad Gauge from the place of obstruction. He will also place a banner flag across the track. The intermediate banner flag must be kept across the line until the speed of the train has been reduced, after which the banner flag shall be removed and the train hand signalled forward. (d) The railway servant at the site of work should give proceed hand signals to indicate to the Driver, that he may resume normal speed after the train has been hand signalled past the site of work- (Annexure - 8/2). (3) The following points should be kept in view, while protecting the track in the cases mentioned in sub-Para (1) and (2) above – (a) On single line, the line must be so protected on both sides of the work. (b) At places where there are curves or falling gradients and at times of poor visibility the distances laid down in Sub-Para (1) and (2) above may be suitably increased wherever necessary and intermediate flagman posted to relay hand signals. (c) The location of the banner flag, detonators and hand signals should be so selected as to avoid stopping of trains, as far as possible, on continuous steep rising gradients. (d) If in an emergency, it becomes necessary to carry out such works at night, the provisions for protection of line as detailed in Sub-Para (1) and (2) must be complied with except that red light must be exhibited in the direction of approaching trains in place of red hand signalling flags and banner flags. (e) In an Emergency, when it is necessary on considerations of safety, the JE/SSE/P.Way, or authorised railway servant may commence such work after Page 294 of 417  protecting the line as per GR 15.08 and 15.09, before issuing notice to the Station Master. If the work is likely to be prolonged, he should notify the Station Master as soon as possible. (4) Works to be carried out in station limits – (a) No work should be commenced on running line at a station without the written permission of the Station Master and until the relevant signals have been placed at ‘ON’. (b) Before commencing a work on a line which can be isolated from the other running lines, the JE/SSE/P.Way should ensure that the line has been isolated and retain the keys of locking device in his possession. Where isolation is effected by the setting of points, they must be locked by means of clamps or bolts and cotters. (c) Before commencing work on a line which cannot be isolated from other running lines as provided for above, the JE/SSE/P.Way should provide the prescribed hand signals, detonators and banner flags as detailed in Para 806 (1) &(2). (5) Works in Automatic Territory, Para 15.09 (3) (a) of General Rules 1976- – In automatic territory, if the distance from the place of works/obstruction to the automatic signal controlling entry of a train into the signalling section is less than 1200 metres and the automatic signal is secured at ‘ON’ the banner flag and three detonators may be provided at 90 and 180 metres respectively. 807 Works of Long Duration – (1) Preliminary arrangements – (a) For doing such works the Engineering Department will arrange with the Operating Department for the issue of the circular/ notice as per extant instructions. (b) The concerned Divisional Engineer will be responsible for obtaining the sanction of Commissioner of Railway Safety wherever necessary and sending Safety Certificate on completion of such works. (c) The SSE/P.Way (In-charge) should obtain permission to commence work from DEN/ ADEN and should arrange to block the line when work is proposed to be done under block with the permission of the Controller/Chief Controller on the day of block and issue a notice to the Station Master on either side. (d) Caution orders will be issued by the Station Masters concerned as necessary. (e) The necessary temporary Engineering fixed signals as prescribed should be provided. (f) In an emergency, when it is necessary on considerations of safety, the JE/SSE/P.Way or authorised railway servant may commence such work before issuing the notice, under the protection of hand signals and banner flags as per GR 15.08 and 15.09. As soon as possible, he should issue the notice and replace the hand signals and banner flags by temporary engineering fixed signals. (2) Protection of line in block section – (a) In case where stop dead restriction is to be imposed when restriction is to last for more than a day, the following temporary Engineering indicators should be exhibited at the appropriate distance – (i) Caution indicator. (ii) Stop indicator. (iii) Termination indicators. Page 295 of 417  (b) In case where the train is not required to stop (non-stop restriction) and the restriction is likely to last for more than a day, the following temporary Engineering indicators should be exhibited at the appropriate distances – (i) Caution indicator. (ii) Speed indicator. (iii) Termination indicators. Note – (i) Annexure - 8/3 and 8/3 A indicate the distances at which these are to be fixed. (ii) When during the course of the work, on consideration of safety it is not desirable to pass trains over the site of work for the time being, the track should be further protected by hand signals and banner flags, by the authorised railway servant. (3) Protection of line in station limits, Para 15.09(2) of General Rules, 1976 - Protection of the line as prescribed for block section may be dispensed with if the affected line has been isolated by setting and securing of points or by securing at “ON” the necessary manually controlled signal or signals and approach signal shall not be taken ‘OFF’ for a train unless the train has been brought to a stop at the first stop signal, except in cases where the loco pilot has been issued with caution order at the station in rear, informing him of the obstruction and the details thereof. 808 Temporary Engineering Fixed Signals – Location and Details – (1) These consists of (a) Caution indicator. (b) Speed indicator. (c) Stop indicator. (d) Termination indicators (T/P &T/G). (2) (a) Multi Speed Restriction (i.e. existence of two or more than two speed restrictions in continuation) – When work of deep screening or sleeper renewal is in progress, there is situation of having two or more than two speed restrictions in continuation. In such situation, placement of speed boards for following speed restriction shall be as under: (i) In case of following speed restriction being more restrictive, a minimum of 200 m track should be under earlier speed restriction zone. If not, then only one SR board should be provided, considering that the previous speed restriction is at par with the following SR, which is more restrictive. (ii) In case of following speed restriction being less restrictive, corresponding speed indicator board for following speed restriction shall be placed at a distance equal to the length of the longest goods train operating on the section after termination point of previous speed restriction zone. (b) The details and position of fixing each indicator are detailed in Annexure - 8/3, 8/3A and 8/4. (3) For intermediate tracks on triple or multiple lines, Engineering indicators should be fixed between tracks to within 300 mm from rail-level, to avoid infringements of standard dimensions. (4) All indicators should be placed on the left hand side as seen by the Drivers except on Centralised Traffic Control (CTC) sections (single line) where they should be placed on Right hand side. (5) One termination indicator bearing letters T/G should be located at a distance equal to Page 296 of 417  the length of the longest goods trains operating on the section from the place of work. Another Termination indicator bearing the letters T/P should be located at a distance equal to the length of the longest passenger train operating on the section from the place of work, which will help the passenger trains to pick up speed after reaching T/P indicator, without losing time. The Guard of a passenger train shorter than the longest passenger train will exhibit an “all-clear” signal to his Driver when the rearmost vehicle has cleared the restricted length and the Driver will resume normal speed. In the case of light-engines or single unit rail cars, the Drivers will resume normal speed after clearing the restricted length. 809 Procedure for Passing Trains at Stop Dead Restrictions – The flagman at the stop indicators shall present his restriction book to the Driver who should stop in the rear of the stop indicator. The “Restriction Book” should be to the following form: Engineering indicator at km………………… Date Train No. Time Signature of the Driver After the flagman has obtained the signature of the Driver at the indicator, he should exhibit proceed with caution signal to the Driver. The Driver will then be authorised to pass the stop indicator and continue at this speed until his train has cleared the restricted length, after which he will resume normal speed. 810 Procedure for Blocking Line for Engineering Purposes – (Back to Para 804) (1) Arrangements for block – (a) Except in very urgent cases arrangements for blocking the lines between stations shall be made by the DEN in consultation with the Divisional Operating Manager, sometime before the block is imposed. (b) The Divisional Operating Manager will issue instructions to the Station Masters on either side of the section to be blocked and Station Masters/Yard Masters of train ordering stations concerned about the last train to pass over the section before the block is imposed, the trains to be cancelled because of the block and any other particulars and will conclude by stating which official of the Engineering Department will impose and remove the block. The instructions will be acknowledged by those to whom issued. (c) In an emergency when there is no time to refer to Divisional Operating Manager or where block will not interfere appreciably with the traffic the Station Master (after consulting control on controlled section) will arrange block directly. (2) Imposition of Engineering Block – (a) The JE/SSE/P.Way or authorised railway servant who wishes to block the line should transmit a message to the nearest Station Master on section to be blocked, copy to the DEN, ADEN, SSE (Loco), Controller of controlled sections and Divisional Operating Manager, advising them the time from which the block is to be imposed and the kilometerage and asking for acknowledgement from the concerned Station Masters. (b) The Station Master receiving the message for transmission will sign for it, noting the time of receipt and shall transmit the message to the Station Master on the other side of the block section, which is to be blocked, and to the Controller. The Station Master on the other side will acknowledge receipt by a message addressed to JE/SSE/P.Way or authorised railway servant and the Station Master of the transmitting station. (c) On receipt of this message the Station Master of the station from which the message was transmitted will block the line in the manner prescribed and hand over a signed copy to the JE/SSE/P.Way. Page 297 of 417  (d) Field telephone should be used for liaison with the Control during the block. (3) Removal of Engineering Block – (a) When removing a block, the JE/SSE/P.Way or authorised railway servant responsible will transmit a message to any one of the Station Master on either side of the block section blocked, copy to the DEN, ADEN, SSE (Loco), Controller and Divisional Operating Manager, advising them that the block has been removed and asking for acknowledgement from Station Masters. Particulars of kilometerage, restriction of speed and position of Engineering Indicators should be given in the telegram. (b) The Station Master who receives the message for transmission will sign for it, noting the time of receipt and transmit the message to the Station Master of the other station. The message must be acknowledged by the latter, addressed to the JE/SSE/P.Way and Station Master of the transmitting station. On receipt of this acknowledgement the Station Master who originally imposed the block, will remove it in the manner prescribed. The Control or the Divisional Operating Manager will advise the Station Masters on the train ordering stations when a block is finally removed. (4) Issue of Caution Orders to Drivers – Caution order to Drivers of all trains will be issued by the Station Masters for temporary engineering restrictions. Caution order will indicate the exact kilometrages, speed restrictions, stops, as the case may be, but will not include permanent restrictions that are notified in the working time-table. 811 Works at Times of Poor Visibility – In thick foggy or tempestuous weather impairing visibility, no rail shall be displaced and no other work, which is likely to cause obstruction to the passage of trains shall be performed except in case of emergency. When such work has to be undertaken and the site is protected by temporary engineering fixed signals, 2 detonators on the line 10 metres apart should be fixed not less than 270 metres in rear of the caution indicator and a caution hand signal exhibited to approaching trains. 812 Temporary Signals in Emergency – ( Back to Para 114(9), 114(17), 804, 1005) (1) Whenever in consequence of an obstruction of a line or for any other reason it is necessary for a railway servant to stop approaching train he shall plant a danger signal at the spot and proceed with all haste in the direction of an approaching train with a danger signal (red flag by day and red light by night) to a point 600 metres from the obstruction and place one detonator on the line after which he shall proceed further for not less than 1200 metres from the obstruction and place three detonators on the line 10 metres apart. He should then take a stand at a place not less than 45metres from there, from where he can obtain a good view of an approaching train and continue to exhibit the danger signal, until recalled. If recalled, he shall leave on the line three detonators and on his way back pick up the intermediate detonator continuing to show the danger signal. (2) On single line the line must be protected on each side of obstruction. (3) Where there are adjacent lines and it is necessary to protect such lines, action should be taken on each such line in a similar manner. 813 Periodical Notice of Engineering Restrictions – For works involving restriction of speeds of trains the Divisional Engineer will arrange publication in the periodical gazette of the railway furnishing following details – (1) The names of the block stations on either side of the site where the engineering work will be undertaken in order that caution orders may be issued. (2) Kilometerage of site of work. (3) Restricted speed and stop dead restriction to be observed by the Driver. (4) Nature of work being undertaken or reasons for restriction. Page 298 of 417 (5) Probable duration. 814 Permanent Speed Restriction Indicators – (1) Permanent speed restrictions boards – (a) Permanent speed restrictions in force are notified in working time-table. The speed indictors are erected to indicate to the Drivers the speed restrictions to be observed e.g., between stations, and at stations due to weaker track/bridges, restrictions on curves, grades and points and crossings etc. (b) The indicators to be used are similar to those used for temporary restrictions, namely, caution indicator, speed/stop indicators and termination indicators (T/P & T/G). The details of the indicators and the distance at which they are to be fixed are the same in both the cases (Annexure - 8/3 & 8/4). (2) Siding Boards – When speed restriction has been imposed on account of facing points of an outlying siding an ‘S’ marker (a circular board of1 metre dia. painted yellow, with 300 mm letter ‘S’ painted in black on it) should be fixed at the points in addition to the speed and caution boards fixed in rear of the points. Where however, the sanctioned speed of the section does not exceed 50 Kmph the speed indicator and the ‘S’ board need not be provided except where the speed over the points is less than sanctioned speed of the section. ‘S’ marker should be so fixed that the centre of the board is 2 metres above the rail level. (3) Board indicating speed over points – Where the speed over the points at a station is less than the speed sanctioned at other stations on the same section, a permanent speed indicator should be fixed on the first approach signal of the station. (4) The posts of permanent speed indicator marker boards should be painted with 300 mm high bands in white and black. (5) Where a permanent speed restriction is in force on any intermediate track on triple or multiple lines, the engineering indicators should be fixed between tracks to within 300 mm from rail-level to avoid infringement of standard dimensions. 815 Indicators (General): (1) Where indicators are provided under special instructions to furnish information to Drivers, these should be in black letters or figures on yellow back ground. (2) Whistle indicator – (a) Whistle boards should be provided in rear of all places where the view of the Drivers is obstructed by cuttings or tunnels or curves and where it is necessary to give audible warnings of the approach of a train to those working on the track. The whistle boards are fixed at a distance of 600 metres. (b) Whistle indicator for Level Crossings – Whistle boards are also provided on the approach of all level crossings, where a clear view is not obtained. These bear the letters W/L. The details of these whistle boards are described in Para 915. (3) Shunting Limit Boards (SLB) – They are provided at an adequate distance in advance of the trailing points. This shall consist of 600 mm x 1000 mm rectangular board painted yellow with a black cross on the top and words “shunting limit” written in black below it. Its height should be 2 metres from the rail level to the underside of the portion containing the cross and the post on which it is fixed, painted with 300 mm high bands in white and black. It should be fitted with a lamp/light showing white light in both directions. Page 299 of 417 816 Detonating Signals – Detonating signals otherwise known as detonators or fog signals are appliances, which are fixed on the rails, and when an Engine (or vehicle) passes over them, they explode with a loud sound so as to attract the attention of the Driver. (1) Care and Custody – (a) Detonators should be protected against dampness. They should be stored in tin cases with papers wrapped over them, a layer of waste cotton must be kept at bottom and top of the tin cases to avoid contact with the metal. (b) In one tin case not more than ten detonators should be kept. (c) The tin cases should be stored in wooden boxes which should be kept in dry places and not left in contact with the brick walls, damp wood, chloride of lime or other disinfectants; these should not be exposed to steam or other vapours. (d) Unexploded detonators should not be, as far as possible, sent from place to place by consignment; they should be conveyed personally or by a messenger. (2) Stock with Engineering Official – (a) Each P.Way, Works and Bridge Engineer shall have a stock of detonators sufficient to recoup the number annually tested and any which may be exploded for works and emergency. The SSE/P.Way (In-charge) shall ensure that all Gangs, Gatemen, Keymen, Patrolmen and Watchmen are equipped with the specified number of detonators. (b) Every ADEN, Gang Mate, Keyman, Gateman, Patrolman and Watchman, whose duties include protection of track shall carry the specified stock of detonators with him on duty, for use during an emergency. (c) The month and year of manufacture are shown on the label outside each case and also stamped on each detonator. Detonators should be used in the order of the dates stamped on them, the oldest being used first. To facilitate ready withdrawal in this sequence, they should be stored also accordingly. (3) Use of Detonators – (a) The staff in possession of detonators shall not make any improper use of them. All Engineers are responsible to ensure that the staff working under them know how and when to use detonators. (b) A detonator when required to be used shall be placed on the rail with the label or brand facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail. (4) Testing – (a) Once a year, one detonator shall be taken by the SSE/P.Way (In-charge) from his own stock and from Gang Mate, Keyman, Gateman, Patrolman and Watchman for testing, one also from each of the lots in the personal custody of DEN, Bridge Engineer, ADEN, SSE (Works), JE/SSE/P.Way where the headquarters of these officials falls within the SSE/P.Way's jurisdiction. The oldest detonators should be selected for the test. (b) The testing of detonators should be done under an empty 8-wheeled wagon propelled by an engine and moving at walking speed under the direct supervision of the SSE/P.Way (In-charge), who shall ensure safety range during testing. Results of tests should be entered in a Register. (c) The SSE/P.Way (In-charge) shall submit by the end of the year (31st December) a certificate in duplicate to the Assistant Divisional Engineer to the effect. “I certify Page 300 of 417  that I have tested the detonators from stocks mentioned below in accordance with standing orders for the year ending ….. and append a list of those that failed to explode.” The ADEN shall countersign and forward one copy of the certificate to the DEN with remarks, if any. Orders regarding the return or destruction of those lots, the samples from which failed to explode, shall be issued by the DEN. (5) Life of Detonators – The normal life of detonators is five years. The life of the detonators can be extended to eight years on a yearly basis subject to the condition that two detonators from each lot of over 5 year old ones are tested for their effectiveness as discussed above and the results being found satisfactory. Such time extended detonators can be used on all sections after satisfactory testing. In case the results are not satisfactory, they should be destroyed as envisaged in Sub-Para (6) below. In any case, no detonator should be kept in use after 8 years. (6) Disposal of Time-barred Detonators – No detonator that bears any sign of rust and is time- barred shall be held in stock. Such detonators shall be destroyed by one of the following methods (a) By soaking them in light mineral oil for 48 hours and then throwing them one by one into fire with due precautions. (b) By burning them in incinerator. (c) By detonating them under wagon during shunting operations. (d) By throwing them in deep sea. The destruction of time-barred detonators should be done in the presence of a JE/SSE/P.Way who should ensure that every care is taken to see that splinters of detonators do not cause any injury to life and property. They should not be buried or thrown in places from where they could be recovered. (7) Safety Range – When detonators are being tested, no person should be allowed within a radius of 45 metres from the detonators to be exploded; the engine crew shall remain well within the cab. In practice, splinters from detonators when exploded seldom fly in a direction to the rear of the wheel, which detonates them. Staff should therefore, when observing the safety radius, place themselves, as far as possible on the rear side. 817 Warning Signal - Descriptions – (Back to Para 910) The signals to be used to warn the incoming train of an obstruction shall be red flashing hand signal lamp at night or red flag during day as per Para 3.65 of General (Amendment) Rules, 1976. 818 Use of Warning Signals – When it becomes necessary to protect an obstruction in a Block section, a warning signal may be used, as prescribed under Para 3.66 of General (Amendment) Rules, 1976 while the railway servant proceeds to place detonators. A warning signal is to be shown to give timely warning to a driver of approaching train of any obstruction such as derailed train obstructing adjacent lines, breaches, wash away, floods, landslides etc., when the railway servant does not have adequate time to do the protection in the normal manner with the detonators as envisaged under rules. The knowledge and possession of warning signals shall be ensured by every railway servant concerned with the use of warning signals as stipulated in Para 3.67 of General (Amendment) Rules, 1976. 819 Safe Working of Contractors – A large number of men and machinery are deployed by the contractors for track renewals, gauge conversions, doublings, bridge rebuilding etc. It is therefore essential that adequate safety measures are taken for safety of the trains as well as the work force. The following measures should invariably be adopted: (1) The contractor shall not start any work without the presence of railway supervisor or his representative and contractor’s supervisor at site. Page 301 of 417 (2) Wherever the road vehicles and/or machinery are required to work in the close vicinity of railway line, the work shall be so carried out that there is no infringement to the Railway’s Schedule of Dimensions. For this purpose, the area where road vehicles and/or machinery are required to ply, shall be demarcated and acknowledged by the contractor. Special care shall be taken for turning/reversal of road vehicles/machinery without infringing the running track. Barricading shall be provided wherever justified and feasible as per site conditions. (3) The look out and whistle caution orders shall be issued to the trains and speed restrictions imposed where considered necessary. Suitable flagmen/detonators shall be provided where necessary for protection of trains. (4) The supervisor/workmen should be counselled about safety measures. A competency certificate to the contractor’s supervisor as per proforma annexed shall be issued by ADEN which will be valid only for the work for which it has been issued. (Annexure - 8/5). (5) The ballast/rails/sleepers/other P.Way Materials after unloading along track should be kept clear off moving dimensions and stacked as per the specified heights and distance from the running track. (6) Supplementary site-specific instructions, wherever considered necessary, shall be issued by the Engineer in-charge. (7) The Engineer in-charge shall approve the methodology proposed to be adopted by the contractor, with a view to ensure safety of trains, passengers and workers and he shall also ensure that the methods and arrangements are actually available at site before start of the work and the contractor’s supervisors and the workers have clearly understood the safety aspects and requirements to be adopted/ followed while executing the work. There shall be an Assurance register kept at each site, which will have to be signed by both, i.e. Railway Supervisor or his representative as well as the contractor’s supervisor as a token of their having understood the safety precautions to be observed at site. Page 302 of 417  PART - ‘B’ - WORKING OF TROLLIES, MOTOR TROLLIES AND LORRIES 820 The Rules for working trollies, motor trollies and lorries are contained in Para 15.18 to Para 15.28 of Chapter XV-B of General Rules for Indian Railways (1976), supplemented by the Subsidiary Rules issued by individual railways. The instructions contained in this chapter are in amplification of these rules and will not supersede the General and Subsidiary Rules of Railways. 821 Distinction between Trolley, Motor Trolley and Lorry – (1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be a trolley. Any similar but heavier vehicle (which includes Dip Lorry) shall be deemed to be a lorry. (2) Any trolley which is self-propelled, by means of a motor, is a motor trolley. (3) A trolley shall not, except in cases of emergency, be used for the carriage of permanent way or other heavy Material, and when a trolley is so loaded, it shall be deemed, to be a lorry. 822 Certificate of Competency- (1) No trolley, motor trolley or lorry shall be placed on the line except by a qualified person appointed by special instructions. (2) Such qualified person shall accompany the trolley, motor trolley or lorry and shall be responsible for its proper protection and for its being used in accordance with special instructions. (3) The qualified person shall hold a certificate of competency which shall be issued according to prescribed instructions in Chapter 14. (4) Staff in whose favour a certificate is issued should be literate, having knowledge of Hindi or other local languages, should have passed the prescribed Medical test and should be conversant with the rules for working of trollies, motor trollies and lorries, as the case may be. The certificate of competency will be issued for a specified period by an officer authorised to do so and renewed periodically. 823 Officials Permitted to use Trollies, Motor Trollies and Lorries – Subject to their being certified competent, the following officials of the Engineering Department are permitted to use Trollies/Lorries: (1) Trollies/Lorries – (a) All officers and JEs/SSEs of Engineering Department. (b) Gang Mates, Head Trolleymen as may be authorised. (2) Motor Trollies – All officers of Engineering Department, motor trolley Drivers and such JEs/SSEs as may be authorised. 824 Responsibility for Safe Working – (1) The official-in-charge of Trolley/Motor Trolley/ Lorry is responsible at all times for its safe working. When more than one person holding competency certificate travels in a trolley, the official-in-charge of the trolley is responsible for its safe working. (2) It shall be clearly understood by officers and staff that they are to take every possible precaution and protection against accidents. When entering a tunnel or cutting or proceeding over a long bridge or curve, the official-in- charge will make sure that no train is likely to be met. While approaching a level crossing the official-in-charge, should look out for road traffic and ensure safe passage of his vehicle over the level crossing. Page 303 of 417 825 Efficient Brakes – No Lorry, Trolley or Motor Trolley shall be placed on the line unless, it is fitted with efficient brakes. The brakes should be tested before the commencement of each journey. It is desirable that trollies and lorries working on Ghat section are fitted with screw down brakes in addition to ordinary hand/foot brakes. It will be the responsibility of the official-in-charge to ensure the adequacy of braking. 826 Attachment to Trains Prohibited – No Trolley/Motor Trolley/Lorry shall be attached to a train. 827 Working on Track Circuited Sections and Sections Provided with Axle counters – Each Railway shall issue subsidiary rules for the working of Trollies/Motor Trollies/Lorries in sections where axle counters or track circuits form part of the Block instruments or where automatic signalling has been provided. 828 Numbering of Trollies/Motor Trollies/ Lorries – Each Trolley/Motor Trolley and Lorry shall be marked with its number, code, initials of the department, the designation and headquarters of the official-in-charge. 829 Conveyance of Trollies/Motor Trollies/ Lorries by Trains – (1) No Trolley/Motor Trolley / Lorry should be loaded in a train without the consent of the Guard in-charge of the train, who will direct where it is to be placed. (2) In the case of an accident/emergency, Trollies / Motor Trollies may be carried by Mail / Express trains on which there are restrictions normally for loading of Trolley/Motor Trolley. (3) When loading a motor trolley with petrol in the tank, it shall be ensured that (a) The flow of petrol in the carburettor has been cut off; (b) Any pressure has been released from the tanks; (c) The tank is in sound condition and closed by a well fitted cap; (d) The engine has been run by the official- in-charge until the carburettor has become exhausted and the engine stops automatically. 830 Trollies, Motor Trollies and Lorries not in use – (1) A trolley, motor trolley or lorry, when not in use shall be placed clear of the line, and wheels thereof secured with a chain and padlock. (2) When a trolley/motor trolley is placed on a platform to be loaded into a train, it should be under the charge of a Trolleymen and placed where it will not be in the way of passengers or working staff. (3) Whenever possible, motor trollies, should be placed in a shed, the key of which, shall be in the possession of the official-in-charge. 831 Conveyance of Non-Railway Officials – Trollies shall not be used for the conveyance of persons other than railway officials. In special cases, Magistrates, Police, Civil, Telegraph, Military, Medical and Forest Department Personnel or a person requiring medical aid, may be conveyed by trolley by order of the competent authority (ADEN or above), after a bond on form in Annexure - 8/6 is signed indemnifying the Railways against all liabilities and risks. Contractors and their Agents may be conveyed on trolley in connection with works, provided they have executed a general indemnity bond similar to Form Annexure - 8/6. 832 Trolley-Permits for Private Sidings – A non-railway official is permitted to use a trolley on private sidings when he is in possession of a permit signed by the competent authority. Such permits are granted for use of the trolley on sidings where there is no passenger traffic. The party shall execute a bond on Form Annexure - 8/7 Page 304 of 417  indemnifying the Railways against all liabilities and risks. The issue of trolley permits will be subject to such rules as may be prescribed. In such cases, the Head Trolleyman shall hold a certificate of competency issued by the authorised Railway Official. 833 Military Officers Using Trollies in Ordnance Depots – Railway shall not accept any liability whatsoever for damage or compensation arising out of accidents caused in the working of trollies used by Military Officers on duty in Ordnance Factories in respect of claims of Officers themselves or third persons. 834 Trolley Refuges and Observation Posts – (1) Trolley Refuges – Trolley refuges over long Bridges should be provided at such intervals, as prescribed in the Schedule of Dimensions. In cuttings and high banks trolley refuges should be provided at suitable intervals. (2) Observation Posts – Where, owing to curves in cuttings or other causes view of the line is restricted, “observation posts” should be established at such sites as command the best view in both directions for the use of Flagmen, thus enabling hand signals being conveyed to the trolley on line. 835 Equipment for Trolley / Motor Trolley / Lorry – Each trolley/motor trolley/lorry shall have the following equipment: (1) Two hand signal lamps/Tri colour LED Flashing hand signal lamp (2) Two red and two green hand signal flags; (3) Detonators 10 Nos; (4) A chain and a padlock; (5) A copy of the Working Time Table and all correction slips and appendices, if any, in force on that section of the railway over which the trolley, lorry or motor trolley is to run; (6) A motor horn and a search light (for motor trolley only); (7) Two banner flags and additional detonators (for lorry only); and (8) Such other articles as may be prescribed by the Railway Administration in this behalf. Note – The official-in-charge of the trolley/motor trolley/lorry shall also be in possession of a watch in addition to the prescribed equipment. 836 Signals for Trolley / Motor Trolley / Lorry – (1) Day Signal – Every trolley, Motor trolley or Lorry when on the line shall show a red flag by day, fixed to a staff which will be placed on a socket and conspicuously visible in both directions. (2) Night Signal – On a double line the night signal shall be red light in the direction from which trains are expected and white in the other direction and on a single line, red in both directions. Where on double line, single line working is introduced, the night signal should be as per a single line. When working within the station limits, the light displayed at night shall be red in both directions. (3) Signals within long tunnels – On sections where there are long and dark tunnels, the night signals prescribed must be displayed during the day in addition to the red flag, in the case of Trollies, Motor trollies and Lorries. In the case of thick foggy or tempestuous weather impairing visibility, light signals must be displayed in addition to the red flag. (4) Removal of Trolley/Motor trolley/Lorry – As soon as a Trolley/Motor trolley/Lorry is removed from the track and placed clear of it, the red flag or light signal shall be removed, but care should be taken to see that this signal is not taken off before the lines have been cleared of all the obstructions. Page 305 of 417 837 Working of Trollies – (1) Manning of trollies – Trollies in all cases shall be manned by four men. (2) Mode of working of trolley – Trollies in all cases should be pushed and not pulled. (3) Working under Block Protection – (a) Trolley may be worked under Block protection wherever it is possible to do so without interference to train service. (b) Trollies should be worked under Block protection in the night. (c) During daytime in foggy weather and during dust storm, when the visibility is poor, a Trolley should be worked under Block protection. (d) Sections with restricted visibility due to curves, cuttings or due to other local conditions specified by Railway Administration, wherever practicable, should be traversed under Block protection. (e) When working under Block protection Trollies will be worked in the same manner as trains. (4) Working without Block protection – (Back to Para 838) (a) During day time in sections with normal visibility the official-in-charge shall before leaving a station/Block post, ascertain the whereabouts of the trains likely to be met and set off on trolley. (b) In sections with restricted visibility specified sections, (Ref- Sub-Para (3) (d)) when the official-in-charge, is not able to block the section and work under Block protection, he will follow the following procedure: (i) The Station Master/Signalman will on receipt of advice from official- in-charge (in triplicate on form Annexure - 8/8) giving his trolley programme ascertain and fill in particulars of trains running on the section, retain one copy and return the other two to the official-in-charge of the trolley. (ii) As a reminder that the block section is occupied by the trolley and caution orders must be issued, a small placard with words “Trolley on line”, will be hung in front of the block instrument, until advice of the removal of the trolley is received. (iii) If telegraph and telephone communications are interrupted and the Station Master/Signalman is unable to communicate with the station at the other end of the block section, the official-in-charge of the trolley will be advised of this fact and form Annexure - 8/8 endorsed accordingly. When communication between the two stations is restored, the messages referred to above will be exchanged, if the trolley has not cleared the section or removal report has not been received. (iv) From the time of exchange of the messages, until intimation has been received that the trolley has cleared the block section, the Station Master/ Signalman at both ends of the block section shall issue caution orders to Drivers of all trains entering the block section. On the double line, caution order should be issued for both up and down trains. (v) The issue of caution orders in no way relieves the official-in-charge of the trolley of the duty of complying strictly with the rules for protecting the trolley. (vi) On arrival of the trolley at the other end of the block section, the person- in- charge of the trolley shall fill in the removal report and send it to the Station Master/Signalman who will return the third copy signed. The Station Master/Signalman will then advise the Station Master/ Signalman at the other end of the block section of the trolley having cleared the section. (vii) If the trolley is removed from the track at the station not provided with telegraph or telephone instruments or in the block section and if it is not intended to place Page 306 of 417  it on the track again, the official-in-charge of the trolley shall fill in the removal report and send it to the Station Master/Signalman at the nearest block station. In the former case, the Station Master will send written advice by the first train in either direction to the next block station. The Station Master/Signalman at the latter station should then advise the Station Master/Signalman at the other end of the removal of the trolley. (viii) Station Masters/Signalmen at the both ends, of the block section will enter remarks in the train registers pertaining to the block section concerned showing the times at which the trolley entered and cleared the block section and the number of the trolley. (5) Protection in Block Section – (Back to Para 838) (a) When a trolley is worked other than under the rules for working of trains i.e., without block protection and when a clear view is not obtainable for an adequate distance of 1200 m, the following precautions should be taken (Annexure - 8/9) (i) On a double line, he must depute a Flagman with detonators to precede or follow the trolley, and to exhibit a hand danger signal at a distance of not less than 1200 m in the direction from which trains may approach. (ii) On single line, depute a Flagman with detonators to precede and another to follow the trolley and to exhibit hand danger signals at a distance of not less than 1200 m. (iii) Where necessary, intermediate Flagman should be posted to relay signals. (b) The flagman should only be withdrawn when a clear view of at least 1200 m can be obtained in the direction from which trains may approach. (c) When a train is sighted, the Flagman should wave the red flag vigorously to warn the official-in-charge of the trolley of the approach of the train, and at the same time place three detonators 10 m apart on the line to protect the trolley. The detonators should be removed only on receipts of hand signals from the official- in-charge by waving of a green flag to withdraw the danger signal indicating that the trolley has been removed. When conditions are such that the Flagman cannot be seen by the official- in- charge of trolley, the latter must arrange before entering the section to take with him sufficient men with hand signals who will be placed in suitable positions between the trolley and the Flagman so that the signals from the Flagman can be repeated to the person- in-charge of the trolley and vice-versa. (d) On sighting an approaching train or the Flagman’s signal, the trolley must be removed clear of the line and kept in such a manner that it cannot roll towards the line. (6) Trollies travelling together – When two or more trollies are running together in the same direction in the same line, care should be taken to ensure that they are kept at least 100 m apart to safeguard the trolley in rear from colliding with the front one, in case the front trolley has to be stopped suddenly for any reason. Page 307 of 417 838 Working of Motor Trollies – (1) A motor trolley shall only be run in accordance with special instructions. (2) A motor trolley may be worked under block protection or without block protection, as may be prescribed by the Railway Administration. (3) Working under block protection – (a) A motor trolley should be run only under block protection (i) during night; (ii) during day time, when the visibility is poor due to fog or dust storm. (b) Sections of restricted visibility should invariably be traversed under block protection. A list of “sections of restricted visibility” may be specified for the guidance of all concerned, either in the subsidiary rules or in the working time table. (c) When a motor trolley that is worked under block protection breaks down in the block section, the official-in-charge should remove it clear of the line and send a written advice to the nearest Station Master/Block Hut -in-charge returning the line clear ticket or token or in the case of a motor trolley when the token has been clamped for a preceding train the key of the padlock. He should not replace the motor trolley on the line without the written permission of either Station Master/Block Hut-in-charge at the end of the block section concerned. On arrival at the other end, the official- in-charge will deliver the authority to the Station Master after the trolley has arrived complete. (4) Following a Train/Motor Trolley – Motor trolley may follow a fully vacuum/air brake train or a Light engine or another motor trolley in the same block section during day light hours and in clear weather under special instructions issued by the Railway Administration. (5) Working without block protection – (a) When a motor trolley is worked without block protection, it should be manned by at least four men. (b) In case a motor trolley is worked without block protection, the procedure outlined in Para 837(4) for trollies shall be followed for working of the motor trollies. (c) When a motor trolley is worked without block protection, as per special instructions, the procedure outlined in Para 837(5) should be followed for the protection of trolley in block section. 839 Working of Lorries – (1) Mode of working of lorry – Lorries should be worked only under block protection. Lorries in all cases should be pushed and never pulled. Riding of persons on the same is prohibited. (2) Manning of Lorries – , Lorry must be accompanied on foot by not less than four men in addition to the number of men required for expeditiously loading and unloading Materials being conveyed on the lorry. (3) Actual working of lorry – (i) Before obtaining line clear, the official-in-charge of a lorry should advise the Station Master/Block Hut- in-charge, whether it is his intention to return to that station, to run to the other end of block section, or to remove the lorry in mid- section. (ii) The official-in-charge, after getting the authority to proceed in the form of line clear ticket/token, double line certificate or shunting key, as the case may be, should work his lorry. (iii) He should, after completion of his work, hand over the authority to proceed to Page 308 of 417  the concerned Station Master/Block Hut-in-charge and remove his lorry. (iv) In case the lorry is off loaded in the mid-section, the authority to proceed should be returned by a special messenger to the nearest station after ensuring that the lorry is kept clear off the line. (v) On the double line, the official-in- charge should run the lorry on the proper road. The lorry should be taken along the line in the direction in which the trains will run; except when returning to the original starting station/Block Hut. (4) (a) Working in Station limits – When a lorry is required to work within Station limits, the permission of the Station Master shall be obtained in writing before working the lorry and the lorry should be worked as per the approved special instructions. (b) Protection in Station limits – When a lorry works in a station yard the Flagman must exhibit danger signals at such a distance on both sides as will ensure safety. When the lorry is required to remain stationary for more than 15 minutes, it must be protected by banner flags placed at an adequate distance supplemented by three detonators on both sides. (c) When a lorry has to work on a section with a steep down gradient (gradients steeper than 1/100), the same should not only be controlled by hand brakes, but by a rope tied in the rear and held in tension by men following a lorry. 840 Working of Moped Trollies – These are light motor trollies, which can be lifted off the track normally by three men. They should be manned by at least three men including the Driver. These may be worked as per the rules pertaining to a Motor Trolley, for which the Railway Administration may issue special instructions, as necessary. 841 Rail Dolleys – (1) Rail dolley is a device with two or more wheels, which in balanced condition, can be moved manually on one rail of track and can carry one rail/sleeper in suspended condition. When necessary, the suspended Material can be dropped and rail dolley cleared off the track. (2) Manning of Rail Dolley – Every rail dolley shall be manned by not less than 2 able bodied persons. The person- in-charge for the working of rail dolleys shall be a railway servant not lower in rank than a Keyman. The official in-charge should have passed in medical category A-3 and must hold a valid certificate of competency for working rail dolleys. Certificate of competency shall be issued by SSE/P.Way of the section who must satisfy himself that the person to whom competency certificate is being issued is fully aware of the rules for the working of rail dolleys and is also well acquainted with the concerned section. (3) Working of Rail Dolleys – (a) The railway servant in-charge of rail dolleys must inspect the section in advance particularly in reference to heaping of ballast, girder bridges and any other special features which make it difficult to drop the Material and remove the rail dolley in the event of an approaching train. He shall get the ballast heaps cleared and work the dolley(s) only when the visibility is clear for at least 1200 metre and the rails/sleepers can be dropped off safely without affecting the safety of trains and workers both. (b) Rail dolley shall not be worked on sections having gradients steeper than1 in 200. (c) Not more than 6 rail dolleys should be worked in a group in any one block section. Page 309 of 417 (d) Normally, not longer than 3 rail welded panels should be carried by rail dolleys. The rail dolleys must not be worked after sunset and before sunrise and in bad weather when the visibility is poor. Rail dolleys should not be worked in deep cuttings, steep grades, sharp curves and heavily built up areas where the visibility is not clear for 1200 metres. In such locations, the rail dolleys should be worked under block protection. (e) In case, a rail dolley is to carry rails longer than 3 rail panel or it is required to move over x-overs in yard crossing more than one line in deep cuttings and curves then it should work under block protection. (f) No traffic block or caution order is normally necessary for working of rail dolleys except as indicated in Sub Para (3) (d) & (e) above. (g) Every rail dolley/group of rail dolley when on line shall exhibit a red flag. (h) The rail dolley shall be protected by a flagman at a distance of 1200 metre from the rail dolley, on a double line in the direction from which trains may approach, and by two flagmen one on either direction on single line. The flagmen shall also carry three detonators for use in any emergency. (i) Where necessary intermediate Flagman should be posted to relay signals. (j) When a train is sighted, the Flagman should wave the red flag vigorously to warn the official-in-charge of the dolley of the train and at the same time place three detonators 10 m apart on the line to protect the rail dolley(s). The detonators should be removed only on receipt of hand signals from the official- in-charge by waving of a green signal to withdraw the danger signals from indicating that rail dolleys have been removed. (k) The official-in-charge of the rail dolley shall keep a look out for approaching trains and will get the rail dolley(s) and Materials cleared off the track as soon as an approaching train is sighted. (l) While approaching level crossings, the official in-charge shall look out for road vehicles and ensure safe passage of rail dolleys. (m) The official in-charge shall be fully responsible for the safe working of rail dolleys. Page 310 of 417  PART – ‘C’ WORKING OF MATERIAL TRAINS AND TRACK MACHINES 842 The rules for the working of Material trains are outlined in Appendix IX of the Indian Railway Code for the Engineering Department and Para 4.62 to 4.65 of General Rules for Indian Railways (1976) and Subsidiary Rules thereto – When the quantity of Material is such as could be conveniently trained out in stages, wagon- loads may be attached to goods trains by arrangement with the Operating Department. 843 Material Train – Material Train means a departmental train intended solely or mainly for carriage of railway Material when picked or put down for execution of works, either between stations or within station limits. The railway Material may include stone boulders, ballast, sand, cinder, Moorum, rails, sleepers and fittings etc. 844 Economical Working – Material train should be expeditiously and economically worked. The ADEN should arrange to form a train of maximum capacity consistent with the haulage capacity of the engine and tonnage approved for the section. In consultation with the Operating Department, the running of goods trains should be suitably regulated so as to provide as long a working time for Material train as possible. Delays in working should be traced to their source and remedies applied as circumstances demand. 845 Restrictions in Running – (1) Except with the permission of the Assistant Divisional Engineer or Divisional Engineer, a Material Train should not be permitted to work during periods of poor visibility due to fog, storm or any other cause. (2) Except in an emergency such as, an accident or breach of the railway line, working of Material trains carrying labour should not be permitted between sunset and sunrise. If due to certain circumstances it is necessary to work Material Trains during night, permission to do so should be obtained from the Divisional Operating Manager. 846 Brake-vans and Shelter Wagons – (1) A Material train must be equipped with at least one brake-van in the rear. When running through between stations the engine should be marshalled at one end of the train, and the brake-van at the other end. (2) Covered wagons to afford shelter to the labour may be coupled to the Material train as required. 847 Ordering of Material Trains – Operating Department is the authority for ordering a Material train. On receipt of requisition from the ADEN/DEN, the Divisional Operating Manager shall advise the staff concerned by letter, detailing the composition of train, the loading kilometrages, the sections over which the train will work, the date of commencement of work, the station at which the rake will be stabled and the engineering official who will be deputed to be in-charge of the train. The notice to be given by the Engineering department should not normally be less than a week. 848 Issue of “Fit-to-Run” Certificate – Before a Material train is allowed to work, the complete rake should be examined by the carriage and wagon staff and a “fit-to-run” certificate issued to the Guard. The rake may also be examined by the carriage and wagon staff each time it arrives at the train examining station and whenever possible, once a week. Page 311 of 417 849 Official – in – charge of Material Train – Whenever a Material train is worked, it shall be accompanied by a Guard. As the Guard is not qualified to carry out such duties as working of hoppers, distribution of ballast/Materials, supervising loading and unloading, maintaining muster rolls and daily reports of labour and preparation of daily reports on Material train working, a qualified engineering official (not be below the rank of JE/P.Way) should be deputed on the train to ensure working of Material train to the programme specified by ADEN. 850 Equipment – Every Material train Guard must have with him while on duty: (1) A copy of General and Subsidiary Rules or such of them as related to his duties. (2) An up-to-date copy of Working Time Table with correction slips and appendices, relating to the section of the Railway over which the Material train is to be worked. (3) A watch. (4) Hand signal lamps/ Tri colour LED Flashing hand signal Lamp (5) Two red flags and a green flag. (6) A whistle. (7) Not less than 10 detonators in a tin case. (8) A carriage key. (9) Padlocks as prescribed by special instructions. (10) A set of clamp for point locking and/or other locking devices. (11) A spare pair of glasses if he is required to wear glasses. (12) First aid box. (13) Wedge/Skid and chains. (14) A tail lamp/L.V. Board. (15) Portable telephone (on controlled sections), and any other equipment and stores prescribed by special instructions. 851 Testing of Brake Power – (1) Before starting from a station, the Guard should ensure that the train is equipped with requisite brake power prescribed for the load. (2) Each vehicle of Material train whether or not provided with vacuum brake, must be provided with an efficient hand brake capable of being fastened down. 852 Working in Block Section – (1) A Material train shall be worked with the permission of the Station Master on either side and in accordance with the provisions and system of working in force on the section. Before a Material Train enters a block section for work, the Station Master should advise the Driver and the Guard in writing of the time by which the train must clear the block and whether it is to proceed to the block station in advance or return to the same station. (2) On double line, a Material train must not push back to the Station in rear but should run through to the station in advance and return on proper running line except when otherwise directed. Where provided, lever collars or other visual indicators must be used to remind Station Master that the Material train is working in the block section. Page 312 of 417 (3) The Guard/Engineering official-in-charge shall ensure efficient and proper working and adhere to sanctioned time and occupation of block section. Materials should not be left fouling the track, signal wires and interlocking gears. If it is necessary for the train to leave the site of work before this is done, it should be ensured that sufficient labour is left to do so, in-charge of a competent railway servant and that the site is protected until the work is completed. (4) When a Material train enters a block section to work under instructions of other than under the normal system of working, the Guard and the Driver of the train shall ensure that the train is protected from the direction a train is approaching on double line and in both directions on a single line in accordance with General Rules. If for any reason, it becomes necessary to detach the engine of a Material train in the block section to run to the station in advance, the Guard should ensure that the train is protected both in front and rear. (5) On stopping a Material train on a grade, the Driver should give a long blast of the whistle to call the attention of the Guard and thereafter three sharp blasts, the signal for application of hand brakes. The brakes must not be released until the Driver has signalled for this by giving two sharp blasts. Before entering a section on which a ballast train is required to stand on a grade of 1 in 50 or steeper, the engine should be so attached that when the train is standing the engine is at the down-hill end of the train. (6) A Material train should not be divided outside station limits except in an emergency. Before the train is divided the Guard should put the hand brake in the brake-van hard on, and pin down the hand brakes of sufficient number of vehicles and if necessary, lock by means of safety chains or sprags a sufficient number of wheels, in each portion of the train. He should further ensure that the workers/labour are detrained before dividing the train. Vehicles should not be detached from a Material train on a grade of 1 in 100 and steeper. The engine itself may be detached with the Guard’s permission after he has ensured that hand brakes on each vehicle are properly applied and the wheels spragged against any movement. 853 Pushing of Material Trains – On down gradient steeper than 1 in 100, pushing is not permitted. On gradient easier than 1 in 100 ascending or descending pushing may be permitted at a speed not exceeding 25 Kmph provided the brake-van occupied by Guard is the leading vehicle. The speed will be restricted to 10 Kmph, if the brake- van is not leading. 854 Procedure to be Followed while Pushing Back – When it is necessary for a Material train to push back into the station from which it started to work in the block section, the following procedure should be observed – (1) No train must be allowed to push back without a written authority from the Station Master of the station from which it entered the section. Where line clear tickets are in use, the Station Master shall endorse the line clear ticket as follows “to push back to this station”. (2) The Station Master of a station where the train starts from and pushes back to, must advise the station in advance on the telephone or telegraph instrument and also the Controller on controlled sections that the train will push back to the station. He will then obtain the acceptance of the “Is line clear for a train stopping in the section” signal on the block instruments or on the Morse instrument, where block instruments are not provided from the station in advance and then give the “train entering section” signal in the usual way. (3) On the return of the train, the Guard will intimate that the whole of the train has returned to the station complete, from the section and sign in the trains register book to the effect and return the “authority to push back” to the Station Master which must be cancelled by the latter. The Station Master will then give “cancel last signal” signal Page 313 of 417  on the block or on the Morse instrument, as the case may be, and endorse the remarks that “train pushed back” in the trains register book or the line clear enquiry book against the entry of the train. (4) When it has been arranged for a train to push back from the section, it must always do so and not go through to the station in advance. (5) Before starting, a green flag must be tied to a convenient fixture in front of the engine and also at the back of the rear brake-van to indicate to men working on the line that the train will push back. (6) On the double line, when the train is required to be pushed back into a station, the train must come to a stand outside the advance starting signal and the Driver shall whistle, when, if a line is clear for its reception, it must be piloted into the station. If there is no advance starting signal, the train must be brought to a stand opposite the outer signal pertaining to the opposite direction and then be piloted into the station. (7) On the single line, when a train is required to be pushed back into an interlocked station, it must come to a stand outside the outer signal and whistle, when, if a line is clear the home and the outer signals may be taken “off” for its reception. At a non- interlocked station, the train must also come to a stand outside the outer signal whence it must be piloted into the station on signals being lowered. (8) Except in an emergency, Material trains may push back during day-light only. If in case of an accident or for any other unavoidable reason, a train has to push back during the night, it must do so at a walking pace and the Guard or a competent railway servant must walk at least 600 metres in advance, exhibiting a danger signal until the train comes to a stand as detailed in Sub-Para (6) & (7) above. 855 Running on Ghat Section and Descending Grade – (1) On Ghat sections, it may be necessary to attach an engine to bank the load in addition to the engine in front. (2) When a Material train is descending a long and continuous steep grade, the brake levers of as many wagons as may be necessary to assist in controlling the speed, should be notched down by the Guard in consultation with the Driver. 856 Passage over Points – The Driver of a Material train should stop the train short of all catch, loop or spring points which are facing for his train and which are not protected by signals. The Guard should ensure that these are correctly set and locked and then hand signal the Driver past the points. 857 Speed of Material Trains – (1) When running between block stations with the engine leading, the speed of Material train shall not exceed that prescribed for a goods train with a similar load. (2) When the engine is pushing the train and when as in the case of emergencies the brake-van is not leading – (a) The speed must not exceed 10 Kmph. (b) The Guard must travel on the leading vehicle and exhibit hand signals to the Driver. (c) When passing over points, the Guard should take action as in Para 856 above. Page 314 of 417 858 Stabling of a Material Train (1) Material train shall not be stabled on running lines at a station, except in unavoidable circumstances. (2) When a Material train is stabled at a station, it shall be protected in the following manner and Station Master shall ensure that – a) The vehicles of the Material train have been properly secured and are not fouling any points and crossings, b) All necessary points have been set against the line on which the Material train is stabled and such points have been secured with clamps or bolts and cotters and padlocks and c) The keys of such padlocks are kept in his personal custody until the Material train is ready to leave the siding or line. (3) The Guard shall not relinquish charge until he has satisfied himself that the Material train has been protected as prescribed in this rule. (4) When the train is ready to leave, the Guard must advise the Station Master in writing. The Station Master must then arrange for correct setting of the points. (5) When a Material train is stabled in an outlying siding, the Guard must ensure that it is inside the trap, clear of fouling marks and clear of running line. He must pin down sufficient number of brakes and if necessary, lock by means of safety chains or sprag the wheels. 859 Reporting Deficiencies and Damages – The Guard of the Material train should at once bring to the notice of the Train Examiner under advice to the Assistant Divisional Engineer, any deficiency or damage which may have escaped the attention of the train examining staff. The Guard will also keep a record of all damages caused to the vehicles during the work and report to the Assistant Divisional Engineer the circumstances in which they occurred. In every case, the Assistant Divisional Engineer on receipt of such reports should arrange for the train-examining staff to attend to the damages and deficiencies expeditiously. 860 Warning to Workers on Material Trains – (1) The Guard of a Material train shall, before giving the signal to start, see that all the workers are on the train, and warn them to sit down. (2) Before moving his trains, the Driver must sound the whistle, according to the prescribed code, as a warning to the labourers that the train is about to move. (3) Before commencing any shunting with his train, the Guard must ensure personally that all labourers have been de-trained. (4) In the event of it being necessary to part a Material train, the Guard must ensure personally that all labourers have been detrained before doing so. 861 Engine Crew’s Hours of Duty – Drivers, Assistant Drivers employed on Material train should be relieved according to their duty rosters. Only in exceptional and emergent cases such as breaches on the line, may the engine crew be kept on duty, for long hours, in which case, a special certificate should be given to the Engine Crew by the Engineering Official-in-charge. Page 315 of 417  PART – ‘D’ LOADING AND UNLOADING FROM HOPPER BALLAST WAGONS 862 Staff Responsible -The staff at the ballast depots are responsible to ensure that the wagons are loaded to the correct level. 863 Working Trip – (1) The train Guard or Engineering official-in- charge shall be responsible for working the train to the instructions issued by the ADEN. The JE/SSE/P.Way shall arrange for the inspection and clearing of track behind the train. (2) A “Working Trip” is a trip when one or more wagons are to be unloaded between two stations. A “Running Trip” is a trip from one station to the other when no wagons have to be unloaded on the way. Before departing on a ‘Working Trip’ the JE/SSE/P.Way shall supply the Material Train Guard/Official-in-charge with a memo furnishing the kilometrages at which the wagons shall be unloaded and the quantity to be unloaded. 864 Operation of Hoppers – The hopper valves shall be operated according to the prescribed instructions under the direct supervision of the train guard or official-in- charge. As far as possible one hopper may be unloaded at a time moving at walking speed. The official-in-charge should walk on the side and instruct the labour as to when to open or close the hopper valves. The train should not be stopped, while ballast is being discharged; labour should not be moved from the platform without first stopping the train. 865 Training out Material and Daily Reports of Working – (1) Training out of Material and ballast should be done to a programme sanctioned by the Divisional or Assistant Engineer. (2) The Guard/Engineering official-in-charge should adhere to the sanctioned programme and submit daily report on prescribed form Annexure - 8/10 (Material Train Journal) to the Assistant Engineer through the concerned JE/SSE/P.Way. Where the contract for the working of the Material train provides for the employment of a minimum number of labourers and the contractor is paid for the actual labour so supplied for loading and unloading of ballast, permanent way or other Materials the daily report should show the correct number of labourers of each class employed and the nature and approximate quantity of work done. Muster rolls should be maintained by the Guard or Engineering Official-in-charge and checked and initialled frequently by the JE/SSE/P.Way concerned when the training out is done by departmental labour. (3) In cases where the Material is not loaded in bulk, the actual weight and number loaded should be given in the daily report. (4) Sufficient number of copies of daily reports should be prepared by the Guard/ Engineering Official-in-charge and submitted to the concerned officers e.g., Engineering, Operating, Mechanical etc. (5) The number of wagons on the train with their capacity and painted numbers should be indicated on the form of daily report. Particulars of detention to the train other than for Engineering work should also be indicated. (6) Before forwarding the daily reports of Material train working to the Assistant Engineer, the JE/SSE/P.Way may add relevant remarks as considered necessary. The Assistant Engineer should scrutinise the daily reports and take such action as considered necessary to avoid or minimise detentions in the working of the Material train, before forwarding the same to the Divisional Engineer for allocation, initials and record. 866 Charges for Material Train Working – For purposes of debiting the charges on account of Material train working to the heads of revenue working expenses concerned a monthly or fortnightly “Material Train Return” in standard proforma will be prepared by Operating Department and sent to the Divisional Engineer for Page 316 of 417  completion and submission to the Accounts Department, for necessary action. On this return, the hire charges for wagons and engine will be separately shown. 867 Register of Engineering Vehicles – (1) When Engineering wagons are not in use, these should be stabled in the siding allotted for this purpose in specific station yards. (2) The DEN and ADEN should maintain subdivision-wise a complete inventory in the form of a register of all closed wagons, open wagons, hoppers, etc., on the division. The register should contain: Vehicle numbers; Type of vehicle; Capacity; Condition of vehicle; Locations and particulars of periodical overhaul, when carried out and due. The register should be kept current to facilitate issue of instructions when ordering a Material train. (3) A monthly return of engineering vehicles on the sub-division should be submitted by the Assistant Divisional Engineer to the Divisional Engineer with complete particulars of each vehicle for record in his office. It should be the Assistant Divisional Engineer’s responsibility to keep track of all Engineering vehicles allotted to his sub-division and see that those that are sent to workshops for periodical overhaul are returned expeditiously. 868 Working of Track Maintenance Machines – (1) All ‘On Track’ machines shall be worked only under traffic block with the permission of the concerned Station Masters and in accordance with the special instructions issued in this regard. (2) (a) Each machine shall be in direct charge of a nominated track machine operator. The operator shall be responsible for the working of the machine under his charge. He shall be fully conversant with the rules of working of trains and of protection in case of emergency. He shall also ensure that the other staff deployed on the machine are fully conversant with the protection rules. He shall hold a valid certificate of competency for driving and working of the machine. (b)The track machine shall work under the direct supervision of an engineering official not below the rank of JE/SSE/P.Way who will be responsible for taking the traffic block, for protection of the line while the work is in progress and clearing of the block after completion of the work when the last machine clears the block section and certifying that the track is fit for train movement. (c)When the track machine is required to move from one block station to another block station, the operator shall run the machine with the proper authority to proceed as defined in Para 1.02 (6) of General Rules 1976. (3) Each unit shall carry all safety equipment as specified under IRTMM. (4) When more than one track machine is running in a block section, there should be a minimum distance of 200 metres between two units. (5) While working on double/multiple lines, the engineering officials supervising the work of track machine shall ensure that no part of the machine fouls the adjacent track. In case infringement to adjacent track is inherent to the machine working which can be cleared at a short notice, the work should be carried out by protecting the infringed line by Engineering signals by JE/SSE/P.Way as envisaged in Para 806. (6) Each unit will run within the maximum permissible speed sanctioned for that type of machine on that section. (7) All track machine shall work as per provision given in Para 4.65 of General Rules for Indian Railways (1976) supplemented by Subsidiary Rules of Railways. For detailed working of track machines provisions in IRTMM may be referred. Page 317 of 417  Annexure - 8/1 - Para 806(1) Page 318 of 417  Annexure - 8/2 - Para 806(2) Page 319 of 417  Annexure - 8/3 Para 807, 808, 814 RETRO REFLECTIVE TYPE BOARDS - TO BE PROVIDED IN NEW CONSTRUCTION AND DURING REPLACEMENT OF EXISTING BOARDS Page 320 of 417  Annexure - 8/3A Para 807 & 808 RETRO REFLECTIVE TYPE BOARDS - TO BE PROVIDED IN NEW CONSTRUCTION AND DURING REPLACEMENT OF EXISTING BOARDS Page 321 of 417  Annexure - 8/4 Para 808, 814 Page 322 of 417  Annexure - 8/5 Para 819(4) COMPETENCY CERTIFICATE Certified that shri.............................................. P.Way supervisor of M/s...................................................... has been examined regarding P.Way working on.......................................... work. His knowledge has been found satisfactory and he is capable of supervising the work safely. Assistant Divisional Engineer Annexure - 8/6 Para 831 INDEMNITY BOND IN CONNECTION WITH THE PERMISSION GRANTED TO TRAVEL ON A RAILWAY.........................Trolley/Motor Trolley In consideration of my being granted permission to travel between....................................................... and.......................................... on........................................... Railway................................................ Trolley/Motor Trolley, I.................................................... hereby undertake and agree that the Railway shall be free from all responsibility or liability for any delay or detention or for any injury or loss to me or to any property of whatsoever kind accompanying me occasioned during the journey for which the permission is granted or whilst I am or the said property is within Railway limits. I further undertake that I shall not interfere with or obstruct......................................................... on his duties and shall obey all reasonable directions he shall give me to be subject to the bye-laws and other general regulations of the Railway. I further undertake to indemnify and keep indemnified and save harm less the Railway Administration for and against any loss or damage done to the property of the Railway through any act or omission on my part or on the part of my agent or servants while so travelling on the Trolley/Motor Trolley. Dated.................... …………. Name............................. Witness – Designation…….. …… 1.................................................... Address................................... 2................................................................................................................................................................. (To be executed on stamp paper) Page 323 of 417  Annexure - 8/7 Para 832 INDEMNITY BOND IN CONNECTION WITH USING TROLLEY IN PRIVATE SIDING BY NON- RAILWAY MEN THIS INDENTURE made the.............................................................. day of.................................. between...................................................of the one part and the President of India as owner of and administering the...............................................Railway(hereinafter called “the Administration”)of the other part WHEREAS by an Agreement dated the..........................................day of............................ and made between the Administration of the one part and the said...................................of the other part, the President of India agreed to allow the said............................................................................ to use and work a private trolley the railway line of the said................ Railway between............................................and whereas prior to the execution of the agreement the said............................................... agreed to execute these presented.